Buying a used Range Rover (pre-1995)

Like most luxury vehicles, the older Range Rover models have depreciated to normal used-wagon price levels. The extreme of Rangie buying is a very old one, often priced in the ‘ready cash’ $3-8000 region.

The Range Rover was released in Australia in 1972, setting the design standard for 4x4 wagons. The Rangie has held that exalted position to the present day.

The four-door model was released in 1981, the HiLine in 1983 and the Vogue in 1985.

In 1992, the Range Rover was fitted with air suspension, electronic traction control and a 4.2-litre engine.

The same basic body shape continued until 1995, when an all-new body was introduced.The trick with both ends of the pre-1995 Range Rover buying spectrum is to get a vehicle which has had consistent, professional maintenance. Unlike Japanese 4x4s that have many common design features, the Range Rover has a unique design and some quirks which are euphemistically referred to as ‘character’. Looking after one requires specialised knowledge.

The ideal buying situation is where you can have the vehicle checked out by a Range Rover specialist, who knows what to look for in different Rangie models.

What to look for
Because of the Range Rover's massive frame and aluminium body, many are quite old and some of those have had major accident repair. The frame and bodywork may well have been bashed back into shape in someone's backyard, so a careful inspection of the basic structure is necessary.

The Range Rover V8 engine began its life in Detroit as a lightweight, all-aluminium 3.5-litre with up to 5.0-litre potential. The Yanks sold the design to the Pommies, who designed the Range Rover around it, then slotted it into the Rover sedan, the Leyland Terrier truck, the Australian P76 and the Discovery 1.  Pre-1986 engines are generally durable and it's not uncommon to find 3.5-litre carburettor V8s with well over 300,000 km on the clock.

Range Rover engine reliability problems began with the change to electronic fuel injection and unleaded fuel in January 1986. Vehicles produced in the next two years had generally poor engine-life expectations, with a rebuild necessary around 200,000 km.

By 1988, the piston ring problems had diminished somewhat and most Rangies of 1988-89 vintage will soldier well past 200,000 km before needing a rebuild.

The 3.9-litre engine was released in November 1989 and quickly earned a reputation for helping the oil companies make more profit. City-based vehicles could quite easily burn a litre of oil every 1000 km. Life before rebuild should be 200,000-plus km.

All the EFI Rangie engines are more complicated to look after than the carburettored types, so do-it-yourselfers should try to get a good carbie vehicle rather than an EFI one. A rough-running EFI engine may not be healed by a simple tune-up.

An oil drip in one or two places doesn't indicate serious engine trouble, but multiple leaks and oil at the back of the engine and over the bell housing suggests rising crankcase pressure - rebuild time.

The 2.4-litre VM turbo-intercooled diesel was a popular engine choice in Europe and some were sold in Australia. Durability in our hot climate wasn't very good and parts are scarce and expensive.  

Range Rover kept the four-speed manual box until 1984, when the five-speed was introduced. The four-speed is a rugged unit with an integral transfer case and can be rebuilt for around $2000. The main wear problems are the thrust washers in the centre differential and intermediate cluster, which cause excessive backlash. High/low range operation needs to be checked, to make sure that the selector holds in gear, and the vacuum-operated diff lock function also needs to be checked.

Early automatic transmission models - up to mid-1983 - were local conversions, using either a Ford C4 or Borg Warner 35 slush box. These three-speed automatic models are distinguished by a chromed gear selector.

The next generation three-speeders were Torque Flites and wore a black gear lever. All the autos are reliable, but performance isn't marvellous and fuel consumption can be horrendous.

The five-speed manual was introduced in 1984, along with a split-transfer-case design which allowed for a factory automatic option. The ratio splits and the shifting action were improved, but fifth gear tends to suicide. To test for fifth gear wear, wind up all the windows, put the transfer case into neutral, start the engine and shift through the box. If gear whine becomes a growl in fifth, the gear is on its way out. The cost is $2-4000.

An improved five-speed was introduced in 1989 and doesn’t have any major problems.

The four-speed automatic was introduced in 1986, behind the first EFI engine. Apart from some early teething problems, this automatic has had a smooth run.

Range Rover transfer cases are generally reliable, with few cases of diff lock failure and most work is confined to replacing noisy bearings and eliminating wear-induced backlash.

Driveline backlash is common in pre-1986 Range Rovers, where any wear in the coarse-spline propshafts can be felt.

The chain-drive transfer case, with viscous-coupling diff lock, introduced in 1989, is extremely reliable. Changed splines and the chain-drive transfer case eliminated most backlash problems. The chain-drive also distributed engine torque evenly to front and rear axles, which reduced the incidence of rear axle breakage in hard-worked Rangies - a common problem with earlier, gear-driven transfer case models.

Range Rover brakes were adequate up to 1986, but increased engine performance dictated the move to a twin booster system in October 1987.  All 3.9s have ventilated front discs, with ABS standard on Vogue models and optional on others.

Pulling under brakes in pre-1987 models is generally caused by a blown hub seal, while a spongy pedal indicates master cylinder trouble. ABS systems have been reliable, but if anything serious goes wrong it's an expensive fix.

Range Rover power steering is famous for leaks and a system rebuild could set you back around $800.

Suspensions give little trouble, except that shock absorbers after 1992 seemed to be less durable than earlier ones. Any vehicle oil leaks cause rapid deterioration of suspension bushes, which can show up as vehicle wandering and increased driveline backlash.

The Range Rover ride-leveller unit copes well with normal on and off road work, but severe service will cause it to fail. Most hard-worked Rangies have the unit removed and firmer springs or Polyair bags fitted. The ride-leveller can be rebuilt for around $300.

Competition vehicle base
Two-door Range Rovers win more than their fair share of off-road competition trophies, highlighting the sound basic design of the vehicle. Short front and rear overhangs, a big engine bay, stroker kits to take the engine to five litres, the availability of diff locks, easily increased ground clearance, a sturdy chassis and lightweight, aluminium body all contribute to make the Rangie a feared off-road competitor.

An old Rangie is the ideal starting point for a serious off-road competition machine.