Choosing a Series Land Rover, Defender, Range Rover Classic or Land Rover Discovery
as a platform for vehicle dependent expedition style travel.
Pros - cons and some helpful hints for the various models.
What is covered - The Series Land Rover, which has been in production between 1948 and 1983 then given a suspension and drive train upgrade in 1983 and continuing in production today as the Land Rover Defender. It was designed to be sample, rugged, versatile, easily modifiable for different tasks and easy to maintain or be repaired in the field. Its notable offspring includes the Range Rover and Land Rover Discovery. The Range Rover Classic was unveiled to the public in 1970 and continued in production through 1995. The Land Rover Discovery went into production in 1987 first as the Discovery then as the Discovery II. 2004 was its last year of production. Subsequent Range Rovers and other Land Rover offshoots while quite capable from the factory, have questionable long term reliability for rugged off road use, are not easily modifiable for increased capabilities and does not have third party off road gear support that the earlier vehicles and Defenders enjoy. Therefore they will not be covered in this article.
If ever there was a single icon for vehicle dependent expedition travel it would have to be the Series Land Rovers and Defenders. There is nothing more iconic in the world of rugged expedition imagery than a Land Rover Defender or Series truck ploughing it's way through a narrow muddy trail, working its way through the woods or jungle, or through deep sand in a vast desert. It is claimed that first vehicle seen by 60% of the people in developing nations was a Land Rover. And it is estimated that 70% of the Series Land Rovers ever built are still on the road today. Or at least sitting with expectations of being put back onto the road.
Land Rover was designed to be a temporary stop gap product to keep the Rover car company alive at the end of World War II. A product to produce income until new post war Rover cars could be designed, produced and put into the export market. Instead, the design was so brilliant in its execution that the Land Rover drove into legend and is still in production today in the form of the Defender. Along the way it spawned several models, notably the Range Rovers and the Discoveries.
Birth of a legend:
Immediately after World War II Great Britain was on the verge of financial collapse. The Rover car company had only pre war designs and needed products to sell while they updated their designs and brought modern cars onto the market. They hit on the idea of building an inexpensive no frills vehicle for the British farmer who could not afford both a tractor and a car. People who needed a versatile rugged all around vehicle that could serve as the family car, as a tractor and as a commercial work platform.
The Land Rover was designed to be the tinker toy version of vehicles. To be easily modifiable to meet any role its owner may need. Which made it one of the most versatile designs in the world. It is said that Rover engineers traveled throughout the Scottish farm country measuring gates to design a vehicle that would be narrow enough to fit through most farmers gates. The design used a rugged steel box ladder frame. Since steel was expensive and in short supply at the time, the Land Rover's skin was made from the same aluminum alloy as WWII British military aircraft. The original paint, Bronze Green, was surplus military aircraft paint. The body was designed with an absolute minimum of curves to save on the cost of tooling. Exposed steel body capping and hinges were galvanized to survive the damp British costal climate. Rover car parts were adapted and used wherever possible to minimize costs. Which means that the Land Rover received a strengthened version of a gearbox that was designed in 1932. Rover didn't have a transfercase so had to design one from scratch. The result was a robust, reliable transfercase that is still among the strongest of any designed for its vehicle class even today.
The resulting Land Rover was a reliable, robust, light weight design that could easily fit into whatever role its owner needed. All its major body panels and sub-assemblies simply bolt together. Thus not only can a Series and the later Defender Land Rovers be literally broken down to its chassis with simple hand tools, there are no irreplaceable stress points. As long as parts remain available, the vehicles are virtually infinitely rebuildable into any configuration the owner wants. A concept so brilliant in execution that it has continued in production for over 60 years.
As brilliant as the original concept and execution was, Rover was always hampered with a lack of funds to perfect the component design and make the vehicle totally reliable in extreme situations. This is and always has been its weakness as a serious expedition style vehicle. Each model after the Series I has its weaknesses which keep them from being the most reliable expedition vehicle in the world for their time, but they hang in there pretty well when they are properly maintained. The Land Rover platform was designed in an era when 4 thousand miles between scheduled maintenance was considered quite good so earlier models do require frequent maintenance.
By today's standards, early Land Rovers and for that matter newer Defenders are considered to be very primitive, lacking in creature comforts, slow and high maintenance. The slow speeds, noise, drafty, leaky interiors and cramped seating for taller drivers limits these vehicle's appeal in today's world. If creature comforts and modern highway performance are paramount considerations for you, you might want to pass up the Series trucks and Defenders in favor of the Range Rover Classic or Discovery I or II. But you will have a hard time finding another vehicle that can be so easily modified to meets its owner's needs and is so easy to keep going decade after decade than a Defender or Series Land Rover.
Over the years, Land Rover has spawned more modern offspring that have more creature comforts. But what Range Rovers and Discoveries gained in styling and comforts they lost in versatility, ease of maintenance and the ability to be completely rebuilt at home with simple tools. In other words, these vehicles now had a life span dependent upon body stress points, body and frame oxidation. Something the Series and Defenders do not have.
Some have not forgotten:
As Land Rover changed hands, first to BMW, then to the Ford luxury group, then to TATA, the new company owners chose to ignore Land Rover's iconic roots and develop high end luxury SUVs Today's buyers buy a Range Rover as a luxury status symbol which can also be used to get them to Aspen in the winter with style. The pre BMW off road utility truck emphasis has been ignored by the new car designers and is being largely forgotten. The pre-BMW designs are probably the only Land Rovers and Range Rovers worth considering for expedition style travel.
Here is a video reminder of what Land Rover once was and what those early trucks can still do today:
Notes about Land Rover engines:
Several engines and engine variations were used on Land Rovers over the years. It never hurts to know a little about them before deciding on a vehicle.
1.6L petrol
This is the engine first used in the Series I Land Rover (1948 to 1953). It is a pre-WWII Rover car design. As replacement parts are very difficult to obtain this would not be a good choice for a Series I based expedition vehicle unless your goals included period authenticity.
2.0L diesel Diesel 1957 through 1962
Diesel 51 HP (31KW) @3,500 RPM, 87 lbft (118 NM) @2000 RPM. The Land Rover Chassis was extended 2 inches to fit the engine.
More modern engines used from late 1953 through 1957. The petrol version was rated at 52 HP. Again, as replacement parts are very difficult to obtain this would not be a good choice for an expedition vehicle unless your goals included period authenticity.
2.25L diesel and petrol 3 main bearing design. The petrol version was in production from 1957 through 1980. The diesel version of the 2.25 3 bearing as 1962 through 1980. 5 main bearing design 1980 to 1985.
Diesel - 60 HP (45 KW) @ 4000, 103 LbFt (140 NM) @ 1800, Gas -70 HP (52 KW) @ 4000, 120 LbFt 9163 NM) @ 2000
This is the engine family that powered the Series II, series III and early Defender Land Rovers. The engine family was designed to be diesel and hold up to the stresses of a diesel engine. Which means that the gas version of this engine family is seriously overbuilt. The diesel and gas versions of these engines were close enough in design that they were built on the same assembly line. Early Series II versions of these engines had a number of unique parts, including smaller main bearings, none of which are available today. Most of these early engines have been replaced by Series IIA engines. Starting with the 1980 model year, the bottom end of the engines were redesigned from 3 main bearings to 5 main bearings for even longer service life.
These engines generally don't break so much as wear out over time. These are very reliable engines that can often keep going for 200,000 to 250,000 miles. They are however, underpowered for the vehicle weight they are pushing. The factory has done a very good job of matching gear ratios to the engine's power curve. An overdrive that splits the gears is a very highly recommended with these engines. The gas engine's sweet spot for highway cruising is in the 3000 to 3400 RPM range which means optimal highway speed is in the 50-55 MPH range depending upon tire diameter. Even though the engine will run very smoothly under load down to around 500 RPM, the torque falls off very quickly below its peak torque RPM. Gas mileage for the petrol version tends to be around 15 to 17 miles per US gallon at 55 MPH and around 7 or 8 miles per US gallon stop and go. The diesel versions tend to be in the mid to high 20's per US gallon. The gas version of this engine family weighs about 450 lbs (204 Kg).
2.6L petrol six cylinder 1967 to 1980, Fitted to 109's only and not to 88's.
European 7:1 version 90 HP (67 KW) @ 4500, 131 LbFt (178 NM) @ 1500. U.S. version with 7.8:1 Westlake head 95 HP (71 KW) @ 4500, 134 lbFt (181 NM) @ 1750
This is 2.6L inline six engine was borrowed from the Rover 100 car. Improvements were made to this engine over the years until production ended. The factory thought Americans would demand more power so used a special higher compression Westlake head. These were fitted only to the NADA 109 station wagon in 1967, which was the last year that the 109 was imported into the U.S. Rover made a 3L version of this engine (Rover P5 3L). This engine is almost identical looking to the 2.6 and is a bolt in swap. Land Rover decided not to use the 3L version because the torque made the Land Rover gearbox reliability even more marginal and fuel consumption was higher than the 2.6L version. This engine has a reputation for burning exhaust valves but that is because of the difficulty in adjusting the exhaust valves. Most people don't adjust the valve lash as often as recommended. The bell housing pattern is the same as that used for the Series I engines. The gearbox and transfercase assembly sits about 1.5 in ( about 4 CM) rearward of the 4 cylinder location. This engine weighs about 600 lbs dry.
2.5L diesel and petrol 1985 through 1989 (British army used the 2.5L diesel through 1994) (turbo diesel, 1986 through 1990).
Diesel - /68 HP (51 KW) @ 4000, 117 LbFt (158 NM) @ 1800, Diesel Turbo - 84 HP (63 KW) @ 4000, 150 LbFt (203 NM) @ 1800. Gas - 83 HP (62 KW) @ 4000, 133 LbFt (181 NM) @ 2000
Rover basically took the 5 main bearing 2.25L engine and stroked the engine with a longer crank. Besides adding more power with the larger swept cylinder volume the longer crank provided a very noticeable boost in torque. These are the best of this engine family design and a drop in swap for the earlier versions of this engine family. The turbo and non turbo versions of the 2.5L diesel use a number of different components, so it is not a case of adding a turbo to a non turbo version to boost power. The early turbo version of the diesel has a tendency to main and big-end rod bearing failure and splits or cracks in the block. A new block was introduced in 1988 with an improved design of bearing and bearing cap which solved these issues. The Turbo diesel's higher internal temperatures meant that the cooling system had to be maintained to a much higher standard than the earlier engines which contributed to early failures of this engine. But the naturally aspirated version is quite reliable and its extra torque over the 2.25L diesel is very noticeable on the hills. The 2.5L petrol was the last of the Land Rover petrol four cylinder engines. Both engines were mostly discontinued with the introduction of the 200tdi in 1990. This is an excellent, easy swap in replacement for the 2.25L engines in earlier Land Rovers.
200tdi 1990 through 1994
111 HP (83 KW) @ 4000, 1146 LbFt (98 NM) @ 1800
The 2.5L 200tdi used the same block and crank as the previous 2.5L turbo diesel engine along with some of the same ancillary parts. The 200tdi received a new alloy tdi head and Bosh injection system. it is essentially a direct injection version of the older 2.5L turbo diesel. There are 2 versions of this engine with different ancillaries. A Discovery version with the turbo mounted low, below the manifolds and the Defender version which had the turbo mounted high and some 2.5TD ancillaries to help with the fit into a smaller engine bay. Early versions of the 200tdi suffered from premature cylinder bore wear. This engine is highly regarded, more powerful than previous engines with better fuel economy and with proper maintenance of both the engine and cooling system can go 300,000 miles before a major rebuild. However the head gasket can fail early so one must keep a close eye on the temperature gauge and shut down to check for a head gasket leak if the gauge suddenly spikes.
The 200tdi has the same bell housing pattern as the Series II and III four cylinder engines and the Defender version of the engine fits easily into the Series engine bay and is a relatively inexpensive conversion since it can be bolted to a Series gearbox. The Discovery version would need to be fitted with the Defender manifolds to fit easily into a Series truck. A problem with the 200tdi is that the manifolds and cylinder heads are no longer available new. Most people who have easy access to the 300tdi just upgrade to a 300tdi when a 200tdi wears out.
300tdi 1995 through1997 (In Brazil through 2006 built by International Engines. a modified 2.8L version of the engine has remained in production)
113 HP (84 KW) @ 4000, 195 LbFt (265 NM) @ 1800, manual gearbox, 210 lbft (285 NM) @ 1,800 RPM for Automatic versions with Bosch electronic diesel control system.
New emissions standards caused a redesign of the 200tdi. Although externally very similar there were a lot of internal changes. Externally, the big visual differences were the addition of a single serpentine belt and a rubber acoustic cover over the engine to reduce noise. The result of these changes was a cleaner burning engine (passed Euro II requirements) that was quieter and smoother running. The power produced by the engine is basically the same as the 200tdi but fuel economy is slightly less.
This engine was giver the same bell housing pattern as the Rover V8 and is no longer a bolt on fit for the Series or LT77 gearboxes. It will fit a Series bay but a bit more work is required to connect the drive train. Switching to a newer 5 speed gearbox is an option.
The Tdi's are relatively bullet-proof, though the 300 has a thinner head than the 200 which can distort if severely overheated. The 300 heads are still available new, but 200s are not. The 300 also has a mild reputation for head gasket failure behind the no.4 piston, blowing out the end of the block, and for the "P gasket" behind the water pump leaking (this requires removal of the whole timing case to replace). the 300 is perhaps a little less robust than the 200, but is much more refined and has a superior crank driven oil pump
td5 1998 through 2007
122 HP (91KW) @4850 RMP with manual gearbox ( 136 HP (101 KW) @ 5000 RPM automatic version), 221 LbFt (300 NM) @ 1950 RPM
This is an all new design 2.5L 5 cylinder turbo diesel built to meet or exceed Euro III emission levels and offers more power and greater flexibility over the 300tdi. This is the last engine designed by Rover engineers. There were early and unfounded concerns about the td5's electronic engine management system which kept the 300tdi in production for British military contracts. The management system, which includes two programmed modes, one for off road and one for highway, proved to be very reliable. There were early oil pump failures and a problem with weak head studs during the first 2 years of production. They were rectified and since then the engine has proved to be very reliable. In 2002 the off road program in the controller was modified to allow the engine to run smoother at low RPMs. The electronic controls lend themselves to tuning upgrades and modified returned engines can see as much as 100 more HP.
2.4L diesel 2007 through current production
121 HP (90 KW) @ 3500 RPM, 265 LbFt (360NM) @ 2000 RPM
This is a version of the Ford Duratorq ZSD-424 engine family used in the UK. It is a common rail design first introduced in 2000 as a 2L version for the UK Ford Mondeo. Of interest might be a 3L version introduced in the 2007 Ford Ranger. It produces 143 HP (105 KW) @3500 RPM and 240 lbft (330 NM) @1800 RPM.
2.4L and 2.5L VM diesel used in Range Rovers 1985 though 1994
2.4L 112 HP (84KW), 2.5L 119 HP (89 KW)
These were Italian designed and built by VM Motori S.p.A. The company was purchased by Detroit Diesel Corp. in 1995.
Used as option in some Australian built Series III stage I, some civilian Defenders and as standard fitment in the Australian army Perentie 4X4 and 6X6 Land Rovers.
3.5L V8 1970 through 1989 (through 2004 in some markets)
(Range Rover - 114 HP (85 KW) @ 4000 RPM, 185 lbft (68 KW) @ 2500 RPM,
Stage I - 91HP (68 KW) @ 3500 RPM
In the mid 1960's Land Rover started experimenting with V8 stuffed into Series IIA 88's and soon thereafter went shopping in the US for the rights to build an already designed and proven American V8 engine. They came home with the rights for an Aluminum V8 that GM had used in their Buick line but had been discontinued due to a number of issues. This engine that was first used in the Range Rover and later in the Stage I. Though the power produced is low by today's standards and maximum torque is 3500 RPM which is high for an off road vehicle, this engine is considered to be the most reliable of the Rover aluminum V8 engine family. They are also the simplest of the Rover V8s and easiest to be worked on. All of the Rover aluminum V8s are very unforgiving about overheating. One should always pay attention to the temp. gauge and shut the engine down before temperatures rise too high. The 3.5L v8 came with a carburetor until 1986 when the switch was made to fuel injection. The fuel injected version provided better fuel economy. The engine weighs approximately 375 Lb (170 KG) dry.
3.9, 4.0, 4.2, 4.6L V8 1989 through 2004
4.0 190 hp (142 kW) and 236 lb·ft (320 N·m)
4.6: 225 hp (168 kW) and 280 LbFt (380 Nm)
The larger members of the Rover aluminum V8 family are prime examples of what happens when you continually enlarge the displacement of an engine designed to be 3.5L. Engine reliability decreases, they become less robust and average time between major rebuilds decreases. This family of engines has an aluminum block and steel liners. The larger the engine bore the less metal there is. Rover kept making changes to the engine to try to make it last longer as they increased displacement and power.
Of this engine group, the most reliable and generally longest lived is the pre 1995 3.9L version with 14 head bolts. These engines have a tendency to blow head gaskets but if you keep on top of this problem the early 3.9L engine gives a reasonable service life. Rover fixed the loading on the head gasket so the gasket would last longer by going to a 10 head bolt arangement. But thse engines suffered from a shorter life expectancy. The latest theory for why the newer Rover V8s fail at such low mileage is that the newer head bolt arrangement causes stress cracks in the block allowing engine gasses that get between the steel liner and aluminum block at the top of the cylinder to reach a water passage. As soon as that happens compression pushes the coolant out and engine temperatures raise quickly. This is a common early failure mode requiring a replacement block or engine. Always use new head bolts when replacing a head gasket on these engines. Some people suggest new ARP bolts instead of factory head bolts.
The 4.0L engine is a strengthened 3.9L engine updated to meet the US OBD-II requirements. The 3.9L engine received larger, cross-bolted main bearings, revised pistons, revised intake and the distributor less GEMS system for OBD-II compliancy. The displacement of the engine remained the same, the name was changed to differentiate it from the earlier version of the 3.9.
The 4.2L version used in the 1992-1995 Range Rover is a 4.0 engine that was stroked using a crankshaft from a failed Rover aluminum diesel V8 project.
The 4.6L version is basically a stroked version of the 4.0 engine. The cylinder bore remained the same
A word about vehicle reliability and parts support:
The Series I was a very solidly built, reliable, rugged, vehicle that was made as strong as the engineers could make it within the restrictions of costs and need to use as many existing parts as possible. But there has not been any factory parts support for over 45 years and very little aftermarket support. So Series I specific parts can be very hard to find.
The Series II is well built but is heavier than the Series I putting additional stress on the drive train. Rear axle strength starts becoming a problem and the gearboxes fail a little more frequently under hard use with quick shifting. Parts specific to the Series II have been NLA for over 40 years but unlike the Series I, corresponding parts from the newer vehicles are usually bolt on replacements so they enjoy good parts support. Series II body parts tend to be more robust that later body parts so it is a good idea to source early body parts wherever possible.
While the Series IIA is mostly an evolving refinement on the Series II, Rover started making changes designed to cut costs to build the vehicle. Incidentally some of the cost cutting measures lead to weaker parts. For instance the IIA has thinner aluminum panels than the II, Defenders went to a cheaper aluminum alloy that dents easier and is more susceptible to corrosion. Also the factory stopped galvanizing the steel body cappings with the introduction of the Defender and just painted them. Defender front axle swivel balls are a weaker design than proceeding Series design. As a rule of thumb the earlier the Land Rover or Range Rover the more robust the vehicle.
Also as a rule, when a model is discontinued parts specific for that model that were not carried over to the next disappeared from factory support after about 10 years and the only choice became aftermarket or OEM. In the 1980's when globalization became the darling of industry, cheaply made pattern parts from emerging nations largely replaced the more expensive higher quality aftermarket replacement parts. Unfortunately customers can easily compare prices but have no easy yardstick that allows them to compare quality. So the cheap pattern part with inferior service life almost always wins over the more expensive quality part that would provide a superior service life. As a result, vehicle reliability decreased.
When the economic crisis hit in 2007 many of the aftermarket suppliers of parts in the UK have gone out of business and a lot of the parts they had made are now no longer available. Aftermarket drive train parts made in the third world are generally substandard and provide only a short service life. Series II, IIA and III vehicles can be kept reliably going using Defender parts for as long as the Defender remains substantially unchanged and for about 10 years afterwards.
Rover differential carriers have never been very strong except for Land Rovers factory fitted with Salisbury or ENV differentials. Upgrading the differential carriers is always a good idea for reliability. Aftermarket Lockers or limited slip differentials provide the extra needed strength while improving off road capability. This is a good upgrade for all the models mentioned on this page. Unless you have ENV or Salisbury axles, an axle upgrade is always a good idea for a truck that will be used hard and needs to be as reliable as possible.
Range Rovers and Discoveries have not seen strong aftermarket replacement parts support so parts for vehicles older than 10 to 15 years are becoming harder to find outside a wrecking yard. These vehicles also suffer from having complex welded bodies which are difficult to replace or remove from the frame. So the life of these vehicles is very much dependent upon stress, rust and body damage. This is very different from the Series and Defender Land Rovers which are easily rebuildable with common hand tools for as long as replacement parts are available.
A word about tall people fitting in Land Rovers:
It you are well over 6 feet tall, say around 6'4" or taller you will get the best headroom in a Discovery. You will have to lean the seat back in a Range Rover classic to have enough head room. Series trucks have headroom but leg space is limited. Both 88s and 109s have identical seating space from the rear of the seat box forward. The difference in the seating arrangement is where the behind the seat bulkhead sits. It is closer to the front on an 88, which means you sit up straighter and there is noticably less space between the torso and the steering wheel and your face and the windscreen. The 109 seat back relines more providing more space between the steering wheel and your torso and the windscreen does not seem to be in your face. If you have a larger belly, the more upright seating in an 88 may decrease your comfort level. I think the ideal 88 driver should be between 5'6" and 5"8" and not be very overweight. Anyone taller than that will fit an 88 but comfort will decrease. The 109 will comfortably fit someone up to around 6'1" without making any modifications other than removing the brackets the seat backs rest against in a 109 regular. Nest up is the Defenders with their taller windscreens and adjustable seats.
Series I 1948 through early 1958:
The Series I Land Rover started out as a light weight 80 inch wheelbase aluminum bodied vehicle with a 1.6L engine, aluminum full time 4WD vehicle. The factory estimated 5000 vehicles would be sold the first year. But demand for the new vehicle raised first year production to 8000 vehicles and that was just the beginning. Instead of just being a combination farm tractor & car for farmers, Land Rovers were quickly adopted in several countries by police forces, armed services, rescue services, many commercial industries that needed rugged vehicles that could travel off road and of course became the vehicle of choice for vehicle based expeditions. They quickly became the expedition vehicle of choice in such places as Malaysia & singapore, Africa and Australia, and in 1949 they were available in North America with sales in both the US and Canada. For model year 1954 the wheelbase was stretched from 80 inches to 86 inches. The extra length was added in the rear area for added cargo volume. Also in 1954 the 107 inch wheelbase station wagon was introduced, The Series I was stretched again in 1956. The 86 was stretched to 88 and the 107 to 109, providing extra space in the engine compartment for Land Rover's upcoming diesel engine that arrived in 1957. In the same year, the 2 door Series I 109s appeared. Also in 1956 Rover agreed to license the Land Rover to Metalurgica de Santa Ana, S.A in Spain. and soon thereafter production of the Santana Land Rovers started.
It has been a lot of years since the last Series I parts were built by Land Rover and other than the drive train very few Series II parts could fit Series I vehicles. Though this is the vehicle that first opened up much of the developing regions after World War II it has largely slid into history. Mostly just showing up only at Land Rover gatherings or when a Scottish farmer goes to market. Not because the new trucks are more capable so much as that proper parts have become very hard to find. This is the lightest weight, simplest, most primitive of the Land Rovers and at least as capable as any of the others off road. It may well be the most rugged of them all. However, because of part rarity it would be a poor choice for anyone looking for a serious expedition type vehicle today. Like the early flat fendered four cylinder jeeps, the very lightness of the vehicle along with its simple ruggedness gives it a big advantage over its heavier younger siblings. It will skitter over grounds that would suck a heavier more powerful vehicle down.
If you decide on a Land Rover Series I as the base for an expedition vehicle I suggest going with the newer versions with 88 or 109 inch wheelbase and installing a LR 2.5L diesel, 200tdi or 300tdi engine, Series IIA or III 4 speed gearbox and overdrive. It would be a very capable and reliable combination. Just be very careful about denting body panels.
The Series I has minimal creature comforts. They are slow, drafty and have a comfortable highway cruise speed of 55 MPH. They are very different from modern vehicles and some people don't adapt well to them.
Series II March 1958 through 1961
The Series II was a major modernization from the Series I. The body is larger, curves were added so it didn't look so slab sided primitive. The interior was upgraded to be more plush and complete. The short wheelbase version was 88 inches and the long wheelbase version 109 inches. This is the beginning of the iconic body style that is still being produced today, with minor changes on new Land Rover Defenders. These new trucks are heavier than the Series I. The early version of the 2.25 engine used in the Series II uses a lot of parts that are no longer available. Most survivors have been upgraded to a newer version of the engine that still has parts support.
There are a lot of parts and assemblies that made up the Series II that are no longer easily obtainable today. However, the equivalent parts off the newer Land Rovers can be fitted to keep them going like new or even better. This makes the Series II the first good choice for an expedition vehicle platform. From here on out older Land Rovers can be easily upgraded to newer parts when the parts are better suited or when original parts are NLA. The Series II has the thickest body panels and are the strongest. However if you need to replace one, the IIA, III and even some Defender body panels are bolt on swaps with the original Series II panels.
The A and B suffix transfercases have slightly lower gearing than the later versions. Some people seek them out because of the lower low range gearing. However the suffix C and later boxes are more robust with a larger intermediate gear shaft and larger intermediate shaft bearings. Some parts for the earlier transfercases are hard to find. All the Series transfercases are bolt on interchangeable.
The gearbox does not have syncro in first or second gears. This means that you need to double clutch between first and second gears in both directions and when downshifting from third to second.
The electrical system is primitive and in some markets turn signals are an extra cost option. The combination ignition and headlamp switch can have its contacts burned out by running too much current through it. This means that you should only use standard wattage headlamps unless you add relays and the current limit through the ignition switch should be kept to under 13 amps. If you need additional switched power you should install relays. The starter solenoid is a push button mounted on the bulkhead below the instrument panel.
The Series II has minimal creature comforts by today's standards. They are slow, drafty, do a poor job of keeping rain out and has a comfortable highway cruise speed of 55 MPH. They are very different from modern vehicles and some people don't adapt well.
Recommended upgrades from stock:
The Series body flexes off road, especially the long wheelbase versions. This can cause doors to pop open. Defender anti burst door latches solve this problem. They require a hole to be drilled in the door skin for the lock but are otherwise a bolt on upgrade.
The Series II steering arms are bolted to the swivel hubs at the top of the hub. The IIA has them bolted on at the bottom of the swivel hubs. The IIA location is considered to be the stronger. The Series II style can be easily converted to the IIA style with a simple bolt on change. Most Series II's have already been converted but you may run across some that still have the original style.
Many critical parts for the early 2.25L engines are NLA. Go with later Series IIA or III 2.25L version or better yet the 2.5L engines or newer.
Since the stock engine does not put out a lot of power, fitting an overdrive is highly recommended for driving in the mountains. An overdrive is a two speed gearbox that splits the ratios between all gears. The additional gear ratios allow you to find the right gear for just about any driving condition.
The 10 spline rear axles do not stand up well to the heavier weight Series II and rear axles breaking has become a problem. Especially with the heavier 109s. This is remedied in the 109 by replacing the stock rear axle assembly with the much stronger Salisbury assembly which is standard fitment on Series III 109's.This is a straight bolt on swap using the stock SIII Salisbury and rear drive shaft. The 88 has a different spring location and short rear drive shaft. The best solution for an 88 is converting to aftermarket 24 spline axles and carrier. Rover differentials are not very strong. While not essential, an upgrade to the stronger front and rear lockers and or limited slip differentials is a good idea for trucks that is expected to see long miles on rough terrain. For most off road uses a rear locker and front limited slip is the ideal combination as a locked front differential inhibits your ability to steer.
The Series door seals are not very good. Defender door seals are better and can be used in place of the Series seals. There is an outer door lip used to hold the Series seals in place that needs to be removed to fit the Defender seals. Heated windscreens are a late model IIA option and can be retrofitted to the Series II with a little rewiring and a relay.
For 109 versions: A front disc brake conversion. The 109 comes from the factory with front drum brakes that have two leading shoes instead of the normal one leading and one trailing shoe. What this does is provide almost twice the front brake stopping power in the forward direction and almost none in the rearward direction. So in the rearwards direction you are depending on the smaller rear brakes to stop and to keep you stationary if you have to stop in a steep nose up position. A conversion to front disc brakes gives the 109 equal stopping ability forwards or backwards.
Series IIA 1962 through 1971
The Series IIA Land Rovers represent almost yearly refinements on the original Series II design. Many of which are not obvious without a side by side comparison. The exact year of each change varied from country to country that the truck was localized for. Initially, some hinges and brackets that were bolted on have been welded on, the wiring harness routing changed, a horn button at the center of the steering wheel became standard as well as a turn signal lever on the steering column when turn signals were fitted. North American spec vehicles always received the most deluxe options available (except the deluxe bonnet (hood) was an extra cost option).
Over the years the electrical system was refined. In the mid sixties the electrical system went from positive earth to negative earth. The combination ignition and headlamp switch used on the positive earth versions can have its contacts burned out by running too much current through it. This means that you should only use standard wattage headlamps unless you add relays and the current limit through the ignition switch should be kept to under 13 amps. If you need additional switched power you should install relays. With the change to negative earth, the push pull switches got replaced by toggle switches, the combination ignition/headlamp switch and the push button starter switch got replaced by separate headlamp switch and an ignition switch with key turn starting. At about the same time the two individual starter motors got replaced by a single wiper motor system. Later during IIA production the wiper motor was upgraded to a 2 speed system, heated windscreens became an option and the generator was replaced by an alternator. For some markets, side marker lamps and hazard lights were added and seat belts became standard fitment. The headlamps were moved outward from their protected location to comply with country regulations.
During the yearly evolution of the IIA vacuum assisted power brakes and a dual brake system were added. Changes were made early on to the 2.25L engine. Parts for the early version are no longer available. By the mid sixties, an optional higher compression 8:1 cylinder head became an option, then standard for countries that had high quality gas and a PCV emissions system appeared in countries that required them. The transfercase was strengthened with a larger diameter intermediate gear shaft and larger intermediate gear bearings were used. Gearbox and transfercase ratios were changed slightly.
The gearbox does not have syncro in first or second gears. This means that you need to double clutch between first and second gears in both directions and when downshifting from third to second.
In 1967 Land Rover merged with British Leyland which became nationalized in 1974. During those years build quality took a nose dive. But survivors have long since had build issues addressed. 1967 was also the last year that the 109 was imported into North America and in 1974, Land Rover abandoned the North American market leaving behind 2 authorized parts dealers to sell factory replacement parts for the North American Land Rover owners. On the East coast the authorized dealer was Rovers North. On the West coast the authorized dealer was British Pacific.
Recommended upgrades from stock:
See the Series II recommended upgrades. And of course all the Series IIA and most of the Series III parts and options can be moved from year to year and model to model to suit individual needs.
Series IIA forward control 1962 through 1965
Demand for a heavier load carrying Land Rover was first met by the 109 Forward control. The IIA forward control is basically a 109 regular with the cab moved to the front over the engine and a drop side bed. Sub frames were added to the stock 109 frame to raise the body and and provide flat bed mounting attachments. Since the vehicle was basically a 109 regular with new bed, sub frames, and different body panels forward of the firewall it was inexpensive to design and build. Though most were built with drop side flat beds there were a number built as fire trucks and various box bed versions were built to meet commercial contracts.
The sub frames made the vehicle much heavier than the 109 regular but did not increase the strength all that much. The vehicle was powered by the 2.25L engine and the gearing was changed to allow the engine to move the heavy truck. The IIA forward control is very slow. New ENV axle assemblies were introduced to handle the extra stress. and larger tires used to raise the ground clearance.
Around 2500 were built over these years and most of them seem to have ended up in South Africa and the UK.
Series IIB Forward control 1966 through 1972 4 & 6 cylinder
The Series IIB got some refinements such as the Land Rover 2.6L six cylinder gas engine and the 2.25L four cylinder diesel became an option. The wheelbase was lengthened one inch to 110 inches and the track was widened 4 inches to increase vehicle stability. A quick way to differentiate between IIA and IIB forward control models is that the IIB headlamps sit lower than the IIA headlamps.
Both the IIA and IIB forward controls suffered from being under powered and from not having a lighter weight, stronger purpose built frame. A large number of the survivors are in South Africa and have been converted to motor caravans.
Series IIA One Ton 1968 through 1971 six cylinder, 1970 through 1971 4 cylinder
The one ton was designed to be a heavy duty commercial work truck. It looks like a 109 two door (3/4 ton) sitting about 4 inches higher on taller tires.The changes for the one ton model were in the frame, suspension and drive train to better handle the extra 1/4 ton load and for heavy towing. The one ton was fitted with very robust ENV axles front and rear. The longer front spring mounts and log shackles from 109 military specification were standard on the One Ton for added ground and tire clearance. 900/16 tires were standard fitment. The One Ton was fitted with stronger leaf springs. The lower gearing made for a highway cruise speed of around 45 miles per hour and gave the One Ton the ability to tow much heavier loads.
Series III 1971 through 1985
The most noticeable changes on the Series III is a new more modern car like padded vinyl covered instrument panel that provided better head protection in case of a crash, a plastic grille and a full syncro gearbox. The 109 which has been plagued by broken rear axles up to this time received a much stronger Salisbury rear axle assembly. The Salisbury is a Dana 60 built in the UK under license.
The full syncro Series III gearbox is generally considered to be a little weaker than the IIA gearbox. The secret to longevity of this gearbox is to hesitate for just an instant in the middle of the 'H' pattern when making shifts. This gives the syncros adequate time to do their thing without stressing them.
In 1980 Rover reworked the bottom end of the 2.25L engine from a 3 main bearing design to a 5 main bearing design. Begriming with the 1981 model the Series III was completely converted to metric which means drive train part interchangeability between metric and non metric drive train parts usually requires complete assembly replacement.
Series III one ton 1971 through 1980
The Series III one ton was Series III 109 two door with the same suspension and frame changes as the IIA one ton. The IIA ENV axle assemblies were replaced with front and rear Salisbury assemblies (Dana 60 built in the UK under license).
Stage One 1979 through 1985
The Stage One is basically a Series III 109 two door model, fitted with a de tuned 3.5L V8, The much stronger LT95 four speed gearbox and had drive line changes to add full time 4WD. The radiator bulkhead was moved forward to align with the headlamps to provide additional space for the V8. The grill opening was enlarged to get additional air to the larger radiator.
While the Stage One 109 was in production alongside the Series III 109, it represent the intermediate step between the leaf sprung Series trucks and the coil sprung One Ten.
One concern about choosing a Stage I for an expedition vehicle platform is that a lot of the drive train parts are unique to the Stage One and may require importing parts from the UK if any are needed. On the positive side, Defender parts can usually be modified to fit the Stage One. Most people just choose to get the better supported Defender instead of a Stage One when looking for an expedition vehicle platform.
Lightweight Series IIA version 1968 through 1972, Series III version 1972 through 1978
The Lightweight or Air Portable, was a design to a military specification that required a lighter weight Land Rover that could be transported by helicopter. This is basically a stripped down 1/2 ton version of the Series IIA 88. Everything that could be was stripped off the vehicle or size was reduced to fit a standard NATO pallet for lifting. The standard civilian drive train was kept but the axles are shorter to fit the narrower body. The Lightweight came in at 2,650 lbs but could be reduced to 2,500 pounds by unbolting some body panels. The primary difference between the Series IIA and Series III lightweights is the placement of the headlamps. The IIA headlamps were located on the radiator bulkhead and the SIII Light Weight headlamps were mounted on the front wing panel. There were a number of variants depending upon the military contract specifications. You will find both right hand and left hand drive , 12V and 24V versions.
These vehicle are very rugged and their lighter weight makes them a good choice for driving in softer surfaces. For vehicle based expedition travel a trailer is pretty much a requirement. They are good base camp vehicle where the trailer and load gets left behind in base camp and the unburdened lightweight can show its abilities on day trips.
Body panels and some other Lightweight specific parts are in limited supply but available for as long as the surplus military spares hold up. For base camp day travel a Lightweight should remain a strong option for several more years yet.
101 forward control 1975 through 1978 (several 1974 prototypes)
The 101 forward control was built specifically to meet a military contract specifying a cargo truck capable of towing loads of up to 4000 lbs. The truck itself is rated one ton. Many body parts were detachable to reduce weight enough to allow the vehicle to be transported by helicopter. Unlike the Lightweight that was used by approx. 20 countries, the 101 was only used by the British and Australian armies. The vast majority are right hand drive but left hand drive versions were built to serve in occupied Germany.
The 101 is powered by the 3.5L V8, LT95 gearbox and had up rated Salisbury front and rear axles. The Drum brakes came from the One ton civilian model.
The standard version is basically a flat bed with drop sides and a canvas roof. However there are radio box and ambulance bodied versions. This is a very rugged vehicle and have become a popular base for motor caravan conversions.
Land Rover Defenders 1983 through current production
The Defender series of Land rovers can be thought of as a Series Land Rover updated with Range Rover coil spring suspension, brakes and the Range Rover drive train. The interior got modernized, some safety features were added to comply with new and upcoming regulations and a few body changes were made to give the truck a more modern updated appearance. Outwardly, the first Defenders looked very much like the Series III with the grill pushed out to be even with the fender fronts, plastic wheel arch extensions to cover the slightly wider wheelbase, a taller single glass windscreen, changes in rear light locations and the steel body cappings are painted and not galvanized. The switch from leaf to coil spring suspension was crucial to the new models' success. The improved road handling and ride comfort made the Land Rover more attractive to the general public. In addition the coil springs offer improved off road ability with greater articulation for off road travelers and greater load capacity for commercial customers. Total replacement of the Series/Defender product line will be needed by 2015, when new EU regulations regarding crash safety for pedestrians will render the current design obsolete.
The wheelbase on these new models were stretched to accommodate the Range Rover drive train and for marketing purposes they were called the Land Rover Ninety, Land Rover one Ten and Land Rover 127. The 127 is a new stretched version of the one Ten developed for commercial and military customers. The 127 could carry up to 1.4 tons payload, compared to the 1 ton payload of the One Ten and the 0.6 ton payload of the Ninety. The 127's standard configuration is a four door crew cab pickup.
Starting in model year 1984 the One ten got roll up windows. All the Land Rover previous to that had removable side curtains (except for a few Canadian spec early Series II Land Rovers). The Ninety retained the removable side curtains.
In 1989 the Land Rover Discovery was introduced and marketing found itself with two completely different models of Land Rover and decided to start calling the Land Rover Ninety a Defender D90, the One Ten a Defender D110 and the Land Rover 127 a Defender D130. The One ten was introduced in 1983, the Ninety (which actually has a 93 inch wheelbase) in 1984 and the 127 in 1985. For the North American market, slightly over 500 D110s were imported for the 1993 model year and slightly over 3000 V8 D90s were imported for the 1994 through 1997 model years. 1997 was the last year for the North American Defenders because they could not be inexpensively modified to fit the airbags required by 1998 US regulations.
Originally the Defenders received the 2.5 gas and diesel four cylinder engines that were used in the late Series III vehicles. The 3.5L V8 was an option. For the 1990 model year the Land Rover four cylinder gas engine was dropped and the 2.5L diesel was replaced by the 200tdi four cylinder diesel. The 200tdi was replaced by the 300tdi for the 1995 model year which in turn was replaced by the TD5 in 1998 and again by the Ford 2.4L diesel starting the 2008 model year. The V8 option got updated in sync with the V8 options in the Discovery and Range Rover lines.
Throughout the 1990s Rover positioned the vehicle more upmarket, while remaining true to its working roots. This of course meant a higher purchase cost causing lower budget shoppers to look more seriously at other marques to meet their needs. If ordered without any optional extras, the Defender was a still basic working tool true to its Series I roots. If the buyer so wished, a large verity of options and accessories could turn the Defender into a vehicle an daily driver that was perfectly acceptable to the average modern car driver while still retaining its excellent off-road abilities. But no matter haw many accessories hung onto the Defender it was still primarily a rugged utility truck. The changes to the heater system and instrument panel required the elimination of Land Rover's trademark scuttle vents. Though the vents are gone the firewall remained unchanged and the scuttle vent lids remain but are sealed.
Military Defenders
Like the Series Land Rover before it military Defenders were built to contract military specifications. Some were essentially stock civilian, some were specialized for different roles. Of important note was a 1994 British military specification for a version known by British military personal as the Wolf or by Land Rover as the Defender XD. The Wolf model has a much stronger than stock frame with fiber webbing around the welded joints in the frame and around frame stress points to greatly increase the vehicle's load capacity. The Wolf spec called for the 300tdi without electronic engine control. Wolf Land Rovers were made in 23 versions using both D90 and D110 configurations. Some Wolf configurations were winterized and waterproofed. With a snorkel fitted wading depth was up to the windscreen. Other Wolf versions were modified for tropical environments. Wolf spec D130's were ordered with an ambulance body for use as a battlefield ambulance. Of interest is that with the greater need for armored land mine survivable vehicles, small numbers of Wolves are being released by the military to the civilian market.
Land Rover Perentie
The Land Rover Perenties were built to Australian army specifications in Australia and are worth special mention. There are two basic versions, a D110 and a D140 6X6 version. Both were built with several special role variants The Perenties, introduced in 1987 had galvanized frames and were powered by an Isuzu 3.9L four cylinder diesel. The D110 version was normally aspirated and the 6X6 version had a turbocharger.
Things to look for when considering a used Land Rover Defender
Like anything else drive train condition and frame corrosion is everything for determining cost. Check these over closely. Unless the current owner has recently renewed the suspension bushings chances are that the handling will be noticeably improved with a new set of bushings. The body cappings are painted steel, not galvanized steel like the Series rigs. It never hurts to check them for rust. The firewall should be carefully inspected for rust as well as the K frame on D110s. The K frame is the welded together steel part that fits under the front and rear side doors, between the front and rear doors and along the back of the rear door on a D110 station wagon. It is shaped like a 'K' on its side. It is worth seeking out a 200 or 300tdi with manual gearbox. The 3.5L V8 is usually the longest livedV8 version followed by the pre-1995 3.9L V8s. The Wolf and Perentie military versions should be the most rugged and may be worth seeking out depending upon your needs.
Recommended upgrades from stock
The tdi and V8 engines react poorly to overheating and the factory temperature gauge does not give you a good indication of the temperature your engine is operating at. An accurate calibrated temperature gauge gauge is recommended to replace the factory gauge.
When the factory switched from leaf springs to coil springs they placed the steering arms lower into a more exposed position. A steering protector is a good idea. The Rover differentials and axles have never been very strong. An upgrade to stronger limited slip and/or locking differentials along with hardened 24 spline axles are a good idea for a more trouble free off road traveler.
Don't be over eager to lift the Defender. See first if the stock suspension height will work for you. If you want to add taller tires you can go to a 2 inch lift without having to replace drive shafts or brake lines. But higher than that and you will soon start running into high angle drive shaft and probable vibration issues.
Series and Defender Land Rovers as a base for Motor caravans
Since the Series and Defender Land Rovers are the ultimate rugged 4X4 tinker toys they lend themselves well to being converted to motor caravans. That's Land Rover camper conversions in Americans English. The long wheel base 109 lent itself to pop up tops and the installation of caravan appliances inside. The newer D110 and D130 went a step farther as they were offered in a form that consisted of a pickup style cab with no body behind it. and D110 pickup versions had bolt on beds that were separate from the cabs. This became the idea choice for bolt on caravan box conversions. Conversion companies can make a complete caravan body, fully appointed inside and literally just drive a defender under it, bolt it down and go. The nearest equivalent is campers that get slid onto the back of a pickup bed only with the Defender there is no compromise at the base to make the camper slide into an existing pickup bed.
Land Rover Dormobiles
The earliest commercial motor caravans were done by Martin Walter in England. They converted both new and customer owned 109s into motor caravans with a side tilting pop up top and a variety of interior appointments. Since the Dormobile conversion was approved by Land Rover, not only did new conversions carry full factory warranty but for a while they were offered as special build options through Land Rover dealers. Land Rover Dormobiles were built from about 1959 through about 1974. The Martin Walters build records went missing after they ceased building motor caravan conversions, but estimates are that only 500 to 600 Land Rover based Dormobiles were built during that time. Since the Dormobile conversion almost doubled the cost of a new Land Rover they were not purchased just because the new owner might like to spend a weekend or two camping now and then. They were purchased by people going around the world, the length of the Americas, the length of Africa, through the heart of Australia or the entire length of the silk road. Model for model, the Land Rover Dormobile is almost certainly the most traveled Land Rover ever sold through a Land Rover dealer. Learn more about Land Rover Dormobiles.
Land Rover Carawagon
The Land Rover Carawagon, manufactured by R. J. Searle Ltd., has the distinction of being the most common Land Rover caravan conversion by virtue of having obtained a military contract to build a bunch of them. The lifting top of a Carawagon is made of wood and unlike the Dormobile top the Carawagon's top can easily be made light proof for blackout field operations. R. J. Searle didn't limit their conversions to the long wheelbase 109, they also had conversions for the 88 and the Range Rover Classic. Learn more about Carawagons.
Land Rover Park Ranger
There were also small companies that tried their hands at land Rover caravan conversions who made very small numbers of them but never were able to build their business to higher volumes. The most well known of these is the Park Ranger manufactured by Hall Park Garage Ltd. Learn more about Park Rangers.
Land Rover Explorer
The Land Rover Explorer was a short lived American Land Rover dealer option. A Land Rover Explorer is a 109 pickup with a camper unit slid onto the pickup bed. This product did not last long because the Land Rover has a narrow wheelbase and the camper placed a lot of weight up high, making the vehicle very tipsy. Learn more about the Land Rover Explorer.
Defender based
When the Defender came out with a Chassis Cab style D110 single cab and D130 single cab & double cab (four door), the Land Rover motor caravan industry changed radically. They were no longer constrained to building a caravan interior inside the confines of an existing integral body. They could build complete caravan bodies and interiors that would bolt directly onto the Land Rover's frame behind the cab. Companies sprung up in the UK, Germany and other countries to build caravan bodies that bolt on to the Defender chassis cab models. These are by far the nicest and most refined of the Land Rover motor caravans.
And of course, private owners have been making their own motor caravan conversions over the years as well. Ex-military ambulances have made popular conversion platforms as they have a wider than standard rear box style body that is already insulated, heated and comes with built in beds that fold up against the walls. The forward control models are also very popular models for motor caravan conversions and can provide very spacious accommodations for their wheelbase.
Range Rover Classic 1970 through 1995
Range Rover. 1967, prototype #1 was built but production didn't begin until June 1970, The Launch of the Range Rover into production was a success, and public demand outstripped all expectations. The car like abilities combined with a high driving position and strong towing ability found a completely new market with families and the almost 100 MPH top speed made the Range Rover a popular choice for police cars.
1970 Range Rover was only available as a two door version. It featured coil spring suspension, full time 4WD, 4 wheel disc brakes and a 3.5 liter V8 engine. The body was light weight aluminum hung onto a steel "safety frame". While the combination reduced weight, corrosion issues arise where the aluminum is in contact with the steel in certain climate areas. Corrosion at the points of contact should be checked for when purchasing a Range Rover Classic. Except for point of contact locations, the aluminum skin makes the Range Rover much more corrosion resistant than steel body vehicles. Power steering as added in 1973. 1981 four door range rover introduced. Sales of the four door version soon outpaced those of the 2 door version and the last 2 door version was built in 1994 for the French market. The 2 door version was discontinued in 1984 in the UK home market. 1982 saw a Chrysler three speed automatic transmission being added as an option. This was upgraded to a four speed ZF automatic transmission in 1985. In 1983 the LT95 four speed gearbox was replaced by the LT77 five speed gearbox. An optional 2.4L VM four cylinder diesel was introduced in 1985 as a diesel option, which was replaced five years later by a 2.5L version of the same engine. The 200tdi replaced the 2.5L VM engine as the diesel option in 1990. During the last year of Range Rover Classic production the 300tdi with stronger R380 five speed gearbox was the diesel option.
To compensate for the softer springs on the Range Rover Classic, Land Rover added the self-leveling Boge strut to the rear axle. This mechanical/hydraulic self-adjusting, load-supporting strut allowed the use of soft springs for maximum articulation while still providing the capability of carrying up to 1600 lbs (725 Kg) of weight in the cargo area or hitch. This was also added to some Defender 110's. The design is a major difference between the Range Rover Classic and land Rover Discovery, which used higher rate rear springs instead of the Boge strut. Beginning in 1994, this strut was replaced by Electronic Air Suspension (EAS) on long wheelbase models (LWB) models and the following year was added to short wheel base (SWB) Sport models as well.
In 1987 Rover returned to North America to sell Range Rovers with the four door 3.5L V8 version, In 1989 the 3.5L V8 was modified to 3.9 displacement. In 1992 the 100 inch wheelbase Range Rovers was stretched to 108 in. wheelbase in order to provide needed extra leg in the second row of seats. the front seat spacing remains the same as well as the rear cargo space. An electronic air bag suspension became an option on some models and a quieter chain drive transfercase replaced the gear driven transfercase and the 4.2L engine became available.1993.
By 2010 many Range Rover Classic parts have been discontinued by the factory and the aftermarket industry does not seem to be stepping in the provide replacement parts The factory has disposed of the tooling for the Range Rover classic V8 engines.
The Range Rover Classic is as a good on the road as off the road and the most long term rugged and dependable of the Range Rovers. It has enjoyed good aftermarket off road vehicle outfitters support It is the only model Range Rover that can fit a gutter mounted roof rack. The best option for use as an expedition type vehicle is the 1995 300tdi, R380 diesel option. For maximum loading space, an early 2 door version with either the 3.5 or VM diesel option. It is a good rugged truck that is very comfortable on and off road.
Things to look for when considering a used Range Rover Classic
Land Rover Classics tend to have rust issues underneath. The rear seat belt attachment points on the rear wheel arches are a problem spot. The structural sills along the sides (behind the plastic sills) are prone to rust. The rear cross member (well hidden by the rear bumper) is also prone to rust to the point that the tailgate hinges on many trucks start to pull away. The front floors are also trouble spots due to the sound deadening holding moisture like a sponge. The upper tailgates are again prone to rust in the lower corners The front inner wings, head light mounts. Basically look the entire body over very closely for rust, including under mats.
It is worth seeking out a 200 or 300tdi with manual gearbox. The 3.5L V8 is usually the longest lived version followed by the pre-1995 3.9L V8s. Try to avoid sun roofs if you can. They are well known sources of leaks and causes of under carpet floor rust. Changes to the 1995 year model added a lot of additional electrics. People recommend that you stay with 1994 or earlier models unless you are in the hot desert. The air conditioning system on the '95 does a better job of keeping the interior cool then the system on the earlier vehicles. Earlier models with roll up windows and non electric seats are considered more reliable over time. Both long and short wheelbase models have their fans but be aware that the extra length was added to the passenger foot space and does not change the driver foot spacing nor the rear load area.
Recommended upgrades from stock
The tdi and V8 engines react poorly to overheating and the factory temperature gauge does not give you a good indication of the temperature your engine is operating at. An accurate calibrated temperature gauge gauge is recommended to replace the factory gauge.
When the factory switched from leaf springs to coil springs they placed the steering arms lower into a more exposed position. A steering protector is a good idea. A rear fuel tank skid plate is often a good idea as well. The 2- pin Rover differentials and axles have never been very strong. An upgrade to stronger limited slip and/or locking differentials along with hardened 24 spline axles are a good idea for a more trouble free off road traveler.
For extensive off road travel, aftermarket front and rear bumpers that provide additional strength plus better approach and departure angles are worth getting. Range Rover Classics can often easily go places that can cause problems with Discoverys. This is attributed to their soft pliable suspension. You might not want to be eager to go to a more firm suspension upgrade unless you are carrying heavy loads. They do well with 31 inch diameter tires. Taller tires tend to create suspension compromises and additional suspension engineering.
These are tall top heavy vehicles that handle better at highway speeds with the sway bar attached. Quick disconnect sway bar ends that allow you to drive pavement with the sway bars working and detached for off road use is a better idea than removing the sway bars. And as with any Rover, you don't want to exceed the factory roof loading weight, and do include the weight of your rack in your calculations.
Of course you can add all kinds of special upgrades and body protection but these should get you a very reliable capable truck.
Land Rover Discovery 1989 to 1999
The Land Rover Discovery was designed specifically to target the growing family 4X4 market and marketed as a "lifestyle accessory" to compete with the Japanese SUV imports, This made it a complete departure from previous Land Rover models. It was introduced as a two door version and utilized the same suspension and drive train components that the Range Rover and Defender shared at the time. The initial engine offerings were the 200tdi and the 3.5L V8. In 1990, a four door version was offered and the 3.5L engine received a fuel injection system.
1994 saw launch of 4 door discovery in North America. In addition the 200tdi engine was replaced by the 300tdi and the 3.9L V8 version of the Rover V8 was introduced. Along with the new engines, the LT77 five speed gearbox was replaced by the stronger R380 five speed gearbox. 1995 saw the introduction of air bags and in 1996 the 4.0L OBD-II compliant engine for the US market.
By 2010 many Discovery One parts have been discontinued by the factory and the aftermarket industry does not seem to be stepping in the provide replacement parts. the factory has disposed of the tooling for the V8 engines used in the Discovery I.
Things to look for when considering a used Land Rover Discovery I
Rust on the seam where the C pillar meets the wheel arch can be a problem. Also look under the B pillar and at the edge of the alpine windows. The rear wheel arches inside under the carpet/padding are known rust problem areas as is the floor pan in the back and along the threshold at all the doors. Manual seats is a plus and lack of sunroofs as well.
If you can look for a tdi, 3.5L V8 or a pre -1995 3.9L V8 version. These are your best bets for engine longevity.
Recommended upgrades from stock
The tdi and V8 engines react poorly to overheating and the factory temperature gauge does not give you a good indication of the temperature your engine is operating at. An accurate calibrated temperature gauge gauge is recommended to replace the factory gauge.
When the factory switched from leaf springs to coil springs they placed the steering arms lower into a more exposed position. A steering protector is a good idea. A rear fuel tank skid plate is often a good idea as well. The 2- pin Rover differentials and axles have never been very strong. An upgrade to stronger limited slip and/or locking differentials along with hardened 24 spline axles are a good idea for a more trouble free off road traveler.
For extensive off road travel, aftermarket front and rear bumpers that provide additional strength plus better approach and departure angles are worth getting. You might not want to be eager to go to a more firm suspension upgrade unless you are carrying heavy loads. They do well with 31 inch diameter tires. Taller tires tend to create suspension compromises and additional suspension engineering. You can usually do a 2 inch lift on these vehicles without needing to change drive train components or adding longer brake lines. Anything more and you will likely have to do some engineering to make everything work properly.
These are tall top heavy vehicles that handle better at highway speeds with the sway bar attached. Quick disconnect sway bar ends that allow you to drive pavement with the sway bars working and detached for off road use is a better idea than removing the sway bars. And as with any Rover, you don't want to exceed the factory roof loading weight, and do include the weight of your rack in your calculations.
Of course you can add all kinds of special upgrades and body protection but these should get you a very reliable capable truck.
Land Rover Discovery II 1999 through 2004
Though the Land Rover Discovery II looks a lot like the original 4 door Discovery I with more upscale interior appointments, there were a lot of changes made that are not readily apparent. Drive train & some suspension parts were changed to have parts in common with the current Range Rover. So not a lot of Discovery II parts fit a Discovery I. The rear of the Discovery II body was extended to increase cargo load capacity. This change adversely affected the Discovery's angle of departure but the extra space makes it easier to sleep inside.
The Discovery II received the Freelander downhill descent control as standard and options that include active cornering enhancement and rear self leveling suspension. The Rover engineers thought the new off road controls made the center lock differential redundant and removed the center lock components for the 2001 model year. They realized that people wanted both the traction controls and the center locking differential so added the center lock differential back into the truck for the 2004 model year.
For 1999 the Discovery II got the new TD5 diesel engine and the 4.0 V8. For the 2003 and 2004 model year Discovery II got the 4.6L V8. The ACE (Active Cornering Enhancement system) was fitted to some versions to reduce cornering roll. Self-leveling air springs were also fitted to some models
Discovery II's are known to rot out the side of the frame next to the catalytic converters in climates where they salt the roads . The heat from the catalytic converters burns off the paint on the chassis exposing bare metal that road salt spray. Common weak points in the sensors controling the traction control, hill decent and ABS functions. Failure signals for these are commonly sensor problems and not system problem.
While the Land Rover Discovery I uses easily replaceable wheel bearings and suspension bushes, the Discovery II's bearings are integral to the suspension components, so are not field replaceable. A wbeel bearing failure in a Discovery II will leave you stranded while waiting for a new assembly to appear.
The Land Rover factory is expected to be discontinuing Discovery II parts after 2014. The factory has already disposed of the tooling for the Discovery II V8 engines.
Things to look for when considering a used Land Rover Discovery II
Look for rust in the same places as a Discovery I and drive around for at least a half hour to see if the engine wants to overheat. Often a stated head gasket problem ends up being a crack in the block behind a cylinder liner requiring a complete engine replacement. Be sure to check for sun roof leaks.
2003 Discovery II's between Vin numbers ending with 3A771801 through 3A808362 came with engines that tended to have oil pump problems. Since fixing the potential problem area requires replacing the entire engine, it is best to avoid these unless you know the engine has already been replaced.
Look for one with a functional diff lock. Only the 2004 model came from the factory with one. 2001 and 2002 models have a dif flock but no linkage. If you can find the linkage parts you can make the diff locks usable. The 2003 model would need a different transfercase plus linkage to get a center diff lock. The 2003 and 2004 models have a better traction control unit with works very well with Trutrac differentials.
Most Discovery II people consider the 2004 model to be the best of the breed in factory stock condition.
Recommended upgrades from stock
The tdi and V8 engines react poorly to overheating and the factory temperature gauge does not give you a good indication of the temperature your engine is operating at. An accurate calibrated temperature gauge gauge is recommended to replace the factory gauge. You might consider removing the stock octopus radiator hose and replace it with with an inline style thermostat.
When the factory switched from leaf springs to coil springs they placed the steering arms lower into a more exposed position. A steering protector is a good idea. The Discovery II has more rear overhang than the Discovery I. This means a lower departure angle and rear damage if you don't add rear underbody protection. A rear bumper with higher clearance wouldn't hurt either. The 2- pin Rover differentials and axles have never been very strong. An upgrade to stronger limited slip and/or locking differentials along with hardened 24 spline axles are a good idea for a more trouble free off road traveler.
The EAS of a 7 seat Discovery II (Not all Discovery IIs have EAS. The 5 seat versions have coil springs instead) can find its airbags ripped open out on the trail leaving the corner on its bump stops. A good downgrade for reliability is to replace the system with coil sprins.
For extensive off road travel, aftermarket front and rear bumpers that provide additional strength plus better approach and departure angles are worth getting. You might not want to be eager to go to a more firm suspension upgrade unless you are carrying heavy loads. They do well with 31 inch diameter tires. A switch from 18 inch wheels to 16 inch wheels will provide a better tyre selection. Taller tires tend to create suspension compromises and additional suspension engineering. Generally a 2 inch lift is about as much s you should consider unless you want to do some suspension and drive train engineering. Most vehicles can handle a 2 inch lift without changing other components.
These are tall top heavy vehicles that handle better at highway speeds with the sway bar attached. Quick disconnect sway bar ends that allow you to drive pavement with the sway bars working and detached for off road use is a better idea than removing the sway bars. And as with any Rover, you don't want to exceed the factory roof loading weight, and do include the weight of your rack in your calculations.
Of course you can add all kinds of special upgrades and body protection but these should get you a very reliable capable truck.
Newer Range Rovers and Land Rovers
Off road capable but without a full frame, not rugged enough to stand up to extensive off road travel and the computer system can immobilize the vehicle if you attempt to make certain field repairs. Not recommended as a vehicle of choice for frequent long range expedition type travel.
