Outer Limits 4x4 Board

I am doing a little research for a friend.
He has a crazy interesting idea to make a 6x6 ute made for towing big heavy loads. If he gets it to work or gets his idea on CAD I will post them up for all to see. He is wanting to run 2 rear hilux diffs in the rear with both diff centers pointing towards each other. With a high center diff in the front one and standard diff in the back one. His plan was to put a transfer case above and between them that has a 1:1 high ratio an be able still use the transfer up front as normal. But be able to put it into low just in the rear for towing. He is planning on running 35s. on 3 diffs driven by a LS6 or if he can find one cheap enough he may even drop a Duramax/Alison in it.

Any way its a long way off but Mick is wanting to start getting parts together for the build. We are looking for a STRONG transfer that can be mounted as a divorced case that has a 1:1 ratio in high.

Please fill me in with anything that comes to mind.

The guy that will be building it is a very well known hot rod/street rod builder that works under the name Mix's metal.

Landrover LT230.
But the 1.003:1 ratio versions aren't that common, you can buy a reconditioned one from Ashcrofts.

Why not use a chain driven hilux transfercase?

High range is 1:1 in them and low range is 2.56:1 and they are strong as.

If you need any more reduction then mate a Crawl box infront of it......either with another set of 2.56 gears or 4.7's.....

would increase your torque immensly to the diffs.

Does he really think hilux diffs will stand up to towing big heavy loads and being driven by and ls6 or a Duramax?

Tazz wrote:Does he really think hilux diffs will stand up to towing big heavy loads and being driven by and ls6 or a Duramax?

x2.

The rear axles will have to be a fair way apart to run short shafts from the transfer case to each axle?

do a search for Australian army Land Rover "perentie" 6x6 trucks. They are based on Land Rover 110.

I think they used a second transfer behind the first to split drive to two rear drive shafts, the front/rear diff is driven using standard drive shafts and uni joints, the rear/rear diff is driven with a drive shaft passing above the F/R diff and CV joints to get the angle required to drive the rear diff.

You have the option of 2x6, 4x6, or 6x6 drive, with difflocks in the centre transfer, and also the rear transfer.

They would be close to being the ultimate off road tourer IMO

The truck is honestly going to be more of a show boat then a work horse.
The rear diffs will be a little over 2m apart from each other.
He wants it to be able to put in high/low 2x6 4x6 or 6x6 But with the extra transfer he will able to put it in 4x6 low low
If he makes it a trailer queen he was even thinking about 6 wheel steer






GOD I HOPE HE BUILDS THIS THING

80's_delirious wrote:do a search for Australian army Land Rover "perentie" 6x6 trucks. They are based on Land Rover 110.

I think they used a second transfer behind the first to split drive to two rear drive shafts, the front/rear diff is driven using standard drive shafts and uni joints, the rear/rear diff is driven with a drive shaft passing above the F/R diff and CV joints to get the angle required to drive the rear diff.

You have the option of 2x6, 4x6, or 6x6 drive, with difflocks in the centre transfer, and also the rear transfer.

They would be close to being the ultimate off road tourer IMO

Memory is hazy but from what i recall the perenties had a normal transfer case but utilised a second rear output shaft that is normally blanked off.

They were excellent for their use but off road they´re a bit of a pig. Grossly under powered even with the 4BD1T and understeered like a mofo due to the rear second axle - think WW2 half track.

Traction was second to none although they needed it given that they usually were overloaded to the gunwhales with recovery mech´s gear or radio kit etc.

P.S. If he really is going to use this thing potentially for towing get him to install a pair of GM corporate 14 bolts or Dana 60´s. Either that or install cruiser diffs with the front diff rotated and an oil splash feed installed.

Troy Gill from Tuff Trucks cut his 4.8lt POOtrol into a dual cab ute fitting 6x6 drive, pushing the pootrol rear diff backwards and adding a landcruiser rear diff fitted as the centre diff, he then order parts from the states to make this happen.. unsure of the progress but i know it was drivable, last time i spoke to him he was still waiting on parts ...

New Process Xfers will fit the bill with variants that would suit his applications either single or multiplying. NP203, 205, 207/208 in the Ford configuration are the ones you want as they are the stronger Although both Chev & Dodge variants are fine just aren't able to clock as far. The Dodge NP241 is also a heavy duty model but is only medium duty in Chev config but would be fine in combo.



brooksy

macarthur 4x4 wrote:Troy Gill from Tuff Trucks cut his 4.8lt POOtrol into a dual cab ute fitting 6x6 drive, pushing the pootrol rear diff backwards and adding a landcruiser rear diff fitted as the centre diff, he then order parts from the states to make this happen.. unsure of the progress but i know it was drivable, last time i spoke to him he was still waiting on parts ...

Was talking to Troy today he cut his 6x6 GU pootrol back to a 4x4 as it was costing to much in fuel... But has ordered a created duramax from the states to drop In it....

How long is this thing goin to be with the rear diffs spaced 2M apart

why wouldnt you just buy a flatbed.it would be cheaper