Marque: Land Rover - Company History & Models - Cars By Brand

PAST: When fitted with the Discovery 200Tdi engine, the performance was much improved over the old 90, getting to 60mph some seven seconds sooner whilst being around five mpg more frugal at the pumps. Though of the same capacity and almost the same power and torque outputs, the 300tdi available from ’94, was very different and added to the driveability with increased reliability.

PRESENT: The Defender 90 is probably the most desirable ‘proper’ Land Rover, having the benefit of a chunky, ‘let’s off road’ appearance, but still being able to cut-it on road as well, whether it’s on the motorway or the push and shove of town traffic. The limited edition SV 3.9-litre V8 models are glorious – if you can afford the fuel costs – but for most the trusty and lusty diesels will be a better bet, especially for towing work.

FUTURE: Because of its present must-have status, you’ll pay a premium for this model. As such, take extra care when checking for off-road damage, rust and poor build-quality (both still a Land Rover problem well into the ‘90s).

PAST: In 1983, the evolutionary process skipped a generation, with the introduction of the 110. Despite being the same in essence, the exterior was given a serious makeover inside and out, to give it a more modern appearance. Apart from very early models, wind-up windows were fitted and underneath, coil springs and dampers (a la Range Rover) provided better road manners. The engine line-up was initially the same, albeit tweaked slightly, and at last, a five-speed gearbox was available.

PRESENT: Though old enough to have rot problems, most have been patched-up and are a good way into a modern classic Landie. Early models, with wheezy four pot normally aspirated petrol or diesel engines are dog-slow and the V8 or TDs are better.

FUTURE: Because so many have been produced there’s some way to go before early models become revered, which is good for current buyers.

PAST: Basic and then some, the first 80in cars were cobbled together Jeep clones, based around a straightforward steel ladder chassis on which sat the aluminium bodywork (the working of which dictated the squared-off design). It was simple in the extreme, uncomfortable and slow but it did what it said on the can; it went just about anywhere and for the target market – farmers – that was the main thing. The original 1600cc petrol engine was uprated to 2-litre in 1952 and the similar sized diesel arrived in 1957.

PRESENT: Even the youngest SI is now 50 years old which means it is likely to be either pristine and costly or a wreck requiring renovation – and ultimately even more costly. They’re not practical as a daily runner, being slow and back-achingly sparse. And for many that’s the attraction.

FUTURE: As more give-in to the rust-bug, scarcity of genuine models will push prices up and they will be for hard core enthusiasts only. But don’t worry, there’s plenty of choice elsewhere that will suit you better.

PAST: The need to get more power to the driven wheels was addressed once more with the IIA with a capacity uprate for the four pot diesel engine and the introduction of the straight six 2.6-litre engine (borrowed from Rover’s existing 3Litre saloon car range and reduced in capacity slightly) for the 109in cars. The downside was, as could be expected, the fuel consumption, which could easily dip to 12mpg if used enthusiastically or subjected to serious off-road work.

PRESENT: The IIA variants have a big following, especially the short wheelbase models (shades of the Land Rover 90) which makes the 109in versions worth checking out in terms of value if you don’t need the last word in off-roading ability.

FUTURE: The stubbier 88in models will continue to hold their values best but expect the thirsty and generally unloved 109in versions to struggle, especially