Business Car trailblazers Range Rover L322
The L322 Range Rover defined the model as we know it now, being more of a luxury car than an off-roader.
Martyn Collins
It is difficult to replace an icon, and having been on-sale for 27 years, Land Rover finally pulled the trigger, and superseded the first-generation Range Rover in 1994. That second-generation car, called the P38, was developed under British Aerospace and as with new Rover models, there were budgetary constraints, which stood out when the finished product was compared to rivals. Also, there was criticism from press and owners alike about the styling, that didn’t stand out in the same way the original did. Shortly after the P38’s launch, BMW took over the company and the German management quickly realised the second-generation Range Rover would not last as long as the original. So, updates were quickly shelved, other model replacements were put on hold and development of an all-new Range Rover began, which would go on to be the third L322 generation. Designed to be more of a luxury car rather than a classier off-roader, this Range Rover was developed from the off to use BMW petrol and diesel straight-six engines. Outside, it was a return to original Range Rover styling cues, with the large glass area, boxy panels, and split tailgate – but with modernised items such as the distinctive head and taillights with their circular detailing. Inside, with all the leather, plus wood or aluminium trim, the focus was on opulence, but the look was modern and like nothing we’d seen on a Range Rover before. Like first-generation New Mini and the Rover
75, the L322 Range Rover had an awkward birth thanks to BMW pulling out of Rover ownership and eventually selling Land Rover to Ford. Despite this, like the Mini when it was launched, the response from press and buyers was very positive. With this car compared against luxury saloons of the time – largely down to the BMW input into the car. It wasn’t until early 2002 that I managed to prise the keys for both petrol and diesel versions from the press office, back-to-back, both in HSE trim. The diesel, a 3.0-litre straight-six turbo, boasted 272hp and while it was smooth and
willing – performance felt leisurely. Still 30mpg was possible, and the slower performance gave us more time to appreciate the interior design and the premium look and feel to the leather and wood. As you might expect, the 4.4-litre V8 was the charismatic of the two engines with 286hp. The interior might have been impressively appointed and refined, but the V8 growl was just about audible when extended – with 60mph arriving in just 8.7 seconds. You can’t defy gravity, and the Range Rover has always been a tall car, and as such there was some body roll in corners. But the L322’s monocoque construction and independent air suspension made for the best-driving Range Rover yet. Take it off-road and it was as capable as ever.
Going back to the interiors of these cars, with this Range Rover having so much in common with BMW models of the time, quality and technology felt a major step up from the previous P38.
2005 saw the L322 receive a major facelift, mostly to remove all the BMW-sourced bits, with the diesel engine being replaced by the Ford-PSA 2.7-litre TDV6 diesel and the petrol with the Jaguar-sourced 4.2 V8 in naturally aspirated or supercharged flavours. There were further tweaks to the mechanicals, infotainment and styling until the all-new fourth-generation L405 Range Rover arrived in 2012, which in turn has just been replaced by the L460 which we’ve driven, with the first drive on P37.
You can now pick up an L322 Range Rover for as little as £2,500, with prices of second- generation P38 models also on the rise. But it’s the L322 that defined the modern Range Rover and deserves credit for that.
50 | May 2022 |
www.businesscar.co.uk
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