1 tons?
Geplaatst: do 22 feb 2007, 22:53
kan iemand mij vertellen wat het verschil is bij lwb of lwb 1tons?
Daar is heel wat verschil tussen, maar 1-tons zijn dermate zeldzaam dat je er zelden tot nooit eentje zult tegenkomen. De Brit Daniel Warden is druk bezig van alles over de geschiedenis van het model uit te zoeken. Zijn website vind je hier:
[www.onetonlandrover.co.uk]
Verder is er een vrij nieuw forum waar e.e.a. over het model te vinden is:
[900club.19.forumer.com]
Een citaat van dat forum vind je hieronder.
Hermen
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This is an article I originally wrote for the series II Club magazine. Its a little deted now but more or less correct.
In 1962 the Land-Rover Company first unveiled its forward control model. This vehicle was developed to meet demands for increased payload capacity and off-road load carrying performance. Rather than design and 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. Technologically, the vehicle used the same engines as the other models, but had a much lower ratio transfer box. Early IIa models had rover axles, but later ones went over to ENV axles as the rover differential was too weak for the loads the forward control would carry. 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 and civilian models had gained extended spring hangers and reinforced chassis frame, using similar components to the forward control. The earliest example of this was Land-Rover offering 900x16 tyres as an optional extra in the pre-forward control days, requiring that it be ordered direct from the factory as the chassis required modification to suit – we can only assume this meant drop shackle suspension. Likewise, Land Rover was continually 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 width, a rear axle mounted under the springs, anti-roll bars, and a host of other minor improvements. The biggest was the use of the six-cylinder 2.6 litre petrol engine as standard on this model.
The One Ton 109 first appeared in September 1968, a short while after the IIb. It was fitted with a number of modifications from the standard specification 109â€Â, notably similar running gear to the IIb. The idea with the one-ton was that it could be built using over 75% existing land rover parts, only the chassis frame itself, and a few other minor parts being unique to the vehicle. The chassis features heavy-duty springs on extended hangers, as well as reinforcement throughout the frame. Axles were a narrower version of the ENVs from the IIb, which were also an optional rear axle on the “normal†109â€Â. The One Ton was fitted only with the 2.6 litre petrol engine; although a small batch of 22 2286cc petrol’s were built in 1970-71 on chassis prefix 231. It is thought that these vehicles are still in Atomic Research use.
The uprated suspension and more powerful engine allowed the One Ton to carry greater loads than the normal 109, and its lower gearing and greater floatation allowed for an off road performance much improved from a standard 109. The vehicle could carry all kinds of loads and specialist bodywork with ease. Although intended to carry specialist bodywork, the most common body style appears to be that of a breakdown truck, and many of the survivors are, or at least were, breakdown trucks at some point, fitted with a Harvey frost crane or similar. Photographs have also surfaced of “tray back†versions of the one-ton.
Another big user was the electricity boards, who seemed to have bought One Ton models due to their improved off-road capability. These vehicles were often used for tasks such as setting up pylons and moving equipment off-road. These were usually fitted with winches and hard top bodies.
Although the One Ton chassis appears to be a modification of the forward control frame, it should be noted that there are distinct similarities with the type of chassis used on a number of military Land-Rovers such as the “Pink Pantherâ€Â, the Marshall ambulances and the ¾ ton “Combat†chassis. As these vehicles has chassis numbers within the normal 109 utility sequences, it is not possible to identify which type of chassis appeared where, but certainly it is possible that the One Ton chassis was refined in design using the military chassis as test beds, although recent findings suggest that drop shackle suspension had been used many years previously. The one ton chassis is however distinct from the military versions, being made of thicker steel and having reinforcement that is lacking on the military versions. It is also 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. Later models seem to have either had the demountable gearbox cross-member as standard, or a lot had it as an option. 229000146H (1970), 26600087B (1972), and 26600183C (1976) all have it, as does 229000170H (1970) although it has been cut off on the latter vehicle
The One Ton 109 was also fitted with a unique steering box, which sat in the normal position, but was of a lower ratio, presumably to compensate for the drag caused by the large 900x16 tyres. The result is lighter steering, but more turns needed to turn the wheels lock to lock. The steering was also fitted with an hydraulic damper, to reduce feedback on rough ground. To compensate for the big tyres and deeper springs, the lower arm from the steering relay is longer than standard.
The rear springs were unique to the vehicle, although still under slung, but the front was fitted with diesel 109†springs so as to cope with the heavier 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! Brakes were the same as six-cylinder brakes, with 3†wide front shoes and standard rears. Servo assistance was a standard fitment.
A number of these vehicles were fitted with winches, generators and other equipment, and Land Rover made appropriate power take offs to suit the One Ton gearbox with its thicker diameter mainshaft. They unfortunately never produced an overdrive for it however.
In total, 170 home market IIa One Tons were built between September 1968, and September 1971. There was however a gap between the first one, and the second which was built in April 1969. As such it is very unlikely that many were built with the headlamps in the grille, and quite possibly only the initial vehicle had this lighting arrangement. 52 RHD Export were built, and 64 LHD Export. Of these vehicles, only a handful is known to exist still, and almost nothing is known about the CKD models. I have found a couple of H suffix IIa one tons, and both of them have a Salisbury rear axle – it is possible that the rear Salisbury was either an option on this model, or land-rover were experimenting with fitting it to the one ton as standard.
The series III likewise had a somewhat limited production run, totalling, I am informed, 308 home market examples. (I am not certain of this figure, as it could be the overall production total) The series III one tons had chassis prefix 266, and chassis number one is still in existence, along with perhaps a dozen or so others. Many of these have been fitted with big diesel engines and probably have standard ratio gearboxes in, although this in many ways detracts from the point of owning a One Ton.
Recent research indicates at least two One Tons formerly used by East Midlands Electricity are still on the road, although no information is currently known as to the condition of these vehicles.
It would be fallacy to say that a One Ton is an excellent road vehicle, or even a Land Rover that can be realistically used day to day. The low gearing and inability to fit an overdrive means they are something of a chore to drive, being both noisy and slow, and fuel consumption is typical for a 1960s commercial vehicle. Today they can only be considered either as restoration projects for show use, or else as a vehicle to do a specific task. Certainly my own experience with my One Ton at shows has seen a great deal of interest, even if only produced by the “Macho†appearance of the vehicle. The One Ton certainly does have a great deal of presence, if only caused by the huge tyres which are perhaps better proportioned than 750x16s on a long wheelbase. The visual effect is perhaps similar to putting 750s on an 88. Many show-goers do seem unable to distinguish a one ton from a standard 109 however, or think its some kind of modified off-road monster, indeed the winch usually gets more attention that the rest of the machine from off-road aficionados!
The handful of vehicles left are not all known about in much detail, but certainly more than one has been dieselised and had station wagon bodies fitted etc. There are tales of some being fitted with venerable rover 3.5 litre V8, but for such a rare machine, preservation should really take precedence over “modification for usabilityâ€Â. A great number of people have stated they would love a vehicle that looks like a One Ton but goes faster etc, thus requiring an exchange of gearbox. The problem with doing this is that the tyres are really too large for the standard transfer box, meaning pulling off in first can be difficult, or travelling when laden or towing. Furthermore one has to consider if the suspension and brakes can cope with such speeds. Some are probably still working for a living on farms or as breakdown trucks for small garages, but I expect far more have been scrapped or broken for parts.
The One Ton, although rare, should not be treated as a specialist vehicle from a mechanical point of view; the mechanicals are simply reinforced or slightly modified versions of normal components. The engine is the same as the 2.6 petrol used in countless rover cars and Land Rovers. The gearbox is basically the same as standard but with different ratios in the transfer box. Indeed, the only obstacle to regular use and maintenance is the lack of axle and differential parts, as well as unique propshafts. The gearboxes are pretty bomb proof, as are the axles, so they should not need much doing anyway. The 2.6 petrol can be a fickle engine and needs a great deal of care to set up and keep it running properly. Thrown conrods are not especially rare, but they will usually write off the engine.
The One Ton also influenced, or possibly even led to a small range of other vehicles. The famous Shorland armoured car of Belfast is one such vehicle, which may have been built on a RHD export version of the one-ton Chassis. Some versions were certainly six cylinder models fitted with ENV axles and 900x16 tyres, but information on chassis numbers is lacking. The other main contender is the TACR1 fire tender as used by the RAF. Fitted with 900x16 tyres, and ENV or Salisbury axles, but standard ratio gearboxes and 2.25 petrol engines, there is scope for a degree of crossover – it is currently unclear just what chassis sequences the TACR1 was built on.