Land Rover For Sale

Land Rover Series From Wikipedia, the free encyclopedia Jump to: navigation, search This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (July 2007) Land Rover Series Manufacturer Land Rover Production 1948–1985 Assembly Solihull, England Successor Land Rover Ninety & One Ten Class Off-road vehicle Layout FR layout/All wheel drive The Land Rover Series I, II, and III (commonly referred to as "Series" Land Rovers, to distinguish them from later models) are off-road vehicles produced by the British manufacturer Land Rover that were inspired by the US-built Willys Jeep. Land Rover says that 70% of these vehicles ever made are still in use today—a claim first made in the 1992 brochure and repeated many times since, being much publicised when cited by Richard Hammond of the BBC's Top Gear. Series models feature leaf-sprung suspension with selectable two or four-wheel drive, the Stage 1 featured permanent 4WD. Contents 1 Development 2 Series I 3 Series II 4 Series IIA 5 Series IIA Forward Control 6 Series IIB Forward Control 7 Series III 8 Stage One V8 9 1 Ton 10 Australia 11 Military 12 Minerva 13 See also 14 References 15 External links [edit] Development The Land Rover was conceived by the Rover Motor Company in 1946 during the aftermath of World War II. Rover's usual products were luxury cars which were not in demand in the immediate post-war period and raw materials were strictly rationed to those companies building construction or industrial equipment, or products that could be widely exported to earn crucial foreign exchange for the country. Also, Rover's original factory in Coventry had been bombed during the war, forcing the company to move into a huge "shadow factory" it had built during the war in Solihull near Birmingham to construct aircraft. This factory was now empty but starting car production there from scratch would not be financially viable. Several plans for small, economical cars were drawn up, but all would be too expensive to produce. Maurice Wilks, Rover's chief designer came up with a plan to produce a light agricultural and utility vehicle, of a similar concept to the Willys Jeep used in the war, but with an emphasis on agricultural use. He was possibly inspired by the Standard Motor Company, who faced similar problems and were producing the highly successful Ferguson TE20 tractor in their shadow factory in Coventry. More likely, he used his own experience of using an army-surplus Jeep on his farm in Anglesey, North Wales. His design added a power take-off (PTO) feature since there was a gap in the market between jeeps and tractors (which offered the feature but were less flexible as transport). The original Land Rover concept (a cross between a light truck and a tractor) is similar to the Unimog, which was developed in Germany during this period. The first prototype had a distinctive feature—the steering wheel was mounted in the middle of the vehicle. It hence became known as the "centre steer". It was built on a Jeep chassis and used the engine and gearbox out of a Rover P3 saloon car. The bodywork was hand-made out of surplus aircraft grade aluminium, mainly an aluminium/magnesium alloy called Birmabright, to save on steel, which was closely rationed. Paint was also in short supply, resulting in the first production vehicles making use of army surplus green paint. The first pre production Land Rover's were being developed in late 1947 by a team led by engineer Arthur Goddard.[1] Tests showed this prototype vehicle to be a capable and versatile machine. The PTO drives from the front of the engine and from the gearbox to the centre and rear of the vehicle to allow it to drive farm machinery, exactly as a tractor would. It was also tested ploughing and performing other agricultural tasks. However, as the vehicle was readied for production, this emphasis on tractor-like usage decreased and the centre steering proved impracticle in use. The steering wheel was mounted off to the side as normal, the bodywork was simplified to reduce production time and costs and a larger engine was fitted, together with a specially-designed transfer gearbox to replace the Jeep unit. The result was a vehicle that didn't use a single Jeep component and was slightly shorter than its American inspiration, but wider, heavier, faster and still retained the PTO drives. The Land Rover was designed to only be in production for 2–3 years to gain some cash flow and export orders for the Rover Company so it could restart up-market car production. Once car production restarted, however, it was greatly outsold by the off-road Land Rover, which developed into its own brand that remains successful today. Many of the defining and successful features of the Land Rover design were in fact the result of Rover's drive to simplify the tooling required for the vehicle and to use the minimum amount of rationed materials. As well as the aluminium alloy bodywork (which has been retained throughout production despite it now being more expensive than a conventional steel body due to its ideal properties of light weight and corrosion resistance) other examples include the distinctive flat body panels with only simple, constant-radius curves (originally used because they could be cut and formed by hand from aluminium sheet on a basic jig) and the sturdy box-section ladder chassis, which on Series vehicles was made up from four strips of steel welded at each side to form a box, thus cutting down on the complex welding operations required when making a more conventional U- or I-section frame. [edit] Series I Series I Production 1948-1958 Body style(s) 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup Engine(s) 1.6 L I4 (1948-1951) 2.0 L I4 (1950-) 2.0 L diesel I4 (1957-58) Transmission(s) 4 speed manual Wheelbase 1948-1953: 80.0 in (2032 mm) 1954-1956: 86.0 in (2184 mm) (SWB) 1948-1956: 107.0 in (2718 mm) (LWB) 1957-1958: 88.0 in (2235 mm) (SWB) 109.0 in (2769 mm) (LWB) Length 132.0 in (3353 mm)/140.5 in (3569 mm) (SWB) 173.5 in (4407 mm) (LWB) Width 61.0 in (1549 mm) Height 73.5 in (1867 mm) Land Rover entered production in 1948 with what was later termed the Series I. This was launched at the Amsterdam Motor Show. It was originally designed for farm and light industrial use, and had a steel box-section chassis, and an aluminum body. Originally the Land Rover was a single model offering, which from 1948 until 1951 used an 80 in (2,000 mm) wheelbase and a 1.6 litre petrol engine producing around 50 bhp (37 kW; 51 PS). The 4-speed gearbox from the Rover P3 was used, with a new 2-speed transfer box. This incorporated an unusual 4-wheel drive system, with a freewheel unit (as used on several Rover cars of the time). This disengaged the front axle from the manual transmission on the overrun, allowing a form of permanent 4WD. A ring-pull mechanism in the driver's footwell allowed the freewheel to be locked to provide more traditional 4WD. This was a basic vehicle, tops for the doors and a roof (canvas or metal) were optional extras. In 1950, the lights moved from a position behind the grille to protruding through the grille. From the beginning it was realised that some buyers would want a Land Rover's abilities without the spartan interiors. In 1949 Land Rover launched a second body option called the "Station Wagon", fitted with a body built by Tickford, a coachbuilder known for their work with Rolls-Royce and Lagonda. The bodywork was wooden-framed and had seating for seven people. Tickford was well equipped in comparison with the standard Land Rover, having leather seats, a heater, a one-piece laminated windscreen, a tin-plate spare wheel cover, some interior trim and other options. The wooden construction made them expensive to build and tax laws made this worse — unlike the original Land Rover, the Tickford was taxed as a private car, which attracted high levels of Purchase Tax. As a result, fewer than 700 Tickfords were sold, and all but 50 were exported. Today these early Station Wagons are highly sought after. In 1952 and 1953 the petrol engine was replaced with a larger 2.0 litre I4 unit. This engine was "siamese bore", meaning that there were no water passages between the pistons. During 1950 the unusual semi-permanent 4WD system was replaced with a more conventional setup, with drive to the front axle being taken through a simple dog clutch. Around this time the Land Rover's legal status was also clarified. As mentioned above, the Land Rover was originally classed as a commercial vehicle, meaning it was free from Purchase Tax. However, this also meant it was limited to a speed of 30 mph (48 km/h) on British roads. After an appeal to the Law Lords after an owner was charged with exceeding this limit, the Land Rover was classified as a "multi-purpose vehicle" which was only to be classed as a commercial vehicle if used for commercial purposes. This still applies today, with Land Rovers being registered as commercial vehicles being restricted to a maximum speed of 60 mph (as opposed to the maximum 70 mph (110 km/h) for normal cars) in Britain, although this rule is not often upheld nowadays. The 1954 Year Model saw a big change: the 80 in (2,000 mm) wheelbase model was replaced by an 86 in (2,200 mm) wheelbase model, and a 107 in (2,700 mm) "Pick Up" version was introduced. The extra wheelbase was added behind the cab area to provide additional load space. 1956 saw the introduction of the first five-door model, on the 107 in (2,718 mm) chassis known as the "Station Wagon" with seating for up to ten people. The 86 in (2,184 mm) model was a three-door seven-seater. The new station wagons were very different to the previous Tickford model, being built with simple metal panels and bolt-together construction instead of the complex wooden structure of the older Station Wagon. They were intended to be used both as commercial vehicles as people-carriers for transporting workmen to remote locations, as well as by private users. Like the Tickford version, they came with basic interior trim and equipment such as roof vents and interior lights. The Station Wagons saw the first expansion of the Land Rover range. Station Wagons were fitted with a "Safari Roof" which consisted of a second roof skin fitted on top of the vehicle. This kept the interior cool in hot weather and reduced condensation in cold weather. Vents fitted in the roof allowed added ventilation to the interior. While they were based on the same chassis and drivetrains as the standard vehicles, Station Wagons carried different chassis numbers, special badging, and were advertised in separate brochures. Unlike the original Station Wagon, the new in-house versions were highly popular. Wheelbases were extended by 2 in (51 mm) to 88 in (2,200 mm) and 109 in (2,800 mm) to accommodate the new diesel engine, to be an option the following year. This change was made to all models with the exception of the 107 Station Wagon, which would never be fitted with a diesel engine, and would eventually be the last series I in production. Finally, in 1957, the "spread bore" petrol engine was introduced, followed shortly by a brand new 2.0 litre Diesel engine that, despite the similar capacity, was not related to the petrol engines used. The petrol engines of the time used the rather out-dated inlet-over-exhaust valve arrangement; the diesel used the more modern overhead layout. This diesel engine was one of the first high-speed diesels developed for road use, producing 52 hp (39 kW) at 4000 rpm. This engine was slightly longer than the original chassis allowed, so the wheelbase was increased from 86 to 88 in (2,200 mm) for the short-wheelbase models, and from 107 to 109 in (2,769 mm) on the long-wheelbases. The extra two inches were added in front of the bulkhead to accommodate the new diesel engine. These dimensions were to be used on all Land Rovers for the next 25 years. [edit] Series II Series II Production 1958-1961 Body style(s) 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup Engine(s) 2.0 L petrol I4 2.25 L petrol I4 2.0 L I4 diesel Transmission(s) 4 speed manual Wheelbase 88.0 in (2235 mm) (SWB) 109.0 in (2769 mm) (LWB) Length 142.4 in (3617 mm) (SWB) 175.0 in (4445 mm) (LWB) Width 66.0 in (1676 mm) Height 77.5 in (1969 mm) (SWB) 81.0 in (2057 mm) (LWB) The successor to the successful Series I was the Series II, which saw a production run from 1958 to 1961. It came in 88 in (2,200 mm) and 109 in (2,800 mm) wheelbases (normally referred to as the 'SWB' and 'LWB'). This was the first Land Rover to receive the attention of Rover's styling department- Chief Stylist David Bache produced the familiar 'barrel side' waistline to cover the vehicle's wider track and the improved design of the truck cab variant, introducing the curved side windows and rounded roof still used on current Land Rovers. The Series II was the first vehicle to use the well-known 2.25 litre petrol engine, although early short wheelbase (SWB) models retained the 52 hp (39 kW) 2.0 litre petrol engine from the Series I for the first 1,500 or so vehicles. This larger petrol engine produced 72 hp (54 kW) and was closely related to the 2.0 litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980s when diesel engines became more popular. The 109-inch (2,800 mm) Series II Station Wagon introduced a 12-seater option on top of the standard 10-seater layout. This was primarily to take advantage of UK tax laws, by which a vehicle with 12 seats or more was classed as a bus, and was exempt from Purchase Tax and Special Vehicle Tax. This made the 12-seater not only cheaper to buy than the 10-seater version, but also cheaper than the 7-seater 88-inch (2,200 mm) Station Wagon. The 12-seater layout remained a highly popular body style for decades, being retained on the later Series and Defender variants until 2002, when it was dropped. The unusual status of the 12-seater remained until the end—such vehicles were classed as minibuses and thus could use bus lanes and (if registered correctly) could be exempt from the London Congestion Charge. There was some degree of over-lap between Series I and Series II production. Early UK-market Series II 88-inch (2,200 mm) vehicles were fitted with the old 2 litre petrol engine to use up existing stock (all export models received the new 2.25 litre engine from the beginning), and production of the Series I 107-inch (2,700 mm) Station Wagon continued until late 1959 due to continued demand from export markets and to allow the production of Series II components to reach full level. [edit] Series IIA Series IIA Production 1961-1971 Body style(s) 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup Engine(s) 2.25L I4 2.6L IOE engine I6 Transmission(s) 4 speed manual Wheelbase 88.0 in (2235 mm) (SWB) 109.0 in (2769 mm) (LWB) Length 142.4 in (3617 mm) (SWB) 175.0 in (4445 mm) (LWB) Width 66.0 in (1676 mm) Height 77.5 in (1969 mm) (SWB) 81.0 in (2057 mm) (LWB) The SII and the SIIA are very difficult to distinguish. There were some minor cosmetic changes, but the most significant change was under the bonnet in the guise of the new 2.25 litre Diesel engine. Body configurations available from the factory ranged from short wheelbase soft top to the top of the line five-door Station Wagon. Also the 2.6 litre straight six petrol engine was introduced for use in the long wheelbase models in 1967, the larger engine complemented by standard-fit servo-assisted brakes. 811 of these were NADA (or North American Dollar Area) trucks, which were the only long wheelbase models made for the American and Canadian markets. From February 1969 (home market) the headlamps moved into the wings on all models, and the sill panels were redesigned to be shallower a few months afterwards. The Series IIA is considered by many the most hardy Series model constructed. It is also the type of classic Land Rover that features strongly in the general public's perception of the Land Rover, from its many appearances in popular films and television documentaries set in Africa throughout the 1960s, such as Born Free. In February 1968, just a few months after its manufacturer had been subsumed, under government pressure, into the Leyland Motor Corporation, the Land Rover celebrated its twentieth birthday, with total production to date just short of 600,000, of which more than 70% had been exported.[2] Certainly it was whilst the Series IIA was in production that sales of utility Land Rovers reached their peak, in 1969-70, when sales of over 60,000 Land Rovers a year were recorded. (For comparison, the sales of the Defender in recent years have been around the 25,000 level since the 1990s.) As well as record sales, the Land Rover dominated many world markets- in Australia in the 1960s Land Rover held 90% of the 4x4 market. This figure was repeated in many countries in Africa and the Middle East. 1963 Land Rover Series IIA pickup-type A series IIA without canvas. Land Rover Series IIa Station Wagon coil sprung hybrid. [edit] Series IIA Forward Control The Series IIA FC launched in 1962 was based on the Series IIA 2.25 litre petrol engine and 109 in (2,769 mm) chassis, with the cab positioned over the engine to give more load space. Export vehicles were the first Land-Rovers to get the 2.6 litre petrol engine. Most examples had an ENV rear axle, a matching front axle came later. Tyres were large 900x16 types on deep-dish wheel rims to provide extra floatation for this heavy vehicle. These vehicles were somewhat underpowered for the increased load capacity (1.5 long tons/1,500 kg), and most had a hard working life. Less than 2,500 were made, and most had a utility body, but surviving examples often have custom bodywork. With an upgraded powertrain, they can be used as a small motorhome. [edit] Series IIB Forward Control The Series IIB FC produced from 1966 was similar to the Series IIA Forward Control but added the 2.25 litre diesel engine as an option. The 2.6 litre engine was the standard engine for this model, the 2.25 litre engine being only available for export. Heavy duty wide-track axles (designed by ENV) was fitted to improve vehicle stability, as was a front anti-roll bar and revised rear springs which were mounted above the axle rather than below it. In the process the wheelbase was increased to 110 in (2,794 mm). Production ended in 1974 when Land-Rover rationalised its vehicle range. Many IIB components were also used on the "1 Ton" 109" vehicle. [edit] Series III Series III Production 1971-1985 Body style(s) 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup Engine(s) 2.25 L 73 hp (54 kW) I4 (Petrol) 2.25 L 62 hp (46 kW) I4 (Diesel) 2.6 L 86 hp (64 kW) I6 (Petrol) 3.5 L 91 hp (68 kW) V8 (Petrol) Transmission(s) 4 speed manual main transmission 2-speed manual transfer gearbox Selectable 4 wheel drive Wheelbase 88.0 in (2235 mm) (SWB) 109.0 in (2769 mm) (LWB) Length 142.4 in (3617 mm) (SWB) 175.0 in (4445 mm) (LWB) Width 66.0 in (1676 mm) Height 77.5 in (1969 mm) (SWB) 81.0 in (2057 mm) (LWB) The Series III had the same body and engine options as the preceding IIa, including station wagons and the 1 Ton versions. Little changed cosmetically from the IIA to the Series III. The Series III is the most common Series vehicle, with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward (ostensibly to comply with Australian, American and Dutch lighting regulations) and remained in this position for the Series III. The traditional metal grille, featured on the Series I, II and IIA, was replaced with a plastic one for the Series III model. The 2.25 litre engine had its compression raised from 7:1 to 8:1, increasing the power slightly (the high compression engine had been an optional fit on the IIa model for several years). During the Series III production run from 1971 until 1985, the 1,000,000th Land Rover rolled off the production line in 1976. The Series III saw many changes in the later part of its life as Land Rover updated the design to meet increased competition. This was the first model to feature synchromesh on all four gears, although some late H-suffix SIIA models (mainly the more expensive Station Wagons) had used the all-synchro box. In keeping with early 1970s trends in automotive interior design, both in safety and use of more advanced materials, the simple metal dashboard of earlier models was redesigned to accept a new moulded plastic dash. The instrument cluster, which was previously centrally located, was moved to the driver's side. Long-wheelbase Series III vehicles had the Salisbury rear axle as standard, although some late SIIA 109-inch vehicles had them too. In 1980 the 4-cylinder 2.25 litre engines (both petrol and diesel) were updated with five-bearing crankshafts to increase strength in heavy duty work. At the same time the transmission, axles and wheel hubs were re-designed for increased strength. This was the culmination of a series of updates to the transmission that had been made since the 1960s to combat the all-too-common problem of the rear axle half-shafts breaking in heavy usage. This problem was partly due to the design of the shafts themselves. Due to the fully-floating design of the rear wheel hubs, the half shafts can be removed very quickly without even having to jack the vehicle off the ground. The tendency for commercial operators to overload their vehicles exacerbated this flaw which blighted the Series Land Rovers in many of their export markets and established a reputation that continues in many markets to the present day. This is despite the 1982 re-design (mainly the changing of the driveshafts from 10 driving-splines to 24 to reduce stress) all but solved the problem. Also, new trim options were introduced to make the interior more comfortable if the buyer so wished (many farmers and commercial users preferred the original, non-trimmed interior). These changes culminated in April 1982 with the introduction of the "County" spec Station Wagon Land Rovers, available in both 88-inch (2,200 mm) and 109-inch (2,800 mm) types. These had all-new cloth seats from the Leyland T-45 Lorry, soundproofing kits, tinted glass and other "soft" options designed to appeal to the leisure owner/user. Of more interest was the introduction of the High Capacity Pick Up to the 109-inch (2,800 mm) chassis. This was a pick-up truck load bay that offered 25% more cubic capacity than the standard pick-up style. The HCPU came with heavy-duty suspension and was popular with public utility companies and building contractors. [edit] Stage One V8 From 1979 until 1985,[3] the Stage 1 was built using some of the same components as the Range Rover and 101 Forward Control, such as the LT95 gearbox and 3.5 litre Rover V8 petrol engine. The engine was detuned to 91 hp (68 kW) from the 135BHP that the Range Rover of the time had. The Stage 1 was available in a 109-inch (2,800 mm) and 88in wheelbase'.[4] "Stage 1" refers to the first stage of investment by the British Government in the company to improve the Land Rover and Range Rover product offerings, which eventually led to the Land Rover 90 and 110. The use of the Range Rover engine and drive train made it the only Series III vehicle to have permanent four wheel drive. [edit] 1 Ton The 1 Ton 109" - produced from 1968 to approx 1977, covering late IIA and early series III Models. It was basically a Series IIB Forward Control built with a standard 109" body, featuring 2.6 litre petrol engine, lower ratio gearbox, ENV front and rear axles, (Salisbury front and rear on later Series IIIs) though some late IIAs were fitted with ENV axles in front and Salisbury on the rear. The chassis frame was unique to the model and featured drop-shackle suspension similar to the military series Land Rovers. 900x16 tyres were a standard feature and these machines were commonly used by utility companies and breakdown/recovery firms. Only 170 IIa and 275 (approx) Series IIIs (1 Ton) were built for the home market. [edit] Australia Australia has always been an important export market for Land Rovers of all sorts, but especially the utility models. 80-inch Series I models were imported by the Australian government in the late 1940s for work on civil engineering projects such as dams and road construction, which brought the vehicle to the buying public's attention. Large sales followed and in the 1950s Land Rover established a factory in Australia to build CKD kits shipped from the Solihull factory. The Land Rover continued to sell well throughout the 1960s in Series II guise, commanding some 90% of the off-road market, and with practically every farm having at least one Land Rover. The lack of power was often resolved by replacing the engine with a Holden (161/173/186 etc.) engine for which conversion kits were readily available. The Series III continued this success in the early 1970s, but from the middle of the decade sales declined. A large coal export deal to Japan relied on the subsequent import of Japanese cars and other goods, a combination of this increasing competition and increasingly poor quality of the components being shipped from Britain meant that Land Rover's dominance slipped. A problem specific to Australia was the always-limited supply of new Land Rovers. Leyland's factory never had the capacity to meet possible demand and the need to import almost the entire vehicle in kit form from Britain restricted the supply and manufacturing process further. This led to a long waiting list developing for the Leyland product whilst commercial operators could receive large fleets of Japanese vehicles very quickly. The other problems faced by Land Rover were the same throughout its export markets- compared to the Japanese competition, the Land Rover was underpowered, unreliable and slow with a poor ride quality, despite their superior off-road ability. Poor rust-proofing and low-quality steel used in comparison to the Japanese vehicles turned the buyers away in large numbers and by 1983, with the introduction of the One Ten, the Land Cruiser was the best selling 4x4 in Australia. In the early 1980s, Land Rover Australia had made some changes to the vehicle to try and combat this sales decline. As well as the fitting of the V8 petrol engine in the 1979 "Stage One", as in the rest of the world, Australia also received the same vehicle with the option of a 3.9 litre 89 hp (66 kW) 4 cylinder Isuzu diesel engine. This helped slow the sales decline, but the rest of the vehicle's shortcomings let it down. The One Ten was also available with this engine, and a turbocharged version producing in excess of 100 horsepower (75 kW) powered the military 6x6. Land Rover Series III Pickup Short wheelbase Land Rover Series III [edit] Military The British Army used Series Land Rovers in large numbers (and continues to use the modern Defender versions). The British Army tested the 80-inch (2,000 mm) Series I Land Rover almost as soon as it was launched in 1948. At that time, the Army was more interested in developing a specially-designed military utility 4x4 (the Austin Champ). However, the Champ proved too complex, heavy and unreliable in battlefield conditions so the Army looked to the Land Rover. In the late 1940s the Ministry of Defence was keen on the standardisation of its vehicles and equipment. Part of this plan was to fit Rolls-Royce petrol engines to all its vehicles (even though most were not actually built by R-R). A batch of Series I Land Rovers were fitted with Rolls-Royce B40 4-cylinder engine, which required modification to an 81-inch (2,100 mm) wheelbase). However, the engine was too heavy and slow-revving, which stunted performance, and produced torque that the Rover gearbox could only just cope with. Rover convinced the MOD that, considering the quantities of Land Rovers they were considering ordering, that the standard 1.6 litre engine would suffice. The MOD started ordering Land Rovers in batches from late 1949. The initial batches were for 50 vehicles, but by the mid 1950s the Army was buying Land Rovers 200 vehicles at a time. Land Rovers were deployed to the Korean War and the Suez Crisis, and became standard light military vehicles throughout the Commonwealth. However, as the 1960s progressed, more and more specialised versions were developed. As well as the standard 'GS' (General Service) vehicles, a common variant was the 'FFR' (Fitted For Radio', which had 24-volt electrics and a large engine-powered generator to power on-board radios. There were also Ambulances on the 109-inch (2,800 mm) Series II chassis. A well-known version was the LRDPV (Long-Range Desert Patrol Vehicle), commonly called the 'Pink Panther', on account of their distinctive light pink sand camouflage. These 109-inch (2,800 mm) Series IIs were stripped of doors and windscreens and fitted with grenade launchers, a machine gun mounting ring and long-range fuel tanks and water tanks. They were used by the SAS for desert patrol and special operations. 1983 Series III HT Lightweight By the late 1970s the British Army had acquired around 9,000 Series III models, which were mainly a special 'Heavy Duty' version of the 109-inch (2,800 mm) Soft Top. These models had improved suspension components and a different chassis cross-member design. These were produced in 12-volt 'GS' models and 24-volt 'FFR' versions. A small number were 88-inch (2,200 mm) GS and FFR models, but in general the Army used the Air-Portable 1/2 ton, 88-inch (2,200 mm) "Lightweight" version. The Lightweight was in service by many armies all over the world. In Europe even the Dutch Landmacht and the Danish Army used the Land-Rover Lightweight. Instead of the petrol engine the Dutch and Danish Lightweights had diesel engines. Instead of the canvas top the Dutch ones had PVC tops like the modern Landrover Wolf. In addition, there were also 101-inch Forward Control models, 109-inch (2,800 mm) FV18067 ambulances built by Marshall Aerospace of Cambridge. The Royal Navy and Royal Air Force also acquired and maintained smaller Land Rover fleets during the 1960s and 1970s. The RAF used 88-inch (2,200 mm) models for communications, liaison, personnel transport and airfield tractor duties. The Royal Navy's fleet was, understandably, small and consisted mainly of GS-spec and Station Wagon versions for personnel and cargo transport. In the Falklands War of 1982 the British Army deployed several hundred Land Rovers to the South Atlantic. These never reached the Falklands as they were transported on the requesitioned merchant ship 'Atlantic Conveyor'[citation needed] which was sunk in an airstrike. The loss of their light 4x4s caused numerous logistical problems for the British forces. After the conflict to replace the lost vehicles the Army ordered 200 Series III Land Rovers in 'Commercial Utility' specification (i.e. the most basic). These lacked the upgraded chassis and suspension that military-spec Land Rovers had and also had features such as the standard civilian front bumper, civilian headlights with trim surrounds and interiors that lacked the extra switchpanel that was installed for military customers. These civilian-spec vehicles served alongside the dedicated military specification fleet for over 10 years and proved to be just as robust. The Army's experience with these standard Land Rovers played a part in determining the specification for the Army's Ninety/One Ten fleet of later years, which were much closer to standard specification. All British military Land Rovers used the 2.25 litre 4-cylinder petrol engine. However, some overseas customers (such as The Netherlands) specified the 2.25 litre diesel unit instead. The Land Rover is also the basis for the Shorland Internal Security Patrol Vehicle developed by Short Brothers. [edit] Minerva Minerva Land Rover Minerva of Belgium produced a vehicle called a Standard Vanguard, which was produced in Belgium, under licence of the Standard Motor Company. When Belgium's army needed a lightweight 4x4 vehicle, the head of Minerva, Monsieur van Roggen approached the Rover company in the spring of 1951. On 21 June, Rover discovered that they were competing against Willys Jeep for the contract. In October 1951, the deal was agreed and in 1952, the Minerva-Land Rover was produced. The Rover company supplied technical support for Minerva and allowed Minerva to produce Land Rovers under licence to Rover. Arthur Goddard, Rover Assistant Chief Engineer and head of Land Rover development was in charge of approving the changes Minerva wanted to make to the Land Rover as well as setting the factory up to assemble the vehicles. [edit] See also Light Utility Vehicle [edit] References ^ Sibur-Russian Tyres. "JustAuto Factsheet". Just-auto.com. http://www.just-auto.com/factsheet.aspx?ID=180. Retrieved 2010-09-30.  ^ "News". Motor: pages 90–91. date 17 February 1968.  ^ "Land Rover Stage 1 V8 - History". Landroverv8.com. http://www.landroverv8.com/history3.html. Retrieved 2010-06-25.  ^ "Stage 1 V8 109". Stage1v8.org.uk. http://www.stage1v8.org.uk/. Retrieved 2010-09-30.  [edit] External links Wikimedia Commons has media related to: Land Rover Series I Land Rover Official website Land Rover at the Open Directory Project Land Rover clubs at the Open Directory Project First Overland - Website for the 1955–1956 London-Singapore by Land Rover Far East Expedition in 2 Series I Documented Restoration of a 1971 Series IIA - Full Image Gallery v • d • e Automobiles made by BMC, BL and Rover Group companies, post-1945 Austin · Austin-Healey · British Leyland · Jaguar · Land Rover · Leyland · Mini · MG · Morris · Princess · Riley · Rover · MG Rover · Triumph · Vanden Plas · Wolseley Austin A40 · Cambridge · Westminster · A35 · Mini · Mini Moke · 1100 / 1300 · 1800 / 2200 · 3-Litre · Maxi · Allegro · Ambassador · Mini Metro · Maestro  · Montego · Lancer · Freeway · Tasman · Kimberley Austin-Healey 100 · 3000 · Sprite Jaguar XJ6 · XJ12 · XJS Land Rover Series I, II & III · Defender · Range Rover · Discovery · Freelander · Range Rover Sport Leyland Mini · Mini Moke · Marina · P76 MG Magnette · MGA · MGB · MGC · Midget · 1100/1300 · Metro · Maestro · Montego · RV8 · MG F / MG TF · MG ZR · MG ZS · MG ZT · XPower SV Mini 850 · 1000 · 1275GT · Clubman · Cooper · Moke Morris Minor · Oxford · Cowley · Mini · Mini Moke · 1100 / 1300 · 1800 / 2200 · Marina · Ital · Marshal · Major · 1500 · Nomad Princess 1700 / 1800 / 2000 / 2200 Riley Pathfinder · 2.6 · 1.5 · 4/68 · Elf · Kestrel Rover P3 · P4 · P5 · P6 · P6 Estoura · SD1 · 200 · 400 · 600 · 800 · Metro/100 · 25 · 45 · 75 · CityRover · Streetwise Triumph Herald · Spitfire · Vitesse · GT6 · Stag · TR2 · TR3 · TR4 · TR4A · TR5 · TR6 · TR7 · TR8 · Toledo · 1300 · 1500 · 2000 · 2.5 & 2500 · Dolomite · Acclaim Vanden Plas Princess Limousine · Princess 3-litre · Princess 4-litre "R" · 1100 / 1300 · 1500 / 1700 Wolseley Ten · 4/50 · Eight · 6/80 · 4/44 · 6/90 · 15/50 · 15/60 · 1500 · 16/60 · 6/99 · 6/110 · Hornet · 1100 / 1300 · 18/85 / Six · 24/80 v • d • e Land Rover, vehicle timeline, 1940s–present Type 1940s 1950s 1960s 1970s 1980s 1990s 2000s 2010s 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Off-road vehicle Series I Series II Series III Ninety & One Ten Defender Mid-size SUV Range Rover Classic Full-size SUV Range Rover Range Rover Range Rover Mid-size SUV Discovery Series I Discovery Series II Discovery 3 Discovery 4 Compact SUV Freelander Freelander 2 Full-size SUV Range Rover Sport || Skip to Navigation Sitemap Accessibility Nick's Land Rover - Series III Rebuild Welcome to my Series III Restoration Site This site is dedicated to my eternal fiddling and tweaking of my 1972 Series III 109 inch Land Rover. I bought it in February 1992 and immediately set about a few repairs and a bit of tidying up and 15 years later I’m still working on it! After years of minor rebuilds, in 2004 the discovery of some major corrosion led to a full ground-up rebuild. As this started, the specification started to creep, and many new features have being incorporated. Please note, I am not a trader in vehicles or parts, and am not a garage providing repair services. This site is to offer inspiration, technical information and ideas to other Land Rover enthusiasts, helping others learn from my experiences. If you come across any sales of vehicles, parts, tools or even non-LR related items using NicksLandRover as a trading name or web address, and there have been a few, it has nothing to do with me and could be a scam, so be cautious. If you do come across any, please contact me. Thanks for reading – I hope you find the information on this site useful! Recent Posts: Brush WiresTuesday, November 30th, 2010Having a small amount of time on my hands, I decided to finish off a  little accessory job I started a while back – the brush wires from the bull bar to the roof rack.  I used stainless steel wire and fixings from the local chandler’s store, with cut down battery cable crimp-connectors to secure [...] Read More from Brush Wires Better Seat BeltsTuesday, November 30th, 2010I’m really not a fan of static-line belts – they need adjustment by each user to work properly, they get caught up when trying to put them on, and get damaged by being caught in doors or having things dragged across them when not in use.  They’re also ugly, untidy and very restrictive and uncomfortable [...] Read More from Better Seat Belts Wiper System ReplacementTuesday, November 30th, 2010This job was done in the intervening days between removing and refitting the turbo charger, and it was horrible – not so much the amount of work involved but the fact it had to be done outdoors in sub-zero conditions! I had hoped it’d be a relatively simple affair to replace the wiper spindle boxes – [...] Read More from Wiper System Replacement Pages Home Specification Photos Contact Categories 1/2 Ton (Lightweight) Accessories Alps Trip 2008 Axles Bodywork Brakes Chassis Electrics Engine FAQ Fuel Gearbox General Heating Interior Range Rover Classic Steering Supension Transmission Popular Posts Fitting a Defender Heater Fitting an Overdrive Overhauling an Overdrive Fitting Defender front Seatbelts to a 109 Fitting forward facing seats and belts Blog Search Search: Subscribe in a reader Subscribe by Email Share: Useful Books Visit my Book Store for more books Land Rover Insurance © 2004 - 2010 Nick Boylen | Log in Site design by Little Blue Plane || skip to: page content | links on this page | site navigation | footer (site information) Mick Forster's cars My Land Rovers Rover 100 (Metro) BritPics Photographs 1963 Series IIa 88" in 1973" | 1963 Series IIa 88" in 1981 | 1976 Series III 88" in 1986 | 1973 Series III 109" Safari | Sam's Landy | LPG conversion Mow Cop Castle | Photos of Burslem | Photos of Wales Land Rover Series III Safari Rebuild (restoration) Tuesday 14 July 2009, the Safari passed its 21st MOT since I bought it. Roof comes off Rust More rust Old Chassis Goto page two Goto page three If you found these web pages useful consider making a donation for their upkeep. Thank you. Other Links LR Supermarket Liverpool Vehicle Wiring Products 66rover.com Jim Hall's really good Landy site. Who links to my website? Links Outline maps of the UK You can print the jpeg image and PDF maps on A3 or A4 paper for use in the classroom or to annotate as you wish.The UK maps show latitude and longitude, or OSGB National Grid and rivers and towns, you could even make jigsaws from them. OSM Full Page Map A collection of classic photographs. My Land Rover web-pages Our Land Rovers My Land Rover Series III 109 Safari My Range Rover Sport Experience Land Rover Series 3 109 Safari restoration (rebuild) Land Rover Series 3 109 Safari petrol tank renewal Land Rover Series 3 109 Safari Swivel Housing oil leak Land Rover Series 3 109 Safari LPG Installation (Autogas) Land Rover Series 3 109 Safari Parabolic Springs Some of our other Web-Sites PixelMapUK outline maps of the UK My cars Rover 100 Metro problems Camping trips Knypersley Pool Sam Forster Becky's Food Recipes Becky's visit to the Black Country Museum Tony's Art Web-Sites Cow Pictures Water Colour Class Collie dog pictures Middle Earth Map Mark Quest's History BetterPhoto Tony's gallery Yet Other Links Denry's, one of the better restaurants in Stoke-on-Trent R.D.Pearson The Official F1 web-site TactileArts Digital Photography Tutorials IM Freebees Orion Web 2.0 Tim O'Reilly Grover the Rover, Land Rover My Amazon Bookshop Take a look atBen's NEW Fiat Punto Grande Active Energy enviromental links New York Times about Zeitgeist Concentrated Solar Power Concentrated Solar Power 2 11th Hour Action Electric car. All electric power Mini coming soon. Then there's the Tesla all-electic super car. The Pickens Plan, to reduce Oil Dependency Electric cars in Texas!! Home Made Wind Power Zeitgeist Leonardo DiCaprio The Restoration, rebuild of my Land Rover Series III 109" Safari onto a Galvanised Chassis in the Spring of 1998 For a number of years the chassis had needed welding work to get it through the MOT and each year it was worse. My garage had to be extended to accomodate the Safari and when that was finished I ordered the new galvanised chassis and began work. We bought the Safari in 1988 knowing the engine was a bit iffy but confident that the rest of it was fine and could be fixed anyway, hopefully!. Early in the following year I picked up a second-hand engine and rebuilt that with new pistons and a re-bore, but not a new cam-shaft. When the exemption from Road Tax for 25 year-old vehicles was introduced by Chancellor Ken Clarke I found out that the Landy although first registered in 1973 was actually built in 1972 and so was eligible for the year 1997 and fortunately still eligible after the change to vehicles made before January 1973.This meant that we would keep this Landy and not think about going for a later one, after 10 years of ownership it was a member of the family anyway so its survival was important to the kids as well as my wife and I.If we were intending to keep it then the choice of a galvanised chassis over a slightly cheaper painted one was not difficult. There was rust showing in various other places as well as in the chassis. The rear side-door posts were going at the bottom, the strips under the rear floor and the footwells, so we decided to take it all apart and do what we could. The roof was unbolted and suspended inside the garage roof. The front bumper was removed, the bonnet and the radiator grill. The rear door was taken off, all these parts were stored around the garden under plastic sheets, hopefully for not too long a time.There was some space at the back of the garage but this soon filled up and some parts were taken to the in-laws to make more room.The rear lights on the Land Rover had been a source of irritation to me for years. The result of the orginal sockets corroding away and not much spare cash to replace them with proper ones. The square ones had served the purpose for a while but I was looking forward to fitting round ones again. The radiator was removed and the front panel together with the off-side (right) wing. The fan had been taken off some years before and an electric fan from a scrapyard fitted in front of the radiator. I never got round to fitting a temperature controlled switch for the fan but I had an electronic temperature gauge with a remote sensor on the top hose which together with the standard temp gauge gave me an indication of when I needed to switch the fan on. The rear window panels were taken off and stored safely out of the way. To remove the near-side (left) wing the Landy had to come out of the garage so all the family helped to push it out, couldn't run the engine with no radiator, water or battery. Once it was outside and the other wing was off the extent of rust and corrosion became clear. At this time I began to realise that this job was bigger than I had anticipated. The idea that a Land Rover was just like a big Meccano and could be taken apart and put together again with a few spanners and a socket set was probably fine for a new vehicle but for one that was 25 years old it just wasn't true. Apart from nuts and bolts being rusted together and requiring the use of an angle grinder to part them there was the aluminium panels which don't rust but do actually corrode in the most inconvenient places. Most of the panels were fine so some method of repair was needed as opposed to spending huge sums of money on new panels. This engine had been reasonably well behaved for the previous few years so at this stage I didn't want to do anything with it. The heater blower and matrix would have to come off at some point and I think this was the first time I had taken a close look at how it all fitted together. The brake servo would have to come off and the pedal boxes for the brake and clutch pedals. Probably the accelerator pedal and its bar would have to come out too. The drivers footwell was suffering from rust at the edge by the door post but the rest of it wasn't too bad. The frame which supported the rear side door included the angled frame which had the rear tub attached to it and the rust was quite extensive on this so replacements were ordered. The whole thing was pushed back into the garage and The rear tub removed. It only took two of us to lift it off once the ten bolts were removed which hold it to the rear crossmember. On the 109" Station Wagons and Safaris the front seat box is secured to an aluminium cross member which is in turn secured to the vertical door posts so once that is out the rusty frames could be removed, not as easy as it sounds due to the nuts & bolts being well rusted together. Once the heater parts and the pedal boxes were removed the steering column was unbolted (after removing the track rods) from the support bracket which comes up from the chassis and the support braket on the other side unbolted from the bulkhead, then the two long bolts securing the bottom of the bulkhead door posts to the chassis outriggers are removed and the whole bulkhead was lifted clear. The complete chassis could now be seen and the extent of the rust was revealed. There were a lot of holes in places along the top of the chassis that could not be seen with the body parts in place, and the rear longitudinals were quite thin where the rear tube had been covering them, so it was obvious that fitting a new chassis was the right decision. The engine and gearbox were then removed. I didn't have the space to lift them both together so the gearbox came off first then the engine was lifted out, both using a hired engine hoist. The chassis was then up on axle stands and the axles and springs removed. The chassis had sat in the garage until the new one was delivered then the hoist was hired for a couple of days. The old chassis was lifted out with the help of family and an old trolley. The garage was wide enough for the engine and gearbox to fit at the side but the axles stayed on the floor in the garage. The old springs were being replaced so the axles without springs didn't take up too much floor space. The bulkhead and the rear tub were outside under plastic sheeting to keep the rain off. Continued on Page Two | ©2006 M.G.Forster || Independent specialist for 30 years High Barn Works, Main St, Burley-in-Wharfedale, Ilkley, West Yorkshire, LS29 7JW, UK. Tel: +44 (0) 1943 863 530, Fax: +44 (0) 1943 864 840. WELCOME TO OUR SITE Winter weather is fast approaching and if its anything like we had in the UK last year then Landrovers will be again in high demand. That bad weather has caused us to be busy all year and customers have already been asking us to get their vehicles prepared for winterand there has also been an increase in the number of sales enquiries. In the last few months we have been fitting several new chassis frames to older vehicles to keep the more simple vehicles going, which makes sense in economic terms as those can easily be kept running for years to come and also in terms of helping the environment in that this saves the production of new vehicles. The demand for Snowploughs is high and already we have supplied several with more already on order! Don´t wait until the last minute as they are made to order! WE ARE WORLD CLASS LANDROVER DEALERS and currently have a selection of the BEST EXAMPLES FOR SALE. If you need a rebuild, Top Quality Parts and Accessories, MOT, Service or Diagnostic Check or simple advise Remember JAKE WRIGHT is the ONE STOP SHOP. Jake Wright Ltd independent specialist for 30 years We are currently refurbishing a SERIES 2A, 2.25 PETROL, 88" STATION WAGON. read more ›› Freelander Chris Brion at Engineer Pass 12,800 ft Paul Rushton at Lake Nyasa, Tazania John Wright with 109 on Ilkey Moors || The resource cannot be displayed The page you are looking for cannot be opened by your browser because it has a file name extension that your browser does not accept. Please try the following: Change the Multipurpose Internet Mail Extensions (MIME) or security settings of your browser to accept the file name extension of the requested page. Note that your browser might currently be configured in a highly secure mode that protects your computer. Please read the Help for your browser before changing any settings. 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