Thread: 6x6 drive and suspension

Originally Posted by 123rover50

I would like to know for sure, can you tell if I post more photos?

The pics before were a bit far away I recall.

If you take some closeup pics of the rear pan and the centres then someone on pirate4x4 should be able to ID them. If you post them here I can post them on pirate for you.

These are the dana axle pans (not to scale):




Most of these are rotated 90 deg.


However - those lists are quite extensive - you should be able to tell us now!!!

Originally Posted by 123rover50

The load on the rear axle is not that great.
2 1/2 ton on front and 2 1/2 shared between the two rear axles.
FWH is a Shute Upton broached by Mal Storey to suit the shafts.
Not a problem so far. Bigger problem may be the front axle load by making it a forward controll.

Interesting weights.

The pommy coiler 6X6 are rated at 4.7tonne GVM with max weight over the rear axles 3.7 tonne. The odd issue is that the max load over the front axle is 1.57 tonne so the totals for all axles is actually 850Kg more that the GVM.

Originally Posted by 123rover50

I really dont know what the axles are. I posted photos a year or so back and the opinion was they were Borg Warner with a factory diff lock that uses the same vac unit as a cdl on a lt95.
I would like to know for sure, can you tell if I post more photos?

We(4x4 motors Blackburn) had one of those BorgWarner rear ends with vac difflock .They looked good but the understanding was that they were specifically deigned for Perentie and weren't accepted, so lack of spares availability discouraged me from buying it. A company I worked for later on (Bayswater Differentials) fitted Detroit No Spins to both rear Salisbury diffs and to the centre differential of the transfercase to the 6x6 Perenties that went to Afghanistan in an effort to improve their relatively poor offroad mobility when compared to the 4x4 Perenties.
Wagoo.

Originally Posted by Lotz-A-Landies

Interesting weights.

The pommy coiler 6X6 are rated at 4.7tonne GVM with max weight over the rear axles 3.7 tonne. The odd issue is that the max load over the front axle is 1.57 tonne so the totals for all axles is actually 850Kg more that the GVM.

Could I be naughty and inject a bit of tech in this thread for a change?
Haven't seen any good rear end photos of the UK conversions, but do you know if they retain the Salisbury diff for the rearmost axle? Experience with my own 6x6 conversion back in the late 1970s showed that even with full load sharing and almost 3ft of bogie articulation, the rearmost differential failure rate was much greater than the foremost rear differential in serious crosscountry operation.
I built mine for better crosscountry mobility, not to carry heavier loads, and for the most part it was reasonably successful and reliable, but the problem with 6x6 conversions for higher crosscountry payloads to vehicles like LandRovers with marginal strength front ends Perenties included,is that sooner or later you will have to reverse up a slope or out of a hole.This is where the additional tare weight plus extra payload places excessive strain on the weak Rover front axle diff and Birfield joints.
Wagoo.

Originally Posted by wagoo

We(4x4 motors Blackburn) had one of those BorgWarner rear ends with vac difflock .They looked good but the understanding was that they were specifically deigned for Perentie and weren't accepted, so lack of spares availability discouraged me from buying it. A company I worked for later on (Bayswater Differentials) fitted Detroit No Spins to both rear Salisbury diffs and to the centre differential of the transfercase to the 6x6 Perenties that went to Afghanistan.
Wagoo.

Borg warner as in holden???

So they were a prototype?

Originally Posted by wagoo

Could I be naughty and inject a bit of tech in this thread for a change?
Haven't seen any good rear end photos of the UK conversions, but do you know if they retain the Salisbury diff for the rearmost axle? Experience with my own 6x6 conversion back in the late 1970s showed that even with full load sharing and almost 3ft of bogie articulation, the rearmost differential failure rate was much greater than the foremost rear differential in serious crosscountry operation.
I built mine for better crosscountry mobility, not to carry heavier loads, and for the most part it was reasonably successful and reliable, but the problem with 6x6 conversions for higher crosscountry payloads to vehicles like LandRovers with marginal strength front ends Perenties included,is that sooner or later you will have to reverse up a slope or out of a hole.This is where the additional tare weight plus extra payload places excessive strain on the weak Rover diff and Birfield joints.
Wagoo.

This help Bill?



Snap crackle pop x3

Originally Posted by isuzurover

Borg warner as in holden???

So they were a prototype?

Que?

Borg Warner is a huge multinational transmission company.

They were making auto Transmissions for Rover cars from the 1950s, the Range Rover classic transfer box behind the ZF transmission. Jeep transmissions, auto boxes for most Ford Falcons (without the "taxi pack" C4 transmisson), Holden and Ford diffs and many more.

Originally Posted by Lotz-A-Landies

Que?

Borg Warner is a huge multinational transmission company.

I know, and I know they are well known for making gearboxes, but if you google Borg warner diffs, almost all the hits are related to holdens or fords. I assume that when making the prototypes, LRA would have been likely to source a local axle if they weren't using LR parts.

Maybe BW diffs called something else in other countries?