Land Rover Discovery: Catch It While You Can
Can't stretch to £65K for a top-spec Discovery 5? Why not pay a tenth of that for the original?
But it's also proving popular with buyers, too - and that's before any of them have had the chance to drive the thing. 5,000 have put down orders already, half of which for the top-spec version, which means there's a good chance the first Disco 5 you see on the road will be fairly chintzed-up, and an even greater departure from its roots.
Of course, when the Discovery was first introduced in 1989, you didn't have to look too hard to find the 4x4 buried beneath. Plush it was not; indeed, while the Disco was rather more comfortable than the venerable Defender, that really didn't take much, and its cloth seats and rubbery plastics made it considerably more utilitarian than the palatial Range Rover - or, for that matter, the Discovery of today.
Nevertheless, the first Disco felt considerably more modern than anything Land Rover had yet produced, in every way. Inside, the Sir Terence Conran-designed fascia was attractive and user-friendly; the huge glasshouse and rooflights made the interior airy and light; and to drive, the Discovery was comfortable and car-like.
Despite this, its credentials in the rough stuff were beyond doubt. Not for nothing did it take over from the Defender as the team vehicle on the Camel Trophy challenge the following year, a position it held until it was usurped by the Freelander in 1998. Among people who used them daily, the Discovery quickly gained a reputation for providing almost as much go-anywhere ability as its golden oldie stablemate. This, in other words, was a car that lived up to the mantle of 'the best 4x4xFar'.
If you're looking at these pictures thinking "Actually, I quite fancy one of those", we wouldn't blame you. Early, pre-facelift cars have aged incredibly well, and with so few remaining, they're starting to look rare enough to be considered bona fide classics. And while there are still too many of the post-1994 facelift examples still around for the same to be said about them, they're worth considering too, if nothing else for the myriad improvements they brought.
Don't expect a speed machine, mind; even the V8 takes a leisurely 10.8 seconds to hit 60mph, chugging a gallon of fuel every 16.5 miles while doing so (or more if you're toeing it). Ouch. Less apocalyptic fuel consumption can be had with the TDi model, though you'll have to live with 60mph taking well over 17 seconds to turn up.
Live with the performance, though, and the original Disco is shaping up to be quite a desirable future classic. Its shape is instantly recognisable, the design cues it laid out still feature on the latest model. And because it was designed to be so, it's still very usable, too.
Which to buy? Well, if you're investing, the early pre-facelift cars are the most desirable. High-mileage examples can still be had for under £2,000, while even the best shouldn't set you back more than £6,000. Find an early three-door, or an example with one of the delightfully blocky decal packages fitted, for true period charm.
However, if you plan to use your Disco, whether on-road or off, the extra toys, more modern interior and lower price of the post-facelift models make them the ones to have. This leather-lined V8 with just 56,000 miles on the clock - a rarity in a Disco of this age - can be yours for a shade over three grand, while a sub-100k example can be had for well below the £2,000 mark.
While post-facelift cars will probably hang around at these prices for a while longer, the pre-facelift examples almost certainly won't. Cars of such substance and significance, and whose styling is very much of its time, almost always end up shooting up in value, and there's precedent in the form of early Range Rovers.
The one caveat is that rust is still claiming Discos, and keeping it at bay is a reasonably continual task. So even if you find one that's in good nick now, you'll probably have to spend a bit on it at some point to keep it that way. But do so and it'll soon be a rare old thing; the chances are it'll repay you as the numbers dwindle and the values rise. And that's one thing you won't be able to say about the new Discovery for many a year.
Other than that, interesting read.
I've spent some time in desert locations and although the Japanese offerings were always the preferred choice (due to far better reliability) the original disco really was a far more capable machine when the going got really tough.
200tdi, it was slow but loped along in a great wollowy manner. The steering was as slack as you could imagine and the transmission was meaningfully agricultural. It made a great, rattly, unsuppressed 200tdi noise in the way direct injection diesels used to. Amazingly I averaged nearly 45mpg on several long journeys, measured from fill up to fill up, so genuine.
Used as a second car it took me on trips to Scotland, Cornwall and into Europe including a couple of times to Le Mans loaded up with bikes and gear. I was support truck to boys in the cars, which was fun for the first 25 miles until a puncture halted proceedings and the bottle jack was found to be buggered. Had to unload the thing on the hard shoulder of the A14 and several of us needed to 'assist' the bottle jack to keep it in the air long enough to change the wheel. Confidence was fragile for the other 800 miles of the trip!
On another memorable trip I was in remote Scotland at about midnight and the rear wheel bearing collapsed. 25 miles of slow but seriously grinding progress to reach humanity finished the job off. Cue total rebuild of now welded wheel bearing.
Good fun though, even used it as a weekend plaything in the quarry, although I was careful not to destroy it. Certainly a lot of laughs over many weekends covered in mud.
But my god it cost some money to keep running. Despite the 200tdi being claimed to be bulletproof and the engine unabused from new the crankshaft broke (fortunately in the hands of the garage when they were running it to the MOT station). I decided it was good enough to be a keeper and agreed with the garage to replace it with a genuine (on their insurance). Had the broken crank tested to find out why it had gone, and the new one tested before it went in for piece of mind. No issues.
Within a few thousand miles, the replacement crank had also fractured (this time in my hands). Put it down to bad luck and opted for another replacement - this one sold at discount by the previous crank supplier after a debate about the initial one being faulty...
All went well for a couple more thousand miles, when the tell-tail bottom end grumbling an power loss happened again. A third fractured crank.
I had to abandon it and recover it later, in the mean time having a stern word with myself about pouring good money after bad. So resolved to sell it. By now, MOT was just about done and it wouldn't drive but the body, interior and general look of the thing was still great so fine for parts I thought.
First buyer came along with a screwdriver, poked a hole in the floor, identified terminal rust in all the hidden spots and made his offer.
So, it was towed away and left my life. It cost more in repairs over the couple of years than I paid for it. Still miss it.
Other than that, interesting read.
I've spent some time in desert locations and although the Japanese offerings were always the preferred choice (due to far better reliability) the original disco really was a far more capable machine when the going got really tough.
Matt
I always assumed it followed the tried and tested LR approach of a ladder frame with mainly aluminium body?
Steel body inner frame, roof, inner wings etc.
Aluminium panels for the rest.
My V8 auto had been in the family for 15 years - never broken down and does all that I need.
Charmingly simple compared to modern 4x4 vehicles.
Easy for my mechanic to fix and if a part wears out, just replace it (tons of used spares available).
When bits go rusty - just chop them out and weld new metal in.
Does 18mpg on petrol (which is fine) and with a full stainless system and tubular manifolds it sounds lovely.
Head says Disco, heart is screaming Defender. Don't know what to go for
Head says Disco, heart is screaming Defender. Don't know what to go for
Disco I think would cost more to run and not hold its value as well
Defender has better ground clearance
If you wade in a defender it doesnt matter as there are no carpets etc .. in a disco it would be a mess
Pay more and get a defender!
I still love them, and would have another (will have another) when I fancy it.
Of course, that isn't to say they were the most reliable vehicles I have ever owned, though fortunately they aren't too much of a challenge to work on.
£6,000 though? That seems steep.
Disco I think would cost more to run and not hold its value as well
Defender has better ground clearance
If you wade in a defender it doesnt matter as there are no carpets etc .. in a disco it would be a mess
Pay more and get a defender!
Your entirely right about the 'coo' factor though, nothing quite beats a straight piped 90 with wide arches and some fat BFGs, you just don't get that with a Disco, although a camel specced bobtailed Disco does come close.
HOWEVER
Most for-sale have been flogged-to-death by people unwilling to spend ANY money on them - almost all are bodged and bent and ready for a major overhaul or the scrapheap.
Hell, given their value who'd sell a working one?
I always assumed it followed the tried and tested LR approach of a ladder frame with mainly aluminium body?
Don't buy Discos unseen on Ebay, kids...
One factor here is that being a premium product, they are expected to last longer - not many 'regular' cars from the mid-late 90s or even early 00s are rust-free at this point??
One factor is that they're not as-well protected from the factory as they could be and not reprotected when they should be. Another is that mixing metals is a BAD idea - steel and aluminium do not like being put together - something not-so-well understood when this was designed?
When you put cars onto lifts every day, you quickly realise that EVERYTHING rusts - I had an Alhambra last week, 99/00 model, absolutely and completely rotten to the extent that lifting it would have separated it into 2 cars (even jacking-it was sphincter-clenchingly horrible)
Don't buy Discos unseen on Ebay, kids...
(Strange how the cills are absolutely shot, yet the bottoms of the A and B pillars look OK...)
Mine reached 17 years old before the MIG welder made an appearance, which is probably not too bad.
Fortunately the rot was very localised – just needed chopping out to clean metal and new pieces welding in.
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