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Hayseed

You are absolutely right. That is why I only paid $7,000 for a three year old 40,000km Patrol at an auction a Moura. It must have been a pit vehicle as the wet corrosive coal dust had totally packed every space in the chassis. Amazingly the cab was perfect. I believe they went through the wash each day but the underneath sprays could not reach chassis voids and just kept the impacted dust constantly wet. I love the Patrols as they are so much more pleasant to ride in and drive than Landcruiser utes which drive like a truck (I have had a couple of LC utes as well)

Lang

Universal universal clamp

I like to see ingenuity get the vehicle home.
Pretty rare these days with the RACQ or equivalent a phone call away.
I struggled through an episode of Outback Truckers where a tandem drive truck/tri axle trailer setup was carting a demountable someplace.
Hardly a heavy load and when the jackshaft between the diffs went west, they parked up until a new shaft was delivered.
Surely he could have engaged the 3rd differential and carried on?
I’ve lost count how many times I’ve removed traveller’s rear prop shaft to drive their 4x’s home in front wheel drive with centre diff locked.

And I thought tailshafts had to be balanced.

hayseed, that new idea is what might help the brake issue on the McGrath trailer brakes.

You might laugh, but that happened to me back in 1969 when I was working for a subbie at Comet before I became a company driver. The mechanic had put a pair of reset springs on a 575 series AT4 overnighter, I got all the way to Brisbane and back to the Moonbi range, and on the first down hill range, at 2am and straight to the floor. Luckily the DMR had a worksite where I’d just managed to stop before the really steep part, and that was the problem. DCM for 1 mechanic.

They obviously did not bleed the brakes after putting it all back together.

Nicely clamped pipe!