Mudlark wrote:Take a look at the specs for the 1984 Passat syncro and I would put money on that format as having been the concept for our T3 Syncro prior to production; the passat syncro was in essence a two knob set up albeit through a single knob with two detents.
For the Passat Syncro concept to have been a format for the T3 syncro VW would have had to engineer a complete new rear gearbox, gear selection method and front diff unit. It was no doubt cheaper to modify the existing box in the same way they modified the Aircooled flat four into the WBX. The VC was a cheap option that is also excellent in use.
I am still not sure where the de-coupler comes into the equation, it doesn't feature in the quantum syncro.
VW used a great deal of looms when you compare an empty panel van to a Carat, for them omitting a wire would have been easy. My bus does not have the rear heated window wires in the roof vent channel. On a hand built vehicle it would have just taken one shout to the man with the loom to wip out the wires surly? How many synros are there? times that by the cost of the wires, plugs and cable ties and someone to install them, would they really want to loose that potential profit saving?
Is someone able to get any info on the pre production syncros that did use decouplers. were the just running a solid shaft? That would have bee the cheapest solution.
It is this mystery around them that adds to the appeal for me. As they sure work well, I like driver input, on an old vehicle it is what makes it charming. On snow and ice seeing what grip you have available in 2wd is sometimes a help. It is fun in 2wd, and and you can use driver skill for as long as it lasts.
Has anyone asked on a german forum for the definitive answer rather than our own interpretations
