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- Herausgeber: Crowood
- Kategorie: Lebensstil
- Sprache: Englisch
This book is designed to give guidance on the original, ex-factory, specifications of the coil-sprung utility Land Rovers built between 1983 and 1990. Known to Land Rover as stage 2 models, they were sold as the Land Rover One Ten, Ninety and (later) One Two Seven. James Taylor has taken the first step in undertaking detailed research into the Stage 2 models, and putting together all the known facts in one place. Topics covered include vehicle identification; specification changes in detail; options, accessories and special equipment; conversions and, finally, promotional material.
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Veröffentlichungsjahr: 2020
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Land Rover One Ten and Ninety
Specification Guide
James Taylor
Land Rover One Ten and Ninety
Specification Guide
James Taylor
The Crowood Press
First published in 2020 by The Crowood Press Ltd Ramsbury, Marlborough Wiltshire SN8 2HR
www.crowood.com
This e-book first published in 2020
© James Taylor 2020
All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.
British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library.
ISBN 978 1 78500 774 3
contents
introduction and acknowledgements
This book is designed to give guidance on the original ex-factory specifications of the coil-sprung utility Land Rovers built between 1983 and 1990. These were called the Land Rover One Ten, Ninety and (latterly) One Two Seven – they were not called Defenders. The Defender models were updated versions that followed them from autumn 1990, and are not covered in this book. It is very common to get the two types confused, and Land Rover themselves do it as much as anybody else!
It is now nearly forty years since the first One Ten models were introduced, and not surprisingly, enthusiasts have taken an interest in the earliest examples of these and of the companion Ninety. Increasing numbers of people want to know the minute details of the production changes that occurred on these models, typically in order to help with a restoration. Unfortunately, it is now very hard to discover what all the different specifications were (as is very apparent from the questions asked so regularly on the Stage 2 Register Facebook page), so I thought I would do what I can to help.
It has certainly not been easy, and I would not like to claim that this book is a definitive record. It is the first step in detailed research into these vehicles, and by putting together all the known facts in one place, I hope it will prompt others to take that research further. Anybody who discovers inaccuracies or new information is more than welcome to let me know via the publishers. If there is a second edition, I will include as many updates as I am able at the time.
Let me add a few words of warning. Dates and chassis numbers are as accurate as the record allows, which means there may be some errors! Human error often crept into the process of recording changeover points, and it is important to remember that old-stock parts were sometimes used up after a changeover had been made on the lines. This may have been because of shortages of the new parts, or it could have been because a batch of old-stock parts was discovered somewhere, and the best solution to its disposal was to use up its contents on the assembly lines!
I must also point out that this book focuses on civilian-specification models that were built on the assembly lines at Solihull. It does include details of conversions, but it does not include extensive details of military models or of the special models that were built at plants outside the UK. It would be a thankless task to attempt to record them all; besides, in many cases no detailed information exists.
A lot of people have contributed to the store of knowledge that this book contains. This is the place for me to say a big thank you to all of them, and to point out that they cannot be blamed for any interpretation I may have put on what they told me. A few people’s contributions have been very important and I must acknowledge that. So here are special thanks to:
Richard Bacchus Philip Bashall Roger Crathorne Charles Crossman Dave Harlow Emrys Kirby Glenn Smith Dan Warden Charles Whitaker
I must also acknowledge that some of the pictures in Chapter 9, Conversions, were originally collected by Richard de Roos, and were absorbed into my own archive about fifteen years ago.
James Taylor, Oxfordshire, January 2020
‘Land Rover’s new Land Rover’ broke cover at the Geneva Show in March 1983, just under thirty-five years after the very first Land Rover had been displayed at the Amsterdam Show in 1948. It was an apt description, because the Land Rover had been subject to a process of slow evolution over those three and a half decades, but the one that was now being introduced really did represent something new.
Not that any of the traditional Land Rover qualities were discarded. This was still a tough and rugged workhorse vehicle with four-wheel drive that was intended to appeal to light industrial and agricultural users, and to emergency and military services the world over. In its Station Wagon forms it would appeal to the growing numbers of customers who felt they needed an all-terrain passenger-carrying vehicle: in County Station Wagon form, it would even offer a level of comfort that would have been unthinkable back in 1948.
FOUR ‘MULE’ PROTOTYPES
Development work had started in 1976 with a group of four ‘mule’ prototypes, based on Range Rover chassis that were variously extended or cut down to give alternative sizes. Body panels were Series III types, crudely adapted to fit the different wheelbases of the new models. The choice of Range Rover chassis as the basis of these prototypes was entirely deliberate, although the die-hards within the company could see no reason to change from the traditional Land Rover format. Among them was Land Rover’s chief engineer at the time.
Introduced in 1970 as an estate-car model with Land Rover capabilities, the Range Rover had swiftly demonstrated the superiority of its suspension and drive systems. It had long-travel coil-spring suspension, which gave a much more comfortable ride than the traditional Land Rover leaf springs. It had permanent four-wheel drive, which did away with the Land Rover driver’s need to choose whether two or four wheels needed to be driven in any set of circumstances. And it had all-round disc brakes that gave far better stopping power than the traditional Land Rover drum brakes. All-round discs was perhaps a step too far, but the new Land Rover would be developed with disc brakes on the front wheels.
The Range Rover chassis was the basis of the Stage 2 design.
The Range Rover was released in 1970 and reshaped the future of Land Rover as a marque.
First moves: one of the four ‘mule’ prototypes was built by marrying the body of a 109-inch Series III to a 110-inch coil-sprung Range Rover chassis, and adjusting here and there to make everything fit.
In the beginning there was some hesitation about the wheelbase sizes needed for the new models, and those first four experimental mules tried out three different ones. One was the 100in (2,540mm) wheelbase of the existing Range Rover; one subtracted 10in (225mm) from it to give 90in (2,286mm); and the third added 10in (225mm) to give 110in (2,794mm). The 110in size was readily accepted for the long-wheelbase models, and for the moment, the 100in size was chosen for the short-wheelbase variants.
Four 100-inch engineering prototypes were built in late 1977 and early 1978, and the first engineering prototypes of the 110-inch model followed in summer 1978. Over the next three years or so, doubts surfaced about whether the 100in (2,540mm) size was right for the short-wheelbase model. Eventually Land Rover decided that it was too close to the 110in (2,794mm) size, and reverted to a 90in (2,286mm) wheelbase. In the meantime, the 100-inch model had taken on a life of its own, as the sidebar explains.
This late decision to change to a 90in (2,286mm) wheelbase meant that the short-wheelbase development programme lagged behind the long-wheelbase programme. As a result, the 110-inch models were planned for release first, with the short-wheelbase models following a year or so later. Meanwhile, although a few short-wheelbase prototypes were built with a 90in wheelbase, new Chief Engineer Mike Broadhead thought a few extra inches would make a valuable difference, especially in the cab, and so a 92.9in size was settled for production. That apparently odd size came about because Land Rover was now working to metric dimensions, and the actual size chosen was 2,360mm.
During the 1970s, the Land Rover marque belonged to British Leyland, and that company was looking at various options for it, as one of the few profitable marques that it owned. By 1978, a plan had come together that involved separating Land Rover from its parent Rover car company and setting it up as an independently managed division. The plan gained government approval, and, more critically, government funding as well. Funds would be supplied in stages to support different projects, and the project for the new coil-sprung Land Rovers would be funded under Stage 2 of that funding. Not surprisingly, the new models gained the name of Stage 2 types within the company, although the name did not become well known to customers.
DEVELOPMENT AND PRODUCTION PROTOTYPES
Five more development prototypes of the long-wheelbase model were built in 1978, and in 1979 and 1980 forty-eight more test vehicles were built, to the planned production specification. These were known as FEP models (the letters stand for ‘fully engineered prototype’), and the figure of forty-eight was not coincidental: there had been forty-eight pre-production examples of the original Land Rover back in 1948! A larger batch of production prototypes followed in late 1982, and volume production of the new One Ten gradually built up in the early months of 1983. The new Land Rover was shown publicly for the first time at the Geneva Show in March, but most Land Rover publicity focused on its showroom availability from April, which was the 35th anniversary of the original Land Rover’s introduction.
Early One Ten models take shape on the lines as volume production builds up in early 1983.
Just as the new One Ten was announced in 1983, one of its key overseas markets had begun to collapse. Sub-Saharan Africa had always been a major market for Land Rovers, not least because government agencies bought large fleets and renewed them on a regular basis. However, changes in UK government subsidies at the start of the 1980s severely undermined this market, and Japanese competitors were quick to move in.
This cutaway drawing of the new One Ten was issued with the launch press release in 1983.
Panels were painted in sets that were mounted on a framework. Masking is being removed here, and the bright lights were designed to highlight flaws.
THE ONES THAT GOT AWAY (1) – THE 100-INCH
As soon as examples of the 100-inch Stage 2 model were available, Land Rover began to attract interest from military users. One of the prototypes was shown to the French Army, who asked for a small fleet for further trials.
As a result, the 100-inch model was further developed within the Military Engineering department, while the One Ten was being developed by mainstream Land Rover engineers. Work began in 1978 on a fleet of fifteen 100-inch military prototypes for French Army trials, and some were completed during 1979 to a specification requested by the Swiss Army. Neither set of trials resulted in a contract, and nor did an enquiry from the Danish military. By 1985 it was clear that there was no further need for the 100-inch model, and the twentieth and last prototype was completed during 1986.
Among the military 100-inch prototypes was this interesting four-door model with a full soft top.
THE FIRST ONE TENS
CWK-Y REGISTRATIONS
As explained in the text, a group of sixty-two production prototypes was built in October and November 1982. These were used for the press and dealer launches. Some became road-test vehicles and featured in magazines at the time. Several were later sold off to the public, and some still survive.
The registration numbers ran from CWK 2Y up to CWK 59Y, and then from CWK 82Y to CWK 85Y. Some numbers in the sequence were used for other vehicles: Ninety prototypes, Stage 1 V8 109s, Range Rovers, Austin Ambassadors, a Series III and even a Holden Jackaroo! Chassis numbers were not sequential but ran from 173074 (CWK 59Y) to 189342 (CWK 31Y).
DHP-Y AND EHP-Y REGISTRATIONS
A group of early vehicles were registered with DHP-Y and EHP-Y numbers; some of the DHP-Y models remained in Engineering, and many of both batches became dealer demonstrators. Their serial numbers overlapped with those of the CWK-Y vehicles.
A PROGRAMME OF REORGANIZATION
Led by new Managing Director Tony Gilroy, Land Rover responded with a massive programme of reorganization that would save manufacturing costs by concentrating production at the main factory in Solihull, and closing several small subsidiary plants. It also switched its focus from developing markets such as Africa to the developed markets of the West – in particular continental Europe and North America. This demanded a radical change of product policy as well, and the fruits of that were seen in 1989 when the new Land Rover Discovery was announced as a family estate priced between the workhorse Station Wagons and the Range Rover. Without it, the company would very likely have gone under.
The Stage 2 models sold strongly to military forces around the world. This was an early Ninety demonstrator.
The One Ten was developed into a 6x6 model for special applications, with the aid of Reynolds Boughton.
Development of the workhorse models was by no means neglected, of course: they simply became a smaller element in the overall Land Rover product range. As planned, a new short-wheelbase model called the Ninety was introduced in mid-1984 to replace the old Series III 88, which went out of production later that year. Meanwhile, the new models had already given rise to a new development, as the One Ten had been extended in-house with a 17in (432mm) wheelbase stretch that gave room for a five-man crew cab and a good-sized pick-up bed on the same chassis. Initially available only in that configuration, the One Ten Crew Cab was soon made available as a chassis-cab for other (typically specialist) bodies, and became a model in its own right called the One Two Seven.
Engines in the earliest coil-sprung models were essentially carryovers from the Series III range, with 2¼-litre 4-cylinder petrol and diesel types, and a 3.5-litre petrol V8. But market expectations were changing, and in the mid-1980s the two 4-cylinders were further developed as more powerful 2.5-litre types. To meet customer demand for diesel power combined with good road performance, particularly on the European continent, the 2.5-litre diesel engine was further developed with a turbocharger, and was introduced in new models that carried the Diesel Turbo name from autumn 1986.
A pair of 1985 One Ten models: on the left is an HCPU, and on the right a County Station Wagon.
One Tens were the crew vehicles on two Camel Trophy adventure challenge events during the 1980s, and were used as organizers’ and press vehicles on all the others. This one belonged to the winning team on the 1989 event, brothers Bob and Joe Ives from Britain.
THE EARLY NINETYS
There were eleven Ninety prototypes. The first one was built on a shortened One Ten chassis, and was registered as CWK 30Y. The second was actually converted from pre-production One Ten CWK 46Y in April 1983, and was re-registered as CWK 40Y. Nine more were then built between July and September 1983, and were registered as A106 GVC, FWK 435Y–437Y, A98 GVC, A152 GVC–A154 GVC, and A157 GVC. At least six of the prototypes had 2¼-litre petrol engines (which did not become available on production models), and the rest had 2.5-litre diesels; there were no V8s among this initial batch.
This Ninety prototype really did have a 90in (2,286mm) wheelbase, and its chassis was built specially.
THE FIRST ONE TEN CREW CAB
The prototype One Ten Crew Cab was converted from a pre-production One Ten, CWK 55Y, and was originally built as a V8 Station Wagon. The conversion had been completed by the time of the One Ten media launch at Solihull in March 1983, and the vehicle was on display there.
The first One Ten Crew Cab was converted from a pre-production vehicle, CWK 55Y.
EVOLUTION
From the start of their production, the 4-cylinder Stage 2 models came with five-speed gearboxes, using a gearbox originally designed for Rover cars in the 1970s, together with a newly designed transfer gearbox. These items brought further improvements over the Series III models, but the five-speed gearbox at this stage was not strong enough to take the torque of the V8 petrol engine, and so models with this had a decidedly rugged four-speed type. By 1985, however, arrangements were in place for production of a new and stronger five-speed gearbox designed by Land Rover Santana in Spain, and this took over duties for the V8 models. The two-speed transfer gearbox was also gradually developed over the decade, partly to reduce noise levels that were unwelcome in the Station Wagon variants.
The other major development during the production life of the Stage 2 models was associated with the Station Wagon types. Demand for four-wheel-drive vehicles as everyday transport continued to grow during the 1980s, and Land Rover kept their Station Wagons competitive by focusing on the better equipped County derivatives. Levels of comfort and equipment were gradually increased, and from the middle of the decade there was a renewed focus on their appearance, as the County models lost the traditional galvanized body cappings and gained body-colour paint where the utility variants still relied on self-coloured black plastic. The results were vehicles that were quite sophisticated for their day, although by modern standards they appear crude.
So by the end of the 1980s, the Stage 2 models were available in three different sizes (Ninety, One Ten and One Two Seven), with four different engines (2.5-litre and 3.5-litre petrol, plus 2.5-litre diesel and 2.5-litre Diesel Turbo), and with open, pick-up, hardtop and Station Wagon bodies. On top of that, they could be had in chassis-cab form for special bodywork, either from approved specialists or, increasingly, produced by Land Rover’s own Special Vehicle Operations division. There was further variety overseas, where the Stage 2 models were being assembled or partially manufactured in several plants around the world, where local requirements led to some fascinating variants – though these are simply beyond the scope of this book.
There had been a change of ownership by the end of the decade, too. The British government under Margaret Thatcher had tired of British Leyland and all its troubles. It also had a policy of privatization, and by the mid-1980s was looking to sell the car maker, either as a whole or as a series of packages. By 1986 the plan was to sell Land Rover Ltd as a going concern to General Motors in the USA (Ford had also been interested), but a major public outcry prevented this: Britons clearly did not want one of their national treasures sold into foreign ownership. So the government withdrew from the sale and bided its time, later finding a caretaker owner in a somewhat reluctant British Aerospace during 1989.
There was no abrupt end to the production of the Stage 2 models, of course. As part of the continuous product development process they were due to receive a series of new features in mid-1990, among those being a new and highly efficient direct-injection turbocharged diesel engine. This had been introduced during 1989 in the new Land Rover Discovery, and the following year would take over as the primary power plant in the utility models as well, reflecting the new world-wide focus on diesel power for four-wheel-drive models. Its arrival was accompanied by a rebranding exercise, when the three Stage 2 models became known as the Defender 90, Defender 110 and Defender 130. In that guise, and with progressive development, they would remain in production for another quarter of a century.
THE ONES THAT GOT AWAY (2) – THE LLAMA
To meet a 1984 British Army requirement for a two-tonne general purpose load carrier, Land Rover developed a forward-control derivative of the One Ten chassis. This was codenamed Project Llama, and a dozen vehicles were built in 1985 and 1986.
The feasibility prototype demonstrated that a new straight-frame chassis was needed. This was designed with a point at the front to provide a pivot and mounting for the steel-framed GRP cab, which was designed to tilt forwards to give access to the engine.
After trials, the Army called for a redesigned back body, and made clear that they wanted a diesel engine rather than the 134bhp V8 petrol type in the prototypes. Land Rover prepared one more prototype in summer 1986 with the 85bhp turbocharged diesel released that year in the Diesel Turbo models, but it came too late, and the Llama did not win the contract.
The Llama was not viable without the British military contract, and Land Rover cancelled the project in late 1986. The project nevertheless left its mark on subsequent production Stage 2 models, as Chapter 7 explains.
The Llama forward-control derivative of the One Ten was unsuccessful in military trials and was subsequently cancelled.
THE AUSTRALIAN DIMENSION
There had been Land Rover assembly from CKD kits in Australia since the 1950s, and One Tens were assembled there from autumn 1984 at a new assembly plant in Moorebank, a suburb of Sydney in New South Wales. There was no demand for the Ninety in Australia, but Jaguar Rover Australia (as it then was) developed a range of other special models.
Although V8-engined One Tens were shipped in fully built form from Britain, demand for a model with a big diesel engine was met by the Moorebank assembly plant. The engine used was a Japanese-built Isuzu 3.9-litre 4-cylinder diesel (seeChapter 4). JRA met another local demand by developing what it called the One Ten Heavy Duty model, which was generally known as a Land Rover 120 because of its extended 119.7in (3,040mm) wheelbase. This was only available with the Isuzu diesel engine, and came as standard with a locally built ‘tray’ body.
Determined to secure a large Australian military contract, JRA also developed special variants of the Stage 2 family. One was a re-engineered version of the Isuzu-engined One Ten, with a splayed rear chassis to accommodate the spare wheel under the body floor. The other was a 6×6 chassis, with wider front track, a special wide cab made from GRP, and a unique ‘load-sharing’ rear suspension that featured overlapping leaf springs. JRA won the contract, known as Perentie, in 1986. In the meantime, the company had also developed civilian versions of the 6×6 with a standard cab and front track, and these remained available until the end of the 1980s.
Among the bodies on the Australian-built Perentie 6×6 was this huge box type, which could be adapted as a workshop or an ambulance.
TIMELINE
1983, MarchOne Ten announced at the Geneva Show 1983, late One Ten Crew Cab introduced1984, FebruaryThe 2.5-litre diesel engine replaced the 2.3-litre type1984, JuneStart of the 1985 model-year Winding door windows replaced the sliding type. Ninety introduced with 4-cylinder engines.1985, MayNinety V8 introduced LT85 five-speed gearbox for all V8 models1985, AugustThe 2.5-litre petrol engine replaced the 2.3-litre type. One Ten Crew Cab chassis renamed the One Two Seven1986, OctoberThe 2.5-litre Diesel Turbo engine introduced V8 engine with SU carburettors and 134bhp1987, DecemberStart of 1988 model-year Black bumpers, County with grille painted to match body; sunhatch option1988, DecemberStart of 1989 model-year Ribless roof; welds and rivets deleted from upper panels of Station Wagons1989, December90, 110 and 127 grille badgesEach Stage 2 Land Rover was defined by three characteristics: the length of its wheelbase, the type of its engine, and the type of its body. So a typical description might be ‘Land Rover One Ten V8 pick-up’.
WHEELBASE
There were three wheelbase lengths to suit different load requirements. The short-wheelbase or Ninety models had a 92.9in (2,360mm) wheelbase, the long-wheelbase or One Ten models had a 110in (2,794mm) wheelbase, and the extended-wheelbase or One Two Seven models had a 127in (3,226mm) wheelbase.
Between 1984 and 1985, the One Two Seven was only available with a five-man cab and shortened HCPU back body, and was rather confusingly known as a One Ten Crew Cab. From early 1986 it was renamed a One Two Seven.
ENGINE
There were several different engine options, and all are examined in more detail in Chapter 4 of this book.
‘Standard’ Engines
4-cylinder petrol
2.3-litre(1983–1985)Known as the 2¼-litre before June 1984.2.5-litre(1985–1990)V8 petrol
3.5-litre(1983–1990)4-cylinder diesel
2.3-litre(1983–1984)Known as the 2¼-litre before June 1984.2.5-litre(1984–1990)4-cylinder turbocharged diesel
2.5-litre(1986–1990)‘Overseas’ Engines
4-cylinder diesel
3.9-litre(Australia, 1983–1990)4-cylinder turbocharged diesel
3.9-litre(Australia, 1986–1990)BODY
There were several different varieties of body on the standard production models. Some were available on both Ninety and One Ten chassis, but others were unique to the One Ten.
This was the variety of bodies for the early One Ten, as illustrated in the first sales catalogues in 1983.
The One Two Seven chassis was particularly intended for special bodywork (seeChapter 9) and was typically produced in chassis-cab form or as a truck cab. In its early incarnation as the One Ten Crew Cab it always had the body type that its name suggested.
Open and Soft Top
All three chassis types could be supplied with completely open bodywork, although these versions were normally supplied in that form only to countries with a hot climate. Elsewhere, the ‘open’ models usually came with a full canvas hood covering the cab and the load area, and supported on hood sticks. These were popularly known as ‘soft top’ models.
The open or full-tilt model was not offered in Britain except to special order and for military use. This is an early Ninety with full tilt in place.
Soft Top
The ‘soft top’ was sometimes called the ‘full length hood’ in factory publications. The type was popular with military buyers, but was only available to special order in the civilian market in Britain.
The full-length soft top for the One Ten seen here on a military demonstrator. The locker in the body side was standard on military specification One Tens but was not available on civilian models.
Window Soft Top
The soft top could be fitted with side windows for export. The Ninety version had a single window in each side, and the One Ten version had two windows in each side.
For export, the full-length soft top could be fitted with windows. This one was a special commemorative model built for Land Rover’s 40th anniversary, and originally had a ‘blind’ soft top.
Truck Cab
The Truck Cab was a pick-up with an enclosed cab. The back body could be fitted with a canvas hood (‘three-quarter tilt’) supported on hood sticks. There was also a ‘window’ version of this.
The Truck Cab had either two or three seats, and is seen here in Ninety form.
Never available in Britain, this was a window three-quarter soft-top for the Ninety Truck Cab.
High-Capacity Pick-Up
As the name implies, this came with a redesigned and more spacious loadbed than the standard Truck Cab model. It was available only on the One Ten models, and there were both ‘standard’ 2,710kg (5,975lb) and heavy-duty 3,020kg (6,659lb) GVW versions. The differences lay in the rear suspension. A canvas tilt cover was available but was not standard.
The High-Capacity Pick-Up body for the One Ten normally came with a truck cab.
Hardtop
The hardtop was a van body, constructed by adding a light alloy metal roof and upper side panels to the open model; a Station Wagon side-hinged door was normally fitted at the rear.
The van sides of the hardtop body on an early One Ten.
Window Hardtop
The window hardtop was a hardtop with non-opening windows in the upper body sides; the Ninety had one window on each side, and the One Ten had two. These bodies were normally supplied only for export markets because UK regulations would have classed them as cars and made them subject to Purchase Tax, although some were supplied to special order and to the UK armed forces (especially the RAF). They normally had a side-hinged tail door.
A tilt cover was available for the HCPU body, with a window in the rear flap.
A rarity – but it did exist – was this window soft-top for the HCPU body.
The One Ten window hardtop had two fixed windows in each side of the back body.
Crew Cab
The four-door Crew Cab was particularly associated with the One Two Seven models, and consisted of a four-door passenger cab allied to a shortened HCPU back body.
The Crew Cab on the extended wheelbase One Two Seven chassis initially came with a shortened version of the HCPU body. In this case, the wooden cover was added to protect items stowed there during shipping overseas.
Station Wagon
The Ninety Station Wagon added upper rear body sides with opening windows, and a full-length roof with Alpine lights to the open version of the Ninety. The One Ten Station Wagon had extra side doors, a special back body, and a full-length roof with Alpine lights. Both models had a side-hinged tail door.
