Land Rover Series III Stage-1 (1979-1985)

The Land Rover stage-1 was so called because it was the first product of an investment programme that
lead to the 90 and the 110 (later Defender D90 and D110). It was in effect what many Land Rover
owners had been converting their standard SIII's into for many years - a SIII with a larger engine, in
fact with the 3.5L V8 out of the Range Rover. The standard SIII gearbox could not really take this kind
of power and torque, as the owners of home conversions often found out, so Land Rover fitted the
Range Rover's LT95 full-time-4WD transmission too.

The V8's power was reduced because the SIII handling and brakes were not up to the engine's potential
level of performance. This reduction was achieved mainly by fitting restrictor plates in the carburettor
intakes. The result was only little more power than the old 2.6L 6-cylinder but still enough torque to
pull 3.54:1 differentials. There is plenty of room for improvement.

The V8 was a tight squeeze in the SIII engine bay and was slightly tilted upwards at the front. The
radiator was moved forwards and the grille made flush with the front edges of the mudguards. The
front chassis cross-member was moved forwards too, and the mounting of the steering relay somewhat
changed from the SIII. Many home-grown conversions had shoe-horned the V8 in without moving the
grille etc. but the new arrangement left plenty of room for a large AC Delco cyclone air cleaner under
the bonnet. The bonnet (hood) was of course longer than the SIII's, rounded at the front and wraping
around at the leading edge. It seems to have been carried into the 90/110 model range essentially
unchanged.

The number two chassis cross-member of the SIII was deleted and the small cross-member under the
transmission made removable to help in getting the gearbox out - the latter is a useful modification for
earlier "series" Land Rovers. The cross-member immediately behind the transmission was modified to
allow the rear prop-shaft to pass.

Because the engine was tilted up, the gearbox output shafts are not quite parallel with the diff' input
shafts so a double-Hookes c.v. joint was fitted to the transfer case front output shaft (only). This
complex joint is often replaced with a single universal when it wears out, generally with acceptable
results.

The steering swivels contain Range Rover c.v. joints because of the full-time four wheel drive.

Apart from that the stage-1 is bog standard Land Rover series III. If it had been produced ten years
earlier it would have provided some real competition to Toyota's 45-series LandCruisers.

James Taylor in LROI reports rumours of a few short wheel base stage-1's having been produced, but if
so it was very few indeed and they were never sold to the general public.
- 4wd.sofcom.com/LandRover/Landy.html

Specifications - Land Rover Series III Stage 1 1981

• LWB station wagon, 10 seats, 5 doors

• loa: 4580mm, width: 1680mm, height: 2000mm grnd clearance: 209mm (diff')
• turning radius: 7.15m
• weight: 1809kg (unladen), GVM: 2710kg, towing: 500kg (unbraked)
• 3528cc, petrol, V8, twin Zenith Stromberg CDSE carb's, 2 valves/cyl, ohv
• bore: 88.9mm, stroke: 71.12mm, c.r.: 8.13:1
• transmission: LT95, 4m, full-time 4WD, centre diff' and lock
ratios: 1st 4.069:1, 2nd 2.448:1, 3rd 1.505:1, 4th 1:1 (rev 3.664:1)
t-case: hi 1.336:1, lo 3.321:1
diffs: 3.54:1 Rover / Salisbury 8HA
• suspension: live-leaf/live-leaf, brakes: drum/drum
• tyres: 7.50x16, fuel-tank: 68L (15 gal UK)
• NB. also available as ute, cab/chassis, hard-top and 12 seat stn wgn (cosy)
What is the difference between a Stage One and a Series Three 109 six
cylinder?

The first difference is, obviously, the engine. Stage One engine numbers start with
<11G0..>. They are very much like the 355... series engines in the early Range
Rovers. Yes, they are listed on page IB04 of the parts catalogue.

The compression is 1:8.13, carburettors are Stromberg, like in the early RRs, I do
not know of nay difference other than the exhaust manifold. Please correct me if
you know other differences, I'd be interested.

For liability reasons, restrictor plates were fitted to these engines, only to be
thrown out asap. In case you are not sure, take of the easier, co-driver side carb,
and look for a stupid plate with four holes in the air intake. Wiggle it out with a
pair of pliers and have fun getting the 4th bolt on the seconfd carb when you
fasten it, the gain in power will be more than rewarding.

The gearbox is also LT95 RR, with a lower ratio. Diffs a the same as Range rover,
the rear axle. Leave it alone and get an overdrive instead.

Mine has an ABC123 engine. How can I tell if it is a genuine Stage One?

First of all, check the chassis number. It should start with LBC, followed by A for
Utilities and M for Station wagons. OK I hear you say but that makes it a six
cylinder as well. Yes, but no six cylinders were built after 1978. Certainly not in
1979 when the system changed.
The fifth letter must be a V, as opposed to ther six cyl. "P". That makes it
LBCAV..or LBCMV. Of course, that does NOT apply for 88s and Sally.

How much is there which is typical for a Stage One? which type of axles have you
got and do they have homokinetic halfshafts? Do you have a transfer box with
centre diff, is there the console in the middle of the dashboard with the control
light? Which lever /knobs do you use for low gears and the difflock? Where do
they sit? The chassis is also different, your batterie is under the seats. There are
200 other little differences, starting from the front grille to wiper motor bolts.
In short, a Stage One has early an RR engine, gearbox and transfer box combined
with homokinetic halfshafts. Front and bonnet ae Stage One specific. The rest is
pretty much heavy duty 6 cylinder 109.

How many Stage Ones have been built? Do you know when mine was
built?

Frankly, I don't know how many were built. Many times I have been told several
times that even Land Rover doesn't know. I know that about 500 were imported
into the Netherlands, 32 were imported into Belgium and there were a few in
Luxembourg.

If you want to know when your Land Rover was built, verify your chassis number
and contact Land Rover. Click kere for more information.

Land Rover Stage One: 1979 to 1985

Though officially named the 109" V8, the Stage 1 is so-called because it was the result of stage one of
a major (around £200 million) investment plan at Land Rover.
The investment programme also produced the 5 door Range Rover, and culminated in the replacement
of the Series III Land Rovers by the coil-sprung 110" and 90" Land Rovers in 1983 and 1984
respectively.

Really Land Rover should have produced this much earlier - the first Land Rover with adequate power
and a reasonable cruising speed (top speed was around 80 mph).
Indeed many private owners had converted 4 cylinder and 6 cylinder Series IIa's and Series III's to
more powerful 6 cylinder engines, and even V8 engines from a variety of sources including Rover car
V8s.

The Stage 1 took an existing Series III vehicle and squeezed in a 3.5 litre V8 and matching four-speed
gearbox as used in the Range Rover.
The LT95 gearbox is reputed to be Land Rover's strongest ever, indeed it was used in the 101" Forward
Control trucks.
Instantly the engine was powerful enough and reliable enough to tempt those export customers Land
Rover needed.

As standard, the Stage 1 V8 is fitted with restrictors between the carburettors and manifold to reduce
power output to a modest 92 bhp.
This is because Land Rover felt that any more power would make the vehicle too fast for the brakes
and suspension.
This de-tuning also had the effect of allowing the engine to run happily on lower grades of petrol.

The restrictors are quite easily removed, allowing the engine performance to increase to standard
Range Rover levels : 135 - 140 bhp.
This is not however the limit of this engine, as the Rover SD1 versions were rated around 155 bhp as
standard, and Land Rover itself constantly uprated the capacity and horsepower of the engine as it was
also used in other models.
The V8 was a tight squeeze in the engine bay and was slightly tilted upwards at the front.

The radiator was moved forwards and the grille made flush with the front edges of the wings.
Various incarnations of this V8 were also fitted to the 90/110/Defender up until 1996 when the last
factory-fitted (excluding special order) V8 Defender was produced - the 50th Anniversary special.

The Stage 1 introduced some new features which would be carried forward to the 90/110 range :
1) Permanent four wheel drive - most previous series models had selectable 2 or 4 wheel drive.
2) The radiator was moved forwards which gave us the flat fronted appearance still seen on the
Defender.
The bonnet was of course longer than the 'standard' Series IIIs, rounded at the front and wrapping
around at the leading edge.
3) The door locks are mounted in the door skin rather than in the handle aperture (also carried on to
military Defenders).

Prototypes were built and tested as early as 1976, however it was not until 1979 that vehicle went into
full production.
All of the first year's production went to export markets, the 109 was available in either pick-up,
hardtop or safari station wagon body styles.
The high capacity pick up body was introduced in 1981.

As well as the six colours available on the standard Series IIIs, the Stage 1 had four exclusive colour
options:
- Java Green
- Masai Red
- Inca Yellow
- & Pageant Blue.

Russet Brown later became available with the County Station Wagon.
 Pageant Blue Station Wagon.

The Stage 1 was produced almost exclusively with the 109" wheelbase, but some 88" models were
made to order.
It is believed that as many as 29 88" Stage 1's were built, including one prototype, with 24 of these
being shipped to Trinidad in 1982.
Just two are thought to be in the UK.

Relatively few Stage 1 V8s were sold in the UK because of high fuel costs - diesel becoming a more
popular choice.
Stage 1 production ended in 1985, some two years after the introduction of the 110.

Specs:

The series III chassis was modified by moving the grille, radiator and first cross-member forward,
deleting cross-member number two, and cutting away the cross-member behind the transmission to
clear the prop shaft.
Axles are standard series III 109" but with 3.54:1 differentials.
Because the engine was tilted up, the gearbox output shafts are not quite parallel with the diff input
shafts so a double-Hookes c.v. joint was fitted to the transfer case front output shaft.
This complex joint is often replaced with a single universal joint when it wears out, generally with
acceptable results.
The steering swivels contain Range Rover c.v. joints because of the full-time four wheel drive.

Land Rover Stage 1, 109" station wagon, 10 seats, 5 doors

Length 4580mm, width 1680mm, height 2000mm
Wheelbase 2770mm (109"), track 1330mm (front) 1330mm (rear), turning radius 7.15m, ground
clearance 209mm
Weight 1809kg (unladen), GVM 2710kg, towing 500kg (unbraked)
Engine 3528cc, petrol, V8, twin Zenith Stromberg CDSE carbs, 2-valves/cylinder, ohv
Bore 88.9mm, stroke 71.12mm, compression ratio 8.13:1
Power restricted to 69kW (92bhp) at 3500rpm, torque 230Nm at 2000rpm
Transmission LT95, full-time 4WD, with centre vacuum operated diff-lock
Ratios 1st 4.069:1, 2nd 2.448:1, 3rd 1.505:1, 4th 1:1 (rev 3.664:1)
Transfer-case hi 1.336:1, lo 3.321:1,
diffs 3.54:1 Rover / Salisbury 8HA
Suspension (front) live-axle & leaf springs
(back) live-axle & leaf springs, with drum brakes all round.
Tyres 7.50x16, fuel-tank 68litres (15 gallons imperial).
Also available as hard-top, pickup, high-capacity pickup, and cab/chassis.

Terry's Hi-Cap

The Stage 1 Hi-Capacity pickup was available from 1981 to 1985.

Terry bought his Stage 1 from a collector of all sorts of stuff.
At that time he was not into V8s, but had a look anyway, as the advert said it had a new chassis.
After chipping a bit of paint off, he found a galvanized chassis underneath.
The vehicle was duly purchased, and taken back to Cornwall.
Terry soon found that he was hooked on this series V8.
The vehicle was previously used as a tow truck, and there is sign writing painted on, but it has faded
and illegible.
He expects to be fitting a galvanized bulkhead and update the suspension to parabolics in the near
future.
It is believed that only 27 of these Stage 1 Hi-Cap vehicles were made, as the 110 Hi-Cap vehicles
became available from 1983.
Just four Stage 1 Hi-Caps are believed to be resident in the UK.
Two of these are in Cornwall.

Terry's Java Green Hi-Cap.

Do you own a Hi-Cap? get in touch!

Horst Krus's Station Wagon

The Stage 1 Station Wagon is probably the most numerous version of the 109" V8.
Horst bought the vehicle from a member of the Leicester & Rutland Land Rover Club.
He expects to keep the vehicle long term and maintain it to a high standard.

Horst's Stage 1 Station Wagon.

Charles Edington's Aussie Stage 1

Charles is the proud owner of a 1980 Stage 1 Ute, converted to run on LPG.
The vehicle has covered over 91k (kms). She is in great condition overall, runs well and pulls like a
train.
Aussie Stage 1 Ute.