Range Rover Classic buying guide – How to buy a 50 year old icon without the risk

The Range Rover Classic was released in 1970, after spending several years of testing in Northern Africa as the Velar prototype. In 1971, the car quickly demonstrated its off road capabilities with an intrepid expedition from Anchorage in Alaska to Tierra del Fuego in Argentina.

When Land Rover released the first Range Rover, it had no idea that the car was about to revolutionise the luxury car segment. That’s mostly because it managed to somehow do it totally by accident. The fact that Land Rover sent it on an expedition through America is evidence enough that this car’s main objective was never solely luxury.

The first Range Rover Classic were excellent off roaders but still a world apart from the stilted limousines we are familiar with today; the dashboards were plastic, seats vinyl and the floor lined with rubber so it could be hosed out. They also had manual seats, windows, switchgear and gearboxes.

As the Range Rover matured you could see the utilitarianism of the car’s interior start to be superseded with luxury. The popularity of the Range Rover grew as the opulence of wood, leather and electrical convenience crept into its interior.

By the 1980s, the Range Rover could be had with two extra doors, thick pile carpets and an automatic gearbox. As the ‘80s rolled on, the Range Rover settled into its identity as a luxury car but lost none of its off road ability or practicality.

There were considerable incremental changes made to the mechanical components too. The car originally came with Rover’s 3.5-litre V8 engine, detuned to just 135bhp. This motor was present throughout the classic Range Rover’s life, but did get increased displacements. The first increase was to 3.9-litres in 1989 and then to 4.2-litres in 1992. There was also a switch to fuel injection in 1986, which improved the efficiency and power output of the earlier carbureted models.

The V8 petrol engines were the most popular, but turbocharged diesel engines were also offered from 1986-on. The first were advanced Italian VM inline-four-cylinder diesels. These were available in 2.4 and 2.5-litre displacements. The VM engines were replaced by Land Rover’s own four-cylinder 2.5-litre TDi engines from 1989-on.

The Range Rover modus operandi progressed from providing marginally more comfortable transport for wealthy farmers, to becoming the limousine equivalent of a swiss army knife; it could go anywhere, do anything, and never looked out of place or was too ostentatious. As a result, there were precious few rivals to the classic Range Rover’s market dominance.

50 years later, it still reigns supreme, inspiring cars that would have been unthinkable even ten years ago; even Ferrari have climbed aboard the luxury SUV bandwagon. As a result of the classic Range Rover’s significance, prices have risen ten-fold over the past decade.

Range Rover classic Engine

The petrol V8 is far and away the most popular engine and therefore the most common one to find under the Range Rover’s clamshell bonnet. The engine is strong if more than a little thirsty and should willingly rack up the miles if properly maintained. 

The official recommendation for an oil and filter change is 6000 miles. However, when we spoke to respected specialists Famous Fours, their suggestion was 3000 miles, half what Land Rover advises.

Regular oil changes prevent wear to the camshaft and helps to prevent the sludging of the engine’s top end. A tappety sounding engine is a sign that the engine will soon require investment to remedy worn components.

The cooling system’s health should also be checked over, as an overheating engine may destroy the head gaskets. Additionally, incorrect anti-freeze levels corrode the engine’s cylinder heads and block. 

If the engine isn’t running smoothly then the injectors or carburetors are probably not working optimally.  LPG conversions are found on some cars and Famous Fours recommend that these have been done professionally if they are present. 

The VM diesel engines are slow but relatively durable. A common issue is blown head gaskets, of which there are four because of the engine’s unusual modular design. Another more serious issue this can lead to is cracked cylinder heads, which can be cost-prohibitive to repair.  

Later Land Rover TDi engines are a better option and more reliable. The biggest thing to look for with the TDi units is that the timing belt has been replaced. This must be done every 60,000 miles, otherwise it can cause major damage. 

Having said that, the 200 TDi unit is more reliable than the later 300TDi. The later engines are reported to be more prone to overheating, this can ruin the engine or head. 

Oil and filter changes must be carried out every 6000 miles in the diesels, failure to do so can hasten the wear of turbocharger bearings. Excessive exhaust smoke and a patchy service history are another indicator that a diesel is perhaps in a poor state of repair.

Range Rover classic Gearbox

Both the LT95 four-speed and LT77 five-speed manuals should be checked for crunching synchromesh and an awkward gearshift. The LT95 manuals are also known for noticeable transmission noise so if this is present then don’t be alarmed. However, if one gear is distinctly noisier than others, then that’s a clue that a rebuild is on the horizon. 

The three-speed Torqueflite and four-speed ZF automatics are robust, but should be checked for jerky shifting. Oil leaks are also common from all gearboxes and to some extent expected. 

The final transmission-related thing to check for is the health of the car’s four-wheel-drive system. Clunks from underneath are often caused by worn prop-shaft joints. 

Check the low range gearbox works properly, the system can be difficult to engage if it hasn’t been used for a long time.

Range Rover classic Suspension and Brakes

There were two different suspension configurations offered in the original Range Rover. Most cars are fitted with the long travel coil and damper setup that the car was released with. The very last top-spec cars were fitted with more complicated air suspension that became a staple of later Range Rover models. 

If the handling is overly wayward and wallowy, then it could cost £150 per corner to replace springs and dampers on cars with coils and dampers. Air suspension is more complex and difficult to diagnose and replacement parts can be prohibitively expensive if there are issues. 

Due to the age of these cars now, rubber bushes in the suspension may have perished, which can compromise the suspension’s efficiency. Replacement polyurethane items are available to sort this out. Rust can make an unwelcome appearance around the damper mounting points. 

Another common issue is hydraulic oil leaking from the steering box. People often try to cure this with replacement seals, only for the problem to reappear. Famous Fours advise that owners are better off replacing the entire steering box. 

In the best case scenario, vague steering could simply need readjusting. It could also be caused by worn track-rod ends, a worn rear A-frame, ball joints or suspension bushes.

There is nothing unconventional about the brakes on a Range Rover, just check them for pad thickness and disc wear. ‘90s cars with ABS can lead to bills if the warning light is on and replacement parts can be difficult to find, so this is worth bearing in mind. 

Finally, the handbrake engages on the rear output shaft of the transfer box. Consequently, the handbrake shouldn’t be used when the car is moving as this damages halfshaft, propshaft and brake shoes.

Range Rover classic Bodywork 

Many of the Range Rover’s outer panels are aluminium, but this unfortunately doesn’t dismiss the inevitability of rust. 

The aluminium panels of the Range Rover can hide severe rust on the steel body they are affixed to, so due diligence must be done to identify it before a purchase. Be very careful. 

Rust affects all model years of first-gen Range Rovers and almost all cars have some corrosion by now; unless they were sold in countries with hotter climates. 

Corrosion occurs on front inner and outer wings, bulkhead, sills, arches, rear inner floor, rear inner wing, door bottoms and rear body cross member.

The rear body cross member is the only part of the ladder chassis usually prone to corrosion. This is, however, easy to replace and not normally too much of an issue. 

The upper and lower tailgate and bonnet are the few exterior panels made from steel rather than aluminium, which again, means rust. Thankfully, the aftermarket are now fabricating replacement parts and these are available from Famous Fours. JLR Classic has also started producing OEM replacement items lately. 

On post-1985 cars, the body was welded rather than bolted together, forming a steel semi-monocoque. This means it is also more difficult to repair if rust is present.  

Another thing to look for is the electrolysis of aluminium panels. This form of corrosion can be diagnosed by lifting the bonnet and looking at the bolts fastened to the front outer and inner wings. These steel bolts can eat away at the aluminium and cause a weeping effect around the bolts.

Finally, look for evidence of historic repairs, typified by additional welding.

Range Rover classic Interior

The early Range Rovers had simple interiors, but their age means many require a retrim. Partly due to ascending values, the aftermarket and JLR have started producing replacement parts for interiors, particularly two-door models. Parts for later four-door models are unfortunately more difficult to source. 

Another issue affecting some cars is a sagging headlining, which looks unappealing and is an expensive fix at £300. 

Later four-door cars had more equipment like ABS, cruise control and electric seats. While these luxuries are nice to have, they open up their own host of potential issues. Cruise control and ABS parts are scarce and expensive. 

As a general rule, the later the car and the more technology it has onboard, the more expensive it is to fix. So, If any of these electrical conveniences are fitted, then make sure they all work as intended.

Another potential area for electrical gremlins arises from poorly done modifications. Spot lights, aftermarket gauges and towbars mean the wiring has likely been spliced for them to work. Check this has been done professionally to save yourself from future headaches and expense.

Range Rover classic Model History 

1970: Range Rover released as three-door only. Has Rover 3.5-litre V8 and four-speed manual gearbox

1978: Manual gearbox gets overdrive

1979: Power steering standardised. Tinted glass fitted. Rear lights are revised and bumpers painted

1980: Monteverdi create four-door conversion Range Rovers 

1981: Land Rover release their own four-door Range Rover

1982: Three-speed automatic gearbox optionable

1983: Manual gearbox now a five-speed

1985: Fuel injection fitted to top Vogue models. Automatic gearbox now four-speed

1986: Turbocharged 2.4-litre VM diesel engine released. Carburetors phased out, along with two-door body (unless specifically ordered)

1989: Diesel engine gets higher 2.5-litre displacement. Petrol V8’s displacement increases from 3.5 to 3.9-litres. 

1992: LSE long wheelbase model released. 4.2-litre V8 available in Vogue SE model. Italian VM diesel superseded by Land Rover 200 TDi. 

1994: 200TDi engine replaced by 300TDi. Two door cars end production. New dashboard design fitted. Second-generation Range Rover launched

1996: Final classic Range Rover made after 26 years in production. 317,615 cars made

Which Range Rover classic to Buy?

Today, the original Range Rover is an appreciating classic so many are used sparingly and seldom used off road. How the car was used earlier in its life will have a big impact on the desirability of the car in question. 

Off road use is hard on the mechanical components and will be detrimental to the car’s overall value, so it’s essential to look for evidence of this, even if the car looks clean from the outside. 

Early two-door cars are very desirable now and command big prices. Later four-door variants with a high spec also attract healthy values if they’re in good condition with low mileages. 

Enthusiasts cite the 3.9-litre V8 as the best compromise between durability and performance. Both manual and automatic variations of gearbox are popular and largely down to personal preference. Having said that, the ZF four-speed automatic is far better than the earlier three-speed Torqueflite auto.

Whichever Range Rover Classic you go for, it is undeniably a bone fide classic that has come to define a whole new genre of the luxury car market.

The information for this guide was provided by world renowned Land Rover specialists, Famous Fours.

Famous Fours have been catering to the requirements of Land Rover enthusiasts since 1988 by providing parts, servicing, restoration and sales. They also offer an acclaimed range of aftermarket upgrades including handling packs and replacement parts for Land Rover models.

For more information on what services Famous Fours provide, please visit: www.famousfour.co.uk  

Range Rover Classic Specifications

 3.5-litre V8

 Power:         165 bhp

Torque:         205 lb ft@3200 rpm

Top speed:   106 mph est.

0-60mph:      12.0 secs

Economy:      20 mpg

 3.9-litre V8

 Power:         182 bhp

Torque:         230 lb ft@3100 rpm

Top speed:   110 mph est.

0-60mph:      11.1 secs

Economy:      18 mpg

4.2-litre V8

 Power:         200 bhp

Torque:         250 lb ft@3250 rpm

Top speed:   112 mph est.

0-60mph:      11.0 secs

Economy:      18 mpg

Vm 2.5-litre four-cylinder turbodiesel

 Power:         119 bhp

Torque:         209 lb ft@3250 rpm

Top speed:   93 mph est.

0-60mph:      19.5 secs

Economy:      27 mpg

tdi 200 2.5-litre four-cylinder turbodiesel

 Power:         111 bhp

Torque:         195 lb ft@1800 rpm

Top speed:   93 mph est.

0-60mph:      18.3 secs

Economy:      32 mpg

tdi 300 2.5-litre four-cylinder turbodiesel

 Power:         111 bhp

Torque:         195 lb ft@1800 rpm

Top speed:   93 mph est.

0-60mph:      18.3 secs

Economy:      32 mpg

Text Elliott Hughes  Photos Newspress, Classic Trader

Author: David Lillywhite

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