The Series III
By the late 1960s, it was clear that updates to the Series IIa models were required.
In 1968, Rover had become part of the government owned British Leyland Motor Corporation (B.L.M.C.).
Cash was limited, hence in 1971, when the Series IIa was replaced by the Series III, it 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 unit 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 axle became a standard fitment on all long wheelbase (109") vehicles.
The electrical system was also upgraded with the dynamo being replaced by an alternator.
The body remained virtually unchanged, although the now traditional metal grille was replaced with a plastic item designed to match the new headlamp position introduced on
the later IIa.
Although there were few external changes, the Series III looked very different on the inside.
The instrument panel was moved to be in front of the driver.
The door interiors were upholstered, and a much-improved heater was fitted.
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).
This was the first model to feature synchromesh on all four gears, although some late H suffix IIa models had used an 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.
The Series III had the same body and engine options as the preceding IIa, including station wagons and One Ton versions.
In 1980 the 4-cylinder 2.25 litre engines (both petrol and diesel) were updated with 5-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.
New trim options were introduced to make the interior more comfortable if the buyer so wished.
These changes culminated in 1982 with the introduction of the 'County' spec. Station Wagon Land Rovers, available in both 88" (3 door) and 109" (5 door) types.
These had all-new cloth seats, soundproofing kits, tinted glass and other 'soft' options designed to appeal to the leisure user.
Of more interest was the introduction of the High Capacity Pick Up (HCPU) to the 109" 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.
The Series III is the most common Series vehicle, with 440,000 of the type built from 1971 to 1985.
During the Series III production run from 1971 until 1985, the 1,000,000th Land Rover rolled off the production line in 1976.
Benjamin Hodge's Series III in it's natural habitat.
Stage One
In 1979, the Range Rover V8 engine and transmission equipment were fitted to the 109" unit to produce the "Stage 1".
This combined the extra power of the Rover V8 with the load-space and indestructibility of the Series III 109" long wheelbase Land Rover.
The LT95 4-speed full-time 4WD was used, but the power output of the V8 was reduced 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.
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 80mph, and is capable of climbing 1-in-1 slopes.
you can find out more about these special Series vehicles here.
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