6x6 conversion kit for sale


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  • 6×6 Conversion
  • The original and the best.
  • Top 10: Extreme 6×6 Pickup Trucks
  • 6X6 Australia Mazda BT-50 review… beats 4X4
  • Mercedes 6×6 AMG Conversion Kit for G550 G63 AMG MY 13-18
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    This design includes a pair of driven axles that are connected by Suspension and Driveline. The coil option has mm articulation, air bags allow upto mm. The axles are held in position front to rear with 4 control arms. Another benefit of this design is that cornering is enhanced, providing exceptional on-road stability, manoeuvrability and less axle scrub than other systems. As you enter into corners, the compression and extension of the coil springs force the front-rear control arms to move — and each moves in an arc, providing a rear wheel steer component.

    For example, turning left: Rearmost axle As you enter into the corner, the lean of the vehicle compresses the coil on the RHS, the axle moves slightly rearward as the arm swings upward to horizontal, while the LHS moves slightly forward as the control arm pivots downward, as the LHS coil expands.

    This increases loaded and unloaded stability immensely. Ride Quality The suspension design provides great all-road ride quality with even more supple absorption of bumps as the load increases.

    The forward differential is a custom build, using Ford 9. The rearmost differential is the original in a custom housing. Maintenance There is minimal extra maintenance required with general use. The most important item is to replace the drive-through differential oil as often as the engine oil.

    Otherwise maintenance will be commensurate with use of the vehicle. Contact GO4x4 for your specific application. Completely different vehicle. Easy to drive, quick, plenty of go and pulls like a mule. Job well done. Appreciate your advice. Just filled up the Hilux. Happy with that!! Jim Hailstone Customer Great shop. Went in for parts for my new Ute. They did everything they could to help and recommend the best parts and best advice. Would highly recommend. They run a tight ship! Colin Palin Customer Just had a major service on the series.

    Very reasonable prices. Great service and information. Will definitely be coming back. Absolutely stoked with how the cruiser runs now. GO4X4 also let me have a spin of their auto 79 around the block and words cannot describe that thing. It is an experience that needs to be enjoyed by all!

    Cheers guys!

    6×6 Conversion

    Motocross was a way of life, school a mindless distraction and waste of time, until reality set in and an electrical apprenticeship was on the cards. Once through with learning, Adam was sent to remote areas to wire up transportable buildings for accommodation camps, and later maintain them too. Naturally, being out bush so frequently meant having a 4X4, and Adam bought himself a 75 Series ute which made days off far more adventurous, especially once he got to know a few of the local station owners, ringers and publicans.

    Beach and bush trips in all weather conditions prepared Adam for a lifetime of remote travel and camping. After the shorty, Adam went through a few other Toyota 4X4s, including a Troopy, a Series and the 75 cab chassis. Great vehicle with all the bells and whistles — would have been great to travel to remote areas in, except for sourcing spare parts in times of need.

    This dictated a dual-cab or wagon, and with building materials needing transport, a tray-top ute was obvious. A big, robust tray was step one.

    Then came the camper canopy. Built at home, a boat loader on the canopy roof carries a four-metre tinny while inside the box sits a 30hp four-stroke outboard as well as a collapsible boat trailer. This is the set-up when towing the camper trailer. This arrangement is great when towing the motorbike trailer or a bigger boat on a trailer.

    They love travelling with the family and being on the back of the ute. With an electrician owning it, of course there was going to be some fancy electrical equipment. This was followed by an 8WD skid-steer buggy, then a VW beach bug and a heap of trailers to haul them around. Adam was initially unsure if a 6X6 would be the solution he was looking for, so he looked closely at several different companies that do 6X6 conversions, before taking the drive down to meet Bob at 6X6 Australia near Lismore, far north NSW.

    Over a long lunch, Bob walked Adam through the process and let him drive some already converted vehicles to get a feel for it. Adam was sold after driving a conversion around a race track like a sports car and seeing how stable it felt. The intermediate axle is a Ford nine-inch converted to through drive by 6X6 Australia. A power divider prevents axle wind-up but still locks when needed for maximum traction The 6X6 Australia conversion uses a clever load-sharing coil-sprung drive bogie that allows the axles to articulate further while still supporting the load.

    This suspension set-up also allows roll-steering, somewhat similar to the Australian-designed Permatrak bogie suspension used on some off-road trucks. This reduces tyre scrub as the vehicle turns, greatly enhancing tyre life.

    The transmission uses the original gearbox as well as the factory front and rear diffs. The intermediate axle is the special one; it is through driven so has a driveshaft coming out each end of it to cone the transfer case to the rear diff. This intermediate diff is built in a Ford nine-inch housing and features a power divider to prevent wind-up from the constant 6X6 drive as well as being able to lock up when needed.

    This intermediate diff is also fitted with an ARB Air Locker while the front and rear diffs have the factory lockers still installed. That means Adam can lock all three diffs for the ultimate in traction. The conversion was more than just the extra axle though. The chassis was braced and lengthened by a metre and the heavy-duty tray was also fitted by 6X6 Australia.

    New brake components were needed, towbar custom fabricated and approved, exhaust pipe extended … a lot of small jobs that add to the solution. Fridge and gear readily accessible, just what you want with such a big 4X4 … scratch that, 6X6.

    The original and the best.

    Completely different vehicle.

    Top 10: Extreme 6×6 Pickup Trucks

    Easy to drive, quick, plenty of go and pulls like a mule. Job well done. Appreciate your advice. Just filled up the Hilux. Happy with that!! Jim Hailstone Customer Great shop. Went in for parts for my new Ute. They did everything they could to help and recommend the best parts and best advice. Would highly recommend. They run a tight ship! Colin Palin Customer Just had a major service on the series. Very reasonable prices. Great service and information.

    Will definitely be coming back. Absolutely stoked with how the cruiser runs now.

    6X6 Australia Mazda BT-50 review… beats 4X4

    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. Only vehicles with a separate chassis can be converted — this means a vehicle which relies on its steel chassis for its load bearing strength and has a body that is non-structural sitting on the top of the chassis.

    This is as distinct from a monocoque construction where the body directly contributes to the overall strength and rigidity of the vehicle, which means changing the shape is a much more complex affair than merely extending two long, thick chassis rails. The 6X6 driveline — challenges and solutions 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.

    Mercedes 6×6 AMG Conversion Kit for G550 G63 AMG MY 13-18

    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. The engineers at 6X6 Australia have a solution, and it is a drive overrun system they call a power divider, as pictured below: The third axle is free to rotate faster than the second axle, either going forwards or in reverse. 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.

    The overall concept is roughly equivalent to automatically locking mechanical cross-axle differentials, and automatically unlocking mechanical front hubs on 4WDs. 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 electronic aids; braking, stability and traction control 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. Again we have an explanation herebut in brief this system detects wheelspin and brakes individual wheels to direct torque to the non-spinning wheel. Conversely, that wheel could spin and not be given a control sign to be braked. But in practice, given the huge traction from the 6X6 system, the fact the four wheels are very close together, and that the electronics are closed-loop it is likely these issues are more theoretical than practical.

    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. Suspension The suspension is a clever design and different to most 6X6s. It looks like this: The two rear aliexpress scraper python are attached to an arm in green that pivots around a central point yellow.

    The combination of axles and arms is known as the bogey. The design means that as one axle moves in one direction, the other one is forced in the opposite direction, helping keep all four wheels on the ground, not unlike how a live axle works, but longitudinally not laterally.

    The axles can pivot laterally and longitudinally as they are mounted by a bearing to the A-arms. The triangular mount point for the bogey is visible below. The steering diagram further down shows the A-arms in light grey. Steering is always going to be a 6X6 problem, because the rearmost wheels will tend to drag around corners.

    This leads to excess tyre wear, reduced fuel efficiency and stress on the steering. But here again 6X6 Australia has an answer. The suspension geometry is arranged so that on the right side of the vehicle the distance between the second and third axle increases, and on the left, it decreases.

    Somewhat exaggerated, it looks like this: The effect is that the rear wheels help steer the vehicle, and help avoid the 6X6 issues of tyre scrub on the rear four wheels.


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    • 22.08.2021 at 21:22
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