When it can’t move, this moves it.

It performs the mechanical recovery of a disabled, bogged or broken-down heavy vehicle, in four hydraulic steps. First, anchor: a dozer / earth-anchor spade at the front is lowered and dug into the ground, so that when the winch pulls, the recovery vehicle stays put and doesn’t simply drag itself towards the casualty — the spade reacts the load. Second, rig: a light, fast auxiliary winch is used to pull out and position the heavy main rope and rig it to the casualty (the main rope is too heavy to handle quickly by hand). Third, recover: the main winch, at roughly a 50-tonne line pull, drags the casualty clear of whatever has trapped it, through a fairlead that guides the rope. Fourth, lift and tow: a hydraulic crane / jib lifts — most importantly for a powerpack or engine change in the field — and the casualty is connected up and towed away. Every one of these is a hydraulic function, which is why the recovery equipment is, at heart, a set of hydraulic machines and the power pack that drives them.

To the weight-class of the vehicles to be recovered and the worst case they will face. The main winch line-pull is the headline figure: it has to move the heaviest casualty not on a clean flat road but stuck — in mud, on a slope, with a seized track — where the effective resistance can be a large fraction of, or even exceed, the casualty’s weight, which is why a winch for ~60-tonne vehicles is rated in the region of 50 tonnes of line pull and rope, sheaves and snatch-block options are provided to multiply that when needed. The spade / earth anchor must be able to react that same pull without the recovery vehicle moving — so it is sized with the winch, not after it. The crane is sized to the heaviest routine lift, which for recovery work is usually a powerpack (engine + transmission) change, so its rated capacity at the working radius has to cover that mass with margin. All of this then sets the hydraulic power — flow and pressure — and the structure. We size the whole kit as a matched set against the stated weight-class and duty, with the appropriate safety factors, because an under-sized element is the one that fails at the worst moment.

No. An armoured recovery vehicle is a recovery and support vehicle: its job is to rescue and repair other vehicles, not to fight. It has no turret and no gun; where its turret would be on a fighting vehicle, it carries a crane, and at the front it carries a dozer / earth-anchor spade instead of any armament. Everything on this page is the mechanical and hydraulic recovery equipment — winches, crane, spade and the power pack that drives them — and that is deliberately all we describe. It is exactly the same register as the rest of our defence work: the machine and the hydraulics, framed as engineering, with the customer and any specific vehicle model kept off the page. The armour on the vehicle is there to protect the recovery crew while they do a dangerous job in a forward area — it is protective, like the rest of our machine-and-structure defence work — and the equipment itself exists to keep a fleet mobile, which is fundamentally a logistics and engineering task.

No — and we are clear about the boundary. What Neometrix engineers, builds and integrates is the hydraulic and recovery equipment: the hydraulic power aggregates (pump, valve blocks, manifolds, controls), the main and auxiliary winches, the crane / jib and the dozer / earth-anchor spade, plus their installation onto the platform and, very often, the refurbishment of the hydraulic and utility portion of an in-service vehicle. What we do not make is the vehicle itself — the armoured hull, the engine and transmission, and the vision or mission systems are the vehicle-manufacturer’s or are government-furnished. This is a deliberate, honest scope, and it plays exactly to strength: the recovery equipment is a hydraulics-and-fabrication problem, which is our franchise, while the base vehicle is someone else’s. To be plain about status: this capability is offered engineered-to-order, as indigenisation and refurbishment, and quoted against recovery-equipment requirements; no specific delivered vehicle is claimed on this page.

It is the same franchise, applied to a recovery vehicle — which is exactly why we can build it credibly. Neometrix’s largest single competence is hydraulics: we make hydraulic power packs, servo-hydraulic actuators and cylinders, and a long line of hydraulic test and service rigs. We have taken that franchise to sea as marine & naval hydraulic deck equipment — winches, capstans, cranes and closures — which is mechanically very close to recovery equipment. And we already work on armoured-vehicle hydraulics, having indigenised the T-72 actuating cylinder. Recovery equipment for an armoured vehicle sits right at the intersection of those three: it is deck-equipment-style winches and cranes, driven by our power-pack engineering, on an armoured vehicle. So this is not a new line grafted on — it is the natural land-recovery extension of a franchise we already run, and it is why the winch, the crane, the spade and the power aggregate are all things we build rather than sub-contract.

Yes — and a large part of the real-world demand is exactly that, not only new build. In-service recovery vehicles reach a point where their hydraulic and utility systems — the winch drives, the crane and spade circuits, the pumps, valves and controls — are worn, obsolete or hard to support, and the vehicle needs its hydraulic / utility portion refurbished to bring it back to full recovery capability. That work is squarely ours: stripping and assessing the hydraulic system, rebuilding or replacing pumps, valves, actuators and winch drives, re-engineering obsolete items with indigenised equivalents (import substitution), and re-testing the recovered functions to their rated line-pull and lift. Because we already manufacture the underlying hydraulic building blocks, we can refurbish to original capability or better and support the equipment through life, rather than depending on the original foreign supplier. We scope each job to the vehicle’s condition and the capability required — a single sub-system, the whole hydraulic portion, or a new-build kit — and, as everywhere on this page, keep the specific vehicle and customer off the record.