Simply Irresistible Story by Mike Koch Photos by Matt Martin
I’ve done something that I never thought I’d do. I recently purchased an Alpine White 1993 Range Rover Classic short wheelbase. How exciting, until you hear what I paid for it. It’s an $1,100 Range Rover Classic. “I thought those were expensive, Mike.” A 175,000-mile Range Rover Classic. “That’s no spring chicken, Mike.” A Range Rover Classic that’s spent it’s entire tour of duty in the northern reaches of Vermont. “Good from far, but far from good, Mike.” With its leather seats and walnut dash, it still presents proudly enough to take a date out to a respectable restaurant. For years, I’ve been interested in Series Rovers; vehicles that are somewhat straightforward to repair with simple hand tools, don’t have to be plugged in to a computer to be diagnosed, don’t depreciate faster than a concert Steinway falling from a skyscraper. Speaking of which, Range Rover Classics are certainly attainable these days, but you should scrutinize over each example you look at because a so-called value may end up costing you down the road. Are Range Rover Classics a better value now than ever? In 1993, mine had an MSRP of about $44,500 when it rolled off its showroom floor (literally, it was the display model). At the time of registration, the local Department of Motor Vehicles taxed me based on its book value, roughly $3,500. (remember to watch out for the falling pianos...) How on earth did these cars depreciate so much? Let’s take a look at what it takes to keep one of these discreet status indicators on the road and in service. According to my rudimentary calculations, after commuting in it everyday for about a month, it gets a magnificent 12.5 mpg. A Range Rover Classic will never be mistaken for a Prius. Thankful, for the planet we live on, I’ve been militant about my recycling chores lately. The Range Rover’s so-called fuel economy is a “value” in a distorted way. I like to think about it like this: it has twice the number of cylinders than my Series and multitudes more horsepower and speed. The Range Rover cruises effortlessly at 70 mph, whereas my 109” once saw a record speed of 62 mph on a steep downhill, a frightening experience altogether. The Range Rover is all-wheel-drive all the time, whereas the Series is in rear-wheel-drive during most of its travels. What are some of the more expensive parts to replace? An ABS pump retails at about $1,200. What about the ABS valve block, which retails at around $1,500? (I hope that doesn’t decide to stop functioning, especially since this Classic weighs in at 4,401 lbs.!) The viscous unit in the Borg Warner transfer case retails at about $1,600, not counting labour and other items that should probably be replaced at the same time - like the chain, gears and seals. At which point, it typically pays to replace the entire transfer box instead of fixing what’s broken. Corrosion is a constant battle in New England, especially when owning a Range Rover Classic. Perhaps 1993 is the best model year for the short wheelbase, as it has the benefits of ABS and ETC without the troublesome aging EAS. I’m trying to come up with a figure on a repair that would potentially send this car to an early grave. When will we reach the point of diminishing returns? How much do I love this Classic? Immeasurably. So, what’s it all about? What does this Range Rover bring to my life other than high fuel consumption and the dreaded question of “what if?” It’s like no other car I’ve driven or owned-and I’ve owned quite an embarrassingly high number for a man of my age. What I like the most about driving it is the way it makes me feel while driving it. When I drive my Range Rover, I feel like entitled royalty. It has that certain “je na sais quoi” of making its driver feel superior to other motorists surrounding him or her. While speaking to some fellow Classic enthusiasts the other night, we all agreed, that until you drive one on a regular basis, you really can’t grasp the aura this car beholds. I’ve heard the following: “All Range Rovers are cars, but not all cars are Range Rovers.” Narcissistically, I admire my reflection while driving my Range Rover past those shiny glass-faced contemporary office buildings in town. “Make way for the king of ‘Vermontistan’ in his 1993 Range Rover Classic!” Enough about my overly-inflated ego while driving the Range Rover; it’s also great for loading up with friends and heading out to dinner in style. This late Range Rover Classic just might be my favorite Land Rover. From its formidable driving height, I feel like I’m towering over all the other motorists on an imperial level. Like riding in a palanquin on the back of a pachyderm, I feel safe. All nonsequitors aside, the Classic’s timeless design looks “just right;” think of it as Goldylocks. The other night, I parked it in front of my Burlington condo and stood admiring it for almost five minutes. My neighbors must consider me mad. The Classic looks smart, and its exterior styling remained largely unchanged from its debut in 1970 till the end of its production in 1995! There’s no mistaking my Range Rover for any other SUV resembling a melted cough drop, in any parking lot. It is chock-full-of-amenities. I routinely appreciate it’s factory fitted 120-watt a/d/s stereo with 6-disc CD changer (and weatherband), walnut dash, heated windscreen, glass sunroof, puddle lamps in the bottoms of the doors, ABS, ETC, power windows (the three that work), power locks, and leather heated power seats (more on that later). One of my favorite luxuries is the auto-dimming rearview mirror; it perfectly cuts the glare from those bothersome HID headlamps. Its uprated suspension was genuinely put to the test the other morning as I swerved to avoid a motorist even less awake 31
- Page 1 and 2: Simply Irresistible TAH-TAH FORD
- Page 3 and 4: HEATERS A B C D E F (A) Genuine Smi
- Page 5 and 6: Dear Rovers North, Thanks to Les [P
- Page 7 and 8: ELECTRICAL / HELLA (A) Hella Rallye
- Page 9 and 10: visible in the ceiling and daylight
- Page 11 and 12: EXTERIOR / TIRE COVERS, MUD FLAPS,
- Page 14 and 15: OFF-ROAD / TRACTION MATS, FUEL CANS
- Page 16 and 17: OFF-ROAD / PROTECTION RECOVERY A (A
- Page 18 and 19: OFF-ROAD / PROTECTION A RNA7402 B R
- Page 20 and 21: So You Want To Buy a Defender So yo
- Page 22 and 23: SUSPENSION / PERFORMANCE SUSPENSION
- Page 24 and 25: SUSPENSION / PARABOLIC SPRING SETS
- Page 26 and 27: SUSPENSION / COMPETITION ACCESSORIE
- Page 28 and 29: SUSPENSION / COIL VONVERSION KITS C
- Page 32 and 33: than myself! The purposeful burble,
- Page 34 and 35: MECHANICAL / FOOTWELLS, WHELL CYLIN
- Page 36 and 37: MECHANICAL / CLUTCH MASTER CYLINDER
- Page 38 and 39: MECHANICAL / CV JOINTS, OIL FILTERS
- Page 40 and 41: MECHANICAL / EXHAUST SYSTEMS NRP PE
- Page 42 and 43: Land Rover Corporate Info 10-07 LAN
- Page 44 and 45: TAH-TAH FORD By Calef Letorney Just
- Page 46 and 47: A Swiss Army Knife at the Mid Atlan
- Page 48 and 49: Zak Ruck’s white P38 is sitting o
- Page 50 and 51: Employee Profile: A Look at Dirk Pa
- Page 52 and 53: BEHIND THE STEERING WHEEL By Jeffre
- Page 54 and 55: BODY PANELS / DEFENDER 90, 110 NAS
- Page 56 and 57: BODY PANELS / DISCOVERY I 1994 - 19
- Page 58 and 59: Door, Wheel Carrier, Mud Flaps, Win
- Page 60 and 61: WIPER BLADES, ARMS & CAPS, MOTORS -
- Page 62 and 63: SIGHTINGS The Sightings Editor has
- Page 64: GENUINE PARTS - ACCESSORIES - EXPER