The passive rear steering is a great idea. A problem with the old WW2 GMC three axle trucks was that, due to the short wheelbase, the 6x4 versions tended to go straight ahead on wet ground SO you had to have the 6x6 version for reliable on-farm use. I learned that from an elderly farmer who regularly attended an annual prize shoot I was running. I suspect that users of this conversion will also have significantly less tyre scrub, thereby reducing tyre wear and damage to road surfaces.
Absolutely! If you look at teh other video we have, there is a clip of another 70 dual cab turning on gravel cover bitumen, its obvious there is no tyre scrub, or very little! Cheers Tom
@@ltg4x452 Sounds good. I will look it up. Now I just need to find an extra piggy bank to raid! Hate to imagine how much design and prototype development was involved but I wish you all the best with this system.
i remember watching the monster trucks at the tennis centre(now called Rod Laver arena) in the 80s, all these seppoe purpose buit swamp trucks on the mud run- an aussie cruiser 6x6 just drove though like it was doing laps at chapel or lygon.
Wow and I just want to stretch my 1st Gen Isuzu Trooper to look like that trucks cab so I can load my motorcycle on a pickup or flat bed for when I tow it behind my RV. Nicely done! That rear tilt steering is a really clean set up.
excellent 6X6 conversion build . . . 6X6 conversion ain't everyone's cup of tea but you've done it & couldn't have been any better . . . even TOYOTA will approve of it . . . curious no reinforcement in the extended chassis frame . . . the rear 4 wheel suspension setup for the 6X6 conversion, in-house design or after sales . . . please advise, a LC79 with a thicker (C-Section) chassis frame . . . by thicker chassis frame I mean thicker longitudinal chassis frame members & thicker lateral cross members, for enhanced torsional rigidity & stiffening . . . without compromising the all important flexibility of a ladder frame chassis, especially when driving across harsh off road terrain . . . wish you all the success in your venture . . .
@@Mick_4591 even though this group doesn't show prices similar kits are about $50,000 so this one is probably like $70 ish so basically this upgrade costs as much as the vehicle itself if not more with labour and anything else
Wow😱, had my doubts at start of clip, but as u explained it all falls in. Not an ENG, but spanner jockey and this is the bomb, pity on exchange rate🤦🏿♂️
There is no problem welding the extension into the chassis, its how it was originally manufactured. There is a process that has to be followed however. The outer part of the chassis is a C section, and the inner part is another C section that fits into the outer. Again, its how the original chassis is constructed. Now, the join of the outer section, and the join of inner section cannot be aligned..... they are offset so there is no single point join at either end. We fit the outer in first, establishing the total length, then we fit the inner section. The inner is longer by several inches. Once those parts are "joined in", we weld the outer to the inner C sections. Then there is a single outer reinforcing plate that overlays the entire length of the extension, plus around 30cm at each end. That is welded top and bottom.... along the side.. right on the curve. Then there is an additional layer of flat steel stitch welded to the top and bottom of the chassis, again, longer than the original join points, and not starting or finishing in alignment with the outer plate either. That's how it's done. Cheers Tom
I would like to hear more about the axles themselves (who makes them, how does that power pass through the first rear one) and such. And is second rear axle the original?
Well, the rearmost axle is a Toyota diff in a modified axle housing. The offset of the axle tubes is not the same in the 2 rear diff. The rear most diff centre is slightly closer to the drivers side, so it lines up with the drive flange on the rear of the middle diff. Both axles are track corrected to the front. The middle diff centre is in the standard location with track corrected axle tubes. The front pinion shaft has a shaft that splines into the flat face of the pinion head. This feeds power past the diff carrier to the rear side of the middle diff.
There is a power divider in the center axle. So the two rear axles NOT binde up / fight each other. But still 100 mechanically coupled after a few wheel degrees. My text has been corrected as I had lost the word ''NOT''
No. There is a sprag clutch in the power divider, so the rear axle is not 'hard' connected to the rear diff. They don't bind and fight each other at all. Its much more sophisticated than a couple of axle housings connected with a solid shaft.
@@ltg4x452 Sorry my English. It's not my mother tongue. So I overlooked my mistake. It is the best system available. I have corrected my mistake. Thanks LTG for pointing out my fundamental mistake. It gave the opposite meaning. All the best to you with the best system available.
If you ever get around to a Ineos Quartermaster 6x6 conversion I'd have to think very seriously, especially if Ineos follow through on rumours of portals and CTIS as an option. It will be a Landcruiser killer, 4x4 or 6x6 Big $$$$ but you can't take it with you.
There are so many models and within a model so many variations in GVM, extension length tyre size, shock type etc. With a broad brush, $60k up, but send us an email from the website and let us know you specifics. ltg4x4.com.au/product-category/6x6-conversions/
@@whyldthing86 Hi. Nice place. I really want to visit your country. Unfortunately, now is not the time. I hope Tom LTG sees your question. I think he has / can lead you to a solution. A Dane in Sweden
@@kevindalton6789I’m not familiar with its figures from factory. What’s it’s std GVM and BTM braked towing mass? What year vehicle? Is it tray or tub rear?
Sounds to me that you have the possibility of a dangerous roll over steer condition in that axle location system. I have experienced this even heavy trucks and can be very Dangerous. If someone is is towing a rear heavy caravan es well it out of control on the first swerve.
Hi Steve, It has Federal Approval, and if fitted before registration, you are not modifying an existing vehicle, (until registered its an unallocated VIN) - that VIN gets registered as 6x6 from the get go. Once registered, you can apply the Federal evidence based report (that justifies the Federal Approval), in any state and it would be approved.
@@ltg4x452 Its interesting how Izuzu supplies a vehicle with NO Vin and specification plate. Its obvious it somehow works, but certainly not clear to me how you can structurally modify a existing engineered vehicle. Thanks for your reply .
@@stevecarlisle3323 wow, no VIN. That’s interesting. I don’t know how they would “manage” that vehicle as it gets imported and moved around the country. Let alone registered. They must allocate some other identifier for each one. Cheers for that info. Tom
@@tomhewitson6470my Aussie buddy, been mechanic over their 25 years, says its a prototype (DREAM), and they won't have deep enough pockets to get it engineered, and through Transport Safety in Australia.
Very cool suspension setup with some big advantages and disadvantages. - Obviously that flex and movement which is great offroad means limited room for fuel tanks & undertray boxes. And no leaves? Makes me think that thing will sag in the rear when laden down unless you stiffen the bags up big time which will probably result in poor ride quality. Definitely worth doing.
Well you’re right, there’s no room amongst the suspension for any tanks and boxes, that’s for sure. We use coils or air bags. It’s a part of the way the whole system works. If one used leaf’s, that fixes the axles into position, the opposite of what this does. The change of axle position reduces the turning circle, reduces bogie drag on hard surfaces, drives the car round corners not straight ahead. It’s called “Bogie axle roll steer”. The air bags can be inflated to accomodate load, in fact we do have an automated ride levelling system that can be added on. That maintains height and also ride. The increase weight makes the air bags flex just the same as less load with less pressure. The ride in the dual axle is unlike a single axle vehicle, you don’t let that kick from the rear when leaf springs ride over a bump. The whole mechanism pivots and walks over each bump, every corrugation on a corrugated road. Even with no load. It’s completely different. Cheers for you thoughts Tom
@@Mick_4591 There isn't any red tape or cost associated with the conversion, they are already have Federal Approval. You just have to submit the VIN to the Feds to have the new GVM etc applied to that vehicle. If its already registered, then one has to apply to that State authority to change the registration details, based on the Federal Approval. It needs to be inspected to make sure it complies. Its pretty simple!
Looks sick. And the gear ratios or the load on the engine drive line are fine under load of another axel drive? So an extra diff locker? Would like to see the travel and off road ability climbing hill etc. and lastly what fuel capacity per hundred? Usually about 16 litre per hundred.
It's not bump steer, I think the correct term would be roll steer. Personally I hate roll steer but don't know enough about how this drives. The point I think you're making is valid though, if the left wheels go through a dip theoretically it will steer the car to the right irrespective of steering.
@@peterassel562 Not quite. The wheel can go up and over an obstacle without having a noticeable impact on steer. The rocker arm with A arm design allows each side to pivot from the centre frame, so the relationship of distance from one wheel to the next (on one side) isn't really changing. When you have load bearing down on one side, on both axles at the same time, say when you corner or swerve, thats when the control arms change angle - which initiates roll steer.
@@mlionea Land-Cruisers are used mainly for off-road purposes here in Australia, where tandem axles have a much lower rolling resistance and significantly higher traction in mud or sand than a dually set-up. For load carrying or towing, light and medium (usually Japanese) trucks are used in preference here.
@@tutekohe1361what I want is to introduce a versatile truck that can be used to tow and also as an official /family/ errand vehicle here in Kenya. This would do well. Where would I get dually conversion services in Australia?
It all depends what your requirements are. If you want to take a heavy load into difficult terrain, 4x4 wont do it. Think of a small truck based exploration drill rig, fire appliance, water tanker, earthmoving support truck, offroad fuel tanker, offroad camper - there are a gazillion applications where this style of 6x6 converted vehicle will go beyond where other 4x4 or even 6x6 vehicles can. They have a range of GVM's available, the load carried can be from 1500 to 4500kg.
Wow, that's an amazing comment from someone who hasn't driven one! We'll be loading another video up soon, and I'm confident that will dispel your assumption. The handling is amazing at almost any speed and load.
@@palma8120 You seriously have no idea what you're talking about, and your comment almost sounds like a spiteful 12yr old. Seriously, your coment has no idea what awesome machines these 6x6 Landcruisers are. These 6-tonneGVM 6x6s are basically unstoppable. Other 6x6 conversions, from other companies (in Australia or around the world) are pretty dodgy, especially the Lazy Axle 6-wheeler conversions being peddled as 6x6 conversions. They're especially misleading the way they speak of their 6x4s as 6x6s, which is illegally misleading to the consumer. These ones, from 'LTG4x4 Pty Ltd' and '6x6 Australia Pty Ltd' are clearly shithot vehicles! These designs from '6x6 Australia' are the most sophisticate light commercial automotive and mechanical engineering designs in the world! This video from 'LTG4x4 Pty Ltd' (Authorised Distributor of '6x6 Australia Pty Ltd' product technologies) is on point with presenting the 6x6 technology's basic suspension capabilities. It barely scratches the surface on the 6x6 vehicle's mechanical traction control aspects, which I've seen, and which are epic! These 6x6 conversions from '6x6 Australia Pty Ltd' are the most awesome ones available anywhere in the world. You, boyo, have no idea what you're talking about. I love this 6x6 rig!
Если это машина не для перевозок тяжёлого груза по грунтовой дороге то для трофи это гавно.лучше всего на бездорожье зарекомендовали двух остные машины на короткой базе или на портальных мостах.
Bring back the Ute, 2 doors, long bed! Sedans without a boot lid are next to useless, I do not understand why these vehicles are so popular? Extra oil compartments to service, NEVER GO OFF-ROAD, waste of money for most of youse!
For fire appliances, exploration drill rigs, water tankers, outback ambulances or heavy camper, in-fact any application where you need to get big weight into difficult offroad situations, ....... they're perfect. Far more capable than any 4x4.
![Blox Fruits Dragon Rework Update [Full Stream]](http://i.ytimg.com/vi/EqDAp8udhm0/mqdefault.jpg)
Honestly it looks like these guys have done the math and this looks very well done. Impressive.
I was about to say the same thing, the landcruiser looks like it came from the factory.
I like how old mate was getting after it with a stick welder. Nicely done 👍
Outstanding work company professional finishing.Team work lovely
The passive rear steering is a great idea. A problem with the old WW2 GMC three axle trucks was that, due to the short wheelbase, the 6x4 versions tended to go straight ahead on wet ground SO you had to have the 6x6 version for reliable on-farm use. I learned that from an elderly farmer who regularly attended an annual prize shoot I was running. I suspect that users of this conversion will also have significantly less tyre scrub, thereby reducing tyre wear and damage to road surfaces.
Absolutely! If you look at teh other video we have, there is a clip of another 70 dual cab turning on gravel cover bitumen, its obvious there is no tyre scrub, or very little! Cheers Tom
@@ltg4x452 Sounds good. I will look it up. Now I just need to find an extra piggy bank to raid! Hate to imagine how much design and prototype development was involved but I wish you all the best with this system.
It doesn't looks rear steering... buddy
@@iramasad9032 it does rear wheel steer, but it does so passively, as explained at the start of the video. Clever setup!👌
This is the most resent desion
I never seen before it icant say thank you enough good jab
i remember watching the monster trucks at the tennis centre(now called Rod Laver arena) in the 80s, all these seppoe purpose buit swamp trucks on the mud run- an aussie cruiser 6x6 just drove though like it was doing laps at chapel or lygon.
Wow and I just want to stretch my 1st Gen Isuzu Trooper to look like that trucks cab so I can load my motorcycle on a pickup or flat bed for when I tow it behind my RV.
Nicely done! That rear tilt steering is a really clean set up.
Awesome 👍👏
Sweet 👌. What axles do you use? Can you ship this setup?
It is all custom. Perhaps. Where are you?
Wish we could get that platform Here the states
I think they the 79 series in Canada, some of the mines have them.
You can consider ordering from Europe.
American has ordered a Land Cruiser 200 and an 80 series.
Great design, amazing GVM/ load capacity
Well done 👍
Awesome.
Can you do a 6x6 conversion with portal axles ?
Good work
How we engage/activate the second differential gear?
excellent 6X6 conversion build . . . 6X6 conversion ain't everyone's cup of tea but you've done it & couldn't have been any better . . . even TOYOTA will approve of it . . . curious no reinforcement in the extended chassis frame . . . the rear 4 wheel suspension setup for the 6X6 conversion, in-house design or after sales . . . please advise, a LC79 with a thicker (C-Section) chassis frame . . . by thicker chassis frame I mean thicker longitudinal chassis frame members & thicker lateral cross members, for enhanced torsional rigidity & stiffening . . . without compromising the all important flexibility of a ladder frame chassis, especially when driving across harsh off road terrain . . . wish you all the success in your venture . . .
I'd like to know the cost
And no mention of it meeting ADR's ( even tho it would i assume)
@@Mick_4591 don't even think of converting to 6x6 it's a waste of money. This clown has no idea what he is selling.
@@Mick_4591 even though this group doesn't show prices similar kits are about $50,000 so this one is probably like $70 ish so basically this upgrade costs as much as the vehicle itself if not more with labour and anything else
@@Mick_4591 Conversions are approved throughout Australia.
And it will be in Sweden. If everything goes as expected.
@@shaynegadsden I don't know the price in that specific case.
But I imagine the price is as you have found yourself.
(Pretty educated guess.)
Cost of conversion?
Wow😱, had my doubts at start of clip, but as u explained it all falls in. Not an ENG, but spanner jockey and this is the bomb, pity on exchange rate🤦🏿♂️
I always thought that welding on a chassis was a no no, can you elaborate on your welding, please
There is no problem welding the extension into the chassis, its how it was originally manufactured. There is a process that has to be followed however. The outer part of the chassis is a C section, and the inner part is another C section that fits into the outer. Again, its how the original chassis is constructed. Now, the join of the outer section, and the join of inner section cannot be aligned..... they are offset so there is no single point join at either end. We fit the outer in first, establishing the total length, then we fit the inner section. The inner is longer by several inches. Once those parts are "joined in", we weld the outer to the inner C sections. Then there is a single outer reinforcing plate that overlays the entire length of the extension, plus around 30cm at each end. That is welded top and bottom.... along the side.. right on the curve. Then there is an additional layer of flat steel stitch welded to the top and bottom of the chassis, again, longer than the original join points, and not starting or finishing in alignment with the outer plate either. That's how it's done. Cheers Tom
My dream, but in Portugal i cant do that modification i think😔
What’s the cost of this type of conversion on a Ranger ?
What is the cost of rear diff set up compleat on its own
Marvel of mechanical engineering
I would like to hear more about the axles themselves (who makes them, how does that power pass through the first rear one) and such. And is second rear axle the original?
Well, the rearmost axle is a Toyota diff in a modified axle housing.
The offset of the axle tubes is not the same in the 2 rear diff. The rear most diff centre is slightly closer to the drivers side, so it lines up with the drive flange on the rear of the middle diff.
Both axles are track corrected to the front.
The middle diff centre is in the standard location with track corrected axle tubes.
The front pinion shaft has a shaft that splines into the flat face of the pinion head. This feeds power past the diff carrier to the rear side of the middle diff.
good question, that I would be interested in the answer
There is a power divider in the center axle.
So the two rear axles NOT binde up / fight each other.
But still 100 mechanically coupled after a few wheel degrees.
My text has been corrected as I had lost the word ''NOT''
No. There is a sprag clutch in the power divider, so the rear axle is not 'hard' connected to the rear diff. They don't bind and fight each other at all. Its much more sophisticated than a couple of axle housings connected with a solid shaft.
@@ltg4x452 Sorry my English. It's not my mother tongue.
So I overlooked my mistake. It is the best system available.
I have corrected my mistake.
Thanks LTG for pointing out my fundamental mistake.
It gave the opposite meaning.
All the best to you with the best system available.
looking to do this to my 91 SWB GQ. just gotta save the money haha.
why the loud music?
If you ever get around to a Ineos Quartermaster 6x6 conversion I'd have to think very seriously, especially if Ineos follow through on rumours of portals and CTIS as an option. It will be a Landcruiser killer, 4x4 or 6x6
Big $$$$ but you can't take it with you.
Great work, I’d to see an extended single cab 6x6 someday 😅
how much extra towing?
The Braked Towing Mass remains the same at 3500 usually.
Any way to get above that with mods without importing American?
@@GigaChadiusTheStoic What BTM are you after?
How much and can I make an order?
how much does the modification cost?
There are so many models and within a model so many variations in GVM, extension length tyre size, shock type etc. With a broad brush, $60k up, but send us an email from the website and let us know you specifics.
ltg4x4.com.au/product-category/6x6-conversions/
How much for the conversion
O senhor teria um projeto de aumentar um suzuki Jimny?
I really wanted to see the rear..deck fitted...why didn't show...the rear body
It’s still being built!
I approve this message.
Perfect
Any improvements on the transmission?
The driveline is original to the center axle.
Well it is safe to say the blood has just travelled down from my head to a certain other part of my body This is absolutely awesome well done guys
Cheers!
You attracted to cars?
Can this be done to a post rego 79??
Yes Marco. What year and what GVM do you need? cheers tom
I would love to do this conversion on my ‘07 Hilux Vigo…but sadly I am not based in Australia. 😅
Where are you ?
There are opportunities to have such a car built outside Australia.
Including Europe.
@@MrProject350 I am in the Philippines. Is there an appointed dealer here that can do that?
@@whyldthing86 Hi.
Nice place. I really want to visit your country.
Unfortunately, now is not the time.
I hope Tom LTG sees your question.
I think he has / can lead you to a solution.
A Dane in Sweden
Volume is the problem. You can't set up to one or 2 vehicles. You can always send it here?
Hi can you guys convert 200 series as well ? , I’m planning to convert my 200 series in the future
Yes mate, we can convert the 200. Presume you want to cut it into a dual cab?
@@ltg4x452 yes chopped and convert to 6x6
GCM towing capacity after conversion with a 2 inch turn table
There are a range of GVM's available. So, you could have a 6000kg GVM with a 3500kg BTC. There is higher capacity model in development.
@@ltg4x452 I am looking to be able to tow a ATM 6000kg boat trailer (30 foot powercat wet)
@@kevindalton6789 Sorry, can't do with this vehicle Kevin.
@@ltg4x452 What about the Silverado 2500HD
@@kevindalton6789I’m not familiar with its figures from factory. What’s it’s std GVM and BTM braked towing mass? What year vehicle? Is it tray or tub rear?
Pls I need this vehicle in nigeria 🇳🇬
電線延長 扭距調整 會是大工程
What's the price of this car?
There are lot of options on a 79 6x6 build. Allow around $70,000 to start. cheers Tom
Did you need an Engineering Certification to register this 6X6 TOYOTA 79 LAND CRUISER
Of course! It has a full volume federal approval.
Muy hermosa pero muestren mas los detalles que le hicieron a la camioneta y no al presentsdor
Sounds to me that you have the possibility of a dangerous roll over steer condition in that axle location system. I have experienced this even heavy trucks and can be very Dangerous. If someone is is towing a rear heavy caravan es well it out of control on the first swerve.
Keren om
讚喔~謝謝分享！
我們中的許多人都喜歡這種轉變。😉
Great conversion, you can tell it's been done properly! Not just thrown together by some cowboys like certain 'lazy' conversions
👍🏻🇺🇸
NM🇺🇸👍
Its hard to believe you can exceed the original vehicle manufacturers GVW.. Can't legally do that in NA.
Hi Steve, It has Federal Approval, and if fitted before registration, you are not modifying an existing vehicle, (until registered its an unallocated VIN) - that VIN gets registered as 6x6 from the get go. Once registered, you can apply the Federal evidence based report (that justifies the Federal Approval), in any state and it would be approved.
@@ltg4x452 Its interesting how Izuzu supplies a vehicle with NO Vin and specification plate. Its obvious it somehow works, but certainly not clear to me how you can structurally modify a existing engineered vehicle.
Thanks for your reply .
@@stevecarlisle3323 wow, no VIN. That’s interesting. I don’t know how they would “manage” that vehicle as it gets imported and moved around the country. Let alone registered. They must allocate some other identifier for each one. Cheers for that info. Tom
@@tomhewitson6470my Aussie buddy, been mechanic over their 25 years, says its a prototype (DREAM), and they won't have deep enough pockets to get it engineered, and through Transport Safety in Australia.
@@tomhewitson6470 The information was gotten from the original poster. At least that,s what i got from his explanation.
yeeeeeeeees
Omg 😂😂 whyyyyyyy
Very cool suspension setup with some big advantages and disadvantages. - Obviously that flex and movement which is great offroad means limited room for fuel tanks & undertray boxes.
And no leaves? Makes me think that thing will sag in the rear when laden down unless you stiffen the bags up big time which will probably result in poor ride quality.
Definitely worth doing.
Well you’re right, there’s no room amongst the suspension for any tanks and boxes, that’s for sure. We use coils or air bags. It’s a part of the way the whole system works. If one used leaf’s, that fixes the axles into position, the opposite of what this does. The change of axle position reduces the turning circle, reduces bogie drag on hard surfaces, drives the car round corners not straight ahead.
It’s called “Bogie axle roll steer”.
The air bags can be inflated to accomodate load, in fact we do have an automated ride levelling system that can be added on. That maintains height and also ride. The increase weight makes the air bags flex just the same as less load with less pressure.
The ride in the dual axle is unlike a single axle vehicle, you don’t let that kick from the rear when leaf springs ride over a bump. The whole mechanism pivots and walks over each bump, every corrugation on a corrugated road. Even with no load. It’s completely different.
Cheers for you thoughts
Tom
@@tomhewitson6470 whats the cost and all the red tape i guess you would have to go through and meet ADR' s and all engineering ect?
You've never driven a big rig I see, as fas as varying weight is concerned airbags are the best you can get, leaf springs are the worst.
@@Mick_4591 There isn't any red tape or cost associated with the conversion, they are already have Federal Approval. You just have to submit the VIN to the Feds to have the new GVM etc applied to that vehicle. If its already registered, then one has to apply to that State authority to change the registration details, based on the Federal Approval. It needs to be inspected to make sure it complies. Its pretty simple!
Looks sick. And the gear ratios or the load on the engine drive line are fine under load of another axel drive? So an extra diff locker? Would like to see the travel and off road ability climbing hill etc. and lastly what fuel capacity per hundred? Usually about 16 litre per hundred.
Whoever was the engineer who sanctioned that bump steer design needs his head read
What bump steer is that mate?
It's not bump steer, I think the correct term would be roll steer. Personally I hate roll steer but don't know enough about how this drives. The point I think you're making is valid though, if the left wheels go through a dip theoretically it will steer the car to the right irrespective of steering.
@@peterassel562 Not quite.
The wheel can go up and over an obstacle without having a noticeable impact on steer. The rocker arm with A arm design allows each side to pivot from the centre frame, so the relationship of distance from one wheel to the next (on one side) isn't really changing. When you have load bearing down on one side, on both axles at the same time, say when you corner or swerve, thats when the control arms change angle - which initiates roll steer.
the musik is too heavy
dually is better
Dually is better …. You think for off roading with weight?
Or towing?
@@tomhewitson6470 towing. They haven't built this Toyota car into a dually I think it would lots of buyers
@@mlionea Land-Cruisers are used mainly for off-road purposes here in Australia, where tandem axles have a much lower rolling resistance and significantly higher traction in mud or sand than a dually set-up. For load carrying or towing, light and medium (usually Japanese) trucks are used in preference here.
@@tutekohe1361 oh .I get it now. We don't have a single dually in Kenya. I guess it's because we don't tow. We also use small lorries , trucks
@@tutekohe1361what I want is to introduce a versatile truck that can be used to tow and also as an official /family/ errand vehicle here in Kenya.
This would do well.
Where would I get dually conversion services in Australia?
Final you 'll accept my propos cause this men have suffer power don't blink you need it to cover you even if 'ld be one.
They still no good for big men😂
What a waste of money.
It all depends what your requirements are. If you want to take a heavy load into difficult terrain, 4x4 wont do it. Think of a small truck based exploration drill rig, fire appliance, water tanker, earthmoving support truck, offroad fuel tanker, offroad camper - there are a gazillion applications where this style of 6x6 converted vehicle will go beyond where other 4x4 or even 6x6 vehicles can. They have a range of GVM's available, the load carried can be from 1500 to 4500kg.
Complete waste of money. Will handle like rubbish. 👎 also a headache of maintenance.
Wow, that's an amazing comment from someone who hasn't driven one! We'll be loading another video up soon, and I'm confident that will dispel your assumption. The handling is amazing at almost any speed and load.
How was your report??
You put even 2t on the rear it will be very dangerous.... no sway control...
@@palma8120 You seriously have no idea what you're talking about, and your comment almost sounds like a spiteful 12yr old. Seriously, your coment has no idea what awesome machines these 6x6 Landcruisers are.
These 6-tonneGVM 6x6s are basically unstoppable.
Other 6x6 conversions, from other companies (in Australia or around the world) are pretty dodgy, especially the Lazy Axle 6-wheeler conversions being peddled as 6x6 conversions. They're especially misleading the way they speak of their 6x4s as 6x6s, which is illegally misleading to the consumer.
These ones, from 'LTG4x4 Pty Ltd' and '6x6 Australia Pty Ltd' are clearly shithot vehicles!
These designs from '6x6 Australia' are the most sophisticate light commercial automotive and mechanical engineering designs in the world!
This video from 'LTG4x4 Pty Ltd' (Authorised Distributor of '6x6 Australia Pty Ltd' product technologies) is on point with presenting the 6x6 technology's basic suspension capabilities. It barely scratches the surface on the 6x6 vehicle's mechanical traction control aspects, which I've seen, and which are epic!
These 6x6 conversions from '6x6 Australia Pty Ltd' are the most awesome ones available anywhere in the world.
You, boyo, have no idea what you're talking about. I love this 6x6 rig!
Если это машина не для перевозок тяжёлого груза по грунтовой дороге то для трофи это гавно.лучше всего на бездорожье зарекомендовали двух остные машины на короткой базе или на портальных мостах.
Bring back the Ute, 2 doors, long bed! Sedans without a boot lid are next to useless, I do not understand why these vehicles are so popular? Extra oil compartments to service, NEVER GO OFF-ROAD, waste of money for most of youse!
For fire appliances, exploration drill rigs, water tankers, outback ambulances or heavy camper, in-fact any application where you need to get big weight into difficult offroad situations, ....... they're perfect. Far more capable than any 4x4.
👍🏻🇺🇸