A future classic? Range Rover L322: A BMW-engineered masterpiece ready for classic status

David Ross, Editor
Mon, 16 Mar 2026

A difficult birth can sometimes spell doom for an entirely new model, but the complicated circumstances of the third-gen Range Rover’s creation didn’t prevent it from becoming a real gem.

The second generation Range Rover, commonly known by its internal codename of P38A, owed a great deal to the 1970 original and the newly-installed BMW management were less than happy that the current range-topper was running around on a platform that was approaching 25 years old.

A planned refresh was ditched in favour of an all-new version, which would benefit from BMW knowhow and hardware as well as the Rover Group’s inside knowledge of what made the Range Rover special.

The biggest change had a transformative effect on how the L322 drove — finally ditching the separate ladder-frame chassis in favour of a monocoque. That meant a big step up in ride quality and much more dignified cornering, without sacrificing any of its legendary off-road ability.

Initial versions also got some choice picks from the BMW engine range. The unburstable M57 six-cylinder diesel unit was badged Td6, while petrol versions received the 4.4-litre M62 V8. Add in some period BMW electronics including the infotainment system and this was a Range Rover that felt light years ahead of its predecessor.

It also looked the part. An in-house design, it looked modern without throwing decades of heritage in the bin and retained the presence that made it such a desirable choice for the status-seekers.

That wasn’t the end of the story though. BMW sold Land Rover to Ford in 2000 and while development and launch was completed, by 2005 some of the BMW hardware began to be replaced by JLR, such as the 4.2-litre AJ-V8 petrol and AJD-V8 diesel.

But the proof was in the pudding and even today the L322 Range Rover feels special from behind the wheel. The imposing driving position, sublime comfort and quality interior deliver the feel-good factor in spades — stick a private plate on it and your neighbours will think you’re doing alright for yourself.

As an ownership prospect, it’s important to recognise that for all the efforts of BMW and Ford, this is still a Land Rover product. Skimping on maintenance will end in tears and an expensive paperweight. Find a good Land Rover specialist and make good friends with them, but if you keep on top of it, they can be well-behaved.

The petrol options are fun but tear-inducingly thirsty — a later diesel, ideally the 2010-on 4.4-litre TDV8 is the pick of the bunch. Gearboxes, electronics and the air suspension all need a thorough examination and if you can find one a car that hasn’t gone near anything deeper than a puddle is the way to go.

Prices are entirely down to how brave you are. There are plenty of examples for £1000 that will need work, but £3000 will get you a serviceable example that could be brought back from the grave with some effort. A late mint example in high-spec Autobiography or Westminster trim will set you back £20,000, so set your budget and be patient to get the best possible example.

Its replacement, the L405, took plenty of inspiration from the L322 and while it’s a wonderful machine, it’s still too new to be affordable and is even further removed from its humble roots. But the third-generation Range Rover is old enough to be affordable and fixable — but new enough to be civilised. It won’t be long before it’s considered as much of a classic as the original.