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P38 RANGE ROVER (1994 – 2002)

Range Rover P38A P38 was the factory building number in which this Range Rover started as a new project, though its official title is Second Generation Range Rover. Range Rover 2 was laced with electronic systems. It introduced the CAN-bus network which linked electronic systems throughout the vehicle so they could communicate and co-ordinate the various system activities.
There were teething troubles which were handled by Land Rover and its dealerships, but when vehicles moved out of warranty and were serviced and repaired elsewhere, much of the garage trade was unprepared for the P38’s complex systems and repair procedures. Vehicles were incorrectly repaired, introducing further faults and giving the P38 an unfair reputation for poor reliability.
Today, the systems are understood, indeed they are relatively simple compared to current vehicles, and so a properly maintained and repaired P38 is not only a dependable vehicle, but a superb flagship of its day that is a practical and luxurious form of transport now. Buy a good one, look after it, and it will last well. The P38 rides on beam axles located on a separate chassis with electronic air suspension providing ride quality and ride height options at the flick of a switch.


The P38 was the first Land Rover to have electronic control over all vehicles systems and it suffered an undeserved poor reputation in its early days.
As it moved away from main dealer servicing, many non-specialist garages did not fully understand the functioning and repair procedures for the vehicle. Chassis geometry was improved over the Range Rover 1, and the V8 engines were uprated and their capacity increased to provide a 4.0-litre and a 4.6-litre (longer stroke) option. Diesel power was the BMW (who owned Land Rover then) 2.5-litre six-cylinder turbo unit.
Transmission was via a four-speed auto box on the V8s with a five-speed manual available for diesels. Naturally, the Range Rover has superb off-road ability, though few of them ever left the tarmac.



There is nothing to fear from the BMW diesel, but if buying a V8 check the cooling system is in good order, including during a test drive that’s long enough to
bring the temperature gauge to working level and to see it stays there. Ask questions about coolant depletion and, if there is any doubt, look elsewhere.


It’s all good. Air suspension and other problems are usually the result of these vehicles having been run on a shoe string. They were expensive machines to buy, and nothing has changed. To successfully run a P38 is going to cost more than for a Discovery or Defender. It’s simply a matter of ensuring everything works, quietly, and that it handles correctly and has a reasonable service history.
Check the vehicle sits level on its suspension after standing. If not, an air spring or valve may be leaking. Air springs and their separate dampers are easy to replace. Try the ride height switch to check the compressor has the power to raise the vehicle from lowest height to off-road height in a few seconds.
In the cab, check the many switches and controls work, and try all aspects of the air conditioning system. Run the air con and play with the temperature controls to confirm the air blend motors which mix chilled and heated air work correctly. Replacement is expensive in labour time.


Body and paintwork was good, even though more steel was introduced on this model. Check the lower area of the rear tailgate and rear arches for corrosion and try to get a peep down the front inner arches and bulkhead, though they aren’t very accessible. If you smell coolant in the footwells, the heater O-seals have failed and, although cheap, replacement is a long job.


The chassis is good, too. As ever though, give it a good check over and if necessary, have it cleaned and wax protected after buying.


This isn’t a vehicle that attracted modifications, but there are many with accessories fitted which need to be assessed according to individual taste. Some vehicles have been converted from air to coil springs, usually
to avoid the cost of diagnosing and replacing worn components. Note that optional large diameter alloy wheels with low profile
tyres can spoil the handling and comfort for some drivers.


Fantastic value for money, and already gaining classic appeal. Diesel is dependable and reasonably economical for a large vehicle, though it isn’t fast.


Stay clear of any V8 which appears to have any form of engine cooling problem. It may be minor, or it may need a new engine block, and a new owner is only likely to find out after buying the car and investigating the problem. Large diameter road wheels (optional or aftermarket) with low profile tyres make the P38 twitchy to drive and uncomfortable to ride in. Some examples look dated, depending on colour as much as condition.


4.0: 4-litre V8 petrol, 185 bhp,
235 lb-ft torque.
4.6: 4.6-litre V8 petrol, 225 bhp, 277 lb-ft torque.
2.5: 2.5-litre six-cylinder turbo diesel, 134 bhp, 199 lb-ft torque.
R380 manual or ZF four-speed auto, permanent four-wheel drive.


Project/trade: £300 – £800
Average: £800 – £2300
Good: £2300 – £3700
Excellent: £3700 – £7000

Range Rover P38A
Last updated: 30th Aug 2016
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Range Rover P38 for sale

Range Rover P38
2995 5995 GBP
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