Series 2a Land Rover Restoration for Florida

Hey there Land Rover / Rad Rover fans! For about a month now we at Rad Rovers have been working on a 1960’s Series 2 — or Series 2a — or Series 3 Land Rover. I say it that way because we are not quite sure what it is: the first builder used a Series 2a chassis, a Series 3 transmission, and a Series 2 bulkhead.

The owner commissioned someone to build him a rover — this rover. It was a bit thrown together, to put it mildly.

Just days after taking ownership he found Rad Rovers and said, “I can stop, but that’s the problem — I can’t go again. The brakes are all locked up. Can you help me?”

Sure thing, boss. Send it over here. Interestingly enough, we live in the same hometown of Sarasota, Florida — so after I get it fixed, I can still see it kickin’ around town. That’s fun. Lovely guy and his wife too — happy to help.

Yes sir, the brakes were a real mess. AND the e-brake wasn’t even close to having a chance.

So work load was roughly:

• All wheels got 100% rebuilt from the axle-housing flange outward, including new CV joints on the half shafts and new race bearings — the works. New swivel balls, new bearings, new lip seals, new shoes, new everything.
• E-brake also 100% overhauled from the transfer case back.
• Rear driveshaft overhauled.
• Rear differential pinion flange and lip seal rebuilt.
• All three pedals removed and rebuilt.
• The clutch master cylinder reservoir was the built-in type, with not a chance of accessing it under the fender (it’s left-hand drive). Changed that one out and added an isolated reservoir.
• The brake cylinder was for a 109 with a double-line system to front and back with the servo — not possible. The system was overloaded with pressure.
• The throttle pedal was so loose in all the linkages I said to hell with it and added my own tried-and-proven custom throttle assembly. It’s a cable-controlled system that is clean, simple, precise, and easy to install.
• The wiring — oh my, the wiring. What a basket case. My electrician removed two-thirds of what was there, and that’s just the beginning. There were about a dozen stripped, exposed live wires just floating around behind the gauge cluster. I’m “shocked” there wasn’t an electrical fire.
• Added an emergency battery cut-off switch.
• Added a dock for a USB charging station and 12V outlet.
• The muffler (I’m really dead serious now…) was dangling in the air by two plastic zip ties.
• LEDs everywhere. Green LED strips inside the cab and under the bonnet. All marker and driving lights changed out to Defender fully waterproof housing units. Really love those.
• Brand-new, fully custom fuel line from tank to carb — another design of mine I’ve used many times.
• Steering wheel didn’t have a cancel wheel for the blinker.
• Doors wouldn’t stay closed.
• Oh — there wasn’t any oil anywhere in the transmission or steering / swivel-ball housings.

So… a great Flintstone Land Rover is quickly becoming a RAD ROVER. If you want it done right and want to live longer, come visit Rad Rovers.