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From info I found on Vortex a while back, the Mk5 Haldex rear diff has a more advanced controller built into the diff. This controller has many advantages if you know how to access and program it. The negative side to these rear diffs is that the ring gear is now welded to the center section, preventing installation of a LSD unit.
Give us some details abut your car! TT225 Passat Syncro swaps are very rare here in Quebec. I own one, and I know of two others. A blue wagon in Sherbrooke, and a blue sedan in Brossard, both of which I supplied some of the parts.
Google results will depend on what region you are from. I did a search on the following google sites and came up with different results for the word “syncro”
What is impressive is that vwsyncro.co.uk generally ranks quite high in the search results irregardless of what search engine you use.
google.ca
Google.com
google.co.uk
google.dequote:
Originally posted by ld50Also jsut fixed the rest of the dud links you mentioned marcusn. The onyl one I left is syncromotive.com sicne that’s one of our members’ sites and I’m hoping it will be back soon
Well, considering that I just renewed the syncromotive.com domain registration for another 9 years, I guess I need to find a permanent host and do something positive with it! [
]The only reason that the site is down is because I never pursued a replacement host after the VWsyncro site was moved from it’s original hosting service. Syncromotive was hosted on the same system at the time and got lost & forgotten during the move.
I just need to find a low cost host and a few days of my time to set up an interesting site. My problem is that money is tight and time is tighter, so I doubt that I’ll be able to tackle the problem for a while.
My own Passat project had been on hold for quite some time while I attempted to complete some other automotive projects. Now even those projects have been put aside so that I can focus my efforts on more urgent issues around the home.
In a discussion I had with Marcel(Dutchdub) he told me that these diffs will bolt up to the same mounts as the Haldex rear diff. This means that by using one of his (or dutchbuild’s) kits, you could install one of these in your golf.
The matching angle drive comes from a SEAT 5 speed with AWD. A common part used in haldex swaps when the original 5 speed o2c syncro gearbox is retained. Nutter4x4 has been running one in his haldex swap, but it dosn’t like his power levels
]Below are some links to images of parts used in the VWMS Rallye. These are same diff, but one has a VC ellimination drive flange.
Here are links to several photos of the T4 diff.
I tried to put photos directly in this post using the “img” command, but for some reason, it won’t work with my jpegstore photos. I suspect that it is because I have used an ampersand(&) in the name of my image folder.
I’ve been using VagCom (VCDS) and following their Yahoo Support group for quite some time. My understanding is that your problem is more likely an ECU software limitation rather than VagCom. Of the varying VAG vehicles I’ve tinkered with, I’ve seen MAF readings much higher than what your getting, so I doubt that it is a VCDS issue.
Another item needing clarification is that the VCDS label files are just that – Label files to direct VCDS to the correct channels for data aquisition, and then LABEL them correctly in accordance with each ECU type being accessed. The label files shouldn’t impose any limitations on the VCDS reading abilities.
A while back I also followed the 1.8T tuning Forums on VWVortex and noticed that there is a huge difference in the readings obtainable when comparing a stock engine to a heavily modified one. The ECU software apparently plays a big part in this.
Now, Getting on to your specific issue of the reading topping out at the same value each time. I would first suspect a faulty MAF, so you need to exchange it with another MAF to confirm that. I’ve seen several MAFs that reacted in a similar fashion, and a replacement gained an improvement.
Regarding the VCDS Software, Uwe is tight on his litle secrets, I doubt that you’ll find much help from them regarding tweeking their tool. You might just ask for help first on the Yahoo group to see what others have experienced regarding the topped out MAF reading. ask the question as if you are software iliterate.
Here are some links to some images from a PDF file I have. I included some nice VWMS rear arm photos as well! Quality is poor but you still see enough to make you drool! [
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LHD Golf & Passat Syncros were fitted with the ABS & EDL as an option. The EDL is a function of the ABS system, so the two features were only available together.
The EDL is just the ABS computer detecting one wheel spinning faster than the others, at which point the System applies braking pressure to the spinning wheel to slow it down and keep it under control. This forces the Diff to transmit more power to the opposite wheel. The EDL only works at speeds below 50km/hr(30mph). The bad side to this is that the EDL system will slow the car down somewhat due to the brake application.
Because of this, the EDL takes some of the fun out of winter driving. [
]My Passat G60 Syncro is very difficult to put into a powered 4 wheel drift in the snow unless I get the wheel speed up over the 50km/hr limit, then the fun really begins as the car changes personality![]Dannyp
Any more news on the status of the Rear crossmember? Has it been shipped, and how much $$ do I need to paypal you? I replied to your email a while back, but haven’t heard any more since.
I know that marcel (dutchdub) had provided that info a while back on VWVortex. The T4 rear diff uses the same ratio and mounting configuration as the Haldex diff that is so popular a swap. There are a few photos circulating the web that show this exact VW motorsport Rallye set-up.
I have seen several of the front donuts fail for no other reason than old age. The rubber appears to deteriorate due to the heat and age, and then suddenly, without any warning, they let go.
Now broken bolts are another frustrating occurrence that I’ve encountered. On the cars that sufferred bolt failure, I have typically found either a bad center bush in the propshaft, or the donut and/or angle drive output flange had wear in the area where they mate together. The 2 parts must fit snugly together with no movement prior to tightening the bolts. The bolts are only to secure the donut to the flange, not to transmit the power to the propshaft. The bolts must also be of the correct grade and properly tightened.
If you do not follow these guidelines, the bolts tend to work loose, then they break. I’ve had it happen on my own G60 syncro, even with locktite on the threads! I found that using parts in perfect order & that fit together perfectly was the only solution.
Since the Golf has several different variations of propshafts and donuts, it is possible to mistakingly intermix parts and encounter a failure. I’m sure that this is not the case with Chris, as he is aware of the differences, so I’m mentioning it here only to help those that don’t already know.
Great list of info.
Everyone must keep in mind that this info ONLY applies to a Mk2 Syncro CONVERTED to a Haldex rear diff such as from an Audi TT or similar.
Very little info here is of use on a stock Mk2 syncro.Regarding the 4-motion rear outer CVJs, they are a bit bigger and stronger than the Syncro outer CVJ, but they do not accept the syncro type ABS ring without machining.
Just to be sure we are discussing the correct part, I need the section shown in these links:
http://www2.plus8.net/jpegstore/uk/vwsyncro_les/archive/temp/fullres/syncro%20crossmember.jpg
Dannyp, I sent you an e-mail.
