Most of these vehicles are 6x6 conversion, some rear wheel drive vehicles have been converted into a 6x4 drive. Most conversions have been 6x6 pickup trucks. Several wagons have been converted in to a double cab pickup truck. Some of the converted chassis have received a custom body by coach builders. A small number of Toyota 70 series and Nissan Patrol 6x6 chassis have been used as mini buses to transport tourist in remote spots.
First step in the conversion is the frame. This is cut in half on top of the rear axle. A frame extension of mm to mm depending on the type of vehicle is welded in between the both parts of the frame.
The original rear axles is mounted in third position. The second rear axle is a modified axles, which has a pass-through to drive the third axle. Both rear axles are connected via a clutch power-dividerwhich engages when the second axles loses traction. At that point, the third axle is driven.
6×6 CONVERSION DETAILS
The conversion does have coil springs on the rear axles, with a load sharing bogie on top of these springs. The rear axles have up to mm wheel travel, for an optimal grip off-road. The geometry of the suspension is designed to provide a limited self-steering in corners. When the vehicle takes a corner, the weight shifts to the wheel on the outside of the corner.
This pushes the springs in and the suspension arms increase the distance between the 2 rear axles. On the wheels at the inside of the corner, the opposite does happen. As there is less weight on this springs, the suspension arms decrease the distance between the rear axles.
The downside of this geometry is a decreased grip when de vehicles is drive on a sideward slope. There the self-steering suspension decreases the grip and the vehicle tends to slip sideways.
This is the drive-through, mounted in the second axle. The power-divider clutch is mounted. Rear suspension Picture credits: 6x6australia. An overview of the available conversion. Frame First step in the conversion is the frame. The extended frame can be reinforced, this depend on the GVM of the converted vehicle. Suspension The conversion does have coil springs on the rear axles, with a load sharing bogie on top of these springs. This results in less tyre scrub in corners and an improved road holding of the vehicle.
Rear suspension Picture credits: 6x6australia Rear suspension Picture credits: 6x6australia.The 6X6 Australia conversion is designed and manufactured in Australia to suit mining, agricultural, forestry and recreational users. The conversion allows for a full 3 tonne payload on a cab chassis 6WD vehicle.
With a tray length of between 3. The vehicle is fitted with 6 wheel ventilated discs at the completion of the conversion. This ensures maximum braking efficiency and durability under the hardest conditions. Longer brake life can be expected under most conditions. The four rear wheels have extremely long wheel travel due to the unique load share coil spring suspension design. Most conversions have mm or more suspension travel.
This ensures the wheels are able to drive under rugged off road conditions. The 6X6 Australia conversion can be effected onto new or second-hand vehicles. It has full ADR engineering approval, and should be considered for heavy use conditions and special applications. Ute World A World of Ute information Ute Newsletter. Ute World Categories.
About 6x6 Australia. Weight Carrying The conversion allows for a full 3 tonne payload on a cab chassis 6WD vehicle. Braking The vehicle is fitted with 6 wheel ventilated discs at the completion of the conversion.
Rear Wheel Travel The four rear wheels have extremely long wheel travel due to the unique load share coil spring suspension design. Click to enlarge. E-Mail 6x6 Australia. Ute World. Ute World is part of the www.Unlike four-wheel drive drivetrains, the configuration is largely confined to heavy-duty off-road and military vehicles, such as all-terrain vehiclesarmored vehiclesand prime movers.
When such a vehicle only has six wheels by definition all are driven. Most six-wheel drive vehicles have a forward axle and two at the rear with only the front pair steeringor three evenly spaced in varying steering configurations. Depending on the vehicle's role, the number of wheels varies between six in three pairs and ten with two in the front and two dual axles with four wheels apiece in the rear. Drive may be limited to the rear two axles for on-road use. Concept cartestbedand limited production commercial examples include:.
Twin axle drive in the rear, and an integrated "roll steer" function built into the suspension design. From Wikipedia, the free encyclopedia. Redirected from 6x6. Hayes extra-heavy 6x6 wheel truck operated in Spain by Transportes Arbegui.
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Mercedes G-Class (or G-Wagon) 6x6 conversion
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Help Community portal Recent changes Upload file. Download as PDF Printable version. Wikimedia Commons.But if such an organisation existed then it would be kept very busy with a series of overloaded wagons and utes, mostly illegally so, and lots of cases of cracked chassis. The problem is a perfect storm of factors that contribute to trouble.
The gear we take is getting heavier too, as lightness is something of a foreign to concept the 4WD industry. There are a number of solutions to the problem which are described at the end of this article, but one is to simply make a 6X6 — six wheels, six wheel drive — out of a 4X4. To find out more, we spent a day with Bob James, the founder and brains behind 6X6 Australia.
A 6X6 is going to be longer than a 4X4, so the chassis has to be extended.
The chassis rails are cut, and an extension of around mm long is welded in place, then reinforced with a RHS rolled hollow section steel strengthener, and additional flate plate reinforcements at critical points. The triangular section is where the control arms are mounted see later in the article. Ute cabin bodies are typically left as-is, and a longer new tray or cargo system can then be added — take your pick of anything from a tray to a service body.
Wagons are a different matter. These 6X6s leave the original drive configuration as unchanged as possible. The original rear axle is used as the third axle, and a second axle is sourced. A constant 4X4 vehicle like the Series is 6X6 at all times, but its centre differential lock is unchanged.
Some 6X6 offroad vehicles are 6X2 onroad, which can lead to traction problems as the third axle is not always in firm contact with the ground. Still, a 6X2 avoids problems with windup. In short, every time a vehicle goes around a corner the front axle travels further than the rear. The same problem is found when the second and third axles are driven on a 6X4, albeit to a lesser degree as those two axles are closer together than the first and second axles.
So the 6X6 challenge is all about windup between the second and third axles. That would reduce tyre wear through avoiding scrubbing, improve the steering and provide additional traction over a 6X2 drive. However, the third axle cannot rotate any slower than the second…so the moment there is any traction loss the power divider locks up and the vehicle is back to 6X4, or 6X6 if the front wheels are also driving.
Speaking of cross-axle locking differentials, these can be installed on any or all of the three axles if they are available for the vehicle. The braking system needs modification too. Drum brakes as typically found on utes can be retained, or replaced with disc brakes. If the vehicle already has disc brakes then another set of brakes is sourced for the third axle and fitted.
The electronic systems present a challenge as they are only designed for a four-wheeled vehicle. These are related but distinct electronic driving aids, all of which rely on sensors to pick up dynamic movement such as wheel speed, yaw and pitch.
The ABS system detects individual wheel speeds and when one wheel begins to rotate slower than the rest the system identifies it as about to lock up and briefly reduces brake pressure on that wheel alone, preventing a lock. In a six wheeler, the third axle is the most likely to lock up under braking due to the the forwards weight transfer — same as the rear wheels being less likely to lock in a four wheeled car — so it makes sense for the third axle to control what happens to the second axle.
For example, if the left rearmost wheel is about to lock then it, and the middle left wheel will have its brake pressure reduced by ABS. EBD is electronic brake distribution and this works by channeling more braking power to the axle that needs it, typically the rear.
The system is unchanged in a 6X6 operation, and again driven off the rearmost axle. Again, ideally each of the four rear wheels would be individually controlled, but the design is effective as it is. A brief overview; stability control systems detect oversteer and understeer, then individually apply brakes to keep the vehicle going in the direction the steering wheel is pointing. Finally, the 6X6 has considerably more lateral grip than the 4X4 so the chances of stability control kicking in are lower.
Overall, no real concerns with stability control operation and the 6X6 itself is certainly more stable than its 4X4 donor. Finally, brake traction control. Conversely, that wheel could spin and not be given a control sign to be braked. Unfortunately, our test drive was nowhere near extensive enough to explore the issues fully, and they would only be an issue — if at all — in extreme circumstances.This kit replaces the rear frame section and includes uprated axle housings and a coil conversion kit.
These modifications include:. This conversion kit can is only available for approved workshops. A converted vehicle has to be approved certified to be road-legal, due to the chassis modifications during the conversion.
Unlike the coil conversion kit for the 4x4 version, the 6x6 conversion is not a bolt on kit. It replaces the rear section of the frame, using a new frame which has straight rails unlike the original one. During the conversion, the original frame is cut on top of the rear axle. The replacement frame is welded in place.
The rear axle housings are the heavy-duty units build by JMACX, with track correction for the 70 series and chrome molly axle splines. The factory brakes, rear diff and locker do fit in these axles. The axle load rating is kg, which is kg more than the stock 70 series rear axle.
A pass-through in the second axle drives the third axle. This setup connects the second and third axle via a centrifugal clutch, which locks when the second axle loses traction. The second axle does have a Ford 9-inch differential. The third axle does have a stock Toyota unit. JMACX did base the 6x6 conversion on their coil spring conversion kit for the Land Cruiser 70 series, which was designed to be compatible with the rear suspension from the Toyota Land Cruiser 80 series.
Almost all aftermarket springs and shock absorbers for the Land Cruiser 80 do fit in this setup. Including the ones from lift kits.
A GVM of kg is possible with this conversion kit. It depends on the load caring capacity of the rear springs. These modifications include: a stronger rear axle housing with track correction to match the front axle chrome molly axles splines higher torque rating a bolt on coil conversion kit for the rear axle upgraded front radius arms front swaybar extension blocks to suit lift kits an upgraded brake booster the 6x6 conversion kit for the Land Cruiser 70 series and series 6x6 conversion kit This conversion kit can is only available for approved workshops.
Frame Unlike the coil conversion kit for the 4x4 version, the 6x6 conversion is not a bolt on kit. The rear cross member has a mounting plate for a winch. Axles The rear axle housings are the heavy-duty units build by JMACX, with track correction for the 70 series and chrome molly axle splines.Select cars to compare from your search results or vehicle pages. Some of the best 6x6 vehicles ever created.
So, here are six of the best 6x6s:. US tuner Hennessey Performance has sprinkled its magic touch over the yet-to-hit-the-market V6 Ford F Raptor to create one hell of a machine. It also includes: 6x6 locking rear axles, upgraded Fox suspension, upgraded inch wheels and off-road tyres, special front and rear bumpers, a rollbar, and LED lights. Heavy-duty Mopar Dana 44 diffs were required front and rear to cater for the surge in performance.
These work in tandem with a Ford nine-inch pass-through diff. Plenty more work has been put into this unbelievable machine.
With an overall length of 6. Read the complete review here. Invehicles began entering service. The 6x6 version has a payload capacity of kg. If you think we may have overlooked a ripper 6x6, let us know on our Facebook page.
New 4x4s coming to Australia in By Fraser Stronach 08 Jan Arctic Trucks preps Ford F for Antarctica. By Daniel Wong 14 Apr Hennessey gives the F the supercharged-V8 treatment. By Daniel Wong 02 Mar Supercharger kit adds kW bite to the Coyote V8-equipped F By Tristan Tancredi 15 Jul Powered by.The rear suspension is replaced by coil springs. Many of these conversions are one-off conversions, specifically designed for the customer. Both vehicles are the result of a joint development between Ford and Mazda.
The 6x6 conversion of this vehicle, is built around the legal limits of a car license in Australia. During the conversion by 6x6 Australia, the frame is cut on top of the rear axle. A mm long frame section is added in between these frame sections. The original rear axle is mounted in the third position. The second axle is a modified unit which is sourced externally and does have a pass-through drive.
This drives the third axle via a self-locking clutch centrifugal clutch. Once the wheels of the second axle loose grip, the self-locking clutch locks and the third axle is driven.
The layout of the rear suspension and the drive of the 3the axle is identical to other conversions by 6x6 Australia. The rear axles get coil springs with a load sharing mechanism. Here are the specifications for a dualcab vehicle with a flatbed or tray.
The truckbed weight is around kg. You might be the first to watch it!!
If you like it. Picture credits: 6x6 Australia Picture credits: 6x6 Australia. Hidden on the wild west coast of Tasmania! This historic tunnel can be found along the Montezuma Falls 4x4 track. The track has recently re-opened.
As it is no longer under threat from the nearby bushfire. Video of the full track tomorrow night! Frame During the conversion by 6x6 Australia, the frame is cut on top of the rear axle.