Thread: Coupling for powered trailers

The drive for the Rubery-Owen trailer was effectively a PTO shaft (same as on a tractor) in the centre of a coupling that was a tube that was secured by a single row Morse chain.





The works of the drive were in the LT95 transfer box, and used the unique drive design to power the trailer in both ranges.

IMHO the system was effectively a failure, while it powered the trailer in soft terrain the trailer could sometimes push the tow vehicle into a jackknife position.

There was also a Scottorn Bushmaster version of the Land Rover powered trailer.

Thanks muchly indeed...
Not how i would have nutted it out.

Hmmm, time to keep pondering

S

You do realise the concept was a dismal failure and never got past the prototype stage - the system wrecked a couple of 101s when the trailer at certain angles tipped the 101 over.

A couple of pics posted by a AULRO member some time ago.

Garry

Ive often thought of powering my camper trailer wheels via hydraulics, with free wheeling hubs when not required

Originally Posted by garrycol

You do realise the concept was a dismal failure and never got past the prototype stage - the system wrecked a couple of 101s when the trailer at certain angles tipped the 101 over.
...

What, a Land Rover rolling over?

How come they considered it a failure? Rollovers are SOP for Land Rovers.

Even blind Freddy could see how a 1:1 drive to the trailer axle would result in tail happy driving in a sharp corner! The trailer runs a smaller arc in the corner than either the front or rear axle.

It might work with some kind of hydraulic or electric drive with a valve/brake light switch on a hydraulic brake coupling, to prevent any "push" from the trailer.

Steve, a few years back at US Top(?) truck challenge, there was a suzuki samurai (sierra) with a powered trailer. It went quite well in all tests (on and off road). I think I have the mag at home, will see if I can dig it out.

Edit - a quick google:

Tim Hardy:

In 1995, Tim Hardy wowed judges and competitors alike with his '87 Samurai and matching trailer during the Top Truck Challenge. Tim's Samurai made events like the Tank Trap and Mud Pit look easy, even with a stock motor and a strange amalgam of Sidekick, Ford, and Subaru (!) drivetrain parts.

As far as Samurai builders go, it's tough to top Tim. Although the motor remains stock, Tim built his own 4.6:1 Rock Lobster transfer case and unique 3:1 underdrive that combined with the 5.12:1 axle gears to give him 90:1 gearing. Now, to the naked eye, the axles on Tim's ride seem like stock Suzi parts. However, in an effort to create the ultimate in durability, Tim used everything from Mustang 5.0 axleshafts and Subaru Birfields to (and we're not making this up) his own cable locker for both diffs to build his axles. At the Engineering judging, the TTC judges marveled at Tim's front-wheel center caps that locked his hubs with one twist. They're also waterproof. To get an idea of how meticulous Tim is with his buildups, consider that his front-axle skidplate is 53 pieces of aluminum welded together and polished on both sides. A spring-over using a combination of Samurai springs and Nitro Cell shocks provide elevation for the 35-inch Yoko Mud Diggers. Just in case you're wondering, Tim towed that trailer (equipped with hydraulic disc brakes) through every event at TTC that year and ended up coming in Second Place overall.

Tim as been a staple of TTC ever since and was Head Judge for 2005.

Tim also participated in the 2006 4Wheel and Off-Road Magazine Ultimate Adventure.

The internet can be a dangerous thing to the truth.
There was one mention of the trailer could cause the 101 tow vehicle to roll if if was on hard lock and on a leaning sideways angle etc.
The facts are.
The drive was disengageable and the trailer could be reverted to a normal trailer.
Many of these trailers done serious work without trouble...ie the one which is in Aust was normally loaded and did its work with a tour company in central Aust.
Another went across the Shahara Desert, while one trailer was abandant for various reasons, the issuse with them in this roll was driveline vibs, as the trailer drive was in continous use with overloaded vehicles and sand.
I can only see the trailer drive as being a good thing.......just use it when needed.
Price and need was the killer of this system after the bugs were worked out of it.
The complication , to extra maintance, to purchase price , to the amount of times the trailer drive could be used to advantage canned the system.
The drive coupling on the rear of the was in fact very different to a tractor PTO ...splines very short, larger dia ect.
A early 101 driven trailer set up used a normal trailer lunnette and pintle with a tractor spline coupling and universals off to one side and under the pintle........it worked too, but it was not soldier proof in the fact too much trailer and vehicle ( jack knife)could break the coupling........yet one survives still in Africa.
If I had a no 5 aust trailer, 101 rear axle with wheels and a perentie 6x6 drive PTO I would look into making a copy cat system using a tractor PTO splines and coupling