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Choosing a RangeRover Classic cont.Photo by Gordon Kalio“I find it perfectly maneuverable;it doesn’t seem like I’m driving a big car”Rovers North has owned three Range Rovers.“Our first Range Rover was a grey market, twodoor 1980 RHD with a Perkins Diesel. Sincethen, we’ve had an ‘88 and now I have a ‘93with 120,000 miles. I’ve never, ever brokendown. It’s been incredibly reliable. I drive mostlyon bad dirt roads, on icy roads or duringmud season, and it’s unbelievable. I find it perfectlymaneuverable; it doesn’t seem like I’mdriving a big car. I haul a lot of stuff - farm feed,garden supplies, and the dogs travel with meeverywhere. I know the gas mileage is not terrificbut the car is so versatile.”Prospective Range Rover owners now ben -efit from the fact that the Rangie was not oftenthe only car in the stable, so they tended to havelow mileage. If the Range Rover was the onlycar, it often accumulated highway mileage - theeasiest on a drivetrain. A beneficial financingtrend coincided with Range Rover importation -the growth of leasing. Most leases came withmileage penalties if annual driving exceeded 12-15,000 miles a year. Usually, clauses also calledfor additional charges that encouraged adequatemaintenance. All of this means that there are agood number of well-maintained, good condi -tion Range Rovers on the market.Range Rovers are exquisite designs whosetautness and solidity can lull the typicalAmerican owner into neglecting necessary maintenance,and fool the inexperienced mechanic.Inadequate preventative maintenance likelymeans you will pick up the tab after your purchaseof the car. So look for a car whichincludes a maintenance history. Talk to the previousowner to determine where the mainte -nance was performed. Remember, maintenancetakes time and attention. If someone promisesthat your oil change and fluid check should takeonly 30 minutes, you’ll only get thirty minutes ofattention - and that’s not enough for qualitywork. Look for a car that’s been maintained by aLand Rover dealer or by a reputable servicefacility experienced with Land Rovers.Pete Van Schaack of the 4 x 4 Center,Williston, VT, says “don’t buy one sight unseenunless it’s been tested and approved by an expe -rienced and authorized dealer or shop.” DaveSangerhausen of Rovers North agrees and rec -ommends that you “ask to see the maintenancehistory if the Rover was dealer serviced. Goodservice is vital for Range Rover owners. I have76,000 miles on our ‘94 LWB, and I haven’t hadto do anything to it other than routine maintenance.I’ve not had any electrical problems, norany system problems of any sort. It has an unbelievableamount of room in the back seat, andwe can get our one-year old, Jack, in and out ofthe back seat with ease. We tow a 15’ traveltrailer, but I’ve also towed other larger trailerswith it. With its length, brakes, and power, itsphenomenal when it comes to towing.”All US market Range Rovers started withthe same basic engine, the tried and true 215cubic inch V-8. It began in 1987 at 3.5 liters,grew to 3.9, 4.0, and later, 4.2 liters. Everyonehas their favorites and preferences among theRange Rover engines. The V-8 has proved to beas durable as the classic 2.25 liter Series fourcylinder,but with a lot more power and smoothness.Rovers North has worked on engines routinelywith over 150,000 miles and no apparentweaknesses. High mileage engines need regularoil changes, every 3,000-4,000 miles, to assurelongevity. Have a compression check and leakdowntest performed to assess the condition ofvalves, piston rings, and cylinder bores. Smalloil leaks at the main seals and valve cover arenot uncommon, but warrant your attention.Discuss the results of these tests, and of yourother findings, with the staff at Rovers North tohelp you judge the best buy for your needs.Similarly, other systems have provendurable over the long haul. The automatic transmissionshave proven quite dependable. These,too, benefit from proper routine maintenance,which would include the changing of the transmissionfluids and filters. The transfer cases andswivel ball assemblies can be prone to leaks;determine the level in each by crawling underneaththe car, opening the cases, and stickingyour fingers in to determine fluid levels. Lowlevels are an indication that the car has not beenwell maintained. The hypoid oil in the axles,transfer cases, and swivel balls should be darkand clean, not milky (a sign of water) or gritty.While you’re examining the front end,check the power steering box for leaks; youmight need to replace the seals. Look carefullyat the front tires for signs of uneven tread wearthat could mean loose tie rods, front end misalignment,or other front end problems. All canbe repaired, but they should also affect the finalprice! The coil spring suspension of the RangeRover provides a superb ride, and with theclever axle design, great off road performance.However, springs can wear and your shouldcheck the car for level. The suspension bushings,rubber pieces that sit between the variousrods and arms, will deteriorate with time andallow the axles to shift slightly when underway.If, when you drive the car, it feels a bit squirrely,make clunking noises under gear changes, youmay find cracked bushings underneath the car.Try turning the wheels side to side and watchthe car body; does it move when the car is notin motion? Again, you might have bad bushings.Once replaced, the handling of the Range Rovercan feel transformed.The Range Rover braking system worksvery well, but four wheel disc brake systems areinherently more expensive than the Series drumand shoe setup. Look not only at the brakes inoperation, but also at the condition of therotors. Have they been scored and turned? Arethey thick enough to last another turning? Again,preventative maintenance of the previous ownercan save you money in the long run.The Range Rover has more steel piecesthan the Series Land Rover, and some RangeRover parts seem to corrode more than anyonewould like. The rear lift gate seems the mostprone to rusting; rocker panel pieces can rust,too. Check the wheel wells, front and rear, andthe door jamb in the rear door latch area, carefullyfor any corrosion; also. Replacement partsare easily available, but as prices of RangeRovers rose, they drag parts prices up withthem. Recognize that Range Rovers have alwaysresided at the premium end of the new car pricespectrum, and that parts replacement costs willbe higher than lesser vehicles.Pete Van Schaack of the 4 x 4 Center inWilliston, VT, said “that customers often ask usto help them find ‘94 -’95 models, which willcost them between $10 - $15,000. If at an auction,we can’t drive the cars, then we look forsigns of body damage, crawl underneath andlook for leaks. We’ll run the engine, listen fortransmission and driveline clunks, looseness intie rods, swivel balls and wheel bearing. Onolder cars, we also check that you can lock thecenter differential; often, people never usedthem. We have people who will drive into ourshop for a repair in the winter and haven’tlocked the center differential, even in a snowstorm.Also, on air spring models, we listen forthe compressor running while the car is underway;if you can hear it, there may be a leak inthe system.”Prices for Range Rover Classics now reston par with prices for restored Series vehicles,and reside well below those for Defender models.Discussions with Land Rover Centresrevealed that 1987 - 1989 models will fetchfrom $4,000 - $8,000 at the dealer; those priceswon’t let you buy a new Kia or Daewoo SUVassumingyou wanted one at all.Unique Range Rover models have a follow -ing all their own; the ‘89 Hunter, with its lessplushinterior and unique exterior markings,will fetch a higher price. The ‘91 Great DivideEdition also has a unique following.An online search of “Blue Book” prices forthe SWB [short wheelbase] models suggestedthe following prices:Year Private Sale Dealer Retail1990 $5,038 $6,1751991 $6,344 $7,6311992 $7,330 $8,6271992 $7,952 $9,4241993 $9,273 $10,8301994 $11,102 $12,6881995 $13,703 $15,549These prices assumed reasonable mileageand good condition cars; prices will be slightlyhigher for low mileage, LWB or special editionmodels. Some enthusiasts prefer pre-’91 modelsbecause they lack the Boge air suspension systemsand have coil springs all around.Since Range Rovers, particularly those after1991, found themselves in competition with lux -ury cars that were stuffed with amenities, theRange Rover came filled with verydelightful accessories and comfortableaccouterments. From power windows to heatedseats to ABS and air suspension systems. thecomplexities of these Range Rovers mean thatyou have to pay attention to the condition ofthese systems. Try each and every one of them;while they’re ruggedly constructed, they’re notinexpensive to replace. Make certain they allwork before you consider a purchase. Also,many first owners preferred not to work ontheir cars themselves, and that some non-func -tional systems lacked only some TLC; the RoversNorth BBS and other Internet sites are filled withstories of Range Rover repairs completed withjust a wire brush, patience and elbow grease.The value of Range Rover ownership isintensely personal, but it’s hard not to fall forthe engineering, style and immense competenceof the vehicle. The sales success of the RangeRover in the US means there are plenty of RangeRovers for sale. Mike Smith of East Coast Roversays “they can be as tough as a Series truck; Ibought an well-maintained ‘87 with 100,000miles, and I proceeded to put on 35,000 milesof no-maintenance, on and off road driving. Isold it to an owner in Chicago where it’s still inuse. Be careful, though, not to jump into a luxury4 x 4 and assume that it will have Chevy partsand repair prices. If you’re willing to do maintenancework yourself, you can really enjoy yourRange Rover.” Pete Van Schaack of the 4 x 4Center notes that “there are many Range RoverClassics in daily use in Vermont. We have hundredsthat come in for routine maintenanceevery year.” In summary, be fussy and particularand you’ll reward yourself with an elegant,rugged vehicle that will transport you for a longtime with great delight.© 2001 Rovers North Inc • 1319 VT Route 128, Westford, Vermont 05494-9601, USA • 802.879.0032 • e-mail rovers@together.net • www. r o v e r s n o r t h . c o m
Camp Rover,missed the introductory off-roading session onThursday, April 5, which gave novices thechance to learn about vehicle preparation, thebasics of off road driving and vehicle recovery,and a trail ride. Although Steve’s Defender 90with its Tdi Rovers North conversion kit ransmoothly the entire trip, we wanted the rest aftera long week of work. As Rovers North technicalsupportstaff, it would be a genuine treat to meet someof the many people we spoke with or emailedregularly - and we didn’t want to fall asleep onanyone.We chose to camp close to the event, butothers chose cottages or more luxurious accom -modations at the Smoke House Inn. Event coordinatorDave Cagle and Administrator StacySmith had packaged quite a bountiful feast oflunches and dinners; we never went hungry. Oh,did I mention the very anti-Vermont weather?To encourage everyone tolearn about their Land Roversand take them off road, Cagleand his off road advisory teamof Michael Boggs,Charlottesville, VA, Dan Nutkis,Ronnie Reed and GregThompson, Nashville, TN, andChris Velardi, Hamden, CT, createdtrails that matched the dri -vers’ and vehicles’ capabilities.Level I trails rarely neededfour wheel drive, while Level IItrails offered moderatelydemanding stream beds andmud holes. Both were ideal forstreet vehicles with normal tiresin good condition. Level IIItrails provided the likelihoodthat you would get stuck and recommendedwinches and underbody protection, such as skidplates. “Deep mud holes” and “arduous rockclimbs” were the rule. Level IV trails requiredrear air lockers, modified suspension and recommendedunderbody protection. Level V trailswere “the most demanding” and requiredwinches, front and rear air lockers, aggressive33” + off-road tires and modified suspensioncontinuedSteve Dick and his 1994 Defender 90.with at least a 2” lift. While all LandRover vehicles were capable of participatingat Camp Rover, your specificdriving experience and vehicle setupdetermined which trails were right foryou.Wisely, the organizers insisted on asafety check of each vehicle.Rovers without a factory hardtopwere required to have a roll bar,and the usual front/rear recoverypoints, tow straps, CB radios,good tires, brakes and seat beltswere also looked over by thescrutineers. Virtually every vehiclewas a coil-spring Rover;only one Series (Series III) andone FC 101 Radio body partici -pated in the event. Enthusiastscame from as far away assouthern California and as close by as Virginiaand Georgia.We poked around the off road instructionalsessions on accessories, beginning off roading,and advanced off road techniques, and then latein the morning, joined the 30 car group thathad signed up for Levels IV and V. Dan Nutkis,Nashville, TN, led our group on a serious hardcoretrail. Steve did most of the driving while Edjumped off, taking photos and helping spot cars.The toughest sections were the creek beds,where a complete trust in your spotter wasrequired to climb some very difficult sections.Greg Jevne, the founder of Safari Gard,drove his heavily modified Defender 90 [with a4.6 Rover engine] just ahead of us; while hisRover was a wonder to watch, we were delightedwith how well the 300 Tdi coped with the difficultterrain. There were many times when wecould just idle up hill when others had to reallyhit the accelerator. In fact, during one steepdescent, withour Defender 90using onlyengine braking,someone askedSteve if his brakelights wereworking - noone couldbelieve just howslow a Defendercould go!With ahigh number ofvehicles in ourconvoy, and with the challenging conditions wefaced, it took us a while to return to the basecamp and a sumptuous dinner. The food andconversation by the bonfire were well worth thewait, and we slept well that night. For the adventuresome,after dinner entertainment includedthe Night Navigation Course. Participants weregiven GPS coordinates and sent on their way insearch of Land Rover parts hidden in the woods.The points earned would count towards theoverall Rover Trophy, awarded at the close ofthe event to the winner of this section, the trialscourse and special task sections to be held onSunday. Lacking a GPS, we choseto sleep instead.On Saturday, we assistedTom Collins with his advanced offroad instruction segments onwinching and air lockers, andthen set off to join 20 Rovers in aLevel III trail day. The fun part ofthese trails was the water cross -ings. We seemed to ford streamsall day, and even found a mudholefor play. We resembled a herd ofelephants cooling ourselves off inthe mud! The ride went very welland we stopped only for anothergreat box lunch.We had to leave on Sundaymorning so we missed the trailscourse and the awarding of prizes and the RoverTrophy. It’s been reported that the coveted cupwent to Michael Boggs and his son,Charlottesville, VA. Along with other Land Rovercompanies, Rovers North provided a Jackall andgift certificates and prizes for distribution; con -gratulations to Dennis White, Boston, MA, andKelly Shinn, Roanoke, VA for winning the giftcertificates. Our trip back, which included anovernight stay in Pennsylvania, went withoutincident and the 300 Tdi ran flawlessly. Wecruised at an average of 70-75 mph even with acar top tent ballooning like a sail throughout thetrip. Even with this impediment, we were able tohave a range of 300 miles per tank. Of course,all semblance of Spring ended as weapproached New England. Camp Rover USA wasa terrific event and the organizers are planninganother in September, 2001. For information,write or call: Camp Rover USA, 3200 West EndAvenue, Nashville, TN 37203 (615-783-1727),or e-mail them at info@camproverusa.com. Theevent web site is www.camproverusa.com .One Safari,K i d ’s Size,continuedbeach, snorkelingandswimming.One day wechased anoctopusunderwater,andit keptavoidingus.OnLadd Olson, ourintrepid correspondent, takes a breakduring his rain forest expedition.our vacations, I found Land Roverseverywhere. There’s even a Land Roverdealer on the island, although it sells manydifferent brands of cars, too. One day, inthe town of Basseterre, we went to arestaurant called “Ballyhoo,” which was onthe second floor of this old building. It wasstrange; most of the restaurants are on thesecond floor, with shops on the first floor.We looked out over this square that wascalled “The Circus” in the center of town. Iwas sitting and waiting for my dinner whenI saw a Land Rover. My mom said, “you’dbetter get busy taking pictures for Jeff.” Itook out my camera and got to work.Then, one day, I joined Greg Pereira,the owner of Greg’s Safaris, a company thattook you to the rain forest in Land Rovers.I found out that Greg has 4 other LandRovers. He has a 1980 Series III petrol 109(hard covered pick up), two Defender110’s - one 1996 petrol with a regular“tray” on the back, and the other 1998diesel high capacity “tray” at back. Thefourth one is a 1994 Defender 130.We had a wonderful day. I rode aroundin a Defender 130 quad cab pickup, andthere were little benches in the back. It wascool. We went up the side of the mountaininto the rain forest, and then walked up therest of the way. The rain forest was likewalking through my woods here, except allthe plants were different. I sampled somenuts that we found on the forest floor, andit tasted like a banana. Later, we drove to aplace at a canyon, where the winds getchanging. It felt like the canyon was breathing.We started at 8:00 am, and then wesaw some aboriginal drawings. We saw oneof those Indiana Jones boulders, in themiddle of canyon. It was at least 30 feethigh! Sadly, it was the site of a terrible massacreof the aborigines by Spanish soldiers.I loved riding around and seeing all theLand Rovers. I’ve always wanted one. Ithink they’re cool. Hey, Mom and Dad - it’swhat I want for my 16th birthday.[Greg’s Safaris pioneered eco-tourism onSt. Kitts in 1986. This island native hasalways used Land Rovers for his tours.His Rovers are outfitted by Ken andJonathan Slavin [Quest, Ltd.],Lincolnshire, England, the exporters forthis part of the Caribbean. For moreinformation on Greg’s Safaris, visit theirweb site at www.skbee.com/safaris, oremail him at g-safari@caribsurf.com. -ed]© 2001 Rovers North Inc • 1319 VT Route 128, Westford, Vermont 05494-9601, USA • 802.879.0032 • e-mail rovers@together.net • www. r o v e r s n o r t h . c o m
Page 1: Camp RoverBy Ed Aldrich and Steve D
Page 7 and 8: Trek to The T rains[Mike Smith, War
Page 9 and 10: A Wheat FieldMechanic GoesD i e s e
Page 11 and 12: The coveted Rovers North Sightings
Page 13 and 14: Ignition Key , continuedburst into
Page 15: Land RoverS n a p sThe Rovers North

Camp Rover

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