What motorists say about DSG. How does a dsg robotic gearbox work dsg 6 speed gearbox

17.10.2019

Engine

The phrase DSG in the used car market is terrifying to potential buyers. Let's see if everything is really so bad with the DSG automatic transmission

These boxes are installed on cars of such brands as Volkswagen and Skoda. The advantage of DSG is fast gear changes. On the mechanics, during the shift, precious seconds are lost when the third pedal is pressed, the clutch opens, switches to the desired gear and closes again. In this gearbox, this drawback is solved as follows - in the DSG there are two clutches. The first is responsible for odd gears 1, 3, 5 and 7, if any. The second clutch is responsible for even 2, 4, 6. The function of squeezing the clutch here is performed by Mechatronik, which does it better than even the most avid manual transmission lover.

Advantages of DSG

What is Direct Shift Gearbox (DSG) - nothing more than the well-known automatic transmission from Volkswagen - a direct shift gearbox. The biggest plus of this box is the ability to change the behavior of the car depending on the mood, just move the selector to the Sport position. Explain how a technically sound, turbocharged car with a DSG box can not please? It's just happiness!

DSG Diseases

The most common disease of this automatic transmission - begin jolts when shifting gears. In this case, the sooner you contact the service, the more you save. But if you scored on this malfunction and continue to drive, you need to keep in your head an amount of about 80 thousand rubles for repairs and 150-200 thousand for the replacement of this unit.

Cars with DSG are covered by the warranty period, enjoy the adequate performance of a turbocharged engine paired with a high-tech dual-clutch gearbox.

In this article, we will not disclose the technical details, which are already enough on the Internet.

There are two basic box options:

Automatic transmission DSG 6

Six gears, clutch "bathed in oil", due to which they resource is much higher.
The downside of this option is engine efficiency loss due to the oil in the box (not significant)
Handles more torque
Installed on vehicles with all-wheel drive

Automatic transmission DSG 7

When choosing a car with DSG, the future owner needs to decide:
Maximum transmission of efficiency to the wheels - less losses, more power, more efficiency.
Seven gears, dry clutch, the resource of this box is much less due to greater wear.

Before buying, you need to decide:

With the period of ownership of this car
Approximate mileage should not exceed 100 thousand km.
Measure with an expensive service station
When selling the car will lose the traditional automatic transmission

If you are not going to save money on a car, you want to enjoy driving, the DSG box is made for YOU!!!

Endurance test DSG 7

Relatively recently, manufacturers began to actively install robotic gearboxes on cars instead of the usual and. As you know, a robot (manual transmission) is a mechanical transmission in which automatic on / off is implemented, and the desired gear is selected and switched on without the participation of the driver.

In other words, the robotic box is another type of automated transmission, while being cheaper to manufacture, simpler in design, and provides high fuel efficiency.

Read in this article

Robotic gearbox DSG (DSG): what is it

So, in order to understand what DSG is, one must first consider the main types of robotic boxes. In a nutshell, a robotic gearbox can be either a “single-disk” robot (for example), or a dual-clutch preselective robotic gearbox.

An ordinary robot, which has only one clutch, is similar in design to, while the clutch on / off and the gears are controlled by automation (using electric and hydraulic servos under the control of the ECU box).

This design is simple, the gearbox itself is quite reliable, however, when shifting gears, there is a certain discomfort, the car “nods” during intensive acceleration, a single-disk robot often delays the inclusion of downshifts and upshifts, etc. Also, during operation, the clutch itself wears out quickly.

DSG box: device and principle of operation

In turn, DSG (Direct Shift Gearbox) is a direct shift gearbox developed by Volkswagen. Simply put, it's still the same manual, but there are already two clutches.

Moreover, in such a box two manual gearboxes are combined in one housing at once. Each of these conditional boxes has its own clutch disc. In this case, one box is responsible only for even gears, while the other for odd ones.

To shift up or down a step, the driver (in the case of a manual transmission) or the ECU (in the case of a single-disk robot) disconnects the clutch disc from the flywheel, then engages a gear, and then reconnects the clutch disc. At the same time, it is not transmitted to the wheels until the clutch disc is connected to, the car noticeably loses its dynamics, and fuel consumption increases.

If we talk about DSG, for example, when a car with such a gearbox accelerates, an odd-numbered clutch is attached to the rotating flywheel, while the even-numbered disk is in the open form. Further, while the car is accelerating in first gear, the ECU (Mechatronics unit) gives the command to turn on the second one in an even row.

Then, already at the moment of switching, the odd-numbered disk is disconnected and the even-numbered disk is switched on, while the next gear is similarly “prepared” for switching on in advance.

It turns out that if the car moves, for example, in 2nd gear and then picks up speed, at the command of the ECU, 3rd gear will also be almost completely engaged. As a result, when the moment of upshifting comes, the full shift from 2nd to 3rd takes a fraction of a second, the gears change very quickly, the power flow at the moment of shifting is practically not interrupted.

This feature of work is clearly reflected in the name of this type of gearbox, since a box with two clutches is usually called preselective (pre-selection and partial engagement of the next up or down gear). As a result, the DSG box provides the high level of comfort inherent in automatic transmissions and CVTs, as well as the dynamics and fuel efficiency of traditional mechanics.

Types of DSG boxes: DSG-6 and DSG-7

DSG boxes come in 6 and 7 speed. In this case, DSG 6 is "wet", while DSG 7 is "dry". The first option is designed for more torque and is put on powerful cars of the VAG concern. The DSG 7 version is installed on cars with less powerful internal combustion engines. The six-speed DSG 6 was developed first.

The clutch in such a box works in an oil bath. For this reason, this type of gearbox is called "wet". The disadvantages include the loss of power due to the large amount of oil and the need to implement its supply. The DSG7 version appeared later, has a "dry" clutch. At the same time, the reliability of this design has decreased, this type of gearbox has more problems and a shorter resource.

DSG resource and malfunctions of DSG boxes

Let's start with the problems. Most often, the problem is expressed in the form of shocks when shifting gears. The reason is too sharp engagement of the clutch, the car starts to twitch. Also, when shifting gears, bumps and rattles may occur. Another option may be the problem of losing traction on a car with DSG, and right in motion.

As a rule, such malfunctions are more inherent in DSG 7 with a dry clutch. Such a clutch is subject to rapid wear, in parallel, Mechatronics (ECU box) also gives certain failures.

In the list of other problems associated with this type of gearbox, wear of the shaft sleeve, problems with the clutch release fork, electrical problems (contacts, failure of sensors, etc.) should be highlighted. At the same time, it is important to understand that for a non-warranty car, DSG diagnostics and repairs are often expensive, and the cost of spare parts is also high.

If we talk about the resource, it should be noted that at the initial stage there were no special problems with DSG 6 on average, up to 150-200 thousand km. However, after many VAG models began to massively install DSG 7, the number of calls during the warranty period on runs of 60-80 thousand km. increased noticeably.

As a result, the manufacturer launched a customer support program by extending the full warranty on the DSG 7 gearbox to 5 years or 150,000 km (whichever comes first). Within the framework of this program, all repair work (up to the complete replacement of the unit) was carried out free of charge.

Later, the program was curtailed, referring to the fact that VAG engineers finalized the software for the control unit, made certain changes to the clutch design, that is, they made the DSG 7 more reliable.

One way or another, taking into account the information provided, it is quite logical to assume that the average resource of DSG 6 is about 200 thousand km, while for DSG 7 this figure is about 150 thousand km.

As you can see, a serviceable DSG box is able to provide good acceleration dynamics, comfort and fuel efficiency. In other words, the main tasks set for the developers in the conditions of the fuel crisis and strict environmental regulations have been solved.

At the same time, the issue of resource and reliability was deliberately relegated to the background. In simple words, even the relatively reliable DSG 6 was quickly replaced by the DSG 7. At the same time, taking into account the obvious problems, VAG still preferred the expensive warranty repair program and the active dissemination of information about the DSG7 improvements in order to increase its reliability over the banal refusal of this gearbox.

In other words, instead of returning to the DSG 6 or the time-tested hydromechanical automatic, the manufacturer continues to install the DSG7 on many popular models of Volkswagen, Skoda, Audi, etc., claiming that the reliability of the box has increased significantly.

In practice, the feasibility of DSG is questioned by many experienced motorists. Moreover, if we are talking about DSG 6, the actual mileage does not exceed 100 thousand km. and the gearbox is working properly, then such a car can still be considered for purchase.

As for the DSG7, especially the first years of production, even if such a gearbox works fine, this does not mean that the residual resource is still large enough. In other words, you need to immediately prepare for the repair of the gearbox, and the costly one.

We add that although there is nothing special to break in the box itself (shafts, gears and other elements “walk” for a long time), problems may arise with the clutch assembly, sensors, actuators, electronic control unit, wiring and a number of other mechanisms, parts and assemblies .

At the same time, in some cases, it may be enough to flash the ECU and replace the clutch, while in others it is necessary to change expensive and officially non-repairable components.

Finally, we note that another disadvantage of DSGs, especially DSG7s, is their low liquidity in the secondary market. This means that such a car, especially a premium model with low mileage, can be bought expensively, but then it will not be possible to sell it profitably.

Simply put, most motorists today are well aware of the problems of this box and simply do not consider cars with the specified type of gearbox. Another option may be to try to significantly reduce the cost of a used car with DSG during the auction. The reason is quite obvious, since the potential buyer separately takes into account the cost of a possible repair of the preselective robot, and such repairs may be required very soon.

No alcohol law

Most of all, the seven-speed DSG (DQ200) robotic gearbox with dual dry clutch caused. The reason for the complaints lies in the design features of such robots. This is a simplified and cheaper version of the "wet" type boxes - designed for a significantly lower torque. Hence the typical disadvantages: rougher, uncomfortable shifts and quick wear of the clutch discs.

The seven-speed DSG robot has two fundamental modifications. The early one received the 0AM index, and the later one still bears the designation 0CV, despite numerous subsequent innovations. A large-scale modernization in 2011 affected all components of the robot: clutch, mechatronics (control unit) and the mechanical part (elements of a classic mechanical box). Life has shown that all updates have benefited. The DQ200 became more reliable, but motorists still looked at it with apprehension - the number of breakdowns was very significant.

The second major modernization of the DSG7 formally took place at the beginning of 2014, although the updated unit appeared in 2013, for example, on. The manufacturer was so confident in the success of the upgrade that he again changed it to a box. In 2012, due to massive complaints from owners, it was extended to five years or 150,000 kilometers. And for cars manufactured after January 1, 2014, it was again reduced, equating the terms to the general guarantee for the group's cars.

According to representatives of the Volkswagen group, after updating the box, the number of claims due to its failures has decreased several times. This is confirmed by the employees of the dealer service stations. Less rosy, but still very positive, is the statistics of unofficial service centers. The reliability of the DSG7 as a whole and the quality of its work have increased significantly. However, some repair operations are still in demand.

The wet clutch resource of the DSG6 robot completely depends on the operating mode and intervention in the engine software. Usually the clutch is changed only after 100,000 km. For fans of chip tuning and aggressive driving, this mileage is reduced to 30,000–40,000 km. Replacing a clutch outside the dealer network costs an average of 55,000 rubles. Officials are much more expensive.

The average clutch life of the DSG7 robot of the latest modification is 70,000–90,000 km. It is noticeably higher than its predecessors. At the same time, transitions beyond the psychological bar “100,000 km” are increasingly common. On a chipped motor, the average clutch life is halved. Replacing a node with unofficials costs about 55,000 rubles.

The main malfunctions of the DQ200: clutch wear, shift fork bearings and mechatronics death. The clutch assembly is being upgraded for the sixth or seventh time, and this is bearing fruit: its average resource is approaching 100,000 km. And the mechatronics still behaves unpredictably: it can die at any moment. Dealers are required to change it as an assembly to a new one (this is the so-called aggregate repair), but advanced unofficials have been successfully repairing the assembly for a long time. Moreover, according to them, as a rule, the cause of breakdowns is a factory marriage. This explains the fact that mechatronics from certain batches usually fail. In the nodes, both the hydraulic part and the electronic part suffer. Faulty boards are soldered, and in the hydraulic part, dead valves are changed and, if possible, their block is restored. There is a complete set of necessary spare parts on the market.

In DSG7, the bearings of the sixth and reverse gear forks most often wear out. The manufacturer even released their repair kit. Specialized unofficial service stations undertake such work, but dealers prefer to change the complete box in case of malfunctions of the mechanical part. This is due both to the manufacturer's policy, according to which repairs, which involve a complete disassembly of the robot, are often recognized as economically inexpedient, and to the periodic lack of specific spare parts for ordering through the dealer network. And competent unofficials always have access to spare parts, the necessary equipment and special tools.

The manufacturer does not regulate the mechanical part of the DQ200, it is designed for the entire life of the box. However, it is advisable to change the oil at about 50,000 km of run - this will extend the life of the bearings on the gear shift forks.

The reliability of the DSG7 has also been improved by new software versions. Fresh firmware has a different algorithm for shifting gears and clutch control. In particular, the new program will not allow you to shoot sharply from a traffic light. No matter how hard the driver presses the gas pedal when starting from a standstill, the car will fly only after the clutch is fully closed, which occurs smoothly and with a certain delay.

And further. The DQ200 box is designed for a maximum torque of 250 Nm. Any attempts to make a chip tuning of the motor will lead to a significant reduction in the resource of the robot. You will have to change the clutch twice as often, or even fork out for a complete repair of the unit. For unofficials, it is estimated at about 100,000 rubles.

FUCK THE SYSTEM

Many motorists still believe that when waiting at a traffic light or languishing in a traffic jam, it extends the life of DSG boxes. In fact, such actions cause more harm.

When the car is in drive, the clutch discs open completely - and it does not slip in any way. And the transfer of the selector to "neutral" and then again to "drive" accelerates the wear of some elements. The explanation for this lies in the algorithm of the DSG boxes.

For ease of understanding, we omit the moment of clutch actuation. On the "neutral" the robot has two gears: first and reverse. During the transfer of the selector to the "drive" position and at the beginning of the movement, the rear stage gives way to the second gear. When the car stops, this alignment is preserved if you do not make unnecessary gestures. If you move the selector to "neutral", then the second gear is turned off and the reverse is tucked in instead. This process accelerates the wear of synchronizers and fork bearings.

There is an opinion that jerkiness in traffic jams can be leveled by fixing the gear in manual or sport mode so that the robot does not switch up and back again. Allegedly, this move can also reduce the wear of the elements of the unit. According to Volkswagen technical experts, this makes some sense for the old DSG7 modifications (until 2014). Later came a new software with an improved algorithm for shifting and clutch control, which significantly increased ride comfort. The position of the unofficials: such manipulations practically do not affect the wear of the box, and riding on a fixed first stage only adds to the twitchiness, since it is very short for all DSG robots.

But accentuated, confident pressing the brake pedal and holding it can be safely recommended to those who want to stop in a traffic jam. Often, due to a weak effort on the pedal, the box gets confused in the situation: it does not completely open the clutch and selects the wrong gear, as a result - jerks and twitches. And this is more pronounced on cars with DSG7.

Wet business

The six-speed DSG with wet clutches (DQ250) appeared much earlier than the “dry” box. The main modernization of the DQ250 took place in 2009, and after that it delivers - so they say in dealerships and the Moscow representative office of the Volkswagen concern. Unofficials do not agree with this and assure that in the first years after the modernization there were problems with mechatronics - similar to those that arose with the DSG7, but later the situation improved.

In 2013, the manufacturer partially changed the box body so that it does not interfere with the removal of the suspension arm bolt, and also updated the internal and external filters. In addition, new software versions and wet clutch modifications are periodically released - the assembly has been upgraded for the fourth time.

Wet clutch robots have many advantages over dry clutch robots. However, the DSG6 also has serious drawbacks. For example, the oil circuit combines the clutch, mechatronics and the mechanical part of the box - and often a DQ250 repair involves replacing a bunch of elements. It happens that clutch wear products get into the mechatronics and it starts to fool around, quickly finishing the clutch and elements of the mechanical part of the box. Sometimes the participants in the conspiracy change places at random. Hence the requirement of the plant to change the oil in the box every 60,000 km. But it is better to play it safe and reduce this interval to 40,000 km.

The second drawback of the DQ250 is known from classic slot machines. Long-term wheel slip is contraindicated for cars with DSG6 - overheating of the oil leads to disastrous consequences.

Replacing the 6th and reverse fork bearings in the DSG7 is a fairly common procedure. No wonder the manufacturer produces the appropriate repair kit. Replacing bearings in an unofficial service will cost 40,000–45,000 rubles, provided that the rest of the “consumables” of the box do not require updating.

Most often, problems with the DSG6 are caused by inadequate operation - engine chip tuning and aggressive driving. As a result, the clutch life is reduced several times. But it is much worse that in such conditions the mechanical part of the box suffers greatly. For example, the teeth of the gears of the gears and the main pair are ground off - and the wear products quickly kill the unit.

At the same time, the DQ250, without interfering with the software, feels great in circuit racing. You only need to change the oil in the middle of the season. But the passion for “flying” in a city with a ragged driving mode often turns into serious costs: a full-fledged repair of the DSG6 for unofficials costs about 120,000 rubles.

RESERVED

For a long time, specialists from unofficial service stations noticed that the factory volume (1.7 liters) of gear oil in the mechanical part of the DSG7 is not enough to fully lubricate some components. Higher gears, upper shaft bearings and reverse forks suffer from oil starvation, which is clearly visible when troubleshooting a tired robot.

When repairing boxes and replacing the mentioned elements, servicemen fill in approximately 2.1 liters of oil. Practice has shown that with such a volume of liquid, these parts go much longer. Moreover, an increased oil level does not give side effects and does not cause oil seal leaks.

With the last update of the DSG7 in 2014, the manufacturer brought the crankcase ventilation to the top of the case - a breather appeared there. In addition, unofficial people noticed that the factory oil level has become higher, and its volume is approximately 2.0 liters. Q.E.D.

Head on shoulders

In recent years, the manufacturer has significantly improved the design of DSG robots with two clutches. At the very least, the DQ250 box got off the status of unreliable, and the DQ200 is being pulled up to it. The VW concern is carrying out comprehensive work on the bugs, constantly analyzing the statistics of the operation of cars in Russian conditions. This is confirmed by the excellent reliability indicators of the seven-speed DSG with wet clutches (index DQ500), which since 2014 has been installed on some of the concern's cars intended for our market.

Conclusion? Frank problems with German robots are mainly due to inadequate operation. Servicemen of all stripes advise thinking with your head, not getting carried away with aggressive driving and not preventing DSG boxes from working. That's how it is, but the Germans carried out the work on the mistakes at the expense of the buyers of their cars.

MILITARY REPORTS

The manufacturer often releases new versions of software for DSG robots. Volkswagen and Skoda even arranged for flashing models with a seven-speed DSG box. Possible incorrect operation of the control electronics could lead to an excessive increase in oil pressure in the hydraulic system, and consequently, damage to the pressure accumulator built into the mechatronics and fluid leakage.

The free software update campaign for the Volkswagen Caddy, Golf and Jetta launched at the end of 2016 and affected 4,500 vehicles produced between 2013 and 2016. The Czechs started a larger revision: it began in March 2017 and affected 45,000 Skoda Octavia, Superb, Fabia, Yeti and Rapid cars from 2012-2016.

It is noteworthy that some of the cars with boxes of the last major modernization in 2014 fell under the recall. According to representatives of the Volkswagen concern, the firmware has already been updated on the vast majority of cars and they are not aware of cases of mechatronics destruction. Other additions have been made to the new software to improve the performance of the DSG7.

But unofficial service stations saw destroyed mechatronics. The cars produced in 2012 were the most distinguished. And before that, such cases were extremely rare - as well as after the update of the DSG7 2014. According to servicemen involved in the repair of mechatronics, the reason is not the increased oil pressure in the hydraulic system, but the unstable quality of the metal from which it is made. There were already three different versions in their memory, and they know examples when destruction occurred on boxes with new firmware.

Thank you for your help in preparing the DSG-Service (www.dsg-service.com) material.

The DSG transmission combines manual and automatic transmissions. The bottom line is that the driver switches gears manually, and the process itself is carried out by means of electronics and automatic mechanisms. This gearbox was first mass-produced by Volkswagen AG.

DSG design

Automatic DSG is arranged as follows. On the basis of one axis there are two intermediate shafts, one of which is hollow and passes the second through itself. The gears and the outer shaft are connected to two secondary shafts, on which pairs of gears of all odd and reverse gears are mounted. The transmission is engaged using a synchronizer and a clutch. The whole process is electronically controlled by means of a hydraulic booster.

From a technical point of view the DSG box is a more advanced version of the manual gearbox, it contains many of its components: the primary and secondary shaft, clutch, synchronizers. In everything else, the differences begin. The robotic transmission eliminates the need for the driver to mechanically depress the clutch pedal. This work is performed by electronics, which, taking into account the selected mode, independently connects the gears.

DSG Transmission Features

The DSG has five shafts, which, in combination with gears and two clutches, form a two-circuit mechanism that transmits torque. Thereby vehicles equipped with this gearbox pick up speed faster than manual transmission vehicles. Shifting gears is no different from modern automatic transmissions, which is why DSG has long been used in sports cars where speed is of great importance. In addition, this transmission provides the ability to shift gears manually - using the Tiptronic system or a manipulator on the steering wheel.

Two multi-plate clutches provide torque transmission. When one of them is closed and one gear is working, the gears of the other are already engaged, you just need to close the second clutch. Upon receiving a command from the control panel, the mechanism instantly disengages one clutch and closes the second, simultaneously actuating the other gear.

Advantages of the DSG box

First of all, transmission minimizes acceleration time and saves fuel which is very relevant today. During operation, the shifts are imperceptible, as a result of which there is a feeling that the car is traveling in only one gear. There are only two pedals in the cabin - gas and brake. It's enough. The transmission selector is the same as for automatic transmissions. And if you don't like something, you can always control the transmission manually by moving the lever up or down. The use of a robotic box reduces fuel consumption. Motorists note that the savings reach twenty percent compared to similar models equipped with automatic transmission.

The video shows the assembly of the DSG gearbox:

A definite plus is the switching speed and acceleration dynamics. Cars on which such a box is installed accelerate faster than their counterparts equipped with mechanics. In this case, the power remains at the same level. DSG - the unit is reliable and, subject to proper operation, will last a long time. But the repair of this gearbox is impossible. Although it is quite possible that this problem will be solved in the near future.

Disadvantages of DSG

Among the disadvantages of the transmission are the following:

equipped with such a gearbox increases significantly due to the technical complexity of the equipment.
When accelerating and shifting gears, slight jerks of the car are noted.
Sharp acceleration causes slight delays - the box does not have time to jump over the gear.
Control units wear out quickly, resulting in the need for premature repairs.

All these shortcomings can be considered subjective. When the number of cars with such boxes increases, their cost will decrease, there will be those capable of servicing it. As a result, the price will also decrease. It can be assumed that over time, the DSG transmission will completely replace the manual gearbox.

In the video, the principle of operation of the DSG gearbox:

What cars use DSG

Today, a robotic gearbox is installed on cars of the following brands:

Volkswagen (Golf, Sharan, Eos, Touran, Beetle "Beetle", Bora,);
(Superb, Octavia);
Audi (A3, Q3, TT);
Seat (Toledo, Alhambra).

It is used on models whose engine torque does not exceed 350 N m.

The 7-speed gearbox is used on the following machines:

Volkswagen (Golf, Passat, Sharan, Transporter, Caddy, Jetta, Touran, Beetle Beetle, Bora, Tiguan);
Skoda (Fabia, Superb, Octavia);
Seat (Ibiza, Leon, Altea);
Audi (A3, Q3, TT).

Manufacturers install it only on machines equipped with a torque of up to 250 N m.

Direct Shift Gear Box (Direct Shift Gearbox) or DSG is a robotic gearbox in which there are two clutches at once, developed by the Volkswagen concern.

Structurally, such a box is a manual transmission, but gear shifting and clutch operation are carried out using computer-controlled mechanisms.

Of course, such a box has its advantages. Due to the double clutch, gear shifting is faster and easier, better dynamics, less consumption. One clutch is responsible for even gears, the other clutch is for odd gears. Due to this, the main problem of robots was solved, in sharp gear shifts at high speeds. This is where the positives end, however. The disadvantages of this box are very low reliability and high repair costs. They make used cars with DSG a real nightmare for second and third owners who buy a car that has run out of warranty.

The main problems and disadvantages of operating this box are the very rapid wear of the dry clutch, due to the not entirely correct operation of the mechatronics and its control unit.
There are, of course, other disadvantages to the design of the gearbox - contamination of the sensors, souring of the solenoids contacts, wear of other mechanisms (clutch release fork, shaft bushings, and so on.) Repair of the gearbox can be so expensive that if the warranty is out, then it is easier to change the gearbox to a new one. In addition, suppliers often have problems with spare parts, rare parts are on sale and they will have to wait for several weeks.

Despite the fact that the manufacturer fulfills all its obligations and the guarantee for the assembly is quite impressive, this checkpoint in Russia has generated serious passions.

Deputies of United Russia and representatives of the public movement "Automotive Russia" even wanted to ban the import of DSG-7 boxes into our country. Such behavior is not at all another unhealthy initiative of the authorities to address strange problems. Many meetings with journalists and Volkswagen experts end with legitimate questions: when will the engineers make the box reliable and its typical problems and disadvantages will be solved. The answers are always the same, they say, everything is fine with the box, follow the operating instructions, if something is wrong - there is a guarantee, the car with our gearbox drives quickly and economically. However, as noted by the drivers, not for long.

Volkswagen followed with a statement, the essence of which was that the company would fulfill all obligations to customers who encountered low-quality products, but only if the warranty was valid. At the moment, the official representation of Volkswagen in Russia gives guarantees for this unit, if the car is new, up to 5 years, or the obligation is valid for 150,000 mileage, depending on what comes first. In the event of a warranty case, company representatives will replace the failed parts and mechanisms or the box itself, if necessary, and completely free of charge.

Operating rules

In order for the box to live for a long time, you should familiarize yourself with the rules for its operation, read the instructions and understand how it works. Here are some tips:

For proper operation, the transmission should be warmed up before driving;
It is important to avoid any slippage and aggressive driving;
Overcome dense congestion in the S position without switching to neutral;
Oil should be changed every 50,000;
For a "dry" clutch, it is better to shift into neutral during long stops.

If you ignore the careful attitude to this mechanism, then problems will soon arise with it and expensive repairs will be needed.

Change of oil

Volkswagen writes that an oil change at these gearboxes is only necessary during repairs - the oil is filled for the entire service life, it is not recommended to change it while the car is in operation. If the gearbox has been repaired, then an oil change is necessary every 60,000 kilometers. Service station specialists who have already dealt with the repair of these gearboxes claim that in any case, an oil change is necessary every 50,000 kilometers, otherwise no one guarantees that the box will last a long time.

The DSG 0B5 has two lubrication systems (gearbox housing and mechatronics). The mechatronics unit has a different oil, designed specifically for 0B5. Under no circumstances should such oil be drained from mechatronics. Modification 0B5 was installed on the Audi A4, from where it migrated further to models A and Q.

If the oil change is done by hand, then another nuance awaits the motorist. There is no filler hole, a suitable hole can only be found under the battery. All problems are solvable if you know what to do.

Oil for replacement is suitable G52512A2, you need to fill in 1.7 liters (5.5 for a complete replacement). An oil change can be cheaper if you use an analogue of SWAG 10 92 1829.

In general, changing the oil is no different from a similar procedure for an automatic transmission.

Can a car with a gearbox be towed by a robot?

It is not recommended to tow a car with a DSG box. The box may fail from the transportation procedure itself, and in this case the warranty will not apply. The official service station may refuse to repair due to violation of operating conditions. It is advisable to call a tow truck. If this is not possible and the vehicle must still be towed, the following should be done.

Turn on the ignition;
Shift the gearbox to neutral (towing at speed is not recommended and may damage the gearbox).

Towing is allowed for a distance of not more than 50 kilometers at a speed of not more than 50 km / h.

The opposite situation, when another car needs to be towed by a car with a robot box, is also not safe. In extreme cases, it is necessary to transfer the box to manual mode and move only in first gear and it is better not to exceed the speed of 30 km / h.

Tow truck for transporting cars

DSG adaptation

Adaptation is a procedure for adjusting the operation of the gearbox and the mechatronics unit, which is necessary after repair and in some cases when the box does not work correctly. The procedure is simple and you can do it yourself. Usually adaptation is carried out through Vag Com. Vag Com is a diagnostic program that will allow you to "make friends" with a computer, diagnose and configure some systems. The program has a simple and intuitive interface, it takes up little disk space and it has its advantages compared to analogues. In order for the adaptation to be carried out correctly, follow the following algorithm:

- Box in position P and warmed up to 30-100 degrees C;

— The engine is started;

— The brake pedal is depressed for the duration of the entire procedure.

If all conditions are met, you must connect Vag Com. The adaptation is done as follows:

In the program interface we find the item Basic automatic transmission settings.
Select the Gear Clutch Settings item, press “Go!”. The box will begin to make sounds, and the numbers in the program will change. You have to wait until it stops.
Select the Gear Shift Points item, click Go. Similar to point 2, we are waiting.
We select the item Clutch adaptation, the actions are similar to point 2. Then we do everything similarly to point 2.
Item Basic settings.
Item Pressure adaptation.
Item With shift paddles installed.
Item ESP and Cruise.
Click Done.
We turn off the ignition.
We wait a few seconds.
We turn on the ignition.
We look for errors, if necessary, delete them.
Exit the controller.
Without using cruise control, we perform a test drive.
Get off their Vag Com. Adaptation completed.

Replacing the mechatronics unit will require a new firmware. Fortunately, this is easy to do. DSG 6 mechatronics and DSG 7 mechatronics control units are easily flashed using this program.

We repair DSG

If there are jerks and kicks during the operation of the box, extraneous noise, then it's time to go for diagnostics. DSG repair is quite complicated

Dual clutch on robotic gearboxes, despite all its advantages, is a consumable item. No matter "wet" type of clutch or "dry". With aggressive use, dual clutches hardly live up to 40,000, it is better to change it as an assembly at the first symptoms.

The mechatronics unit is very delicate, requiring careful handling, warming up and not loving overheating. One of its weak points is the cooling system pipes made of plastic. From temperature changes and vibration, they can burst or crack, which will lead to coolant leaks and overheating of the box. Moreover, the gearbox can overheat from prolonged standing at a traffic light at speed.

The heat exchanger unit can generally depressurize and mix oils with antifreeze.

The roller bearings of the output shafts can run less than 50,000 if they have been subjected to heavy loads. When a gear tooth breaks, a characteristic knock will appear, which is also not uncommon. Also, extraneous noise in the box may indicate wear on the input shaft bearing, other bearings of the mechanical part, and the box differential. When the engine speed increases, stops, turns, the noise usually increases.

Failure of the electric pump of the control unit will immobilize the machine. If some electrical circuit in it is sour, this behavior may be periodic. A faulty control unit can periodically throw the box into emergency mode.

Worn solenoids can lead to jerky gear changes, the self-diagnostic system will not see problems. If you do not pay attention to such signs, then, most likely, soon the box will completely “stand up”. Its repair is not cheap, and in Russia it has not yet been mastered very well. It can even be difficult to find a suitable service with specialists who will undertake such work. Before buying a car with a robot, consider whether all its advantages are worth such repair problems.

The DSG box, like all similar boxes, is a fairly early development and they are just beginning to be modernized and worked out. The manufacturer's warranty still covers all possible troubles. Until the moment when eternal robot boxes appear, as the American and Japanese millionaire automatic transmissions once appeared, it will be a long time, maybe another 2-3 generations of these gearboxes.