There are few cars that elevate themselves above their class and become icons. The Range Rover Series 1 is one such machine. Positioned as the world’s first luxury off-roader, it created a whole new market and solidified Land Rover’s success as a marque. Its ability to look equally at home in a Chelsea mews or Kenyan desert ensured it a legendary status that future generations are yet to match.
The Range Rover, like all business success stories, came about due to a gaping hole in the market. Existing Land Rover owners tended to spend a lot of their time on rough and ready dirt roads during their daily commute. Naturally, the Series 1 Land Rover was the only car that could handle this level of daily strain, but the owners were not built as sturdily. They insisted upon a more refined version of the traditional Land Rover. A car that could handle the toughest terrain, without compromising interior refinement. The Range Rover was born. Production started in 1969, and it was immediately obvious demand was strong. This was a winning formula which, for a very different reason, continues to perform superbly to this day. The superb styling was purely practical - combining usefully short overhangs with incredible placability (thanks to the square clamshell bonnet), and split tailgate. It is because of this practical focus that the Range Rover Series 1 has refused to date. In fact, it looks even better today alongside the legions of hideous German road barges than it did in the Seventies. The Series 1 was powered along by Rover’s venerable ex-Buick V8, which, combined with the rugged Landie underpinnings, created a formidable package. There were very few alterations made to the recipe during its long life cycle (1969-1996). Indeed, the initial decade of production saw next to nothing changed. Customers were so happy that they insisted Land Rover keep their hands off it. The five-door variant only arrived in 1981, and an auto in 1984, proving beyond doubt the success of the original formula. The Range Rover was gradually pulled further upmarket as its clientele became richer, with luxury additions like cruise control and electric seats being added later in its life. By the time the Range Rover went out of production in 1996, it was the archetypal luxury cruiser, setting the ground works for the jacked up limos that were to come.
Like all classics of this vintage, rust is the Range Rover’s arch-nemesis. You’ll have to focus your attention on the body structure, which is particularly susceptible to corrosion. Inspect the doors, tailgate, sills, A and B posts, the inner wings and the underbody. The floors and wheel arches tend to rust too, especially given the hard life many early Range Rovers suffered. Talking of which, you’ll want to look out for accident damage. Until very recently, Range Rover Series 1’s were dirt cheap work horses, and owners treated them as such. Smacked in body panels, underlying ladder chassis damage and neglectful rust problems are all common symptoms. Keep in mind that the older the car, the harder it will be to find a mint replacement body panel or bumper, especially the rarer three-door variant.
The Range Rover’s V8 has the potential to plough on forever if they’ve been looked after, but this is the problem. Not many have been. These engines require regular oil changes, and don’t respond well to overheating. Common issues include warped or cracked cylinder heads and snapped cam belts. These engines also require a 50/50 coolant mix throughout the year to stop the aluminium block from suffering corrosion. Another way of telling if your car is a dog or not - sludge on the dipstick indicates that the owner has likely neglected it and failed to change the oil. If you find this, give the example a wide berth. If you’re after the 200TDi and 300TDi diesel engine cars, you need to make sure the previous owner has fitted a replacement timing belt within the past five years.
There are no hideous transmission woes to be aware of, but be vigilant for the usual groans and whines from the gearbox and differential, and check the ‘box, axles and transfer case for oil leaks. Another tip is to check if the rear axle breather is blocked.
Range Rovers with air suspension fitted can be unreliable, so make sure the car has been looked after and that there aren’t any niggling issues. Naturally, you’ll find the traditional coil sprung cars to be more reliable - but they aren’t as good for towing. Keep an ear out for creaks and groans from the suspension, as it could point towards worn bushes and joints.
Early Range Rovers were far from the luxury land-yachts they are today, so there aren’t that many electric gadgets to go wrong, but later cars were a lot more up-market. Check that everything works - Land Rover electrics are not renowned for reliability, or being cheap to put right. For instance, the electric seat ECU on later cars can be damaged if the battery leaks. If this ECU fails the car will likely fail the next MOT too - as the ECU controls the seat and mirror positioning.
It can be tricky to source replacement interior trim (especially early cars), so it's important that the cabin is in good order. These cars have value these days, so unless you’re buying a work horse to drive into the ground, a well-maintained interior is a must for resale values. Check the headlining for signs of sagging, as well as general wear and tear after a lifetime of farm or towing work. Details include torn leather seats, scratched door cards, and trim details missing or damaged. Dashboards are a trouble spot, as sun damage can crack them over time, and replacements are hard to come by.
The Range Rover Series 1 drives exactly how you’d expect it to drive, because the once-unique experience of being behind the wheel of a luxury four-by-four has been imitated by every manufacturer from Mercedes Benz to Land Rover itself in the twenty four years since the original left production. So expect a lofty, important-feeling driving position, a refined ride quality and unparalleled all-round visibility. Now, while it was impressive by the standards of the day, the running gear has started to show its age. You’ll notice it is quite clearly a farmer’s sheep-herder disguised as a luxury car, so body roll is noticeable and the engine is far from spritely, whichever guise you opt for. Of course, the Range Rover was best known for its incredible off-road ability. It really can go anywhere, and has been used for everything from farming to international expeditions and even a starring (and triumphant) role on BBC's Top Gear, in Bolivia. If you're looking for a go-anywhere four-by-four, there really is nothing better. Another detail to note is how cramped the cabin is. It is remarkable how little space Land Rover managed to squeeze out of a large SUV. Those on the tall or portly side will find the driving position at best a squeeze and at worst impossible. The closest experience you'll get to this is a budget airline window seat on a morning flight. If you feel this might apply to you, endeavour to try the seating position before you progress with the deal.
Range Rover Series 1 prices have experienced a leap in the past decade. While for a long time you could pick up a lovely example for around £10,000, and a project car for peanuts, today the landscape is very different. The general rule of thumb is the earlier the car, the more valuable it is. The three-doors are treated like the Second Coming, with Land Rover themselves offering a recommissioned example for around £150,000. Ouch. This is not to say Range Rovers are completely beyond the realms of the everyday classic enthusiast. Four-door cars range from £12,000 to £30,000, depending on their spec and condition, with projects starting at around £5,000. The sought-after three doors can be hand from £15,000 for a scruffy example, through to £40,000 for a showroom ready car. The top of the range Velars can soar as high as £85,000, with project cars starting at an eye-watering £30,000. Bear in mind, however, that these values reflect a solid financial investment. You are not likely to lose money if you buy a well looked-after example.
Let’s not beat around the bush - Range Rovers drink more than a thespian actor after the London Marathon. That is to say, a lot. If you count this into your monthly expenditures, however, you shouldn’t have any nasty surprises. It can be pricey to replace pretty much anything - especially rust on the body and broken air suspension set-ups. It's all about buying well - if the example has been treated well, it will treat you well in return. Avoid projects unless you have deep pockets. They might look like bargains, but restorations have been known to cost as much as £20,000, so it's better to opt for a well-cared for example.
There’s little else to be said about the Range Rover. It is a genre-defining work of design brilliance. While the Seventies British workmanship proved its achilles heel, if you buy a well-looked after example, you shouldn’t go far wrong. This is a brilliant car.
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