At the end of 1949 the Ministry of Supply had acquired two production Land Rovers. These were subjected to further military trials to check that the modifications which had been made following the report on the pre-production machines, were satisfactory.
On 5 January 1950, after the first vehicle had run approximately 10,000 miles (16,093km), a preliminary report was issued with a number of minor failures and difficulties noted. The only real difficulty involved the water pump, which had given continual trouble before finally being replaced with a modified unit. The engine was stripped and measurements were taken of the cylinder bores - the wear was determined to be ‘well within acceptable limits’. It was stated that the condition of the vehicle was ‘good’. It compared favourably with the pre-production machines, and it was said that the modifications introduced as a result of the first series of trials ‘had so far proved effective’. The trial was resumed.
The rear axle of the second vehicle failed before 20,000 miles (32,186km) had been covered, apparently as a result of poor setting-up during production. Five teeth had sheared off the crown wheel resulting in damage to the pinion in the differential. The differential was replaced and the trials continued.
On 8 September 1950, A. E. Masters, FVDE Chief Engineer, issued the final report on the second vehicle, which had covered 20,356 miles (32,759km) including some 4,500 miles (7,241km) across country. Replacements during the trials included one set of spark plugs, a water pump, gearbox selector spring, rear differential, four ‘Silentbloc’ suspension bushes, a rear spring and bump rubbers, and six tyres. The engine was stripped for internal examination, and the degree of wear suggested that life to a first major overhaul would be in the order of 20,000 miles (32,186km) - although it is unclear whether this meant another 20,000 miles (32,186km) or whether the engine was actually already requiring an overhaul.
In its final conclusion the report stated quite categorically that ‘the production type Land Rover as supplied to the Army has a satisfactory degree of reliability, especially in view of the fact that it is a standard vehicle in commercial production’.
In May 1950, not long after FVDE had initiated these tests, the Royal Air Force (RAF) had taken delivery of a batch of 100 Series I cargo
Above: Hardtops, which were not offered to civilians until 1950, were rare in military service in the early years. Tbis vehicle, in RAF service, is towing a special trailer for carrying the WE177 air-dropped nuclear weapon carried by Tornado aircraft.
The weapon shown is a dummy round. (RAFM)
Right: The long-wheelbase 107in (later 109in) cargo Series I was not common in military service. A patrol of theTrucial Oman Scouts take up defensive positions around their vehicles in the desert, near Sharjah, February 1962. (IWM)
Below: Standard Series IGS cargo variant. Fora period all Land Rovers were painted in the military Deep Bronze Green regardless of customer. (PW)
Vehicles, almost certainly the first military Land Rovers to be delivered in quantity. Despite some initial uncertainty as to exactly how many Land Rovers might eventually be required, the Ministry of Supply also issued a contract for 1,910 similar vehicles for use by the Army.
By June 1951 3,674 examples had been ordered, and the requirement for the next three financial years was projected as 600 vehicles for 1951/52,900 for 1952/53, and 1,000 for 1953/54, at an estimated price of ?625 each. In all some 5% of total output, representing 15,000 vehicles, went to the Ministry of Supply over the 10-year life of the Series 1.
Although various contracts called for a degree of light modification to better suit the vehicle to its military service, these Land Rovers were essentially standard civilian vehicles. At this stage there was never any attempt made at producing an exclusively military Land Rover. Such modifications as were specified generally concerned items such as wheels and the provision of lashing eyes, reinforced rear crossmember and towing pintle, also changes to electrical and lighting equipment. However it is worth noting that before accepting the new 2-litre engine for military use, the Fighting Vehicles Research & Development Establishment
(FVRDE), as it had become by that time, insisted on a thorough trial of 20,000 miles (32,186km) at their testing ground at Chertsey in Surrey.
A number of cargo vehicles were converted to the communications role in Army workshops, and some of these were also subsequently retrofitted with a 24V negative-earth electrical system. The changes involved the use of a metal radio table which was installed across the rear of the vehicle behind the front seats, the installation of supplementary batteries to power the radio equipment, and the use of a screened electrical system. This used a different type of coil and distributor as well as screened spark plugs.
The 107in (2.72m) long-wheelbase pick-up truck was trialled at FVRDE soon after it was announced in 1954 but, as far as is known, none entered service with the British Army. Of course, this chassis also formed the basis of the special ambulances (see page 104). Elsewhere, others clearly believed that the long-wheelbase pick-up had some military application, for 12 of these
107in (2.72m) pick-ups with truck cabs, and described as ‘field unit vehicles’, were purchased by the Irish Defence Force (IDF) and used as towing vehicles for anti-tank and mortar units. They were also used as cable layers and communications vehicles; two similar vehicles
Above: Short-wheelbase Series I adapted as a signals line-layer. (RA)
Top: Standard short-wheelbase Series I GS vehicle from the first large contract which called for almost 2000 vehicles in 1949. (RA)
Above: The long-wheelbase GS vehicle appeared in 1954. This example was photographed at FVRDE whilst undergoing trials. (RA)
Were supplied in 1958 with the extended 109in (2.77m) wheelbase.
In Britain, the Land Rover was still in service alongside the Austin Champ, although most of the Jeeps had already been retired. The War Office still insisted that there was no intention of abandoning the Champ, stating that the two vehicles could continue to operate alongside one another. But cracks were clearly forming in the facade and, in 1956, the Wilks brothers had attended a meeting at FVRDE, to discuss the future of the Land Rover in military service. By that time, the production run for the Champ was complete and the vehicle was proving itself to be unreliable. In August 1958, the Director, Weapons Development wrote that ‘40% of the 1/4 ton vehicles in the British Army are Land Rovers... [and that the Land Rover] has become the standard 1/4 ton tactical and utility vehicle...’.
He went on to say that ‘the War Office has every confidence in the Land Rover as a tactical front line vehicle’.
Within eight years all of the Champs were gone... either handed over to the Territorial Army or sold at auction. Sadly for Austin, the civilian version of the vehicle was no more successful, selling only in very small numbers.
Outside of Great Britain, the Series I had also entered service with the Irish Defence Force, the Netherlands Army and, in locally-constructed versions, with the West German border guards and the Belgian Army; these latter vehicles are dealt with separately.
The Series I was superseded by the Series II in April 1958 and, in just 10 years, the essentially civilian Land Rover, initially purchased as an ‘interim’ measure, had replaced the totally military Champ.
World History
