1951 Land Rover Series I

This 1951 Land Rover Series I sold for $33,000 at the RM auction in Monterey, CA, on August 19, 2005.
The WWII Willys Jeep awakened the world to the idea of a light four-wheel drive vehicle that could pull plows, power saws, and post-hole diggers, and be left out in the rain in conditions of utter neglect. It would be slow-50 mph tops-but nothing would stop it short of total immersion. The post-war Mercedes Unimog and Steyr-Puch Haflinger 4x4s derived from the same idea but were even more aggressively agricultural.
The Land Rover actually benefited from the post-war British steel shortage in having aluminum panels, which often dented but did not decay, though the “birmabright” process does become brittle with age.
As serious modern 4x4s become more sophisticated and as big as Hummers, these old anvils have acquired a mystique of their own. They are contrarian cars, like a Citroen 2CV. Their pug-like appearance has become more endearing than utilitarian. And in the end, who cares what it looks like. It works and it can’t be killed. Ironically, such Land Rovers can often be found now on fashionable streets rather than slogging through rural mud.
In a world of over-the-top restorations, Lawrence Romanosky’s Land Rover occupies a unique slot. Certainly it’s restored, but thanks to the sudden discovery of obsolete Series I parts by Dunsfold Land Rovers in England, this car is significantly new original stock rather than recent aftermarket repro. Romanosky told Dunsfold that he would buy every new part that was correct for his vehicle, and while he wound up completely upside down in the project, he has the satisfaction of knowing he accomplished a task that probably can’t be duplicated.
For example, look at this list of NOS parts added to a substantially sound truck: radiator, fuel tank, canvas top and bows, front bumper, side screen, rear PTO gearbox, steering wheel, speedometer, fuel gauge, warning lights, wiper motor, coil, distributor, brake master cylinder, pistons, rings, valves, pushrods, timing chain, main bearings, cam bearings, oil pump, driveshaft, valve rockers, and 16-inch implement tires. A lot of smaller parts were described as “one of a few” or “one of one,” including correct cadmium-plated Whitworth bolts. Romanosky did break down and buy reproduction doors and a tailgate, as he couldn’t find any worth repairing.
The Brockhouse trailer with the Coventry Climax fire pump engine is a rare accessory, available from 1952. Neither is common-the trailers had no drain holes, meaning most have succumbed to rust. Meanwhile, the 1,021-cc OHC Coventry Climax engine can be lifted by two men and is the preferred powerplant for all kinds of ’50s British sports cars from Fairthorpe to Lotus to Turner.
There might be a better Series I Land Rover out there, but I’d be surprised. The most recent excellent one in the SCM GOLD database was sold by H&H on October 3 for $21,706, but it didn’t have the trailer and certainly not the same level of restoration.
Land Rover production started slowly, with 48 pilot-build prototypes in 1948 (16 of which survive) and 8,000 vehicles in 1949. From then, sales gradually increased to 28,000 a year by the introduction of the Series II in 1958. There was a short-lived station wagon made from 1949-51, but only 641 were built since it was liable to a purchase tax that doubled its cost over the plain-Jane workhorse.
Series I prices range from $1,000 for a basket case to $2,500 for a running beater to around $20,000 for a nice restoration-bearing in mind it shouldn’t be overdone; the paint is supposed to be eggshell, not shiny. The Series I owner’s club appears energetic, with considerable resources for parts and information, and the survival rate must run over 50%, just based on their continued usefulness.
If you’re looking for a Series I Land Rover, first off, ask yourself if you really want one. It’s slow, noisy, leaky, and uncomfortable. It’s useful in the woods or the inner city but not much fun when traveling from one to the other. As the old joke goes: If you have a choice of going by road or cross-country in a Land Rover, go cross-country. It’ll take the same time but the ride will be smoother.
If you’re determined, here are some areas to check: Look for rust in the footwells, the base of the door pillar, and door hinges. Frame outriggers are also vulnerable. Check for off-road damage underneath, and check wear on spring hanger bushings.
Front hub swivels are prone to wear from sand and mud, and chronic leaking is a clue that massive expense looms. Check the differential play by twisting the prop shafts. More than a quarter turn and calamity lies ahead. Beware noisy first gears; clutch judder indicates imminent replacement. Engines are busy-sounding, especially the diesels-but exhaust smoke is a warning of expensive cylinder head work in the future.
Acceptable and desirable updates include a spin-on oil filter and later brake cylinders. Prime options include front and rear winches, rear PTO, Jaeger gauges, engine governor, and a Clayton heater (as in vintage Ferraris).
The trailer and pump with this Land Rover are really icing on the cake. The highest-priced early Land Rover in our database has fetched $30,000-a 1949 in England in 1999-hence our current example establishes a record, which might only be surpassed at present by one of the rare wagons or a prototype. Considering the cost of replicating this vehicle and the slim chance of finding as many NOS parts, I’d have to call this very well bought-so long as the buyer remembers to bring an extra cushion for the seat.