Thread: PTO unit querie

PTO for the LT95 are around they are the same box as the original Range Rover up till 1983. Not common but out there, in fact Maxi-Drive used to make a hydraulic PTO for many of the Land Rovers.

6X6 is a different device completely. The reason is that the rear axle drive output has two separate ratios to match the ratios in the main transfer box. There was a bloke in Qld that was selling Perentie parts new, including the 6X6 drives at a grand or two.

While you could use the 6X6 drive for PTO work you can't easily go the other way as the PTO output ratio is 1:1 of the mainshaft.

What would you use the the power drive coupling for the trailer? There is where you are going to have difficulty.

Hello 10 inches more,
I also have an 84' 120 and when i wanted a pto for it, it took some tracking down. I ended up with a range rover winch pto which worked for me but wouldn't have worked for someone who wanted to drive a front winch. In your case a winch type pto wouldn't be suitable either as it is limited in the torque it can carry due to the chain drive to the offset shaft. I have heard of a the drive flange type that you would require but they are rare. There is also to one that goes under the transfer case as used to drive the rear axle on the 6x6 perentie but they are also rare and expensive.
I paid about $500 dollars for mine but i have seen them cheaper since.
I depends on the person selling. I would keep an eye out in the uk as well as australia as there was a few more conversions in england that would require that sort of pto e.g. fire engine.

Out of interest, how have found the gearing on your 120? I thought mine revved a bit harder on the highway than a 4speed wagon. On counting the turns of the gears i discovered mine has a high range ratio of 1.17:1 not 0.996:1 like the wagons. Good for towing and gravel roads but it runs out of puff at about 115km/h.

Cheers,
Dan.

The 4 speed PTO setups are by far the most common, however as far as I know all have forward facing shaft drives. They come up on ebay from time to time. You may also want to put a post in the Markets => Wanted section. They most often come as part of a complete PTO driven winch setup and prices I've seen varied from $400 (if you're lucky) to over a $1000.

Light PTO work around the farm eh? [ame="http://www.youtube.com/watch?v=UO4cw565V98&fmt=18"]YouTube - WaterCar .com - Amphibious Car Vehicle at Lake Havasu and Newport Beach CA "American Deamin"[/ame]

About 15 yrs ago I bought a new one from ane of the British companies , Craddocks perhaps. I put it in the ex P.N.G. 2a and shaft drove a hydraulic pump for the 10,000 lb Ramsay winch and an air compressor.
You could do the same with a trailer, put a hydraulic motor on the pinion of the axle and drive it with a pump on the truck via flexible hoses.
Reminds me of a stretched 6x6 Rangie I saw in Gympie a few years back. He drove the pinion of his rear axle with a starter motor and only hit the button when things got sticky.

Didiman

It seems there are a few traps for young players here... Thanks to all for your input.

I hadn't figured on the different output speeds from the gerabox and the transfer. Not so easy to have the multi purpose set up I was thinking of. As for the drive coupling, I hadn't gotten that far, but I did realise the tractor type coupling would have too much play for high speed work.

The hydraulic unit might be the most versatile setup all round. Not so keen on the electric motor, I'd be worrying about its durability under repeated heavy going.

As for the 120 being slow, if you're game it will do 140km/h, but that is in angel gear... otherwise it will get up to 120km/h pretty easily, but no faster. I assumed the gearing was lower in all the Isuzu vehicles, but that is just me going on the note in the Four Wheel Drives parts catalogue saying the alternative transfer gearing in not recommended for Isuzus or towing applications.

I posted a thread some time ago in the Isuzu section titled 'Gearbox revelations', this might be of use to some. I wish I knew then what I know now....

The 101 Fc has the same drive train as your vehicle - a prototype powered trailer was built which was discontinued due to its propensity to tip over the towing vehicle. Its power take off is from the rear of the transfer case and worked well in normal use - just trouble in tight country where the trailer would drive the tow vehicle and tip it over.

I think there are pics and information in the FC section and google will show up plenty of information.

Garry

I can see how that would happen as the trailer tracks a much tighter circle than the vehicle while driving at the same RPM. Bugger...

At a truck expo in England years ago I did see a military Bedford 8X8 semi trailer ie 4X4 prime mover and shaft driven 4X4 bogie trailer. The bogie was also set up on a turn table tethered to the prime mover by HT chains which crossed each other, so steering the trailer wheels in the same track as the prime mover. This gave exceptional manouverability, but no doubt was also designed to avoid the problem you mentioned.

I might give this whole concept a miss for a while.....

I don't know about that. If you don't have it engaged all the time it wouldn't be a problem. And if you have a hydraluic drive on the trailer that makes it completly different. I remember reading about an artillery piece (25pdr or simimlar in size) that had a hydraulic drive to it wheels for assisting the tow vehicle in heavy conditions.
There is also an old LR promotional video around (on youtube maybe) that shows a series vehicle with driven trailer. Only engaged it once traction on the front vehicle had been lost.
The hydraulic unit would be much easier to connect and more flexible with drive speed.

Cheers,
Dan.