Land Rover Series III: the most numerous of them all (1971-1985)
At a glance
- Years
- 1971-1985
- Body styles
- Soft-top, pickup, hard-top and station wagon; 88 and 109in; plus Lightweight and Stage 1 V8
- Drivetrain
- Selectable four-wheel drive, two-speed transfer box
- Engines
- 2.25 petrol and diesel, 2.6 six-cylinder, 3.5 V8 (Stage 1)
- Power
- Around 62 to 91 bhp; more from the Stage 1 V8
- Top speed
- Around 65 to 72 mph
- Production
- Around 440,000, the most numerous Series; the millionth Land Rover was built in 1976
- Assembly
- Solihull, Warwickshire
- Values
- Project around £3,000-£5,000, usable £6,000-£12,000, excellent £15,000-£20,000; Stage 1 V8 higher
- Construction
- Separate steel chassis, aluminium-alloy body
- Quick way to tell
- The plastic grille and the dash with instruments in front of the driver
The Land Rover Series III is the one you are most likely to meet, because more were built than any other. Produced from 1971 to 1985, it was an update of the Series IIA rather than a fresh design, but it brought the changes that made the old Land Rover easier to live with, and as the most numerous and best-supported Series it is the most affordable way into one.
It is the last of the leaf-sprung Land Rover Series cars, the bridge to the coil-sprung Defender that replaced it, and a tough, honest classic that is still a common sight at work and at shows.
The Series III in brief
The Series III arrived in 1971 looking much like the IIA but with several useful improvements. The quickest way to spot one is the moulded plastic grille, which replaced the metal grille of every earlier car, and the revised dashboard, which finally moved the instruments from a central binnacle to in front of the driver. The most important change was under the hand: a fully synchromesh four-speed gearbox, the first Series with synchromesh on all forward gears, which makes it markedly easier to drive than the earlier cars. It was the Land Rover at the height of its production: around 440,000 were built, and the millionth Land Rover of all rolled out of Solihull during this run, in 1976.
Engines, the V8 and the Lightweight
The Series III continued with the familiar 2.25-litre petrol and diesel fours and the 2.6-litre six in the long-wheelbase cars, with later examples gaining a stronger five-bearing crankshaft for smoother, more durable running. The landmark addition came in 1979 with the Stage 1 V8, a long-wheelbase car fitted with the 3.5-litre Rover V8 detuned from the Range Rover, Land Rover’s first V8 utility model and a pointer to the cars that would follow. Alongside the civilian range sat the military Lightweight, a stripped, air-portable version built for the armed forces, now a sought-after curiosity in its own right. Towards the end of its life the Series III also gained more comfortable, better-trimmed County station wagons, with cloth seats and sound insulation, a nod to the more car-like Land Rovers to come, and a reminder that by the early 1980s the utilitarian original was nearing the end of a remarkable thirty-five-year run.
What it is like to own
The Series III offers the full old-Land-Rover experience, upright, slow and endlessly capable, but with the rough edges slightly smoothed. The synchromesh gearbox makes town driving far less of a workout than in a IIA, and the dash is easier to read, while the mechanicals remain as simple and repairable as ever. It is still no quick or quiet way to travel, but it is the most usable of the Series cars and just as rewarding to maintain at home. For many owners that combination is exactly the point: the Series III is old enough to feel like a genuine piece of history but late enough and numerous enough to live with as a weekend vehicle, and you are never far from a club, a specialist or the part you need.
Buying guide: what to look for
As with every Land Rover, the body is aluminium and safe, but the steel beneath rots. Check the chassis carefully, the outriggers, spring hangers and rear crossmember above all, and the steel bulkhead and footwells, which are the expensive repairs. Galvanic corrosion at the joints between aluminium and steel is common, and some owners report that the later cars used thinner, less corrosion-resistant panels once original alloy stocks ran down, so inspect bodywork as well as structure. Mechanically, check the 2.25 engine for oil-burning, the gearbox synchros for wear, and the swivels for leaks, and on a Stage 1 V8 confirm the engine is correct and original.
Current value and where it sits
Because it is so numerous, the Series III is the cheapest entry to a Series Land Rover. As a rough guide a project runs from around £3,000 to £5,000, a usable car from around £6,000 to £12,000, and an excellent example from around £15,000 to £20,000 or more, with the Stage 1 V8, good County station wagons and the Lightweight above that. A sound chassis is worth far more than fresh paint.
For the period it belongs to, see British classic cars of the 1970s and 1980s.
Owners’ clubs and parts
The Series III enjoys the best parts supply of any Series, simply because so many were made and so much is shared, and the club and specialist network is deep. For the practical detail of running and restoring one, see our guide to Land Rover parts and restoration.
Related
The Series III is the last of the leaf-sprung Land Rover Series cars, following the Series I and Series II and IIA and giving way to the coil-sprung Defender. For the wider period, see British classic cars of the 1970s and 1980s.
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