_Page_1_edi.png)
6x6 Conversions
Want more payload and off-road maneuverability?
6x6 vehicles, when configured with high GVM’s, have significant advantages in the delivery of payload and off-road capability compared with traditional 4x4 vehicles. LTG 4x4 can modify a wide range of models to 6x6, in some applications more than doubling the GVM while providing even greater off-road capability than the original 4x4 vehicle. The 6x6 Converted vehicle also has greater on-road stability and handling, hence safety, suffers no loss of highway speed, and has a more comfortable ride than the original vehicle.
LTG 6X6
All models come as a complete GVM upgrade 6x6 package – meaning all brakes, suspension, axles, driveline etc are fit for purpose and are fully compliant to a Federally Approved Compliance Standard.
All models are supported by a comprehensive Warranty.
All models have a straight forward inexpensive servicing regime.
All models are constructed and supported from Adelaide with 33 years of experience in 4x4 repairs, maintenance accessory fitting.
Depending on GVM and chassis configuration, the LTG converted 6x6 vehicle could fulfill a range of roles within many organisations or for private use:
Slide or On-Chassis Camper Conversions
Statutory Agencies like CFS, National Parks, Forestry
Mining & Exploration Companies
Earthmoving, Pipe Laying, Water Tanker roles
6x6 Conversions are available for 70 & 200 Series Landcruiser, Hilux, DMax, Ranger, BT50, NP300 and other models.
Currently the most common 6x6 configuration is the Toyota Landcruiser 79 Series Single or Dual Cab in 6080kg GVM, with a 1000mm chassis extension. The Landcruiser configuration results in a Payload of approximately 3000kg and a 2950mm long tray. Depending on wheel base and chassis extension, the maximum tray length can be up to 4200mm.
Tray height is approximately 900mm from the ground.
The Toyota Landcruiser70 Series LTG 6x6 has GVM options of:
• 7500kg (4500kg Payload),
• 6340kg (3340kg Payload),
• 6080kg (3000kg Payload) or
• 4495kg (1500kg Payload). Suitable for ‘CAR’ licence holders.
All variants can be configured in 5 speed manual or further upgrade to 6 speed automatic.
The multitude of configurations, allows end users to custom design vehicles best suited to their particular terrain and application.
LTG 4x4 has developed an Appliance Configuration Matrix that can be used to determine the optimal configuration for the desired application. Please contact LTG 4x4 to discuss your requirements.
The 2 rear axles are connected by Suspension and Driveline.
Suspension
The fundamental feature of the design is the pivoting 50:50 load share beam, pivoting centrally from the chassis between the 2 rear wheels, supported by coil springs (or airbags) in each of the 4 corners.
Upper ‘A’ arms with ball joint pivot allow movement not only from front to rear, but also side to side, allowing each axle to walk over an obstacle while the others remain on the ground, increasing stability and traction.
The coil option has 400mm articulation, air bags allow upto 550mm.
The axles are held in position front to rear with 4 control arms.
There are no sideways mounting panhard rods, the upper ’A’ arms provide sideways positioning.
There are no axle straps limiting axle movement/articulation.
.png)
Another benefit of this design is that cornering is enhanced, providing exceptional on-road stability, maneuverability, and less axle scrub than other systems.
This is achieved by a ‘bogie axle roll steer’
_edited.jpg)
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.
The net result is the 2 axles are assisting in steer, rather than opposing each other as in other 6x6 or lazy axle systems. This increases loaded and unloaded stability immensely.
Ride Quality:
The suspension design provides excellent all-road ride quality, with more absorption of bumps than the original 4x4 suspension system. The ride quality continues to improve as the payload increases.
Ride Height:
The suspension will drop 65mm to be level front to rear at GVM.
6x6 Driveline:
There is only one tail-shaft from the transfer case driving the rear axles. (no vibrating second shaft from a transfer case PTO).
The shaft drives the first differential, through a patented combination ‘drive-through differential and power divider’, which is coupled to a short tail shaft providing power to the rearmost differential.
The forward differential is a custom build, using Ford 9.5” or 10” high-quality gear sets, with 35mm splined pinion flange and 31 spline axle flanges, mounted into a custom-manufactured housing.
This differential also uses an ARB Air Locker.
The rearmost differential is the original in a custom housing.
Both rear axles are ‘in-track’ with each other and the front.
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.
Associated Parts
Rims and tyres will need to be compatible with the GVM, with appropriate load-carrying and speed ratings to meet approvals. Maximum tyre size is 35”.
Suitable trays and toolboxes will need to be added before registration of new vehicles.
Summary
The end result of the 6x6 conversion is a highway-friendly high capacity vehicle with outstanding off-road capability while carrying substantial loads, comfortable on all road surfaces at all loads, with minimal extra maintenance and fuel consumption, fully compliant at all GVM/GCM combinations.
Learn more about the 6x6
Enquire now!