The Auverland A3
By DAVID LOVEJOY

Since passing my driving test almost twenty years ago I have owned a fair selection of four-wheel drive vehicles. There have been many Landrovers, from Series1 to Defender 90. There have been most variations of suspension and drive train. Toyota pick-up trucks, one with a Chevy’ 350 V8 and torqueflight auto’ box. Nissan 4x4’s of every shape and size and variety from around the globe.

In all this time there is only one make of vehicle that has truly impressed and found its way into my heart, with its rugged construction, reliability, economy and high level of off-road ability from standard - the Auverland A3. It was over six years ago that I first came across the A3 and since then the only vehicle I have found that comes close to taking its place on the top of the pedestal is the new A3SL Turbo.

SCOR RTV Trial 1998

The Auverland A3 was developed, by a small family run factory in France, primarily for Military use as a lightweight, air portable, multi-terrain vehicle. The vehicle first became available through a dealer network in the UK in 1989 but exchange rates caused the price to be somewhat on the high price. By 1993 most of the dealer network had given up and when the original importer bit the financial dust it was left to the one remaining dealer to buy out he the import licence. This dealer/importer – Stamford Road Garage in Lydney – is still the best source of parts and information in the UK.

The A3 was and still is a robust and solid vehicle, with few drawbacks. It uses long travel coil springs with ‘A’ arm location front and rear, an 88" wheelbase. It also has superb approach and departure angles coupled with the reliable Peugeot 1905cc XUD Diesel, a Peugeot 5 speed main gearbox and the Auverland A80 transfer box (also used in the 31/2 tonne truck made by Auverland and mated to a 3.9ltr Isuzu Turbo Diesel).

Despite the awesome articulation, Auverland have avoided the somewhat shortsighted failing of one or two manufacturers and installed a limited slip differential in the rear axle (belt and braces). This is one of the many reasons why serious off-roaders, all over the world, grab the chance to own an A3.

The first thing that most serious off-roaders do is to modify and improve their vehicle. Some opt for suspension lifts, some for Difflocks and some even look to beef up their drive trains! The A3 uses as standard the same shock absorbers as a LR90 with a 2-inch lift. It uses the European GKN version of the Dana Spicer 44, one of the strongest mid weight axles on the market (the half shafts are over twice the thickness of a Range Rover or a Landcruiser. And you get an LSD as standard!

However as with all vehicles (apart from the Pinzgauer) there are drawbacks. Although the XUD9 engine is a solid reliable lump, in standard aspirated form its performance is not exactly startling. Off road, thanks to excellent low ratio gearing, there are few problems but on road journey’s become a mite tedious. Luckily retro fitting turbo’s or the higher power versions of the XUD9 with big intercoolers and hi-output fuel pumps is relatively easy and not too expensive. Even tuning the Standard aspirated lump is simple. Petrol heads will have few problems with 1.9 Pug engines, the lovely little V6 in 2.5ltr or 3.0ltr guise or the tear arse Mi16 Turbo lump.

You may find that the removal of about 220mm of the sills helps a little (as long as you move the exhaust up within the underbody cavity). Luckily, as the sills are made of 1.6mm plate in a triple thickness box construction, it’s easy to weld in a 3mm thick 50mmx50mm box section slider. If you remove three inches of the exhaust down pipe and re-route it with flexi-pipe, then insert a centre box from a Janspeed Cosworth system (I found it works), you will find that all your clearance problems are sorted…and I mean sorted.

The rear bumper is as much use as a chocolate fireguard. As such it is very worthwhile improving, luckily there is a very sound rear cross member to use as a basis for fabrication.

Lovers of Solihull products will love the lack of elbowroom and the sliding windows but the leaks can be fixed! The body tub is of 1.6mm and 2mm galvanised steel, however it is welded after the galvanising process so watch those joints. All this is married to a 4mm steel ‘box section’ chassis from which the entire drive train is suspended. This makes for very easy removal and fitting but only if you have a four-post lift!

Most of the clocks, switches, locks and controls are sourced from Peugeot and are generally cheap and easy to source. Axle UJ’s are GKN Landrover items as are prop shaft UJ’s. The power steering box is a left hand drive Landrover ‘Gemma’ unit fitted on the right hand side! This means it is prone to leaks and needs regular maintenance.

Cooling is via a Renault 11 sourced radiator, which is a mite on the small side so it is always advisable to run 50% anti-freeze solutions. Luckily there are two massive Pacet fans attached to the front of the radiator to help in those hot and sweaty moments.

Everybody has a right to their own preferences and the bulk of 4x4 vehicles are all capable at what they are designed for. It is wrong (and a bit sad) to look down on other peoples hobbies and loves and to criticise or ridicule them in any way. I have been lucky enough to drive and own many different types; all good in there own way…but I do love the A3.