VC and Tyres

1

For the benefit of our newer members and those who have just acquired their first Syncro, I must point out that it is essential that the wear on the front and rear tyres be kept within just a few percent of each other.  If the difference is allowed to become greater, one axle is trying to run at a higher or lower speed than the other.  Since the VC begins to operate when it detects the speed difference, it operates continuously, which leads to premature wear and a much shorter service life.

There is a process for accurately determining the tyre sizes in the Files.  Note that this is a measurement of the loaded radius / circunference of the tyres, NOT the free state. 

Les

2
according to information given to me by mullers in sydney the vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes a different rotation speed of the wheels similar to wheel slip, so the statement that country vehicles do not have problems seems to bear this out, comments please
 
bob  vw4x4
3
That sounds 100% correct to me.


> Bob Dale <rcdale@bigpond.com> wrote:
>
> according to information given to me by mullers in sydney the vc is
> engaged when turning as the inner and outer radius of the turning circle
> vary and this causes a different rotation speed of the wheels similar to
> wheel slip, so the statement that country vehicles do not have problems
> seems to bear this out, comments please
>
> bob vw4x4
4
Bob and ALL,
 
I'd like a dollar for every post I've read here and on the US syncro forum over the past 4 years concerning VC functionality. For every description posted, there often follows an alternate or contrary view, leaving readers searching for VC understanding even more confused.
 
So much so has this topic periodically raised the hackles of protagonists, I recall Jim Davis, head honcho of US syncro forum, announcing finally in frustration that he was going to put this issue to bed once and for all by contacting a person he knew with standing in the world of VC design and procure that persons succinct and accurate description of the inner workings of a VC and how that then translates for functionality/pitfalls in our syncros. This was quite some time ago, say one or two years.
 
Did I miss it? I'm unaware it ever saw the light of day. If it did, I for one would love to read it.
 
So now to comment on Bobs post, as invited ....
 
Isn't it clearer and sufficient for laymen to say that ...
 
"A (within factory spec) VC constantly monitors revolution of its input and output shafts. Hence for ANY driving circumstance, the VC engages/disengages front wheel drive effort in accordance with detected difference/similarity of shafts revolution."
 
The VC is a wear component with a limited service life. VAG recommends replacement every 100,000 klms, I assume so as to keep the system in spec. How many owners ignore that advice and so prematurely experience drivetrain components failure?
 
Non factory spec issues that muddy the waters for readers of the VC topic (but still useful to understand) are usually for example ... different size tyre dimensions/loadings, mixed tyres, mixed tyre pressures, passive/aggressive worn VCs, old-new, rebuilt-standard, rebuilt-aggressive VCs, constant/slow/nil VC function, conjecture about turn binding, cooked/leaked silicone fluid, solid shaft vs VC alternatives, etc. etc. ad nauseum. A smorgasboard of peripheral issues, most of which contribute to early drivetrain components failure. To offset these and other issues, installing a decoupler makes sense and is "good insurance".
 
I've left most of these issues behind. For Oz, I prefer 2WD mostly, certainly for hard surfaces and mostly for loose surfaces. By choice, I reserve the very costly to repair/replace 4WD drivetrain componentry/function only for when in my view it is required. Just ask those who have lately and will continue to spend in the future a fortune on transaxle/CV rebuilds, replacement VC etc. At times like that, it tends to focus the mind a tad .. is constantly available 4WD function in its varying new/worn states .... affordable? Is constantly applying added stress to the drivetrain simply for driving down to the local shops ... all that necessary?
 
Cheers.
Ken  
 


To: Syncro_T3_Australia@yahoogroups.com
From: rcdale@bigpond.com
Date: Wed, 21 Apr 2010 10:27:41 +1000
Subject: [Syncro_T3_Australia] VC and Tyres

 
according to information given to me by mullers in sydney the vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes a different rotation speed of the wheels similar to wheel slip, so the statement that country vehicles do not have problems seems to bear this out, comments please
 
bob  vw4x4



Meet local singles online. Browse profiles for FREE!
5
re
 Is constantly applying added stress to the drivetrain simply for driving down to the local shops ... all that necessary?
 
I'm with ya there all right !
yes a huge percetage of the time you don't need AWD.
 
here are the advantages I see to having a decoupler -
( and I recommend keeping the VC, that than replacing it with a solid shaft when one has a decoupler...
unless 'totaly extreme absolute' off road peformance is the main goal )
 
with a decoupler ..
there's less strain on the whole drivetrain of course.
 
You do not have to be finatical about keeping 5 evenly worn tires of identical size and wear in case you get a flat. I'm sure you can run a differnt size tire on the rear, with rear differential not locked, and decoupler preventing drive to front .
 
if you need to get towed by a common tow truck.. the whole van dones't need to be flat bedded...
just tow it on two wheels in neutral like a normal car, with decoupler in 2WD mode.
 
I think they feel more secure on the road at speed in AWD btw.
And I don't think fuel milage is especially better in 2WD that AWD .
Still having a decoupler on a syncro gives you more options...
and should be easier on the ( expensive ) drivetrain too.
 
I would just keep the VC so you can have one-pavement AWD driving if you want, like in rain say.
 
if I remember right ...they default to 2WD ..so you need vaccum to get AWD.
also ....'real hardcore' syncro nuts ..
when they get a set of tires ...they buy 6.
then they do a 6 tire rotation pattern.
The reason for that is, if you totally damage a tire to it's unusable...you still have 5 evenly worn, mathcing tires, so your spare is identical to the rest.
I saw a guy who said he ran a different size tire for a spare in the front for 50 miles ...and it just ripped out a front CV joint.
I'm surprised there there isn't more leeway regarding tire size match-ment ( if that's a word ) .
 
Scott
 
 
----- Original Message -----
Sent: Wednesday, April 21, 2010 10:05 AM
Subject: RE: [Syncro_T3_Australia] VC and Tyres

 

Bob and ALL,
 
I'd like a dollar for every post I've read here and on the US syncro forum over the past 4 years concerning VC functionality. For every description posted, there often follows an alternate or contrary view, leaving readers searching for VC understanding even more confused.
 
So much so has this topic periodically raised the hackles of protagonists, I recall Jim Davis, head honcho of US syncro forum, announcing finally in frustration that he was going to put this issue to bed once and for all by contacting a person he knew with standing in the world of VC design and procure that persons succinct and accurate description of the inner workings of a VC and how that then translates for functionality/ pitfalls in our syncros. This was quite some time ago, say one or two years.
 
Did I miss it? I'm unaware it ever saw the light of day. If it did, I for one would love to read it.
 
So now to comment on Bobs post, as invited ....
 
Isn't it clearer and sufficient for laymen to say that ...
 
"A (within factory spec) VC constantly monitors revolution of its input and output shafts. Hence for ANY driving circumstance, the VC engages/disengages front wheel drive effort in accordance with detected difference/similari ty of shafts revolution."
 
The VC is a wear component with a limited service life. VAG recommends replacement every 100,000 klms, I assume so as to keep the system in spec. How many owners ignore that advice and so prematurely experience drivetrain components failure?
 
Non factory spec issues that muddy the waters for readers of the VC topic (but still useful to understand) are usually for example ... different size tyre dimensions/loadings , mixed tyres, mixed tyre pressures, passive/aggressive worn VCs, old-new, rebuilt-standard, rebuilt-aggressive VCs, constant/slow/ nil VC function, conjecture about turn binding, cooked/leaked silicone fluid, solid shaft vs VC alternatives, etc. etc. ad nauseum. A smorgasboard of peripheral issues, most of which contribute to early drivetrain components failure. To offset these and other issues, installing a decoupler makes sense and is "good insurance".
 
I've left most of these issues behind. For Oz, I prefer 2WD mostly, certainly for hard surfaces and mostly for loose surfaces. By choice, I reserve the very costly to repair/replace 4WD drivetrain componentry/ function only for when in my view it is required. Just ask those who have lately and will continue to spend in the future a fortune on transaxle/CV rebuilds, replacement VC etc. At times like that, it tends to focus the mind a tad .. is constantly available 4WD function in its varying new/worn states .... affordable? Is constantly applying added stress to the drivetrain simply for driving down to the local shops ... all that necessary?
 
Cheers.
Ken  
 


To: Syncro_T3_Australia @yahoogroups. com
From: rcdale@bigpond. com
Date: Wed, 21 Apr 2010 10:27:41 +1000
Subject: [Syncro_T3_Australi a] VC and Tyres

 
according to information given to me by mullers in sydney the vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes a different rotation speed of the wheels similar to wheel slip, so the statement that country vehicles do not have problems seems to bear this out, comments please
 
bob  vw4x4



Meet local singles online. Browse profiles for FREE!

6
> The VC is a wear component with a limited service life. VAG recommends
> replacement every 100,000 klms,


Now that sounds like an urban myth.
7
When I purchased my Syncro from a respected Swiss mechanic he asked the question " Do you want to keep this syncro for a long time ". To which I answered "yes of course". "Then you should fit a decoupler, it will save you much expense for cv joints and drivetrain ".
So I did. Best investment I have made.
Makes the bus beautiful to drive in a city carpark or on a hell track. And I still have a good drivetrain @ 280k.
I find it hard to understand why this wasn't a standard item, together with a diff lock.
Mark

--- In Syncro_T3_Australia@yahoogroups.com, "Bob Dale" <rcdale@...> wrote:
>
> according to information given to me by mullers in sydney the vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes a different rotation speed of the wheels similar to wheel slip, so the statement that country vehicles do not have problems seems to bear this out, comments please
>
> bob vw4x4
>
8

Hi All

 

Struth can’t believe the robust discussion that has taken place after I replied to Craig’s e-mail about diff locks. What a wealth of information and variety of view points. We would like to sincerely thank everyone for their input recognising that such will negate our doing some hard yards.

 

Can I try to summarise.

 

Diff Locks are an advantage that enhances the capabilities of an already very capable vehicle; hence the manufacturers instillation. A diff lock box can be fitted to non diff lock Syncro’s.. The high cost is a personal choice dependant on one’s perceived need and actual use of the vehicle. The best time to fit such would be when the existing gear box requires attention.

 

This may be sooner rather than later without proper care of the VC. The VC is the unit responsible for automatically giving the Syncro its 4WD capabilities. It is essential to follow a rigorous routine re tyre choice, pressure and rotation; correct specs for wheel alignments, correct driving/toeing procedures for continued correct operation of the VC. Failure to do so may reduce the life expectancy of the VC with such becoming either aggressive or passive and/or result in premature damage to other components of the drive train. Installation of a decoupler is seen as a preventative measure that protects both the retained VC and other components of the drive train. Once fitted the decoupler is manually operated in need by the driver.   

 

If I have this right installing a preventative measure such as a decoupler seems like a good idea?

Does anyone in Oz supply decouplers and know the cost of the unit and fitting?

 

B well

col

9
The lack of a standard decoupler would be a cost issue I'm sure. The syncros cost a fortune to build I believe

On 22/04/2010, at 10:15 AM, m.mullet wrote:

I find it hard to understand why this wasn't a standard item, together with a diff lock. 

10

Col,

For a new Syncro owner, the summary is excellent.

Decouplers are available from several sources and come in two varieties, one with a needle roller bearing and one without.  The needle roller variety is the better.  Some suppliers require that the old nose casting of the gearbox be supplied as a change-over, others don’t.

We have a member in Belgium who supplies decouplers, Mike Plompen.  His website is: http://www.busman.be/

Les

 

From: Syncro_T3_Australia@yahoogroups.com [mailto: Syncro_T3_Australia@yahoogroups.com ] On Behalf Of Col Hadley
Sent: 22 April 2010 10:22
To: Syncro_T3_Australia@yahoogroups.com
Subject: RE: [Syncro_T3_Australia] VC and Tyres 

 

Hi All

Struth can’t believe the robust discussion that has taken place after I replied to Craig’s e-mail about diff locks. What a wealth of information and variety of view points. We would like to sincerely thank everyone for their input recognising that such will negate our doing some hard yards.

Can I try to summarise.

Diff Locks are an advantage that enhances the capabilities of an already very capable vehicle; hence the manufacturers instillation. A diff lock box can be fitted to non diff lock Syncro’s.. The high cost is a personal choice dependant on one’s perceived need and actual use of the vehicle. The best time to fit such would be when the existing gear box requires attention.

This may be sooner rather than later without proper care of the VC. The VC is the unit responsible for automatically giving the Syncro its 4WD capabilities. It is essential to follow a rigorous routine re tyre choice, pressure and rotation; correct specs for wheel alignments, correct driving/toeing procedures for continued correct operation of the VC. Failure to do so may reduce the life expectancy of the VC with such becoming either aggressive or passive and/or result in premature damage to other components of the drive train. Installation of a decoupler is seen as a preventative measure that protects both the retained VC and other components of the drive train. Once fitted the decoupler is manually operated in need by the driver.   

If I have this right installing a preventative measure such as a decoupler seems like a good idea?

Does anyone in Oz supply decouplers and know the cost of the unit and fitting?

B well

col

11
Col,
Ben Croft, a member here, recently purchased a German decoupler kit from a supplier in US. I believe the supplier is a member here also.
Ben fitted the decoupler himself, it helped a lot that he already had a rear diflock setup onboard. You might contact Ben for feedback on his experiences. This matter has been the subject of recent postings, including the stated preparedness of the US supplier to separate the components into 2 separate packages so as to avoid Oz import duties which apply once a declared value of a parcel plus shipping costs exceed $AU1000 on entry. So you pay a bit extra for shipping 2 parcels but you end up in front by avoiding Oz import duties. With a favourable exchange rate around the world, now is the time to buy.

If however you presently have a syncro without a rear diflock, then it gets a whole lot more complicated as you also need to source and fit the complete electrical, vacuum, vacuum reservoir, control panel, switches etc., etc., components kit, also you need the knowledge as to how and where to fit everything to get the decoupler functioning. Of course, once this kit is fitted, then the front and rear diflocks "integrate" into that setup as well. None of this is easy though, especially if you're starting with a "blank page". I'm sure there are others here who can relay their frustrating experiences concerning overseas sourcing and when fitting their install kit, find that necessary install parts are missing/broken/wrong and/or don't understand where kit parts install.
 
On the East coast, it is possible to have everything you require supplied and fitted by an expert in this field, customers get a peace of mind install and the advantage of the installer knowing precisely what is required and what needs sourcing to complete this project and done professionally and it works first time. I know because that was my experience with him.
 
Food for thought. Enjoy.
 
Cheers.
Ken
 
 
To: Syncro_T3_Australia@yahoogroups.com
From: cwhadley@optusnet.com.au
Date: Thu, 22 Apr 2010 10:21:59 +1000
Subject: RE: [Syncro_T3_Australia] VC and Tyres

 

Hi All

 

Struth can’t believe the robust discussion that has taken place after I replied to Craig’s e-mail about diff locks. What a wealth of information and variety of view points. We would like to sincerely thank everyone for their input recognising that such will negate our doing some hard yards.

 

Can I try to summarise.

 

Diff Locks are an advantage that enhances the capabilities of an already very capable vehicle; hence the manufacturers instillation. A diff lock box can be fitted to non diff lock Syncro’s.. The high cost is a personal choice dependant on one’s perceived need and actual use of the vehicle. The best time to fit such would be when the existing gear box requires attention.

 

This may be sooner rather than later without proper care of the VC. The VC is the unit responsible for automatically giving the Syncro its 4WD capabilities. It is essential to follow a rigorous routine re tyre choice, pressure and rotation; correct specs for wheel alignments, correct driving/toeing procedures for continued correct operation of the VC. Failure to do so may reduce the life expectancy of the VC with such becoming either aggressive or passive and/or result in premature damage to other components of the drive train. Installation of a decoupler is seen as a preventative measure that protects both the retained VC and other components of the drive train. Once fitted the decoupler is manually operated in need by the driver.   

 

If I have this right installing a preventative measure such as a decoupler seems like a good idea?

Does anyone in Oz supply decouplers and know the cost of the unit and fitting?

 

B well

col



Meet local singles online. Browse profiles for FREE!
12
 
re
vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes circle vary and this causes a different rotation speed of the wheels similar to wheel slip, "
 
Man, there is a lot of misinformation about syncro's and VC's.
 
let's start here :
When a 4 wheel vehicle goes around a turn...all four wheels travel a different distance.
it is well know that on each axle, the outer tyre will travel further than the inner one.
That's 'normal differential action.'
there is a front and a rear differential.
The rear is often a locker.
You can fit a front locking differential too.
 
AND............the front and rear tyres travel different distances, as well, in a turn. So there is a difference front-to-rear , axle to axle, as well as side-to-side on each axle. .
So ...if you're  not on some soft or slippery surface....there will be some binding if there is not some 'give' front to rear going around a turn. .
This is one of the functions of the VC. -it  allows some slippage front-to-rear as needed, as in turns on pavement.
 
the nature of the device is that fluid between discs normally allows 'some' give, or difference in speed/distance/  front-to-rear.
If that differnce starts getting to be a lot...
say the rear tyres start spinning go up a hill on a soft surface, ...the fluid 'locks up' some ....making drive go to both ends of the vehicle.
 
The VC doesn't allow 'full,  complete' differences in speed/distance front-to-rear, which is why when things are all warmed up , and you do a tight u-turn on pavement, you feel the binding. It never gets to 'no resistance front-to-rear ..there is always some .
 
and when you feel that resistance  sor slight binding ( feels like the parking brake is on , in a tight u-turn on dry pavement, with things well warmed up )
it is front-to-rear binding, trust me.
 
it's not anything to do with the different speed/distance of the inner and outer tyres..
that is taken care of in the regualar  'spider gear type' 'open' differentials in the front and rear axles.
The rear one usually has a locking feature ..
'bening Locked' ..... means both rear wheels turn the same distance in a turn ..'no matter what' ...
it's like one solid rear axle, whicih is why you feel binding if you do a turn on dry pavement with the rear diff locked.
 
Think of the VC as acting only between  front and rear axles. It is not a 'limited slip differential' for the front axle ...
nothing like that at all.
It is a limited slip device between the front and rear axles, that allows some difference in speed, but not too much ...
and the more differnce in speed, the more it is supposed to grab and make it more like a solid connection, front-to-rear.
 
I could say more, but that'll do it for now.
and absolutely ....a decoupler reduces stress on CV joints and gearbox when it's in 2WD mode.
 
Scott
 
----- Original Message -----
From: m.mullet
Sent: Wednesday, April 21, 2010 5:15 PM
Subject: [Syncro_T3_Australia] Re: VC and Tyres

 

When I purchased my Syncro from a respected Swiss mechanic he asked the question " Do you want to keep this syncro for a long time ". To which I answered "yes of course". "Then you should fit a decoupler, it will save you much expense for cv joints and drivetrain ".
So I did. Best investment I have made.
Makes the bus beautiful to drive in a city carpark or on a hell track. And I still have a good drivetrain @ 280k.
I find it hard to understand why this wasn't a standard item, together with a diff lock.
Mark

--- In Syncro_T3_Australia @yahoogroups. com, "Bob Dale" <rcdale@...> wrote:
>
> according to information given to me by mullers in sydney the vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes a different rotation speed of the wheels similar to wheel slip, so the statement that country vehicles do not have problems seems to bear this out, comments please
>
> bob vw4x4
>

13
The decoupler is not a complicated or expensive device to fit during manufacture.
 
I think they wanted to emphasize the full time AWD nature and capabilities of the vehicle.
 
or they wanted to make it Idiot Proof, so it could act like 2WD most of the time, and be AWD the rest of the time. with little input from the driver, or at least have that capability.
 
About DeCpouler versus full time AWD with VC -
there is also a Significant Safety Reason  to operate in  full time automatic AWD ....
and that is, having the front and rear axles connected mechanically, gives a natural ABS brake affect.
 
in 2WD ......on any 4 wheel 2WD vehicle.......if you really get on the brakes for all they'll deliver ...one end or the other will lock up .
Once some tyres or an axle locks up ..
you've reached the limit of braking that can be attained ...even if say, the non-locked wheels have traction and could slow down the vehicle more, if only the other end wasn't locked up.
And of course ... a locked front tyre has no steering ability ....it's just a 'puck' sliding on a surface..
Many cars have slid right into trees or whatever...
with front tyres locked,. and the driver wasn't smart enough to get the steering back by letting off the brakes some.
So having one end or the other lock up under heavy braking is a bad thing.
 
so ...you connect front and rear axles mechanically ...
one end isn't going to tend to lock up under heavy braking, because the other end is helping to keep things turning on the first end. .
 
So a syncro in AWD mode is a safer vehicle than it is when in 2WD.
 
Driving a late model syncro van with Subaru SVX engine that I installed it , along with freshly rebuilt gearbox with DeCoupler ...
and nicely, you can shift from 2WD to AWD and back, on the fly.
So ...driving on the Interstate Freeway at 70 mph ...about 120 kph ......straight road, dry pavement .......
the van 'felt more stable' in AWD than in 2WD.  I'd go back and forth ....yup, felt a little more stable in fast cruise in AWD mode.
 
So 2WD is less stress on things  , and AWD is 'idiot proof' some, and better under  heavy braking ....
'ideally' the VC was supposed to give it the best of both worlds..
a very transparent device that would give AWD with no penalties or downsides.
But in the real world the VC gets aggressive after a while sometimes...
it's rougher on the drivetrain.
tyre size and type have to match very, very well.
You ruin a tire with say, 50K kilometers on the set ...you really should, or must,  get 4 new identical tires. Not just one new one of the same type.
 
in modern cars they have accomplished what the VC does with fluids and plates , with electronics ..
and ..
well...now, electronics and drive trains have come so far, that modern active rear differentials will apply more power to the outside rear wheel coming out of a curve under power ....never mind systems like Electronic Stability Control.
Lots of electronics are getting between the driver and the tyre contact patches these days, that's for sure.
AND ...
the syncro did that without electronics at all, anywhere in the drivetrain, ...just engine management. Maybe cruse control, but nothing electronic about power distribution, traction, etc. ...pretty brilliant for the era..
and most magically, still valid and capable today as ever  ! 
 
Scott
 
----- Original Message -----
Sent: Wednesday, April 21, 2010 5:35 PM
Subject: Re: [Syncro_T3_Australia] Re: VC and Tyres

 

The lack of a standard decoupler would be a cost issue I'm sure. The syncros cost a fortune to build I believe


On 22/04/2010, at 10:15 AM, m.mullet wrote:

I find it hard to understand why this wasn't a standard item, together with a diff lock. 

14
Howzit,all the info about VCs and their function and duty cycle are recorded in the files section of this forum.Sometimes opinions, on this issue must leave some people confused.(VC-Very Confusing).


--- In Syncro_T3_Australia@yahoogroups.com, Ken Garratt <unclekenz@...> wrote:
>
>
> Bob and ALL,
>
> I'd like a dollar for every post I've read here and on the US syncro forum over the past 4 years concerning VC functionality. For every description posted, there often follows an alternate or contrary view, leaving readers searching for VC understanding even more confused.
>
> So much so has this topic periodically raised the hackles of protagonists, I recall Jim Davis, head honcho of US syncro forum, announcing finally in frustration that he was going to put this issue to bed once and for all by contacting a person he knew with standing in the world of VC design and procure that persons succinct and accurate description of the inner workings of a VC and how that then translates for functionality/pitfalls in our syncros. This was quite some time ago, say one or two years.
>
> Did I miss it? I'm unaware it ever saw the light of day. If it did, I for one would love to read it.
>
> So now to comment on Bobs post, as invited ....
>
> Isn't it clearer and sufficient for laymen to say that ...
>
>
>
> "A (within factory spec) VC constantly monitors revolution of its input and output shafts. Hence for ANY driving circumstance, the VC engages/disengages front wheel drive effort in accordance with detected difference/similarity of shafts revolution."
>
> The VC is a wear component with a limited service life. VAG recommends replacement every 100,000 klms, I assume so as to keep the system in spec. How many owners ignore that advice and so prematurely experience drivetrain components failure?
>
>
>
> Non factory spec issues that muddy the waters for readers of the VC topic (but still useful to understand) are usually for example ... different size tyre dimensions/loadings, mixed tyres, mixed tyre pressures, passive/aggressive worn VCs, old-new, rebuilt-standard, rebuilt-aggressive VCs, constant/slow/nil VC function, conjecture about turn binding, cooked/leaked silicone fluid, solid shaft vs VC alternatives, etc. etc. ad nauseum. A smorgasboard of peripheral issues, most of which contribute to early drivetrain components failure. To offset these and other issues, installing a decoupler makes sense and is "good insurance".
>
> I've left most of these issues behind. For Oz, I prefer 2WD mostly, certainly for hard surfaces and mostly for loose surfaces. By choice, I reserve the very costly to repair/replace 4WD drivetrain componentry/function only for when in my view it is required. Just ask those who have lately and will continue to spend in the future a fortune on transaxle/CV rebuilds, replacement VC etc. At times like that, it tends to focus the mind a tad .. is constantly available 4WD function in its varying new/worn states .... affordable? Is constantly applying added stress to the drivetrain simply for driving down to the local shops ... all that necessary?
>
> Cheers.
> Ken
>
>
>
>
>
>
>
> To: Syncro_T3_Australia@yahoogroups.com
> From: rcdale@...
> Date: Wed, 21 Apr 2010 10:27:41 +1000
> Subject: [Syncro_T3_Australia] VC and Tyres
>
>
>
>
>
>
> according to information given to me by mullers in sydney the vc is engaged when turning as the inner and outer radius of the turning circle vary and this causes a different rotation speed of the wheels similar to wheel slip, so the statement that country vehicles do not have problems seems to bear this out, comments please
>
> bob vw4x4
>
>
>
>
>
> _________________________________________________________________
> Browse profiles for FREE! Meet local singles online.
> http://clk.atdmt.com/NMN/go/150855801/direct/01/
>
15
Col,If you decided to fit a decoupler,I would recomend a German design,from Florian Speier in the States.His kits come with everything you need(if you have r/difflock),and is bolt-on drive away.After duty it cost about $1200,i fitted it myself,it took me 5 hrs to fit.
I rekon the decoupler is worth every cent.

--- In Syncro_T3_Australia@yahoogroups.com, Ken Garratt <unclekenz@...> wrote:
>
>
> Col,
> Ben Croft, a member here, recently purchased a German decoupler kit from a supplier in US. I believe the supplier is a member here also.
> Ben fitted the decoupler himself, it helped a lot that he already had a rear diflock setup onboard. You might contact Ben for feedback on his experiences. This matter has been the subject of recent postings, including the stated preparedness of the US supplier to separate the components into 2 separate packages so as to avoid Oz import duties which apply once a declared value of a parcel plus shipping costs exceed $AU1000 on entry. So you pay a bit extra for shipping 2 parcels but you end up in front by avoiding Oz import duties. With a favourable exchange rate around the world, now is the time to buy.
>
> If however you presently have a syncro without a rear diflock, then it gets a whole lot more complicated as you also need to source and fit the complete electrical, vacuum, vacuum reservoir, control panel, switches etc., etc., components kit, also you need the knowledge as to how and where to fit everything to get the decoupler functioning. Of course, once this kit is fitted, then the front and rear diflocks "integrate" into that setup as well. None of this is easy though, especially if you're starting with a "blank page". I'm sure there are others here who can relay their frustrating experiences concerning overseas sourcing and when fitting their install kit, find that necessary install parts are missing/broken/wrong and/or don't understand where kit parts install.
>
> On the East coast, it is possible to have everything you require supplied and fitted by an expert in this field, customers get a peace of mind install and the advantage of the installer knowing precisely what is required and what needs sourcing to complete this project and done professionally and it works first time. I know because that was my experience with him.
>
> Food for thought. Enjoy.
>
> Cheers.
> Ken
>
>
>
>
> To: Syncro_T3_Australia@yahoogroups.com
> From: cwhadley@...
> Date: Thu, 22 Apr 2010 10:21:59 +1000
> Subject: RE: [Syncro_T3_Australia] VC and Tyres
>
>
>
>
>
>
> Hi All
>
>
> Struth can't believe the robust discussion that has taken place after I replied to Craig's e-mail about diff locks. What a wealth of information and variety of view points. We would like to sincerely thank everyone for their input recognising that such will negate our doing some hard yards.
>
> Can I try to summarise.
>
> Diff Locks are an advantage that enhances the capabilities of an already very capable vehicle; hence the manufacturers instillation. A diff lock box can be fitted to non diff lock Syncro's.. The high cost is a personal choice dependant on one's perceived need and actual use of the vehicle. The best time to fit such would be when the existing gear box requires attention.
>
> This may be sooner rather than later without proper care of the VC. The VC is the unit responsible for automatically giving the Syncro its 4WD capabilities. It is essential to follow a rigorous routine re tyre choice, pressure and rotation; correct specs for wheel alignments, correct driving/toeing procedures for continued correct operation of the VC. Failure to do so may reduce the life expectancy of the VC with such becoming either aggressive or passive and/or result in premature damage to other components of the drive train. Installation of a decoupler is seen as a preventative measure that protects both the retained VC and other components of the drive train. Once fitted the decoupler is manually operated in need by the driver.
>
> If I have this right installing a preventative measure such as a decoupler seems like a good idea?
> Does anyone in Oz supply decouplers and know the cost of the unit and fitting?
>
> B well
> col
>
>
>
> _________________________________________________________________
> Browse profiles for FREE! Meet local singles online.
> http://clk.atdmt.com/NMN/go/150855801/direct/01/
>
16
Sent from my mobile device

On Apr 22, 2010, at 6:56 AM, "bencroft96" <bencroft96@yahoo.com> wrote:

> Col,If you decided to fit a decoupler,I would recomend a German
> design,from Florian Speier in the States.His kits come with
> everything you need(if you have r/difflock),and is bolt-on drive
> away.After duty it cost about $1200,i fitted it myself,it took me 5
> hrs to fit.
> I rekon the decoupler is worth every cent.


I can personally vouch for Florian. He is a friend and upstanding
citizen in the Vanagon community here in the States. We are almost
neighbours as he lives just across the San Francisco Bay. Last I spoke
with him, he was moving 2-3 States north of California. That shouldn't
matter on shipping to OZ. Only those of us formerly local to Florian
will be affected. Especially since tight delayed my decoupler
purchase. On a business level, Flo and I have purchased parts from
each other with more than satisfactory results.

In fact, I introduced Florian to membership in this group. Please do
not confuse him with another Florian involved with Syncros. Florian
Lemke in Germany is one of the most unscrupulous vendors of Syncro
parts I have ever encountered.


Regards,


BenT
17

Is Rudi P @ Bribie Island QLD still fitting De-Couplers at a price??

 
18

Bartley,

You could try phoning him.  See Workshop list in the Database.

Les

 

From: Syncro_T3_Australia@yahoogroups.com [mailto: Syncro_T3_Australia@yahoogroups.com ] On Behalf Of Bartley Olsen
Sent: 23 April 2010 17:09
To: Syncro_T3_Australia@yahoogroups.com
Subject: Re: [Syncro_T3_Australia] Re: VC and Tyres and Decouplers

 

 

 

Is Rudi P @ Bribie Island QLD still fitting De-Couplers at a price??


 

19

Hi All

 

Just wanted to thank everyone for taking the time to respond to my ??’s about VC’s and diff locks.

 

B well

col