Before attempting to start the engine, read the special notes which follow.

The mixture tontrol has three positions and there is no gra4uation between them. The mixture is NORMAL when the control is right in as far as it will go. The WARMING-UP position can be found by pulling out the control until a light click is felt; it is 'a little more than half-way out. The RICH or STARTING position is with the control right out. On no account leave the control in any position between those indicated above and do not forget to push the control right in as soon as the engine temperature will permit. The appearance of the AMBER WARNING LIGHT on the instrument panel will indicate that the control has been left out inadvertently and must be pushed right in.

The carburettor is fitted with an accelerator pump, the action of which is such that if the throttle is fully depressed, an extra rich mixture is provided to assist acceleration. As this is not wanted when starting the engine, except under abnormal starting conditions, DO NOT TOUCH THE ACCELERATOR PEDAL at all if the engine is COLD. It may assist starting a hot engine if the throttle is opened half-way and released as soon as the engine fires. Never pump the accelerator pedal under any circumstances.

Having read the special notes above, ensure that -
1. The MAIN GEAR-CHANGE LEVER is in the NEUTRAL position, that is to say, in the midway position between the gears. When in this position it can be moved sideways the full width of the "gate."
2. The TRANSFER LEVER is in the HIGH gear position, i.e., right forward.

Then start the engine as follows -
A. Engine cold.
1. Set the MIXTURE CONTROL right out.
2. Keep the foot clear of the ACCELERATOR.
3. Switch on the IGNITION.
4. Press the STARTER BUTTON.
B. Engine warm or hot.
1. Set the MIXTURE CONTROL in the mid-way position if the engine is warm, or right in if the engine is hot.
2. Depress the ACCELERATOR half-way.
3. Switch on the IGNITION.
4. Press the STARTER BUTTON.
5. Remove the foot from the ACCELERATOR as soon as the engine fires.

If the engine makes a false start when operating the starter button i.e., fires and does not continue to run, but throws the starter pinion out of mesh, it is imperative to wait until the pinion and flywheel come to rest before again pressing the starter button ; failure to observe this precaution may jam and bend the shaft of the starter motor. Should the engine fail to start after two or three attempts, ascertain why it will not start, or the battery will be run down needlessly.

"Should the engine fail to start,
ascertain why."

Except under conditions of extreme cold, the mixture control should be pushed in from the RICH (right out) position to the WARM-UP (mid-way) position within a few seconds of the engine starting. This period may have to be extended if conditions are severe, but should never exceed a minute or so.
Do not race the engine, but it is permissible to drive away at moderate speed, immediately after starting. This, or opening to about quarter-throttle by means of the slow-running control if the vehicle is to be used stationary, is definitely advised, as lubrication of the cylinder walls by oil-fling is thereby stimulated as the engine warms up. Continue with the mixture control in the midway position until the engine temperature has risen sufficiently to allow the knob to be pushed right in to the NORMAL position. The appearance of the AMBER WARNING LIGHT on the instrument panel will indicate, that the control has been left out inadvertently and must be pushed right in at once.

Like all mechanical devices the mixture control warning system is not completely fool-proof and the responsibility for pushing the mixture control to the normal position rests with the driver, especially as the warning light may never appear owing to bulb failure. As a guide the engine should always run satisfactorily in the normal position within 0.5 mile (1 Km.) from starting away.


The positions of the main gear change lever are marked on the lever knob. It should be noted that the only reverse stop is a spring in the selector mechanism which tends to hold the lever away from the reverse selector slot.

Throughout the instructions which follow, approximate speeds are quoted at which the various gear-changes should be made. These are given only to serve as a guide to owners who are unaccustomed to the Land Rover; naturally they can be modified considerably as experience is gained under various operating conditions. At all times care should he taken against "racing" the engine and a "change-up" should be made well before the engine revolutions reach their peak.
Do not drive with the foot resting on the clutch pedal. To "ride" the clutch in this way causes excessive wear of the withdrawal mechanism.

GEAR CHANGING. (Transfer box in high gear).

Assuming that the engine is running, to start the vehicle from rest, proceed as follows -
Depress the clutch pedal fully, pause for a moment to allow the clutch shaft to stop spinning and then move the gear lever into the first gear position. Release the handbrake by pulling the lever slightly upwards, release the catch by pressing down the knob on top of the brake lever and let the lever go downwards. Accelerate slightly and at the same time allow the clutch pedal to come back until you feel the clutch just gripping. Further gentle pressure of the accelerator will be necessary as the clutch takes up the drive and by this time the clutch should be right in.
After having set the vehicle in motion, continue in first gear, speeding up the engine until 5-8 m.p.h. (8-15 k.p.h.) is attained, when second gear should be selected as follows -
(i) Depress the clutch pedal fully, at the same time taking the foot off the accelerator pedal.
(ii) Move the gear lever into ~neutral.
(iii) Pause (count " one, two ").
(iv) Move the gear lever gently into the second gear position.
(v) Release the clutch pedal, at the same time pressing the accelerator pedal gently down.

To change up from second to third speed, continue in second gear, until about 15 m.p.h. (25 k.p.h.) is reached. Then depress the clutch pedal fully, at the same time releasing the accelerator, and move the gear lever towards third gear position. It will be found to dwell for a moment, due to the engagement of the synchro-mesh cones; do not force the lever, but maintain a light pressure on it, and at the correct moment it will slip into third gear, ensuring a silent .and easy change. Release the clutch pedal and continue with the acceleration.

Repeat these operations for changing from third to top gear at a speed of approximately 20-25 m.p.h. (35-40 k.p.h.).

To change down from top to third gear, depress the clutch pedal and ease the foot off the accelerator; move the gear lever gently but firmly towards third gear position, when the same "dwell" will be felt before third gear engages. Accelerate and let in the clutch.
When changing from third to second and from second to first gear, the double de-clutch method should be used, as the synchromesh mechanism does not operate on these two gears. Proceed as follows -
(1) Depress the clutch pedal and move the gear lever into neutral.
(ii) Let in the clutch and accelerate until the engine speed is judged to correspond with the vehicle speed in the gear to be selected.
(iii) Again de-clutch and move the gear lever into the required position.
(iv) Let in the clutch.

Do not snatch or force the gear lever; if the engine speed has been judged correctly, the gear will engage quietly and smoothly.

To reverse the vehicle from a standstill, depress the clutch pedal fully, engage reverse gear position and slowly release the clutch pedal, at the same time gently speeding up the engine by means of the accelerator pedal.

When starting on an upgrade is necessary, hold the vehicle with the handbrake and select first gear; depress the accelerator in the normal way whilst simultaneously releasing the handbrake and letting in the clutch.

The transfer box gives two ratios in the output from the main gearbox, termed "high" and "low," thus giving a total of eight forward and two reverse speeds in all. It is controlled by the lever to the right of the gearbox cover; this has three positions- right forward for high ratio, mid-way for neutral and right back for low ratio.
For normal usage and road work the lever should be in the high position and the foregoing instructions for gear changing apply to this condition.

"Low ratio is used...on heavy
ground and for heavy pulling"

Low ratio is used when the vehicle is to be operated on heavy ground and for heavy pulling. When low ratio is employed the same instructions for gear changing should be followed except that all the changes must be made at much lower vehicle speeds, i.e.,

First to second-within two or three vehicle lengths of starting.
Second to third-6 m.p.h. (10 k.p.h.).
Third to top-b m.p.h. (15 k.p.h.).

The neutral position mid-way between "high" and "low" is quite definite and is used with the power take-off pulley for stationary work the vehicle cannot be driven with this lever in neutral.

Changing from HIGH to LOW transfer ratio should only be attempted when the vehicle is stationary. The engine may be left running, but the main gear lever must be in the neutral position. Depress the clutch pedal and pull the transfer change lever right back ; release the clutch. Should there be any hesitation in the gear engaging, do not force the lever; either rock the vehicle backwards and forwards or, with the engine running, engage a gear in the main gearbox and let in the clutch momentarily; then return the main gear lever to neutral and try the transfer control again.

Changing from LOW to HIGH transfer ratio may be accomplished at any time, regardless of vehicle speed. Release the accelerator pedal, depress the clutch pedal and push the transfer box lever right forward, pausing slightly in the neutral position; let in the clutch.

The reverse stop is accessible after removing the inspection cover from the right-hand, side of the gearbox cover.
When the stop requires adjustment it should be set by means of the screw and locknut on the stop hinge so that -
(i) the hinge rides easily up the gear lever when reverse gear is selected and
(ii) appreciable resistance is felt on moving the gear lever to the reverse position.