BUYING GUIDE: RANGE ROVER CLASSIC
AS THE RANGE ROVER REACHES ITS 50-YEAR MILESTONE, WE TAKE A LOOK AT BUYING ONE OF THE ORIGINAL MODELS.
IT IS probably no coincidence that Britain’s most influential all-wheel drive shares its initials with the brand once regarded as the ‘Best Car in the World’. From inception, the Range Rover was intended to be an executive off-roader that could haul polo ponies on Sunday, drive to the office on Monday and unashamedly share garage space with its owner’s Rolls-royce.
Conceived by engineering director Spen King, the Range Rover could trace its lineage to a ‘Road Rover’ prototype from the 1950s that combined a Land Rover driveline and chassis with more car-like styling.
King’s prototype began testing in 1967 and was introduced to a gobsmacked 4WD world three years later. Under the bonnet was Rover’s familiar all-alloy V8, the same one used in the company’s sedans, but de-tuned to deliver 97kw and maximum torque at 2500rpm.
Constant four-wheel drive eliminated the need for lockable front hubs. Instead, a centre differential fed power to all four wheels and could be locked via vacuum control. A floormounted lever engaged the very serious lowrange gear set which cut speed in first to less than walking pace.
The original Range Rover came with two doors, vinyl seat trim and a four-speed manual transmission with no automatic alternative. Australian deliveries began in 1972 and were priced at around $7500. That money would have bought one and a half FJ55 Toyota Landcruisers with four doors and more power, but the ‘Toorak Tractor’ offered greater prestige.
In 1980, a three-speed Chrysler automatic transmission became available, and the fourspeed manual was replaced in 1984 by a fivespeed.
In 1982 the body was altered to accommodate a pair of additional doors and interior improvements. Power steering, which was optional on early models, had been standard since 1978 on Australian-delivered Range Rovers.
The Highline variation released in 1984 was distinguished externally by alloy wheels and inside by the standard automatic transmission (manual optional), upgraded trim, airconditioning, electric windows and mirrors. By this time the price had surged past $40,000 yet sales remained strong. In 1985, Range
THE ORIGINAL RANGE ROVER CAME WITH TWO DOORS, VINYL SEAT TRIM, AND A FOUR-SPEED MANUAL WITH NO AUTOMATIC ALTERNATIVE
Rover had its best year internationally since the model’s inception with more than 13,000 vehicles sold.
To help counter the power-sapping potential of unleaded fuel, an EFI engine with 110kw was announced in 1986, accompanied by a ZF four-speed automatic transmission.
Big news for Range Rover buyers in 1989 was the introduction of a 134kw 3.9-litre fuelinjected V8, powering a revamped version of the well-appointed Vogue. Introduced a few months earlier with a 110kw engine, the Vogue was packed with features including ABS, leather upholstery, power front seats and sunroof, and cruise control.
In 1993, the LSE Vogue’s wheelbase was extended from the standard 2540mm to 2743 and came with mandatory auto transmission, climate-control airconditioning, a CD player and remote central locking. The LSE’S air-assisted suspension was destined to cause problems in later life. It was also the first Range Rover to breach the $100,000 mark.
ON THE ROAD
IN AN era when semi-elliptic springs were standard fare in the 4WD world, the allcoil Range Rover was a revelation when it debuted.
Huge amounts of spring travel and a rearaxle stabilising strut allowed the Range Rover to adopt seemingly impossible wheel and body angles while picking its way through ruts and over boulders that would stop virtually any non-military all-wheel drives.
Later versions with stiffer springs and air-assistance kept body roll under greater control but at the cost of increased mechanical complexity and diminished offroad versatility.
Arguments rage among enthusiasts over the benefits of the Boge load-levelling strut. Some say the device should be retained to maintain traction and maximum wheel deflection in rough conditions. Others recommend ditching a worn-out Boge in favour of stiffer springs and uprated shock absorbers.
Range Rovers fall typically into two
A HIGH-SET DRIVING POSITION COMBINED WITH HUGE WINDOWS PROVIDES GREAT VISIBILITY IN ALL DIRECTIONS
categories. There are the super-serious offroad versions with jacked-up suspensions and massive tyres to match. These aren’t much chop for highway or everyday driving but are brilliant in the dunes or rough country.
The majority are later model Vogue or Highline versions with automatic transmissions and minimal exposure to bush bashing. That’s just as well because the Vogue’s deep front air dam seriously compromises ‘ramp angle’ and would likely be left lying on the track after trying to attack a steep embankment. Those with air-suspension should definitely be kept well away from the really rough stuff.
Where Range Rovers of any age shine is on corrugated dirt. The soft-walled radial tyres deal with minor surface imperfections and the long-travel coils take care of almost anything else. On roads that will have car
T-sprung 4WDS twitching and bunny-hopping, a Rangie will waft along at speeds that would be impressive on smooth bitumen.
The recirculating ball steering, powerassisted or manual, is geared reasonably well with 3.4 turns lock-to-lock in pre-powerassist models and 3.75 turns when assisted. An 11.3m turning circle is exceptional for a biggish all-wheel drive and being nimble pays dividends when trying to edge between rocks and big trees.
A high-set driving position combined with huge windows provides great visibility in all directions, and the strange instrument binnacle on top of the dash puts necessary information right in a driver’s eye line.
The rear seat on two-door models folded into an untidy heap, but later models used an improved seat stowage system that left more space for cargo.