Date: Fri, 12 Jan 2001 10:25:10 +1000
Reply-To: Simon Glen <simonglen@BIGPOND.COM>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Simon Glen <simonglen@BIGPOND.COM>
Subject: Re: T3 syncro production
Content-Type: text/plain; charset=us-ascii; x-mac-type="54455854";
x-mac-creator="4D4F5353"
Dear Chuck,
My T3 Syncro's chassis number or VIN is *WV2zzz25zNG000942* . The 25 tells us
that it is a T3 Transporter (either a panel van, Kombi, Caravelle or Vanagon - the
pick-ups are Type 24), the N tells us that it is a 1992 model and the G that it
came from the Steyr-Puch factory at Graz in Austria (H would be for the Hanover
factory and U for the Uitenhage factory in South Africa). From 1983 to 1992
Steyr-Puch was contracted by Volkswagen to develop and then manufacture a
four-wheel-drive version of the VW T3 series. As a result, all Syncro and
four-wheel-drive T3 vehicles have a "G" in the chassis number with the exception
of a few Syncros that were also made in South Africa (which have a "U").
However, the operation at Graz was basically concerned with fitting the
four-wheel-drive system to bare shells sent by rail from Hanover to Graz. After
this they were sent back to Hanover for finishing. (Some were sent away again to
places like Wiedenbruck for fitment of Westfalia camping conversions and
specialist Police fit-outs and to other ambulance manufacturers). (In the case of
South African T3 Syncros, everything was done at the Uitenhage factory near Port
Elizabeth.) For a good general description of the Syncro and its origins see: <
http.// vanagon.com/syncro/syncro16/ > .
As for finding a wrecked T3 Syncro and removing its Syncro components and fitting
them to a two-wheel-drive T3 or Vanagon, I personally would not try. There are so
many basic structural differences between the Syncro and two-whee-drive basic body
shells that it could be a nightmare. You couldn't even fit the Syncro fuel tank
into a two-wheel-drive body shell. Even coolant hoses are different! There are
also basic body shell differences between the ordinary Syncro and the superdooper
Syncro with 16" wheels.
Personally, having lived many years in different parts of Africa and travelled
much in the Sahara Desert as well as in Central Australia and Iran with
two-wheel-drive VW Transporters, I have found that two-wheel-drive VW Kombis can
be taken almost (and I stress almost) anywhere. Many is the time when I have
astounded other four-wheel-drive travellers by arriving at places they thought
were only accessable to hefty Toyotas, Land-Rovers, Range Rovers, Unimogs and the
like. Having used a 1978 VW Westfalia with VW Option M-220 (limited slip
differential) deep in the central Sahara, I thought this was the ultimate off-road
VW camper. I also used to think the coil sprung T3 Transporters (i.e. Vanagons)
were too soft and cumbersome for use in the bush. Then, I bought my present
1992-model T3 three years ago and I have been converted! The only reservation I
have about the T3 Syncro is that it is water-cooled. My Syncro's MV series engine
is running fine after 150,000km and a rebuild at 130,000km (only because I had
heard rumours about studs breaking). However, having lived and survived with
air-cooled VWs for so many years in remote places, I frankly do not trust engines
that need coolants, hoses, radiators, thermostats, etc. Twice in the Tenere part
of the deep Sahara Desert I nearly lost my life because a water-cooled vehicle let
us down (a Range Rover and a Mercedes Unimog). So, I wish my Syncro had a 2.0
litre air-cooled motor but raising this as an issue here would release a whole can
of worms!!!
Kind regards,
Simon Glen, Toowoomba, Australia
1992 VW T3 Transporter Syncro
1969 VW 411
Chuck Hill wrote:
> Dear Mr. Glen,
>
> I want to take a moment to extend my personal thanks to you for your
> kind email sent to the internet Vanagaon group. Your knowledge of
> Volkswagen's myriad models is truly amazing, and we all benefit greatly
> when you share this with us. So often, we are left wondering with no
> real information, or even misled with information that is not quite
> correct. There is a thread that goes on endlessly regarding the terms
> "weekender" or "multivan" regarding the T3 body we call the Vanagon in
> the USA.
>
> I notice in your signature line that you have a Syncro van. I have one
> also, and have wondered about some of the mechanical aspects of these
> vans. It's my understanding that all of these vans were fitted with the
> all wheel drive components of the system in Graz, Austria. I have
> wondered if they were shipped there in a driveable state, and modified
> by adding the front suspension/driveline components, or just what was
> actually done to the vehicles there. Part of the reason for my interest
> in this lies in the idea of whether a non-syncro can be easily modified
> to be a syncro van by moving parts from one body to another. It appears
> to me that this could be done with a minimum of difficulty. I'm
> interested in what you might know about this.
>
> I live in the central USA, in the state of Iowa, am a farmer, and have
> an immense interest in VW cars, and Germany in general. I lived in
> Wolfsburg, Germany from 1965 to 1967, during the time I was in the
> American army. My wife, in fact, worked at the VW plant as a secretary
> in the shipping department, handling the paperwork for cars to be
> exported. Her accounts were Canada, and Japan. VW was a good company
> to be employed by, we had many friends, and we still look back on this
> part of our lives fondly.
>
> Chuck Hill
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