A $45,000 used 2018 Range Rover sits in the same showroom as a $90,000 used 2024 Range Rover. The cabins look almost identical at a glance. The badge is identical. The depreciation curve says one is twice the bargain.
The reliability data says one of them is a bargain and the other is a mistake.
The federal NHTSA complaint database goes back to the L322 (2003) and tracks every owner-filed complaint by year, by engine code, and by component category.
Every other “most reliable Range Rover” article on the web is built on owner-survey aggregation, dealer anecdote, or repair-shop hearsay.
Key Takeaways
- 2023-2025 L460 is the strongest used-market proposition. 59 NHTSA complaints across three model years, brake-system theme, P400 inline-six the volume engine. CPO program adds warranty extension.
- 2020-2022 late L405 is the value-versus-risk balance point. The 3.0L Ingenium I6 (P400 family) appears with 37 total complaints across three model years, a meaningfully cleaner pattern than the supercharged V6 and V8 era it replaced.
- 2018-2019 mid-late L405 is acceptable with a thorough PPI. 5.0L V8 AJ133 generates 26 complaints in 2018 then drops to 3 in 2019. The lineup matured but the supercharger and air suspension still merit inspection.
- 2014-2017 L405 is the avoid range. 2015 alone generated 218 complaints across the V8 (120) and V6 (98). 2017 generated 230 across multiple engines. Steering and air-suspension issues dominate.
- 2009-2012 late L322 is the avoid range at the bottom of the used market. 2011 spiked 81 complaints on the 4.4L V8. Transmission issues defined the generation.
- Engine choice matters more than year choice once you cross generations. The 5.0L V8 supercharged was the highest-complaint engine in the L405; the 3.0L I6 Ingenium is the cleanest engine across both L405 and L460.
- CPO program is worth the premium on any used Range Rover past 2018. The extended warranty addresses the failure modes most likely to surface after 50,000 miles.
How We Ranked Them
The ranking pulls from one dataset.
The National Highway Traffic Safety Administration’s complaint database covers every consumer-filed safety and reliability concern across the US-market vehicle fleet. Federal reporting on the dataset is mandatory for manufacturers.
The complaints are categorized by component: engine, transmission, brakes, suspension, steering, electrical, body, fuel system, safety systems, and other. Each complaint is tagged with the affected model year and the engine code.
The Weekly Driver’s Range Rover reliability index aggregates these complaints into engine-specific and year-specific views.
The ranking that follows weights three factors.
First, complaint volume normalized by model years on the road. A 2015 model year that produced 120 complaints in a single year ranks worse than a 2024 model year that produced 4.
Second, component category. Steering and air-suspension complaints carry more weight than infotainment complaints because the repair cost is higher and the safety implication is bigger.
Third, engine code within the model year. A 2018 Range Rover with the 5.0L V8 supercharged is a different reliability proposition than a 2018 Range Rover with the 3.0L V6.
The dataset has limits.
Owners of newer vehicles have not yet surfaced late-cycle failure modes.
The L460 is three years on the road and the trajectory looks clean. The comparable point in the L405 lifecycle (2015) was generating complaint counts that did not predict the next seven years.
Complaints are also self-reported and concentrated among owners motivated to file. Six-figure-SUV owners may file at different rates than mid-market owners, which complicates cross-segment comparisons.
Where the data is clear (large complaint volume in a specific year and engine code), the ranking trusts it. Where the data is thin, the ranking flags the uncertainty.
The Ranked List
| Rank | Years | Generation | Recommended Engine | Used Pricing |
|---|---|---|---|---|
| 1 | 2023-2025 | L460 (current) | 3.0L I6 P400 mild hybrid | $80,000-$130,000 |
| 2 | 2020-2022 | L405 (late) | 3.0L I6 Ingenium (AJ120P6) | $30,000-$100,000 |
| 3 | 2018-2019 | L405 (mid-late) | 5.0L V8 AJ133 with PPI | $25,000-$50,000 |
| Avoid | 2014-2017 | L405 (early-mid) | n/a | $14,000-$40,000 |
| Avoid | 2009-2012 | L322 (late) | n/a | $7,000-$15,000 |
| Used pricing approximate, varies by trim, mileage, condition, and region. Cross-reference Cars.com, Autotrader, and Kelley Blue Book before any buy. |
Rank 1: 2023-2025 L460
The current generation is the strongest used proposition.
The full L460 dataset shows 59 NHTSA complaints across three model years. The P400 inline-six accounts for 23 of them. The V8 splits 28 across the early N63-derived unit (20) and the later S68-derived unit (8).
The 2023 launch year produced 14 complaints on the I6 and 20 on the V8. Both engines stabilized by 2024 to single-digit counts.
The recommended engine is the 3.0L mild-hybrid inline-six (P400). It is the volume engine on the SE trim, has the cleanest complaint distribution across the lineup, and is the only engine that carries forward from the late L405 with a comparable longitudinal record.
The V8 is acceptable on 2024+ model years (the BMW S68-derived unit) but not on the 2023 model year (the earlier N63-derived unit, which generated 20 complaints in a single year). Skip the early V8 in the used market.
CPO program from JLR adds warranty extension and is recommended on any used 2023+ buy.
Rank 2: 2020-2022 Late L405
The late L405 is the value-versus-risk sweet spot.
The 3.0L Ingenium inline-six entered the L405 lineup in 2020 and ran through 2022 before carrying forward into the L460 in 2023.
Across three model years it generated 37 NHTSA complaints.
That is the engine to seek on a late L405. It is the same fundamental engine as the L460’s P400, just packaged in the prior chassis. The chassis itself is more conservative than the L460 (less digital, more mechanical), which some long-term owners actually prefer.
Used pricing on this range runs $30,000 to $100,000 depending on trim and mileage, which puts it well below the L460’s used floor and within reach of buyers shopping with $70,000 to $90,000 to spend.
The air suspension is the soft spot. L405 air-suspension hardware was revised multiple times across the generation, and the late L405 is post-revision, but the hardware still has a service profile.
Budget $1,500 to $3,000 within the first three years of ownership for air-spring or compressor work on any L405 past 60,000 miles.
Rank 3: 2018-2019 Mid-Late L405
The mid-late L405 is acceptable with a thorough PPI.
The 5.0L V8 supercharged (AJ133 code) generated 51 complaints across 2018 to 2021, with most concentrated in 2018 (26). 2019 generated only 3 complaints on the same engine. The 3.0L V6 supercharged variants generated lower counts across the same years.
Used pricing here drops to $25,000 to $50,000, which is the price tier where Range Rover ownership becomes accessible to buyers who could not consider the late L405 or the L460.
The buy is sensible with a thorough PPI. The major risk categories are air suspension, supercharger components (on the V8), and timing-chain wear on the 3.0L V6.
Skip any 2018 or 2019 example without complete service records. The hardware is sufficiently complex that an undocumented maintenance history is the strongest red flag in this price tier.
Avoid: 2014-2017 Early-Mid L405
The early-mid L405 is the avoid range.
2015 generated 218 complaints across the supercharged V8 (120) and V6 (98) alone. 2017 generated approximately 230 across multiple engines, with 72 of those on the 5.0L V8 and 42 on the diesel Td6. Steering and suspension dominated both years.
These vehicles trade at $14,000 to $40,000 used, which looks like a bargain on the sticker. The repair budget that erases the discount is the first major steering rack failure, air-suspension overhaul, or supercharger rebuild.
The exception is a buyer who can perform their own diagnostics and repairs, who has a documented service history showing the major failure modes already addressed (steering rack replaced, air-spring overhaul completed, supercharger inspected), and who is buying for under $30,000.
For most buyers, the rule is straightforward. Skip 2014 to 2017. Move up to 2018 or 2019 and pay the premium for the meaningfully better complaint profile.
Avoid: 2009-2012 Late L322
The late L322 is the avoid range at the bottom of the used market.
The 4.4-liter V8 generated 576 complaints across the L322 generation, with 211 of those transmission-related. The 2011 model year spiked to 81 complaints on its own. 2010 generated 57, and 2012 generated 43.
These vehicles trade at $7,000 to $15,000, the least expensive entry point into Range Rover ownership available.
The complaint profile that defines this range is transmission failures, electrical gremlins, and the kind of body-electrical issues that turn a $15,000 SUV into a $40,000 SUV after the first major repair.
The buy is reasonable only for an enthusiast with a parts supplier, a competent shop relationship, and a tolerance for being the first stop on the way to a flatbed.
Per-Year Complaint Trajectory
The most useful view of this dataset is the year-by-year complaint count within each generation.
| Year | Generation | Total Complaints | Top Engine (Complaints) |
|---|---|---|---|
| 2025 | L460 | 6 | P400 I6 (5) |
| 2024 | L460 | 21 | P530 V8 NC11 (7), P550e PHEV (6) |
| 2023 | L460 | 36 | P530 V8 NC10 (20), P400 I6 (14) |
| 2022 | L405 (late) | 14 | 3.0L I6 AJ20P6 (11) |
| 2021 | L405 (late) | 15 | 5.0L V8 AJ133 (12), P400 I6 AJ120P6 (12) |
| 2020 | L405 (late) | 32 | P400 I6 AJ120P6 (12), 5.0L V8 AJ133 (10), 2.0L PHEV (10) |
| 2019 | L405 (mid-late) | 11 | 3.0L V6 AJ126 (8), 5.0L V8 AJ133 (3) |
| 2018 | L405 (mid-late) | 42 | 3.0L V6 AJ126 (16), 5.0L V8 AJ133 (26) |
| 2017 | L405 (mid) | 230+ | 3.0L V6 SC (40+30), 5.0L V8 SC (72), Td6 (42) |
| 2016 | L405 (mid) | 168+ | 3.0L V6 SC (28+14), Td6 (28), 5.0L V8 (30) |
| 2015 | L405 (early) | 218+ | 5.0L V8 SC (120), 3.0L V6 SC (98) |
| 2014 | L405 (early) | 80+ | 5.0L V8 SC (24), 3.0L V6 unknown (50) |
| 2013 | L405 (launch) | 53 | 3.0L V6 unknown (50) |
| 2012 | L322 (late) | 43 | 4.4L V8 |
| 2011 | L322 (late) | 81 | 4.4L V8 (transmission cluster) |
| 2010 | L322 (mid) | 57 | 4.4L V8 |
| 2003 | L322 (launch) | 127 | 4.4L V8 (BMW-sourced launch cluster) |
| NHTSA complaint counts by model year, sourced from the TWD reliability index. Some years aggregate counts across multiple engine codes within the L405’s parallel-powertrain era. |
The L322 had a disaster launch (127 complaints in 2003), recovered mid-cycle, and spiked again in 2011 on transmission issues.
The L405 had a moderate launch (53 in 2013), exploded in 2015 (218+) and 2017 (230+) on supercharged-engine and steering issues, then meaningfully improved from 2018 onward.
The L460 launched at 36 (lower than L405 launched at 53 in raw count, with more nuanced engine distribution) and dropped to 21 in 2024 and 6 in 2025.
The 2015 and 2017 L405 spikes are the avoid years. The 2003 L322 launch is the worst data point in the entire Range Rover federal record.
Engine-by-Engine: Buy and Avoid
Engine choice matters more than year choice once a buyer crosses generations.
Buy: 3.0L Ingenium Inline-Six (P400 family, AJ120P6 / AJ120P6H)
This is the cleanest engine in the entire Range Rover catalog. It debuted in the L405 in 2020 (12, 12, 2 complaints by year), carried into the L460 in 2023 (14, 4, 5 complaints by year), and shows the classic declining-launch-year pattern on both chassis.
Volume engine, mild-hybrid configuration, 395 horsepower. Available across both generations in the 2020-2025 model year range. Used market identifies this engine on the build sheet or by the P400 designation.
Buy with PPI: 3.0L V6 Supercharged AJ126
The 2018-2019 V6 (AJ126 code, supercharged 380 hp) generated 24 complaints across two model years. Acceptable on a used L405 in the $25,000 to $40,000 price tier with a documented service history.
Acceptable: 5.0L V8 AJ133 Supercharged (2018-2021)
The late-L405 V8 supercharged generated 51 complaints across four model years, with 2018 (26) the heaviest and subsequent years lower. The supercharger and timing chain are the major service items on a high-mileage example.
Avoid: 5.0L V8 Supercharged LEV2 / LEV3 (2014-2017)
The early-L405 V8 supercharged generated 144 complaints in two NHTSA engine codes (most concentrated in 2014-2015), plus another 102 in a related code spanning 2016-2017. Steering was the dominant component category. This is the worst engine in the L405’s parallel-powertrain lineup.
Avoid: 3.0L V6 Supercharged (2014-2017)
The early-L405 V6 supercharged generated 240 NHTSA complaints across 2014-2019, with the highest density in 2015-2017. Same steering and engine-issue cluster as the V8 of the same era.
Avoid: 4.4L V8 (L322, 2003-2012)
The L322’s primary engine generated 576 complaints across ten model years, with 211 transmission-related. The 2003-2004 launch was especially bad. Every example past 100,000 miles carries meaningful repair risk.
Pre-Buy Inspection Checklist
The PPI is the difference between a successful used Range Rover buy and a flatbed call.
Eight items belong on every Range Rover PPI regardless of generation, engine, or year.
1. Air suspension full-cycle test. Engage Off-Road mode, Highway mode, and Normal mode at standstill. All four corners must rise and lower smoothly without warning lights, audible compressor strain, or uneven corner heights.
An L405 past 80,000 miles with air-suspension complaints in its history is at meaningful risk of compressor or air-spring failure within 12 months.
2. Pivi Pro (L460) or Touch Pro Duo (L405 late) responsiveness. Cold-start the SUV, immediately interact with the infotainment screen, and verify no boot-time freezes or display blanking.
Pivi Pro thermal failures on the L460 are real on the current model. Verify the screen does not run hot and the display does not flicker.
3. Panel gap and door alignment. Check the alignment of all four doors, the hood, the tailgate, and the front fender to bumper joint. L460-era body-panel-bonding recall (23V872) affected structural integrity; a poorly aligned panel can indicate prior damage or unrepaired recall work.
4. All four corners climate-control function. Three-zone climate is standard from the L405 forward. Verify cold air on the driver, passenger, and rear zones independently. A failed rear evaporator on a 2017 L405 runs $1,800 to $2,500 to repair.
5. Maintenance records from a JLR dealer or qualified independent shop. The strongest red flag on a used Range Rover is undocumented maintenance history. Any seller who cannot produce dealer or qualified-independent service records on a $50,000+ used Range Rover is the wrong seller. Walk.
6. Timing chain inspection on the 3.0L V6 supercharged. The 2014-2017 supercharged V6 has timing-chain wear as a known failure mode. Past 70,000 miles, verify chain replacement or budget $4,000 to $6,000 for the service.
7. Surround camera and parking sensor function. The L460 rearview-camera recall campaigns (24V947 water ingress, 24V678 NFSM overheat) describe complete display failure. Verify the rearview camera produces a clean image and the 3D surround camera renders without flicker or display drop.
8. Sunroof drain inspection. Clogged sunroof drains route water into the headliner, into the cabin, and onto the dashboard electronics. Pour water carefully into each sunroof drain channel with the door open and verify it exits underneath the vehicle. A failed drain past warranty creates four-figure repair bills.
None of these items requires a JLR dealer. Most can be performed at a competent independent shop with the seller’s permission. The PPI cost is $200 to $400; the failures it surfaces commonly run four figures or more.
Verdict: Three Budgets
Under $50,000 used. 2018-2019 L405, V6 AJ126 or V8 AJ133, complete service records, post-PPI. The buy works for an owner who accepts the air-suspension and timing-chain risk and budgets accordingly. Skip earlier L405 years even at $30,000.
$50,000 to $90,000 used. 2020-2022 late L405 with the 3.0L Ingenium I6, or a used early-L460 (2023) with the P400 I6. The Ingenium-equipped late L405 is the value pick; the early L460 is the long-term pick. Both are reasonable five-to-seven year buys with extended warranty.
$90,000+ used. 2024 or 2025 L460 with the P400 I6 or the S68-era V8. JLR CPO program adds warranty extension. The buy is rational for a buyer who values current technology and decade-plus ownership horizon.
Across all three budgets, skip 2014-2017 L405 and late L322 entirely.
The savings on these year ranges look attractive on the sticker. The repair budget that the savings funds is the failure mode that retired the prior generation’s reputation. The dataset says don’t.
Bottom Line
The most reliable Range Rover years available on the used market are 2023 to 2025 (L460), followed by 2020 to 2022 (late L405 with the 3.0L Ingenium I6), followed by 2018 to 2019 (mid-late L405 with the V6 AJ126 or V8 AJ133, post-PPI).
Avoid 2014 to 2017 L405. Avoid 2009 to 2012 late L322. The repair budget on these years erases the used-market discount.
The 3.0L Ingenium inline-six is the cleanest engine across two generations and seven model years. The 5.0L V8 supercharged is the highest-complaint engine in the catalog. The 4.4L V8 in the L322 era is the avoid baseline.
A thorough PPI separates a successful used Range Rover buy from an expensive lesson. Skip the seller who cannot produce service records. Bring the eight-item checklist.
Frequently Asked Questions
What is the most reliable Range Rover year?
Per current NHTSA complaint trajectory, 2024 and 2025 L460 are the cleanest years on the road. 2024 produced 21 complaints across the lineup and 2025 produced 6.
The sample is still maturing. The early data is the strongest in any Range Rover generation at the same point in lifecycle.
Which Range Rover year should I avoid?
2015 and 2017 L405 are the worst-data-point years in the entire Range Rover record. 2015 alone generated 218 complaints across the supercharged V8 and V6 engines. 2017 generated 230 across multiple engines with steering and air suspension dominating.
The late L322 (2009-2012) is the second-worst tier, with 81 complaints in 2011 alone.
Are 2023+ Range Rovers more reliable than older ones?
Yes per the NHTSA complaint trajectory. The L460 (2023-2025) has generated 59 complaints total across three model years, a per-year rate roughly one-quarter of what the L405 produced at the equivalent point in its lifecycle.
The brake-system theme replaced the L405’s steering-rack issues. The air-suspension hardware has been revised to a meaningfully cleaner complaint pattern.
What is the worst Range Rover year ever?
2003. The L322’s launch year produced 127 NHTSA complaints across the BMW-sourced 4.4-liter V8 with transmission failures the dominant cluster. Within the L405, 2015 generated 218+ complaints and 2017 generated 230+, both higher than the L322’s launch year on a comparable model count.
How many miles will a Range Rover last?
A well-maintained Range Rover commonly runs 150,000 miles. Disciplined owners reach 200,000. The complexity of the air suspension, turbocharged engines, and electrical systems means maintenance adherence matters more than chassis architecture. A neglected example hits its first major repair early; a maintained one outlasts the warranty by a comfortable margin.
Should I buy a CPO Range Rover?
JLR’s Approved Certified Pre-Owned program meaningfully de-risks a used Range Rover. The warranty extension covers the failure modes most likely to surface between 50,000 and 100,000 miles.
The premium versus a private-party buy at the same mileage is often worth it, particularly on a 2018-2022 vehicle where the original factory warranty is exhausted or close to it.
Is the 5.0L V8 Range Rover reliable?
It depends on which year and engine code. The 2018-2021 5.0L V8 AJ133 supercharged generated 51 complaints across four model years, with 26 in 2018 and the remainder distributed across 2019-2021.
The earlier 5.0L V8 supercharged in 2014-2017 generated 246+ complaints across two engine codes and is the highest-complaint engine in the L405 lineup. Buy the 2018-2021 V8 with PPI. Avoid the 2014-2017 V8.
What is the most reliable Range Rover engine to buy used?
The 3.0L Ingenium inline-six in its mild-hybrid form (P400 designation, NHTSA codes AJ120P6 and AJ120P6H).
It appears in the late L405 from 2020-2022 with 37 complaints across three model years and carries forward into the L460 from 2023 onward with 23 complaints across three more model years. Cleanest engine in the catalog.
Where can I see Range Rover reliability data by year and engine?
The Weekly Driver’s Range Rover reliability index shows NHTSA complaint counts by generation, engine code, and component category.
Cross-links to L460, L405, and L322 generation-specific pages let a buyer compare a specific used candidate against the broader dataset. The full reliability index covers 1.5 million federal complaints across the US-market fleet at theweeklydriver.com/reliability. A dedicated 2026 Range Rover reliability deep dive covers the L460’s federal data in detail.
This buyer’s guide draws on NHTSA complaint data via The Weekly Driver’s reliability tooling. Current-generation observations were informed by a 2026 Range Rover SE SWB P400 press fleet vehicle. Land Rover provided the vehicle for this review with a full tank of gas.
Full data available at JLR’s official Range Rover page and the TWD Range Rover reliability index.
Article Last Updated: May 14, 2026.