b35i, (Syncro), active safety.

#1 Four wheel tracking. (4wt)

What VW said about its 4wt, for the Passat b3:

The above statement is from this brochure for the U.S.A. market:

(click to enlarge)

In nowadays, when the interest for the 4ws is, again, growing up, we can ask if this proposition is correct or it is, just, another marketing trick.

For the, inspired, every day driver, after 25 years, with the active 4ws systems, of the era, being out of order, although they consumed tremendous amounts of tries, (time/money/know-how), for their good health, it is absolutely true.

The VW's 4wt, on my Passat Syncro g60, works perfectly at 290.000 km., 25 years after, demanding nothing, offering the God's iron arm, which keeps the car on it's track, under, almost, any circumstances, without any energy waste.

And it is perfectly combined with the 4wd and the rear axle working as a secondary power axle, (throughout the VCT), since many, powerful,  rear or 4x4 wheel drive, 4ws cars, had a lot of problems, because the simultaneous application of  the power and  the steering on the same rear, hydro-electronically controlled, axle, caused some unwanted phenomena in terms of accuracy and maintenance.


This is the 4wt system and the way, (+, -, within some degrees), it works:




A system which is effective, simple, and bulletproof. (And electronics free...).

(Front suspension/sub-frame exactly identical to Corrado's).



What is NSRR?

By Phil Matthews

September 1995
You have probably heard this term applied to various newer model cars, as in: "Yeah, well mine's got NSRR." Owners of all water-cooled VWs can boast it, as well as owners of later Superbugs. But what is it?
Negative Steering Roll Radius (I'll call it NSRR from here on to save my typing fingers), is an arrangement of the front suspension components that places each front wheel's pivot point outside the centre of the tyre's axis. Huh?
Consider your front wheels pointing in a straight line (we'll assume no toe-in for simplicity). The central axis of the wheels, the one they revolve around, passes through both wheels and should be exactly 90 degrees to the direction of the car's motion, just as if they were joined by a solid axle all the way across.
Now think about what happens when you turn the steering wheel. Traditionally the wheels pivot around the steering knuckle as they start to point left or right, and of course the steering knuckle is closer to the centre of the vehicle than the centre of the tyre is. The effect is that the tyre will actually follow an arc as it moves from left to right.
You can visualise this by thinking of the little circlip on the end of the speedo cable on a link-pin Beetle's left front wheel. As you turn left, the circlip (and the wheel too, of course) will move backwards and in towards the inner mudguard. Centre the steering wheel and turn right, and the circlip comes out and forward, reaches maximum outer position at the straight ahead, then continues forward and in towards the headlight bucket as you turn right. In effect, our circlip is the very outer marker of the arc the wheel is describing.
NSRR is exactly the opposite. The suspension components are arranged in such a way that the circlip now becomes the CENTRE of the wheel's turning arc – it’s outside the tyre's axis rather than inside at the steering knuckle.
OK, now imagine turning left with NSRR. This time, the circlip stays where it is and the wheel moves around it - the front of the wheel comes out and the back goes in.
What does all this achieve? NSRR helps the driver maintain control when one front tyre has significantly poorer traction than the other. This might occur when braking hard while turning a corner, when one wheel drops off on the road, or when one front tyre blows out.
When a conventional car encounters such a situation where one front wheel has much greater traction, that wheel will also have the greater stopping power. If this occurs, the car will tend to pivot around that tyre. NSRR makes the front wheels want to return to centre - to oppose the pivoting force, helping the driver maintain directional control, even though one wheel has much greater traction than the other. The result is a tendency to stop in a straighter line.

Club VeeDub, Sydney.


#2 Spoiler.

From the 1990 Canadian/English brochure: the only explanation I have found about the rear spoiler.  

#3 Visibility.

Another point with tremendous importance: visibility: