The first attempt to build a landrover with a significantly larger
payload than a normal long wheelbase resulted in two seperate projects
being engineered. The first was the forward control, eventually put
into production in 1962. This vehicle was developed to meet demands for
increased payload capacity and off-road load carrying performance.
Rather than design an entirely new machine, Land-Rover modified the
existing long wheelbase chassis to have a sub frame mounted above the
chassis rails to carry the truck like body. Some body components were
shared with the normal control model, but the vehicle had a very
different appearance to the conventional Land-Rover.
Landrover was also developing at the same time a vehicle intended
to
compete with the large pickups selling well in the middle east, and so
they designed what was basically an oversize Landrover, identified as a
129” due to its longer wheelbase. They were also the first Landrovers
called “1-Tons” although they woud have actually had an even higher
payload. The 129” saw some interesting ideas being tried out including
a turbocharged 2286 diesel engine, and even a 2.5 turbo diesel, but
most used the 3-litre six cylinder petrol used in Rover cars of the
period. The design was not successful and the 129” never made i tinto
production, although it may well have been in the back of the engineers
minds when they designed the eventual production 1-Ton.
The Forward Control did make it into production and
technologically,
the vehicle used the same engines as the other models, but had a lower
ratio transfer box. Early IIa models had rover axles, but later ones
went over to ENV axles. The tyres were 900x16 size and the wheels had
an increased offset to fit. At around the same time, Land-Rover was
developing a number of vehicles for both military and civilian
specialist applications. Some military models had gained extended
spring hangers and reinforced chassis frame, using similar components
to the Forward Control. An early example of this was the APGP
amphibious Land-Rover 109.
Likewise, Land-Rover was developing modifications such as lift
platforms on the back of 109s, fire engines, ambulances and a wide
spectrum of other modifications. The problem was that the chassis and
suspension of the conventional long wheelbase was stretched to the
limit by the time these modifications had been carried out, and the
conventional four cylinder engines were often underpowered by the time
the specialist bodywork had been fitted. Of course, the forward control
could fulfil some of these roles, but was often too big for some
applications.
In time, the IIA forward control was found wanting in performance, it
was underpowered and was found to be unstable in some circumstances, so
a much improved version, the IIB was produced. This had a wider track,
a rear axle mounted under the springs, and a host of other minor
improvements. The biggest was the use of the six cylinder 2.6 litre
petrol engine in this model.
The 1-Ton 109" Land-Rover was unveiled in September 1968 at the
Commercial Motor Show as an uprated version of the 109" Long Wheelbase
Land-Rover. The vehicle was specified as having a 2.6 litre six
cylinder petrol engine, and the gear and transfer boxes as for the IIB
forward control. Although initial specifications offered a 2286 petrol
engine as an option, none were built for civillian owners. The axles
were heavy-duty ENV units the same as used on the IIA FC (Not the 101FC
as some sources claim - the 101 used Salisbury axle assemblies). Later
series IIIs had front and rear Salisbury axles from about late 1972
(suffix B), and later still the front differential became the standard
Rover unit (Suffix C). The Salisbury was often used as an in-service
replacement for vehicles fitted with ENVs. The chassis frame was a
reinforced item, featuring drop shackle suspension pioneered on
military vehicles. Production models had a bolt-off gearbox
crossmember. The 900x16 tyres on extra deep dish rims were carried over
from the forward control. Longer brake pipes were fitted as well as a
brake servo, front brakes being wider than standard with 3" shoes. The
rear brakes were the same as a conventional 109". The overall aim was
twofold - to allow the Long Wheelbase Land Rover carry a greater
payload, and also to provide a more suitable chassis for specialist
conversions.
Although the first 1 ton was built in September 1968, production got
underway properly in April 1969 when vehicle number two was built, and
all these vehicles had the headlamps in the wings - my own vehicle
suggests that early models also had deep sills. Vehicles 229/1 to
229/15 had A suffix chassis and presumably all these early features. 1
Tons may have had the lamps in the wings before other models to make
the lamp height comply with lighting laws, or just to signify them as a
"new" model. When production changed to the series III in September
1971, 170 1-Tons series IIA had been built. Production continued into
the Series III era, and 238 home market Series IIIs were built.
Export vehicles existed in smaller numbers. The first LHD export IIA is
noted as being built in January 1968 and exported to Belgium, but this
is almost certainly a mistake in the record book, January 1969 is much
more likely. LHD export vehicles generally found their way to Europe,
with Belgium, Denmark and Portugal having several examples each. RHD
export vehicles were most commonly sent to African states.
It is interesting that the chassis was built as a composite to be
either right or left hand drive, and had both holes for the steering
relay, rather than just one as would be seen on other models.
Presumably Land-Rover rationalised it in this way in anticipation of
low order numbers.
The 1-Ton 109 was also fitted with a distinct steering box, which sat
in the normal position, but was of a lower ratio. This was presumably
to compensate for the drag caused by the 900x16 tyres. The steering was
also fitted with an hydraulic damper, to reduce feedback. The
suspension was unique for the rear axle, although still under slung,
but the front was fitted with diesel 109 springs so as to cope with the
expected payload. This gave the machine a rather hard ride, but the
size of the tyres also makes the vehicle rather bouncy, certainly the
ride is improved by having a load in the back!
A number of these vehicles were fitted with winches, and Land-Rover
made appropriate power take offs to suit the 1-Ton gearbox.
