VOLKSWAGEN PASSAT GT G60 SYNCHRO 35I MK3 YEAR 1990.

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PASSAT GT G60 SYNCHRO HISTORY:  18 months after the launch, Volkswagen Passat expands the program by in technology, performance and features tailored to the most demanding all-wheel version. Decisive for the qualities of the new Passat syncro, which is offered as a saloon and estate, is the connection of the high-torque G60 engine (118 kW/160 hp) with the Syncro four-wheel drive technology and an electronic differential lock (EDS).
The bus syncro developed to series production and in the Gulf and Jetta syncro first time in a passenger car used four-wheel drive technology is now also available in the Passat series used. An essential feature of the syncro-drive is the variable, slip-dependent regulation by a viscous coupling with automatic decoupling during braking. The syncro-drive one of the most effective permanent all-wheel drive types, where in contrast to the switchable versions all wheels are always involved in the drive. However, the syncro principle has no center differential, which distributes power in a fixed predetermined ratio to the front and rear axle. Instead of a differential one filled with viscous silicone oil multi-plate clutch (viscous coupling) is between the front and rear axle installed, which automatically respond to differences in speed. Once when starting up under the influence of so-called drive-slip (due to physical laws of each drive based on friction is connected to slip), the front wheels spin faster than the rear wheels, the clutch transmits a part of the driving force to the rear wheels. Since this proportion varies in size depending on the degree of the propulsion slip, it is called a variable slip-dependent transmission.

 In this case, the transmitted portion of the rear wheels is usually smaller. However, if the front wheels, for example, on ice or in the sand, can be transferred almost no force while the rear wheels are on griffigerem underground, represents the viscous coupling creates a solid connection between the front and rear axle. The rear wheels will make the majority - in the extreme case of 100 percent - of the transmitted power to the ground. At about the same road surface conditions on the front and rear wheels, however, the greater part is always at the front wheels. In normal road use therefore always the typical front-drive characteristics with "pulling" front wheels is maintained. This easy "understeering" driving characteristics are intended: the vehicle shows no unexpected behavior in extreme situations and will remain for the normal driver safely controllable.
As when a greater drive slip of the front wheels during braking is also desirable. In extreme cases are without ABS the front wheels always block rather than the rear wheels, with ABS, a measurable difference in slip is required for the anti-skid control. In a rigid connection between the front and rear axle both run at the same speed, so that the blocking effect of the viscous coupling during braking must be set aside for reasons of stability. Since the braking force in the reverse direction acts as the driving force can be used to decouple the rear axle, a freewheel (summary in only one direction coupling). This automatic decoupling the characteristic of a front-wheel drive car is fully maintained even during braking. In reverse, the freewheel is automatically bridged by an electro-pneumatic switch unit so that the all-wheel drive remains in effect.

The distribution of drive power to all four wheels includes the syncro drive under normal conditions, an individual wheels from spinning. In case of strong differences in road surface left and right, however, the effect of the differential gear lead to a one-sided spinning. For example, if only the left wheel of a driven axle is on rough asphalt, whereas the right is on ice or sand and rotates when starting, then transmits a result of the differential operation of the differential mechanism and the left wheel is little force.
This road operation occurring in four wheel drive vehicles only under extreme conditions, off the beaten track, however, more common phenomenon is counteracted with SUVs by mechanical bridging of the differential (differential lock) or by rendering difficult the balancing effect with the help of friction surfaces (differential brake). However, this complicates always also the curve driving and steering, especially for driven front mechanical locks and differential brakes are less suitable.


For the Passat GT G60 Volkswagen syncro the first to introduce a newly developed "electronic differential lock" (EDS) for the front axle, not due to the system occur in the steering disturbing moments. To improve the driving stability, EDS is deliberately used on the front axle and not - as usual - at the rear axle. Because in most cases, the front axle load increase leads to significantly better traction. The tendency to spin wheel is automatically braked. The effect of the differential shall be lifted, the other wheel can transmit force. Once same slip ratios are given on both wheels, ends the control process. It goes without driver on, but can be felt by an altered image noise for the driver.

 The electronic differential lock utilizes the components of the ABS-ATE-TEVES for the drive. In this case, electronic wheel sensors detect the speed difference. However, while the ABS is reduced by blocking the brake pressure at the respective wheel, is operated on by EDS rotating wheel by pressure pulses from the wheel brake. An additional pair valve opens at the beginning of the EDL control process, the connection between the accumulator and wheel brake cylinder and closes it at the end of the operation.
EDS thus poses a logical extension and use of ABS engineering. As ABS malfunctioning are excluded: a safety circuit, the back closes the brake temperature is above the brake pressure and time, EDS above 40 km / h, and reaches a certain temperature threshold is automatically switched off at a speed to prevent overstressing of the brake. The valve circuits are designed so that uncontrolled activation of the braking system is not possible. At fault shutdown of EDS ABS remains functional for errors in the speed detection or electronics EDL and ABS are turned off. The braking ability of the vehicle is not affected in all these cases. Since the electronic differential lock in conjunction with ABS can also be used in the front-wheel drive, EDS is offered in the future for the other Passat models and Golf and Jetta as an extra.

 The supercharged 160-hp four-cylinder engine of the Passat GT G60 Syncro was offered exclusively with a catalytic converter and Lambda control (U.S. standard). With fully electronic Digifant fuel injection system, mapped ignition and knock control already featured as the base unit all the features of the advanced Volkswagen engine technology. Add to this the exceptional power and torque values ​​as a result of charging by the mechanically driven scroll-loader. This Volkswagen realized for the first time in the automotive industry, especially suitable for small and medium displacement engines charging technique has its qualities first in the G40-special series of polo coupe, then in Corrado (G60) impressively demonstrated.
The characteristic power and torque behavior of the G-Lader motors can be reached only with a much larger naturally aspirated engine capacity. With a maximum output of 118 kW/160 hp at 5600 rpm, the torque of the 1.8-liter G60 engine located in the wide range of 2400-5600 rpm above the value of 200 Newton meters. The maximum torque is 225 Nm at 3600 rpm.

 With the Volkswagen G-Lader, a new chapter began in the history of supercharged passenger car engines. The promotion precompressed air into the combustion chamber can be achieved with different loaders concepts of which have been found in recent years widespread the turbocharger. Compared to the arranged in the exhaust stream turbines have mechanically driven supercharger - formerly called compressors - the advantage of being able to produce boost pressure even at low engine speed. The G-Lader offers for this rapid buildup of pressure particularly favorable conditions, after opening the throttle it produces 0.4 seconds 80% and after 0.8 seconds 100% of the boost pressure. The engine quickly gets a good cylinder filling and provides correspondingly favorable power and torque values. Compared to other mechanical chargers that the G-Lader is associated with favorable efficiency and low noise. G-Lader are particularly well suited for small and medium displacement engines.
To use the long-known principle of the spiral loader for fast-running internal combustion engines, the required for the formation of the working spaces, eccentrically mounted displacer must run in the fixed housing with relatively high speeds up to 10,000 per minute. This requires precision manufacturing and high strength of the relatively thin-walled material of the displacer and housing spirals. Simultaneously with the development of the G-Lader was from Volkswagen in conjunction with the Technical University of Darmstadt and machine tool Manufacturers a new Hochgeschwindigkeitsfrästechnik developed. At speeds up to 90,000 rev / min and cutting speeds up to 1500 meters per minute, these machines reach the limits of technology in precision machining and in the material stress. Highest precision is required, as in the G-Lader blank initially 13 mm wide and 60 mm (hence G60) deep spiral groove must be milled. In the remaining, less than 3 mm wide web only 1.5 mm are then incorporate narrow and 3 mm deep grooves for the seal strip, without the thin walls must give way.

 The displacer made of magnesium are built on both sides, they run into corresponding aluminum shells. When G60-supercharger, named after the 60 mm wide G-shaped spirals, an optimal ratio of the dimensions was achieved for output. The moving on small orbits low masses result in low centrifugal stress and correspondingly quiet low-wear operation. The equal speed between the rotor and the housing is low, so that a simple non-lubricated sealing elements may be used. The main shaft is lubricated by engine oil, which claimed little extra support bearing ("loose eye") has a permanent lubrication. The driven from the front ribbed belt G-charger and the engine are designed to the same high durability. The heated air during the compression is cooled in a charge air cooler by 50 degrees, their density and thus the power is increased further.
The smooth power output of the G-charger engine provides the driver of the Passat syncro superior performance, sedate elasticity in conjunction with moderate speeds and low noise level are available. The acceleration value of 9.6 (Variant 9.8) seconds to 100 km / h and the top speed of 215 (Variant 210) km / h, demonstrate the high performance level of the engine. The high fuel efficiency through engine electronics and G-Lader is not least in the low consumption values ​​expressed.

 The Passat GT syncro G60 comes standard on generously dimensioned 15-inch light-alloy wheels and rims size 6J and tires 195/55 R15V (sedan) and 205/50 R15V (Variant). The brake system with four-wheel disc brakes (ventilated at the front) and ABS as standard is designed with a large safety margin on the high performance level and the permissible gross vehicle weight of 1840 kg (1860 kg Variant). The load capacity is approximately 515 kg. This solid transport capacity is also supported by the trailer weight unbraked 695 and 1500 kg braked (with special permission 1900 kg trailer weight), documented.