Question on welding cast iron.

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Originally Posted by THE 109

Bill

Why not try a different approach and build it like a grader,one diff and two tandems.

Cheers Eric

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Eric, I was originally going to do it that way 30 odd years ago. But graders have chain drive bogies, and apparently there is a problem with maintaining chain tension on higher speed chain drives that unlike motor cycles, are powered in forward and reverse.Truck manufacturers such as Scammell, Daf and Engasa that produced trucks with similar driven walking beams chose gears despite the maximum speeds of these being quite low, in the 20-30mph region. The ready availability of cheap or free suitable gears to fill two walking beams with wheels 1 metre apart, plus all the idler shafts and bearings required also discouraged me. No differentiation between the for and aft rear wheels and fixed wheel spacing would also have presented steering difficulties on a vehicle with a 74''+39'' wheelbase.I built a degree of passive steering geometry into the suspension linkage of that vehicle.
The advantages of gear driven walking beams though would be much greater potential articulation, and adaptability to any of the LandRover chassis frames. For my vehicle I had to use a 88''wb chassis with a 12'' rear extension.The next vehicle if I go ahead and the chassis hasn't suffered to much from the bushfires with be a series one 107'' pickup chassis with 12'' chopped off the back, which is the other chassis in the LandRover range that is suitable for short wheelbase 6x6 conversion.
Wagoo.

Aren't there plenty of chain-driven quads that have reverse???

The "chain link" was reportedly reliable (though not high speed)
http://cache.jalopnik.com/assets/res...0chainlink.jpg


Kevlar toothed drive belt then???

The other advantage is you only need one rear locker instead of two!

What about using two quick change diffs like Halibrands, with the drive through to the rear diff taken off the bottom quick change gear driveshaft in the forward diff?

What are you going to use for a third diff/power divider so the diffs can turn at different speeds as required by cornering and circumstances?

Bill have you done away with the holden donk or will do away with it ?
Oh by the way George from Garfield (VIC) who used to own the black inter 4x4 ute witha perkins also had the studibaker gearbox said to say hi

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Originally Posted by RobHay

That damned bug ....got me AGAIN! :mad:........:D:p

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Hope you didn't break the screen when you hit it Rob :D

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Originally Posted by Brian Hjelm

What about using two quick change diffs like Halibrands, with the drive through to the rear diff taken off the bottom quick change gear driveshaft in the forward diff?

What are you going to use for a third diff/power divider so the diffs can turn at different speeds as required by cornering and circumstances?

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The original drive arrangement had 2 drop boxes, one on each rear diff, similar to the Aus Military 6x6 Internationals. The drop box pictured is the rearmost one. The formost rear diff drop box had a dog clutch on the upper input shaft to disengage drive to the pinion on that difffor oad travel. Both diff/axle assemblies were turned back to front in order to give relatively long and level propshafts for the short wheelbase and axle spacing. This arrangement gave a 14'' longer primary propshaft than a forward facing diff woul have for maximum possible bogie articulation, even more than a worm drive to worm drive or quick change to quick change setup would have.
My intention is to stay with this type of drive arrangement but with a Salisbury diff and larger drop box for the rearmost diff.
Wagoo.

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Originally Posted by rangieman

Bill have you done away with the holden donk or will do away with it ?
Oh by the way George from Garfield (VIC) who used to own the black inter 4x4 ute witha perkins also had the studibaker gearbox said to say hi

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Thanks Rangieman. Is George still living in Garfield? Passed through there a couple of months ago but couldn't recognise where the house is. Say Hi back from me too.
wagoo.

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Originally Posted by wagoo

Thanks Rangieman. Is George still living in Garfield? Passed through there a couple of months ago but couldn't recognise where the house is. Say Hi back from me too.
wagoo.

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No mate he lives in Marybough Victoria;) ,That inter is still in Garfield has,nt been on the road for a lot of years now :eek:

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Originally Posted by wagoo

The original drive arrangement had 2 drop boxes, one on each rear diff, similar to the Aus Military 6x6 Internationals. The drop box pictured is the rearmost one. The formost rear diff drop box had a dog clutch on the upper input shaft to disengage drive to the pinion on that difffor oad travel. Both diff/axle assemblies were turned back to front in order to give relatively long and level propshafts for the short wheelbase and axle spacing. This arrangement gave a 14'' longer primary propshaft than a forward facing diff woul have for maximum possible bogie articulation, even more than a worm drive to worm drive or quick change to quick change setup would have.
My intention is to stay with this type of drive arrangement but with a Salisbury diff and larger drop box for the rearmost diff.
Wagoo.

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Have a look at Ultimatecarpage.com - Powered by knowledge, driven by passion and pull up the thread titled Pat Clancy Indy Special (6 wheeler). there are photos on the thread. This was built by Frank Kurtis in 1946 using two Halibrands with a through shaft. The added grip did not compensate sufficiently for the added weight.

Appears to me your driveline problems and consquent complexity are caused by the short wheelbase.

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Originally Posted by Brian Hjelm

Have a look at Ultimatecarpage.com - Powered by knowledge, driven by passion and pull up the thread titled Pat Clancy Indy Special (6 wheeler). there are photos on the thread. This was built by Frank Kurtis in 1946 using two Halibrands with a through shaft. The added grip did not compensate sufficiently for the added weight.

Appears to me your driveline problems and consquent complexity are caused by the short wheelbase.

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Yes that is true, but it was the high degree of bogie articulation and virtually unlimited ramp over angle due to the short wheelbase and worm driven belly wheels that gave the truck the exceptional crosscountry ability that other driveline solutions wouldn't have afforded.
wagoo.