Thread: Gear Box configuration.

All Series Landrovers except the Stage 1 have identical provision for power takeoffs. This is in all cases on the transfer case not the main gearbox.

The power takeoff most commonly used is a rear PTO, which replaces the circular indented plate on the rear of the transfer case directly in line with the crankshaft. (same place used for the overdrive). These are by far the most common, and are used to drive a rear PTO (belt or shaft) via a prop shaft, welders, generators and hydraulic and firefighting pumps either directly or by belts or by shafts.

These were fairly common with Series 1 Landrovers, but became less and less common and were quite rare by the time the Series 3 was in production.

The second type of power takeoff replaces the bottom plate on the transfer case. These were used for a forward going shaft such as for a mechanical drive winch, or for a second power takeoff or where the preferred location is used for an overdrive. They have always been very rare.

The important point is that the PTO is the same from 1948 to the end of Series 3 production, and except for minor changes to shafting and levers etc can be easily swapped between any models.

John

Many thanks JD, for your input.
I have been toing and froing with another member regarding gearboxes, then had a close look at my photos.

The reason for my question is the beast I bought in bathurst ( another post)
that now languishes at my mates in Blayney, i thought was a ser 3 top and a 2a bottom( chassis) a sort of composite project.
The reason I thought it was a sa was that it has a rear pto . I didnt think they came out in series 3's.

But was reminded today the ser 3 clutch slave were on the passnger side and the 2a;s on the drivers side,

the first photo shows the linkage and the pto , on the left you can see the bleed nipple for the clutch slave cylinder.



just a view from the other side





I was going to unload this thing in bits because of the probs I had with trying to get it up here, but now may have to rethink it.


john


ps its pouring up here at the moment,

From studying your photos I've been able to tell that your beast is a late 2a (1970-71) swb 4cyl petrol. Series 3 swbs use the same chassis construction as the 2as but have some different brackets (eg. seatbelt anchors). The clutch mechanism may have been changed in the last days of 2a production, the bracket holding the bleed nipple is not something I've seen before on 69 2a or 74 3. The gearbox number is stamped on the top cover of the gearbox, where a series 3 number is usually on the front web of the transfer case (under the PTO lever shadow in the second pic). A 2a gearbox number starts with a 2 or 3, while a 3 begins with 9. The suffix on yours is probably an H or later.
The PTO itself was always an extra cost option, and in this case looks to have been fitted from new. It may have been used for air compressors, waterpumps etc, which may themselves be long gone. Several PTOs I've seen are rear mount, but use a chain to step the drive sideways around the transmission for a front mounted drum winch. In all my travels I have never seen the elusive and sought after bottom mount PTO. Anyone got one they could post a photo of?
Just as an aside, you do know the last 2as had their headlights in the mudguards, yeah? They look like a series 3, especially if a PO has screwed on the plastic grille. If it still has a full metal dash, it's a 2a.
Anyway, it looks like a fairly straight and unmolested 88", though you haven't shown us the most rust-prone areas, so good luck with it...

thanks dan,
as i said i wasn't sure what it was, the top bits are ser 3 definately, even dwon to the compliance plate which states ser 3 1972.

the gearbox no is 90L15864
this appears to be a series 3, on the numbers you have given me.

i have added some more photos, of the 'rust prone bits'
it has all been repaired especially the tail section, rewelded and re painted, no rust whatsoever in it now.

essentially it is in very good nick for what it is. 400% better than the other one i have which has more chassis rust than chassis.

the firewall has surface rust and thats it, no penetrating holes anywhere on it.

the tail end repair, note no hole for the pto


the front end




the firewall again




john

Early Series 3. Lots of potential, too, now that somebody's repaired the rear crossmember. Yeah, no PTO hole, but also no towbar bolt holes either.
The firewall's in remarkable nick, too, but this one's not made with the cheaper steel apparently used in later ones. It's not usually the firewall that goes first anyway, but the huge water trap in the lower dash. That's another reason I prefer the 2as.
A few days after my post, I picked up the latest copy of LRO and, lo and behold, there's a page in the practical section all about the bottom PTO, line drawings, photos and all.

thanks for the feedback,will see if i can find that one at the n/agent,




john