1991 RHD Land Rover 6x6 Double Cab Perentie, 50k miles

Ozark Rover

New member
1991 RHD 6x6 Double Cab Land Rover Perentie, 50k miles, $94,900

Location: Bismarck, ND

If you’re searching for uniqueness, a conversation-starter, or the ultimate expedition platform/hunting rig, here it is. The only Perentie Double Cab in the US, Chassis No SALLDMAZ1FY801382 ARN 200258. One of 26 produced by JRA Limited for the Australian Army, manufactured and assembled in Moorebank, New South Wales. Entered service in 01/92, and was purchased at auction by KLR in June 2016. While awaiting eligibility to import, KLR performed an extensive rehab to bring her “up to speed” for highway travels here in the US. Initial voyage was from port in Savannah to North Dakota, 3 days, no issues. Current odometer shows 7550 km (swapped at 71511), estimating 80k km traveled since new on chassis and original motor. Currently used as daily driver, so miles will gradually increase.

Background info:
The Perentie 4×4 and 6×6 are Australian-designed and built derivatives of the Land Rover 110. The 6×6 is designed to carry two tons or more across country and has its own unique chassis. Front suspension is by live axle and coil-springs. The rear bogie employs two leaf springs and a load-sharing rocker on each side. This rocker is cranked, and the leaf springs on each side overlap, so that the springs can be longer and the rear axles can be closer together than would otherwise be possible. The rear section is fabricated of square and rectangular section steel tube and the chassis is galvanized. It shares the 4-speed LT95A transmission and Isuzu 4BD1 3.9L 4-cylinder diesel engine with the 4WD version, but in this case the engine is turbo-charged. Drive to the third axle is by a separate propeller shaft taking power from the transfer-case PTO. This PTO takes drive from a gear on the transfer case intermediate shaft and rotates at the same speed as the front (1st) and rear (2nd) prop'-shafts regardless of whether hi-range or lo-range is selected. The 3rd prop'-shaft passes over the second axle and is jointed, incorporating a c.v. joint, where it does so. In this way extreme articulation of the two rear axles is possible. Prototypes and early models, some of which escaped into civilian hands, used a normal Land Rover 110 cab and front axle with the standard track of 1500mm against the rear's 1700mm. Production models use a wider, taller cab, and a 1700mm front track which matches the rear. The army specified that the 6x6 had to have a wider and taller body and cab. The windscreen is reminiscent of a Santana or Iveco Land Rover licensed derivative, but offers a less restricted view.


Mechanically better than new in many ways:
Galvanized chassis
Galvanized one-piece bulkhead
Galvanized cab/floor with exception of standard doors
Salisbury rear axles, re-enforced front axle
Disc brakes with dual master cylinder
Power steering
Isuzu 4BD1 3.9L 4-cylinder turbo diesel engine
4 speed LT95A gearbox

KLR upgrades:
A/C compressor, new
A/C bracket, belt, secondhand twin pulley and tensioner
Recovered seats
Door locks
Keyed ignition
Custom sidebars/rock-sliders
Upgraded Garrett turbo
Heavy duty clutch kit
Diff ratio change to 3.54
Overhaul gearbox – new bearings throughout
Replaced transfer case high range gear set
New Wolf HD wheels, 255/85/R16 BFG T/A KM2 x7
Maxi-Drive drive flanges
Radiator flushed, treated, new thermostat

Logbook review:
Replace front axle assembly – 62615 4/01
Replace rear springs – 66259 8/05
Replace steering box – 69865 12/10
Replace all prop shafts – 73438 5/13
Changed speedo head -- 73438 5/13
Final minor inspection – 1221 3/14
Sold AFM/Grays Online Auction – 6/16
Imported/titled in ND – 4/17


In current configuration, cruises 70 mph on the highway with 2-finger steering. No wobbles, shimmy, unsteadiness with short topping distances. The Garrett turbo makes for easy navigation of congested roads with added acceleration. Interior is MOD with several standard additions such as molded plastic headliner, and recovered seats. All gauges, lights, switches, hand-throttle are operable.

Known issues… The roof hatch, or cupola, has a slight leak, well documented in the log-book. New owner can choose to reseal or replace with glass; currently a non-issue while stored indoors. Front pinion seal leaks, awaiting parts. Right front door lock inop, awaiting parts. Otherwise she’s ready for any adventure.


Currently located in Bismarck, North Dakota
Price includes clear ND Title

Why am I selling? I own two of these, wife says one has to go.

Additional photos available via Dropbox if someone will kindly message me and post the link

IMG_0919.jpgIMG_0909.jpgIMG_0908.jpg
 

Ozark Rover

New member
Thanks, it's a blast to drive. Plan an additional 20 minutes for each stop; always draws a nice crowd. Here's a few more pictures. Once I can post links, I have 60-70 pictures on Dropbox. The next one arrives in a few months, planning a camper conversion. Hopefully the new owner of this one and I can join efforts, I'll need some advice and guidance!

RH.jpgPropshaft.jpgLH.jpgParkinglot.jpg
 

Ozark Rover

New member
Here's a few comments/notable differences pointed out by another LR enthusiast:

-The widened B pillar actually lets one sit comfortably without being shoved against the B pillar.
-The widened body centers the driver on the steering wheel!! Not to mention the extra 4" on each side to fit inside the cab without pushing against the outside of the vehicle.
-The extra width is well hidden, but look between the front grille and the front wing. This width is further hidden by the custom bonnet and cab.
-The dash is much more functional- switchgear, and even a glove box!
-Above the dash, at the ceiling level, is a great built in recessed area for electronics, switches, etc.
-The headliner is custom and I believe it is made out of fiberglass so as to never sag or need refurbished.
-Turbo Izusu engine
-Greatly reinforced and galvanized frame
-etc, etc...

The list is near endless, but at a build cost of $275k/ea, what would you expect?
 

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