The 1-Ton story does not simply end with the chassis numbers detailed elsewhere, as the 1-Ton was linked to other vehicles.
The first example of a 1-Ton like vehicle is in the form of the APGP Amphibious airportable 109″ developed in the early 1960s. Although military 109″ vehicles had used drop shackel suspension for a few years, the APGP was the first to combined this with 900×16 tyres, and either lower transfer box ratios, or lower axle gearing. The vehicles were rated with a 1-Ton payload, but used 2286cc petrol engines, the six-cylinder in a Landrover was still some years away.
Having seen a Shorland with the body removed, the resemblence to a 1-Ton is obvious, being fitted with front and rear ENV axles, drop shackles and heavy-duty springs. The one or two I have had chassis numbers for however would put them as RHD Export six cylinder utilities, rather than 1-Tons. As only 64 RHD Export vehicles were built I am inclined to think the Shorland was built on the standard 3/4 ton chassis sequence, but was basically 1-Ton specification. Further research would suggest in fact that the Shorland preempted the 1-Ton by a few years, I understand starting in 1964, so engineering for the Shorland may well have contributed to the eventual design of the 1-Ton.
The TACR1 airfield crash rescue tender was another version of 1-Ton, or at least some of them were. 22 Series IIA models built on the 231 prefix chassis sequence with the 2.25 litre petrol engine. These were all delivered in “Mist White” (undercoat) to the RAF at Ashton Down, Gloucestershire between 1970 -1971. Not many seem to have survived. They were on ENV axles and were in all respects just a 1-Ton but with the 2.25 litre petrol engine instead of the 2.6 litre. The Series 3 vehicles were closer to being a combat chassied 109 running on 900s, as they lacked the ENV axles, although some did have a Salisbury front axle as per the later series 3 1-tons. The Series 3 vehicles were all built on 911 prefix chassis numbers (making them 2.25 petrol 3/4 ton basics). The makers plate and military specification plates actually identify the TACR1 as a 1 ton vehicle, seemingly ignoring Land-Rovers own specification, although physically they were in essence 1-Tons. For more information visit the TACR1 register website.
The Norwegian Military also used series III 109″ vehicles with low ratio transfer boxes and extended suspension mounts, but usually seen on 7.50×16 tyres. These were originally supplied with 9.00×16 “Viking” tyres when new. Information is very scarce, but it has been suggested the tyres were changed due to poor off-road performance with the 9.00x16s, which seems difficult to believe. All were window hard tops with military specification chassis, and other details such as cold-starting equipment, fuel can racks, and most notably scalloped front wings. Some had roof hatches and ski racks. Some were used in The Lebanon with the United Nations.
Land Rover also offered a 1-Tonne (not 1-Ton) Forward Control Military Vehicle, with development beginning in the late 1960s. Although early prototypes had some minor commonality with the IIB Forward Control, these 101″ wheelbase vehicles were totally different to the civillian bonneted 1-Ton vehicle.