Land Rover Range Rover MKII (from 1994 to 2002)

When the new model Range Rover was introduced in the Autumn of 1994, it had a hard act to follow – 25 years of the original Spen King-designed model. Hedging their bets, new owner BMW even kept the old one in production, badged as the Classic, for a year or so. This was a car that had real international appeal. It sold in markets as diverse as Japan and the USA, Canada and Australia - and demand usually exceeded supply. Well over 300,000 of the old Range Rovers had rolled off the production lines by the time the new model came along.

The new-shape model, introduced in 1994, was much more expensive than its acclaimed predecessor – but also much classier. Buyers chose between 4.0 or 4.6-litre petrol and 2.5-litre turbo diesel engines. For the 4.0 and 2.5 TD, there was base or SE trim, while the flagship 4.6 came only with plush HSE spec. The turbo diesel was the acclaimed BMW unit, slightly revised for off-road use. This range continued virtually unchanged, apart from the addition of a luxury 2.5DT HSE diesel, until 1999 when both petrol engines were revised for more low-down pulling power and four-wheel Electronic Traction Control was standardised throughout the range. In January 2000 the range was given a mild facelift. The new models were distinguished by clear indicator lenses front and rear while darker headlamp reflector surrounds give the nose a psuedo ‘four headlight’ look. There were also body-coloured bumpers and door mirrors, electrochromic mirror glass and extra chrome detailing. There were also front side airbags for the first time, plus subtle improvements to the interior, with cupholders, auto-dipping mirrors and extra touches of chrome and leather to improve the general ambience. Air conditioning and cruise control were already the highlights of SE trim: the 2000 models added a new design for the leather seats and alloy wheels, as well as walnut door cappings and leather covering for the gear-selector. Even plusher HSE grade trim, previously offered only with the potent 225bhp 4.6-litre V8 became available with the 2.5-litre turbo diesel. And, as if nothing but the best would do, there was a new £53,995 4.6-litre V8 Vogue flagship, featuring a colour-co-ordinated leather interior, an enhanced stereo system and 18-inch Hurricane alloy wheels. An all-new Range Rover was introduced early in 2002. The world's finest 4x4. Only the latest Range Rover can match this car's all-round off-road abilities. What differentiates the Range Rover from its Japanese competitors? In a word, style (which the Orientals never had) and wheel articulation. Off the road, you could drive a Range Rover over obstacles that would leave Shoguns and Troopers bottoming out, wheels spinning hopelessly. Only the Jeep Grand Cherokee gets close and it lacks the Range Rover’s class. Choose the Solihull product and, as everyone knows, you also get a car that can take you to the highest peak or through the deepest bog, then, via the car wash, to the ballet on the same day, parking without disgrace alongside Jaguars and Mercs.

The post-1994 Range Rover is plentiful on the used market. The first 94M 4.0-litre and DT examples cost from around 8,000, while the fuel-guzzling 4.6 HSEs cost from around £11,000. Younger 99S-plate 4.0-litre cars start at about £12,800, HSEs from about £17,000. For a 01X DSE auto expect to pay under £21,600 or about £26,500 for a 02 51-plate TD HSE. Avoid base models without automatic transmission and air conditioning – as most people buy Range Rovers as a luxury car, rather than an off-roader, these items help greatly when selling on. Ask the potential seller what kind of life the car has had; go for those cars that have lived on the tarmac (the vast majority anyway) rather than the farm. Torn carpets, ripped headliners and scratched plastic panels are sure signs of a hard life. Thoroughly check out the suspension and transmission; replacement parts are expensive. Like its predecessor, this is a modern-day classic. If you can afford to run one as a second car, you can’t afford not to have one.

(approx based on a 2.5DTSE - ex Vat) A mixed bag. A clutch assembly will be around £250, a full exhaust about £500, a starter motor should be close to £200 and a headlamp £120. Front brake pads are about £60 and a rear set £45.

You need to remember that it's a 4x4 and drive accordingly. Having said that, this is the best handling 4x4 you can buy. The V8s have huge torque and pulling power. At first acquaintance, the turbo diesels feels a little slow, but the smooth BMW six grows on you when you realise that there's pulling power aplenty, and that it goes far further than the V8s between fill-ups. Buy a diesel used car and you can expect to average a useful 23-28mpg. The V8s, especially the 4.6, demand a rather larger wallet, with 15-18mpg averages commonplace. Remember too that certain low-roofed multi-storey car parks will be inaccessible to you (though not, interestingly, Le Shuttle). This second generation model, with its standard air suspension, was far more acceptable to those used to Lexus LS400, BMW 7 series and Mercedes’ S-class luxury saloons. It wasn't quite a Rolls-Royce for the rough but it was very close. The BMW-sourced 2.5-litre six-cylinder turbo diesel was much more refined than the previous Solihull-sourced TD ‘four’ and made much more sense.

Land Rover Range Rover MKIII (from 2002 to present)

The third generation Range Rover finally became the vehicle we all knew it should have been. Chronic underfunding had starved the latter-day first generation models of development and the second-generation car, whilst much improved, never had the coherence of design a winning model needs to succeed, being patchy in all round ability. The third generation model, on the other hand, was bankrolled to a large degree first by BMW and latterly by Ford, two big corporations who certainly know a thing or two about building quality vehicles. It shows. Magnificent, imperious and with genuine presence, this version of the Range Rover did away with the cheap plastics, shoddy styling and the surprisingly amateurish parts-bin feel of previous models. Here is a car that feels like an off-road Bentley. Used car examples are starting to appear in meaningful numbers and prices look tempting.

The story behind the third generation Land Rover couldn’t have been scripted any better if a crack team of tabloid hacks had been set to work on it. The British firm was owned by BMW but the Germans departed in an acrimonious split that left new owners Ford with a magnificent vehicle with which to do battle with – you guessed it – BMW’s X5. What’s more, the Ford organisation learned lessons from the construction of the BMW designed Range Rover that would later produce another X5-basher, the Volvo XC90. Like I said, you couldn’t make it up. Despite its troubled existence, there’s not a great deal wrong with the third generation Range Rover. The previous model’s Metrocab styling and low rent interior was resolutely fixed and the BMW-sourced engines were superb units. Reliability has proved good and the addition of a Td6 diesel version has opened Range Rover ownership up to those who baulked at the V8 model’s thirst. A V8 Autobiography special edition was launched in late 2003 but other than that, buyers chose between either the Td6 diesel or the 4.4 V8 in SE, HSE or Vogue trims. The original Range Rover was billed as the first luxury 4x4, but the term is relative. Any car whose interior could be spruced up with nothing more sophisticated than a well-aimed hosepipe can hardly be described as chic. Step into the latest car and you’ll be amazed at what the designers at Land Rover’s Gaydon studio have conceived. Winners of a three-way design battle with BMW’s Munich and California styling houses, the homegrown touch has certainly paid dividends. This is a car whose interior ambience is closer to an Aston Martin than anything else, with wood trim that’s tastefully integrated, lustrous pleated leather seats and intelligent use of aluminium and chrome finishing on the dashboard. The effect is tasteful, restrained and isn’t going to date as quickly as a more extreme design. Some of the minor controls are obviously BMW-sourced but then that’s no bad thing. Despite the Germanic provenance, the exterior styling is unmistakably Range Rover. In fact, when viewed from the side, only the twin gills mounted behind the front wheel arch immediately give the game away to the casual observer. Chief Executive Bob Dover explains, It is essential that people instantly recognise the new vehicle as a Range Rover. The exterior is modern yet retains all the distinctive styling cues. It also introduces some new ones. We get a return to round headlamps, plus we get vertically stacked indicator units, a design cue nicked from the utilitarian Defender. This feature is mirrored with the tail lights and indicators, narrowed to allow a wide opening tailgate. The rest of the exterior lines are almost Audi-esque in their surgical cleanliness The average Range Rover owner, if such thing exists, may also need some extension work undertaken, for the latest car is no less than 291mm longer than the outgoing version. It’s also 46mm higher, but in an effort to take the sweaty palms out of city driving, it’s also 37mm narrower. A longer wheelbase means that interior space, especially for rear passengers and luggage have been hugely improved, but weight has increased, the V8 model weighing a hefty 220kg more than its predecessor.

Prices for the 4.4-litre petrol V8 start at £38,000 for an early 2002 SE model on a 51 plate. An equivalent HSE will command £40,500 and the lavishly equipped Vogue will retail at around £45,500 for a well looked after model with around 31,000 miles on the clock. The 3.0-litre Td6 diesel models are a little more affordable, with prices opening at £36,000 for an SE, £38,600 for an HSE and £42,500 for a Vogue model. Insurance ratings are surprisingly reasonable given that the Range Rover is such a high-end vehicle with the diesel models being rated at Groups 13,14 and 15 per respective model and the petrol engined V8 cars at Groups 14, 15 and 16. Although there’s little doubt that the Range Rover is still mighty off road, you’ll need to check that the previous owner, perhaps buoyed by that feeling of being bulletproof, hasn’t been a little overconfident. Damage to the alloy wheels and exhaust through overenthusiastic off roading can be an expensive fix and even relatively trivial bodywork scrapes can put a sizeable dent in the car’s resale value. Check the headlamps for stone chips as this is a very expensive part. Both the V8 and the Td6 engines have proved paragons of reliability and owners have reported good experiences with Land Rover dealers. If you want the best you’ll need to pay for it, but the Range Rover works out very good value for money. Threatened recently by cars like the Volkswagen Touareg, the Volvo XC90 and the Porsche Cayenne, the Range Rover remains the real thing. A used example still looks box fresh and will give you a superiority complex visible from space. Suddenly those prices don’t look that steep.

(approx based on a 3.0Td6 - ex Vat) A clutch assembly will be around £275, a full exhaust about £575, a starter motor should be close to £220 and a headlamp £275. Front brake pads are about £50 and a rear set £40.

After all, the two engines that nestle beneath the trademark castellated bonnet are also of Bavarian lineage. The 4.4-litre BMW V8 petrol will be the mainstay of the range, but for those who prefer not to swell the coffers of OPEC quite so extravagantly, a 3.0-litre ‘Td6’ diesel is also available. Both of these engines can also be found in - you’ve guessed it - the BMW X5, which should lead to some interesting comparisons. Both engines are magnificent units, far better than anything any Range Rover has been powered with to date. There’s no shortage of technology built into the latest car. The automatic gearbox includes all the proper off-road functions Range Rover buyers now expect, such as a high/low transfer box and Hill Descent Control. A Steptronic manual override option allows drivers to switch ratios ‘manually’ and the stability control system can be disabled. There’s none of the BMW 7-Series’ iDrive features inside, but there is an all-independent suspension set up (a first for a Range Rover) allied to an air suspension system that allows the car to be lowered for dignified mini-skirted exits. Although this Range Rover may be used as the ultimate urban battle bus, should the need to take it off-road beckon, a new Torsen centre differential should make sure you return safely. The options list includes such niceties as satellite navigation, a voice activated telephone and a winter pack that features a heated steering wheel. The lengthy options list means that there are no specific trim levels, so expect the list prices to be merely the opening point for negotiations.

Land Rover Freelander (from 1997 to present)

With the Freelander, Land Rover has showed the opposition just how a compact 4x4 should really be designed and built. Whilst other manufacturers have produced cars that look tough but can’t really mix it off road, this British challenger is the real thing. BMW-influenced build quality means it’s a decent bet as a used buy too.

The Freelander Discovery was launched in October 1997 to universal press acclaim. The body choice included three or five-door bodyshells: those who went for the three-door had the option of either ‘Softback’ or ‘Hardback’ bodystyles. In Softback form, you could fold the roof back like a convertible, while the Hardback offered removable panels. There was initially a choice of two engines; a 118bhp four-cylinder 1.8-litre 16v petrol unit (from the MGF) and a 96bhp 2.0-litre turbo diesel. A 2.5-litre V6 was developed for launch in September 2000. There were three trim levels on offer – standard, Xi and XE – and Land Rover also added a Commercial van version in 1999. Basically, the Freelander was what the Discovery wasn’t; an all-new model. Instead of being put together with parts from the corporate sales bin (the Discovery for example, was originally based on the old-shape Range Rover), the Solihull-based design team had, in this instance, the cash to do things properly – some £450 million. And a new factory to build the car in. It made all the difference. In autumn 2000, a revised range was launched, with an all-new Td4 diesel engine and a top-line V6. Minor interior and exterior improvements were included into a revised range structure of S, GS and ES. Despite what Land Rover will tell you, the Freelander is no Mondeo. It does however, offer a much wider portfolio of virtues for the average family. No Mondeo could go the places this car will happily travel: potholed tracks, boggy fields, shallow rivers – all hold no fear for the Freelander family. Perhaps more significantly, a Ford, a Nissan or a Vauxhall is what it is; a competent, sensible family car, identical to thousands of others. At the wheel of a Freelander, you feel a little set apart – and not only because of that high driving position. The detail touches help. The way the window of the rear door drops down electronically at the touch of a button on the key fob so that you can load in your shopping without opening the back door. The clever elastic bars in the doors for holding drinks and bottles. You could go on.

An early 1997 three-door softback (petrol or diesel) would be worth about £6,700 for example, as opposed to around £7,100 for a more typical S-plater. Add around £500 for the Hardback three-door bodystyle and around £1,600 for plusher XEi trim. Five-door prices start at around £7,700 for petrol or diesel models running up to around £16,500 for well equipped 2003 V6 models. Diesels range from £7,400 for the first 2.0-litre di to £20,400 for a well-equipped and recent TD4. As with all Land Rovers, always insist on a full service history. Be careful too if the car you're looking at has a towbar fitted, for this may mean that it has had a hard life dragging horse boxes out of muddy fields. The engines and the transmissions used are robust but quite expensive to repair if they do go wrong, so watch out for rattles and ensure that all the electrics work perfectly. The car is a favourite target for thieves, so a good alarm and preferably an immobiliser are a must. A great used alternative to an ordinary family runabout that will become ever more attractive as prices fall. Excellent original build quality means that you can buy a used car with real peace of mind.

(Freelander 1998 1.8i manual with a/c - approx exc.VAT) A clutch assembly will be around £170, a starter motor around £130 (exchange) and a radiator around £145, Brake pads (rear) £36 and front around £50. A replacement headlamp (offside) is close to £80 and an alternator should be close to £210.

Or in this case off it. Here, the gadget Land Rover are keenest to talk about is their patented ‘Hill Descent Control’ system, developed to compensate for the fact that the Freelander lacks the kind of low ratio gearbox you’d find in a Discovery, a Defender or a Range Rover. On a sticky, steep descent, you engage HDC by clicking a Nintendo-style trigger on the gear lever. The system selects first gear and uses the anti-lock brakes to automatically maintain a descent speed of 5.6mph. Should the track get slippery or become more undulating, this will reduce to 4.4mph. HDC was optional on base models and standard on plusher ones: it’s worth seeking out if you’ve a choice of used options. On tarmac, the Freelander won’t handle exactly like your average family hatch or estate – but it’s not far off. The ride in particular is really very good. The performance from the petrol and diesel engines isn’t very sprightly though.

Land Rover Discovery Series II (from 1998 to 2002)

If it aint broke then don’t fix it seemed to be Land Rover’s design philosophy when approaching the Series II Discovery. Owners BMW knew that the Disco’s boxy looks were well received amongst buyers looking for a no-nonsense 4x4 of the ‘proper’ variety, but a number of other aspects were, if not broken, then could best be described as no-longer box fresh. In a rapidly developing market, changes were necessary. Although it bears more than a superficial resemblance to the Series I, the later model was virtually a completely new car. As a used buy, does the ‘tough as old boots’ image translate into bulletproof reliability?

The Series II Discovery range was launched in autumn 1998. Despite looking the same as the earlier car, the only common body panel was the rear tailgate pressing. There was an all-new Td5 in-line, five-cylinder 2.5-litre turbodiesel engine and a 4.0-litre V8 in place of the 3.9 – the slow-selling two-litre Mpi petrol model was dropped. Trim levels were S, GS, XS and ES. Much more impressive road manners came courtesy of Self-Levelling Suspension (SLS) and Active Cornering Enhancement (ACE) but these were standard only on plusher variants. Other driving aids included Four Wheel Electronic Traction Control (ETC), Electronic Brake Distribution (EBD) and, most notably, the Hill Descent Control (HDC) first introduced on the Freelander. There was also a new dashboard layout and much more supportive seats with the third row now forward, rather than side-facing, together with improved security, safety and nice touches like a 'curry hook' on which to hang your takeaways. The body was made longer and wider to free up more room inside and the ladder-framed chassis was beefed up with six cross-members instead of five. In every respect the Series II Discovery was a superior beast to the original. June 2002 saw the apparently premature introduction of the 2003 Discovery, with changes to the suspension and brakes, some tweaks to the equipment levels, the option of a centre differential lock and some detail changes to the front and rear styling to bring it closer to the Range Rover ’family’ look. Autumn 2003 saw more incremental changes with a centre locking differential fitted to plusher models and ISOFIX seats and Automatic Drive-Away Locking fitted across the range. Standard equipment levels also got a tweak. In early 2004, new trim designations were brought in as the all-new series 3 model loomed. Buyers could purchase Pursuit, Landmark or ES premium models with the aging V8 restricted to the top level and priced the same as the Td5 diesel. Unless you want to opt for the markedly more agricultural Defender series, it’s doubtful whether you’ll happen upon a better four-wheel drive tool for heavy going. The Discovery has coil springs at the front and air suspension at the back, all marshalled by Active Cornering Enhancement for on-road refinement plus Hill Descent Control and four-wheel electronic traction control ETC for when the going gets tough. The tall body may feel initially precarious, but the Discovery Series II has an admirably low centre of gravity and can negotiate steep gullies and deep potholes with ease. Bear in mind too that the Discovery has permanent four-wheel drive, not the selectable systems used by most of its Japanese alternatives (who spend most of their lives in 2WD). Though this leads to extra tyre wear, it does mean that you're always prepared for the worst. There's seating for seven inside, thanks to a foldout pair of occasional side seats in the estate compartment but note that they were not fitted to every car as standard. Rear legroom isn’t as generous as you may expect, though comfort for front seat occupants has been notably improved over earlier cars. Likewise the Conran-designed dash that looked chic for about six months has been ditched in favour of a less adventurous, but ergonomically cleverer affair. The Td5 turbo-diesel engine makes more sense in this land of soaring fuel prices which means that V8 owners may be susceptible to some aggressive bargaining, and you will get a bargain of a used car!

The used market has recognised the superiority of the Series II Discovery and has afforded it comparatively higher residual values than its predecessor ever enjoyed. Having said that, the bottom is starting to sag from beneath the used 4x4 market due to oversupply and even an immaculate 1998 S-registered Discovery TD5 GS five seater will only fetch £12,400 of its £27,675 new price. Opt for the entry-level 4.0-litre V8 model and the prohibitive fuel consumption wreaks havoc with the residual value. The same vintage seven seat GS retailed new at £28,145 but would now be worth £10,750. The range-topping V8 ES Auto takes an even bigger hit; its 1998 sticker price of £36,930 has crumbled to £13,400. With the steepest part of their depreciation curve conveniently taken care of by somebody else, this makes the Discovery a prestigious and attractively priced used alternative to something like a new Toyota RAV4. Insurance will be Group 13 for the base Td5 models, Group 14 for the base V8 models and Group 15 for the range-topping ES variants, regardless of engine. The Series I was plagued by niggling build quality issues and although the Series II is far better screwed together it still suffers more than its fair share of annoying faults. Both mechanical and electronic gremlins have surfaced, and owners who harry their Discoveries through city streets using engine braking to decelerate on a regular basis often find themselves with a gearbox that feels like running a hot knife through bitumen. Always insist on a full service history. Be careful too if the car you're looking at has a towbar fitted, for this may mean that it has had a hard life dragging horse boxes out of muddy fields. The engines and the transmissions used are robust but expensive to repair if they do go wrong, so watch out for rattles and ensure that all the electrics work perfectly. Check too, that the heavy-swinging rear door has not dropped on its hinges. The car is a favourite target for thieves, so ensure on an HPI check to ensure it isn’t a stolen/recovered or an insurance total loss. Know what you’re looking at, insist on a service record and test drive a few. If you want the best on/off-roader then the Discovery Series II has a reasonable claim to that crown. Reliability isn’t as bulletproof as the branding would suggest, but it’s now a relatively affordable used bet that oozes cosmopolitan kudos. Unless you’ve got genuinely deep pockets it’s probably best to give the profligate V8 a miss and try to land an early upspec Td5. Go anywhere, do anything? The Discovery should be your weapon of choice…

(approx exc. VAT) A clutch assembly will be around £180, a starter motor around £200 and a radiator around £330, Brake pads will be around the £45 mark. A replacement headlamp (offside) is close to £30 and an alternator should be close to £260.

This is the are where the Series II really differentiates itself from the original Disco. Active Cornering Enhancement was standard on the XS and SE models and an option on the others and it genuinely transforms the Discovery from a wallowing barge that at times felt positively life-threatening into a reasonably tidy handler. Whilst it won’t be about to show a Subaru Impreza a clean set of exhaust pipes a Series II Discovery fitted with ACE at least removes the need for passenger sick bags during spirited driving. Though cars like the BMW X5 have subsequently moved the 4x4 handling genre forward another few steps, at the time of its launch the Discovery wasn’t too far shy of the large 4x4 class leader, the Mercedes M-class. Performance from the V8 engine is suitably lusty, requiring little over ten seconds to hit 60mph, although you will pay for such exuberance at the pumps, the petrol-powered car struggling to average 17mpg. Go gorilla with the right foot in town and you’ll see your fuel consumption dip well into single figures. The Td5 is a different proposition altogether. Whilst a sprint to 60 mph takes over 14 seconds, it has more pulling power than George Clooney and can even return a laudable 30mpg average. That could be why over 70% of UK buyers favoured it over the V8. What hasn’t changed is the car's height which can make many multi-storey car parks no-go areas. Likewise, you may get greeted by stony-faced officials at Dover when you try to board Le Shuttle. The Discovery joins a list that includes explosives, drugs and Albanian stowaways in not being welcome sur le train…

Range Rover Classic (from 1970 to 1995)

There may be a newer-looking Range Rovers around these days but that isn't to say that the original first generation version, with its familiar boxy shape, doesn't still have its supporters. In fact, it's still going strong - on the used market. The original Spen King-designed Range Rover was one of the British Motor Industry's proudest success stories. When it went out of production at the end of 1995, it still looked as fresh and forward thinking as it did back in 1970 when one was exhibited in the Louvre as an example of modern sculpture. The car was renamed the Range Rover Classic when the MKII model was introduced in the Autumn of 1994, but demand continued even then. This was a car that had real international appeal. It sold in markets as diverse as Japan and the USA, Canada and Australia – and demand usually exceeded supply. Well over 300,000 Range Rovers had rolled off the production lines by the time this legendary model was laid to rest; the final one off the line is now part of the British Motor Industry Heritage Trust collection at Gaydon in Warwickshire.

After the car was launched in 1970, it took Leyland Cars (subsequently BL and later to become Rover Group) some time to realise what a good thing they had. The problems of the company at the time meant that build quality was indifferent. Nevertheless, such was the Range Rover's appeal that it quickly established a reputation for itself, first with wealthier members of the farming community, then, slowly, with those in the towns. Original cars were powered by Rover's ubiquitous 3.5-litre V8 and, later, by a 2.4-litre Italian VM turbo diesel engine. At the end of `89, the 3.5 gave way to a catalysed 3.9-litre V8 and the turbo diesel was uprated to 2.5-litres. A 4.2-litre long wheelbase model was added at the end of 1992 and the Discovery Tdi engine replaced the VM motor in January 1993. In March 1994, there was finally a new dashboard with twin airbags (using a lot of components from the Discovery’s new facia) and that facelifted Discovery’s redesigned 300 Tdi turbo diesel engine replaced the earlier unit. The new-shape MKII model was introduced in 1994 but the original-shape models, now badged Classic, continued on for a year or so and you’ll find them on plates as late as 95N. The world's finest 4x4. Only the latest Range Rover can match the earlier car's all-round off-road abilities. What differentiates the Range Rover from its Japanese competitors? In a word, style (which the Orientals never had) and wheel articulation. Off the road, you could drive a Range Rover over obstacles that would leave Shoguns and Troopers bottoming out, wheels spinning hopelessly. As everyone knows, you also get a car that can take you to the highest peak or through the deepest bog, then, via the car wash, to the ballet on the same day, parking without disgrace alongside Jaguars and Mercs.

You could accurately argue that with 25 years’ worth of production to choose from, you could pretty well pay what you like. You'd be right too, but don't expect too much from early examples, (especially the tatty ones re-engined with American V8s). In any case, early brochures advertised an interior that ‘you could wash out with a hose’. The Range Rover didn't really begin to get plush until the end of the Seventies. Arguably, build quality and production problems weren't really sorted out until late in the 1980s, so it’s probably best to restrict your search to post ‘90 models. Early models weren't screwed together very well. Some of these have been tampered with by after-market ‘specialists’ and may have either modified motors or even engines from another maker – US V8s are sometimes fitted and there were also some ‘interesting’ diesel conversions before Range Rover offered their own. Avoid three-door models and anything without power steering. Ask the potential seller what kind of life the car has had; go for those cars that have lived on tarmac (the vast majority anyway) rather than the farm. Torn carpets, ripped headliners and scratched plastic panels are sure signs of a hard life. Thoroughly check out the suspension and transmission; replacement parts are expensive. A modern-day classic, deserving of its place in a Midlands car museum. If you can afford to run one as a second car, you can’t afford not to buy a used car for off road.

(approx based on a 1994 Range Rover 3.9i - ex Vat) A mixed bag. A clutch assembly will be around £370, an alternator should be close to £300 and a radiator around £330 for an automatic whilst a manual is significantly more at £570. A headlamp is around £50 and a front wing around £250. Minor and major services will cost you in the region of £250 and £650 respectively.

You need to remember that it's a 4x4 and drive accordingly. Having said that, this is the best handling 4x4 you can buy. The V8s have huge torque and pulling power. At first acquaintance, the turbo diesels feel rather slothful, but grow on you when you realise that there's pulling power aplenty, if little outright speed. Buy a diesel and you can expect to average a useful 23-25mpg. The V8s, especially the 4.2, demand a rather larger wallet, with 12-15mpg averages commonplace. Remember too that certain low-roofed multi-storey car parks will be inaccessible to you (though not, interestingly, Le Shuttle).

Land Rover Discovery Series 1 (from 1989 to 1998)

Land Rover were late in recognising the potential of the mid-sized sector of the four-wheel drive market. For years, the Solihull company's Range Rover and Land Rover products catered only for luxury sector and utilitarian buyers; if you simply wanted a spacious 4x4 for the family, you were out of luck. When it was launched in 1989, the Discovery changed all that. Since then, the car has consistently been one of the off-road market's strongest sellers - which means that there are plenty to choose from for the used buyer. Few will have seen any serious off road use and all are built stoutly. It has to be a recipe for a sensible buy - doesn't it?

The Discovery was launched in November 1989 to universal press acclaim. The early choice was limited to the three-door bodyshell with either a 2.5-litre turbo diesel engine or a 3.5-litre V8. Over 90% of buyers then (and now) opted for diesel power - the petrol unit was prohibitively thirsty. The market had to wait until the autumn of 1990 before the five-door bodyshell was also made available; this came to account for the vast majority of Discovery sales. A 2.0-litre 16v petrol MPi version was announced in June 1993 (it was not to prove a great success) and, in September of that year, the old 3.5-litre V8 was replaced by the 3.9-litre V8 from the old-shape Range Rover. The major event in the Discovery's history occurred in March 1994. Keen to sell the car in the United States, Rover took the opportunity to develop twin airbags. At the same time, the Sir Terence Conran designed interior was changed and modernised and the front grille given a facelift to include larger, flush-fitting headlamps. The diesel engine too, was made more refined. At the same time, a flagship ‘ES’ model with leather and air conditioning was added to the top of the range. In 1995, a new mid-range XS trim level was announced, while a run of 700 Argyll special edition versions appeared in summer 1997. At the same time, new GS trim level versions joined the range. The Series II Discovery range was launched in autumn 1998. There was an all-new Td5 in-line, five-cylinder 2.5-litre turbodiesel engine and a 4.0-litre V8 in place of the 3.9 – the slow-selling two-litre Mpi petrol model was dropped. Trim levels were S, GS, XS and ES. Much more impressive road manners came courtesy of Self-Levelling Suspension (SLS) and Active Cornering Enhancement (ACE) but these were standard only on plusher variants. Other driving aids included Four Wheel Electronic Traction Control (ETC), Electronic Brake Distribution (EBD) and, most notably, the Hill Descent Control (HDC) first introduced on the Freelander. You wouldn't think so to look at it but not a single body panel was carried over from the previous version. There was also a new dashboard layout and much more supportive seats with the third row now forward, rather than side-facing, together with improved security, safety and nice touches like a 'curry hook' on which to hang your takeaways. Undisputedly the best four-wheel drive tool for heavy going. The Discovery has coil springs where many competitors have less advanced suspension set-ups. This means that it negotiates steep gullies and deep potholes with ease. Bear in mind too that the Discovery has permanent four-wheel drive, not the selectable systems used by most of its Japanese alternatives (who spend most of their lives in 2WD). Though this leads to extra tyre wear, it does mean that you're always prepared for the worst. There's seating for seven inside, thanks to a fold-out pair of occasional side seats in the estate compartment but note that they were not fitted to every car as standard.

An early 1990 tdi three-door should cost about £3,500, about £400 more than the 3.5-litre V8 alternative. Pay from £3,700 for the first of the facelifted Discoveries. Prices start from about £4,000 for the rather breathless 2.0-litre petrol-engined Mpi; the last of which are on 97P plates at about £6,000 to £7,000. Build quality on early models tended to be a little patchy, so if you're looking in that direction, it's best to talk to a franchised dealership so that they can weed out dubious examples for you. Sunroof leaks for example, were commonplace. Always insist on a full service history. Be careful too if the car you're looking at has a towbar fitted, for this may mean that it has had a hard life dragging horse boxes out of muddy fields. The engines and the transmissions used are robust but expensive to repair if they do go wrong, so watch out for rattles and ensure that all the electrics work perfectly. Check too, that the heavy-swinging rear door has not dropped on its hinges. The car is a favourite target for thieves, so a good alarm and preferably an immobiliser are a must; the latter wasn’t made standard until June 1995. Tread carefully. If you get a good one, it's a great used car.

(approx exc. VAT) A clutch assembly will be around £180, a starter motor around £200 and a radiator around £330, Brake pads will be around the £45 mark. A replacement headlamp (offside) is close to £30 and an alternator should be close to £260.

Don’t expect too much here. The Second generation Discovery launched in autumn 1998 handles very well but original models roll a lot on country back roads if you try and push along. Motorway behaviour isn’t too bad – though there’s plenty of wind noise. In town, the car's height makes many multi-storey carparks no-go areas (and you can't get on Le Shuttle either).

Land Rover Defender (from 1948 to present)

Launched in 1948 and still selling well, the classic Land Rover makes an unusual used buy. The original model was re-launched as the Defender in 1990. Still however, you find few who use the name. To most of us, this car will remain quite simply the definitive Land Rover; nothing more, nothing less. The Defender has a growing cult reputation both as a new and used vehicle. Behind the wheel, you realise just how silly and ineffectual most trendy modern off-roaders are in comparison. They may look fashionable around town but get them out in the country and they flounder. This then, is one for the serious off-road enthusiast. Look carefully before you buy, though, as unlike many other 4x4s, most Defenders will have spent a lot of time off-road.

Land Rover has never stopped improving the basic vehicle. In 1994, the company's new R380 manual gearbox was added. More importantly, so was the latest version of its turbocharged direct injection diesel engine, the ‘300 Tdi’. That gave way in turn, early in 1999, to the five-cylinder diesel from the Series II Discovery. Over the years, a wide variety of body-styles have been available; including short and long wheelbase cars (called 90 and 110) a pick-up, seven and twelve-seater wagons, a short-wheelbase soft-top and, most recently, a double cab pick-up. The majority of used vehicles on the market are likely to be either Series IIIs or the newer Defenders. Engine changes have been surprisingly few, given the age of the basic design, but there have been many updates and revisions. The combinations of engine and body-style are many and varied. Engines are as follows: 2.3, 2.6 and 3.5-litre petrol and 2.3-litre diesel, 2.5-litre turbodiesel and 2.5-litre Td5 turbodiesel. Rugged, agricultural looks that are becoming as chic in Soho as they are unremarkable and irrelevant on muddy trails the world over. These are basic machines, sometimes in the extreme, depending on the vehicle's age. Not exactly ideal for motorway cruising, but then a Land Rover was never designed for quiet and smooth cruising – quite the opposite, in fact. It is a vehicle that will take you literally anywhere and back. That's worth remembering if you're worried about whether something so rough and ready, if also dependable and strong, is your cup of tea.

With such a long list of engine and body combinations, produced over many years, prices vary enormously. You can pay anywhere between £500 and £18,000, though most vehicles tend to be in the lower to mid-end of that range. A car which has been used extensively off-road (and shows it) will be what you'll get for £500 to £3,000. Better to pay more for a Series III County wagon and avoid the tears an abused off-roader can bring. Upwards of £3,000 you'll find quite a selection in good condition and the £5,000-£10,000 bracket should contain a fine range of Defenders. Also worth seeking out are some of the recent limited editions such as the V8-engined 50th Anniversary model launched in 1998 or the 1999 Heritage version. Build quality isn't exactly to Rolls Royce standards, as you would expect, but these are basically sound and well-built vehicles. Rust is not much of an issue, as body panels are aluminium, though the separate steel chassis needs to be checked. As with any 4x4, be extra careful that the chassis is straight and that the engine and gearbox have not been abused either by rough off-roading or by too heavy a tow-load (the County is a favourite of the horse-box set). Dents and bumps under the car and noisy diffs and smoky exhausts are the telltale signs. More than 1.5 million Land Rover vehicles have been produced since the original was launched in 1948, so you're buying something of a robust legend. Drive before you buy, to be sure you can put up with the somewhat agricultural nature of some versions, though. These cars really do go on and on, and make great used cars. A bit of noise and a somewhat relaxed cruising pace will help to remind you you're the owner of a little piece of rugged British history.

(Based on a 110 TDi and approximate, excluding VAT) A clutch assembly will be around £170 and a full exhaust about £170 (without Catalyst). An alternator should be close to £85 and a radiator just under £300. Brake pads front and rear are about £40, respectively. A replacement headlamp costs close to £20.

It’s not terribly appropriate to judge the car for its on the road performance – or at least not terribly fair! Any Land Rover of this kind will be not nearly as much at home on the road as it is off it. The 3.5-litre V8 Series IIIs and Defenders are probably your best bet, if on-road ability is important while the diesel Defender pick-up is simply remarkable off-road. Like a Range Rover, the centre of gravity is high and a Defender will lean into bends a little alarmingly. Fear not, they hug the road, despite what you may feel at the steering wheel. The pace will be slow but steady and a snowy B road is unlikely to slow you as much as other cars.