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

PAST: Essentially a re-bodied Range Rover and a rearguard action against the Japanese invasion, the Disco did its job well and became a big-seller – despite quality control issues. The original 200 series diesels became the improved 300 series in 1994 and the dull carb-fed V8 was uprated firstly to fuel injection and then to 3.9 litre. The dire 2-litre Mpi petrol model was introduced for the Italian market, but was soon dropped.

PRESENT: All-singing, electric-everything Disco 3 has rather overshadowed past generations, but with fuel prices through the roof and rampant road tax, those who need a comfy, family 4x4 then a kitted mid-‘90s Disco is looking very attractive.

FUTURE: Looking brighter for older cars, given the PC hammering to 4x4s in general. Not likely to become a blue chip investment, though. Price depends very much on spec (auto, leather aircon etc.).

PAST: Curiously, the shorter wheelbase 90 arrived in 1984, after its longer stablemate; curious, because the shorter models have always had more of a following, especially among the younger buyers. The car was instantly a favourite with off-roaders who raved over its new, long-travel suspension and short overhangs. Like the 110, though the interior was recognisably improved (air conditioning was now an option!) it was still quite basic and the seating not the best for those with back problems.

PRESENT: Buying demands care as any 90 is likely to have spent some time climbing impossible gradients – and occasionally coming down the hard way. Check very carefully, especially underneath. Again, the lack of a turbo or four cylinders (diesel/petrol) seriously affects the price and desirability.

FUTURE: Those that can survive will doubtless gain a real classic following – the danger is paying over the odds for what could be a very average example indeed.

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: From a distance, the shape was virtually the same as the outgoing model but the headlamps moved outward into the wings (this was also a feature of some late model Series IIA cars) necessitating a revised plastic grille and inside the cabin, the instrument panel was relocated. More importantly, and at long last, a full synchromesh gearbox became available. The 1,000,000th Land Rover was produced in 1976.

PRESENT: The Series III represents the most practical way into pre-modern (90/110) Land Rover ownership; they’re not yet old enough to command monstrous prices, there’s still plenty around and cheap spares are abundant. Moreover, though still not able to perform up to modern standards, they’re less likely to create a four mile tailback. However, the quality of steel used during the strike-ridden1970s is pretty questionable, so check for rust even more than usual. Cabin civility certainly improved with the S3 however.

FUTURE: Buy right and you’ll not regret it as prices are unlikely to fall from the present levels.