I did see that there was a difference in surface area. The one on T4 seems much more slippery. However, the rear wheel slip also shows the difference, and the influence, of the weight distribution. It is also interesting to see that a simple viscous coupling can, when correctly calibrated, be very effective. And yet the viscous couplers of the T3 and T4 are very different in terms of settings/calibration. Their management of transitions between "Viscose-mode" and "Hump-mode" are totally different...
@@4x4.tests.on.rollers Basically, a viscous coupling works with +/- 2 modes; the "viscous" mode and a "solid" mode. In the viscous mode, the "Viscose-mode", as the name implies, it is the silicone oil that transmits the torque from one half of the viscous coupling to the other, a bit like in a torque converter in an automatic gearbox. There is no mechanical transmission. It's a fluid friction mode. In the "solid" mode, the ""Hump-mode", the oil expands so much that the discs of the multi-plate clutch touch each other. In short, the clutch closes. The torque transfer is then mechanical and much more important. It's solid state friction mode. It is also a kind of safety device to prevent overheating. The operation of a viscous clutch is actually much more complex than what you find on most websites. An excellent explanation from a T3 and T4 specialist who is working on their viscous coupling. vw-kern.at/visco_en.php
@@Softroader Thanks, great explanation. However I see that there is no mechanical connection in hump mode but mechanical friction. That still may slip under heavy load right? I remember talking with T3 owner, max for his visco was 500 Nm. That's seven times less than haldex V.
@@4x4.tests.on.rollers Exactly, mechanical friction. This is one of the problems under high loads. I had personally heard about 600Nm max for a new visco-coupling, but the visco of T3 is far from being a reference. It was the beginning. The standard visco of a T4 is 400 Nm in fluid friction mode (under 10 rpm of speed difference). This does not change much. Indeed, it is much less than a Haldex. You also have to take into account the axle ratios. It is undeniable that multi-plate clutches. However, I wonder whether these two figures are fully comparable. I don't know why. For information, the visco of the Freelender I is between 360 and 440 Nm in fluid friction mode (under 75 rpm)... It is not a system for working with heavy loads...
@@Softroader These Nm values are interesting. This months we will start new series of videos - driving with live data from awd controllers. Some cars do show desired and actual torque (Nm) of rear axle, they are way beyond the visco capability.
Not exactly. Check the diagonal test of T4 - with EDL intervention it was much softer than with rear diff lock engaged - that may benefit in slippery conditions.
Not clear for me : EDL is Electronic lock Diff. But the picture below the video shows a manual diff. A bit confusing, sorry. If the t4 has EDL, so it is automatically engaged when needed (especially when the left front wheel is slipping). What is shown here is a manual Diff Lock on the t4.
You can ask here: www.achleitner.com. They do 2x4 to 4x4 conversions with front and rear diff locking option. But only for 2x4, not if the Crafter has allready factory 4x4.
Doesn't look like a completely fair test TBH since both vehicles were tested on 2 different surfaces with very different levels of trip it seems. That said, this was very good overall and did show that both new and old traction systems can actually work well in real world conditions.
Yeap, T4 had harder task due to slippery surface but we had no choice during the test. But - accidentally - it showed that in such conditions the EDL system may be more effective than diff locker.
incredible! they beats pretty much alll the modern SUVs
Both did great! Thanks for the video!
ależ ta T 3ka jest piękna... szok. i ten diesel...❤. kozak film
What a beautiful T3!
Dobry material jak zawsze
Front locker for the win
I did see that there was a difference in surface area. The one on T4 seems much more slippery. However, the rear wheel slip also shows the difference, and the influence, of the weight distribution. It is also interesting to see that a simple viscous coupling can, when correctly calibrated, be very effective. And yet the viscous couplers of the T3 and T4 are very different in terms of settings/calibration. Their management of transitions between "Viscose-mode" and "Hump-mode" are totally different...
What's hump mode? 🙂
@@4x4.tests.on.rollers Basically, a viscous coupling works with +/- 2 modes; the "viscous" mode and a "solid" mode.
In the viscous mode, the "Viscose-mode", as the name implies, it is the silicone oil that transmits the torque from one half of the viscous coupling to the other, a bit like in a torque converter in an automatic gearbox. There is no mechanical transmission. It's a fluid friction mode.
In the "solid" mode, the ""Hump-mode", the oil expands so much that the discs of the multi-plate clutch touch each other. In short, the clutch closes. The torque transfer is then mechanical and much more important. It's solid state friction mode. It is also a kind of safety device to prevent overheating.
The operation of a viscous clutch is actually much more complex than what you find on most websites.
An excellent explanation from a T3 and T4 specialist who is working on their viscous coupling.
vw-kern.at/visco_en.php
@@Softroader Thanks, great explanation. However I see that there is no mechanical connection in hump mode but mechanical friction. That still may slip under heavy load right? I remember talking with T3 owner, max for his visco was 500 Nm. That's seven times less than haldex V.
@@4x4.tests.on.rollers Exactly, mechanical friction. This is one of the problems under high loads. I had personally heard about 600Nm max for a new visco-coupling, but the visco of T3 is far from being a reference. It was the beginning. The standard visco of a T4 is 400 Nm in fluid friction mode (under 10 rpm of speed difference). This does not change much. Indeed, it is much less than a Haldex. You also have to take into account the axle ratios. It is undeniable that multi-plate clutches. However, I wonder whether these two figures are fully comparable. I don't know why. For information, the visco of the Freelender I is between 360 and 440 Nm in fluid friction mode (under 75 rpm)... It is not a system for working with heavy loads...
@@Softroader These Nm values are interesting. This months we will start new series of videos - driving with live data from awd controllers. Some cars do show desired and actual torque (Nm) of rear axle, they are way beyond the visco capability.
Buen vídeo amigos
Saludos desde España 👋🏻
Greetings from Poland!
Interesting video.
So the old tech (diff locks) beats the new tech (EDL)
Not exactly. Check the diagonal test of T4 - with EDL intervention it was much softer than with rear diff lock engaged - that may benefit in slippery conditions.
Would fitting an LSD to the t3 make it smoother. I only have rear lockers and toyed with fitting one up front
Is there a meaning of locking for example the front differential if both the front wheels are on rollers?
Apart from length of shafts - no.
Super
Jetzt wird mir vieles klar ohne ein Wort.
So this things basically can go anywhere AND back
Syncro legendary
Fantastic! I guess I should've bought a Volkswagen Transporter.
Impressive T3
有caddy maxi 4motion的測試嗎
Not clear for me : EDL is Electronic lock Diff. But the picture below the video shows a manual diff. A bit confusing, sorry.
If the t4 has EDL, so it is automatically engaged when needed (especially when the left front wheel is slipping). What is shown here is a manual Diff Lock on the t4.
T4 has EDL and optional, manually locking rear differential.
@@4x4.tests.on.rollersYes I know. But is it a t4 with manual diff lock and EDL here so?
@@philpopeye EDL is standard and always on. Here's a test of T4 with EDL only: ua-cam.com/video/mvrEgRcOMsU/v-deo.html
Is it possible to install these lockers on a Crafter ? And where can I buy the lockers from ? Any advise is welcomed .many thanks
I have no information 😐
You can ask here: www.achleitner.com.
They do 2x4 to 4x4 conversions with front and rear diff locking option. But only for 2x4, not if the Crafter has allready factory 4x4.
Очень впечатляет!
Doesn't look like a completely fair test TBH since both vehicles were tested on 2 different surfaces with very different levels of trip it seems. That said, this was very good overall and did show that both new and old traction systems can actually work well in real world conditions.
Yeap, T4 had harder task due to slippery surface but we had no choice during the test. But - accidentally - it showed that in such conditions the EDL system may be more effective than diff locker.
Good video!
Thanks!
2:14 rear wheel is spinning on asphalt!?!?
It was wet concrete I believe.
👍👍👍
Es gibt die VA Sperre für den T4 Syncro von EuroTuning aus Prag .
In meinem T4 Syncro verbaut 😎👍
Grüße Wolfram
VA bedeutet Vorderachse
Czyli po polsku przednia oś
Czy o to ci chodziło Wolfram?
Hallo Wolfram, was hat dich es gekostet ? Getriebe ausbauen, nach Prag schicken? Danke, Alex
@@aleskoalesko62 das Ausbuen Zeit und der Transport Diesel 😉
Selber hingefahren und Ausgebaut 😉👍
Grüße Wolfram
@@wg8174 hallo danke, ich meine, umbau selbst, in Prag
Które lepsze
Does that t4 syncro have the same viscous coupling as the t4 syncro without the lockable diff?
Yes, it is the same but it was new in the T4 from this video.
The T3 did fair well without rubbing its rear tires at the pavement.
T4 would do the same if the pavement wasn't slippery.
2:15 LOL
first time here this happen
Saab 9-3 X did the same 😉
@@4x4.tests.on.rollers
ах, как раз его пропустил)