Interest in vintage Range Rovers is increasing; here’s what potential owners need to know.

BY BRETT BERKOCT 26, 2021LAND ROVER

• The original Range Rover exudes classic style.

• Prices have shot up recently and appear poised for further appreciation.

• There are pitfalls, however—though fixes exist.

There's a new Range Rover. This is a momentous occasion. Since its introduction in 1969, the average lifespan of each generation of Range has been 13 years, nearly twice the industry average. “New Range Rovers don’t come along too often, so when one is unveiled it tends to be a big event,” says John Wiley, manager of valuation analytics from Hagerty Automotive Intelligence. “That theater typically increases awareness and interest in the past generations.”

As the masochistic owner of a green-over-tan 1990, I’m already aware and interested. As it turns out, I was prescient in buying my truck five years ago (a trait shared in many of my other vehicles: a Fiat 124 Spider, a ’77 Honda Accord, and a Porsche 928). “Original Range Rovers have appreciated a lot since 2018, with the average truck up 92 percent to $44,800,” says Wiley. “That appreciation puts it well above the 43 percent average for all vintage SUVs.”

I’m terrified to do the math, as it’s possible that I have spent down much of that gain keeping my Rover running. But the panoramic sightlines, posh ride quality, rectilinear good looks, manor-born grandeur, retro Alpine cassette player, and go-anywhere competence keep me enthralled. Fortunately, I’ve had the assistance of a gifted mechanic in Jared Lamanna, from Churchill Classics in Eldred, New York, near my place upstate. Jared shares my affection for these vehicles; he owns a first-gen 1995 Range Rover Classic, and has bought, restored, and sold dozens of others.

“They’re always the first truck I recommend, because they’re comfortable, capable, and luxurious, and one of the most beautiful trucks ever produced,” Lamanna says. “But there are a number of common issues that leave people stranded. So, for the past five years, we’ve been trying to come up with fixes that take some of the antiquated componentry out and put modern stuff in, to provide more drivability, more user comfort, and more confidence. That way, you’re not worried every time you buckle your friends or family in for the four-hour drive to Vermont, that you’re going to break down, end up somewhere without cell service, and maybe get murdered.”

First up is the ignition. “Looking for a quality distributor rotor for these is as hard as finding rare earth metals,” he says. “So this all-inclusive distributor with a coil igniter built in, from Performance Distributors, removes a lot of components from the equation that are prone to failure or impossible to source.” My truck is in his shop right now awaiting shipment and installation of one of these.

Next are the axles. “[First-gen] Range Rover axles are no longer available. But the axles from the Discovery are stouter and can be retrofit,” Lamanna says. “You can get a pair of used Discovery diffs and axles for the cost of a single axle for a Range Rover.” We did this fix on my truck, and it eliminated the play and clunking I had in my drivetrain from worn splines.

There is also the issue of seals. “New door gaskets are really hard to find, and they’re important for keeping out moisture and noise,” Lamanna says. “But I discovered that the Discovery door seals are the same as a Range Rover, and you can get them for $70. On some aftermarket sites, a Range Rover set is, like, $699.”

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And, even in a mostly aluminum vehicle, the tin worm appears. “The rear hatches rust out because they’re steel. But they make a reproduction one in aluminum,” Lamanna says. “You have to drill a bunch of holes, so it takes four or five hours to install, but it’s worth it.”

Finally, there’s the air suspension, a leak-prone system that has been plaguing owners since its introduction for the 1993 model year. (My 1990 was spared.) “You should definitely replace it with coil springs,” Lamanna says. “Rovers North has some quality options. I like Old Man Emu springs and Bilstein dampers. Or Fox dampers, for more off-road use.”

Besides the appearance of air springs for the 1993 model year, that year saw another major running change: the introduction of the long-wheelbase model, powered by a larger, 4.2-liter aluminum V-8 rather than the 3.9-liter unit. Additionally, the 1994–95 Range Rovers acquired the newer dashboard from the Land Rover Discovery. Some prefer its more modern appearance, while others like the more retro, older style. The thing to know, however, is that the later dash is more prone to electrical gremlins.

As it turns out, it isn’t just the first-generation trucks that are attracting attention. “The 1970–95 Range Rover still gets the majority of insurance quotes and interest,” says Wiley. “However, the third-gen L322 from 2003–2012, and the fourth-gen L405 from 2013–2021 are tied with a 20 percent share each. Least popular is the P38A from 1996–2002 with only about 10 percent of quotes.”

Lamanna understands this. “The P38s are cool-looking. The BMW-based fuel-injection system is an improvement over Lucas, from that weird time when BMW owned Land Rover. But everything else . . . ?” He trails off. I’ll stick with my original.