Range Rover Classic (1970 - 1995)
BY JONATHAN CROUCH
| Build |  |
| Comfort |  |
| Depreciation |  |
| Economy |  |
| Equipment | |
| Handling | |
| Insurance | |
| Performance | |
| Styling |  |
| Value | |
It sold in markets as diverse as Japan and the USA, Canada and Australia and demand usually exceeded supply. Well over 300,000 Range Rovers had rolled off the production lines by the time this legendary model was laid to rest; the final one off the line is now part of the British Motor Industry Heritage Trust collection at Gaydon in Warwickshire.
The world's finest 4x4. Only the latest Range Rover can match the earlier car's all-round off-road abilities. What differentiates the Range Rover from its Japanese competitors? In a word, style (which the Orientals never had) and wheel articulation. Off the road, you could drive a Range Rover over obstacles that would leave Shoguns and Troopers bottoming out, wheels spinning hopelessly. As everyone knows, you also get a car that can take you to the highest peak or through the deepest bog, then, via the car wash, to the ballet on the same day, parking without disgrace alongside Jaguars and Mercs.
You could accurately argue that with 25 years worth of production to choose from, you could pretty well pay what you like. You'd be right too, but don't expect too much from early examples, (especially the tatty ones re-engined with American V8s). In any case, early brochures advertised an interior that you could wash out with a hose. The Range Rover didn't really begin to get plush until the end of the Seventies. Arguably, build quality and production problems weren't really sorted out until late in the 1980s, so its probably best to restrict your search to post 90 models.
Early models weren't screwed together very well. Some of these have been tampered with by after-market specialists and may have either modified motors or even engines from another maker US V8s are sometimes fitted and there were also some interesting diesel conversions before Range Rover offered their own. Avoid three-door models and anything without power steering. Ask the potential seller what kind of life the car has had; go for those cars that have lived on tarmac (the vast majority anyway) rather than the farm.
Torn carpets, ripped headliners and scratched plastic panels are sure signs of a hard life. Thoroughly check out the suspension and transmission; replacement parts are expensive.
(approx based on a 1994 Range Rover 3.9i - ex Vat) A mixed bag. A clutch assembly will be around £370, an alternator should be close to £300 and a radiator around £330 for an automatic whilst a manual is significantly more at £570. A headlamp is around £50 and a front wing around £250.
Minor and major services will cost you in the region of £250 and £650 respectively.
You need to remember that it's a 4x4 and drive accordingly. Having said that, this is the best handling 4x4 you can buy. The V8s have huge torque and pulling power. At first acquaintance, the turbo diesels feel rather slothful, but grow on you when you realise that there's pulling power aplenty, if little outright speed. Buy a diesel and you can expect to average a useful 23-25mpg. The V8s, especially the 4.2, demand a rather larger wallet, with 12-15mpg averages commonplace.
Remember too that certain low-roofed multi-storey car parks will be inaccessible to you (though not, interestingly, Le Shuttle).
A modern-day classic, deserving of its place in a Midlands car museum. If you can afford to run one as a second car, you cant afford not to have one.
