bill van snorkle

Sam, I decided that it was too much work to modify a series transfercase to have a 1:1 ratio, when it would be cheaper and easier to use an early so called one piece Toyota LandCruiser transfercase, minus the low range gear to reduce weight. The diffs on my old 6x6 were turned back to front, facing the rear to give much longer propshafts than if they faced forward. In fact the 74" wheelbase from front to leading rear axle would have been impossible with the diff facing forward. I see no reason why your 8x8 transmission idea wouldn't work in theory at least. My drop box on post # 340 which was fitted to the leading rear rear diff,had a dog clutch on the upper shaft to disconnect drive to the leading diffs pinion. If the drop box pinion gear had pto dog teeth, then a short housing with dog clutch and drive flange could conceivably be fitted to the bottom of the drop box to drive the first front axle. But the overall length of an 8 X 8 driven in that way would probably be a bit cumbersome, and it may be asking a bit much of the 10 spline transfercase rear output shaft to drive 3 axles.

For Series vehicles,I don't see what advantage that unit offers when compared to a an additional 2nd standard transfercase fitted with centre pto . These can be had virtually for free these days.

I must be overworking myself, I'm losing the plot ! I thought I was reading the last page of O'teunico's 6x6 thread, and was wondering how the conversation could have drifted so far off topic !

Dana70 takes the same rear cover plate as a 60 or L/Rover Salisbury, so although the larger crownwheel diameter precludes extensive shaving except for external trimming, clearance should be no worse than a Salisbury. What discombobulates me is that some that are concerned with ground clearance when building up vehicles, go and fit centred rear diffs and Atlas style centred rear output transfercases. That's no way to optimise what little ground clearance your diffs have. Building a custom rear diff/ and or comp buggy ? Get the diff as close to the right hand side rear wheel as chassis allows, and use an LT230. With mods it's probably the best and most versatile stock transfercase there is. Sorry for going well off topic, I have no excuse. Lol.

Thanks. Might have to go with the Series handbrake option then. Not a problem except for really deep mud, which I rarely venture into anyway.

I wonder, with the 4BD1T if Isuzu fixed the cavitation corrosion through number 1 cylinder problem that I have experienced on several 4BD1's over the years.

To save starting a new thread, could anyone tell me the diameter of the X brake rotor (disc) I'm making up an underdrive that is a little larger in diameter than the Ashcroft unit and it would foul on the standard brake drum. I can adapt a smaller Series handbrake assembly, but looking at other options.

I think the SAAS in Afghanistan may still be using them if stock mainstream news film footage is any guide. They are topless similar to British LRDG vehicles, so no armour. I guess they will be replaced by the 6x6 G Wagons.

That's why I like Defenders so much ! They don't instil a sense of ' I gotta have one' in me, so I don't waste precious financial resources on buying one when say an earlier 4 speed County or even RangeRover Classic would tick more of the important boxes for a lot less money.

The Isuzu + 5 spd would be vastly more reliable than anything mated up to a series box too.

A VC would be an additional and unnecessary complication because the rear axle drive is only engaged for offroad operation, and for roadwork, the drive mode is the normal constant 4wd with centre differential.

What about the 2 other important wires for a diseasal ? Those to the starter motor.

The 2 furrow plows of the staggered offset twin Salisbury diffs, although not an exclusive feature of Perenties does again illustrate that outright cross country ability was not high on the designers list of priorities, unlike the U1300 Unimogs that competed against the 6x6 Landies for the Perentie contract. In fact, aside from payload capacity, these 6x6's were less capable in almost every respect to the 4x4 110's, and had to be fitted with Detroit Lockers in both rear diffs and the transfercase to provide a degree of mobility for the Aus special Forces in Afghanistan.

"You won't find stronger LR swivels " Until someone fits Brit Part Blue Box cast chocolate swivel balls Nice work Zim and Discomike,for strictly offroad vehicles. How weldable is the SG iron of the swivel housings? If anyone tried to modify swivels in that way in Aus for a road going vehicle, they would get Life without Parole !

The propshaft to the rearmost axle is a two piece affair with a centre support shaft on the chassis above the leading axle and a short double cardan jointed shaft down to the rearmost differential.On the couple of civilian versions of the Perentie's that I have worked on, these double cardan shafts had been replaced at around 45,000 Kilometres. why they didn't mount the centre support shaft on the leading rear axle as traditionally done has got me baffled. It would have lasted much longer and allowed more articulation.

Why do we here on LR4x4 even care about this vehicle ? If it ever gets built, which is doubtful, it is just another foreign (German) 4x4, of which there are many fine proven brands to choose from. If flat. angular styling and simple engineering is the criteria, such a vehicle already exists. I would much rather sort out a JK jeep Rubicon, with all its aftermarket support than something like this with bloody Indy suspension. Without the black Magic of traction control, no one I'm aware of has been able to make IFS/IRS work for true offroad conditions. Just check out the results of the recent King Of The hammers Race to see that teams that have thrown cubic dollars at independent suspension design are still to get it right, and at any rate, the present state of the art designs, being excessively wide and lacking a true differential aren't suitable for adaptation to production vehicles.

Thank you. So I would assume the 1.41 ratio has a 28 tooth gear ?

When has LandRover EVER taken note ? There is more chance of JCB filling the gap that Defender leaves open than LandRover ever again building something for the working/rural sector of the 4WD market.

Flipping heck ! I have wasted a couple of hours on Google trying to find out the answer to the above without positive results ! Why is it that Google searches never work for me ? So what is the tooth count ? 26 or 28? Thanks in advance.

O'Teunico, The Perentie rear suspension was designed for load carrying over normal 4wd terrain. It has very little articulation and the long underslung leaf springs compromise under axle ground clearance. In other words, It is not a design that a serious cross country vehicle builder would consider, and NO it is nothing like my old 6x6 rear bogie suspension. My suspension was very similar to that of the Volvo on page 6, with the exception that the cross beam that the spring pivots and control arms were bolted to, was itself connected to the chassis via a 4 link arrangement that the axles to droop further. The effectiveness of this double articulating design was only possible due to the relatively long interaxle propshaft that linked the twin drop boxes(one for each rear axle).

Any developments on testing of those cast iron swivel balls ? Or has everyone lost interest until some poor sod and his family wipe themselves out when their wheel falls off at speed and they slam head on into a tree ? As I stated before, post me a piece of the shattered swivel ball and I can have it professionally analysed for free.

I must check out the other thread to see how the blokes with the blue box cast chocolate swivel balls are getting on !

Anyone with mechanical knowledge and sympathy will not consider overpowering a Series LandRover in the first place. Not without changing the whole drivetrain anyway.

Are the antiroll bar axle link brackets still fitted to the axles ?

TD, there is a company over here called 6x6 Australia that have Morse Chain splitter boxes.However, if you are prepared to make your own casing, A Nissan GQ/GU transfer case Chain and sprockets are proven and tend to last very well, and the transmissions are cheap as chips over here because they are so long lived. However, mounting the splitter box within the 100"wheelbase will eat into the length of the propshaft to the leading rear axle which it turn may restrict the amount of articulation that you can build into the suspension. If you mount the splitter box directly to the leading diff it doesn't shorten shorten the propshaft by much, but in that location, overheating of the chain seems to have been a fairly common experience over here with our generally longer distances and hotter climate.The Icelanders apparently use pinion mounted chain drive splitters successfully in their climate though. For twice a month usage chaindrive would probably be easier and cheaper for you to make up and likely last many years. Incidently, At the LandRover Club 4Wd show last weekend, a bloke had 2 6x6 Volvo's that he imported from Sweden on display. One was for sale at $40,000. He's dreaming I reckon ! Aside from Volvo's portal axles, I'm not convinced that the remainder of the vehicle is all that desirable. The Chassis is dead straight over it's length, so for a passenger vehicle it's always going to be a pain to get in and out of. The gearbox and transfercase doesn't provide anything exciting in the way of gear ratio's, and would be better replaced with an R380/lT230 anyway, and the engine is nothing particularly special either.They also lack power steering and disc brakes. Be better taking a trip to Malaysia to see if you can dig up a set of axles and slip them under a LandRover.