The new classic

The government’s definition of a classic car is anything more than years old. What this means is that will see the first s gaining classic status whereupon they will become ta e empt and no longer need an M T.

ou’d only take advantage of the latter as an opportunity to drive about in a shed if you were some sort of psychopath, and sooner or later the law would catch up with you anyway. ut not having to pay ta sounds appealing and what the hell, so does going about in an early .

It’s pretty rare to find a Land Rover of this age that’s still on its original engine. If you do, treasure it. If you’ve got one that’s been repowered, though, that’s nothing to be afraid of in fact, it means you can chuck in an engine of your own without wrecking its classic value. These days, that engine is likely to be a MW M . ut Land Rover’s own or Tdi is still a rock-solid choice too. ither way, whatever you do within

Series I (1948-1958) £5000-£85,000

reason will be an investment entering classic territory means these Landies are set to hold their value better than ever.

Insure a 110 with Adrian Flux from £155

• Based on a rebuilt 1983 110 Station Wagon with a BMW M57 engine. Valued at £22,500, unlimited annual mileage. 50 year old driver, fully comp, £250 excess

Series II/IIA (1958-1971) £2500-£45,000

I, of all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration pro ects re uire deep pockets, but see it through and the result will be worth mega bucks. one are the days where you could use a Series I as an actual Land Rover. ecause with restored e amples changing hands for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit but can you really put a price on such an icon?

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

Series III (1971-1985) £2500-£30,000

terms, keeping the same . -litre engines throughout the length of its production run.

The Series III wasn’t too dissimilar to the Series IIA in mechanical

In , the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

The Series II IIA is more affordable than a Series I, yet it still carries much of that early charm. rices are on the increase, however, as these vehicles start to come into their own as collector’s items.

A . petrol would be our pick, as the diesel engines were underpowered and rather noisy.

The Series II IIA has a wider stance than its predecessor and adds an e tra thin layer of refinement. While the engines have e cellent longevity, they need to have been maintained properly. e thorough in your checks, both under the bonnet and underneath the body.

Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971) £2500-£15,000

They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available

Cons: Not yet as desirable as the earlier Series models

Lightweight (1968-1984) £3500-£22,000

Land Rovers. To mimic the civvy Series machines, the Series III model built from onwards, also had its headlights switched out to the wings.

These military vehicles can easily be distinguished from regular

Lightweights add an e tra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell and that stands orward ontrol Land Rovers are a cult within a cult. They’re a real rarity with all the cachet, pride and immense awkwardness that comes with this status. y rare’, we’re talking about less than Series IIA s in total. And they tended to have a very hard life, so not many have survived to tell the tale. orward- ontrol models differed from everyday Series IIs by having heavy-duty a les, but engine-wise they had the familiar . petrol and diesel lumps. So, don’t e pect performance but do e pect to be given an interesting’ time in the workshop

Pros: A Land Rover like no ’

Cons: E

101 (1972-1978) £7500-£26,000

out from the crowd. They’re a rare breed, though so if you’ve got one, it’s worth keeping hold of.

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol

Cons: A ’ ’ E over regular models means they command a price premium

90/110 (1983-1990) £3500-£35,000 also take you ust about anywhere in the world. arly s and s are starting to be a real collector’s item. ut you’ll likely be searching far and wide for a pristine e ample.

These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

A very early . petrol is a rare thing, and a beautiful one too. ut perhaps try for a . natasp diesel they’re robust and as simple as they come.

Pros: EE U potential for mods and restos

Cons: Puny engines (V8 apart) Not many left in good condition nly ever sold to the Army, the became a cult vehicle when the time came for demob. They were flogged off at very low prices and turned into off-road toys not something you’d do with one today, given the rarity and classic value they’ve taken on. ompared to the IIA II , the is more fun thanks to its engine. It’s still a military tool, though some still have fi tures and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards.

Pros: Master of the road. Lovely V E sees one loves it

Cons: Monumental running E

127 (1985-1990) £6500-£27,000 took chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

These days, it’s very rare to find a that hasn’t been hammered, restored and or converted, or all three. eople looking for a work truck tend to go for a later , so the is more of an enthusiast’s motor. It’s popular for homebrewed overland conversions, too. Almost all s have had an engine conversion by now, too. Lots to be wary of, then but it’s a hell of a lot for your money.

Pros: E limitless potential and character

Cons: U S had a colourful life

Defender 200 Tdi (1990-1994) £4000-£38,000

decades if it’s looked after. ind one that’s had all its oil changes a tall order and it’ll go round and round the clock.

Defender 130 (1990-2016) £12,500-£35,000

The Tdi engine, which arrived with the efender name, can last for

The good thing about the earlier Tdi is that it’s simpler than the later . What you gain here you lose in refinement, but this is seen by many e perts as the best efender of them all.

The LT gearbo in the Tdi is more truck-like than the later R , and these vehicles didn’t come with bling. ust be sure it’s an original Tdi you’re getting, not an old iscovery conversion.

Pros: The perfect combination of tradition and modernity

Cons: Lots of horrible and/or deceptive ones around

Defender 300 Tdi (1994-1998) £4500-£43,000

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a I fi .

The Tdi engine is very different to the unit it replaced, though

The arrival of the Tdi also brought with it the R gearbo . This used to have a terrible reputation for relability, but most have been put right by now and they’ve become sought after for their light clutch and better shift action.

It was during the Tdi era that efenders started getting things like alloys, too. ou might even find one that’s not been off-road

Pros: Strength and simplicity. D

Cons: Sure to be very different to when it left the factory

Defender TDCi (2007-2016) £8500-£195,000

When Land Rover introduced the efender name, it was actually the that changed the most. That’s because unlike the old , it was built on a proper chassis of its own rather than a stretched frame.

The advent of the Tdi engine was the making of the , too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked .

As a result, you’ll find many more original ish s than s. Some are even still in service with the utility companies they were built for. If you want a efender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area

Cons: I ’ ’ actually need that much size

Defender Td5 (1998-2007) £5000-£40,000

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered e amples that have been pushed beyond the limit.

As with all efenders, you’ll need a rear crossmember sooner or later or even a new chassis.

The Td engine is arguably Land Rover’s most reliable unit and it’s espite having more electronics than the Tdi, a Td efender can still be a I machine. arts are in plentiful supply, as is specialist knowledge and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability. Very well

Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

Defender (2020-on) £55,000-£165,000

The last efenders gained modern . and . T i engines and smooth si -speed gearbo es, They still had phenomenal off-road ability and were even okay to sit in. amously, this was the efender that actually had a dashboard Many people dislike the T i, especially the earlier . , but they still change hands for huge money especially when the likes of ahn or Twisted have been involed. ou will always pay a premium for a uma, and a Tdi or Td may turn out to be a better purchase. ven then, though, look after it and you may well never see depreciation.

Pros: Eforts, off-road prowess

Cons: Price, electronics, TDCi engine is unloved

If the sub ect of the new efender comes up in enthusiast circles, try to steer it away on to something safer. Like re it, for e ample.

Much as it may infuriate purists, however, the efender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and e uipment.

The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially, making modifications a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. ut this is still a superb vehicle.

Pros: Comfort, capability,

Cons: Not cheap to buy. Lacks ’

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