Land Rover

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What’s the attraction of a Land Rover?

If you want a commercial vehicle to last and last, then what better than a classic Land Rover? Introduced more than 60 years ago as a take on the famous WW2 Willys Jeep, it’s reckoned that some 75 per cent of all Landies are still in use in some shape or form. They may not be the biggest van or pick up around, or the most civilised, but nothing beats an old Land Rover for usability and character, which is why values are always on the rise. Let’s also mention other benefits such as a great specialist back up and an equally excellent social scene, and this also includes motorsport.

Dates to remember

It was launched in 1948 with the P3 1595cc engine with an 80in wheelbase; this was one of many aspects it shared with the Jeep, which also included the separate box section chassis frame, front mounted engine/gearbox with transfer box at the rear driving propeller shafts to the front and rear live axles. Suspension was by modern telescopic dampers and semi-elliptic (cart) springs. Because of costs, the chassis sections were made from sheet steel welded together to make the ‘boxes’ while simple shaped aluminium body panels were used. Between 1948-1958, three short wheelbase models (80, 86 and 88in) and two long wheelbase (107 and 109in) models were produced. The Series I sold like veritable hot cakes and by 1958, a new model was required. The Series II was launched and, as previously, there were two models, both relating to the wheelbase length in inches - the 88 and the 109. The first few off the line used up existing stocks of the old 2-litre (2052cc) petrol engine, after which the SII was blessed with the now famous 2286cc unit (more commonly known as the 2 1/4). Diesel-powered cars were stuck with the 2-litre engine until the advent of the (virtually unchanged) IIA models in 1961, when the engine’s capacity was also upped to 2286cc.

Inside, the made-for-work ethic continued, with the main instruments sited in the centre of the dash, just one wiper being fitted as standard (and that with an exposed motor). As for any luxury items – well, you got seats and a floor! In 1967, the engine line-up was enhanced by the option on LWB cars of the 2625cc, six-cylinder Rover unit although its thirst made it a rare pick. The SIII arrived for 1971 and was effectively just a facelift, albeit a fairly successful one. The wheelbase options remained the same, though the track was widened to add stability. Doubledeclutching became a thing of the past as the gearbox became fully synchromesh. For the 1990s the range was renamed Defender and the Range Rover’s V8 was just one of the new options.

Driving

Only a true enthusiast – masochist for want of a better word – would say that Land Rover driving is a comfortable experience. It’s a rough and ready machine with scant creature comforts so expect minimal refinement. The ride is jolty, the cabin is noisy plus early engines are extremely lowpowered for the weight they lug around, meaning that it’s working hard to maintain a sedate 50- 60mph cruise. V8s are better of course but naturally juicy. Diesels are better but very slow. And that’s part of the appeal of a Land Rover because as a main car they are a non-starter. But as second or even third car for occasional use, a Landie provides a wonderful antithesis of any modern Eurobox, totally involving and demanding real skill to get the best from it. If you can put it through its paces off-road, you’ll come away amazed that any vehicle can handle such extremes without dying on its feet or ending up on its roof! The reason why so many are still in use on remote farms is simple - they do what it says on the tin and don’t require a hugely expensive special order of complex bits and pieces from Japan every time something breaks. Other worthy advantages include strong club and social scene support and a totally classless, honest-to-goodness image. And if some lunaticfringe, misinformed tree-hugger decides to slap a ‘ban 4 x 4’ sticker on your paintwork, it really won’t matter – in fact, as real Land Rovers come with a coating of mud, it probably wouldn’t stick there in the first place… Even the latest Transitderived Land Rover feels refreshingly classic to drive as it retains the car’s innate character.

What to Pay

Like the later Defenders, short wheelbase (SWB) models are more popular than the LWB models (not least because they’re handier off-road) and so carry a slight premium. In the same vein, the station wagon versions of any wheelbase, with rear seats, cost more than the pick-up models. Buy your Landie more on condition rather than year or mileage but as rule you can expect to pay around £500 for a basket case SIII and around £5000 for a top SII with swbs the most wanted due to their stubbiness and style. Series III cars are the ideal as a first classic however; they’re younger, generally in better nick and, because they haven’t quite reached total classic status, they’re more affordable. Later 1980s cars can be had for a few grand but be warned, there’s a lot of bodged rioted dross around. Unusually, the larger engined, six-cylinder cars will often be worth less than their four-cylinder counterparts. Diesels are liked for more modern use while the V8s are great if you can afford the running costs.