The Dirty Dozen The best-ever 4x4? Here’s 12 top contenders for the crown

THE DIRTY DOZEN

What’s the best 4x4 to go for if you want to build an off-road project that’ll also be your daily drive? Ask a hundred people and you’ll get a hundred different answers. There might not be a right answer, though, but there are defi nitely some wrong ones – so here are 12 of the best to think about before you put your money where your mouth is

Land Rover Defender

The Defender is still many people’s only choice for off-roading – though despite the dominant presence it continues to hold in the UK scene, the sort of money you can get for one if you don’t smash it up means more and more people are thinking twice before using them they way they once would have. Values skyrocketed when production ended at the start of 2016, and most owners looking to modify their truck now think about alloy wheels and leather seats rather than the winch, snorkel and haggard suspension that seem like such a natural fi t for them. When you consider that a Defender’s identity alone is worth several thousand pounds, you can hardly blame them.

Even so, if you want to build a proper Defender there’s a vast aftermarket in place to help you maintain, rebuild, restore, customise or modify it into whatever sort of machine you want it to be. Even a reliable one… though one problem with them is that by now, the vast majority have been worked hard, abused, neglected, modifi ed and/or hit with spanners by persons unknown. Buying a proper shed and using its identity to build yourself what is basically a new vehicle from scratch is a common approach, though even this will mean shelling out strong money on the donor vehicle – and if you want to use good quality parts, the same again with knobs on to make it right.

Prior to its demise, Land Rover liked to say the Defender had been in continuous production since 1948. Taking it at its word, that means we need to include the old leaf-sprung Series models here; they’re completely different in character and these days fall squarely into the classic car category, though they’re incredibly willing off-road whether in standard or modded form.

For day-to-day use, though, it’s got to be a Defender. Many people go for the later ones from 2007 onwards, with the 2.4 or 2.2-litre Puma engine, but many others would sooner chew their own arm off. If DIY maintenance is your thing, the 200 or 300Tdi will suit you best, but the Td5 from 1998-2007 is very popular – even if paying the road tax on later ones basically means getting burgled by the government. Whichever Defender you own, you need to expect it to require regular work, but the good news is that when you come to sell it, you’ll probably get your money back – and, if you’ve tidied it up, even turn a profi t. This fact alone means the Defender has potentially the lowest whole-life costs of anything in the entire used car market.

Toyota Hilux

It’s been around since 1968, and in that time the Hilux has sold coming on for 20 million units, carving itself a rock-solid reputation for indestructibility on the way. Early ones were leaf-sprung front and rear, which did nothing for their ride quality, but since 1997 they’ve gained an independent front end which transformed their refi nement on the road without wrecking their abilities in the rough.

The most modern Hilux was designed to be more SUV-like inside, but it’s still a hard-working truck with enormous potential as an expedition motor. And the previous model was probably the best off-road one-tonner of its generation. In each case, there’s plenty of kit available for modifying a Hilux into something really special – but it says a great deal that when you go looking to buy one, there’s a notable dearth of cheap examples around.

There have been four generations of the Cherokee, but for serious off-roading there might as well only ever have been the fi rst. The XJ model, which came here from 1993 to 2002, was amazingly capable even in standard form. It only took a small lift and slightly bigger tyres to turn it into a proper boss off-roader, but with the colossal American aftermarket behind you there’s almost no limit to what can be done to one if you want to go the extra mile. Finding a Cherokee from this era will be your biggest challenge now – they sold in huge numbers back in the nineties, but most of those vehicles have long since breathed their last – and of the ones that are still running, the majority have already been modifi ed into off-road weapons.

Suzuki Jimny

Replacing the brilliant and vastly popular SJ wasn’t going to be easy, but somehow the Jimny managed it. Small but strong, agile but affordable, it retained all the virtues that have made Suzuki into one of the world’s favourite 4x4 makers. It wants a bit for ground clearance in standard form, but the breadth and depth of accessories and modifi cations available mean that whatever you want to do to one, from mild to wild, the only limits are your imagination and, of course, wallet.

Following the logic we applied to the Land Rover Defender on the previous page, we should include the old SJ and Samurai here, as they were part of the Jimny dynasty. If you can fi nd one that hasn’t already been modifi ed and/or off-roaded into a ball of scrap, buy it – but it’s probably worth keeping nice now, as they’re such a rarity. So too is the latest-generation, whose cute retro looks made it an absolute smash hit – but whose emissions meant Suzuki was only ever able to import it in the sort of numbers you can count on your fi ngers.

Which brings us back to the vehicle most people think of when you say ‘Jimny.’ It was made for two whole decades and there are still plenty left going around – and for a seriously good off-road project that won’t ride roughshod over your budget, good luck fi nding anything else that comes close.

Land Rover Discovery

The Discovery’s reputation has been tarnished a little in the recent past, as it’s the vehicle you’re most likely to see in MOT-failure form being battered to death at a certain kind of playday (or, far worse, destroying the land next to a green lane). But that’s not fair on a vehicle which, done properly, is still an outstanding machine.

The Disco has long since replaced the Range Rover as the thing you turn to if you want a Land Rover but can’t afford, or abide, a 110. The original model, which was the purest in the traditional 4x4 sense, was basically a 100” Defender with some posher kit and a smarter set of clothes, and it was fantastically capable off-road.

It was also hilariously unreliable, but parts and know-how are in plentiful supply and neither costs too much so long as you shop around. There’s almost no end to what you can do with them in the workshop if you want to build a modifi ed off-road machine, too.

The Discovery 2, which came along in 1999, is bigger and more complex than the D1, and it’s hilariously unreliable too. One difference is that while the original was infamous for body rust, particularly in the boot, fl oors, sills and footwells, the Disco 2 is more likely to suffer from a rotten back chassis.

In each case, the diesel engine is the one to go for. The Tdi in the D1 is best for DIY maintenance, while the Td5 in the D2 is one of the most reliable things Land Rover has ever made. Elsewhere, common sources of irritation on the Disco 2 include the rear air suspension, ‘active’ anti-roll bars and leaky sunroofs (a vehicle without them is worth more if you can fi nd one), while with the D1 your biggest problem will simply be fi nding one worth having.

In each case, whether it’s maintenance or full-house modding the aftermarket has come up with an answer to every question the Discovery asks. That’s the case with the later Discovery 3 and 4, too – though while this was a great leap forward as an all-rounder, its monumental complexity means it’s a risky one to take on. And it’s nothing like as naturally capable off-road, far less as easy to modify, as the earlier models.

Nissan Patrol

It’s not quite as famous as the Toyota Land Cruiser, but the Patrol has a similar history of popping up wherever there’s a war to be fought, a desert to be crossed or a natural disaster to be mopped up. It’s a rarity in Britain, which can make for some fairly excruciating parts prices, but if you want a truck that was built to last you can’t do much better.

As with the Land Cruiser, you can modify a Patrol – and while the kit for doing so is rare and therefore expensive in the UK, it tends only to come from the best parts of the aftermarket. Anyway, the Patrol is already so stout and capable that it’ll do all you ever want from it in completely standard form. Still, it remained beam-axled all-round throughout the whole of its time in the UK, so if you do want to lift its suspension you’ll fi nd it easy to work with.

The Patrol didn’t hold its money like the Land Cruiser, so they’re more affordable. But fi nding one is a challenge. It was never a high-seller here, and used examples are routinely bought up and shipped abroad.

Toyota Land Cruiser

Where do you even start with the Land Cruiser? It’s an entire family of different vehicles with many major differences – but with strength, mighty build quality and serious off-road skills common to all of them.

The Land Cruiser range can be divided roughly in two. Up top, there are the big ones – as exemplifi ed by the 80-Series from back in the 1990s, which many people will tell you is the best car ever made. It had proper beam axles at both ends, each of them with a locking diff, as well as long-travel suspension that made it stunningly agile, and its built-in strength was such that you still see them for sale today with a quarter of a million miles or more under their belts – and still commanding startling prices.

The later 100 and 200-Series Cruisers are less popular with off-roaders due to their greater complexity and independent front ends, but both are still massively capable both on and off-road. There’s a rare 105-Series model, too, which wasn’t made for the UK but whose no-nonsense spec and front beam axle made it ideal for real work, and also in the realms of the grey import you might be tempted by the hefty 70-Series trucks which, again, don’t come here offi cially.

Smaller Land Cruisers, which have been sold under the Prado name elsewhere around the world, offer a more manageably sized option whose offroad abilities are scarcely less epic. The 90-Series Colorado is now quite rare, and anything from before that is almost extinct, but the 120-Series from 2002-on is a fantastic vehicle – and the current 150-Series has the extraordinary distinction of being the cheapest real off-roader you can buy in the UK, despite having a global pedigree nothing else can match.

If you’re up for going back in time, the older 40-Series Land Cruiser is one of the most charismatic classic 4x4s there is. They do command strong money, though – having never been brought here as offi cial imports, the only ones you see in Britain tend to have come in as collectors’ cars, which means the sort of prices that put you off getting them dirty.

As with all Japanese vehicles, the supply of parts for modding Land Cruisers is limited – but normally very good quality. And the best specialists are exceptionally good, too. Anyway, even in completely standard form, any of these off-road masterpieces will tackle most terrain at a stroll.

Isuzu D-Max

The D-Max has risen quietly through the ranks of the pick-up market since its launch in 2012, and the all-new model that came along a couple of years ago already has two overall Pick-Up of the Year awards to its name. This latest D-Max has a locking rear diff as standard on most models, which rights the only real wrong of the previous one – but if you’re not looking to buy new, a good example of its predecessor will be an awesome off-road ally when beefed up with some well chosen kit from the aftermarket.

The 2012 D-Max was equipped with a 2.5-litre diesel engine, though this gave way to a 1.9-litre unit midway through the vehicle’s life. The latter may be small but it’s very willing, with plenty of low-down grunt to heave the truck around off-road. Isuzu dreamt up a steady stream of special editions to go with its everyday range, including the XTR – a look-at-me off-roader which, behind its showy looks, had just enough in the way of extra suspension and tyre size to be the best of the bunch in the rough. You’ll also fi nd the celebrated AT35, with its huge tyres and fl ared arches – this model costs a packet when new and is likely to do the same used, but while its road presence is overwhelming its width is actually a drawback off-road. Far better to start with a suitably equipped standard model and make it your own using the excellent accessories available both through the aftermarket and, to a surprisingly hardcore level, Isuzu itself.

Ford Ranger

Once a bit of an also-ran in the pick-up market, let alone the 4x4 market overall, the Ranger turned that on its head when the T6 model arrived in 2012. Big, imposing and roomy inside, this also proved extremely capable both on and off-road – and that’s before you start talking about the 3.2-litre diesel engine that could be tuned for well in excess of its standard 200bhp.

All this and an attractive purchase price helped the Ranger muscle its way to the top of the one-tonne market. But its time truly came when Land Rover stopped making the Defender. Suddenly, well heeled vehicle builders needed something else to invest in – and with very limited supplies of the Jeep Wrangler being available in the UK, they turned en masse to the Ranger.

Now, there’s a wealth of equipment available for them, and more and more specialists are turning them into street machines, off-roaders and everything else in between. The same will quickly become the case with the all-new model that’s just coming on sale now, because Ford has worked with the aftermarket to ensure there’s a strong supply of equipment ready to bolt to it from day one.

The new Ranger is signifi cantly more expensive than the old one, however. And early examples of the T6 are not without their issues, particularly on examples with the smaller 2.2-litre engine. Still, a low-cost Ranger is still worth some thought if you’re on a tighter budget, as they’re plentiful and a lot better than they tend to be given credit for. As always, though, starting your project by going for the best base vehicle you can possibly afford is something you will never regret doing.

The Shogun was once derided as a glam wagon – in fact, it still is by some. But while it was once at the soft end of the spectrum, it stayed true to its roots throughout its life and by the end of its time in production it had become one of the most truck-like 4x4s on the market.

For off-roading, the Mk2 model from the 1990s is the one to go for as it still had a live rear axle and proper chassis, and the 2.8 TD engine is as strong as an ox, but they’re all very capable in rough terrain – and in long-wheelbase form they’re brilliant tow barges.

The Shogun is much more moddable than you’d expect, too, even if the amount of stuff available for them is limited. And because they last well but don’t often tend to get used and abused off-road, there’s still plenty around to choose from. This includes grey imports badged as Pajeros, though there’s no need at all to be afraid of these if they’ve been looked after.

Range Rover

The original Range Rover was the truck that launched a thousand jokes about panel gaps that were visible from space. It’s incredible off-road, though, and there’s no end of ways in which people have modified them – including taking the body off and replacing it with something else altogether. The only problem is that there aren’t ever so many Rangeys still around now, and those that are still in one piece have normally either already been modded or restored.

Buying someone else’s old project is a massive leap of faith, but if you enjoy your workshop time it can yield a huge amount of truck for your money. Find an original one, on the other hand, and you’re far better treating it as a classic car.

Even the second-generation P38 model is lurching into classic territory now – though between its infamously shocking build quality and a degree of complexity that more or less guarantees pain for people who own one in later life, you’ll soon come to understand why they cost so little to buy. Those prices are starting to climb, though, as even the last of them are now more than two decades old. For this reason, the P38 has never caught on among off-roaders, and nor have subsequent models – whose luxury levels, and running costs, have continued to climb almost exponentially. Use one of these later Rangeys as a daily driver or towcar, and it will be supreme. But for a vehicle with soul, whether or not you’re going to off-road it, only the Classic will do.

Jeep Wrangler

Is this a case of saving the best to last? Possibly. The Wrangler tends to be a bit of a bought-not-built off-roader in this country, which might put off a certain kind of person, but Jeep’s know-how in the off-road game is second to none – and while some manufacturers have abandoned their roots to chase big- margin SUV sales instead, the original off-road brand remains as dedicated as ever to keeping it real.

Not that the Wrangler is a cheap vehicle, especially these days. The current JL model starts at something like three times as much as the JK it replaced – though even this has appreciated since coming off sale, in part because with right-hand drive markets being such a detail for the factory, demand has always outstripped supply here.

The rarest of all the Wranglers is the original YJ, with its unpopular square headlights, which only came to Britain in small numbers. Even these are not cheap now – but its combination of leaf springs and a cheerfully boorish 4.0-litre straight six engine make it pretty hilarious to drive.

It was in 1998, though, that Jeep hit the off-roading mainstream in the UK with the arrival of the coil-sprung TJ. This sold in much higher numbers, and plenty of people modified them – usually to a high standard, too. The good thing about all Wranglers is that with the combined output of America’s aftermarket on your side, there’s almost no limit to what an imaginative (and rich) owner can do with one.

Another advantage the Wrangler has over the Land Rover Defender is that it commonly comes with kit like cruise, leather and air-con, and in some cases you can hear the stereo. But the real step forward came with the introduction of the JK model in 2007. As well as being far more refined than the TJ it replaced, this was the first Wrangler available in either diesel or five-door form, and as a result it out-sold all previous models several times over.

The JK was also available in Rubicon form, with a set of off-road enhancements making it probably the best factory-standard off-roader in the world. You could only get this with a petrol engine; the new JL model put that right, but only very briefly before diesel turned into the devil overnight. A plug-in hybrid is on the way very soon, and before long it’s likely to be the only new Wrangler you can get. Every Wrangler has been cool, and people like them for that alone, but more than that there’s no other 4x4 that’s so well set-up for modifying. Their values remain as strong as ever, but the number of them you see being used off-road has spiralled upwards in recent years – whether you’re looking to buy new, old or really old, the Wrangler is a very good bet indeed.