THE ONE TO HAVE
It may have been created as a short-term stopgap, but it created a legend. Here’s why everyone wants a Series I
AS drawing boards for new vehicles go, the sand of a Welsh beach probably isn’t the first choice for many. But if we believe the legend, it was the perfect medium for brothers Maurice and Spencer Wilks, engineering director and managing director respectively of Rover, who, in the late 1940s, sketched out an idea for a rugged four-wheel drive in the sand of Red Wharf Bay. That idea was incentivised by a need to export products after World War II. The brothers had used an ex-us army Jeep on their 250 acre Welsh farm. Enjoying farming and off-roading,
rumour has it the car and Maurice were never apart. Spencer’s innocent question of what would replace the ageing US workhorse set in motion a plan to produce such a car themselves as a post-war stopgap – hence the legendary sand drawing. The idea was to make a rugged, working vehicle, with power take-offs everywhere, able to do anything, similar to a Jeep, but not like one.
Prototypes were up and running in summer 1947. With steel still under post-war ration, they chose Birmabright aluminium alloy for the body, cast-off steel hand-welded for the box-section ladder chassis. A central tractor-style driving position was chosen, to save production changes for left- or right-hand drive dictated by each export market. This is the fabled Centre Steer prototype, powered by a 1398cc engine, with an 80 inch wheelbase identical to the Jeep it was aping.
It was quickly replaced by further prototypes, finessing the design and the central driving position was ditched. The 80-inch wheelbase carried over, but with a more powerful 1595cc engine, four gears and a high/low ratio transfer box, now in left- or right-hand drive. Prototypes weren’t just exploring standard cars, they explored the potential uses for the vehicle, including a fire engine.
Development cars weren’t ready for the big motor show that year, Geneva in March, so instead the Land Rover was launched to the world at the Amsterdam Motor Show on April 30, 1948. Priced at £450, the 50 bhp engined rugged workhorse was a runaway success. Named the Land-rover, made by The Rover Company, the inherent toughness and sheer engineering honesty meant the ‘Go Anywhere’ vehicle was in demand.
As intended, export markets loved the product, but so, too did the buyer in the home market. Power take-off points allowed users to power machinery off the Land Rover, and many did, from saws, mowers, farm machinery – you name it, the Series I did it, in all corners of the globe. Though the export agricultural market was the initial market in mind, such was the capability of the vehicle that military orders started in 1949; indeed that same year they even trialled Rolls-royce engines in a batch of 80-inch models, seeking more torque and power. Today, any of these early cars are prized by the most avid enthusiasts.
The first major production changes came in 1951, after 50,000 cars had been built. Moans from customers about the lack of apparent torque saw the introduction of a 2.0-litre engine in the car. The 1.6 was bored out to 1997cc increasing torque by 26 per cent, along with chassis strengthening and wider springs. Visually, the headlights grew to 7 inches and came through the grille instead of being hidden behind it.
By 1953, wheelbase increased to 86 inches for extra loadspace and a 107 inch long wheelbase came to market.
The engine should start promptly with choke from cold. Smoke on start-up should clear. Tickover will sound mechanical, but free from bangs and knocking. Black smoke is fuel-related, blue suggests engine problems needing investigation – anything from valve stem seals to more serious bore issues. It may be the original wiring, but think is it safe? If in doubt, replace it. Old wiring can cause fires. After a drive, park it up, wait half an hour and look for oil leaks. They all leak, but shouldn’t drop much fluid, nor quickly.
Factory station wagons appeared in 1954 – they’d been tried in 1948, but due to excessive cost were canned after 641 had been made. Those first station wagons were wooden-bodied affairs from coachbuilder Tickford, but the 1954 factory cars were a much neater execution in alloy, seating seven in the 86-inch models and ten in the rather patchwork-looking 107.
The same year also saw an improvement to the engine for cooling purposes, with the 2.0 spread bore engine replacing the earlier siamese bore original unit.
In October 1956, the wheelbase grew by two inches, to 88 and 109. That increase, between front axle and bulkhead, was to accommodate the new, longer, 2052cc 2.0-litre diesel, launched in June 1957. It was based on the existing petrol unit design, and despite being down on torque, but equal on power to the petrol engine, its selling point was the reduced fuel consumption – typically 30 mpg compared to the 20 of the petrol unit. At the time, the car met a need for markets where diesel fuel was much cheaper than petrol, but today, only a collector would prefer a diesel over the characterful petrol most associated with the little Land Rover.
What started as a short-term need to fill a gap in the market for the Rover company quickly grew into a world-leading British success story.
Today, interest in the Series I has never been greater. It’s a great Land Rover to have if you want to be hands-on, in the garage or on the road. You simply won’t find a more engaging Land Rover to own.
BUYING AND VALUES
The earliest 80 inchers are bona fide classic car collectibles, but all SIS are valuable, as interest grows. The earlier the car and shorter the wheelbase, the more you’ll pay. Regardless of budget, originality is increasingly key.
Cheapest is a project, starting around £6000. Incomplete cars, or wrong engines, can mean headaches sourcing correctly-dated parts. A project is great fun, but be fully aware of the work – and cost – involved. It may be cheaper to buy a complete car.
Most valuable are the rarest cars, around the £50-70,000 mark: 1948 Pre-production models, chassis numbers in the first 1500, Tickford Station Wagons, or recognised restorations, such as Ken Wheelwright, Dunsfold and Land Rover Reborn cars. Reborn Car Zero sold for £174,000 at auction last year. It was probably an anomaly, but it demonstrates the interest in very early Series Is.
"What started as a short-term need to fill a gap in the market for the Rover company quickly grew into a world-leading British success story"
Outside those extremes are the majority of production cars that draw the enthusiasts – the 1951-58 2.0 cars. More numerous, here you’ll find plenty of choice, but you’ll need £15-20,000. That gets a correct car that you can tinker, show and enjoy. Don’t discount 107 or 109 long wheelbase models, nor Belgian-built Minerva models, either, but budget more for a genuine factory station wagon.
Many general classic car garages have jumped on the restoration bandwagon. Be wary of convoluted back stories on fresh-paint restorations, erasing originality. Take ‘Barn Find’ or ‘patina’ with a pinch of salt. Look for provenance in both car and seller.
LRM’S pick would be a 2.0 petrol 86 or 88, with canvas, in original condition (including original registration) and traceable history. We’d expect to pay £17,000 or so for one, and more next year. Prices are only going up.
SERVICING AND MODS
The simplicity of the Series I makes it perfect for DIY attention. With the smallest selection of tools you can service and fettle it quite happily, once you learn what you need to do and look for. For many enthusiasts, this holds huge appeal.
For larger jobs, there are well-known specialists who can rebuild engines, carburettors, steering boxes and gearboxes, should you not want to do that work yourself. A diesel engine is best left to an expert in Series I units.
Parts are generally available, but can take effort to hunt down. Period accuracy has never been more important, rather than simply keeping them going somehow. Limited factory original parts are still around, in splendid brown boxes, smelling richly of the past. Supplies are dwindling though and prices never higher. There’s a reproduction parts market, too, making everything from bulkheads, fuel tanks, seating to rear tubs – all at a price. Some early electrical parts can be hard to find.
Beyond taller tyres and overdrive, the days of modifying the cars has probably passed. Originality rules: bodges on the cheap, aren’t.
Every engine you can think of will have been transplanted into Series Is, and not all of them well. The market favours original cars, so consider modifications carefully. That said, an 80 inch modified as a period trailer is definitely worthy preserving, and using as such.
SECURITY
A popular Land Rover isn’t just popular with enthusiasts. Somewhat lesser characters also want the cars, if not to take whole, then strip for hard to get (but easy to sell) rare parts. There are a few methods of securing the cars to some extent, most typically a handbrake lock. At heart they are basic vehicles, with no door locks and good access to mechanicals, so don’t forget.
As ever, the best way to protect your car, is to keep it securely locked away.