Description
It’s no secret that, for years, the team here at Duke of London has been a strong advocate for the P38 Range Rover. You could perhaps call us an unofficial owners’ club. Whilst the world flocked to the L322, we have stood firm in the belief that a good P38 is a great car. But it seems like these wonderful cars are finally getting their moment in the sun.
The launch of the P38 was always going to be a challenge. Replacing a car that had amassed a cult-like following that had been in production for nearly 25 years was no easy task. Whilst the styling in the period was berated, today it has aged with grace and elegance.
P38 styling evolved throughout production. Moving towards clear lenses, adding more aggressive styling tweaks and larger wheels throughout the years helped greatly. This car is the perfect example, a late production 2001 model, finished in Alpine white.
Apart from being a relatively uncommon colour, this car is special in that it was not only ordered as a Vogue, but also with the full-fat 4. 6-litre V8. The subtle blue-tinted clear glass shows just how airy cars used to be. The car sits on original alloys, but they’re now wrapped in BFGoodrich All-Terrain tyres.
Life with a Range Rover is equally about the interior. The P38 was the last Range Rover to use Connolly leather, and in this car, it features contrast piping. After all, if you haven’t got piping, something has gone wrong. The seats are heated, and the interior is bathed in light thanks to a full-functioning sunroof. The car was optioned from new with satellite navigation and cruise control, and the green-backed dials show it has covered just 95, 860 miles from new.
Throughout production, you could order your P38 with a variety of engines, but none were more special than the 4. 6-litre V8. The last mass-production variant of the seminal Rover V8. In this, one of its largest guises, it produced 218bhp and 407nm of torque. Paired with a 4-speed ZF automatic and Land Rover’s legendary off-road engineering, it’s capable of exploring just about anywhere you point it.
A common failure point for P38S is the air-suspension system. Whilst by today’s standards not overly complex, it was costly to repair in period, and many cars were converted to run on coil springs. Thankfully, this car retains its air-suspension system, which, like the rest of the car, has been carefully maintained.
Alongside the predictable standard servicing, the car has had a cost of underbody and mechanical renovations. In late 2024, over £5, 000 was spent replacing most of the braking system with new calipers, discs, pads, and ABS pump, as well as powder-coating underbody components. The underside was then ice-blasted to remove years of build-up grime and prevent future corrosion.
And then, in late 2025, the car was fitted with a full set of new shock absorbers, front radius arms, uprated polyurethane bushes, CV axles, height sensors, and a replacement air conditioning condenser. The car’s condition today is a testament to the servicing, repairs and preventative maintenance it has undergone throughout its life, whilst many P38’s have been left to deteriorate, for this car, that is not the case.
As with all our vehicles, an entire digital folder is available upon request and contains more images, walk-around videos, and scans of the service history. The car can also be viewed by appointment at our West London showroom.
