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

So many extra bits on this vehicle!

So far this weekend I have wire brushed, primed and painted all the rear links, as discussed in another thread, I acquired a pair of 130 trailing arms to replace a damaged and bent pair. I think the 130 trailing arms may be thicker walled than the 110 D type, I haven't got some bathroom scales so can't check weight, suffice to say the 110 links "ring" when the wire brush on the angle grinder removes the paint and rust, the 130 ones don't or ring much lower.

Looking at the state of the bushes I'm going to replace all of them, and actually purchased a lot a few weeks ago. So far have done the front radius arm bushes, but that's it.

With the "A" frame, I'm assuming there is no Boge unit. When I replace the A frame ball joint, do people use OEM or are there better options?

Off to the hospital to see dad and pick up mum now, check back in later.

Diana

I have had great news tonight! Very happy just now!


Have just negotiated to buy a dual cab for the project! Thanks JerryD

So now I don't have to build an extracab, but now to modify a d/c to fit the 150 so it should be like this one in the UK. (Also ex-Southern Electricity)



Although the tray will be a steel ICR type thanks to another AULRO member Mark Lomas.

Do you know who manufactured the thrudrive leading diff Diana?An exploded view would be interesting.One would hope that the Rover pinion hasn't been modified to the point that a standard one can't be fitted in the event of CWP failure.
Bill.

No idea about the manufacturer, suffice to say that the whole vehicle was assembled by Land Rover Special Vehicles. Even the chassis mounts have part and batch numbers stamped on them.



Taking a close look at the assembly without dismantling, it seems that the original nose of the diff casting has been machined off. To that a new part which forms the back of the drive transfer has been welded back on. The position of the new part seems to suggest that this holds the front bearing of the pinion (unless the bearing mount was retained when the casting was machined down). This arrangement leaves the pinion spline clear to the side to connect to whatever mechanism drives between the parallel shafts.

If you look at the image above, you can see a castle nut near the rolled up control tubes/sensor wiring. This appears to be the original nut at the end of the original pinion.

Diana

Originally Posted by Lotz-A-Landies

No idea about the manufacturer, suffice to say that the whole vehicle was assembled by Land Rover Special Vehicles. Even the chassis mounts have part and batch numbers stamped on them.
Taking a close look at the assembly without dismantling, it seems that the original nose of the diff casting has been machined off. To that a new part which forms the back of the drive transfer has been welded back on. The position of the new part seems to suggest that this holds the front bearing of the pinion (unless the bearing mount was retained when the casting was machined down). This arrangement leaves the pinion spline clear to the side to connect to whatever mechanism drives between the parallel shafts.

If you look at the image above, you can see a castle nut near the rolled up control tubes/sensor wiring. This appears to be the original nut at the end of the original pinion.

Diana

I agree it does appear to be the original pinion nut, but it looks like it protrudes too far forward of the actual gear chamber in the case, which suggests to me that the pinion spline may have been cut deeper to place the drive gear behind the outer pinion bearing.
Unless the diff has been turned upside down, it would seem that the thrudrive unit has a train of 3 gears arranged in a cloverleaf pattern.it's quite a bulky unit and if as you suspect it has a lockable interaxle differential, then I'd hazard a guess that it may be an SMC built unit.The long front snout may have a viscous coupling, as I veguely recall SMC claiming they had some kind of limited slip device in their thrudrives.It's a shame they didn't apply all that engineering to a Salisbury diff though.
Bill.

Bill

I'm not sure who SMC is.

The CW/hemisphere is not inverted. Could it be a Morse chain drive?

On the inter-axle unit there is a vacuum diaphragm similar to the CDL unit on an LT95 (you can see it between the brake hose and axle housing) and there is a switch on the LT230 CDL linkage, so that when the LT230 CD is locked so is the diff on the inter axle drive.

I believe the it is a diff mechanism on the inter-axle drive as I can turn the flanges on either end in different directions and produce simultaneous rotation of the hubs on the axle assembly, by varying the rotation at each end or by turning the inter-axle flanges in the same direction.

Diana

Diana. Sandringham Motor Company (SMC) built many 6x6 Landys, beginning back in the Stage One V8 era. Their chassis and leaf suspension conversion was a bit pants, with no load sharing and virtually no articulation. but the firm did apparently survive into the coil spring era. There is a website called LandRover Madness or something similar that gives some information on the various 6x6 conversion firms.
Not sure morse chain drive would have been employed.Anecdotally,it wasn't all that successful on the Arkana Toyota 6x6 tourist wagons due to chain burnout from excessive heat generation.The gear chamber on the Landy thrudrive, to me doesn't appear wide enough to accept an appropriate size morse chain to presumably drive 2 differentials.
Bill.

Thanks for the heads-up re SMC (AKA Sandringham 6)!

It seems to me that the through drive is a shaft arrangement, was only thinking a Morse chain for the drive to the Rover diff pinion. I know the BW transfer in my RRc has a Morse chain to the viscous unit which drives to both front and rear axles so can't see why it wouldn't be sufficient to the drive the adjacent pinion nor generate that much heat.

I can see you are asking me to open this assembly up!

Diana