Dare to be Different: Range Rover L322
Is it time to take a punt on this bargain luxury mudplugger? Ian Cushway looks at the L322 model.
If the Range Rover P38a is the automotive equivalent of a saloon bar, with its mix of comfort and nononsense off-road ability, the L322 that replaced it in 2002 is pure, posh gastro pub. Perhaps the fact that BMW held the reins at the time had something to do with it. Either way, while still retaining credible mud-plugging ability, it was a big step on from its predecessor in terms of unadulterated luxury – not least because it was the first Rangie to do away with a separate chassis. And style-wise, Don Wyatt’s smooth and sophisticated design instantly added class and pitched it against the most desirable luxury car offerings at the time, such as the Mercedes S-class and new SUV competition from the likes of the Porsche Cayenne. Given ever more stringent environmental regulations, Chelsea tractors per se don’t exactly have a rosy future on our roads. But with prices starting at just a couple of grand, don’t deny yourself one last hurrah.
What is it?
It’s the third-generation Range Rover, or the L322 to give it its official nomenclature. It was longer, wider, taller, plusher and much roomier inside than the model it replaced.
Initially there was a choice of two Bmw-sourced engines – the straight-six
2.9-litre TD6 turbodiesel and the 290bhp 4.4-litre M62 V8 petrol. For the 2006 model year, these were replaced by a 3.6-litre TDV8 diesel, the Jaguar-derived 305bhp 4.4 V8 and the supercharged 400bhp 4.2 V8 from the XJR. For the
2010 MY, the capacity of the V8 rose to 5.0 litres (economy benefitted too), and the 3.6 TDV8 was replaced by a superefficient 4.4-litre turbodiesel with eightspeed auto, making this the first Range Rover to better 30mpg. In 2010 there was also a facelift which made the exterior look less fussy, as well as improvements to its off-road ability in the form of slightly tweaked Terrain Response, and the addition of Hill Start Assist and Gradient Acceleration Control.
Trim levels included the HSE,
Vogue, Vogue SE and frankly autocratic Autobiography; as you might expect, none will leave you wanting.
What’s good?
As the ultimate style statement, you’ll struggle to find a car you can afford that comes close to the Rangie. Its road presence speaks volumes, and off-road it ain’t half bad either. Inside is a lovely place to be, too, with leather, lots of room and every conceivable gadget to hand.
It got much better as time went by, so the 2010-on models not only look less dated, but are likely to prove more rewarding to own as well.
This generation of Range Rover is likely to become a future classic, so if you get a good one, and look after it, then it won’t shed any more money.
What’s not so good?
OK, time to dish the dirt on what goes wrong. To start with, the air suspension system will need regular inspection as the bellows and pipework can leak and the air compressor itself (in the boot) can also fail. Check it scrolls through the three different height settings, lowers automatically at 60mph and doesn’t sink on one side if left sitting idle for days. Control arm bushes don’t last long either, and a particular L322 weak point is excessive front differential wear. It’s the coupling that fails, so be sure an upgraded flexible joint has been fitted instead.
Failed turbos on the TD6 are common, and the 2.7 TDV6 is known for its fragility, with crankshaft failure being a common issue. Injector problems and rattly timing chains can also be an expensive headache.
As there are plenty of mud traps, rust can be a worry. The rear inner wings tend to rot, and the tailgate can corrode from the inside out, too.
You’ll experience a world of hurt if the auto gearbox fails, so be sure that the changes are super-slick, there are no dash warning lights, and that the fluid has been refreshed recently.
Consider it a bonus if a petrol model has been converted to run on LPG, but make sure it’s been done properly and ask to see the installation documents.
Servicing schedule
A full service history is the only defence you’ll have against things going wrong and emptying your wallet, so insist on seeing what’s been done, when and by whom. There are service indicator lights to tell you when work is needed, and the usual oil, inspection 1 and inspection 2 regime to follow. As for that potentially troublesome autobox, longevity is helped by four-year/50k-mile fluid changes, so look for receipts showing it’s been done.
Verdict
If you’re eager to enjoy affordable opulence, then look no further. Bear in mind that, when new, the range-topping Rangie was in excess of £70k, and you can now buy the same car for less than £4000 (at auction). It’s an absolute bargain. Beware though; if things start going wrong your bank manager will soon know about it, so be ruthless when it comes to weeding out ones with a sketchy history, known problems or a list of outstanding jobs to do.