The Plan
February 2007.
Following the decision to discontinue work on the six wheeler project, and indeed to complete the strip down and break the vehicle, a new, slightly more sensible, plan began to form.
Having been won over on the V8 issue due to the Stage 1 and the Disco, I decided to continue along V8 powered lines, but stay with the Series years.
The vehicle this time needs to be a runner, with a current MoT and Tax.
No SORN, no dead chassis.
I potentially wanted to use the vehicle straight away, and not be bogged down with mending a basket case.
With this firmly in mind, I started looking round at my target vehicle type, and set about deciding which of this type was best for my application.
Having looked at many websites, I finally decided that the number one target was a 101 Forward Control Ambulance.
The idea this time is to convert the ambulance into a camper.
This, at least, has been done many times before.
Having looked at many of the UK and European 101-based sites and gained some confidence that the concept works, I started looking about for a good quality 101 ambulance machine.
Before progressing further, I consulted her indoors about the possibility of such a vehicle gracing the locality.
As you can imagine, I was asked to explain in some detail as to why exactly I need one, but I was remarkably surprised to get a positive, nay, enthusiastic response.
There were some conditions, however.
1)Storage of the vehicle 'off street' when not being used/worked on.
2)Complete the strip of the stage 1 and try to recoup as much of the cost of the previous project as possible.
3)Once stripped of useful parts, etc. the remainder of the stage 1 is to be scrapped.
4)To buy a landy that runs this time!
5)To complete this project OR ELSE.
March 2007.
The strip down of the stage 1 begins again.
Many broken or worn out parts find themselves in a skip.
Axle stands wait in the wings....
The search for a good 101 ambulance begins, I'm finding plenty of broken ones. I get a stern look from the wife.
Ebay had a few 101s on offer. An ambulance on SORN for £2,000, and a radio body for £9,000.
That is a bit of a price difference!
I check out the LRO market news and find that I should expect to pay between £2,000 and £5,000 for a general service model.
How much for an ambulance though?
April 2007.
So after a bit of further research, it became clearer that the ambulance price range is roughly between £2000 for a SORNed vehicle, to about £6000 for a mint example.
It doesn't seem to make any difference to the cost whether it's right or left hand drive.
I checked out some sites for vehicle listings etc. Places like www.nkrecovery.co.uk, www.milweb.net and www.101club.org were all good places to look for 101 ambulances.
And indeed it was a listing on MilWeb that caught my eye - I'd seen the vehicle listed elsewhere too, but now I needed to go see it.
Having been listed early April on Ebay, I knew that the vehicle was in Oxfordshire somewhere.
I emailed the owner, and he sent some details and quite a few hi-res pictures of the machine.
I wanted to purchase this vehicle, but two problems loomed.
1)I live in Scotland - Oxfordshire is about 8 hours drive away.
2)I was a bit light on ready cash.
Luckily, I had a work visit to do in Oxfordshire the next week, and I it seemed an opportune moment to check out the vehicle.
This I did, and indeed agreed to buy the vehicle from the owner just as soon as my loan came through!
A week passed, with mounting excitement at the prospect of getting hold of the vehicle.
And so on the 30th April, I became the new owner of a 101 FC Ambulance.
First Pictures
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The Project Begins:
First inspection: April 2007
Having checked out the vehicle in Oxfordshire, the impression that much work had been done to keep this 101 in fine fettle shone through.
It was every bit as impressive as the photos suggested.
The vehicle is as complete as they come, it starts and drives just as I expected it to.
The owner went through a list of maintenance work that he had done on the vehicle, which only bolstered the opinion that it was a well cared for vehicle.
I arranged to return ASAP to conclude the sale of the 101.
Picking up the 101: 30th April 2007
The day started early with various tasks requiring completion before I could set off on the train from Glasgow to Oxford.
The train journey itself took 5 and a half hours, but was relatively painless.
Once in Oxford, I met up with the owner and checked over the vehicle again.
As I expected, everything was in order, and I bought the machine and began my journey back to Scotland.
Mindful that the vehicle had not moved much lately, I took it easy, getting used to driving such a wide vehicle again.
The trip back was slightly more sedate than the train, but maybe a tad less quiet. :-)
The journey back took closer to 8 and a half hours, with a maximum speed of 64mph.
This is not the maximum speed of the vehicle, but I think it is probably the maximum speed any sane person would want to drive one at.
I'd say that the vehicle is happiest below 55mph though, and this is borne out by the noise levels in the cabin.
The 'Shakedown' tour - A trip too far? 2nd to 11th May 2007
Having had no time from the return journey to check the vehicle over again, I found myself enthused with the idea of doing a 'shakedown' tour in the 101.
Another work related journey to the south of England was imminent, and I decided to do this trip in the 101.
(what better way to find any background faults?)
This trip proved to be useful, eventful and educational.
I now have a list of niggles which have shown over the distance, but nothing you wouldn't expect from a 30 year old machine.
A couple need relatively quick attention, however.
There are a few drips, in all the usual landy places, but the worst problem at the moment is uneven and horrendous tyre wear.
I'll need to find out what's causing this, very soon!
On the 4th of May, when venturing out to buy some parts for a job, the vehicle refused to start for the return trip.
This prompted a visit from the AA, who battled to return the vehicle to running order.
In the end, the guy gave up and towed the vehicle the 50 yards to the nearest Land Rover main dealers.
At the dealers, the look on their faces said it all, with a yard full of Rangies, Discos, and Freelanders, this machine stuck out like a sore thumb.
At the service desk the assistant was very polite when he asked "what is it?".
After I explained what it was, he told me they hoped to fix it sometime on the 8th of May.
I reluctantly agreed to this timescale, and set about finding temporary transport meantime.
I went back to my hotel room that night and scoured the 101 yahoo group for tips on what could be wrong.
On the 6th of May, I resolved to go back to the dealers to check out some of those ideas.
And so it was that armed with these tips, and the 101 workshop manual, I did indeed return the 101 to working order!
I went back to the service desk to retrieve my key.
They were pleased that I had managed to revive my vehicle, and returned the key - on condition they got a peek before it went!
Over the course of the next few days, it became obvious that the battery was damaged by the abuse it had been getting, and so a new battery was fitted.
This didn't quite solve the problem though, and it was on the last leg of this trip that the machine again refused to start.
Having recruited the help of a local mechanic, the latest problem was traced back to worn spark plugs.
New spark plugs were fitted, and the return leg of the 'shakedown' tour was completed on the 11th May, having visited Bury St. Edmunds, London (Camberwell), Crayford, and Abingdon.
This has made clear a list of stuff needing attention.
Tyre problems aside, the vehicle needs new HT leads, new belts, oil seals, and a manifold bolt has gone AWOL, so I'll need some bolts and manifold gaskets too.
Window wiper blades, windscreen seals, a tail light bulb, and such small items.
I also need to fit a new choke cable, and replace the plastic pipe from the diff lock button to the transfer case.
so mostly minor fixes, which will undoubtedly make a noticeable difference.
Discovered 101 facts:
Originally built solely for military customers, the Land Rover 101 Forward Control is so called due to it's 101 inch wheelbase, and cab-over-the-engine bodywork layout.
The model was fitted with the Rover 3.5 litre V8 engine and 4speed transmission, as used in the Range Rover, and later, the
Series III 109 V8 'Stage 1'.
As with these vehicles, the 101 is full-time 4 wheel drive.
Product development began in the late 60's and the production run began in 1974 and ended in 1978.
Ambulance bodied vehicles were constructed from existing (stored) chassis in the early 80's
The 101 GS (General Service) model was used for towing howitzers and Rapier anti-aircraft missiles.
The bodywork can be quickly stripped down to basics for air-transport.
Radio body, Vampire, and Ambulance versions were also built.
RHD and LHD vehicles were made in 12 and 24 volt configurations.
All ambulances were 12 volt, and of course all radio versions were 24 volt.
The total build of 101s has been listed as follows:
956-Series 12v RHD Home (UK) 1322 Units
957-Series 12v RHD Export 28 Units
959-Series 12v LHD Export 583 Units
961-Series 24v RHD Home (UK) 170 Units
962-Series 24v RHD Export 92 Units
964-Series 24v LHD Export 474 Units
Total 2669 Units
1612 RHD -- 1057 LHD, of which, 1933 12 volt -- 736 24 volt
Of these, about 125 became Radio body type, between 300-450 became ambulances, and only around 20 were converted to VAMPIRE spec.
Sorting out the niggles - May 2007
Having collated a fair size list of small issues to deal with on the 101, I've found myself away from home most of the last two weeks.
The vehicle has waited patiently whilst I have been away.
I've drilled out the drivers door skin to accommodate the door lock, so now it is totally lockable using the keys.
Also cab cleaning has begun, with three basins of mud being liberated from this area alone.
Testing has begun on the electrical items, and most of these are in good order, with just contacts needing cleaned etc.
I picked up a new set of HT leads from the Land Rover Dealers (having pulled the ends off of two of the originals), and fitted these at the weekend.
I've also got some tubing for the diff lock, and replaced the tubing from the diff lock button to the diff lock mechanism.
The tail light and number plate light have been repaired (bust cable).
The map light and fresh air blowers now work (faulty switches).
New parts in the form of belts and new choke cable have arrived from P.A. Blanchard.
More parts are expected soon from John Craddock, including a brand new grille, (not that I needed one), which I am toying with having chromed.
Once I have gotten more of these tasks completed, I can begin on the project properly.
An LPG conversion waits in the wings, but I've got to be sure it is totally ok with petrol first!
All of the removable items, like the spare wheel, stretchers, etc. have been removed and stored for now.
2nd June 2007 - The strip out begins.
Now that the repairs on the vehicle are underway, I have now begun the adaptation of the machine for it's new role.
Some of the ambulance features will need to be taken out to allow this work to continue, and although I know for some of you out there that might seem barbaric, this machine is going to be a
much used working vehicle, and as such must meet it's new purpose.
The air filtration system for the compressor has been removed from the front cabin, as have the central locker, the oxygen / air switching units, the attendant's seat, and the spare
stretcher stowage shelves.
The aluminium air duct fitted to the top of the engine cover has also been removed, as I will be modifying the engine cover soon, and wish to use this heater in the front only.
The brackets for the oxygen masks have also been taken out, and work has begun on the rising stretcher bracketry.
Once the back of the vehicle has been 'de-ambulanced', it will be fully rewired and re-lined with new replacement melamined panels.
I've also removed almost all of the bracketry for the picks and shovels off the front, just the pick head holder bracket to remove.
The resultant holes have been plugged with rivets (as that was what was in them before).
Anyone looking out for ambulance fittings for their vehicle should get in touch.
June 2007: Mechanical help arives
My 101 club membership stuff arrived.
If you own a 101, you could do much, much worse than join this club.
You'll find parts for sale through the club that just can't be found elsewhere, and everyone on their new forum is as helpful as you'll get anywhere.
As I've said before, I'm not the most accomplished mechanic in the world, and these vehicles do need attention a bit more regularly than your average repmobile.
With this in mind, I have gotten hold of all the manuals I could find available on the subject, and luckily the help of a mechanic too.
I'll be doing the obvious and straightforward stuff, but if I get stuck, or something is beyond my talents, I'll call in the big guns. i.e. Rob.
He's already fitted the belts and choke cable whilst I was away, and he's due back soon to discuss what other items are needed to stop the leaks etc.
July 2007: Work continues
Sourcing parts is turning out to be as time consuming as doing the bits and pieces themselves.
The first batch of new cabling and accessories arrived on the 6th, but I visited the Series II club's 'leafers at the pit' show near Wakefield that weekend.
The 101 didn't make it down this time, but it'll be there at the next one.
I've begun cleaning and painting parts of the vehicle underside (the main body was totally stripped and resprayed just before I got it), which is allowing me to search out the cabling runs at the same time.
The air intake for the compressor filter has been cleaned up and blanked off, using cut and shaped pieces of aluminium off the old Stage 1 project vehicle.
This is now the mounting box for the aerial, which will feed straight through to the roof pod mounted stereo. (on my 'to do' list).
I've bought a carb balancing tool, and hope to be testing it out soon, once it breaks free of the post, along with almost a complete set of military spec.
rear fogs, brake/tail lights, indicators, and side lights.
New bonnet clips were installed, the steering column and pedals were cleaned and repainted, and much research was done on laminated panelling and tyres.
I can get brand new Michelin XZL tyres, but they are sadly 375 pounds each.
A full set of five would cost roughly the equivalent of a non-running 101GS.
On Saturday the 21st I took the 101 out on a trip to Edinburgh with the wife to pick up the Disco
from the garage.
On the way back the brake lights stopped working, and this set the stage for the start (in earnest) of the rewiring.
On the Sunday I got up at 8am and began working on the tail lights.
Now every light and connection has been updated, with totally new cabling run right through to the dash junction.
That's all been tested out, and the lights are now back in full working order.
More wiring will be done soon, and I'll take some pictures of that and post them soon.
August 2007: New switches, and more electricals
Having visited the isle of Arran in the 101, some more work was done on the electrical front.
The old front fogs were rusted on real tight, and the casings were different on each, so they were taken off.
The brackets that these mount on were cleaned and painted, and a brand new set of 'E' approved
front fogs were fitted.
The cabling has been renewed as far as the switch so far, and some new switches have been fitted on the dash.
I've begun replacing the cabin switches - it's helping me suss out the routing of the cabling that still needs replacing, whilst allowing some of the units to work meantime.
Tyres are still very much on my mind, I'm currently looking at sources in Holland.
Also due in the delivery pipeline this month are new halogen headlights, more new switches, and a fair list of parts which I'm in the process of ordering from the 101 club.
There's a couple of pictures of the Arran visit posted on the right hand column.
It's said most old Land Rovers eventually get a name.
Well I tend to think that older vehicles become 'one of a kind' in some way or other.
The project 101 has a name, and from now on will be called 'Jo'.
This is taken from the two number plates this motor has had in it's lifetime :
72 GJ 08, and DJO 177 R, so the name was there all along!
Jo has undergone a halogen headlamp upgrade, pictures have been posted on the sidebar.
The loom replacement is ongoing, and putting paint on the exposed areas of the chassis is a priority too.
20th: The rusted steel door tread was replaced on the passenger side with a galvanized steel replacement.
A search has begun for a suitably large storage area for Jo to spend the winter months undercover, so that I can work on regardless of the weather, which has been a bugbear sometimes this summer.
September 2007: New venue for the winter
The search for winter living quarters was over quickly, an industrial unit nearby will now rumble to the sounds of the family car collection.
Initally, there will be the 101, the old Stage 1 'Project LongRover', which is being broken up, the Triumph 2000TC, and a Rover Metro.
My humble semi-detatched just couldn't take the strain any more.
So the 101 will be undercover come October 1st.
I've been away around the South of England again, and this time I took time out to visit the Landroverfest at Peterborough.
It was an amazing spectacle, and that was just the view in the car park.
Most of the club stands were well organised and presented, and I bought my fair share of kit when I was down.
I'd certainly recommend going!
23rd: bought some tyres to keep Jo in tread for the forseeable future, I'm still looking at options for new tyres other than Michelin XLs, but it seems to be a difficult and fraught area as to definitive answers on the suitability of any particular tyre/wheel combo.
Any tips on this would be a great help.
Paint stripping in the cab and repainting is ongoing, and as ever, the rewire effort continues.
October/November 2007: Radio Pod
I've been a bit pressed for time recently, but with the 'Jo' and friends snug for the winter, some basic checks were done, fluid levels, greasing, and such.
There is a small amount of work that I know needs doing before the MoT, and when I get a chance, I'll be right on it.
Meanwhile, I managed to sort out the ceiling mounted Pod for the radio, (pictures shortly), so now I have a working cd/radio fitted in the cabin.
More on that once I've sorted out the pictures.
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