Syncro 4&4 Discussion and Q&A last answered over 2 years ago.
You may also want to visit the Wiki(pedia) for a more structured index of T25 repair, maintenance, technical and ownership topics (browse for Syncro links)
You can find further syncro specific information on the Syncronauts website.
HarryMann wrote:
The problem may also be that not enough people are really interested and default to "it's broken, I'll get another"
Have to say that Im in that camp. If my VC doesnt work, I replace it. Im not that interested why it breaks because I can do nothing with the information. I cant repair them. I expect to swap out my VC soon as it has 285000 kms on it. If anyone wants to take it to bits and do a post mortem on it, be my guest.
I have some old brake pads you can do a graph on, they were worn so I changed them for new ones, and some old oil that was old and needed changing too it could make an interesting chart for those interested. I could kick myself that that I didnt ask Aiden for the old bits of sh*te that came out of my old gearbox when that was replaced too and do a thing on them.... "interesting" but completely pointless, they were all worn so new was put in its place
Yep, it's all going a bit Samba, you can tell if it's knackered ususally buy just driving it.
If it's knackered just put a fresh one it, to me this is a simple concept.
No amount of seals, torque measurements etc mean anything, just drive it, if it doesn't work swap it.
Fair enough, all these VC tests for someone who has little experience with syncro and doesn't know what they are meant to be like but once you've driven a shed load of them it's kinda obvious if they work or not.
A syncro soley used for road work will keep it's VC in better condition, one thats used off road will eat it quicker.
it seems to be a case of once the silicon has gone through too many heat cycles you get a stiff one,
This seems very much a thread for engineers and I'm a social worker (be interested to know if there are anymore in 80 90) but... is this a good argument for decouplers - to prolong the life of the VC??
works out a lot cheaper vc £600 billet shaft £25
syncro multivan, syncro caravelle, syncro sika, various t3 and lots of audi's
As with most things in life, people derive satisfaction even pleasure from aspects of the mundane that others find just so.
The world would be a poorer place if this was not so!
80-90: 1053
Syncronauts: 15
T3 Syncro DOKA (makeover nearly finished)
T4 Syncro LWB Panel Van - now departed
T3 Syncro SIKA - deciding whether it's for the chop or worth saving
syncrodoug wrote:As with most things in life, people derive satisfaction even pleasure from aspects of the mundane that others find just so.
The world would be a poorer place if this was not so!
twisting a cold VC can easily be done by jacking one front wheel and putting a torque wrench onto the axle nut. All you'll get is the static/starting friction from the seal rubbing and the plates sliding against one another and the silicone. (and some wheel bearing/diff seal rubbing added in) But try it again after doing a bunch of full-lock turns on a dirt surface until the VC locked up and tires scrub, then see if you can get it into locked mode with a quick twist. Be quick jacking it up as you don't want it to cool off before you retest. Advantage of this is spinning just one turn of the front wheel means either (4.86 x 2) or (4.86/2) turns for the VC, due to the diff action. Sorry, brain is fuzzy about diff behaviour right now. Help! If you can get the VC to lock via manual means, you must have arms like Popeye I suspect, or you will have soon after!
Better would be to get the VC out and inside a bucket, both then solidly fixed to a workbench. Try to torque it with cold water in bucket, then change to boiling water and see if you can get the VC to lock from the heat+torque. I suspect the Dornbroffer test rig is built using a hydraulic motor, so the VC when it locks simply stalls the motor and doesn't break any of the test rig.
I suspect the Dorfbrunnen test rig is built using a hydraulic motor, so the VC when it locks simply stalls the motor and doesn't break any of the test rig.
Yes, or it certainly has a clutch action in there somewhere. Prof. Peschke & others refer to this requirement as well, for quite a few different VC tests.
