Land Rover Defender

The Land Rover Defender (aka the Land Rover Ninety and Land Rover One Ten) is a four-wheel drive off-road vehicle developed in the 1980’s from the original Land Rover series launched at the Amsterdam Motor Show in April 1948.

Over two million Land Rover Series and Defender models had been built during its 67 years production which ended in January 2016. The two-millionth unit was assembled with the help of a special team in May 2015 and auctioned for the International Federation of Red Cross and Red Crescent (IFRC) Societies later that year. The last Defender rolled off the production line with the number plate H166 HUE, a reference to the first pre-production Land Rover registration 'HUE 166'.

A special edition Defender Works V8, with 400 bhp (298 kW), was announced in January 2018. Prior to 2020, the Defender had not been sold in the US since 1997.

Throughout the 1990s Land Rover attempted to move toward a more luxury market while remaining true to its working roots. They brought in limited-edition vehicles, such as the SV90 in 1992, with roll-over protection cage, alloy wheels and metallic paint and the 50th anniversary 90 in 1998, equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.

Ninety & One Ten

The coil-sprung Land Rover was introduced in 1983 as "Land Rover One Ten", and in 1984 the "Land Rover Ninety" was added – the numbers representing the respective wheelbase sizes. (the Ninety was actually nearer 93 inches at 92.9".) The number is spelled out in print materials, and the vehicles also carried badges above the radiator grill which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically. The Ninety and One Ten replaced the earlier Land Rover Series. At the time of launch, the only other Land Rover model in production was the Range Rover. Production of the 90 continued until 2016. The trucks in this category were produced all over the world for markets outside North America. Land Rover produced over a million Defender 110’s for worldwide distribution.

To avoid confusion with the Land Rover Discovery introduced in 1989, the 1991 model year Ninety and the One Ten took on the name "Defender 90" and "Defender 110". These carried front badges that said "Defender", with a badge on the rear of the vehicle saying, "Defender 90" or "Defender 110". From 2007–2016, space above the radiator for the badge was left blank with "Land Rover" spelled across the leading edge of the hood in raised individual letters, in keeping with the Discovery and Freelander. At the rear, a new style of '"Defender" badge had an underlining "swoosh".

The Defender 200Tdi engine produced 107 hp (80 kW) and 195 lb⋅ft (264 N⋅m) of torque, a nearly 25% improvement on the engine it replaced (although as installed in the Defender, the engine was de-tuned slightly from its original Discovery 111 hp (83 kW) specification due to changes associated with the turbo position and exhaust routing).

This engine allowed the Defender to cruise easily at high speeds, as well as tow heavy loads while still being economical. The British Army and some commercial operators continued to buy vehicles with the 2.5-litre naturally aspirated diesel engine. Small numbers of V8-engined Defenders were sold in countries with low fuel costs or where as much power as possible was required. Defenders have been used as fire engines and ambulances.

A variant, the Defender 110 double cab, featured a 4x4-style seating area, with an open pick-up back. Although prototypes had been built in the Series days, it was not until the late 1990’s that this vehicle finally reached production. These NAS trucks came gasoline V8 powered and featured the same silver alloy wheels, though with different top configurations and transmissions offered. Their specification, limited production and emissions compliance make them some of the most sought after of all Defenders.

Superficially, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length hood, revised grill, plus wheel arch extensions to cover wider-track axles are the most noticeable changes. A part-time 4WD system was available early on but dropped from the options list by 1984. While the engine and other body panels carried over from the Series III, mechanically the 90 and 110 received modifications:

• Coil springs, offering a more compliant ride and improved axle articulation;
• A permanent four-wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable center differential;
• An updated interior and taller one-piece windscreen;
• A new series of progressively more powerful and modern engines.

From 1984, wind-up windows fitted the series models (very early 110s had sliding panels), and a 2.5-litre (153 cu in), 68 horsepower (51 kW) diesel engine was introduced. Based on the earlier 2.3-litre (140 cu in) engine, this had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover engine improved performance. It was initially available in the 110 with a Range Rover LT95 four-speed transmission with integral transfer case and vacuum operated differential lock, then later in conjunction with a high strength "Santana" five-speed transmission.

Engine Development

The original 110 of 1983 came with the same engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137 cu in) gasoline and diesel engines, and a 3.5-litre (210 cu in) V8 gasoline unit. A small number of 3.2-litre (200 cu in) V8s were produced. In 1981, the 2.25 l engines received upgrades from three- to five-crankshaft bearings in preparation for the planned increases in capacity and power. The five bearing version known as the 2.3 litre differentiated it despite having the same displacement.

The 2.5-litre version of the diesel engine, displacing 2,495 cubic centimeters (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the 110 and the new 90. This fitted the 2.25-litre unit with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.

In 1985, an enlarged four-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system as the diesel unit. Unlike the diesel engine, this new 2.5-litre gasoline engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114 hp (85 kW) V8 also became available in the 90, the first time a production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new five-speed LT85 manual gearbox.

In September 1986, the "Diesel Turbo" engine debuted with a lightly turbocharged version of the existing 2.5-litre diesel and several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures. Similarly, an eight-bladed cooling fan was fitted, together with an oil cooler.

The 2.5 diesel, 2.5 gas and turbo diesel engines shared the same block castings and other components such as valve-gear and cooling system parts, allowing them to be built on the same production line. The turbo diesel produced 85 hp (63 kW), a 13% increase over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb⋅ft (203 N⋅m) at 1800 rpm. Externally, turbo diesel vehicles differed from other models by having an air intake grill in the left-hand wing to supply cool air to the turbo. Early turbo diesel engines gained a reputation for poor reliability, with failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989.

At the same time that the Turbo Diesel was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.

The North American Specification (NAS) Defender 110 sold for the 1993 model year had a badge above the radiator grill which read "Defender", whereas the NAS Defender 90 sold for the 1994 to 1997 model years had "Land Rover" spelled across the top of the radiator grill in individual letter decals. NAS Defenders also carried a cast plaque on the rear tub in the original style of the series station wagons with "Defender 110" or "Defender 90" below the Land Rover name as well as the vehicle's unique limited edition production run number.

Land Rover Defender 110 NAS (North American Spec) Land Rover imported 500 Defender 110 station wagons into the USA in 1993. All were white with a matching white external roll cage and white steel wheels. An additional 25 trucks were sold new in Canada. These were the only D110s ever sold new in North America.

Land Rover 127

From 1983, Land Rover introduced a third wheelbase to its utility line-up. A four-door pickup with a 127-inch (3,226 mm) wheelbase, the Land Rover 127 had a 200Tdi engine and became available from 1985. Land Rover opted to always market the 127 with the name rendered numerically. Following the adoption of the Defender name, it became the "Defender 130", although the wheelbase remained unchanged.

Built on a special production line, Land Rover 127s started out as 110 4x4 chassis (the model was initially marketed as the 110 crew cab, before the 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. These models did not receive their own dedicated badging like the other two models. Instead, they used the same metal grill badges as those on the Series III 109 V8 models that simply said "Land-Rover". Although the standard body-style was popular, the 127 was a common basis for conversion to specialist uses, such as mobile services, ambulances, fire engines and flatbed transports. In South Africa, the Land Rover assembly plant offered a 127 4x4 with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.

The Land Rover 127 was designed to accommodate larger, heavier loads than the 110. It was designed specifically for utility company and military use. In its standard form, it is a four-door six-seater consisting of the front half of a 110 4x4, and the rear of a 110 high-capacity pick up (HCPU). The 127 could carry up to 1.4 long tons and 1.5 short tons, compared to the 1.01 long ton, 1.14 short ton payload of the 110 and the 0.59 long ton, 0.66 short ton of the 90.

When the name changed, the 130s were no longer built from "cut-and-shut" 110s but had dedicated chassis built from scratch. The chassis retained the same basic structure as the 90 and 110 models, but with the longer wheelbase.

1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbo charged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 lbf⋅ft (264 N⋅m).

Defender 130CC / Project Rhino Initially held back by the low power of the Land Rover engines (other than the petrol V8 engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre turbo diesel.

County Model

Land Rover marketed the utility Land Rover as a private recreational vehicle in the early 1980’s. While the basic pick-up, 4x4 and van versions were still working vehicles, the County 4x4s were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. Changes included different exterior styling graphics and color options, as well as the introduction of new options, such as radio-cassette players, Rostyle wheels, headlamp wash and wipe systems and accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension became a key part of the new model's success. It offered improved off-road ability, load capacity, handling and ride comfort.

Land Rover Discovery - Welcome to the Stable: The Discovery Series I and II

Land Rover introduced the first in the Discovery series in 1989 as its entry into the medium to large premium SUV market. The Discovery, sometimes referred to as "Disco," marked the first new model series since the launch of the 1970 Range Rover on which it was based, and it became only the third new product line since the conception of the Land Rover by Rover in 1948.

Although the Range Rover had originally been designed as an everyday four-wheel drive car adept as both a utility vehicle and a family car, it evolved into a luxury vehicle. The Discovery was intended to fulfill the role the Range Rover originally was intended for – a true off-road family car.

Although positioned below the Range Rover in the company's line-up, the vehicle was both longer and higher, offered more room in the back, and also more seating. Space utilization became more sophisticated in later versions, while still offering seats for seven occupants. Later Discovery generations followed the Range Rover’s lead into the luxury SUV market.

First Generation Discovery 1 (1989–1998)

The Discovery Series I made its debut during the 1989 Frankfurt Motor Show and in October of that year to the market in the United Kingdom. Developed under the internal code-name "Project Jay," the new model used the same chassis, suspension and 4WD-system, and a derivative body design – especially the four-door as the Range Rover. Thanks to modifications such as a smaller engine and two side doors, the early more affordably priced Discovery lent itself nicely to a larger, more middle-class market segment.

The original transmission came as a dual-ratio five-speed manual with drive via a transfer case with a lockable center differential, and was the only one available with a four-cylinder petrol engine until 2017.

Discovery’s Distinctive Style

The Series I Discovery launched only as a three-door model and remains the only model offered as such. The five-door version following in 1990. Both versions came with five seats, with an optional two jump seats fitted in the rear. To make room for the optional third row jump seats, the spare wheel moved to the outside of the car, fitted to a side-swinging rear door, instead of the Range Rover's split tailgate. The raised roof of the rear section created the headroom for the third row. Combined with a safari side window cluster, this gave the Discovery its distinctive profile and style.

Land Rover brought in external consulting firm, Conran Design Group, to design an interior that would incorporate original features with new elements to help position the vehicle as a 'lifestyle accessory'. Their interior design was unveiled to critical acclaim and won a British Design Award in 1989.

The initial trim came only in light 'Sonar Blue' upholstery and plastic, regardless of exterior color. The design integrated a mix of lifestyle details, including magazine holders above the windscreen, remote radio controls on the instrument cluster and twin removable sunroof panels. A Land Rover-branded fabric storage pouch in the front center console could be removed and worn as a handbag strap (few of these pouches survive, making them collectable items).

The Discovery borrowed from many of the interior and dashboard components of other Rover Group models such as the Maestro, Montego and the Rover 800. It utilized several Range Rover body panels and retained the distinctive Morris Marina door handles. The taillights taken from the Austin Maestro van would continue to bear the Austin Rover 'chevron' logo on their lenses until production of the first-generation Discovery ended in 1998, ten years after Austin Rover ceased to exist.

In 1992, the Discovery expanded its interior color selection to include a more traditional beige and added several exterior color options. An automatic gearbox became available on 200Tdi models, and the large 'compass and mountain' side decals worn by early Discoveries to disguise wavy panel fit around the rear three quarter windows was eliminated. The 'SE' pack incorporated alloy wheels, front driving lights, roof bars and a special range of metallic paints. Land Rover Special Vehicles later offered a two-seater, three-door Discovery Commercial version lacking rear-side windows.

Before 1994, the Discovery came with either the 2.5-litre 200 Tdi engine or the 3.5-litre Rover V8. Early V8 engines used a twin SU carburetor system, switching to Lucas 14CUX fuel injection in 1990. Intended to attract fleet managers, since both UK and Italian tax laws benefitted vehicles under 2.0 litres , a 2.0-litre petrol engine from the Rover stable became available briefly in a model known as the 2.0-litre Mpi I4. A combination of changes in taxation and lack of power for such a heavy vehicle led this engine’s elimination, despite having been fitted to several Discoveries supplied to the British Royal family (one of these which Prince Philip drove around Windsor Great Park, in his position as Park Ranger). The transmission came as a permanent four-wheel drive system, with a high and low range transfer box.

In April 1991, the Series I launched in Australia, available as a three-door, 3.5-litre V8i with 115 kW (154 hp) and 260 N⋅m (190 lb⋅ft) and coupled with a five-speed manual gearbox. That fall, Land Rover launched the five-door body variant in base V8i and the luxury HL versions. The Tdi engine became available, rated at 83 kW (111 hp) and 265 N⋅m (195 lb⋅ft). In early-1993, a four-speed automatic option was added to the Australian range and the HL was discontinued.

The Next Generation: Discovery Series II (L318; 1998–2004)

Land Rover debuted the Series II Discovery in autumn 1998. As with any generational adaptation, some traits remained while others changed. The new model continued the 100 in (2,540 mm) wheelbase frame and rigid, live front and rear axles of the original Range Rover into 2004. Land Rover touted 720 'differences', including modifications to the interior and exterior to be less utilitarian, although visible through lines could still be noted from the Series I.

The extended rear body improved load space, which could now accommodate full-size adults on all seven seats on the SE7 option. The change to make the back row forward-facing came at the expense of added rear overhang, which slightly reduced the car's departure angle when off-roading.

The Series II was the last Land Rover vehicle to evolve from the original 1970 Range Rover underpinnings with its extended, 185 in (4.70 m) long, four-door body still riding on a similar, relatively short 100 in (2,540 mm) wheelbase, ladder-frame chassis and combined front and rear live axles.

Changes to the diesel models, including the 2,495 cc Td5 (in-line direct-injected straight-five engine), brought it in line with the updated Defender models. This electronically managed engine made it smoother and produced more usable torque at lower revs than its 300Tdi predecessor. While often mistaken to have come from BMW, the Td5 engine has its origins in the Rover L-series passenger car engine.

The Range Rover P38 Thor 4.0-litre Rover-derived V8 replaced the 3,948 cc V8 petrol version from the Series I. Although similar in basic engine design, it differed internally: it used a different crankshaft, had larger bearing journals with cross bolted caps, different connecting rods, and different pistons. The blocks were machined differently to accept extra sensors for the Gems and Bosch (Thor) injection system and to allow the extra stroke of the 4.6 crankshaft. For the 2003 and 2004 model years, Discovery II changed to the 4.6-litre V8 (though the 4.0 continued as the only V8 option offered in the UK).

ACE (Active Cornering Enhancement), an electronically controlled hydraulic anti-roll bar system) came in some versions to reduce cornering roll. The ACE system could counteract up 1 g of lateral acceleration in less than a tenth of a second, improving the vehicle’s stability and responsiveness during hard cornering. Self-levelling air springs were fitted to some models and European type-approval for seven-seat vehicles was only given to air-sprung examples.

The updated models could easily be identified by new "pocketed" headlamps (which matched the Range Rover and facelifted Freelander models) as well as redesigned turn and brake lamps on the rear of the vehicle. The indicators were moved from the bumper to the high side fixtures. Earlier Series II models could be distinguished from the original Discovery by the position of the stop light fixtures above the window-line (earlier models had them below), and by the change in door handles. The Series II also differs slightly in dimensions.

In the Discovery II’s final production run, only two models were offered for sale in the UK market: the 'base' Pursuit, which retained a high level of equipment as standard, and the top specification Landmark, which offered an all-leather interior, twin sunroofs, Active Cornering Enhancement, six-disc CD player, and a heated windscreen. The final vehicles left the production lines in late-May 2004 to make way for the Discovery 3 (LR3) models.

Rig illustration reference credit: @Leo.steg

Mercedes-Benz Geländewagen

Top of the class - The Mercedes-Benz G-Class, also known as the G-Wagen (short for Geländewagen, "terrain vehicle") and G Model, is a mid-size four-wheel drive luxury SUV manufactured by Magna Steyr (formerly Steyr-Daimler-Puch) in Austria and sold by Mercedes-Benz. In certain markets, it has been sold under the Puch name as Puch G. The early G-Wagen was the German answer to the British Land Rover, the American Jeep and the Japanese Land Cruiser.

The G-Class is characterized by a boxy body-on-frame style. It uses three fully locking differentials, one of the few vehicles to have such a feature. The design included live axles front and back, and somewhat angular body work with flat glass fitted in all windows. The G-Wagen started out as a utilitarian vehicle, but it evolved into a luxury vehicle with special high-performance AMG versions. It is still in production and is one of the longest-produced vehicles in Daimler's history, despite the introduction of its intended replacement GL-Class in 2006. The 400,000th G-Class unit was built in December 2020.

Sometimes referred to as the "Wolf", the G-Class began as a military vehicle developed for the Bundeswehr, Germany’s armed forces at a suggestion by the Shah of Iran (at the time a major Mercedes shareholder) to Mercedes. Development began in 1972 with a cooperative agreement between Daimler-Benz and Steyr-Daimler-Puch in Graz, Austria. Mercedes-Benz engineers in Stuttgart led the design and testing, while the team in Graz developed the production plans. After the first wooden model was presented to Daimler-Benz management in 1973, the first drivable prototype went through testing in various terrains including German coalfields, the Sahara Desert, and the Arctic Circle in 1974. Construction commenced in 1975 on a new production facility in Graz, where it would be assembled nearly entirely by hand.

Much like the military versions of the Land Rover and other popular 4×4 vehicles, the Wolf differed from the civilian vehicle in being designed to be as tough and easy to maintain as possible, with no significant thought given to passenger comfort or luxury. As ex-military examples of the Wolf began appearing for sale to outside markets, a thriving trade emerged in refitting and restoration. Enthusiast groups sprang up in Germany and elsewhere, and prices have steadily appreciated in recent years as they gained popularity. The Wolf uses the same basic chassis and body structure as the G-Wagen. They were fitted with 2.5 litre, naturally aspirated diesel engines that produce a modest 91 bhp at 4,600 rpm and 114 ft lbs of torque at 2,200 to 2,800 rpm. These engines weren’t designed for noteworthy power; they were designed for extreme reliability in a wide range of conditions from arctic winters to baking desert summers. The five-speed gearbox fitted to the Wolf featured a low first gear followed by four standard higher gears. Power is sent via three lockable differentials to the front and rear wheels, and the Wolf uses front and rear live axles on coil springs.

Mass Market

Production of the "G Model" began in 1979, the same year a civilian version was offered. The G-Wagen gained global recognition in 1980 when Mercedes-Benz built a Popemobile based on the 230 G Cabriolet during the first visit of Pope John Paul II in Germany.

Major refinements came in 1981, including automatic transmission, air conditioning, an auxiliary fuel tank, protective headlamp grills and a cable winch. Fuel injection became available in 1982, when the 230 GE was introduced in Turin, along with more comfortable and supportive front seats, auxiliary heating, wider tires and fender flares. In 1985, differential locks, central door-locking and a tachometer became standard. By 1986, over 50,000 G Models had been produced.

The Next Era

The 1990’s saw a number of modifications to the G-Model. In 1989, for the 10th anniversary of the G Model, a new model variant with permanent 4-wheel drive, a wood-trimmed interior and optional Anti-lock Braking System (ABS) debuted at the Frankfurt International Motor Show. Production began the following April. For 1992, a new sub-series for professional users began production. The mass-market model began to offer cruise control, a stainless-steel spare-tire cover, running boards and burl walnut wood interior trim. The same year, the 100,000th G Model was built in Graz.

In 1994, the model line was officially renamed from the G Model to the G-Class. Ventilated front disc brakes and a driver's air bag became standard. In 1996 the automatic transmission became an electronically controlled 5-speed unit. Headlamp washers, cruise control and a front passenger's air bag were added. In 1998, the range-topping G 500 with a 296 hp V 8 was introduced for series production. For the 1999 model year, a limited run of V 8 powered "G 500 Classic" special editions were made to mark the model's 20th anniversary. Later in the year, the new G 55 AMG debuted as the most powerful G-Class yet, with 354 hp.

Prior to 2001, Mercedes-Benz never exported the G-Wagen officially to the United States because its more utilitarian styling didn't fit the American perception of Mercedes-Benz. When it made its debut to the U.S. market in 2001, new alloy wheels, a chrome grill and body-matching bumpers plus a more luxurious cabin were introduced. New dynamic control systems included the Electronic Stability Program (ESP), Brake Assist and the four-wheel Electronic Traction System (4 ETS). Upgrades to the G 55 AMG came in 2004 with a supercharged V 8 engine developing 476 hp.

In Siberia in 2006, a documentary filmmaker became the first foreigner to reach the world's coldest region with a passenger vehicle in winter, driving a stock G 500 nearly 19,000 km without a single breakdown in temperatures that went down to −63˚F/-53 °C. In February 2009. Magna Steyr, an operating unit of Magna International, announced that it had signed an agreement with Daimler AG to extend the production of the Mercedes-Benz G-Class in Graz, Austria until 2015.

W460 (1979–1992)

The civilian version of the G Wagen, the W460, made its introduction at a press event held at the off-road proving ground in Toulon, France. W460 went on sale in September 1979 with three engine choices and five body variants. Over the next decade, the engine and transmission choices expanded or received updates along with more options such as air conditioning, automatic transmission and power windows.

During the 1980s, grey importers brought W460 to the United States and modified them to meet the US regulations. In 1988, the Motor Vehicle Safety Compliance Act closed certain loopholes and tightened regulations for grey imports, making it more difficult and more expensive for them to register W460’s in limited numbers.

The rarest W460 variants – 230 GE 2.6 Brabus, 280 GE AMG, and 560 GE. Brabus – increased the engine displacement of 2.3-litre four-cylinder inline engine to 2.6 litres, increasing the power to 114 kW (155 PS; 153 bhp). AMG modified the 2.8-litre six-cylinder inline petrol engine for more power, 134 kW (182 PS; 180 bhp). A feasibility study of just two units of 560 GE were built in 1993 which resulted in a limited series of W463 500 GE for 1993–1994 and W463 G 500 from 1998 on.

Puch G (1979–2000)

The agreement between Daimler-Benz AG and Steyr-Daimler-Puch stipulated that G-Wagen sold in Austria, Switzerland, former Yugoslavia (and its successor states: Bosnia-Herzegovina, Croatia, Macedonia, Serbia, and Slovenia), Mongolia, and Eastern European COMECON countries be called Puch G and elsewhere as Mercedes-Benz G-Wagen/G-Class. This different branding capitalized on Puch's reputation for its all-terrain vehicles, Haflinger and Pinzgauer. After the agreement expired in 2000, consumers relied on retrofit kits from Magna's Puch Competence Centre to replace the Mercedes-Benz brands with Puch emblems.

W461 (1992–present)

Production of W460 ended in 1991 and was replaced by W461 after the new W463 was introduced in 1989 with extensively updated chassis and revised front end. The W461 used the same chassis as W460 with the powertrain of W463 and retained the W460 body. While W463 catered to consumers seeking more comfort and better driving dynamics, W461 was built specifically for military, public authorities, and non-governmental organizations.

During the 1990s, W461 came with 2.3-litre four inline petrol engine and 2.9-litre five inline diesel engine. From 2001 to 2014, the W461 model for military and public authorities were offered with 2.7-litre five inline turbodiesel engine and later with 3.0-litre V6 turbodiesel engine. They were called G 270 CDI Worker (2001–2006) and G 280 CDI Worker (2007-2009) respectively.

Over the years, Mercedes-Benz had introduced a civilian version of W461, built in limited series and for a short period of time. These aimed to appeal to consumers who wanted the "stripped down" version and didn’t require the comfort. The engine choice was often limited to one type, namely diesel engine, per series. Those editions were named PUR or Professional.

In 2009, Mercedes-Benz, celebrating the 30-year anniversary of G-Class, introducing G 280 CDI EDITION.30 PUR based on five-door long wheelbase station wagon. Consumers could order them with "Off-Road Package 1" or "Off-Road Package 2". The passenger area had four seats upholstered in heavy duty fabric or vinyl, rubber floor coverings, spray-protected/water-resistant controls, drainage apertures in the footwells, and wood flooring in the load compartment with load lashing lugs and rails. The dashboard had a new instrument cluster from the W463 and dual air bags. Climate control remained manually operated as well as the window winders and locks. The exterior received the flexible wheel arch flaring, protective grills for headlamps, tail-lamps, and front turn signal indicators, a walk-on hood for easy access to the optional roof rack, a towing lug attached to the front bumper, and two-section barn doors in the rear.

The success of limited series "EDITION.30 PUR" led to G 280 CDI Professional in 2009 and its successor, G 300 CDI Professional, in 2010. Initially, G 280 CDI Professional was limited to five-door long wheelbase station wagon before the body variants were expanded to five different body variations: three-door long wheelbase panel van, five-door long wheelbase station wagon, two-door cabriolet, and two-door and four-door cab chassis truck for G 300 CDI Professional. The production of the civilian variant continued until 2014, while the military variant continues to this day.

International Harvester Scout 1961–1980

The International Harvester Scout is an off-road vehicle produced by International Harvester from 1961 to 1980. A precursor to more sophisticated SUVs to come, it was built in Fort Wayne, Indiana to compete with the Jeep. The Scout and second-generation Scout II were produced as two-door trucks with a removable hard top with options of either a full-length roof, half-cab pickup, and/or soft top. They initially featured a fold-down windshield.

Scout 80 (1960–1965)

The original Scout 80s were built between 1960 and 1965. From 1960 to early 1962, these models could be identified by their removable sliding side windows, fold-down windshield and vacuum windshield wipers mounted to the top of the windshield. The Scout 80 had the gasoline-powered 152 four-cylinder as its standard engine.

Red Carpet Series

Celebrating the 100,000th Scout manufactured, International came out with the first special package known as the "Red Carpet" series. Only 3,000 were produced. This model had a red interior with a white exterior, full-length headliner, and a special silver-plated medallion affixed to the door which read "Custom". This upgraded Scout was often marketed toward women. Each International dealer in the United States received one Red Carpet series Scout for use in parades, in the showroom and for promotional purposes.

Scout 80 Campermobile

In the early 1960s, International experimented with a camper body permanently mounted to the Scout 80. They raised the roof to almost double its original height to allow for standing room. Tented sleeping bunks folded out of the sides and the rear of the body was extended significantly. An ambulance-style swinging door replaced the tailgate/liftgate system. The units came in either a stripped-down shell ($960 installed), or as a "deluxe" unit, which included a dinette set, stand-up galley, and a screened chemical toilet that retracted into the wall ($1850 installed). The Scout Camper was advertised in the May 1963 issues of both Mechanix Illustrated and Popular Science. Limited orders caused few of these units to be produced, and they are rare today.

Early Scout 800

The transition from the Scout 80s came about between 1965 when the 80’s were still being built to the new 800 in 1966. Some Scouts built in the latter part of 1965 are considered a Scout 800 as indicated by the vin tag and Line Setting Ticket (LST). Approximately 3,000 of these 65 1/2 Scouts exist. The carry-over of parts from previous models to build newer ones is evident in the hood which carried over the tie down loop that held down the folding windshield. This is of note because the new 800 windshield did not fold down. Additional carry-over parts include the front grill from the 80 which featured a gold plated IH emblem on black. The new 800 featured a stronger Dana 44 axle, however, these early 800 models still bore the Dana 27, a version that was more prone to axle shaft breakage during heavy use off-road. Although the Dana 27 was still available if preferred to the Dana 44, the Dana 27 in Scouts was obsolete by 1968. By this time, these new 800 models were 4-wheel drive.

Scout 800 (1966–1971)

When the Scout 800 replaced the Scout 80 in 1965, these models had many improvements in comfort and design, including bucket seats, better instrumentation and heating systems, updated dashboard, optional rear seats, and optional 196 four-cylinder (from 1966), or 232 inline-six. Beginning in March 1967, a 266 ci V8 engine was also offered. Externally, changes were limited to an anodized aluminum grill with a rectangular "International" logo, the IH badge was moved to the hood and the tailgate no longer included the hooks. The base engine was a naturally aspirated "Comanche" 152 four-cylinder with 93 hp (69 kW), of which a turbocharged version with 111 hp (83 kW) (the 152-T) was also offered. In August 1966, the turbo version was complemented by the bigger 196 which used less fuel while producing the same power. The 196 motor achieved 20 mpg. The turbo version was dropped in early 1968. The fold-down windshield was still available, but few were ordered because this was not advertised. The vacuum-powered wipers moved to the bottom of the windshield frame with the fixed windshield.

Beginning in early 1966, International also offered the Scout 800 Sportop, which had an upgraded interior and a unique fiberglass top (also available as a convertible) with a slanted rear roof and a continental spare tire kit. The "Champagne Series" Scout, an upscale model offered in the Scout 80 and later Scout 800 models, featured a headliner, door panels, and carpet.

Scout 800A & 800B

In November 1968, the 800A replaced the 800. Improvements included more comfort options, a slightly different front-end treatment, drivetrain upgrades (heavier rear axle and quieter Dana 20 transfer case), and the options of a 196 four-cylinder, 232 six-cylinder, 266 V8, or 304 V8. The inline-six was only offered for a short period in early 1969. The 800A's grill had three segments: the center grill and two matte-black headlight bezels. The Light Line of pickup trucks had bodywork similar to that of the Scout in late 1969.

The Sport top (a slanted sporty top made of canvas or fiberglass) could still be ordered on the 800A and later on the Aristocrat and SR-2 packages. The Aristocrat was the final version of the original-bodied Scout. These trucks had a blue vinyl interior, blue and silver painted exterior, and had a chrome roof rack. Four-wheel drive was standard on most models.

The last of the 800 series – the 800B – was available for less than eight months, from August 1970 until March 1971, before being replaced with the Scout II. Other than minor cosmetic details (primarily chrome headlight bezels instead of matte black), it was identical to the 800A.

The 800B was available with the Comanche package. This package included special paint and decals, chrome trim, sliding travel-top windows, and other upgrade options such as roof racks, chrome wheels, and upgraded interiors. Line tickets of the special-package Scouts (and some non-package units) were stamped. After coming off assembly, the line ticket identified such things as the engine type, transmission type, drive line, paint codes, gear ratio, and standard and optional equipment, specific to that vehicle. This was, and still is, a valuable tool when ordering parts later at the dealership. Late in 1970, the Sno-Star package appeared (only with the six-cylinder engine), developed especially for snow-plow usage.

Scout II (1971)

Some early Scout II’s contain Scout 810 badging on the glove box. The later standard production model with a removable soft or hard top (100-in wheelbase), Scout II’s were manufactured from April 1971 to 1980, with a version nearly identical to the production model shown to management in December 1967.

The Scout II is most identifiable by variations to its front grill:

• From 1971–1972, the Scout II’s grill had three horizontal bars between the headlights and chrome rings around the headlights;
• In 1973, the grill had 14 vertical bars between the headlights, a split in the middle, seven bars on each side surrounded by chrome trim pieces and an "International" model plate low on the left side;
• The 1974–75 Scout II kept the same grill as 1973, with the addition of a vertical bar trim overlay. The 1975 had chrome and black square trim rings around the headlights;
• 1976 had the same headlight trim rings as 1975, and a chrome center grill of 15 horizontal bars split into three sections was used in this year only.
• The 1977–79 Scout II’s used the same grill between the same headlight bezels, but the new chrome grill had two large horizontal bars with three vertical support lines and the "International" nameplate moved up to the center of the grill on the left side;
• In 1980, the final year of production for the Scout, the grill had a distinctive design available in either black or silver, which came as a one-piece grill with square headlights made of ABS plastic. Both grill color options had imprinted chrome trim around the headlights and an "International" name located on the left side.

Starting with late 1974 Scout II’s, disc and power brakes were standard features. Early 1974 models had disc brakes as a rarely selected option. A three-speed A727 automatic made by Chrysler was optional.

Before International discontinued the Scout in 1980, the company experimented with Scout-based minivans, station wagons, dune buggies, Hurst-built special editions (in similar fashion to the Oldsmobile Hurst/Olds and Hurst SC/Rambler), and even a small motorhome. A strike of 1979-80, as well as a lack of funds for the company to expand on the Scout product line, caused International Harvester to shelve these plans.

The Terra and Traveler were produced from 1976 to 1980. A light pickup truck version, the Scout II Terra (1976–1980) had a 118-in wheelbase. Scout II Traveler (1976–1980) had a removable fiberglass hardtop, and optional third row of seats with the 118-in wheelbase. Terras and Travelers had fiberglass tops; half top for the Terra or full top with hatchback on the Traveler. Most notably different, these models were extended by 18 in (46 cm) in the region between the door and the front of the rear wheel well.

Super Scout II (1977–1979): This model had removable fabric doors, a rollbar, and soft top. The soft-top model was tagged the "SSII" by IH marketing. Eventually, the "SS" letters were assumed to stand for "Super Scout", the name this model is called today.

The last International Scout rolled off the assembly line on October 21, 1980.

Rig illustration reference credit: @newlegend4x4

Land Rover Range Rover Classic

A car for all reasons - Land Rover introduced the Range Rover Classic in June 1970 as its initial entry into the emerging sport-utility market. One of the early 4x4 mid-size Sport utility vehicles on the market, the Range Rover Classic, enjoyed a production run from 1969 to 1996.

It became the first-generation vehicle to launch the new Range Rover name, facilitating the company’s brand transition from the Rover division of British Leyland (later Land Rover) to the Rover Group. The company marketed it as "A Car for All Reasons."

The original Range Rover was built as a two-door model, adding a four-door option in 1981. The two-door version remained available until 1994, the year the second-generation Range Rover was launched. At that time, Land Rover rebranded the original Range Rover as the "Range Rover Classic" to distinguish it from its P38A successor and applied the name retrospectively to all first-generation Range Rovers.

Genesis of the Range Rover Classic

By the mid-1960s, Rover recognized the early potential of the emerging SUV market in North America. In 1967, under Charles Spencer King, Rover began the "100-inch Station Wagon" program to compete with the likes of prototype SUVs such as the International Harvester Scout (1961) and the Ford Bronco (1966).

In the effort to shift the rugged 4x4 model towards speed and comfort while retaining off-road ability, the president of the company's USA operations shipped a Land Rover Series II 88 to Britain fitted with an advanced small block all-aluminum Buick V8 engine.

While driving a Rover P6 across an area of rough scrubland on the Solihull factory site, King recognized a need for the sort of long-travel coil spring suspension found in the Ford Bronco to achieve the desired blend of luxury car comfort and Land Rover's proven off-road ability. He also became convinced that a permanent four-wheel drive transmission would provide better handling and reliably absorb the power necessary to be competitive in the market. The final bodywork featured a design largely done by the engineering team in a departure from designs created through David Bache's styling division.

Range Rover received wide critical acclaim for building a car that was arguably better than any other four-wheel-drive vehicle at the time in being equally capable both on and off-road.

A Standout in its Class

Range Rover gave the early model Classic a model designation known as "suffix," referring to the last character of the VIN, beginning with Suffix A and going in succession as the vehicles came off the assembly line.

The Range Rover Classic reached a top speed of 95 mph (153 km/h) and could accelerate from a standstill to 60 mph (97 km/h) in less than 15 seconds, making it a standout in performance against similar cars of its era. The 1995 Classic had an improved top speed of approximately 110 mph (180 km/h) and a reduced acceleration time of around 11 seconds to go from 0 to 60 mph (0 to 97 km/h).

Additionally, it had a towing capacity of 3.5 tons, hydraulic disc brakes on all wheels, and a four-speed, dual-range, permanent four-wheel drive system. It could accommodate five occupants.

Strong off-road performance came from its long suspension travel and high ground clearance. The Range Rover Classic won the four-wheel drive class in the Paris-Dakar Rally in 1979 and 1981. Along with a Land Rover Series IIA, it was one of two of the first vehicles to traverse both American continents north-to-south through the Darién Gap from 1971 to 1972.

Introduction to the US

Range Rover entered the US as a grey market vehicle in the early 1980s starting in four Los Angeles area-based dealers then in 1984 also by Aston Martin's American Division.

The company made the adjustment from carburetors to fuel injection to become compliant with new US emission regulations. To prepare for US launch, Range Rover of North America established headquarters in Lanham, Maryland in late 1985. The Range Rover brand formally debuted in the US market at the 1987 LA Auto Show in January and the Chicago Auto Show in February. It officially launched in the US on 16 March 1987, and the first car was sold on the same day. From March 1987 to 1988, Range Rover expanded import and distribution from 36 dealers to 65 dealers nationwide.

In 1988, Range Rover won Playboy′s "Best 4x4" award.

The Great Divide Edition

To further its reputation, Range Rover prepared eight special editions of the Classic for the 1989 "Great Divide Expedition", a trek sponsored by RRNA for the press. Covering 13 days and more than 1120 miles along the Continental Divide in Colorado, the event ran from August 21 to September 2. Partway through the event, automotive journalist Jay Lamm rolled one of these special edition Range Rovers several times at high speed.

Range Rover named the Great Divide Edition after the event. They built a limited run of 409 GDE vehicles; of those 400 were given the numbered plaques in the door jambs with the additional nine GDEs made for promotional purposes. The company loaned one of these nine to the Death Valley Park Rangers for patrol duties with the installed optional factory winch hidden under the front bumper, ranger decals, and a red and blue highway patrol style light bar on the roof. All GDE’s were built in 1990 to 1990 (LA) model specs and sold in the summer of 1990 as 1991 models with 1991 (MA) VINs. Detailing included Alpine white exterior paint with pebble dot perforated leather upholstery, a prominent Great Divide sticker on the tailgate and a numbered brass plaque in the driver’s door jamb. Each was fitted with rear lamp guards and a special black painted aluminum front bumper with integrated brush bar (some had dealer installed winches). They became the first US Range Rovers with the 5-spoke wheels (painted smoke gray) originally designed as an option for the European Discovery.

On 1 August 1992, The Range Rover of North America shifted to Land Rover North America, Inc.

Toyota Pick Up

The Toyota Pickup, born of a redesign of the Hilux, was introduced in August 1978 with a 4WD variant introduced in January 1979. The newer model had similar dimensions to its predecessor with added wider front and rear tracks. The front suspension went from coil springs to a torsion bar design, still with a double wishbone layout. The 4WD variant – not offered with any engines smaller than the two-litre "18R" – featured some common technology from the larger Toyota Land Cruiser. Its front axle had a live, leaf-sprung design unlike the more car-like type used on rear-wheel drive Hiluxes. Production of the four-wheel drive models stopped in July 1983, but some 2WD variations continued production alongside the next generation models. The L series diesel engine was offered on the 2WD variants from September 1979 as well as on the 4WD variants beginning in March 1983. In Japan, the Hilux was joined with the Toyota MasterAce.

The 1.6-liter 12R engine originally came in rear-wheel drive models in the Australian market, while 4WD models had the 2-liter 18R-C engine with 63 kW (86 PS). These were all built on the longer wheelbase, with either pickup or cab-chassis bodywork. Top speed of the Australian Hilux 4WD reached 130 km/h (81 mph).

In North American markets, the Hilux was known as the Pickup and came as four-wheel drive. It had a solid front axle and leaf suspension. The redesigned body included single round headlights and a simpler body style. This new 4WD setup featured a gear driven RF1A transfer case. The transfer case is unique in the ability of its low-range reduction portion to be replicated, using what is sometimes referred to as a dual or triple transfer case. This results in a lower overall gear ratio. It was the first Hilux available with an automatic transmission in North America.

In 1981, a vehicle development agreement between Toyota, Winnebago Industries and two aftermarket customizers allowed Toyota to enter the SUV market in North America by way of the Trekker (Winnebago), Wolverine, and the Trailblazer (Griffith). All three used the Hilux 4×4 RV cab and chassis and an all-fiberglass rear section (the Trailblazer had a steel bed with a fiberglass top). Research and development on the Trekker led to the 4Runner/Hilux Surf introduced in 1984.

For the 1983½ model year, Toyota introduced the luxury Mojave trim in the US market as a limited-production (3,500 units) model with options unavailable on other Toyota pickups. It had bucket seats, two-speaker multiplex radio and chrome front and rear bumpers. Cruise control, power steering, and air conditioning came optional. It was powered by the SR5's standard 2.4 L (150 cu in) inline-four engine. In Thailand, this model was sold as the Toyota Hilux Super Star.

Next Generation (1983)

The August 1983 redesign (sold as model year 1984 vehicles in North America) introduced the Xtracab extended cab option, with six inches of space behind the seat for in-cab storage. These models carried over the carbureted 22R engine while model year 1984 also saw the introduction of the fuel injected 22R-E engine. It came with a choice of two diesel engines, the 2L or the turbocharged 2L-T. Demand for higher performance and the wide availability of inexpensive gas caused these engines to be discontinued in the U.S. after the 1986 model year. The next year a turbocharged option, the 22R-TE, debuted. An independent front suspension/torsion bar replaced the solid front axle in the 4×4 model in 1986, with optional automatic differential disconnect for the front differential (an alternative to automatic locking hubs). 1985 became the last year of the 22R motor and the solid front axle in most markets. The solid front axle remained in the 4x4 LN106 model until 1997.

For the 1987 model year, the truck went through a minor interior and exterior redesign. A V6 engine was introduced in 1988. The Hilux-based 4Runner made its entry in Australia, North America and the United Kingdom based on this generation of the Hilux while in some other markets, such as Japan, it was called the Hilux Surf.

Toyota introduced a new generation of the Hilux in most markets in late 1988, but the previous generation remained in production until 1997 in South Africa. In Thailand, this generation was sold as the Toyota Hilux Hero.

The next redesign in 1988 introduced a longer-wheelbase option, 3,099 mm (122 in) rather than 2,616 mm (103 in) for the regular wheelbase. Its one-piece cargo-box walls eliminated the rust-prone seams found in earlier models. The V6 Xtracab SR5 earned Motor Trend magazine's Truck of the Year award that year. The Xtra Cabs featured more room behind the front seats than the previous generation which allowed optional jump-seats for rear passengers, a feature more in line with competitors of the time.

In 1991, North American production began at the NUMMI plant in Fremont, California. The Hilux received a minor facelift for the 1992 model year which included incorporating the new Toyota emblem into the grill.

It was during this generation that Toyota discontinued the Hilux in the United States, replacing it with the Tacoma for the 1995 model year.

North America

In North America the Hilux continued to be sold simply as the "Toyota Pickup". A wide range of models were available (excluding the Crew Cab model available internationally), mixing four- and six-cylinder engines, long and short beds, regular and Xtracabs, manual and automatic transmissions, and two- or four-wheel drive. The cargo capacity was typically 1,640 lb (744 kg) for two-wheel drives and 1,400 lb (635 kg) for four-wheel drive models. GVWRs ranged from 2,565 to 5,350 lb (1,163 to 2,427 kg). Initially only imported from Japan, NUMMI-built trucks began appearing in 1990. The VIN on these trucks starts with '4T', while Japanese-made vehicles begin with 'JT'.

Rig illustration reference credit: @dirtstar2002

Toyota Land Cruiser

In 1950, the Korean War created demand for a military light utility vehicle. The U.S. government tasked Toyota to manufacture a Jeep-like vehicle and ordered 100 with the Willys specifications. Toyota developed the BJ prototype in January 1951, a vehicle similar to the British Land Rover Series 1 developed in 1948. The Jeep BJ was larger than the original U.S. Jeep and more powerful courtesy of its Type B 3.4 litre six-cylinder OHV Four-stroke petrol engine which generated a power output of (84 hp). It had a part-time four-wheel drive system like the Jeep. Unlike the Jeep, the Jeep BJ had no low-range transfer case. In July 1951, Toyota's test driver Ichiro Taira drove the Jeep BJ prototype up to the sixth stage of Mount Fuji, the first vehicle to climb that height. The test was overseen by the National Police Agency (NPA), which as a result, placed an order for 289 of these off-road vehicles, making the Jeep BJ their official patrol car.

From 1951-1953, Toyota manufactured a small volume to order. In 1953, wider production of the "Toyota Jeep BJ" began at their Honsya Plant with body assembly and painting done at Arakawa Bankin Kogyo KK, later known as ARACO (now an affiliate of Toyota Auto Body Company).

The next year, the name "Land Cruiser" was coined by the technical director Hanji Umehara. The name had already been used on the Studebaker Land Cruiser which was produced from 1934 to 1954. The 92 kW (123 hp; 125 PS), 3.9 litre Type F gasoline engine was added to the Land Cruiser range for the first time, originally only in the fire engine chassis.

Toyota Land Cruiser FJ43

Toyota Landcruiser has had numerous designations over time. The first series of letters indicates engine size and fuel use. Most Land Cruisers begin with "F" indicating the petrol fuel use. Other Landcruiser begin with "B" or "H" indicating diesel.

Toyota offered the FJ43 as a slightly extended version of the more common FJ40 truck, though it was never sold in North America. A 2-door model, the FJ43 offered a forward-facing rear bench seat. Most had soft tops, and some aftermarket hardtops were also produced. Full steel hardtops are very rare and often custom made.

Pickup and Wagon Versions

The FJ45 pickup and wagon version expanded the 40-Series Land Cruiser. Offered in LWB and SWB version, some had removable tops and some did not. A special FJ45LV station wagon was also produced.

The FJ55 station wagon made its introduction in 1967 was produced until 1980. It is famous for its two-tone paint and unusual front-end styling. The trucks are often dubbed the 'Iron Pig,' and they have a tendency to rust so clean versions are highly sought after.

Toyota refers to the FJ55G and FJ55V as the first "real" station wagon in the Land Cruiser series. It was the first Land Cruiser to have fully enclosed box frame members. It is the only one of all the Land Cruiser wagons sold in the U.S. not to have hatch and tailgate in the rear, but rather a tailgate only with an electrically operated window that can be retracted into the tailgate.

J60-Series (1980–1990)

The Land Cruiser 60 series was produced from 1980 through 1990 for most markets, but continued production until 1992 at the Cumana Plant in Venezuela for their local market. It is a front engine, four-door wagon with room for five to eight occupants.

70-Series (1984 – Present)

The 70-Series Land Cruisers began production in 1984 and continue to be produced today. While the 70-Series replaced the 40 Series in catering to utility and off-road needs, the 60 Series (and later the 80, 90, 100, 120, 150 and 200 Series) became more geared toward comfort. Despite major changes in styling and numerous technological updates, the 70 Series kept the off-road capabilities and durability of the 40 Series. The 70 Series was marketed throughout the world, except in countries like India, the United States, Mexico, Brazil and Korea where they were imported and put into commercial or private use.

80-Series (1990–2008)

The FJ80 was the first Land Cruiser to ride on coil springs, and it introduced a new level of comfort to the FJ while retaining its toughness. Solid axles and locking differentials remained.

The Land Cruiser 80 series debuted in October 1989 at the Tokyo Motor Show and launched in early 1990. It had swing-out back doors, which were replaced by a tailgate and hatch in 1994. The Land Cruiser was nicknamed the Burbuja (Bubble) in Colombia and Venezuela due to its roundness. The J80 initially came in two versions in these countries: the fully loaded VX and an entry level model that included a vinyl interior with optional air conditioning. In 1996, the entry model received upgrades to a medium equipped model named Autana, including cloth upholstery, standard air conditioning and power driver seat.

Toyota Land Cruiser 100-Series (1998 – 2007)

The 100-Series Land Cruiser had a production run from 1998 to 2007, following the 80-Series. It was the first Land Cruiser with independent front suspension and V8 power. These are very popular for all-round utility and overland use, and clean and well-modified examples are highly sought after in today's market.

Land Rover: Britain’s Post-War Darling

The Land Rover Series I, II, and III (commonly referred to as Series Land Rovers to distinguish them from later models), or simply Land-Rover, has been produced by the Rover Company since 1948, and later by British Leyland. Inspired by the World War II jeep, the Land Rover became the first mass-produced civilian four-wheel drive car with doors and an available hard roof. Contrary to conventional car and truck chassis, it used a sturdier box-welded frame. With the post-war steel shortage and a surplus of aluminum, Land Rover built these with non-rusting aluminum alloy bodies, contributing to their longevity. In 1992, Land Rover claimed that 70% of all the vehicles they had built were still in use.

Most series models feature leaf-spring suspension with either two or four-wheel drive. However, Series I's produced between 1948 and mid-1951 had constant 4WD via a freewheel mechanism, and the early V8 version of the Series III featured permanent 4WD. All three models could be started with a front hand crank and had the option of front & rear power takeoffs for accessories.

The Rover Company conceived the Land Rover in 1947 in the aftermath of World War II. As post-war demand for Rover’s luxury cars waned and raw materials became strictly rationed, the company recognized a need to shift focus. Rover's original factory in Coventry had been bombed during the war, forcing the company to move into a factory formerly used to construct Bristol Hercules aircraft engines in Solihull near Birmingham. While starting car production there from the ground up was not financially viable, plans for a small, economical car known as the M Type were drawn up, and a few prototypes made; however, they proved to be too costly to produce.

Maurice Wilks, Rover's chief designer came up with a plan to produce a light agricultural and utility vehicle, similar to the Willys Jeep used in the war. His design added a power take-off (PTO) feature to cover a gap in the market between jeeps and tractors (which offered the feature but were less flexible as transport). The original Land Rover concept was born as a cross between a light truck and a tractor, similar to the Unimog developed in Germany during this period.

The first prototype had a distinctive feature — a middle-mounted steering wheel which came to be known as the "centre steer" and was built on a Jeep chassis. The bodywork was handmade out of an aluminum/magnesium alloy called Birmabright. Early vehicles came in various shades of light green dictated by military surplus supplies of aircraft cockpit paint. The first pre-production Land Rovers were developed in late 1947 by a team led by engineer Arthur Goddard.

As the vehicle moved from prototype toward production, the emphasis on tractor-like usage decreased and the center steering proved impractical. The steering wheel moved to a side mount, the bodywork was simplified and it was given a larger engine, together with a specially designed transfer gearbox to replace the Jeep unit. The resulting vehicle no longer used Jeep components yet still retained the PTO drives.

The Land Rover was only meant be in production for two to three years to build cash flow and export orders for the Rover Company so it could restart luxury car production. However, the off-road Land Rover greatly outsold the luxury cars once production restarted. Many of the defining and successful features of the Land Rover design resulted frmo Rover's drive to simplify the tooling required for the vehicle and to use minimal rationed materials. The aluminum alloy bodywork (which has been retained throughout production due to its ideal properties of light weight and corrosion resistance despite it now being more expensive than a conventional steel body) as well as the distinctive flat body panels with only simple, constant-radius curves and the sturdy box-section ladder chassis distinguish the Land Rover brand.

Series I

Series I Land Rover entered production in 1948 and was launched at the Amsterdam Motor Show. Originally the Land Rover was a single model offering, which from 1948 until 1951 used an 80-inch (2.03 m) wheelbase and a 1.6-litre petrol engine producing around 50 bhp (37 kW; 51 PS). It incorporated the four-speed gearbox from the Rover P3 with a new two-speed transfer box. This model featured an unusual four-wheel-drive system, with a freewheel unit (used on several Rover cars of the time). This disengaged the front axle from the manual transmission on the overrun, allowing permanent 4WD. A ring-pull mechanism in the driver's footwell allowed the freewheel to be locked to provide more traditional 4WD. Tops for the doors and a roof (canvas or metal) were optional extras. In 1950, the lights moved from a position behind the grill to protruding through the grill.

Early on, Land Rover recognized buyer demand for a vehicle with Land Rover’s functionality and a more comfortable interior, prompting the company to launch a second body option called the "Station Wagon" in 1949. Fitted with a body built by Tickford, a coachbuilder known for their work with Rolls-Royce and Lagonda, the bodywork was wooden-framed and had seating for seven people. Tickford’s higher end features compared with the standard Land Rover – leather seats, a heater, a one-piece laminated windscreen, a tin-plate spare wheel cover, some interior trim and other options. – provided the styling upgrades Land Rover sought. Tickford’s wooden construction made them expensive to build, however, and because they were taxed as a private car, unlike the original Land Rover, fewer than 700 Tickfords were sold, and all but 50 were exported.

In 1952 and 1953, a larger 2.0-litre petrol engine was fitted. This engine has Siamese bores, meaning that there are no water passages for cooling between the cylinders. In 1950, the unusual semi-permanent 4WD system was replaced with a more conventional system, with drive to the front axle being taken through a simple dog clutch. Around this time the Land Rover' changed classification from a commercial vehicle, (meaning it was free from purchase tax) to a "multi-purpose vehicle" which was only to be classed as a commercial vehicle if used for commercial purposes.

The Station Wagon

After adding a long wheelbase model in 1954, Land Rover also offered the world's first four-five door, 4WD off-road station wagon in 1956. Series Land Rovers and Defenders offered up to seven seats in the SWB, and up to ten seats in the LWB models, exceeding the capacity of most minivans, when comparing vehicles of the same length. The 1954 model year also brought a 107-inch (2.72 m) wheelbase "pick up" version. The extra wheelbase was added behind the cab area to provide additional load space.

The first five-door model was introduced in September 1955 on the 107-inch chassis known as the "station wagon" with seating for up to ten people. The 86-inch station wagon was a three-door, seven-seater. The new station wagons were built with simple metal panels and bolt-together construction instead of the complex wooden structure of the previous Tickford model. Intended for both commercial use and passenger transport, the station wagons became the first expansion of the Land Rover range. Station wagons were fitted with a "Safari Roof" which consisted of a second roof skin fitted on top of the vehicle. This kept the interior cool in hot weather and reduced condensation in cold weather. Vents fitted in the roof allowed added ventilation to the interior. While they were based on the same chassis and drivetrains as the standard vehicles, station wagons carried different chassis numbers, special badging, and were advertised separately. Unlike the original station wagon, the new in-house versions were highly popular.

In mid-1956 the wheelbases were extended to 88 inches (2.24 m) and 109 inches (2.77 m), and the front chassis cross-member was moved an inch forward, to accommodate the new diesel engine, an option that came the following year. This change was made to all models with the exception of the 107 station wagon, which would never be fitted with a diesel engine, and would eventually be the last Series I in production. These dimensions stayed consistent on all Land Rovers for the next 25 years.

In 1957 a new 2.0-litre diesel engine was introduced. Petrol engines of the time used the inlet-over-exhaust valve arrangement; the diesel used the more modern overhead valve layout. This diesel engine was one of the first high-speed diesels developed for road use, producing 52 hp (39 kW) at 4,000 rpm.

Series II

The Series II had a production run from 1958 to 1961. It came in 88 in. (2.24 m) and 109 in. (2.77 m) wheelbases (referred to as the 'SWB' and 'LWB'). Chief Stylist David Bache produced the familiar 'barrel side' body style, with a 5 in. (12.7 cm) greater width to cover the vehicle's wider tracks, introducing the curved side windows and rounded roof still used on current Land Rovers. The series II was the first vehicle to use the 2.25-litre petrol engine, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp (39 kW) 2.0-litre petrol engine from the Series I. This larger petrol engine produced 72 hp (54 kW) and was closely related to the 2.0-litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980s when diesel engines became more popular.

The 109-inch (2.77 m) Series II station wagon introduced a twelve-seater option in addition to the standard ten-seater model. This allowed the vehicle to be classed as a bus and therefore exempt from UK Purchase Tax and Special Vehicle Tax, making the twelve-seater not only cheaper to buy than the 10-seater version, but also cheaper than the seven-seater 88-inch (2.24 m) Station Wagon. The twelve-seater layout remained a highly popular body style and was retained on the later series and Defender variants until 2002. The unusual bus-class status of the twelve-seater remained until the end.

The Series IIA is perhaps the most recognizable of the Land Rover models from its many appearances in popular films and television documentaries set in Africa throughout the 1960s. In its twentieth year in February 1968, just a few months after the Rover Company incorporated with the Leyland Motor Corporation under government pressure, the Land Rover reached a total production just shy of 600,000, of which more than 70% had been exported. Sales of utility Land Rovers reached their peak in 1969–70, when sales of over 60,000 Land Rovers a year were recorded. (For comparison, the sales of the Defender have been around the 25,000 level since the 1990s.) As well as record sales, the Land Rover dominated many world markets – in Australia in the 1960’s, Land Rover held 90% of the 4×4 market. This figure was repeated in many countries in Africa and the Middle East.

Series III

Little changed cosmetically from the IIA to the Series III, the most common series vehicle with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward to comply with Australian, American and Dutch lighting regulations and remained in this position for the Series III. A plastic grill replaced the traditional metal grill. The 2.25-litre engine had its compression raised from 7:1 to 8:1, increasing the power slightly (the high compression engine had been an optional fit on the IIa model for several years). The Series III had a production run from 1971 until 1985, and the 1,000,000th Land Rover rolled off the production line in 1976.

The Series III saw many changes in latter years as Land Rover updated the design to meet increased competition. In keeping with trends in automotive interior design of the early 1970’s both in safety and use of more advanced materials, the simple metal dashboard of earlier models was redesigned as a new molded plastic dash. The instrument panel, which was previously centrally located, was moved to the driver's side.

In 1980, the 2.25-litre petrol and diesel engines received five main bearing crankshafts to increase rigidity and the transmission, axles and wheel hubs were strengthened. This culminated a series of transmission updates that had been made since the 1960s to combat the problem of the rear axle half-shafts breaking in heavy usage. This problem was partly due to the design of the shafts themselves where the fully floating design of the rear wheel hubs allowed the half shafts to be removed quickly without having to jack the vehicle off the ground. The tendency for commercial operators to overload their vehicles exacerbated this flaw which altered the perception of the series Land Rovers in many of their export markets and established a reputation that continues in many markets today. This is despite the 1982 re-design (mainly the increase of driving-splines from 10 to 24 to reduce stress) that all but solved the problem.

These changes culminated in April 1982 with the introduction of the "County" spec. Station Wagon Land Rovers, available in both 88-inch (2,200 mm) and 109-inch (2,800 mm) types. These had all-new cloth seats from the Leyland T-45 Lorry, soundproofing kits, tinted glass and other "soft" options designed to appeal to the leisure owner/user.

A High Capacity Pick-up with 109-inch (2,800 mm) chassis offered 25% more cubic capacity than the standard pick-up style. The HCPU came with heavy-duty suspension and was popular with public utility companies and building contractors.

One Ton 109

The One Ton 109 inch was produced from 1968 to 1977, covering late IIA and series III Models. It was basically a series-IIB forward control built with a standard 109 in body, featuring 2.6-litre petrol engine, lower ratio gearbox, ENV front and rear axles, (Salisbury front and rear on later series IIIs) though some late IIAs were fitted with ENV axles in front and Salisbury on the rear. Later series III’s had a Rover type front axle with uprated differential. The chassis frame was unique to the model and featured drop-shackle suspension similar to the military series Land Rovers. 900 x 16 tires were a standard feature and these vehicles were commonly used by utility and towing companies. Only 170 IIA and 238 series IIIs (1 Ton) were built for the home market. Export markets had even fewer examples, making this one of the rarest types of Land-Rover ever built.

Santana Land Rover 88 Series

Land Rover began partnering with Santana Motor S.A., a Spanish car manufacturer based in Linares, in 1956. When the company, founded as "Metalúrgica de Santa Ana, SA," decided to expand beyond its original agricultural equipment product line, it entered into talks with the Rover car company to obtain a licensing agreement to build Land Rover series models in their factory, similarly to the Minerva company in Belgium, Tempo in Germany and Morattab company in Iran. Production began in 1958 of Land Rover models under license in CKD form (Complete Knocked Down kits shipped from the Land Rover factory in Solihull). From 1968, Santana began developing its own versions of the Land Rover series models, developing new engines and new models and this close relationship with Land Rover led the company to change its name to "Land Rover Santana, SA".

In 1962 the company became responsible for promoting the Santana and Land Rover brands in Central and South American Markets as well as Africa. CKD kits were also supplied to the Moroccan and Costa Rican markets by the company. Because of the harsh working lives vehicles endured in these environments, customer feedback on the range meant that Santana were often far more aware of each model's failings than the Land Rover company itself was. Because of the tight financial position in this period of British Leyland (which owned Land Rover), Santana was often better placed than Land Rover to deal with these failings. This meant that Santana began to engineer its own solutions to common problems into the models it produced and thus Santana's models diverged from Land Rover's original products. Up to the late 1980s the Santana models – supposed to be quickly and cheaply built versions of Land Rover's original product - often ended up being quite different to Land Rover's own vehicles. For instance Santana models featured anatomical seats, disc-brakes, turbo diesel engines, taper-leaf springs, coil springs, and civilian-specification Forward Control versions before the Land Rover equivalents and there was even a civilian version of the Land Rover Lightweight called the "Ligero" which was never released by Land Rover.

The Santana Motor Company ended its agreement with Land Rover in 1983 but continued to develop its own range of vehicles which remained visually similar to Land Rover's series and Defender range until the company went out of business in 2011.

Rig illustration reference credit: @tyler.mattson.90 via @jeth_rover

The Jeep, an automotive legend renowned for its ruggedness and off-road prowess, has a remarkable history that traces back to its earliest models and the influence of World War II army jeeps. With its iconic design and unmatched versatility, the Jeep has left an indelible mark on both the automotive industry and popular culture.

The Jeep's journey began in the early 1940s when the United States military commissioned a versatile and capable vehicle for use during World War II. The result was the Willys MB, often referred to simply as the "Jeep." Inspired by the need for a utilitarian and reliable all-terrain vehicle, the design of the Willys MB prioritized simplicity, durability, and functionality.

The design of the Willys MB was characterized by its compact dimensions, robust construction, and distinctive seven-slot grille. Its four-wheel-drive capability, high ground clearance, and adaptable design allowed it to excel in a variety of challenging terrains, from deserts to jungles. The ruggedness of the Jeep's drivetrain and suspension was integral to its success, enabling it to traverse uneven landscapes with ease.

Following World War II, the Jeep's reputation as a capable and versatile vehicle spread rapidly, capturing the imagination of civilians and sparking a new era of recreational off-roading. The public's fascination with the rugged and practical Jeep led to the creation of civilian models, with the Willys-Overland company introducing the first civilian Jeep, known as the CJ-2A, in 1945. This transition from military to civilian use marked the beginning of the Jeep's legacy as a symbol of adventure and exploration.

As the Jeep's popularity grew, so did its innovation and technological advancements. Over the years, the drivetrain underwent significant changes to enhance both on-road and off-road performance. Early models were equipped with robust inline-four engines, delivering adequate power for a range of tasks. The drivetrain featured a transfer case for shift-on-the-fly four-wheel-drive engagement, allowing seamless transitions between two-wheel and four-wheel drive modes.

In 1953, the introduction of the CJ-3B brought about a more powerful Hurricane F-head engine, improving both horsepower and torque for enhanced off-road capabilities. The Jeep's suspension systems were continually refined to provide optimal comfort and performance in various terrains.

The Jeep's versatile design and go-anywhere attitude inspired a myriad of lifestyle choices and recreational activities. From exploring remote trails to camping in the wilderness, the Jeep became a symbol of freedom and adventure. Enthusiasts embraced the Jeep's unique ability to connect with nature and tackle challenging landscapes, creating a vibrant community of like-minded individuals.

Over the years, the Jeep's design underwent gradual but impactful changes. The CJ-5, introduced in 1954, featured a longer wheelbase and improved handling for a more comfortable on-road experience. The introduction of the Wagoneer in 1962 marked a shift towards a more luxurious and family-oriented market segment.

The Jeep CJ-7, launched in 1976, introduced a refined suspension system and offered both inline-four and inline-six engine options, catering to diverse consumer preferences. The Wrangler nameplate, introduced in 1987, further solidified the Jeep's legendary status with modern amenities and improved off-road capabilities.

In recent years, the Jeep brand has continued to evolve and expand its lineup, introducing more advanced drivetrains, engine options, and cutting-edge technologies while staying true to its rugged heritage.

The Jeep's history is a remarkable journey through time, from its origins as a military workhorse to its iconic status as a symbol of exploration and adventure. Its design evolution, versatile drivetrain, and enduring appeal have left an indelible mark on the automotive landscape. From wartime battlefields to off-road trails and city streets, the Jeep's legacy continues to inspire a sense of freedom, excitement, and connection to the great outdoors.

The Toyota 4Runner stands as a testament to the convergence of utility and versatility, forged through a lineage that traces back to its inaugural release in the early 1980s. Conceived as an amalgamation of Toyota's esteemed pickup and the burgeoning demand for an off-road-capable family vehicle, the 4Runner emerged as a pivotal innovation in the automotive landscape.

Inception and Design Philosophy: In 1984, the first-generation 4Runner made its debut, bearing the distinctive hallmark of a pickup truck modified with a removable cargo cover and an additional row of seating. This design synthesis epitomized a calculated response to an evolving demographic: families seeking a vehicle that could navigate both the rigors of daily life and the challenges of uncharted terrain. The aesthetic was characterized by its unadorned, yet robust construction, symbolizing a steadfast commitment to utility.

Consumer Affinity and Purposeful Engineering: The reception of the initial 4Runner was nothing short of resounding. The market resonated with the vehicle's unprecedented ability to facilitate both urban responsibilities and outdoor pursuits. It became an emblem for those who sought to embrace the untamed, yet still required a reliable companion for routine activities. The drivetrain and suspension systems were meticulously calibrated to provide a harmonious blend of agility and stability. A notable highlight was the incorporation of a part-time four-wheel drive configuration, endowing drivers with the flexibility to seamlessly transition between terrains.

Propulsion Dynamics and Iterations: The evolutionary trajectory of the 4Runner's powertrain was marked by measured enhancements. The inception featured a 2.4-liter four-cylinder engine, a powerplant renowned for its reliability and suitability for demanding terrains. Subsequent generations witnessed a transition to a 3.0-liter V6, augmenting the vehicle's capabilities for traversing steep gradients and rugged landscapes. The third iteration introduced a 3.4-liter V6, underscoring Toyota's dedication to refining performance. The fourth-generation solidified the 4.0-liter V6 as the cornerstone of the model's powertrain, a testament to its enduring prowess.

Cultural Significance and Evolution: The 4Runner transcended the realm of a mere mode of transportation; it evolved into a cultural touchstone, emblematic of an ethos rooted in exploration and the embrace of the great outdoors. Enthusiasts embarked on a journey of personalization, adorning their 4Runners with specialized accoutrements ranging from roof racks to off-road tires, underscoring the vehicle's adaptability and versatility. Over the years, the 4Runner evolved, integrating refinements in technology and creature comforts, yet it remained steadfast in its unwavering commitment to its rugged lineage. It stands as an exemplar of the axiom: "The 4Runner may leave the wilderness, but the wilderness never leaves the 4Runner."

The Ford Bronco, an icon in the world of off-road vehicles, has a rich history dating back to its earliest models that have inspired generations of adventure seekers and outdoor enthusiasts. With its distinctive design, rugged capability, and a legacy that spans over half a century, the Bronco has left an indelible mark on automotive history.

Origins and Inspiration:

The story of the Ford Bronco began in the early 1960s, when Ford recognized a growing demand for compact, versatile off-road vehicles. Inspired by the success of the International Harvester Scout and the Jeep CJ series, Ford aimed to create a vehicle that could combine the utility of a truck with the agility of an off-road machine. The result was the first-generation Ford Bronco, introduced in 1966.

Design and Function:

The design of the original Bronco was characterized by its boxy and compact body, offering a no-nonsense appearance that exuded strength and durability. It featured a removable hardtop, open-air driving capabilities, and a utilitarian interior layout. The short wheelbase and wide stance provided stability and maneuverability both on and off the road.

Underneath its rugged exterior, the Bronco boasted a robust drivetrain and suspension system that set it apart from its competitors. The earliest models came equipped with a solid front axle, coil springs, and a rear leaf-spring suspension, allowing the Bronco to handle rough terrains with ease. This combination of components contributed to its exceptional off-road prowess, making it a favorite among outdoor enthusiasts and weekend adventurers.

Consumer Reception and Lifestyle Influence:

Upon its debut, the Ford Bronco garnered immediate attention and enthusiasm from consumers. Its versatility and capability made it an appealing choice for a wide range of uses, from ranch work to recreational outings. The Bronco quickly became a symbol of freedom, embodying the spirit of exploration and outdoor adventure.

As the Bronco gained popularity, it inspired a variety of lifestyle choices and activities. Camping, hunting, fishing, and exploring remote trails became synonymous with the Bronco experience. It encouraged a sense of community among enthusiasts who shared a passion for off-road adventures and embraced a rugged, back-to-basics lifestyle.

Innovations and Drivetrain Evolution:

Over the years, the Ford Bronco underwent significant innovations and changes to its drivetrain to keep up with evolving technologies and consumer demands. In 1973, the second-generation Bronco was introduced, featuring improved suspension components, more powerful engines, and the availability of automatic transmissions. This iteration further cemented the Bronco's reputation as a capable and versatile off-road vehicle.

In 1980, Ford introduced the third-generation Bronco, which marked a departure from the compact design of its predecessors. This model featured a larger and more luxurious body, catering to a wider audience that sought both on-road comfort and off-road capability. The introduction of four-wheel drive (4WD) systems with shift-on-the-fly capability and improved suspension designs further enhanced the Bronco's performance across various terrains.

Engine Evolution and Iterations:

Throughout its storied history, the Ford Bronco experienced a diverse range of engine options that evolved alongside changing consumer preferences and technological advancements. The earliest models, launched in 1966, were equipped with a 170-cubic-inch inline-six engine, providing a balance of efficiency and power for off-road adventures.

As the Bronco gained popularity, its engine offerings expanded. The second-generation Bronco, introduced in 1973, saw the introduction of a more potent 302-cubic-inch V8 engine, catering to those seeking increased performance. This engine upgrade complemented the vehicle's rugged persona and contributed to its growing reputation as a formidable off-road machine.

In subsequent years, the Bronco continued to offer various engine choices, including inline-six and V8 options, each tuned for improved power and efficiency. With the third-generation Bronco's arrival in 1980, a wider range of engine sizes became available, catering to diverse driving needs. These engines were often paired with advancements in transmission technology, such as automatic transmissions, which further enhanced the Bronco's versatility and ease of use.

Major Design Changes and Modern Revival:

As the years passed, the Bronco continued to evolve in response to changing market trends and consumer preferences. In 1996, Ford decided to discontinue the Bronco, marking the end of an era for the beloved off-roader.

However, the Bronco's legacy refused to fade away. In 2020, Ford announced the return of the Bronco with an all-new, fourth-generation model. The modern Bronco retained the rugged and distinctive design elements of its predecessors while incorporating advanced technologies, enhanced safety features, and a range of engine options, including eco-friendly alternatives. This revival was met with immense anticipation and excitement from fans and enthusiasts worldwide.

Conclusion:

The Ford Bronco's history is a testament to its enduring appeal and influence on automotive culture. From its humble beginnings as a utilitarian off-roader inspired by iconic predecessors, to its modern-day revival as a technologically advanced adventure vehicle, the Bronco's journey through time reflects its ability to capture the hearts of generations. Its impact extends beyond the realm of automobiles, shaping lifestyles, inspiring outdoor exploration, and creating a sense of camaraderie among enthusiasts who share a passion for exploration and freedom. As the Bronco continues to forge ahead into new horizons, its legacy as an enduring symbol of ruggedness and adventure remains firmly intact.

Engine Evolution and Iterations:

Throughout its storied history, the Ford Bronco experienced a diverse range of engine options that evolved alongside changing consumer preferences and technological advancements. The earliest models, launched in 1966, were equipped with a 170-cubic-inch inline-six engine, providing a balance of efficiency and power for off-road adventures.

As the Bronco gained popularity, its engine offerings expanded. The second-generation Bronco, introduced in 1973, saw the introduction of a more potent 302-cubic-inch V8 engine, catering to those seeking increased performance. This engine upgrade complemented the vehicle's rugged persona and contributed to its growing reputation as a formidable off-road machine.

In subsequent years, the Bronco continued to offer various engine choices, including inline-six and V8 options, each tuned for improved power and efficiency. With the third-generation Bronco's arrival in 1980, a wider range of engine sizes became available, catering to diverse driving needs. These engines were often paired with advancements in transmission technology, such as automatic transmissions, which further enhanced the Bronco's versatility and ease of use.