Hi Ken,
I’m fundamentally saying that our SYNCRO transmissions have a history of needing to be serviced. Agreed, it's just another wear item that requires maintenance to avoid massive repair costs if else neglected.
I’m gathering that there is a growing shortage of parts. Agreed, it helps a lot though where a local mechanic has long established direct supply source links to Europe, for syncro drivetrain components.
So in the case of solid drive to the front, that is no viscous coupling. Absolutely, it's not. Solid shaft has such reassuring capabilities plus full-on function. Benefits/concerns/obligations/recurring costs
differ to a VC.
If that is what I had that then, I would not be driving it in hard surfaces. Me neither, except straight ahead.
Look at my numbers and see the variation between each of the four wheels on a full lock circle turn. Agreed. Best to avoid doing full lock turns with either VC OR solid shaft. I learnt that from my mechanic. He
said to do 3 point turns instead. Also avoids unnecessary extra stress on front CVs. It's all about drivetrain preservation.
All I see is axle windup, a loaded transmission, and tyres skipping on tight turns. Agreed. Best to avoid being stranded or flat bedded home, due to an otherwise avoidable and inconvenient failure.
What I am saying, I’d have no concern on sand and loose surfaces. Agreed. Me neither for solid shaft.
My SYNCRO only gets it’s VC on when 2WD shows signs of slip, Agreed, also on when anticipating likely slip.
then progressively the VC (solid shaft) is switched on, next the rear diff lock (ok), last of all the front. (n/a)
Perhaps if I faced a swamp, thick loose sand they would all come on before entering. Agreed, given difflocks
take time to engage, it's prudent
to couple all before the event,
not in it.
Extremely wet “soapy” clay, would get the VC and the rear lock before the front lock.
Asking for trouble here!
I’ve been on extremely wet “soapy” clay, where even with all three, the SYNCRO was vectoring along the way at 20 to 30 degrees to the direction of travel. Agreed.
In my case, truly an unnerving experience when all solid shaft engaged 4 wheels unexpectedly lost traction up a grass slope, vectoring helplessly back down the slope. Useful lesson learnt.
My mechanic. My Austrian mechanic worked/trained/qualified/for VAG Europe specialising in syncro drivetrain. I believe he is THE ONLY specialist VAG trained/qualified
syncro drivetrain service/repair/rebuilder in Australia. Also has direct syncro drivetrain supply sources from Europe. The complete package really for all of us syncronutters downunder!
I don’t know whether Michael speaks German or not, Mine does, it sure does help with customers and suppliers.
But he is a specialist Porsche mechanic whose Porsche Cup customers demand the best. Same here on syncro.
He treats me and the Bergmeister the same way. Mine likewise and a nice bloke to boot!
Peter
Ken
Hi Peter,
Re: On the subject of solid shafts, unless you live and drive only on “rough and broken ground”,
look forward to frequent work on your CVs
and the transmission.
Ummmmmm
... correct me if I'm misunderstanding, but you seem to be inferring we shouldn't be driving them on hard surfaces?
Your mechanic you mention, he works on European cars I believe. Does he speak fluent German?
Cheers.
Ken
I did my first 4WD course back in the 90s when the motoring journalist, Chris Mullet was running his 4WD school.
Chris was a little worried at first because front engine 4WD Mazda & Toyota Vans on his course,
had a tendency to want to roll over their front engines on very steep descents.
He was very pleased when he saw the SYNCRO in action.
The SYNCRO is so well balanced, the flat 4 contributing to a lower the centre of gravity.
I’ve also lone some work with Vic Widman the owner of Great Western Tours.
Vic has a training ground down near Batemans Bay on the south Coast.
If Vic was to tell me anything, it would be to pull on the VC now,
and perhaps one or both diff locks as well.
Vic is so highly recognised, he does courses for Defence and the Police.
If you’d like to consider a course of that order, you’ll get him on:
On the subject of solid shafts, unless you live and drive only on “rough and broken ground”,
(Andrew Barton "Banjo” Paterson
- the man from Snowy River),
look forward to frequent work on your CVs and the transmission.
As an aside, it’s not 4WD.
My mechanic has bought new CVs for the BERGMEISTER, my B32 imitation (Porsche/T3).
They are best German.
He tells me there is a lot frequent replacement rubbish available.
When I wanted to do a basic 4wd course they wouldn't accept a Syncro with a VC. They were OK when I explained VC had been removed and solid shaft installed.
Paul.
Sent from my Samsung GALAXY S5 on the Telstra Mobile Network
-------- Original message --------
From: "cathrich1@yahoo.com.au [Syncro_T3_Australia]"
<Syncro_T3_Australia@yahoogroups.com>
Date: 23/05/2018 6:19 PM (GMT+10:00)
To: Syncro_T3_Australia@yahoogroups.com
Subject: Re: [Syncro_T3_Australia] Syncro
info
I like your write up Peter, and is a good way to look at it. From experience in my van, there is not switch from coupled to uncoupled, but a progressive change. So the 6% or 10% would not really matter..
Just on Ken's comments, I think it's a matter of preference what you want out of your Syncro. If you want all out serious off road capability I do not think there is any doubt a solid shaft will out perform a VC. Even an aggressive VC is not a solid connection,
and in critical situations the difference in speed front to rear could mean the difference between stuck or not.
If however you are after a good all round performer and don't want to constantly monitor road surface, if you need to be coupled or not you can't beat a working VC.. It will get you a lot further than a 2WD and it will be a lot safer on wet roads or hard dirt
roads than with a solid shaft (as in you would need to decouple front to rear in these conditions)
The tests are well documented for the VC, but I would think some variation either way in performance will still give you a capable off road van.
I think the terms used commonly today are AWD and 4WD. I would consider a (factory) Syncro to be AWD. However the slip required front to rear is less, and amount of torque the VC will transmit is more than today's road going biased AWD cars.
So the poor Syncro is left in no mans land. Better than today's AWD, but not the same as a 4WD with a locking centre diff.
Richard