vs Touareg


From the moment one I was wondering how the Touareg may be compared to the Vanagon Syncro.

It took some years to understand what is going on.

On the occasion of one publication, I thought that now is the time to make a first attempt.

Here is the publication:  YouTube

And here is my attempt, (moderator approval is pending, for ever I afraid):

"Thank you for your answer.

You see, manufacturers do not like to be under control, (Obsessive Branding Disorder?).

It will was very easy for the V.A.G. to use a clear set for their 4wd systems and not to cover them under generalizations such as "4 motion" which may include any system, Haldex or Quattro.

The term "Syncro", is used more consistently, having, (to the best of my knowledge), only two exceptions, where the Quattro,  is used and it is called Syncro, (the pseudoSyncro Passat b2, (or Quantum for the U.S.A.), and the pseudoSyncro Passat b5), as well as, to the Audi R8 with no "Syncro" badge.

But, in our hearts, all we know that the first 4wd Audi, of the '80s, is a Quattro, and this Torsen system is the “real” Quattro and the "real" Syncro system is that of the Vanagon Syncro, (Transporter/Caravelle for Europe), (or the Golf II for the front engine vehicles).

Now let's go to the Touareg.

You are right. The first generation Touareg is not Quattro neither Syncro.

The second generation, though, is Quattro.

Talking about the first generation, about which the video is, it is a very good system, indeed.

Now, if you like, let’s try a comparison between this VWs unique system vs the Syncro.

Copy paste from here:

After each paragraph, (between parentheses), you can see what the Syncro system does, (the Vanagon Syncro).

"The 1st generation Touareg (internal code: 7L) is produced between 2002 and 2010. The below #1 and #2 descriptions are for the 1st-gen Touareg:

#1. 1st-gen Touareg 4Motion: it uses a planetary gear-set center differential, plus an electronically controlled, multi-plate clutch as the limited slip mechanism. It also has a low range gear. The center differential is manually lockable and this comes as a standard feature; in addition, you can also opt for the optional rear differential lock;

(Syncro: Auto, mechanically, limited slip central differential, (VCT), very low “gelande” gear, rear differential locker, front differential locker, not available for any Touareg edition, (both the latest optional).

#2. The DEFAULT front:rear power split ratio of the planetary gear-set center differential is 38:62, determined by the physical gear ratio. However, VW implemented an “always on” command into the multi-plate clutch control ECU program, which forces the limited slip to be always kicked in, which is sending an extra of 12% of torque to the front wheels by default. This effectively makes the final system power split ratio to be 50:50 under normal driving conditions.

(Syncro: The Default front:rear torque split 5:100 and can be diverted up to 99:100, determined by the road condition. The front differential has a soft engaging physical characteristic. (A common mistake here: to see the torque transferred on the tarmac as the torque capability of the system. By that I mean that when the torque is available on the axle may be or may be not accepted by the tarmac according to the conditions. So the “5” or the ‘’99” are not added to the “100”, and it shows the availability of the torque, only). It never brakes as the Touaregs front here:
The reason why Volkswagen did this was mainly due to the fact that Touareg is sharing its platform and some of the powertrain components with the Porsche Cayenne. Porsche wanted the front/rear power split to be 38:62 on Cayenne, while VW wanted it to be 50:50 on Touareg, and they do not want to design and produce two physically different center differentials (in order to lower the cost). Therefore, Volkswagen came out with this workaround, which uses a mechanical 38:62 center differential, and then tunes it to 50:50 within the software layer.

Because of this “always on” setting on the 1st-gen Touareg limited-slip clutch, the electric motor that operates the clutch pack is under heavy workload constantly, which leads to premature wear. It has been reported by some users that their 1st-gen Touareg need to replace the electric motor every 2-3 years."

(Syncro: no electrics/electronics engaged, no parts to  malfunction under difficult on/off road conditions).

end of the article excerpt

But there are more.

The Syncro has primary and secondary axles. By that notion is described the continuous, direct drive, through gears, of the main axle, (front or rear), and the soft, trouble free, engagement of the secondary.  This gives a tremendous advantage, vs many other systems, where the power is distributed through any kind of differential, in terms of torque availability, which is 100%, permanently, to the main axle, and durability. The Touareg I & II needs the help of electronics otherwise the power is escaping to the axle with the less traction.

And the spontaneous, basic, function of a system, without the helping accessories, has its importance as we already saw.

Now can you imagine, a 2300 kgr car, (with rear and central locker) vs a 1800 kgr car (with rear, central and front locker)?

The Bild tested both of them and found the Vanagon Syncro much more capable off the road, (still I am trying to find this test)."