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    • Posted: 19/06/19

      Our ‘History of a Legend’ series traces the lineage of our original Land Rover. Part 1 charts the rise of the iconic Series I.

      By 1958 the Land Rover had been in production for ten years, and the Austin Motor Company was planning the production of a similar off-road vehicle, called Gipsy. So the Series 
I (not named as such until the release of the next model) was given a comprehensive makeover to become the Series II. It was launched at the Amsterdam Motor Show in 1958, a decade after the original’s debut at the same event.

      The design team under David Bache, who would later be responsible for ground-breaking designs such as the Range Rover and the Rover SD1, ‘styled’ the Land Rover for the first time. The project was completed in six weeks and drew acclaim for its simplistic and functional design.

      The car’s basic form remained a key feature across all later iterations of the vehicle and its ‘rounded shoulders’ in particular became another Land Rover design hallmark. The Series II also gained deeper sills that concealed the chassis members and gave it a less utilitarian look, and distinctive curved glass at the rear corners of the truck cab.

      The ‘styling’ of Series II was completed in six weeks and drew acclaim for its simplistic and functional design.

      The petrol engine received a major upgrade, the capacity increasing to 2286cc and the power jumping by almost half to 77BHP. Inspired by the design of the advanced diesel which was introduced in 1957, this much-loved engine would remain in service until the mid-1980s. The diesel was itself upgraded to the same 2286cc capacity and 62BHP in 1961, with the introduction of the Series IIA.

      In 1967 Rover’s 2625cc straight-six petrol engine was also offered, with between 81 and 85BHP, depending on how good the petrol was in your part of the world. In 1969 came perhaps the most striking visual change of all, as the front headlamps moved out from the grille and into the wings. Regulations required it, and the design was more handsome as a result.

    • A Land Rover could perform almost any task 
you could think of, and the Series II saw an even broader range of body styles and conversions than the original. There were mobile cinemas, armoured cars and crop sprayers, as well as the more obvious ambulances and fire engines. The ‘Forest Rover’ used vast tractor tyres to straddle tree trunks, and for truly extreme conditions, engineering firm Cuthbertson could replace the wheels with tracks.

      The ‘Forward Control’ first introduced in 1962 placed the cabin high and forward over the front wheels to create a longer load-bed, capable of carrying 30cwt. It looked more like a lorry than a Land Rover, until you noticed Bache’s doors with that hallmark ‘shoulder’, 
and the curved rear glass
 from the pick-up. 1968 
saw the introduction of the 
Lightweight, designed for 
the British Armed Forces 
with its simple, narrower 
body which could be stripped down and made light enough to be air-portable.

      In total, more than half a million Series II models were made over 13 years.

      Rover needn’t have worried about the Gipsy, around 20,000 were sold, and it was finally killed off when the Austin Motor Company and Rover merged to form British Leyland in 1968.

      The Series II powered on: 1959 saw the 250,000th Land Rover roll off the production line, and by 1966 Solihull had made half a million. Annual production peaked in 1971 at 56,000 each year, and in total, more than half a million Series II models were made over 13 years.


Jaguar Land Rover Limited: Registered office: Abbey Road, Whitley, Coventry CV3 4LF. Registered in England No: 1672070

The figures provided are as a result of official manufacturer's tests in accordance with EU legislation. A vehicle's actual fuel consumption may differ from that achieved in such tests and these figures are for comparative purposes only.

The figures provided are NEDCeq calculated from official manufacturer’s WLTP tests in accordance with EU legislation. For comparison purposes only. Real world figures may differ. CO2 and fuel economy figures may vary according to wheel fitment and optional extras fitted. NEDCeq are figures calculated using a Government formula from WLTP figures equivalent to what they would have been under the old NEDC test. The correct tax treatment can then be applied.

The figures provided are WLTP. WLTP is the new official EU test used to calculate standardised fuel consumption and CO2 figures for passenger cars. It measures fuel, energy consumption, range and emissions. This is designed to provide figures closer to real-world driving behaviour. It tests vehicles with optional equipment and with a more demanding test procedure and driving profile.

TEL (Test Energy Low) and TEH (Test Energy High) figures are shown as a range under WLTP testing measures. TEL refers to the lowest/most economical figures (with the lightest set of options). TEH refers to the highest/least economical figures (with the heaviest set of options). WLTP legislation dictates that where there is <5g CO2 variance between TEL and TEH, only the TEH is declared.