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Czech restorer seeks help in piecing together the past of a heavily modified competition Range Rover
hey’re built to last and used hard – but then, very often, put away in barns and forgotten about. So it’s a question that often gets asked: where do all the old modified Land Rovers and comp specials end up? In this case, the answer is the Czech Republic. A bobtailed Range Rover pick-up from 1979 has ended up there, in the hands of Lukas Fried – and he’s on a mission to trace its history and find out how it got to be the way it is. Specifically, Lukas is trying to register the Range Rover in its new home. To do so, he needs as much information about it as possible. ‘Documentary or technical evidence of the historic conversion would be extremely valuable,’ he explains. ‘Even a recollection, builder name, period photograph, magazine
T
reference, club contact or suggestion of where to look would help greatly.’ As you can see, when the Rangey was registered in the UK its identity was GVF 884T. Its chassis number is 35854619F; it’s a 3.5-litre V8 and, intriguingly for a UK motor, it’s left-hand drive. Its MOT history says it was first registered here in October 1998, which points to an age-related plate and suggests that it started life as an export before being brought back here and turned into a competition car. The plot thickens, however, when you look at the stickers on the back of the cab. These place it at Deutscher Land Rover Club events in Kallinchen and Bramsche, on 30 September – 3 October 2000 and 21–23 September 2001 respectively. Yet it was then back
in Britain and onr the road between October 2012, when it passed its MOT at the second attempt, and November 2017, when its final ticket expired. The MOT records paint a fairly ugly picture of chassis and body rust, although with nearly a decade having passed since it last went on the ramp there’s no shortage of things that could have been done in the intervening period to make it right. What matters most for Lukas, though, is to find out who built it in the first place. ‘For Czech registration,’ he says, ‘even a period photograph, identifiable builder, old advert, magazine caption or technical description could be extremely important documentary evidence.’ So, search those memory banks. It’s such a distinctive vehicle, if you saw
it around in its comp years there’s a pretty strong chance that you’ll recall it. The design of the roll cage suggests that it was built with ARC/ALRC events in mind; the standard three-link rear suspension is still there, rather than a conversion to front radius arms, which suggests trialling rather than speed events, though this doesn’t rule out the possibility of it having been comped. Another anomaly, however, is that the petrol tank in the rear bed looks large for a trialler or comper. This might point towards hillrally competition, green laning or even just use as a daily driver during the spell when it was roadlegal, though that still leaves around a dozen years unaccounted for after it was brought back to Britain. Of course, online MOT records didn’t start until it had been here for around half a decade, so the story remains clear as mud. Equally clear, or otherwise, is the fact that you might not be racking your
brains to try and remember a red Range Rover pick-up. During the course of our conversation with Lukas, we mentioned that competition specials often change colour as they pass between owners – and sure enough, after a little further investigation he found evidence that it had previously been blue. The dream for Lukas would be for one of our readers to recognise the vehicle, come forward and be able to tell him all about it. Better yet, obviously, would be if its actual builder is reading these words and is up for talking about his old truck; that would go beyond a mere dream and fall well within holy grail territory. Either way, if you have any information at all that could help his quest, you might be able to play a role in keeping an old ‘un alive. Lukas is on lfried28@gmail.com – and rest assumed he would be delighted to hear from you.
The Range Rover has all the hallmarks of an individual build. Its cage appears to have been done to ARC/ALRC specification, though the bobtailed rear suggests that this is more of a coincidence than anything else. There’s a comp safari vibe to it, though the rear suspension still uses an A-frame rather than reversed swan necks, and the large fuel tank points to a life on the green lanes
To advertise in The Landy, call our team on 01283 742969 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk ambulance contract was snatched away from Pinzgauer in a last-minute U-turn and awarded to Solihull after intervention from the highest level of government. Today, the MOD allocates 10-20% of each vehicle’s overall evaluation score to the social and economic benefits it would bring under its Social Value Model and Land Industrial Strategy criteria. Even though the Defender is built in Slovakia, this should favour Land Rover as a UKbased manufacturer with well established supply chains throughout the Midlands and beyond. Nonetheless, it has been speculated that JLR’s announcement of 4000 job losses over the next two years, which came just three days after the launch of the Wolf Series II, was timed to remind the government of its importance to the regional economy. The company promises it can ‘produce a vehicle that meets military requirements for a new, modern fleet at pace and scale with
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The Landy Buyer
All the information you need – in one place – to buy your perfect Landy Series I (1948-1958)
The Series I, particularly in its 80” guise, is the most sought-after of
all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks. Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands for mil-
Series III (1971-1985)
The Series III wasn’t too dissimilar to the Series IIA in mechanical
terms, keeping the same 2.25-litre engines throughout the length of its production run. In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.
Lightweight (1968-1984)
These military vehicles can easily be distinguished from regular Land
Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings. Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands out from the
90/110 (1983-1990)
This is Land Rover at its best: a no nonsense workhorse that can also
take you just about anywhere in the world. Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example. These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.
£5000-£85,000 Series II/IIA (1958-1971) much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples. A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy. The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body. Pros: A sound investment to restore – and enjoy Cons: Bulkheads and chassis rot, springs prone to seizing
£2500-£35,000 Series IIA/IIB FC (1962-1971)
£2500-£15,000
rarity – with all the cachet, pride and immense awkwardness that comes with this status. By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale. Forward-Control models differed from everyday Series IIs by having
heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop… Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts
lionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon? Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s
They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer. Pros: Most affordable route into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yet as desirable as the earlier Series models
The Series II/IIA is more affordable than a Series I, yet it still carries
Forward Control Land Rovers are a cult within a cult. They’re a real
£3500-£22,000 101 (1972-1978) crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of. Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium
Only ever sold to the Army, the 101 became a cult vehicle when
£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on. Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures and
£2500-£30,000 127 (1985-1990) Don’t be fooled by high prices. Values have dropped in the last two years, and only a real rarity in pristine nick is worth the money that used to be commonplace. Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition
The 127 was built on a special production line in Solihull which took
The Tdi engine, which arrived with the Defender name, can last for
The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion. Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around
When Land Rover introduced the Defender name, it was actually the
fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too
£5500-£24,000 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s
Defender 200 Tdi (1990-1994) £3000-£32,000 Defender 130 (1990-2016) decades if it’s looked after. And with prices having dropped recently, they’re more affordable than they have been for many years. The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.
£2500-£40,000
130 that changed the most. That’s because unlike the old 127, it was built on a chassis of its own rather than a stretched 110 frame. The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.
motor. It’s popular for home-brewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life
£12,500-£35,000 As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further. Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size
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Defender 300 Tdi (1994-1998)
The 300 Tdi engine is very different to the 200 unit it replaced, though
£3500-£40,000 Defender Td5 (1998-2007)
the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix. The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
Defender TDCi (2007-2016)
The last Defenders gained modern 2.4 and 2.2 TDCi engines and
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late
Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment. Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved
If the subject of the new Defender comes up in enthusiast circles, try
£3000-£35,000
a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis. Despite having more electronics than the Tdi, a Td5 Defender can
£6500-£275,000 Defender (2020-on)
Freelander (1997-2006)
The Freelander 1 is a cheap gateway into Land Rover ownership.
become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory
more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively
The Freelander 2 was a massive improvement on the model
to steer it away on to something safer. Like Brexit, for example. Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment. The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,
it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality. It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays. The 2.2-litre diesel engine is a strong performer, though for a
Range Rover Classic (1970-96) £2500-£225,000 Range Rover (1994-2002)
The original Rangey is a classic you can use everyday – and there
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model. It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CSK and LSE can be a gold mine.
Range Rover (2002-12)
The Mk3 Range Rover hit new heights of luxury and was more re-
The fifth-generation Range Rover takes its position as a luxury car
A Mk2 Rangey in good working order is still a sensational car to
own, even today. The problem is that they’re very complex and very, very good at going wrong. Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t
£2200-£24,000 Range Rover (2012-22)
liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown. The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…
Range Rover (2022-on)
An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays. Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models
This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust. Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles
£45,000-£185,000
£500-£5000 Freelander 2 (2006-2015)
It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much
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range supply copious amounts of power, and its road manners are absolutely impeccable. It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle. Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm
£2000-£15,500 bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £15,000 now gets you a late one on tiny miles. Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing
£1000-£29,000 spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get. Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid
£15,000-£75,000 Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you. Pros: Class, luxury, engines, vast all-round capability Cons: Price
£99,000-£220,000 Range Rover Sport (2005-2013) £2000-£17,500
to greater extremes than ever, with lavish equipment and endless opportunities for personalisation. It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance. If you can afford one, few cars could be as pleasing. However if you can afford one and you love
Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though… Pros: Immense prestige, and sublime both to be in and drive Cons: To at least 99% of people it’s utterly divorced from reality
The Sport is mechanically similar to the Discovery 3 – meaning it’s
a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class. The Sport is still a massively able tow barge, though, in addition to all its other virtues.
You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit. Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable. Expect horrific running costs
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Range Rover Sport (2013-22) £13,500-£65,000 Range Rover Sport (2022-on) £80,500-£145,000
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace. Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-house Range Rover.
If you can afford the SVR model, you’ve got a super-SUV with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand… Pros: Performance, refinement, handling, glorious interior Cons: Marmite image. Pricey to buy and run
When the Evoque was launched, it signalled JLR’s intent on hitting
the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner. It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road. Nevertheless, it is economical by Land Rover standards and
because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport
Hilariously, this is what counts as the affordable way in to owning a
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive. Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff. Pros: Smooth, refined, comfy… and game for a laugh, too Cons: Still hasn’t quite shed its proceeds-of-crime image
Most Range Rovers all look the same at the front now, but the new
Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality. The main highlight of the new Evoque is the fact the majority of the range is made up of mild
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive. Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid
Range Rover Evoque (2011-19) £4500-£31,000 Range Rover Evoque (2019-on) £20,000-£65,000
Range Rover Velar (2017-on) £22,500-£85,000 Discovery (1989-1998)
The Velar a competent cruiser and has received numerous accolades
because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance. The interior was Land Rover’s most advanced cabin yet when
Discovery 2 (1998-2004)
The Disco 2 is powered by the Td5 engine, one of Land Rover’s most
most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty. Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat
Discovery 4 (2009-2017)
Somewhere between a facelift and a whole new model, the Disco 4
is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious. That hasn’t prevented it from suffering all the same issues as time has gone on. You need to
Discovery Sport (2015-19)
The Discovery Sport packs seven seats into a Freelander-sized
body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only. It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes.
it came out. It was very much designed to be a trend setter. But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks... Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price
The original Discovery was based on the Range Rover of the time,
with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine. Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,
£1000-£10,000 Discovery 3 (2004-2009) models had air-suspension, with all the horrors that brings. Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot. Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension
The Disco 3 is an astonishing allround vehicle. It’s good on the road
and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area. But it was also astonishingly complex, and these days it has a reputation as a money pit. Air suspension and electronic
£6000-£30,000 Discovery 5 (2017-on) start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been. Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive
£600-£22,000 There are some tidy deals to be had on late high-spec examples now – though if you do a search for ‘Ingenium reliability’, you might end up deciding to buy something Japanese instead… Pros: Seven seats. Practical, and capable enough off-road Cons: Back seats only for kids. Reliability worries over engines
The Discovery 5 is a versatility monster. It’s still a workhorse if
you want it to be – but it’s much more luxurious than anything else short of a Range Rover. All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very convincing indeed.
Discovery Sport (2019-on)
The second-generation Disco Sport came along only four years
after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019. The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival of a plug-in hybrid a few year
£800-£15,000 and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water
£1000-£16,000 handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need. Pros: Good at everything. Lots of accessories available now Cons: The phrase ‘money pit’ crops up time after time
£13,500-£77,000 One in five Disco sales go to the commercial model, which is available as a high-spec luxury tax buster. But every model is a supremely able, flexible all-rounder for work and play. Pros: Immense blend of class, comfort and practicality Cons: Feels more like a softroader than a proper Discovery
£21,000-£62,000 back, as a company car. Quality has taken a step up from the first model – it’s now a convincing premium vehicle, and the range offers enough choices to suit anybody with the means to buy one. Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models