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Series II and IIA Land Rovers

1948 Land Rover LHD, prepared for export The original Land Rover had a very successful first decade, but by the late 1950s it was  clear that changes had to be made if it was to remain the top dog. Hence, the  Land Rover Series II was launched in 1958 sporting a larger petrol engine and new styling.

The new petrol engine was based on the recently introduced diesel engine.  Engine capacity was bored out to 2.286l, to produce 52 bhp at 4,000 rpm and 101  lb/ft torque at 1,500 rpm. This was comparable to the diesel, although the  diesel engine revved at a lower speed, and was only capable of 87 lb/ft torque  at 2000 rpm. The new gearbox was similar to the Series 1  gearbox, but incorporated synchromesh on the 3rd and 4th gear. Rear wheel movement was improved by moving the rear springs, and the turning circle was  reduced by improving the steering lock. The new body styling was still  conservative, but added rounded corners and sills to the Land Rover design.  Window perspex was replaced with glass.

The Series II sold well, with 28,000 being sold in its first full year, and  34,000 in the year after. In 1961, the diesel engine was bored out from 2.052l to 2.286l to match the petrol engine. Although the change in diesel option was the only significant change, the Series II was renumbered as IIA.

The first 12-seat station wagon was introduced in 1962. Twelve adults would  have been a tight squeeze, but it allowed the vehicle to be classed as a bus and  avoid purchase tax. The cheaper price hit sales of the more expensive 10-seat 107"  station wagon in the UK market, and the 107" was finally dropped from the product range.

The next major change occurred with the introduction of a 2.625l 6-cylinder  petrol engine option on the 109" models in 1967. This engine had been developed  for the Rover P4 and P5 cars, but was introduced into the Land Rover range to supply extra power for the anemic Forward Control 2A. The dashboard is also redesigned in 1967.

Export models had their headlamps moved from the grille area to the wings in 1968. This change was reflected in domestic models a year later.

Another change in 1968 was the introduction of the "1-ton" Land Rover. Externally, this looked identical to the standard Series IIA 109" ( "3/4 ton" ) Land Rover, but was upgraded in a number of areas to handle heavier loads and  towing. The most notable upgrade was the use of heavy duty transmission components from the  Forward Control models. Overall gear ratios were also lowered to aid with towing.

As with the  Series I a decade earlier, by the late 1960s it was clear that significant  changes were required if Land Rover was to keep its edge. Hence in 1971, the Series IIA was replaced by the Series III.

Series III Land Rovers

Series 3 88in with roof-rack and lamp grilles, (C) Jason Hall By the late 1960s, it was clear that changes to the Series IIA were required if Land Rover was going to keep its edge. Hence in 1971, the Series IIA was  replaced by the Series III. Cash was limited and market research showed that  customers were not looking for radical changes. Hence the Series III was an  evolution of the  Series IIA design, rather a complete revamp.

The most significant change was the replacement of the gearbox with a  completely new gearbox that incorporated synchromesh on all forward gears. The  ratios were also revised, with lower Reverse and 1st gears. The Low Range ratio was also reduced. Clutch design was also modified to include a diaphragm spring, resulting in smoother and quieter gear changes. Brakes were also improved, and a  heavy duty Salisbury rear axle was fitted as standard to all 6 cylinder vehicles. From 1972, the Salisbury became a standard equipment on all 109" vehicles. The electrical system was also upgraded with the dynamo replaced by an  alternator.

    

                     Cab interior of the Series 3: note instrument panel and door interiorThree Series 3 109in Land Rovers: Two military FFRs and a white 109 Station Wagon

  

The body remained virtually unchanged, although the metal grille was replaced  with a plastic grille designed to match the new headlamp position introduced in  1968. Although there were few external changes, the Series III looked very  different on the inside. The dash was redesigned with the addition of padding.  The instrument panel was moved to be in front of the driver. The door interiors were upholstered, and a much-improved heater was fitted. There were even provisions for a radio!

Stage One

V8-powered Stage One Land Rover: Note front grille In 1979, the  Range Rover V8 engine and drive-line were fitted to the 109" to produce the "Stage 1". This combined the extra power of the Rover V8 with the load-space and indestructibility of the 109" long wheelbase Land Rover. The LT95 4-speed  full-time 4WD was used, but the power output of the V8 was reduced slightly to match the 109" application. The grille had to be moved forward to fit the V8 into the engine bay, resulting in a vehicle that looks like a hybrid between the  leaf-sprung 109" and the larger-engined Defender (90/110).

Stage One Engine compartment and 3.5l V8 As well as adding power, the V8 is a much smoother engine. It is also noteworthy for producing peak torque and power at very low engine speeds - idea for a heavy duty vehicle such as the Stage 1. The Stage 1 has a top speed of  about 80 mph, and is capable of climbing 1-in-1 slopes.

Why the name? Well, the "Stage 1" was the first stage of a £200 million investment programme. The investment programme also produced the 4-door Range  Rover, and culminated in the replacement of the Series III Land Rovers by the coil-sprung  110" and 90" Land Rovers in 1983 and 1984 respectively.