Thread: Mercedes Benz 6x6.................

Having investigated hands-on my 6X6, the perentie 6X6, Custom conversions Land Cruiser 6x6 and reviewed pictures of the G Wagen 6x6 I feel the fit into two basic classes, the leaf sprung perentie and land cruiser and the coil sprung G-Wagen and RB etc.

At the minimum the RB has been designed as a low cost chassis modification easily replicated on any 110 Defender. Making accomodation for the trailing arms and inter prop shaft the RB suffers by the axles being too far apart and non load sharing.

The G Wagen has essentially the same drive mechanism and disadvantages as the RB.

The wide body on the perentie has advantages and load sharing but disadvantages in it's transfer and limited articulation on the leaf springs.

The Land Cruiser shares the leaf spring mechanism and offset diffs of the perentie but has a detached drop box drive to the rear axle.

None of the above walk their rear axles as well as things like the the WWII Studebaker trucks.

If I were to build my own I'd start with a lengthened 110 chassis, something like a D4 body. I'd fit a walking beam close spaced rear axle combination with offset Salisbury or Dana manual locking diffs, portal axles and disk brakes, the drive would be a detached power dividing drop box similar to the LC, the power train would be something like a LT230/Isuzu MSA with Isuzu duramax.

Most of all I'd have someone like Bill overseeing the design and manufacture.

Originally Posted by Lotz-A-Landies

The minute you remove the drum brakes from the perentie 6x6, or add portals it needs engineering, the difference between the cost of engineering of the modified Au registered 6X6 and the imported 6x6 is minimal, the only additional engineering on the RB is the ADR compliance. This will still happen when you start your $350K build.

IMHO neither the leaf springs on the perentie or the coil springs on the AMG 6X6 or LR-Reynolds Boughton 6X6 are ideal, I would much prefer load sharing EAS and that requires engineering. Neither the perentie or the LR-RB have axle diff locks.

Save money and built from scratch.

The 6x6 Perentie I built my camper on came with rear factory diff locks

Originally Posted by PAT303

Where did you get that price for seals?,2 minute search and I found the seals for 15 pounds and the TDCi bottom weather strip for 4 pounds. Pat

Are you sure they are genuine LR? If so pm me a link please.

Originally Posted by 123rover50

The 6x6 Perentie I built my camper on came with rear factory diff locks

AFAIK the LRPV's have diff locks too.
I think some used (or at least trialled) Detroit No Spin centres too.

Did yours have Sals or the Borg Warner Australia/BTR diffs ?

Originally Posted by rick130

AFAIK the LRPV's have diff locks too.
I think some used (or at least trialled) Detroit No Spin centres too.

Did yours have Sals or the Borg Warner Australia/BTR diffs ?

Detroit No spin would be OK in a perentie 6X4-selectable 6X6 system but not in a constant 6X6 system like the RB and G-Wagen. While it would work, you just have to sit next to a 6X4 or 8X4 concrete agitator truck sitting at the traffic lights with the drum rotating and listen to the detroits locking in and out.

Yes the newer no spin should avoid this issue but as they get older they can be less reliable. The last thing you would want is to start breaking things.

With selectable diff locks you know when they're out and you decide when they go in.

Originally Posted by Lotz-A-Landies

Detroit No spin would be OK in a perentie 6X4-selectable 6X6 system but not in a constant 6X6 system like the RB and G-Wagen. While it would work, you just have to sit next to a 6X4 or 8X4 concrete agitator truck sitting at the traffic lights with the drum rotating and listen to the detroits locking in and out.

Yes the newer no spin should avoid this issue but as they get older they can be less reliable. The last thing you would want is to start breaking things.

With selectable diff locks you know when they're out and you decide when they go in.

you can hear the detroits locking in at out in a concrete truck while sitting at lights in trafic, engine running and bowl rotating???? why are they locking in and out?

Originally Posted by uninformed

you can hear the detroits locking in at out in a concrete truck while sitting at lights in trafic, engine running and bowl rotating???? why are they locking in and out?

Because as the drum rotates the wet concrete load inside is transfering the weight from side and putting different loads on each of the axles tending to rotate the tyres slightly thus unlocking the diff and then re-locking it. The trucks are also mostly automatic so there is sometimes some propshaft input if the drivers brake foot lifts slightly.

Remember that a Detroit No-Spin should probably be termed an unlocking diff, because their natural state is locked.

Originally Posted by rick130

AFAIK the LRPV's have diff locks too.
I think some used (or at least trialled) Detroit No Spin centres too.

Did yours have Sals or the Borg Warner Australia/BTR diffs ?

Its got the Borg Warners in the back and a heavy cast Rover housing in the front.