you could also get unimog axles from a 6/6 unimog. there are plenty of companies selling used unimog axles. Or you could go with rockwells.

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I wonder if its possible to take the differential carrier from a identical axle, flip it around and mount it where the cover goes, and using a reversed cut pinion on the opposite side of the ring gear. You could then hook a shaft up to the next axle.

 

i think it would be impossible to get both gears shimmed right to get a good pattern, plus you would be running i mixed matched pinion on another ring gear, i would say try to use a remote mount transfer case mounted backwards and some how modify it to make the out put the input and then the input shaft would be the output for the first axle and the output for the front axle would be the input to the second axle, if you changer the pinion angles enough it could work.

 

It is possible in theory, but, as mentioned, would be nearly impossible to set up and it would put the back pinion in a very bad coast/push situation which, I believe, would amplify any helical gear seperation forces and probably detonate itself very quick.

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A case from a rear offset axle 4x4 application, like a Dana 18 from a Jeep that had the axle outputs in-line and offset from the input, could accomplish just that, and potentially give you the option to disconnect one of the axles. However, I would worry about strength using a case like that. Using a central transfer case design also offers complications to suspension design and axle spacing, depending on what axles used and how long the pinion snouts are. There has to be functioning drivetrain if the axles are set up to flex independant of one another.

Another option may be to build or source a hybrid transfer case that has two rear outputs and run two seperate drivelines back. This obviously isn't ideal...

If money is no option, perhaps run two Rockwell top loaders in the rear with Ouverson Engineering's 4.90 gearset and Super 8 lug conversion hubs, narrow the axles to proper width, and swap 4.88 gears in the front to match, then tow away! Like I said, if money was no option...the 4.90 gears are $1200 a set, and the hub conversion kit is $500 per corner for hubs, and $650 per corner for brakes (unless you fab a set up yourself).

 

yeah i didn't think about the conflicting coast and push from opposite sides,that wouldn't work.

How do the internal gearing on a tandem axle work anyway, maybe it would be possable to convert a dana 60-80, or 14 bolt to a similar tandem design.

 

Big truck tandems have a thru shaft either extending from the pinion, or just a standalone thru shaft with a junction box on the lead axle that sometimes contains a gear splitter...kind of like that USA6x6 box for the 14 bolt.



I don't think there is enough room in any factory 1-ton-or-less rated axle to make a thru shafted pinion...you'd run into the carrier in most cases. Realistically, a design similar to the USA6x6 style design is probably one of the better tandem 1-ton axle solutions...

 

Seaglf,
I would think in your case you could get by with an idler axle, behind the drive axle, then a custom track set that could be slipped over the tires.

Similar to these but "smaller" of course

 

Thats cool but I want more articulation, plus I want to be able to drive strait from the road without putting traks on. I think I will go with this.

1983 MANN M1014 8x8 semi truck tractor V-10 MANN diesel 10 ton w/ winch wet kit in Military Vehicles | eBay Motors

or this........Tatra 815 Terrno photo #55578

and put a class body on it.

 

Yep, I see what you mean now......screw the tracks, they're childs-play compared to 8x8's

That Mann's pretty dambed cool and seems like a killer price.

 

I've been toying with a tandem setup for a while myself. I was planning on using a NP203 that was reversed.