The Series I
The Land Rover story began with the Land Rover 80" wheelbase model.
The first production Land Rover was smaller than all later models, but it was adaptable and durable, so quickly became popular with it's intended markets.
The Land Rover was originally designed for farm and light industrial use, and had a steel box-section chassis, and an aluminium body.
This capable vehicle was created as a 'stop-gap' to match Rover production requirements.
In common with many British industrial companies during World War II, Rover's factories were turned over to the war effort and produced engines for tanks and aircraft.
By 1945 and the end of war in Europe, Rover found itself with two excellent factories and a highly skilled workforce, but no real product.
Plans to produce 15,000 vehicles per year were quickly quashed by the Government which refused to allocate steel for more than 1,100 cars per year, unless the vehicles were made for export.
This led Rover to realise that an exportable stop-gap solution was required until sufficient steel was available.
However, Rover had no previous experience with the export market.
In the 1940s, Rover's Managing Director was Spencer Wilks, and his brother Maurice was the Chief Designer.
Maurice Wilks owned a farm in Anglesey where he used a war surplus Willys Jeep to get around.
Although very beaten up, the Jeep proved to be a very useful machine for small jobs around the farm.
Seriously in need of replacing, Maurice Wilks had a problem.
Although further war surplus jeeps were available, they were in a similar condition.
Spare parts could only be purchased in bulk, and new Jeeps were not being exported from the US to the UK.
A solution to this conundrum was needed.
This was the beginning of the project to build a Rover for the Land, i.e.. a Land Rover.
The idea formed in early 1947, and early prototypes were running during summer 1947.
At a Board Meeting in September 1947, this new vehicle was described as an 'all-purpose vehicle on the lines of the Willys-Overland Jeep'.
Although similar to the Jeep, it was designed to be more useful to the farmer.
It had greater utility as a power source being able to drive things, have lots of bolt-on accessories, and "to have power take offs everywhere".
Tooling was also minimised by using existing Rover parts where possible, and using body panels that could be made with simple folds.
The existing Rover P3 engine, gearbox, and back axle were used.
Design and planning were rapid, with a concept that did not exist before 1947 being exhibited to the public by April 1948.
The severe shortage of steel, even for export, meant the body panels had to be made of aluminium - a distinctive feature that would be repeated in many later Land Rover
products.
Early prototypes used the 1.4 litre Rover 10 engine, but this quickly demonstrated a lack of power, and a new high torque 1.6 litre engine was fitted.
The gearbox was fitted with a transfer case and four wheel drive unit, as well as the ability for a variety of power take-offs to be fitted.
Ready for sale, the Land Rover was a single model offering, with an 80" (2032mm) wheelbase chassis, and the 1.6 litre petrol engine.
This was a basic vehicle, tops for the doors and a roof (canvas or metal) were optional extras.
Rover did not know what to expect at the Amsterdam Show in 1948, but they need not have worried.
The order books quickly filled as uses for this new machine were found.
The new vehicle could be used as a car, but also as a power source and even small tractor.
It had excellent off-road abilities - perfect for the farmer.
Demand for this 'stop-gap' measure was amazing.
In the first full year of sales, 8000 Land Rovers were sold compared to a target of 5000.
By 1951, Land Rovers were out-selling Rover road cars by a factor of two to one.
Something that was not fully anticipated, was the fact that the Land Rover was adaptable to a huge range of markets other than farmers.
Quickly it was being used by police forces, armed services, building contractors, rescue services, electricity boards, and expeditions.
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 7 people.
Tickford station wagons were very 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, less than 700 Tickford built vehicles were sold, and all but 50 were exported.
Today these early Station Wagons are highly sought after.
There are less than ten examples known to exist, mainly held in museum collections.
In 1949, the standard 80" model had it's first update, the headlights moved from a position behind the grille to protruding through the grille, allowing easier maintenance.
In 1952, it was decided to have the four wheel drive engage automatically when the low gear range is selected.
This was performed with a simple dog clutch mechanism that would be used on all later Series Land Rovers.
The gear box was also slightly re-designed to handle the more powerful 2 litre engine that was introduced at the same time.
This engine was "Siamese bore", meaning that there were no water passages between the pistons.
Although a very popular and useful vehicle, the early Land Rovers were criticised for having a small load space.
This was addressed in the autumn of 1953, when the 80" (2032 mm) Land Rover was replaced with an 86" (2184 mm) wheelbase version.
A 'long wheelbase' 107" (2718 mm) Land Rover was also introduced.
In 1954 Land Rover also introduced their own 86", 3 door, 7-seater station wagon version.
These new models proved expensive to manufacture, with a surprising number of new parts including new prop-shafts, springs, exhaust, and body panelling.
They would be made for only two years.
1955 saw the introduction of the first 5 door model.
The 107" long wheelbase Station Wagon had seating for up to 10 people,.
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 'coach built' wooden
structure of the older Station Wagon.
They were intended to be used both as commercial vehicles and 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 heaters and interior lights.
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 'Tickford' Station Wagon, the new 'in-house' versions were highly popular.
The standard 86" and 107" wheelbase models would last only to 1956, the reason for this was simple:
Demand had grown for a diesel engine option, and another two inches had to be inserted to allow space in the engine compartment for the new engine option.
This space was inserted between the front axle and the bulkhead, adding to the wheelbase.
In the event, the new wheel bases of 88" and 109" were launched in 1956 but the diesel engine option would not be launched until 1957.
Due to production line capacity constraints, the 107" vehicle would remain in production as a station wagon until 1959 when the 109" Series II Station Wagon was launched.
So, with the exception of the 107" station wagon, wheelbases moved to 88 inches (2235 mm) and 109 inches (2769 mm) for the pickup.
Finally, in 1957, the "spread bore" petrol engine was introduced, followed quickly by a brand new 2 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 Over-Head layout.
This diesel engine was one of the first high-speed diesels developed for road use, producing 52 horsepower at 4,000 rpm.
As well as the advent of a diesel option, 1957 saw the arrival of fully floating half-shafts on the long wheelbase 109" vehicle.
The Land Rover had a very successful first ten years, but by the late 1950s it was clear that changes would have to be made if it was to remain so.
With larger engines and improved body styling, the Land Rover was re-launched as the Series II in 1958.
What had previously been known simply as the "Land Rover" was forever renamed as the "Series I Land Rover".
Many hundreds of Series I vehicles still survive.
Land Rover pre-production vehicle R.04
A batch of 48 pre-production vehicles was built for testing purposes and experimental exercises in body design.
Most were painted sage green, as previously used in World War II aeroplane cockpits.
The bumpers on the earliest examples were integrated as part of the chassis, in contrast to the bolt-on style that was later adopted.
This vehicle was is therefore one of the oldest surviving Land Rovers in the world.
The chassis stamp is ‘R’ for right hand drive and ’04’ because it was the fourth pre-production model built.
'Old Nellie'
Owned by Kenneth Katter, 'Old Nellie', originally a fire truck, was imported to Finland in 1954.
The vehicle was refurbished in 2005, and also entered in the veteran car register in Finland with the original licence plate EG-45.
The picture in the right column was taken when the renovation job was completed, hence the stickers on the tyres.
 
'Old Nellie'. pictures © Kenneth Katter.
The 'SXF' Series Is
This batch of vehicles were purchased by the Home Office in 1957/58 for the UK's Civil Defence and Auxiliary Fire Service.
They spent most of their lives in store, and were released to the public about 10 years later.
Because of this, they had very low mileage, and so became very desirable.
Graeme Aldous has one of these vehicles, and records of over 170 others, and he says that even if only 50% are
still on the road (and it may be more than that), it's probably the largest number of 50-year-old vehicles with the same registration letters still in
existence.
For more information on these machines, visit Graeme's site dedicated to the SXF Series 1s, www.teeafit.co.uk/sxf .
First Overland
On September 1st 1955 a young lad in short trousers was standing beside the A20 Dover Road in Lee Green, SE London, and was thrilled to see a pale
blue Land-Rover Station Wagon go past.
It was lettered 'Oxford & Cambridge Far Eastern Expedition, London to Singapore', and was one of a pair
setting out to attempt something that hadn't been done before, and has only been done rarely since - to drive the longest overland journey on the planet.
They didn't know if they would get through, because their route would take them through the jungles of Burma, using the abandoned wartime military
roads.
They DID get through, and Tim Slessor's book 'First Overland' has been a Land-Rover favourite for half a century.
And that young lad in short trousers became the video producer who rescued and restored the colour film footage that had hardly been seen for 50 years, and has made
it available on DVD for the first time, with commentary and interviews with the 5 surviving members of the expedition.
For details of the 'First Overland' expedition DVD, click on www.teeafit.co.uk/firstoverland .
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