Posted by Clint Dixon [108.162.216.33] on Saturday, January 09, 2016 at 09:06:37 :
In Reply to: Snow Blower on a Power Wagon?? Pic posted by Willy-N [108.162.216.23] on Friday, January 08, 2016 at 22:38:24 :
The 1950 model B-2-PW-126, serial number 83920188, Power-Wagon that was tested as a tractor at the University of Nebraska in November of 1950, resulted in an "observed maximum belt horsepower" of 42.40, as reported in the Department of Agricultural Engineering official report. (The sea level calculated horsepower was slightly higher). However, the belt drive pulley does not turn the exact same speed as the input shaft due to gear reduction in the internal belt pulley gears. The truck was apparently never tested operating the test equipment directly off of the 1-3/8" 6B spline tail shaft, or at least, the results were not listed in the official report.
The published, Model PW6 Detailed Specifications, from Chrysler Corporation, dated February 1955, listed a tail shaft developed horsepower of 35.0 at a governed engine speed of 1700 R.P.M. and at an ASAE standard tail shaft speed of 536 R.P.M.
The rear tail shaft (and also the front drive shaft that usually powers a winch) are locked together as a common shaft internal to the Detroit Harvester transmission mounted PTO unit, thus they always turn in the same direction and at the same R.P.M. as one another. This direction is of course reversible and varies in speed according to direction of rotation. When rotating in the same direction as engine crank rotation, the PTO shaft speed is 61.5% of the engine rotation. When rotating in the opposite direction as engine crank rotation, the PTO speed is 47.5 % of engine rotation. Thus, developed horse power at the set ASAE standard tail shaft speed of 536 R.P.M. will vary depending upon direction of rotation due to a resulting difference in engine speed need to maintain that 536 tail shaft R.P.M. The Model PW6 Specifications did not specify at which direction of rotation the 35.0 horsepower was arrived at.
In any case, I personally believe you could find a satisfactory snow blower that a reasonably good condition Power-Wagon could power.
I feel the bigger problem is that one may find a need to slow or stop the truck while maintaining a constant snow blower speed. This would effectively not be possible if driving a snow blower from the front output shaft of the Detroit Harvester PTO unit. What would be needed would be a dedicated power unit for the snow blower, or a modified overriding clutch in the truck consisting of either: 1) a “live PTO” (two-stage clutch), or 2) an “independent PTO” (entirely separate clutch).
Junior
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