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A 6x6 theory

Check these Army Lube Charts for an idea on how a 6x6 drivetrain is setup using one transfer case:
http://g503.com/forums/viewtopic.php?f=82&t=212846

There is a WW2 Dodge WC63 6x6 lube chart on the net, and shows you the one transfer case to power all three axles. The NP200 transfer case found on Dodge M37 or Kaiser M715 work well for a 6x6 conversion as they have dual rear outputs. One output is used for the rear axle, and the other output has parking brake on it. You can put a driveshaft on both of the outputs.

There is a guy on one of the Dodge forums that did a M37 into a 6x6. He is also on the Steel Soldiers Forum as user name 'M376x6'
http://www.steelsoldiers.com/showthread.php?31071-M37-Driveability&p=330942&viewfull=1#post330942

There are some images of it but I can't find them.
 
Can't you use Rockwell axles and string a driveshaft between the top loaders?
 
depends on the use. a truck with dual 14bff's and a bassackwards t-case would be great on a truck that will see highway use. there are gearing options. brakes are easy and cheap to make disk. 8x6.5 bolt pattern is common.

a front Rockwell doesn't fit without a bunch of lift. 6.72 gears suck. disk brake coversion is $$. wheel option are limited without breaking the bank.

but. If you where building something with tractor tires and just using it for fun. rockwells would be the answer.
 
Many years ago one of the magazines had a K20 or K30 that was converted to a 6x6 using this concept, and I also saw it in person at the 4 Wheel Jamboree.

They just divorce mounted the 205 and fabricated an adapter so you could mount a u-joint yoke on what was originally the input shaft so it could now connect a driveshaft to one of the rear axles.

If you shifted the reversed case into "low range" it would actually give you a 0.50 overdrive, but you would have to have it converted to a twin stick so it only powered the rear axle connected to what was originally the input of the t-case. The second rear axle that was connected to the front output would not have the change in gearing when doing this. Realistically you would never use the gear reduction part of the t-case and just select to power either one or both rear axles. And just to complicate matters worse you would not be able to choose between which rear axle you had powered. Meaning you could not power the rear-rear axle and leave the middle axle disengaged, and then disengage the rear-rear axle and power just the middle axle. Whatever axle was connected to the original transfer case input would always be powered, then you could engage or disengage the other axle. Anybody confused yet.............
 
We helped a customer make some parts to build top loader boxes for 14BFF's. The bolted on to the pinion housing and on the back side grabbed the differential bolt pattern. Basically a through shaft with a huge ass chain drive on a 1:1 sprocket setup inside the case.
 
cybrfire said:
We helped a customer make some parts to build top loader boxes for 14BFF's. The bolted on to the pinion housing and on the back side grabbed the differential bolt pattern. Basically a through shaft with a huge ass chain drive on a 1:1 sprocket setup inside the case.
Click to expand...

Pics?

Martin
 
There was a 6x6 chevy drivetrain powered trailer at Pismo Beach many years ago that used a couple transfer cases and got both rear axles powered.

It was used for hauling rental ATVs down the beach to area legal to ride them.

Fun Rentals was the name of company. I remember this vehicle... (Forgot name) being full of people and kegs etc... on holidays going out to Comp hill at nights for the party!
 
Hmm, I always assumed that the T-Rex had the second driveshaft coming from the back of the first axle.
 
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