The profit center

Bohumil Hamršmíd, Deputy Head

of the Embassy of the Czech

Republic in Lusaka; Poena van

Niekerk, Mkushi farmer; Willem

van Zyl, Technical Director of

AgriServe Agro; Renier Janse

van Vuuren, Managing Director

of AgriServe Agro; Brent Stubbs,

Mazabuka Farmer and Tereza

Černá, Ministerial Counsellor of

the Ministry of Agriculture of the 

Czech Republic, recently visited

the Zetor factory in Brno.

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L

and Rover has enjoyed a long 

association with rugby at the highest 

level and after spending a couple of days 

with the All-New Discovery, I suspect 

the association is rubbing off as the UK-

based manufacturer has produced a new 

model that kicks compromise into touch 

at almost every level of operation.

If anyone believed that luxury and go-

anywhere ability are mutually exclusive 

attributes, the new Discovery proves 

them wrong. For sure, some brand 

diehards may bemoan the fact that the 

new model has eschewed the distinctive 

if boxy styling of the third and fourth 

generation Discovery models in favour of 

a more generic mix of Land Rover Sport 

and Range Rover genes. It is though, the 

fifth generation of the Discovery that puts 

a little more emphasis on conquering off-

road obstacles.

At first sight, the All-New Discovery is 

a little bigger than expected and the front 

end in particular is rounder and more 

muscular than photos might portray. 

The rear end, with its symmetrical 

window sitting atop an offset number 

plate intended to retain at least some 

element of “traditional” Disco design, is, 

by contrast, much more vertical to the 

extent that some described it as rather 

blunt. 

The practical, space-liberating benefits 

of this upright rear window make the 

(optional) third row of seats surprisingly 

habitable in this genuine 7–seat SUV, 

so it is fair to say that practicality has 

triumphed over style as far as the rump 

is concerned. 

To my eyes though, attention to detail 

in the form of much tighter panel gaps 

from front to back is a stand-out feature 

of the newcomer, along with very well 

applied, glossy paintwork - elements 

that collectively endorse the premium 

credentials of Solihull’s altogether more 

imposing SUV.

Certainly, Land Rover South Africa and 

sub-Sahara Africa weren’t shy about 

giving journalists carte blanche in terms 

of usage on a two-day adventure that 

took in billiard table-smooth motorway, 

simply horrid bush obstacles, narrow 

and very steep mountain passes, fair to 

thoroughly indifferent dirt and undulating 

A-roads in the rural areas.

That all adds up to a searching test 

and it mattered little whether motive 

power was provided by LR’s familiar 

190kW/600Nm TDV6   or by the equally 

familiar and admired 3,0 Supercharged 

Si6 (V6) petrol offering peaks of   

250kW/450Nm.

Four trim levels are offered, these 

carrying familiar LR nomenclature in 

the shape of S, HS, HSE or HSE Luxury, 

but the icing on the cake comes in the 

form of a short-production-run “First 

Edition” model which might just become 

something of a collector’s item. Along the 

road, the range will be supplemented by 

a four cylinder 2,0 TD.

On the outward journey, I was 

allocated a 3,0 V6 petrol derivative, 

thankfully and plushly kitted out in 

lightish-grey leather which I think looks 

so much cooler in combination with dark 

door and dash cappings. Design-wise, 

you couldn’t be in anything other than 

a modern Land Rover thanks to the 

commanding driving position and elegant 

execution of good quality trim materials 

combined with slick detailing. 

As you’d rightfully expect, this 

Discovery is not short of space, front 

and rear and that includes the (optional) 

third row of seats which offers acceptable 

quarters for two adults for reasonable 

periods and which also don’t require 

undue contortions to gain access to 

tail-end Charlie territory. Remember my 

earlier remarks about a no-compromise 

vehicle – here’s practical proof. So too is 

the provision of near-endless oddments 

spaces as well as USB ports and power 

points according to specification ordered. 

Land Rover Discovery 

kicks compromise into 

touch

By Dirk Gallowitz, [e-mail]

Pictures by Richard Wiley

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Owners will also enjoy a multitude of seat 

folding, heating and cooling options.

Placement of controls along with detail 

design elements have been tweaked but 

it’s the significantly upgraded central 

display that takes pride of place among 

all the soft-surface panels. The binnacled 

primary instrument cluster is very 

Evoque-ish in execution with excellent 

clarity of display, but for now let’s look at 

that 10-inch InControl Touch Pro set-up 

that includes a comprehensive sat nav 

package.

The word “touch” telegraphs that the 

designers have been able to simplify 

in-dash switchgear through the provision 

of easy-to-navigate menus which control 

infotainment/entertainment packages 

that include iOS and Android connectivity 

and a high end (optional) 14-speaker 

Meridian digital surround sound system. 

Sadly, and as a consequence of licensing 

restrictions, not all the functionality of 

the system can presently be exploited in 

sub-Sahara Africa so potential owners are 

encouraged to consult their Land Rover 

importer on exactly what’s possible in 

each market. 

Bear in mind though that the latest 

screen also relays a host of functional 

images relating to drive systems, vehicle 

configuration, camera images and 

much, much more. Further, the clever 

waterproof Activity Key is also available 

for those with a sporting bent who want 

to carry their key with them at all times.

By the time we arrived at a short but 

extremely testing off-road course, it 

had become apparent that the All-New 

Discovery has gained further refinement 

credentials thanks to truly excellent 

isolation of wind noise (those tight panel 

gaps really help), a near absence of 

mechanical commotion on the cruise 

and to the cosseting, controlled ride 

served up by the air suspension which 

is standard on SE and HSE models. And 

thanks to a considerable reduction in 

weight, the Disco also feels wieldier and 

will doubtless consume less fuel.

Variable ride height, which logically 

assists with off-road work, also makes 

for simplified trailer hitching (for which 

an automated system is available) and 

easier entry/exit from the cabin. 

Oh, and that off-road work – what this 

luxury vehicle can do is mind-blowing 

and in truth, it’s this ability to achieve 

the apparently impossible that sets the 

Discovery apart from its premium rivals.

Serious off-roaders can specify full-

time 4WD with a two-speed transfer 

box but for most, I’m sure the full-time 

4WD with Torsen Diff and single-speed 

transfer box will more than do the trick. 

Bear in mind that Land Rover’s proven 

and brilliant (next generation) Terrain 

Response 2 is standard fare and that All-

Terrain Progress Control which uses the 

cruise control switches to set automated 

crawling speeds is also on hand to take 

the hard work out of defeating difficult 

terrain.

All this tech is backed up by Hill 

Descent Control, Gradient Release 

Control, Roll Stability Control and Wade 

Sensing which telegraphs just how near 

you might be getting to the incredible 

900mm depth limit.

While all this tech is on-board to 

ensure that the Discovery truly will go 

where most others fear to tread, even 

in the hands of less experienced drivers, 

I really do advise potential buyers and 

new owners to take advantage of Land 

Rover’s off-road training courses, details 

of which can be sourced from authorised 

dealers. I also suggest a visit to a Land 

Rover website to try and grasp the full 

extent of the hidden technology and 

what it can do to ensure that owners 

really do derive full benefit from the 

drivetrain engineering.

Having been thoroughly impressed 

by the driving dynamics of the 3,0 Si6 

petrol version, and that includes the 

smoothness and responsiveness of the 

8-speed auto with paddle shifters, not to 

mention the potent brakes and the linear 

steering, we transferred to a 3,0 TDV6 

for the return journey.

Diesel knock is barely an issue, even 

at idle with a cold motor, and open road 

cruising is effortless and pacey enough 

to make a mockery of speed limits. 

Incremental acceleration is also a forte 

but the accelerator pedal is endowed 

with long travel which rather exaggerates 

what appears to be a small dose of low 

speed lethargy.

On reflection though, 

I believe that long 

pedal travel may be 

deliberate to allow 

for gentle throttle 

progression at very low 

engine speeds such as 

encountered in nasty 

off-road conditions. 

Whatever, the petrol-

powered model feels 

more urgent in terms 

of throttle response 

but in the mid-range 

and at walking speeds, 

the diesel’s early 

torque plateau makes 

it the better choice 

for regular off-roaders 

and for those who 

frequently pull laden 

trailers.

The diesel will also 

drive past more filling 

stations, but to help 

you make up your 

own mind, here are 

the raw stats and the 

official combined fuel 

consumption figures 

for what the latter 

are worth given how 

much real world fuel 

consumption varies 

according to vehicle 

end use:

TDV6: 209 km/h 0 to 100,8,6 s, 

7,8 l/100km

3,0 Si6: 215 km/h 0 to 100,7,1 s, 

11,5 l/100km 

In summary, all versions of the new 

Discovery are available in so many guises 

to allow for an unprecedented level of 

personalisation, that a visit to your local 

dealer is essential. An hour on an on-line 

configurator would also be well-rewarded.

As a consequence of the huge options 

listings, the end cost of a vehicle is 

largely in the individual’s hands but what 

makes any purchasing decision most 

reassuring is the fact that this new model 

is so very, very good at everything. 

Some may suggest that choice within 

the growing Land Rover range has been 

made even more difficult, but bear in 

mind that with the Discovery, even 

more emphasis has been placed on 

stupendously good off-road ability to 

which you can add excellent refinement 

and on-ride driving dynamics. And then 

throw in cosseting comfort levels and 

exceptional practicality.

The Discovery truly has become an 

all-round vehicle without compromise 

and the good news doesn’t stop there as 

the brand is fully supported in the years 

after purchase thanks to the provision 

of generous warranty and maintenance 

terms.

Call Barry Hutchinson on [phone] or 

e-mail him at [e-mail]

CONTACT US TODAY! 

MF DM mowers ensures a gentle cut

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Sprayers and Spraying Techniques

Spray to protect your crops

Nozzles and pumps

Part 2:

 

Compiled by J Fuls (Pr Eng)

(► p21)

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Nozzle types and their application

3. Carefully wipe

the excess dirt 

off on your hand 

palm.

This is the result on a nozzle with a light 

colour, like yellow.

Nozzle markings

The markings on the nozzles are very 

small and one has to have strong eyes 

to be able to read it. One can however 

do the following to make the markings 

more readable:

1. Make your finger

a little dirty on 

muddy soil

2. Wipe your dirty

finger over the

markings, but

be careful not to 

wipe dirt into the 

nozzle hole.

1. Wipe the

chalk over the

markings in all

directions.

2. Carefully wipe

the excess chalk

off on your hand 

palm.

One can do much the same with school 

board chalk if one can get hold of some, 

especially on a dark nozzle like red.

This is the result on a nozzle with a dark 

colour, like red.

T

he mechanics of a pump is very 

interesting and consists of the 

basics on which most spraying 

mechanisms function. It is therefore 

beneficial for a farmer to know how it 

works. This month we look closely at 

nozzles and pumps.

We thank the ARC Institute for 

Agricultural Engineering in South 

Africa, who made this article available 

to the readers of ProAgri Zambia.  

(► p23)

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Pumps

To get the spraying chemicals out of the tank and to the 

spraying nozzle, one needs a pump. This pump must be able 

to put pressure on the muti, so that the nozzle can spray as 

it is supposed to do. (Remember how the bicycle pump made 

a spray when pumping hard)

How do pumps work?

A sprayer pump can be compared to a bicycle pump.

When we put the pump together again, it looks like this 

inside:

The bicycle pump pumps air, but if the whole pump is held 

under water, it will pump water instead of air.

Other pumps work much the same as the bicycle pump. 

Compare the pump below with the bicycle pump which is 

connected to the bicycle wheel. Note that it has the same 

components:

The main differences are that this piston pump has a 

separate handle to push the push rod, just like the pump of 

a knapsack sprayer, the wheel valve of the bicycle serves as 

the outlet valve for the bicycle pump.

On a tractor sprayer, the pump is outside the tank:

This is how the pump works:

As the piston is moved out by means of the handle, the inlet 

valve will open to let liquid flow from the tank into the pump. 

The outlet valve remains closed to stop liquid from returning 

once it was pushed out.

The reverse happens when the handle is moved in for 

pumping:

Next month we shall look at the different kinds of

sprayers.

Published with the acknowledgement to the ARC

Institute for Agricultural Engineering for the use of 

their manuals.

Visit www.arc.agric.za for more information.

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Make more from your crop

Processing of oil seeds – Part 2           

By Theresa Siebert, Petrus Britz, Pr Eng and Agrelek

This month we discuss the 

different products you can 

produce from soy beans in detail.

We thank the ARC Institute

for Agricultural Engineering in 

South Africa, who made their

series available to the readers of

ProAgri Zambia.

Soy beans

S

oy beans dominate the world oilseed 

production and make up about 50% 

of the total world oilseed crop. Soy beans 

are the most important cash crop in the 

USA and the mainstay of food production 

in China and Japan, where it is used in 

various forms.

South Africa has traditionally been 

neglected and even actively suppressed 

it as a cheaper protein alternative to red 

meat, but it is becoming more popular 

and is used by many maize farmers in 

their crop rotation programmes.

In Zambia soy beans are currently 

preferred above maize by commercial 

farmers, due to the price fixing of maize 

by the government. 

The ongoing research and development 

to improve processing technology and 

the acceptability of retail products also 

ensured that soy bean production is 

becoming more and more attractive to 

traditional summer-crop farmers.

Full-fat soy flour is prepared by 

grinding de-hulled soy beans. The 

soybeans may be given a steam 

treatment prior to grinding to produce 

toasted full-fat soy flour. Steaming 

inactivates the lipoxygenase that is 

largely responsible for beany off-flavours. 

Alternatively, enzyme-active full-fat 

soy flour can be produced by omitting 

the steam treatment. The enzymes 

of this type of soy flour are used to 

bleach wheat flour and act as dough 

conditioners. Toasted full-fat soy flour is 

used in a wide range of baked products 

and baby formulas. It can also be further 

processed to produce meat substitutes 

through a thermoplastic extrusion 

process. Meat substitutes are soy 

products with a meat-like texture. They 

are prepared by mixing soy flour, water 

and additives to form dough. The dough 

Full-fat soy flour 

(Image source: brookfarm.com.au)

The production flow process of full-

fat soy flour

is then extruded under high pressure to 

obtain a fibrous texture.

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Cleaning of soy beans

The first step in preparing the soy beans 

for processing is to remove foreign 

materials, including plant rests, stones 

and dust. Cleaning is performed by a 

series of vibrating screens followed by 

aspirators and cyclone separators. 

Steaming of soy beans (optional)

 

The soy beans are steamed under light 

pressure to inactivate lipoxygenase that 

catalyses lipid oxidation that leads to the 

development of off-flavours. This step 

may be omitted for the production of 

“Enzyme-active full-fat soy flour”.

Drying of soy beans

Drying prior to de-hulling is necessary 

to reduce the moisture content of the 

soy beans. A moisture content of 10% 

is needed to remove the hull effectively. 

Drying is performed by heated air that 

is distributed through a bed/layer of 

soy beans, followed by cooler air, which 

removes the residual moisture laden air. 

The dried soy beans are placed for one 

to five days in tempering bins where 

the moisture is allowed to equilibrate 

throughout the beans. 

Cracking and de-hulling of soy beans

The objective of cracking is to break 

the soy beans into small pieces to 

achieve de-hulling and to ease flaking. 

Corrugated or fluted rollers that rotate 

in opposite directions and at different 

speeds are used to crack the beans. 

Cracking rollers are generally 25 cm in 

diameter and at least 107 cm in length. 

Cracking reduces the whole soy bean 

into four to six fragments, loose hulls 

and some fines (flour particles). The 

fragments are sized on vibrating screens.