Land Rover Used-Car Inspection Before Buying: Range Rover (L322/L405)

Range Rover overview and L322/L405 generations

The Range Rover is a unique vehicle that blends executive-level comfort with genuine off-road capability. From the third generation onward (L322 body, 2002–2012), Range Rover moved to a unibody structure without a separate ladder frame. The L322 body uses a mixed construction: many panels are aluminium (hood, wings, doors) while the underlying structure is steel, which contributes to the high kerb weight — roughly 2.4–2.7 tonnes depending on version.

Suspension is independent: front double lower arms (MacPherson-type layout) and rear multi-link. Both axles use electronically controlled air suspension with adjustable ride height from approximately 221 to 296 mm. Permanent four-wheel drive combined with a low-range transfer case is a core Range Rover feature across generations.

Range Rover generations in brief

• ☝Range Rover L322 (third generation, 2002–2012). Developed under BMW ownership, which influenced its technical base. Early L322 models used BMW engines — a petrol V8 4.4 (286 hp, M62) and a straight-six turbo diesel 3.0 (177 hp, M57). These powertrains were also used on BMW X5, and BMW 5/7 Series of the same era (usually with only minor calibration differences). Gearboxes were 5-speed automatics: ZF 5HP24 for petrol and GM 5L40-E for diesel. From 2005, after Land Rover moved under Ford, the Range Rover received Jaguar-based engines: naturally aspirated V8 4.4 (305 hp) and supercharged V8 4.2 (396 hp), plus a new diesel V8 3.6 (271 hp, Ford/PSA development). The transmission shifted to the 6-speed ZF 6HP26. Terrain Response arrived with modes for different surfaces. In 2009, a second facelift introduced newer petrol V8 5.0 units (375 and 510 hp for Supercharged) and a larger 4.4 TDV8 diesel (313 hp). The 4.4 diesel adopted the 8-speed ZF 8HP70, while the 5.0 petrol retained an updated 6-speed automatic.
• ☝Range Rover L405 (fourth generation, 2013–2021). JLR made a big leap: the L405 uses a fully aluminium monocoque, cutting weight by around 420 kg versus the L322 — roughly a 15% reduction, improving both performance and efficiency. The L405 features second-generation air suspension and Terrain Response 2 with automatic mode selection. Engines included petrol V8 5.0 (510 hp in top spec), V6 3.0 Supercharged, diesels V6 3.0 (249–275 hp) and V8 4.4 (339 hp). All versions used an 8-speed ZF automatic. Hybrid variants also appeared. In short, the L405 combines advanced tech (adaptive suspension, extensive safety systems) with the brand’s signature capabilities.

Design summary: since 2002, Range Rover has been a unibody SUV with extensive aluminium usage, permanent 4WD with low range, air suspension, and very rich equipment. With each generation, electronics and comfort increased, while the vehicle remained a true off-roader with lockers and dedicated off-road functions. A well-spec aluminium Range Rover can feel like an executive sedan on the road and still behave like a capable 4x4 off-road — thanks to the lighter body, smart suspension and sophisticated traction systems.

History and parts interchangeability

Range Rover’s history is closely tied to changes in ownership, which explains why you will find components shared with BMW, Ford and Jaguar. This creates real opportunities for parts interchangeability — in some cases, certain assemblies are identical to parts used on vehicles from these brands. Below are practical examples of what can overlap.

As you can see, the early “German heritage” of the L322 often makes BMW-sourced parts a practical option. For example, on some early Range Rover III cars, brake calipers are even cast with a BMW logo — which is why people sometimes joked it was an “X5 in an expensive suit.” Many electronic modules (ABS, climate, infotainment) can be closely related to BMW hardware and differ mainly in coding/firmware.

After 2005, when Jaguar/Ford powertrains arrived, overlaps with Jaguar became more realistic too: Jaguar AJ-V8 petrol engines are closely related to those used in Jaguar XJ/XK of the same era, while the ZF 6HP26 6-speed automatic was used on Land Rover, Jaguar and even some BMWs. Within Land Rover, unification is common across models: for instance, air suspension compressors and valve blocks are similar between Range Rover, Range Rover Sport and Discovery 3/4. The Ford period also brought surprising benefits: certain small components (e.g., some motors and sensors) can be replaced with less expensive Ford equivalents without sacrificing quality — provided the specification is correct.

✔️ Key weak points: body, engine, electronics and more

Range Rover’s complex engineering and rich equipment also explain the list of typical weak spots. Let’s go through the most common problem areas: body and corrosion, engines, electrical systems, transmission, air suspension and 4WD components.

❗Body and corrosion

Despite aluminium panels, certain L322 areas can still corrode. Typical pain points include rear arches and the tailgate. Rear wheel arch lips can develop bubbling under the paint over time. Fully avoiding this is difficult in harsh climates, but proper rust protection and periodic touch-ups can slow it down. The L322 tailgate is steel and can rust heavily — water gets inside and causes blistering and paint lifting along the lower edge. There is no “magic fix”: often the only real solution is proper bodywork prep and repaint.

On the L405 (2013+), the body is aluminium, so classic red rust is not typical, but galvanic corrosion may occur around chips down to bare metal. Owners also note clearcoat peeling on some trim elements. In general, the body is durable, but inspect paintwork carefully — especially door bottoms, wings, arch edges and the tailgate frame area. Body repairs on a premium SUV are expensive: rust/paint correction and repainting can cost thousands of euros.

❗Engine and ancillaries

Each generation has its own typical issues. Early L322 models (2002–2005) with BMW engines often reflect classic BMW patterns. The M62 petrol V8 is not famous for being trouble-free: crankcase ventilation valve failures, frequent oil leaks from gaskets/seals, and on high mileage, even cylinder scoring (which can mean oil consumption). The M57 diesel is generally tougher, but in a heavy Range Rover it can feel underpowered (0–100 km/h around ~14 seconds), which increases load during overtakes. Partly for that reason, 5-speed automatics of that era often have a limited lifespan around 150–200k km (ZF 5HP24 and GM 5L40). The good news is that these gearboxes are well known and repairable, with parts and specialists widely available.

After 2005, the situation improved. Jaguar petrol engines (4.4 and 4.2 Supercharged) are generally regarded as much better. They differ in details (e.g., the 4.4 uses variable timing), but both are considered robust: the 4.4’s phasers are not a frequent failure point, and the 4.2’s supercharger is typically long-lived. One common “small” issue is wear in the rubber coupler/damper in the supercharger drive; the 4.2 SC can develop a knock, usually solved with an upgraded isolator rather than replacing the entire unit.

The 3.6 TDV8 diesel (Ford/PSA AJD-V8) is also generally strong but has known recurring issues. First, exhaust manifold gaskets can burn out, causing a ticking noise and reduced power. Second, the turbo system: it’s sequential bi-turbo, and turbocharger failures are not rare. Often the smaller secondary turbo suffers first (wastegate, lubrication), but the main variable-geometry turbo can also seize. Turbo repairs are expensive. Another typical weakness is intercooler hoses: rubber boost pipes age and crack and need replacement. There are also known cases of leaks from the plastic thermostat housing — usually replaced as a complete unit.

Late L322 models (2010–2012) introduced powerful engines, but also new vulnerabilities. Jaguar AJ-V8 Gen III 5.0 (375 and 510 hp) tends to have two key weak points: water pump failures and timing drive wear. Cooling pumps can start leaking or making noise around ~60–80k km and require replacement. The timing chain system has plastic guides/tensioner rails that can degrade around 100–120k km. A typical sign is chain rattle on cold start. Later revisions improved parts, but many vehicles still benefit from preventive timing service, which can cost roughly €1,500–€1,800 depending on region and scope. On Supercharged versions, the supercharger drive damper can also wear, but it is usually manageable.

The 4.4 TDV8 (313 hp) diesel is more advanced with staged turbocharging, but it also brings additional complexity. On the main (large) turbo, variable-geometry mechanisms can stick or actuators can fail, causing underboost faults. On the small turbo, oil drain issues can lead to oil starvation and failure. Specialist shops often address these without full replacement (cleaning geometry, repairing actuators, updating oil lines). Another known issue is oil cooler/filter housing leaks; cracks typically require replacing the complete assembly rather than just seals.

❗Electronics

Land Rover’s “glitchy electronics” reputation did not appear out of nowhere. Early L322 years saw many electrical gremlins — from parking sensors to suspension control. Over time, many weak points were improved, but one recommendation still applies: test every electrical feature carefully. Age-related failures include parking sensors, door lock actuators, door wiring looms, and pixel issues on instrument displays (especially on early L322).

More serious failures can also occur: corrosion on CAN lines (sometimes due to moisture under carpets) can trigger chaotic errors across multiple systems. The battery is a key Achilles’ heel: even a slightly weak battery can produce a “Christmas tree” of warnings (Suspension Fault, HDC Fault, Transmission Fault, etc.) on start. During inspection, check system voltage and evaluate whether errors are genuine problems or caused by low power. Test climate control, all windows, sunroof, seat controls, mirrors, heating/ventilation and infotainment. Repairs are costly: for example, a seat cooling fan replacement can reach ~€300 with original parts.

❗Transmission and 4WD

As noted, early 5-speed automatics often had limited lifespan, while 6- and 8-speed ZF units generally perform better. A well-maintained ZF 6HP26/28 (2005–2012) can exceed 250–300k km without a rebuild. Occasional issues include selector/position faults (vehicle does not “see” Park and refuses to start) which can be repaired or the position sensor replaced. The ZF 8HP70 is typically even more robust; failures are rare and usually linked to aggressive use and lack of oil service.

4WD hardware is generally strong. Differentials and transfer cases can last a long time, though CV joints and propshafts can wear on high mileage (clicking on full lock, vibrations). Terrain Response systems are reasonably reliable, but height sensors and chassis sensors can age and trigger suspension/stability warnings. Another practical tip: exercise low range and diff lock (if equipped) once or twice a year even if you never go off-road — it prevents actuator motors from sticking.

Air suspension deserves special attention. Typical issues: leaking air springs (rubber cracks, often around ~100k km), compressor wear, and valve block leaks. If the vehicle sags on one corner after sitting overnight, suspect an air spring leak. A healthy system changes height quickly; slow or uneven lifting indicates compressor weakness or leakage. Repairs are not cheap — replacing one strut or compressor can be €500–€800+ depending on parts and labour.

❗Air suspension

Checking air suspension is mandatory: lift/lower speed, maintaining level after parking, no leaning, no compressor running constantly. If the car sags to one side overnight, a leak is likely.

✔️ Strong points: why owners love it

🔥 Top-tier comfort

Range Rover traditionally offers luxury and convenience comparable to executive sedans. The cabin features high-quality materials (leather, wood, metal), comfortable seats and a refined driving position. Air suspension provides a soft, “velvet” ride — even on large wheels, bumps are absorbed confidently. Noise insulation is excellent; the cabin remains quiet at motorway speeds. Many owners say that after a Range Rover, other cars feel less comfortable. In practice, to get a similar “living room on wheels” feeling in a newer premium car, you often have to spend significantly more.

🔥 Real off-road capability and technology

Land Rover’s strength is that even a luxury Range Rover can still behave like a true off-roader. Permanent 4WD, locking strategies, low range, long suspension travel and up to ~30 cm of ground clearance allow it to go places where many expensive SUVs should not. Terrain Response helps by adjusting drivetrain and chassis behaviour for mud, sand, rocks and snow. The capability envelope is impressive: deep-water wading in related JLR products can reach extreme figures, and Range Rover is in that league depending on configuration.

Unique solutions are part of the brand identity: Hill Descent Control, advanced traction logic, modern camera-based features, and dedicated towing/off-road modes. This makes the Range Rover more than a status crossover — it is a luxury SUV that can genuinely handle difficult terrain. Many competitors are either road-only or utilitarian inside; Range Rover aims to combine both worlds.

🔥 Status and presence

Range Rover has a strong status aura. Worldwide, it is associated with success and a certain lifestyle. It looks expensive, solid and instantly recognisable. But it is also a particular kind of status: it suggests the owner values luxury yet is not afraid of adventure. Many fans like its uniqueness — it feels like a distinct club rather than a mass-market “premium” SUV. That character and charisma are a big reason why some owners forgive reliability shortcomings.

🔥 Performance (in higher trims)

Depending on the engine, a Range Rover can be calm and effortless (diesels) or genuinely fast (Supercharged versions). A 5.0 Supercharged can reach 100 km/h in roughly 5.5 seconds — impressive for a 2.5-tonne vehicle — while still delivering a “royal” smoothness. Diesels like the TDV8 are not sports engines, but their high torque (often 600–740 N·m) makes everyday driving and towing feel easy. Fuel consumption is still reasonable for the size: figures around ~11–12 l/100 km in mixed use are often quoted for large diesel variants.

✔️ What to check before buying a used Range Rover

✔️ Land Rover computer diagnostics (Launch X431)

Beyond visual checks, a pre-purchase Range Rover inspection should include computer diagnostics. Use a professional scan tool that supports all Land Rover systems — for example, Launch X431. It can read not only engine faults but also all electronic modules: transmission, ABS/ESP, airbags, body control and more. Unlike basic OBD readers, Launch X431 provides access to service functions and live data across modules.

❓ What you can check with Launch X431

• 📜Read DTCs from all control units. This is the key step. Even if the dashboard shows no warnings, stored faults may exist in module memory. Common areas: engine (misfires, fuel trim, oxygen sensors), transmission, transfer case, suspension, communication issues between modules. Read all faults and interpret them correctly. Launch often displays a short description, but Land Rover-specific context matters. For example, an engine code may be caused by a simple vacuum leak, while a network code might be due to low voltage. Also note: some sellers clear faults before showing the car. Scan anyway — “ghost” faults can reappear. For each serious DTC, consider what the repair may cost. Some codes are minor (a rain sensor or interior lighting), but transmission or drivetrain faults can mean major expenses.
• 📜Live data: coolant temperature, boost/pressure, fuel trims, transmission parameters, air suspension values.
• 📜Air suspension: height sensor readings at each wheel, reservoir pressure and compressor activity. If the compressor runs constantly with little effect, leakage is likely.
• 📜Automatic gearbox: oil temperature, torque converter lock-up behaviour and (depending on module access) evidence of clutch slip or high adaptation values. Large corrections can indicate wear.
• 📜Active tests and service functions. You can trigger certain actuators (e.g., suspension compressor, transfer case actuator, ABS pump) to verify operation. Launch also supports service functions: reset intervals, ABS bleeding, throttle adaptation, air suspension calibration, and more. For pre-purchase checks these are not always required, but they are useful — for example, calibration attempts can help distinguish between a simple setting issue and a failing component.

✔️ Typical DTC examples and how to interpret them

In real inspections you often see combinations of faults rather than a single code. For example, if ABS/DSC/brake lights appear together, diagnostics may reveal a brake pressure sensor issue or a stability control module fault. The point is: codes must be interpreted with context.

💰 P0171 / P0174 (lean mixture)

These codes indicate the engine is running lean. Causes can be relatively minor — an air leak (cracked intake boot, vacuum hose leak) or a dirty mass airflow sensor. It can also be related to a weak fuel pump or dirty injectors. If P0171 and P0174 appear together, an intake leak is a common scenario. What it means: the car may still drive, but with reduced power and possible hesitation. It’s usually not an emergency, but it should be diagnosed soon — prolonged lean operation can increase exhaust temperatures and stress valves. Repairs are often manageable (hose replacement or MAF cleaning/replacement).

💰 P040D-00 (EGR / exhaust temperature sensor issue)

Often seen on Euro-5 diesels (e.g., 4.4 TDV8, 3.0 SDV6). It usually indicates an exhaust temperature sensor in the EGR area is giving an implausible signal, or EGR/DPF channels are soot-loaded causing abnormal temperatures. If there are no other symptoms, the car may be driveable, but you should check EGR/DPF condition. Sometimes replacing the sensor solves it; sometimes cleaning is required. Avoid ignoring it for long, because these engines can be sensitive to thermal stress.

💰 U0136 (lost communication with a differential/transfer case module)

U0xxx codes indicate communication loss between control units. U0136 often appears when the transfer case control module does not respond. It can be triggered by low voltage (weak battery) or CAN wiring issues. If the drivetrain behaves normally and there are no active drivetrain warnings, it may be a one-off event. Recommendation: clear and monitor. If it returns, investigate wiring/connectors and battery health. Not always urgent, but should not be ignored.

💰 P0783 (3–4 shift problem)

This code suggests the transmission detected abnormal slip or a delay during the 3rd-to-4th shift. It can point to clutch wear or a solenoid/valve body problem. Usually there are symptoms: a harsh shift, hesitation or staying in 3rd too long. Driving with it is not recommended, as it can worsen damage and lead to a full rebuild. A specialist gearbox shop should check adaptations, oil condition and hydraulic control.

💰 C1A13 (air suspension pressure/performance)

C1A** chassis codes relate to suspension/steering. C1A13 often means the EAS module cannot achieve target pressure or the compressor runs too long — typically due to leakage or a weak compressor. It can show as “Suspension Fault” and sometimes impose speed limits. The car may remain driveable, but the suspension can lock into a fixed height. Check for leaking air springs, valve block issues and compressor output. Moderate urgency: not catastrophic immediately, but prolonged driving with a faulty system can cause tyre wear and additional suspension stress.

💰 B1D17 (example: seat blower/heater motor fault)

B-codes relate to body equipment. B1xx faults often indicate non-critical comfort issues: seat ventilation/heating, audio, interior electronics. In this example, a seat cooling fan or heating element may have failed. It does not affect drivability; fix it if you want the option working, or use it as a negotiation point.

✔️ Conclusion: is a used Range Rover worth it and how to reduce risks

A used Range Rover is a choice for enthusiasts who understand what they are getting into. Yes, maintaining an older premium SUV is not cheap, and buying the cheapest example from an unknown seller often leads to expensive repairs. But if you approach the purchase correctly, you can get a unique vehicle for a reasonable budget.

Who a used Land Rover suits: drivers who value comfort, presence and off-road ability more than low running costs and absolute simplicity. This is a car for enjoyment, not for saving money. Many owners say that “older premium is for fans, not for showing off.” If you can invest time and resources, the Range Rover can reward you with a driving experience that ordinary crossovers do not offer.

How to reduce risks when buying a Range Rover

• Choose the newest, best-documented example you can afford. A 4–5-year-old L405 with a clear history is usually safer than a 15-year-old L322 bought purely because it is cheap. Later production years often eliminate earlier design weak points and usually have lower mileage. Budget may be higher, but risk is typically lower.
• Inspect with Land Rover specialists. A brand-experienced technician will notice what a general mechanic may miss. Sometimes hiring a professional inspector is worth it — a full check can include advanced diagnostics, paint thickness measurements and deeper engine evaluation depending on scope.
• Keep a reserve budget after purchase. Even with a thorough inspection, hidden issues can appear within weeks — a leaking radiator, a failing battery, a sensor that finally gives up. Plan at least 10–15% of the car’s value as a “stabilisation fund” after purchase.
• Do not delay maintenance. After purchase, replace fluids, filters and belts — even if the seller claims it was done. Start from a known baseline: fresh engine oil, correct gearbox fluid, fresh coolant. Range Rover does not tolerate skipped service well; many issues are caused by old fluids or clogged radiators.
• Use quality parts (not necessarily “dealer original”). Cheap no-name parts can cause repeat failures. However, as shown, many OEM-quality alternatives exist — the key is proven brands and correct spec. The goal is reliability, not a logo on the box.