Seabass is the man and is going to post my pics for me. This is Tom Leblanc's Jeep Hauler.

Dual Drive 9 inch axles in the back. All custom built by Tom last summer.

1

;)

:p

Thanks Seabass.

There you go. Dual drive 9 inch axle. Two third members, 2 pinions, 1 ring gear.

sweet. can we say tow rig?

Dallas

thats crazy!!

6 wheel drive. 6 wheel disc. 35" tires. detroit lockers.

hey i gotta question... think you could do it on a front axle :D

hmmmm four axled, 8 wheeled, 8 wheel steering rock buggy...

i like it!

:flipoff2:

just by a tracked tank and be done with it.

btw, how much do you think an 8wd, 8 wheel steering buggy would weigh? way too much to go anywhere.

Originally posted by JohnC
Thanks Seabass.

Two third members, 2 pinions, 1 ring gear.

Hey I'am retarded, could ya splain this one to us retards?:D

$10 says the pinion bearing on that upside down 9" overheats on the first long uphill grade it sees.

Seabass, I just sent you a quick drawing, can you attach it?

Btw, Airhead, send me the $10, because he daily drives this thing and has driven it back and forth over the pass (3500') on his way to win NWRCA 2001. Axles only get warm to the touch.

I would say if he has the skills to mount two third members on one housing he has the skills to modify the oiling to it won't burn up!

Cool shit though!

i have a question. WHY? jiMMy

Why not?

Originally posted by Jimmy76FJ40
i have a question. WHY? jiMMy

Jimmy, dual axles handle and distribute the weight of a jeep a lot better than one axle, even dually. Plus there's the engineering challenge and one of a kind factor.

OK so it's really 2 rings and 3 pinions:D

nevermind, i just looked at the pic again and realized the jeep gets parked on teh back of it. lol, jiMMy

is Seabass Capten Ameraca???????

Originally posted by Chief Yelling Alot
is Seabass Capten Ameraca???????

U may call me El-Cap-E-Tan:D

Seabass, right, 3 pinions and 2 ring gears if you count both rear axles. I was referring to just the dual drive axle earlier.

Lol, some people think setting up regular gears is hard enough, try that!

Chief, dang man learn to spell! Tom has kinda been dubbed Captain America. He won the NW rockcrawling competition in 2001, and he's going to UROC.

Do you have a pic with the Jeep on it :) I remember a few years back Dodge was entertaining this idea but never did go through with it.

It is done on the Dodge WC62/63 1.5 ton 6X6 the following way:
The NP200 has the same essential guts as a NP205, but it has two rear outputs which run in high or low range, along with selectable front WD. One rear axle is offset diff, the other centered. There is a carrier bearing on the front rear axle for the driveshaft, so there's 2 rear driveshafts.
NP200s are abundant and cheap. I just picked one up in Anchorage for $200. I'm putting the guts into a TH400 NP205 (leaving the input the same) so I can bolt a Wagoner doubler to it (Ford divorced NP203), 3.6 ratio, so I can have a divorced double TC with 1.96, 3.6 and 7.06 low ranges for my M37.
Charlie

Originally posted by CJBoxer
Do you have a pic with the Jeep on it :) I remember a few years back Dodge was entertaining this idea but never did go through with it.

You are thinking of the T-REX. 24 valve cummins with the six speed or 4 speed auto. it used one regular production T-case. the mid axle had a over the shoulder set up with mechnisim to engage or disengage the rear axle. so you could have 2x6, 4x6 or 6x6. disks all the way around it was a bad ass truck but allas it ended up like the new charger they where going to come out with.

CJBoxer:
I don't have any pics with the Jeep on it right now. If I can get some; I'll post them. Just imagine it with a CJ7 / buggy thing with 39" swampers on the flatbed.

Daniel:

Cool, I'm glad you like it. Go ahead and post the pics. Here's a link to a site with some more info and bigger pictures:

http://home.off-road.com/~ramsey_offroad/

Click on "Tom's 9 Inch"

Right, the gears do run backwards on the weak side and the oiling is a little unconventional. I think that Tom has the attitude that it isn't a problem unless it becomes a problem. So far it has worked very well with hauling his jeep and towing a 26' fifth wheel flatbed trailer. He's hauling his jeep to UROC from here in Washington in a couple weeks, so that should be a good test.

I just took a second look at your through pinion axles. Initially I thought that they were the same idea as Tom's, but with a second pinion support built into the back cover. But after rereading and looking at the pics, it looks like you guys use one custom long pinion, like a double-ended pinion thing. COOL!

Daniel, one more question, what do you use the pinion output for on a front axle?

Originally posted by SeaBass44
:p

that is very cool:smokin:

6 wheel steering? how many axles and which ones steer?

If you wanted the two in back to steer, wouldn't they be centered diff, and be full hydro steer? The pic you show looks like a driver's side drop with linkage steer, isn't it?

Nice set up but I was thinking that since the first diff (closest to the cab) will be getting the power first it will start to move the truck before the rear dif (this is on a very very small about of movement caused be backlash). Now since it already moving before the rear diff gets power wouldn’t this end up in the rear diff just going for the ride down the high way and the first dif would be doing all the work.

Originally posted by Chief Yelling Alot
Nice set up but I was thinking that since the first diff (closest to the cab) will be getting the power first it will start to move the truck before the rear dif (this is on a very very small about of movement caused be backlash). Now since it already moving before the rear diff gets power wouldn’t this end up in the rear diff just going for the ride down the high way and the first dif would be doing all the work.

OMG did you get a tutor or something? that was actually somewhat legible, and even made a fair amount of sense. :eek:

Dallas

Originally posted by StinkBug


OMG did you get a tutor or something? that was actually somewhat legible, and even made a fair amount of sense. :eek:

Dallas





:p :flipoff2:

I just would also like to add this is why you don’t see this set up in trucks with tandem axels on an 18-wheeler both axels are run off the drive shaft so both axels are doing the exact same thing at the exact same time. and the rear axel is not relying on the front axel

Hmmm. Good question Chief. I'll ask Tom, but here's my thought:

Probably the biggest factor that determines how the torque is split between the axles is weight distribution (load + suspension). If the the two axles are loaded evenly then I would think that both axles would be sharing the load.

Also, the objective of a dual rear axle truck like this isn't necessarily to make one axle work less. The idea is to make the truck handle better when loaded down. By stretching the truck and adding dual axles, the truck is more stable and weight is transfered over the length of the truck.

Just a guess.

Also, think about driving a jeep or toyota up a steep hill. The rear axle is loaded because that is where the weight is. You're not likely to break a front shaft, because there's no weight on it.

I see so you chould also do the same, say with a Dana 70 and just a big old I-Beem axel.

IMHO this is the way it should be done. With 2 tight diffs (very small amout of back lash)

http://www.pirate4x4.com/forum/attachment.php?postid=136908

i noticed cheif write about the two axle one shaft thing, and i have seen some other mention of handling and stuff.
actually, 18 wheelers only drive on the first axle 99% of the time, every truck i have driven or seen has an inter axle lock, and this is used only when the extra traction from the rear drive axle is needed. it would be sweet if a disconnect were made to this 6x pickup so it could do the same. also it would be nice i think if the axles were not so far apart. or hey, use a front axle on the rear most and lay some caster into it, it could then steer itself when the truck turns. just thinkin out loud.

I don't think the weight on each axle enters into it. There ought to be a third differential between the two axles to split the torque. Chief has a point, but consider that the same could happen with a normal t-case, but it still ends up getting torque to both axles. If you got that 6x6 in the mud where things can slip a bit, both axles would pick up some of the work.

Sean

kinda off the subject but. i have been putting off buying a trailer cause i cant afford one big enuff to put my fullwidth jeep on 39 tires. i tow it with a towbar but after seeing the flat bed thing yah think its possible to make a flatbed for my 86 ford pickup d60 front/ 10.25 rear 4 inch springs front f450 springs in the rear plus airbags all riding on 35 inch bfg ats. it is a long bed and has 4.10 gears and a 351. anyone think its possible or have you done it? i have seen flatfenders right in the back of pickups but this is different any ideas?

If you put another axle behind the original axle, and say this is
going on an F-350, it now is no longer an F-350 pickup...

it becomes a commercial truck. with commercial rates for DMV.
and if you're insurance finds out, commercial-truck rates for
insurance. and now you need a commercial dirvers-license
to drive it.

so, all that being said, I'd rather have a 26k GVW and under
4900 series INT flatbed.... but thats just me I guess.

still a commercial truck and all, but can be driven with a regular
class-C drivers license. I don't have an airbrake endorsement
anymore.....darn.

--Sherpa

sherpa i believe its 24k gross. if you put a third axle on a pick-up i dont think it makes it a commercial rig, as long as its less than 24k. i have seen some three axle mini truck low riders, i really doubt there reg,ed commercial. and what about motorhomes? three axles, less than 24k gross and no commercial status.

ok i see so it really just comes in handy if your losing tractin.
gee I whould like to see how well that first ring gear holds up to driving two :eek: axels

That setup actually greatly increased some stresses on the front 3rd member. The contact stresses from each pinion gear now cause the lateral thrust stresses on the carrier bearings to be doubled. The shear stresses on the ring gear bolts should actually be less uniformly distrubted around the circle, and not all in the tangential direction now, resulting in higher peak loads. Still, I wouldn't expect a sudden failure due to shock excessive force...

My biggest concern would be keeping enough lube on the upper pinion(s), actually. However, there's also the issue of the ring gear seeing two contact patterns on the same set of teeth, which I would think would cut the life of the ring gear teeth way down due to the gears never wearing in a nice mesh. At least the back pinion is being driven off the coast side of the ring gear, so most of the time the front pinion will be riding on the opposite side of the ring gear teeth as the back pinion. However, every time you use your gears to slow you down on a downhill, the pinions switch sides of the ring teeth, and the mesh won't match unless he's DAMN good at setting them up. Also, the ring gear is doubling the number of load/unload cycles it sees per mile, so fatigue could be an issue, particularly when coupled with the mesh and lubrication issues. We'll see what happens, I guess!

Sean

SWEEEEEEET!

YJTJ:

When Tom built his 6X truck, he completely built the frame from the cab back, and spliced it into the front half. He built it so that he had a full 12 foot bed. If you somehow extended your bed, and possibly wheelbase, then you might be in business. IMHO, it might be easier, cheaper, and make more sense to buy a flatbed trailer for $1000.