Thread: Ikea 6X6D - anyone have an allen key?

Looks funny without the mid axle!

Originally Posted by isuzutoo-eh

Looks funny without the mid axle!

Wot U think my Defender 150 is funny looking!



I'm wanting to merge a Disco 1 maxidrive and it's disk brakes to the through drive mid axle, so it would have been a waste of effort to fit that extra axle just for the move.

It has all been a bit precipitate as I had hoped to lower in the engine and transmission prior to the move however my friends are retiring and they have just sold the factory. This meant they only had 6 weeks before having it as a vacant possession so I had to finish the painting etc and move. Having to work full time in a paid job, plus getting it ready and out in only 4 working (stinking hot) days over 2 weeks is pretty good.

The good thing is that, it's now mostly mechanical work, in a mechanic's shed which is only 28 minutes (excluding delays from rolled over B doubles) along the M5, instead of an hours drive each way M5/M7 Richmond Rd.

Originally Posted by Blknight.aus

sure,

but do you need the metric, imperial, BSW, ISO, JSA, or BSP sized allen key?

or the left handed versions of the above

What's been happening. Has the truck got going yet.

Hello.
Very interesting thread, and yes, same as before.. How's it going.. Reading thru this reminded me of an article in LRO (issue 5 Spring 13) which has a home made 6x6 recovery truck. He's used the Rover pumpkins (yeah, I know Sals would be better and with the unboltable rear cover prob achievable..) He has two pinions on the front diff, then the second axle has the diff running upside down due to the prop direction change.. The second rear axle is engaged really simply by using modified free wheeling hubs on the rear axle flanges. No fancy expensive gearboxes, all stock parts and very simple. Keep up the good work!

Hi Sitec

That type system was manufactured by one of the conversion companies and even tested by JRA prior to the Australian designed Perentie 6X6 system being developed. In fact the double pinion design performed so poorly it lasted less than 48 hours when JRA tested it against the Sandringham 6 out on Wirraba Ridge off the Putty Road. That is why they designed their own.

I have seen one of the diffs. This one however had the outer bolt flange machined off the rear housing and the bearings secured with long bolts coming in from the rear of the housing. Once assembled and the preload on both pinion set the complete assembly was installed from the front. Never saw the housing, so don't know how they supported, sealed or secured the rear end of the assembly.

The problem with it is that the crownwheel is taking the load from both axle assemblies and there is no power divider or dog clutch arrangement. They frequently use FW hubs on the rear axle to disengage the rear drive on the highway.

It may work O.K. in muddy terrain but is a problem in rocky sandstone terrain so common around the Sydney Basin.

Had the rear cover plate off , the intermediate axle today.



With the through drive shaft in place.



The crownwheel count is 46 teeth, so Im guessing a 13 tooth pinion and a 3.54:1 ratio.

Was also looking at the brakes, sorry no images, however the bearing spacing is the same as those on the D1 axle, so I can mount the D1 hubs straight onto the Defender stub axles. The problem (as mentioned elsewhere) the hub face on the D1 hubs will make the track 10mm narrower each side.

My option is to run a narrower track at the rear or space the stub axles. My mate was working on Series disk brake adapters at the same time and we feel that we can make a 10mm spacer which will also become the calliper bracket. This will allow use of the Defender ventilated rotor on all six wheels. The down side is that it will require new axles half shafts, 10mm longer than OEM. The hoped for option of using the D1 Maxidrive axles is not an option as the Maxi splines into the diff are different to the OEM splines on the Rover diff. The Maxis were 15mm longer in any case.

Haven't looked at the rear Salisbury yet but am assuming the same issues. Does anyone know the different lengths of disk and drum Salisbury halfshafts?

Originally Posted by Sitec

Hello.
Very interesting thread, and yes, same as before.. How's it going.. Reading thru this reminded me of an article in LRO (issue 5 Spring 13) which has a home made 6x6 recovery truck. He's used the Rover pumpkins (yeah, I know Sals would be better and with the unboltable rear cover prob achievable..) He has two pinions on the front diff, then the second axle has the diff running upside down due to the prop direction change.. The second rear axle is engaged really simply by using modified free wheeling hubs on the rear axle flanges. No fancy expensive gearboxes, all stock parts and very simple. Keep up the good work!

Was talking to an old chap who built a 6x6 Isuzu 110 from one of the original LT95 Isuzu 110 cab chassis, he uses a Ford 9" as the intermediate axle through drive although its actualy a 6X4 with lockable 6X6. Im a bit unclear whether the idling diff is the intermediate axle or the rear Salsbury, the drive lock was vacuum actuated.