The first production Land Rover Overview Manufacturer (1948-1967) (1968-1983) Production 1948–1985 Assembly, Body and chassis / Chronology Successor The Land Rover Series I, II, and III (commonly referred to as series Land Rovers, to distinguish them from later models) are produced by the British manufacturer that were inspired by the US-built. In 1992, Land Rover claimed that 70% of all the vehicles they had built were still in use. Series models feature suspension with selectable or (4WD); though the Stage 1 V8 version of the Series III featured permanent 4WD. All three models could be started with a front hand crank and had the option of a rear power takeoff for accessories. Contents. Development The Land Rover was conceived by the in 1947 during the aftermath of. Before the war Rover had produced 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 for the country.

1. Land Rover Series 2a 109

Also, Rover's original factory in had been bombed during the war, forcing the company to move into a huge 'shadow factory' built just before the war in near, and used to construct aircraft engines. This factory was now empty but starting car production there from scratch would not be financially viable. Plans for a small, economical car known as the M Type were drawn up, and a few prototypes made, but would be too expensive to produce., Rover's chief designer came up with a plan to produce a light agricultural and utility vehicle, of a similar concept to the used in the war, but with an emphasis on agricultural use. He was possibly inspired by the, who faced similar problems and were producing the highly successful in their shadow factory in Coventry. More likely, he used his own experience of using an army-surplus Jeep on his farm in, North Wales. His design added a (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, 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 '. It was built on a Jeep chassis and used the engine and gearbox out of a saloon car. The bodywork was handmade out of an aluminium/magnesium alloy called, to save on steel, which was closely rationed.

The choice of colour was dictated by supplies of aircraft cockpit paint, so early vehicles only came in various shades of light green. The first pre-production Land Rovers were being developed in late 1947 by a team led by engineer. 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 allowed it to drive farm machinery, exactly as a tractor would. It was also tested 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 impractical in use.

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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 two or three 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. 1.6 (1948–1951).

2.0 L I4 (1950-1958). 2.0 L diesel I4 (1957–58) 4-speed manual Dimensions 1948–1953: 80.0 in (2,032 mm) 1954–1956: 86.0 in (2,184 mm) (SWB) 1956–1958: 88.0 in (2,235 mm) (SWB) 1956: 107.0 in (2,718 mm) (LWB) 1956½–1959:109.0 in (2,769 mm) (LWB) Length 132.0 in (3,353 mm)/140.5 in (3,569 mm) (SWB) 173.5 in (4,407 mm) (LWB) Width 61.0 in (1,549 mm) Height 73.5 in (1,867 mm) Chronology Successor Land Rover Series II Land Rover entered production in 1948 with what has later been termed the Series I. This was launched at the Motor Show. It was originally designed for farm and light industrial use, with a steel box-section and an aluminium body. Originally the Land Rover was a single model offering, which from 1948 until 1951 used an 80-inch (2.03 m) and a 1.6-litre producing around 50 bhp (37 kW; 51 PS).

Forums > Land Rover Forums > Series Land. Anyone know about engine numbers. Appears i have some kind of rebuilt engine with a serial number relating to who.

The four-speed gearbox from the was used, with a new two-speed transfer box. This incorporated an unusual four-wheel-drive system, with a unit (as used on several Rover cars of the time). This disengaged the front axle from the 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 to protruding through the grille. 1948 Land Rover 80 with Tickford Station Wagon coachwork; Heritage Motor Centre, Gaydon 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 ', fitted with a body built by, a coachbuilder known for their work with and. 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. The Tickford was taxed as a private car, which attracted high levels of unlike the original Land Rover. As a result, fewer than 700 Tickfords were sold, and all but 50 were exported. In 1952 and 1953, a larger 2.0-litre petrol engine was fitted.

This engine has Siamese bores, meaning that there are no water passages for cooling between the cylinders. 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 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. The 1954 model year brought major changes. The 80-inch (2.03 m) wheelbase model was replaced by an 86-inch (2.18 m) wheelbase model, and a 107-inch (2.72 m) wheelbase ' version was introduced. The extra wheelbase was added behind the cab area to provide additional load space. In mid-1954 the 'spread bore' petrol engine was introduced (from engines 5710xxxx), allowing better cooling between the cylinders. This had been introduced in the Rover car the year before.

The engine was modified again in 1955 (from engine 1706xxxxx), sometimes known as the 'later' spread bore. 1956 saw the introduction of the first five-door model, on the 107-inch chassis known as the ' with seating for up to ten people. The 86-inch model was a three-door, seven-seater.

The new were very different from 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 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.

In mid-1956 the wheelbases were extended by 2 inches (51 mm) to 88 inches (2.24 m) and 109 inches (2.77 m), and the front chassis cross-member was moved an inch forward, 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.

These dimensions were to be used on all Land Rovers for the next 25 years. In 1957 a brand new 2.0-litre was introduced 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 arrangement; the diesel used the more modern overhead valve layout. This diesel engine was one of the first high-speed diesels developed for road use, producing 52 hp (39 kW) at 4,000 rpm. Series II Series II Overview Production 1958–1961 Body and chassis 2-door 4-door 2-door Powertrain 2.0 L petrol 2.25 L petrol 2.0 L I4 diesel 4-speed Dimensions 88.0 in (2,235 mm) (SWB) 109.0 in (2,769 mm) (LWB) Length 142.4 in (3,617 mm) (SWB) 175.0 in (4,445 mm) (LWB) Width 66.0 in (1,676 mm) Height 77.5 in (1,968 mm) (SWB) 81.0 in (2,057 mm) (LWB) Chronology Predecessor Land Rover Series I Successor Land Rover Series IIA 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 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, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp (39 kW) 2.0-litre petrol engine from the Series I. 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 introduced a twelve-seater option on top of the standard ten-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, and was exempt from Purchase Tax and Special Vehicle Tax. This made the twelve-seater not only cheaper to buy than the 10-seater version, but also cheaper than the seven-seater 88-inch (2,200 mm) Station Wagon. The twelve-seater layout remained a highly popular body style for decades, being retained on the later Series and variants until 2002, when it was dropped. The unusual status of the twelve-seater remained until the end—such vehicles were classed as and thus could use and (if registered correctly) could be exempt from the.

There was some degree of over-lap between Series I and Series II production. Early Series II 88-inch (2,200 mm) vehicles were fitted with the old 2-litre petrol engine to use up existing stock from 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. 2.25 L ADO 23 petrol.

2.25 L diesel I4. 2.6 L 4-speed manual Dimensions 88.0 in (2,235 mm) (SWB) 109.0 in (2,769 mm) (LWB) Length 142.4 in (3,617 mm) (SWB) 175.0 in (4,445 mm) (LWB) Width 66.0 in (1,676 mm) Height 77.5 in (1,968 mm) (SWB) 81.0 in (2,057 mm) (LWB) Chronology Predecessor Land Rover Series II Successor Land Rover Series III 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. In 1967 a 2.6-litre inline six cylinder petrol engine was introduced for the long-wheelbase models, which also had 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 quite possibly 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. In February 1968, just a few months after had been subsumed, under government pressure, into the, 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. 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 4×4 market. This figure was repeated in many countries in Africa and the Middle East. 1963 Land Rover Forward Control Recovery Wagon 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 (heavy duty) rear axle, a matching front axle came later. Tyres were large 900×16 types on deep-dish wheel rims to spread the ground weight of this heavy vehicle. These vehicles were somewhat underpowered for the increased load capacity (1.5 long tons or 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. Land Rover Series IIB forward control in Evje, Norway on the Norwegian Land Rover Club's 30th anniversary meet in August 2005 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 2.25-litre engine was the standard engine for this model, the 2.6-litre engine being only available for export. Heavy duty wide-track axles (designed by ENV) were 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 in vehicle.

Short wheelbase Land Rover Series III South Africa South Africa's relationship with Land Rover started in 1949 when the first Series I 80-inch models were sold in South Africa. In August 1950, Car Distributors Assembly (Pty) Ltd assembled the first Land Rover CKD in Port Elizabeth, South Africa. The first local production of fuel tanks and chassis at the Port Elizabeth plant was announced in August 1963 and from then on the local content in the production of Land Rovers increased steadily to 44% of vehicle weight by 1972. Local content included: chassis, road springs, entire body, tyres, seat frames and upholstery, battery, fibreglass roof and all glass. In 1974 Leyland SA had 3 assembly plants. Local content increased further in 1980 with the Series IIIS models fitted with locally produced petrol(R6) and diesel(ADE 236) engines. In 1992 the Blackheath factory in the Cape Province was identified as the largest Land Rover CKD assembly outside the UK.

Military Britain The used Series Land Rovers in large numbers (and continues to use the modern 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 4×4 (the ). 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 was keen on the standardisation of its vehicles and equipment. Part of this plan was to fit 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 four-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 and the, 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- 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 and Series III 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 converted by by being stripped of doors and windscreens and fitted with launchers, a mounting ring and long-range fuel tanks and water tanks.

They were used by the 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) 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 Land Rover 'Wolf'.

In addition, there were also 101-inch (2,600 mm) models, 109-inch (2,800 mm) FV18067 built by of Cambridge. The and 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. All British military Land Rovers used the 2.25-litre four-cylinder petrol engine, except the forward control 101 which used the 3.5 litre Rover V8 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 developed. Australia. Australian Army Land Rover deployed to during on display at the. The Australian-made series 1, 2, 2A and 3 were widely used by the, and. Most were GS (General Service) mobility vehicles with variants built as, ambulances, command reconnaissance cars, fire tenders and ceremonial vehicles. The first was delivered to the Army in 1948 and the series 1 gradually replaced the World War II era and. The series 2 was introduced in 1958, the 2a in 1963 and series 3 in 1973.

72 of the series 2 were fitted as an anti-tank 'gunbuggy' with a. The, commonly thought to be a military variant of the, was introduced in 1987, 3 years before the Defender was named in 1990. Over 2,500 four wheel drive and 400 six wheel drive remain in service. New Zealand The purchased 640 of the Australian-made series 1 between 1951-1953. A similar number of series 2 were purchased in 1959-1962 and a small batch of series 2A in 1965-1967. New Zealand purchased a small number of ex-Australian series 2 and 2A vehicles in 1971-72, out of the pool used by the force in, which were typically re-manufactured by BLMC NZ Ltd in Wellington and hence carry New Zealand build plates.

These are commonly called a Land Rover 'Skippy' and are distinctive with differently cut guards. 566 of the series 3, mostly 109' V8.s, were purchased in 1982-83. Land-rovers were phased out of new Zealand service in 2007/2008 when they were replaced by 321.

Minerva Land Rover of produced a version of the, under licence from the. When Belgium's army needed a lightweight 4×4 vehicle, the head of Minerva, Monsieur van Roggen approached Rover in the spring of 1951. On 21 June, Rover discovered that they were competing against for the contract. In October 1951, the deal was agreed and in 1952, the Minerva-Land Rover was produced. Both 80' and 86' models were made until production ended in 1956. The Rover company supplied technical support for Minerva and allowed Minerva to produce Land Rovers under licence to Rover., 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. Santana was a Spanish car manufacturer based in, in the province of, Spain.

Sibur-Russian Tyres. Retrieved 2010-09-30. 'Land Rover, 65 Years of the 4X4 Workhorse', James Taylor, Crowood Press, 2013.

'News'. 17 February 1968. Retrieved 2010-09-30.

Barden, Paul, ed. New Land Rover truck'. London, UK: FF Publishing Ltd: 5. Kennett, Pat, ed.

'What's New: Isuzu power for Land Rover'. London, UK: FF Publishing Ltd: 13. Land Rover in South Africa.

XtraMile Creative. Clarke (2001). Land Rover Military Portfolio. Brooklands Books.

^ Bart Harmannus Vanderveen (1983). World directory of modern military vehicles. Arco Publications. Pp. 44, 62, 235. Registry of Ex-Military Land Rovers. Retrieved 2016-06-16. Archived from on 31 March 2013.

Retrieved 28 Sep 2011. Retrieved 2007-12-22. ^ 'Anibal Charm'. Land Rover World Magazine: 66–72. External links Wikimedia Commons has media related to. at Curlie (based on ).

Land Rover Series 2a 109

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