EXTRA EQUIPMENT (Continued)

WINDSCREEN VENTILATOR.
In warm weather, extra vehicle ventilation may be obtained by fitting a hinged flap in place of the metal panel across the lower portion of the windscreen.
The ventilator is secured in the closed position, by means of three clips and wing nuts, against a rubber strip to prevent draughts; when opened, it provides a current of cool air across the full width of the vehicle.

RUBBER PEDAL PADS.
Rubber pads are available for the clutch and brake pedals. The fitting of such pads is not advised if the vehicle is operating under continuous wet or muddy conditions, owing to the danger of the feet slipping off the pedals.

SPARE WHEEL CARRIER.
The spare wheel is normally stowed in the depression in the body floor as shown in Figs. 2 and 41, being retained by means of a clamp and wing-nut. When it is desired to utilise the entire body space for load-carrying, an alternative carrier for mounting the spare wheel on the bonnet top can be supplied for either 6 in. or 7 in. tyres. (Fig. 1).
The mounting plate is secured to the bonnet panel with nine rivets and includes two clamps and captive bolts which clamp over the inner edge of the wheel. To ensure even weight distribution, four rubber support blocks are supplied which should be bolted to the panel so that the weight is taken on the tyre wall the two thick blocks should be used at the sides and the thin ones at trout and rear.
With the spare wheel carried on the bonnet in this way, it is not possible to fold the windscreen into the horizontal position.

COMBINE HARVESTER TOWING PLATE.
A special towing plate can also be supplied to order, to suit standard combine-harvester equipment. It is secured to the rear drawbar in a similar way to the standard towing plate.

ANCHOR BRACKET FOR PINTLE PIN.
A special anchor bracket can be supplied as extra equipment, to enable the standard pintle pin to be used with the rear power take-off unit in position.

ALTERNATIVE TOWING JAW.
An alternative pattern towing Jaw, secured to the rear chassis cross member by means of four bolts, can be supplied in place of the standard type. It is designed to suit trailers having a towing eye larger than can be used with the standard pintle pin.

POWER TAKE-OFF UNITS.
The lay-out of the Land-Rover transmission has been arranged so that power take-off drive for auxiliary equipment can be taken from two points. A pulley drive fitted immediately behind the gearbox (called the centre power take-off) can be used for driving appliances such as an arc welder or compressor mounted on the vehicle, while the take-off unit at the rear, with spline and pulley drive, is for the purpose of driving all kinds of farm machinery, both stationary and towed. Either or both of these drives may be readily installed at any time and their presence in no way affects normal operation of the vehicle.

The drive is taken through a dog-clutch on the rear of the gearbox mainshaft and incorporates a flanged output shaft (Fig. 6). Selector mechanism is bolted to the top of the transfer casing, the selector lever being accessible through the hinged cover plate in the centre of the seat-box (Fig. 3). To engage the power take-off drive, the selector knob must be pushed forward.
No maintenance attention is required at this point, as lubrication is provided by the oil in the transfer casing.

An engine governor must be fitted when either the centre or rear pulley drive is in use.
The procedure for fitting the power take-off drive and selector units to the gearbox is as follows: Remove the centre inspection panel from the seat box.
Remove the four nuts and spring washers securing the top cover-plate on the transfer casing and lift off the cover complete with joint washer.

Remove the mainshaft rear bearing housing assembly and joint washer from the rear of the transfer casing, by removing the six nuts and spring washers.

Fit the power take-off drive unit assembly and joint washer to the rear of the transfer casing and secure with the six nuts and spring washers.

Fit the power take-off selector assembly and joint washer to the top lace of the transfer casing and secure with the four nuts and.spring washers ensure that the selector fork engages with the dog clutch on the drive shaft.

Replace the seat box inspection panel.

When it is desired to use the power take-oft with the vehicle stationary, the transfer change lever must be set in the neutral (central) position. To engage the drive, set the engine at idling speed, depress the clutch pedal, engage the required gear in the main gearbox and with the clutch pedal still depressed, engage the take-off drive by pushing the selector lever forward, easing the clutch as necessary to obtain engagement release the clutch pedal and move the governor quadrant control to the required position.

To disengage the drive, move the governor control to the lowest position, depress the clutch pedal, disengage the take-off drive and return the main gear change lever to neutral. Before re-engaging the drive, always allow the driven equipment to coast" to a stand-still, to prevent undue strain on the drive mechanism.

When selecting governor and gear-change lever positions to arrive at the correct speed for driving any particular item of equipment (with the vehicle stationary) the aim should always be to choose as high a gear ratio as possible, provided that the throttle is not fully open when working under load. The use of a high gear will keep the engine speed down to a minimum and so result in economical fuel consumption.

In cases where the equipment is to be driven with the vehicle on the move, .the gear and governor positions selected will of course be dictated to a large extent by the vehicle speed required, but an endeavour should be made to keep the main gearbox ratio as high as possible. The vehicle speeds in all combinations of gears and governor positions are given later in a chart.

REAR POWER TAKE-OFF.
The rear power take-off unit, mounted on the rear chassis cross-member, is driven by a propeller shaft from the flanged output shaft at the rear of the gearbox; the standard six-splined output shaft (ten-splined on a few early vehicles) is on the centre-line of the vehicle and provides power for towed equipment, such as a mower, binder, etc. (Fig. 52).

Fig. 52. Rear power take-off.

A-6-splined output shaft.
B-Drain plug (under casing).
C-Oil level/filler plug.
D-Shield for output shaft.
E-Breather.
F-Three attachment bolts.

Assuming the gearbox drive and selector units to be already installed, the procedure for fitting the rear power take-off unit is as follows
-Secure the propeller shaft to the input flange of the rear take-off unit by means of four self-locking nuts, with the sliding joint at the front.
Pass the sliding joint end of the propeller shaft forward through the holes provided in the rear and centre chassis cross members. Secure the power take-off unit to the rear cross member by means of two long and one short bolts, three spring washers and nuts.

Secure the front end of the propeller shaft to the flanged drive shaft on the gearbox by means of the four bolts and self-locking nuts.
Lubrication nipples are provided at the sliding joint and both universal joints on the propeller shaft they should be lubricated at intervals of 500 hours, using the correct grade of oil.
The power take-off housing is provided with a drain plug and a combined oil level/filler plug at the side. Check the oil level every 30 hours by removing the level plug; if any oil runs out, allow it to do so, but if the level is low add oil of the correct grade until it reaches the bottom of the level hole. Replace the plug securely.

The oil should be completely drained after the first 25 hours' running and thereafter at every 100 hours, by removing the drain plug in the bottom of the housing. Refill with new oil to the bottom of the level hole; the capacity of the unit is approximately 1 pint (0,5 litre).

Selection of the most satisfactory positions for the governor quadrant control, main gear-change lever and transfer gear-change lever will depend on various factors -
(i) Type of ground to be negotiated.
(ii) Power required to pull any particular item of equipment.
(iii) Crop conditions.
(iv) Recommended speed for the equipment to be used.

The table below gives the vehicle and output shaft speeds for all positions of the governor control and in all gears; this should be used to arrive at the correct relationship between the vehicle and take-off shaft speeds for the particular job in hand.

When the rear power take-off is to be used with the vehicle stationary, the transfer lever must be placed in the neutral position; for all other work, the correct transfer ratio must be used, as shown in the chart. The procedure for engaging and disengaging the drive is identical with that for the centre power take-off; certain farm machines will be damaged if driven in reverse and care must be taken in such cases to disengage the take-off drive when it is desired to reverse the vehicle.

A guard is provided for the splined output shaft and this should always be fitted to ensure the safety of the operator.

Shaft Speeds (R.P.M.) and Vehicle Speeds (M.P.H.) with 4.7-1 Axle Ratio and 6.00-16 Tyres.

NOTE.-The 20 and 24 teeth gears in the rear power takeoff unit are normally arranged to give a 5 6 reduction in speed between the gearbox output and power take-off output shafts; the above chart applies to this condition.

Occasion may arise when this standard relationship between vehicle speed and power take-off R.P.M. is unsuitable for some particular item of equipment which the Land-Rover is called upon to operate. For this reason, provision has been made to transpose the take-off unit gears, so giving a 6:5 step-up in takeoff output speed against gearbox output speed.

With the gears interchanged, the take-off output shaft R.P.M. at any given engine speed are increased by 36/25 over the R.P.M. shown in the table.

For example -
At governor position 1, i.e., engine speed 1,500 R.P.M., with top gear engaged in The main gearbox, the chart shows that takeoff speed is 1,250 R.P.M. with the standard 5:6 reduction. Under the same conditions, but with the gears transposed, takeoff speed would be increased to 1,800 R.P.M.

Conversely, an equivalent decrease in vehicle speed at anyo given take-oft speed can be achieved by transposing the gears.

For example : -Again with top gear engaged in the main gearbox and low transfer ratio employed, the governor setting to give a take-off speed of approximately 1,800 R.P.M. (i.e., governor position 5) results in a vehicle speed of 12.5 M.P.H. with the standard 5 :6 reduction. Under the same conditions, but with the take-off gears transposed, the same take-off speed of 1,800 R.P.M. would be achieved at governor position 1, when the vehicle speed would be reduced to 8.9 M.P.H.

The procedure to be followed to transpose the gears is as follows : -
Remove the rear pulley unit (if fitted).
Drain off the oil from the take-off unit.
Disconnect the take-off propeller shaft from the gearbox output flange.
Remove the take-off unit from the chassis frame.
Disconnect the propeller shaft from the take-off input flange.
Remove the input shaft cover plate.
Remove the split pin, castle nut and plain washer from the end of the input shaft.
Remove the input shaft bearing housing complete with bearing.
Remove and preserve the shims from the input shaft and withdraw the 20-teeth gear.
Withdraw the 24-teeth gear from the output shaft in a similar manner.
Transpose the gears and re-assemble the unit by reversing the sequence of stripping operations.
It is most important that the two sets of shims removed be replaced on their original shafts.
Re-fill the unit with one of the oils listed in the lubrication section.

REAR PULLEY DRIVE.
The 8 in. (200 mm.) rear pulley unit (Fig. 53) is so designed that it may be attached to the rear drive unit in place of the guard by means of four spring washers and nuts, thus making for easy installation and removal.

A combined oil level / filler plug is provided at the side of the housing. Check the oil level every 30 hours by removing the plug if any oil runs out, allow it to do so, but if the level is low add oil of the correct grade, until it reaches the bottom of the level hole. Replace the plug.

Fig. 53. Rear pulley drive.

A-Oil level/filler plug.
B-Breather.
C-Four attachment points.

The oil should be completely drained after the first 25 hours running and thereafter at every 100 hours refill with new oil to the bottom of the level hole the capacity of the unit is approximately 0.75 pint (0,5 litre).
It is most important to ensure alignment of the belt in the centre of the pulley and also to obtain the correct tension on the belt the belt tension is correct when the hand-brake will hold the vehicle and the two sides of the belt cannot be compressed completely together by hand at a point midway between the vehicle and the driven machine.

The table below gives the pulley speed in each gear for each position of the governor control reference should always be made to this chart so that the operating speed can be set as nearly as possible to that recommended by the equipment manufacturer. When selecting governor and gear-change lever positions to arrive at the correct driving speed, the aim should always be to choose as high a gear ratio as possible, provided that the throttle is not fully open when working under load. The use of a high gear will keep the engine speed down to a minimum and so result in economical fuel consumption.

REAR POWER TAKE-OFF PULLEY. R.P.M.

CAPSTAN WINCHES.
Two capstan winches are available for the Land-Rover: one designed to be used in conjunction with the rear power takeoff unit and the other to be fitted on the front bumper and driven directly from the engine.

REAR WINCH.
The rear winch is mounted on the splined drive unit in place of either the rear pulley or shaft guard.

Fig. 54. Rear winch.
A-Filler plug and dipstick.
B-Access hole for bollard shaft nipple.
C-Attachment nuts.

The winch is designed for 2,500 lb. (1.135 Kg.) pull. It should be used,with the engine running at 600 R.P.M., i.e., a fast idling speed. The ratio of the worm drive in the winch is 25: 1,
so providing the range of rope speeds detailed below :

REAR WINCH ROPE SPEEDS (in Ft./min.)

The drive should be engaged by means of the standard power take-off lever on the gearbox, with the engine at normal idling speed and without any load on the rope.
A shear pin is used as the only connection between the bollard and the winch drive shaft this pin will break at the maximum permissible load on the unit and so prevent overloading. Two spare pins are supplied with the winch; the correct part must always be used for replacement purposes, as the transmission would be liable to damage if a stronger pin were fitted.
Lubrication attention to this unit is most important. The filler plug on the left of the winch casing is combined with a dipstick, and a drain plug is fitted in the bottom of the casing. The oil level should be inspected at intervals and topped up as necessary to the level mark on the dipstick. At intervals of six months, the unit should be completely drained and refilled with fresh oil; the capacity is 3.5 pints (2 litres).
A grease nipple is provided for lubrication of the bollard shaft, access to this being gained by turning the bollard until the hole provided is in line with the nipple.

FRONT WINCH.
The front winch is mounted on the frontbumper and is driven through a dog-clutch, directly from the engine crankshaft; provision is made for the starting handle to be applied at the front of the winch instead of at the normal starting dog.
The winch is designed for 2,500 lb. (1.135 Kg.) pull and should be used with the engine running at 600 R.P.M., i.e., a fast idling speed. The ratio of the worm drive in the winch is 75: 1, so giving a rope speed of 12.66 ft. /min. (4 metre/min.).
The drive should be engaged by means of the operating knob on the winch casing, with the engine at normal idling speed and without any load on the rope.

All other details of this unit are similar to the rear winch.

Lubrication attention is identical, but in addition, grease nipples are provided on the drive shaft and rope guide.

CHAFF GUARD.
A fine-mesh chaff guard can be supplied as an extra component to prevent the radiator becoming clogged when the vehicle is used for farm work such as reaping, etc.
The guard is clamped behind the existing radiator grille by means of the grille securing bolts.

UNIVERSAL JOINT COVERS.
Special covers have been designed to prevent long grass, etc., from becoming entangled with the propeller shaft universal joints when the vehicle is being used for haymaking or similar cross-country work.
These covers consist of steel shields under the front and rear differential universal joints and a plate under the transfer box front universal joint.

ENGINE GOVERNOR.
An engine governor can be supplied as extra equipment; its use is essential when either the centre pulley or rear power take-off pulley is utilised and it would also be found convenient for many jobs necessitating use of the rear splined output shaft.

It is mounted on a bracket (B) affixed to the front of the thermostat housing (Fig. 56) and is belt-driven from the front groove of the water pump and fan pulley.

The two lower fixing holes (C) in the mounting bracket are slotted to allow for belt adjustment the tension is correct when it is possible to depress the belt by thumb pressure approximately 0.5 in. (12 mm.) at a point midway between the fan and governor pulleys. Connection to the throttle linkage is by rod (E) which is provided with a length adjustment (F) at the bell-crank end. The link (D) connects the governor to the operating lever and quadrant mounted on the scuttle panel below the instrument board. (Fig. 46).
The oil level in the governor should be checked occasionally by removing the level plug from the right-hand front and the filler plug from the top front of the casing; the correct level is to the bottom of the level hole.
Replenish as necessary by pouring in engine oil through the filler hole until the level is correct replace both plugs securely.

The quadrant has notches giving 12 positions for the operating lever. The notch to the extreme right is for use when the governor is not required and with the lever in this position the throttle opening is not influenced by the governor mechanism. In order to bring the governor into operation, the control lever must be moved to the left into one of the remaining 11 notches; with the lever in the first operating notch, the throttle is opened until the engine is running at 1,500 R.P.M. and the governor will then allow for variations in load applied at the power takeoff, so controlling the engine speed at that figure. Each succeeding notch represents an increase in engine speed of approximately 150 R.P.M. so that ~he eleventh and last notch on the extreme left of the quadrant will provide an engine speed of 3,000 R.P.M.
Instructions for selecting the correct governor control position are given in the "POWER TAKE-OFF UNITS" section.

OIL COOLER.
In cases where the Land-Rover is to be used to drive stationary equipment, such as a threshing machine, for extended periods, an engine oil cooler should be fitted.
Such a cooler is available as an extra item of equipment. It incorporates a cooling radiator inserted in the engine oil system and mounted just in front of the radiator a gauge on the dash panel gives continuous indication of the oil temperature.
The oil temperature should never exceed 900C. and the engine must be switched o~f arid the oil allowed to cool down if this temperature is reached under working conditions

WATER THERMOMETER AND OIL PRESSURE GAUGE.
A combined water thermometer and oil pressure gauge can be supplied as extra equipment if required. The gauge is fitted in an aperture in the dash and is connected by means of a flexible pipe to a water thermometer bulb in the thermostat housing.
An adaptor replaces the oil pressure switch and the standard oil pressure warning light is left in position, hut disconnected.

AIR COMPRESSOR.
A Bullows air compressor can be mounted on a standard Land-Rover equipped with
an engine governor and a centre power take-off unit. The compressor gives a displacement of 72 cu. ft. /min. (2 m3 /min.) and a free air delivery of 60 cu. ft./min. (1,7 m3/min.) at 1,300
R.P.M. with a normal operating pressure of 100 lb. /sq. in. (7 Kg./cm2.).
The compressor is mounted on a steel bedplate bolted to the chassis frame on anti-vibration rubber bushes, screw adjustment being provided to regulate the drive belt tension.
A tubular guard is fitted across the rear of the compressor to protect the cooler from accidental damage and a further guard, fitted with a hinged cover to gain access to the power take-off control lever, protects the drive belts.
For hot climates an engine oil cooler should be fitted.

Land-Rover Trailer

A two-wheeled Brockhouse trailer has been specially designed for use with the Land-Rover its normal capacity is 1680 lb. (760 Kg.), but over exceptionally rough ground the load should be restricted to 1440 lb. (650 Kg.). The main features of this trailer are shown at Fig. 54 chief dimensions are as follows:

Length(body): 72 in. (1,82m).
Width(body): 36 in. (914 mm.).
Depth: 18 in. (457 mm.).
capacity: 27 Cu. ft. (0,76 m cubed.).
Overall width: 61 in. (1,55 in.).
Track: 50 in. (1,27 in.).
Overall length: 108 in. (2,74 in.).
Weight(unladen): 620 lb. (280 Kg.).
Weight (maximum approved gross loaded): 2,300 lb. (1.040 Kg.).

The wheels and tyres fitted to this trailer are identical with those used for the Land-Rover.
Lubrication nipples are fitted to the drawbar pull pin housing, brake cams and shackle pins (10 in all). Every 1,000 miles (1.500 Km.) grease should be applied at these points.
A special towing ball is supplied with the trailer this bolts directly on to the rear chassis cross member in place of the standard pintle pin. The towing ball cup on the pull pin is adjustable to allow wear on the towing ball to be taken up, so enabling a snug fit of the ball to be maintained at all times.
The pull pin is interconnected with the brake linkage, so that when the vehicle brakes are applied and the trailer tends to overrun the towing vehicle, the trailer brakes are automatically applied. When reversing, a pivoted catch on the pull pin housing must be swung down to limit the pull pin travel, to keep the brakes in the off " position.
An adjustment is provided on the brake linkage; this should be checked periodically and set so that the trailer brakes commence to function when the pull pin is pushed in approximately 1 in. (25 mm.).

LAND-ROVER MOBILE WELDING PLANT.

The Land-Rover, when converted into a mobile welding plant, can be fitted with both gas and electric welding equipment.
The Lincoln Shield Arc Junior" welding generator Is fitted on the centre-line of the vehicle, mounted partly in place of the centre seat and partly in the rear body compartment. It is driven from the centre power take-off by means of three Vee belts.

Regulation of the engine speed during welding operations is effected in two ways. Whilst making a welding run, it is necessary for the engine speed to be constant and this requirement is satisfied by means of a standard engine governor. It is undesirable for the engine to run at this speed when not actually welding and an engine speed control is therefore fitted on the inlet manifold, to over-ride the governor under such conditions.
Generator voltage and current output can be varied independently, making the equipment suitable for welding all metals and alloys of any gauge.
Additional equipment such as electrodes, masks, etc., is carried in lockers provided over the rear wheel arches.
Apart from the normal maintenance necessary for any welding generator, the only attention required is periodic checking of the drive belt tension (see "CENTRE POWER TAKE-OFF").
In addition to the electric welding plant, gas welding equipment may also be incorporated. A bridge piece and ramps fitted across the tailboard enable the gas cylinders to be carried alongside the electric generator, while pressure gauges and other items are stored in the lockers and a separate carrying case.

LAND-ROVER STATION WAGON.

The Station Wagon version of the Land-Rover is illustrated below. It is built on the standard chassis and as far as maintenance is concerned, differs from the standard vehicle only in the lighting equipment fitted.

Fig. 59. Land-Rover station wagon (side view).

Fig. 60. Land-Rover station wagon (rear view).

The lighting equipment differs from that fitted to the standard vehicle in the following respects -A warning light on the dash panel is connected in series with the headlamps, to prevent their being inadvertently left on in brightly-lit areas.
The central number plate is mounted on the tailboard and can be swung down when the vehicle is being used with the tailboard horizontal. Its illumination lamp also incorporates a stop lamp which operates automatically when the brakes are applied.
The twin windscreen wipers are controlled by the push-pull switch on the dash panel, adjacent to the trafficator and headlamp warning lamps. Parking of the blades is effected by switching off at the end of the stroke.
An interior light is fitted in the roof and controlled by a switch on the lamp body.

DIRECTION INDICATORS.

EXPORT MODELS.

A trafficator control on the steering column causes the side and tail lamps to flash, thus indicating the direction of the proposed turn. On R.H.D. models, to indicate a turn to the right, the control should be pressed down, while on L.H.D. models, to indicate a similar turn, the control must be pressed up. A warning light on the dash panel flashes in sympathy with whichever lamps are in operation, to serve as a. warning should the trafflcator control not return automatically after negotiating a slight bend.

HOME MODELS.
Normal trafficators are fitted in the front wings and operated by the control on the steering column. To indicate a turn to the right, the control should be pressed down and vice versa.