Five decades ago, in the summer of 1970, the Land Rover Range Rover helped establish the concept of a “luxury SUV.” Its British creators had been trying to build something like it since 1951, but only found their formula after seeing the success of 1960s American SUVs like the International Scout and Jeep Wagoneer, which blended the capability of the bare-bones Land Rovers (later called the Defender) with car-like comforts. The original Range Rover was a luxurious, radically modern take on this idea and an instant hit.
Unfortunately, the dysfunction of Britain’s car industry in the 1970s meant that Land Rover exited the U.S. in 1974 and the Range Rover, designed with America in mind, did not arrive here until 1987. But its international reputation and cool image were so strong that enterprising Americans began privately importing them in the late 1970s, a process later restricted by importation laws. By the mid-1980s Land Rover had been spun off into its own corporate entity. Seeing the private imports, it decided to return to the U.S., starting with the Range Rover.
Within a year of its arrival, the SUV was in the hands of celebrities like Jack Nicholson and Goldie Hawn and name-checked in Beastie Boys songs. A luxurious box on wheels with an unmistakably clean, utilitarian style and undeniable off-road capability, it’s been at the top of the luxury SUV pack ever since. Four generations have come and gone since then. The latest Range Rover debuted in 2022, a sleek machine with mega-buck trims aimed at latter-day imitators like the Bentley Bentayga, Cadillac Escalade, Infiniti QX80, Lexus LX, and others.
Range Rovers are synonymous with reserved British style, go-anywhere capability, and high-end luxury, but it isn’t all Beef and Ale pie and Lake District hunting parties. These are complex vehicles, and the original Range Rover was born at a particularly low point in build quality among British vehicles. It earned a reputation for being high maintenance that it’s never entirely conquered. Owning one can be lots of go-anywhere fun, but inspect carefully and shop wisely, because owning a bad one can be a wallet-draining exercise in frustration.
There are many models to choose from given the Range Rover’s lengthy history, and we’ve broken down the details of each generation here. Notably, we're only talking about the original Land Rover Range Rover and its descendants. In the 2010s, Land Rover greatly expanded the use of the name with different models like the Range Rover Evoque, Range Rover Sport, and Range Rover Velar.
Land Rover Range Rover: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Land Rover Range Rover Pros and Cons
- Land Rover Range Rover Generations
- Fifth generation (2022-present)
- Fourth generation (2013-2022)
- Third generation (2003-2012)
- Second generation (1995-2002)
- First generation (1987-1994)
Frequently Asked Questions
Which Land Rover Range Rover years are the best?
In terms of reliability, the third-generation Range Rover, built from 2003 to 2012, stands out as the best of the lot, with the fewest complaints and highest ratings on outlets like CarComplaints and Dashboard Light. Since Range Rovers have never been particularly common, traditional research outlets like Consumer Reports and J.D. Power don’t have a ton of reliability data, but Range Rover fans themselves have opinions. The Range Rover community, who have lively dedicated online forums, seem to think that the 2007 to 2009 models are the most solidly reliable versions.
What are the worst Land Rover Range Rover years?
Second-generation models, built from 1995 to 2002, are generally considered to be at the bottom of the ladder, reliability-wise. Their resale values were very low for a long time as a result of electrical and suspension problems, though these are also present in other generations. These models now face the issue of being trapped between very desirable Classic versions and more capable and luxurious newer models. Collectors are starting to take interest in these years, but they’re nowhere near as sought-after as Range Rover Classics.
Is a used Land Rover Range Rover a good deal?
Buying a Range Rover is more of a passion purchase than a logical one. Even well used, they’re expensive machines to buy, run, and maintain. Yes, they can be a good deal if you find a nice one with plenty of service documentation at a rational price, but if you’re just looking for a luxurious SUV, there are usually more reliable alternatives for less or similar money, like the Lexus LX. Very few other SUVs have the Range Rover’s cachet and capability though, and those that do, like the Mercedes-Benz G-Class, usually cost even more.
Land Rover Range Rover Pros and Cons
Pros:
- Off-the charts cool factor
- A luxury machine that can, theoretically, go anywhere
- Roomy and comfortable
Cons:
- Troublesome electrical and air suspension systems
- High maintenance costs
- Reliability often an unknown quantity
Land Rover Range Rover Generations
Fifth generation (2022-present)
With a variety of new competitors arriving in the late 2010s, including the Bentley Bentayga (2016) and BMW X7 (2019), Land Rover completely redesigned the flagship Range Rover for 2022. Somewhat confusingly, there were 2022 versions of this new design and its predecessor, but you won’t mistake the two in person. The Range Rover may have started as a rough-and-tumble machine for posh farmers, but it’s haute couture today, with long-wheelbase Autobiography and P615 trims rising to more than $200,000.
The evolutionary styling, another riff on the original, is as smooth as a rock worn by years of river water flowing past, and the cabin is luxurious in the same way an Etihad Airways first-class suite is, only more comfortable and yours to take home. Massaging seats, rear passenger screens, soft-close doors, the features list is a mile long and the cabin is beautifully made. And it can still go anywhere, even if its off-road talent is strictly academic for many owners. Land Rover continues to improve its terrain management technology and the
Drivers can choose from a 3.0-liter turbocharged six-cylinder engine with 395 horsepower and 406 pound-feet of torque or a BMW-sourced 4.4-liter V8 with a whopping 523 ponies and 553 pound-feet of torque. Unlike the new Land Rover Range Rover Sport, no plug-in hybrid was available in 2022, but the P440e PHEV arrived in 2023. It mates the base 3.0-liter straight six with electric motors for 434 horsepower. The P440e’s 38.2-kWh battery pack (bigger than some early EVs) offers 48 miles of electric range. All three engines use an eight-speed automatic transmission.
The latest Range Rover has a better infotainment system than the last generation and it comes with standard Advanced Driver’s Aids like adaptive cruise control, blind-spot monitoring, lane-keeping assist, forward collision warning, automatic emergency braking, and a surround-view camera.
Even the oldest of these Range Rovers is only two years old, so they’re just starting to arrive on the used vehicle market. It’s hard to judge what used values will be like over time, but research did not reveal a single used example with an asking price under $110,000 at the time of this writing.
Fourth generation (2013-2022)
In 2013 the Range Rover went on a diet, losing anywhere from 400 to 900 pounds depending on your trim and chosen packages, and got a thoroughly modern makeover with smooth, aerodynamic styling. The fourth-generation model, the L405 in Range Rover parlance, also arrived at a time when the Land Rover lineup greatly expanded to include the small Range Rover Evoque, the vigorous Range Rover Sport, and the svelte Range Rover Velar.
At first, the regular and supercharged 5.0-liter V8 engines from the third-generation Range Rover remained, but in 2014 the base V8 gave way to a 340-horsepower supercharged 3.0-liter V6. Though many six-cylinder Range Rovers had been previously available in other countries, this was the first time one was offered in the U.S. It heralded more alternative powertrains, including a 380-horsepower version of this V6 and a fuel-sipping 254-horsepower Turbodiesel 3.0-liter V6. Most people still chose the supercharged V8, which remained until 2022.
In 2020, after seven years on the market, the Range Rover got a major refresh and even more diverse powerplants, with a 2.0-liter four-cylinder plug-in hybrid variation (398 system horsepower) a mild-hybrid (MHEV) 3.0-liter inline sixes with 355 or 395 horsepower. Though not all these engines were available at the same time, this makes this generation of Range Rover by far the most diverse in terms of powerplant choices. As expected, the 4th generation Range Rover came with full-time four-wheel drive and a low range, and an updated terrain response system.
Inside, the Range Rover got even plusher, with an 8.0-inch infotainment screen (later upgraded to 10.0 inches) a 12.3-inch digital gauge cluster, and a rotary knob for both the gear selector and drive modes. This generation also continued to add more driver assist systems and refine those of previous iterations, including its adaptive cruise control system. To make off-road driving easier, 2016 saw the debut of All-Terrain Progress Control, a kind of off-road cruise control. Drivers need only worry about steering while the SUV keeps a steady pace.
In 2017 Land Rover also debuted the InControl Touch Pro infotainment system and also made Apple CarPlay available via a dealer-installed update. 2018 brought more touchscreens, and 2019 full Apple CarPlay and Android Auto availability.
2020 saw not only new powertrains, but also a trim shake-up with base, HSE, P525 HSE, Autobiography, and SV Autobiography making their way into the lineup. The Range Rover remained largely the same in 2021 in preparation for the 5th generation of 2022, but the two were briefly on sale at the same time as 2022 models. Notably, the Covid-19 pandemic interrupted chip supplies for some features, so 2021 and 2022 models aren’t always consistently equipped.
Like previous Range Rovers, the L405 generation is a complex vehicle with more electrical components than a Best Buy. It’s generally well made but costly to maintain, and verifiable reliability data is scant. Land Rover fans seem to feel that 2016 to 2019 models hold up better than other years.
Used versions of this Range Rover fall into three eras. 2013 to 2016 models are relatively affordable, and you can find plenty of good ones with fewer than 80,000 miles on the clock for less than $30,000 and in some cases under $24,000. Equivalent 2017 to 2019 models cost a minimum of $38,000 and top Autobiography models will run past $60,000. 2020 to 2022 models are pricier still, as are Certified Pre-Owned examples. Land Rover’s CPO warranty provides added piece of mind that’s worth paying extra for.
Third generation (2003-2012)
The third Range Rover generation, often referred to by fans as the “L322” for its development code, arrived in 2003 and featured full unibody construction with a fully independent suspension, though the height-adjustable air system remained. Ground clearance increased as did interior space, but the styling was evolutionary and clearly still inspired by the original Classic model. While there were myriad buttons, switches, and knobs to control all the features in the Rover, the interior was a step up in materials and design.
This new Range Rover offered air suspension and a 4.4-liter V8 engine developed by BMW, who owned Land Rover during much of the design phase but sold the company to Ford in 2000. This powerplant produced 282 horsepower and 325 pound-feet of torque. A five-speed ZF automatic put power to the wheels. Under Ford, quality improved considerably and the interior became even more luxurious, and in 2005 Land Rover improved its oft-maligned navigation and audio systems and added a four-wheel drive display screen and Bluetooth capability.
Ford’s ownership reunited Land Rover with Jaguar, another former British Leyland subsidiary, and in 2006 the BMW V8 was dropped in favor of a series of Jaguar V8s. From 2006 to 2009 buyers could choose from 300-horsepower, 4.4-liter or 400-horsepower, supercharged 4.2-liter versions of Jaguar’s AJ-Series V8s. In 2009, these engines were replaced by regular and supercharged versions of the 5.0-liter AJ V8, with 370 or 503 horsepower, respectively. These newer engines used a six-speed automatic.
The Range Rover’s electronic and infotainment systems were also steadily upgraded, with newer software, new terrain management software for the four-wheel drive system, optional ventilated seats, adaptive cruise control (from 2010) and fiber-optic cable wiring. Following Ford’s sale of Land Rover to Indian company Tata in 2008 and the great recession, the L322 got few changes in 2011 and 2012.
According to some used vehicle resources, like Dashboard Light, the third-gen Range Rover has the best repair record of any of the modern versions. That doesn’t mean it isn’t a highly complex vehicle that costs a fortune to repair, though it is better than the second-gen model. Problems again center on electrical issues and gain with the power locks and anti-lock braking systems being known trouble spots. Steering racks, suspension system issues, transmissions and differentials are also pricey and potential trouble spots.
Like other Range Rovers, this generation isn’t cheap to run or repair, but it is relatively affordable to buy.
You can find clean early examples for as little as $10,000 and even some of the nicest late 5.0-liter ones won’t cost more than $25,000. It’s even possible to get late supercharged V8 models (later replaced by the Range Rover Sport) for about $15,000 with under 80,000 miles. Considering the cost of the latest Range Rover, that’s a bargain, but remember, you’ll also be spending plenty on maintenance and bad ones are real money pits. Inspect carefully and try to find one with maintenance documentation.
Second generation (1995-2002)
Launched in the fall of 1994, not long after BMW bought Rover Group (formerly Austin-Rover), the second-generation Range Rover is often referred to by its development code: P38A.
Designed to be a sleek, aerodynamic reinterpretation of the original visually, it was a much more advanced vehicle under the metal. The air suspension was now standard and the Rover V8 returned. Early models used a 4.0-liter, 190-horsepower mill, but a 225-horsepower 4.6-liter version became available in 1996. Both used a four-speed automatic transmission, and both got emissions updates in 2000. The structure changed from a simple body-on-frame design to a complex unibody with inner and outer structural elements, which can make rust more of a problem today.
Quieter and more luxurious, the second-gen Range Rover featured leather and wood trim, automatic climate control, and heated front seats, and lots of other modern amenities. It also came along during peak 1990s SUV mania, selling better than its predecessor. Almost 46,000 of found homes in the U.S. from 1995 to 2002 (versus 34,000 Classics from 1987 to 1995). There were also many special editions, including Callaway and Vitesse performance models, and special editions like Borrego, Rhino, 50th anniversary, and one themed on gunmaker Holland & Holland.
Unfortunately, by the early 2000s, the P38A had developed a reputation for expensive electrical, cooling, and suspension problems. Electrical issues are the main problem today, and this SUV’s miles of wiring, dozens of circuit boards, and complex ECU unit are now pushing 30 years old. Issues with the power locks and fuse boxes are particularly common, and the problems can be difficult to trace even for experienced mechanics.
For a long time, these issues absolutely cratered resale values and P38As could be had for as little as $5,000 even in decent shape. That’s not the case now though, as collectors have started to look at the P38A models as cheaper alternatives to the Range Rover Classic.
You can still find very affordable second-generation Range Rovers, and despite their various maladies, many have done more than 150,000 miles. It’s best to find one with as much service documentation as you can find and certainly have a specialist do a pre-purchase inspection. They’re very complex, and fixing them can be hugely expensive. Rusty examples are also not worth fixing, so inspect carefully. A swell-maintained P38A should run between $12,000 and $18,000, but special editions or ones in really cool colors, like the bright yellow Borrego edition, will cost more.
First generation (1987-1994)
Now typically referred to as the “Range Rover Classic,” this original model debuted way back in 1970. Meant to be a more luxurious and comfortable alternative to Land Rover’s rugged but bare-bones Series III (predecessor of today’s Defender), it was modern, stylish, and comfortable, but not officially available in the U.S. until 1987. That’s because British Leyland, Land Rover’s long-ago parent company, had ceased offering the brand in the U.S. after 1974 in the face of regulatory hurdles.
But American demand for the Range Rover eventually became so strong that several L.A. dealers and Aston Martin’s U.S. distributor began importing them here. That prompted Austin-Rover Group, British Leyland’s successor, to start official sales in 1987. An instant hit, the success of the Range Rover in America helped revive the entire Land Rover brand here, with the Defender and Discovery following in the 1990s. The U.S. model “Classics” officially ran until 1995, when they were replaced with the second-generation “P38A” Range Rover.
Because these SUVs are so popular as classics, a significant number of foreign models have since been imported. All U.S.-model Range Rovers are four-door versions, and all used gas-powered Rover V8s. If you find a two-door version (the four-door was not launched until 1981) or a diesel, it’s a foreign-market machine. Some have also been converted to electric power in the 2020s. Imported versions are usually rare or desirable models and may fetch much higher prices than U.S. versions depending on the specifications and condition.
Mechanically, the Range Rover Classic and the long-lived Rover V8 are tough, but there are some things to know before you buy. Early U.S. models used a 3.5-liter, 150-horsepower version of the V8, a gear-driven transfer case, and a conventional suspension. Customers didn’t like that transfer case, so in 1989 a chain-driven one replaced it and the V8 was beefed up to 3.9 liters and 178 horsepower. 1989 to 1992 models are the best ones to seek out because even though they have complex electrical systems, they’re more durable than some later versions.
In late 1992, the Range Rover got a complex air suspension system that replaced its steel springs, and an optional long-wheelbase model with a much larger back seat. A 4.2-liter, 200-horsepower version of the V8 was used in this heavier model. These later 1993-95 models are the most luxurious and the roomiest, but they’re also the most complex, and workmanship wasn’t always the best to begin with. Rust, head gasket issues, electrical and HVAC problems, and air suspension issues are all pretty common.
Range Rover Classics aren’t cheap, either. You can buy a basket case for as little as $2,000, but the cost of getting one back on the road will be substantial. Nice ones now fetch a minimum of $25,000 and in some cases more than $60,000. Two doors can go even higher. Your best bet is to find a Land Rover club and seek out an example with as much documented maintenance as you can.