What is a dsg gearbox 7. About the DSG (Direct Shift Gearbox) transmission for Volkswagen

15.01.2022

Body

The first machines with DSG robots appeared in Russia in the early 2000s. During this period, the units have undergone many finishing operations. Let's take a closer look at how the latest modifications of the two main representatives of the DSG family, which are considered not the most reliable, proved to be.

No alcohol law

The seven-speed DSG robot (DQ200) with dual dry clutch caused the most. 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. In their memory there were as many as three different versions, and they know examples when destruction occurred on boxes with new firmware.

At the mention of the robotic transmission DSG-7 with a dry clutch, most immediately begin to talk about its unreliability. However, as practice shows, the overwhelming majority of the respondents have never encountered cars equipped with this gearbox at all. In order to understand the reliability and main problems of the DSG-7 DQ200, we decided to talk and get the opinions of real owners who operate VAG cars in 2017 with a dry clutch DSG-7.

On our own behalf, we can add that for more than 3 years we had at our personal disposal a Skoda Octavia A7 equipped with a robot and a 1.8 liter engine with a capacity of 180 horsepower. For 3 years, the car, or rather the Direct-Shift Gearbox robotic transmission, did not cause any problems. Moreover, the car was operated mercilessly, almost on a daily basis - “sneakers on the floor” with constant sharp accelerations from a traffic light. And only on a run of 72,000 once did we experience a slight vibration, and this happened after we stood for more than 3 hours in a traffic jam with constant gas-brake movement.

Summing up, we can safely say that it has become much more reliable than the very first version, which gave the owners a huge headache, especially on the Volkswagen Passat B7 of the first years of production. Of the main advantages, lightning-fast gear shifting, excellent fuel economy and, of course, dynamics can be noted. Using the example of the 3rd generation Octavia with only 180 horsepower, the Czech car was able to leave its competitors far behind with more powerful and bulky engines. Octavia A7 with a 1.8 liter engine is perhaps one of the fastest cars in its class and price segment, only more expensive cars in sports modifications are faster.

Reviews about DSG-7 Volkswagen car owners

In order to learn about all the pros and cons of the robot, we decided to talk with the owners of Volkswagen cars and find out their opinion about reliability.

Volkswagen Passat

Alexander shared his opinion with us, who has owned a Volkswagen Passat sedan with a 1.8 liter engine for more than 4 years.

First of all, I'll start with the fact that I bought a new car and thought for a long time about taking it with a 1.4 or 1.8 liter engine, because. I often drive on the highway, but I decided to opt for a larger engine. I think that it will withstand the load at high speeds better than a low-volume one, which is more suitable for those who operate the car only in the city. As for the gearbox, I originally planned to take the mechanics, because. I heard a lot about the problems of the robot, moreover, one of my friends had a run of 48,000 km. However, having studied the forums with owner reviews, I came to the conclusion that over the past few years, engineers have managed to rid the DSG of all the shortcomings and the box has become much more reliable, as a result of which the choice fell on the version with a robot, which I never regretted. For all the time the car has not delivered any problems and makes me happy to this day.

Of the minuses, I can only note the unpleasant sound of metal when driving through speed bumps or other irregularities. It seems that instead of a well-oiled mechanism, bolts were poured into the box, which, when shaking, beat each other. A trip to the dealer did not give any results, besides, judging by the forums, this is a common problem that the official dealer cannot do anything about and answers only with excuses - they say this does not affect the operation of the transmission and the fact that the rattle is not a malfunction, but is only a feature of the DSG 7 with a dry clutch.

Passat B8

Good day everyone, my name is Konstantin and here is my review of the DSG box, which many are so afraid of. First I want to note that before that I had an Octavia A7 that suited me in everything, but I wanted a bigger car, at first I wanted to take a new Superb, but after visiting a Volkswagen dealer and driving a new Passat, I decided to opt for it. The funds were only enough for a version with a 1.4 liter engine, of course I wanted a more powerful version with a 180 horsepower engine, but paying about 1,900,000 is too expensive for me, and even 150 hp. quite enough for city driving.

As for the transmission, the choice was definitely in favor of the robot, because. I am not a fan of “pulling” the gearshift knob and pressing the pedals, this occupation is very exhausting for me, after work I want to get home as quickly as possible with comfort. Because as I wrote above, I had experience in operating a car with an identical transmission and I am familiar with reliability and shortcomings firsthand, everything suits me completely, but somehow I don’t want to change to a standard automatic machine. after the DSG, the work of the classic automatic transmission seems too thoughtful and fuel consumption played a role. With proper operation, the DSG should not cause any complaints, if you encounter this gearbox for the first time, then be sure to read the instructions for proper operation in the book, which will avoid breakdowns and failure of mechatronics.

Volkswagen Jetta

My name is Kirill Vasilyevich and here is my review of the DQ200 robot. I bought a car not new, but with a mileage of 50,000 km, initially I wanted to find one with an atmospheric engine and a classic torque converter, but they didn’t sell such cars in our city. An advertisement for the sale of a version with a turbo engine and a DQ200 robot caught my eye, I honestly admit that two things bribed me - the first is the price of the car and the second is its dynamics along with low fuel consumption.

At first, the car pleased everyone with handling and dynamics and imperceptible gear shifting, but after 6,000 km problems began - the box began to kick when shifting gears from second to third, and the kicks were quite strong and noticeable. Moreover, driving on a rough road hears a distinct clang of metal. The trip to the dealer ended with a verdict of mechatronics failure, since the car is still under warranty, the replacement cost under warranty. I am afraid that the breakdown may happen again, and the repair will have to be done out of my own pocket, so I plan to put the car up for sale in the near future.

Golf MK7

I’ll say right away that I made the purchase rather not with my head, but with my heart. very long dreamed of this German hatchback. Almost with the advent of the first photos of the seventh generation, I began to study all the information about it, including the DQ200 robot, which, judging by the numerous dissatisfied reviews of the owners, raised a lot of questions about reliability. By the way, the main problems occurred in the first years, then the company gradually corrected all design flaws. The main problem was overheating of the clutch and its failure due to frequent switching from 1 to second gear and back while driving through traffic jams. This problem was solved by reprogramming and increasing the first gear, more precisely, now the gear shifts much later, which reduces the number of gear changes to the second. I hope you understand what I wanted to say. I approached this issue with full responsibility and read a fairly large number of tips on how to extend the life of the DSG DQ200, including manuals for proper operation, which say that it is better to switch to neutral during a long stop (in a traffic jam or at a traffic light) ( N), and in heavy traffic, either use sport mode (S) or manual shift mode. Yes, of course, in this sense, the classic automatic is much more convenient and simpler, but I would not change the sensations that Direct Shift Gearbox gives for anything, I really like to feel constant acceleration and the absence of a gear shift sensation, like in a classic automatic transmission.

Now my golf has run 33,400 km and for all this time I have not had any problems (pah-pah-pah), yes, of course, the mileage is quite miserable, but now we can say that the DQ200 robot in 2017 has become much more reliable than the first his version. In the future, I plan to buy a car also on a robot, but I hope that it will be either a 6-speed wet clutch DQ250, or a wet clutch with seven gears, which is currently considered the most reliable among VAG robotic transmissions.

Volkswagen Polo Sedan GT

Before that, I already had a Polo sedan but with a conventional automatic, everyone liked the car, but lacked dynamics. Immediately after the appearance of information about the version with, I thought about buying it. The dynamics are really interesting considering that the engine size is only 1.4 liters, and the power is some 125 hp. I heard that there are specialists who raise engine power to 180 and 200 hp. though then the question arises about the reliability of the transmission and its ability to cope with increased power.

To date, the mileage is 13,600 km. and during all this time no problems were noticed. The operation of the gearbox, or rather the gear shift, is much more like it than on a classic automatic. So I'm 100% happy with my purchase. Time will tell how the DQ200 will behave in the future, I hope that up to 100,000 km, no problems will happen to it.

Reviews about DSG owners SEAT

Although this brand once again left our market, we could not help but include the reviews of the owners in our list.

SEAT Leon

The car chose between Skoda Octavia, Audi A3, SEAT Leon and Volkswagen Golf. I wanted a fast car with a bright appearance and a pleasant interior. Audi disappeared due to the high price, Golf due to the lack of a 1.8 liter engine, it is strange why the entire VAG line, except for this hatchback, is equipped with a 180 horsepower engine, but oh well. In the end, the choice was between Octavia and Lyon. The Czech liftback was much more practical due to the trunk, and the interior was much more spacious, but the appearance and design of the Seat bribed me, as a result of which my choice was on this particular brand.

Unfortunately, I didn’t know much about DSG on SEAT, and there isn’t too much information on the Internet, which is understandable. This brand is not particularly popular in Russia. But as I understand it, the gearbox and engine of the Leon are completely similar to those installed on the Octavia, so I thoroughly studied the forums of the owners of versions with a 180 horsepower engine and transmission. I was immediately pleased that there were very few negative reviews and there was no such volume of complaints as there was for the first generation Passat B7 with DSG.

Of course, I am afraid of a breakdown of the mechatronics and clutch, because. this is the most common problem, but so far the robot seems to be coping with its tasks with a bang. It is a pity, of course, that Leon is not equipped with the DQ250, which is more reliable and allows you to slightly increase power without fear of failure.

Nowadays, you can find vehicles of various designs, and not all of their mechanisms are distinguished by flawless operation. This article will focus on a rather unusual, robotic gearbox - DSG 7. Anyone who has already encountered it or is simply interested in various innovations in the automotive world will certainly be interested in receiving additional information regarding this issue.

1. What is a DSG gearbox

The abbreviation "DSG" stands for Direct Schalt Getrieb and literally means "direct shift box". In fact, this is only one of many types of preselective robotic gearboxes equipped with two clutches. In fact, the “robot” is the same, only the control in it is automated.

When a gear shift is required, the on-board computer sends a special “command” to the actuators, and they disconnect the clutch disc from the master, thereby breaking the connection between the power unit and the box. As a result, after the movement of the shafts with gears, the disks are connected back, and the process of transmitting torque is resumed.

It should be noted that the computer does not always cope with this task quickly, and in most cases it takes more time than the driver would need. Therefore, if you are a fan of dynamic driving, then it is better to buy a vehicle with a conventional manual transmission.

However, the dual clutch box is somewhat different from the typical "robots". It was invented by the French engineer A. Kegresse, who until the First World War worked in the personal garage of Nicholas II. By the way, it was he who invented the caterpillar-wheel engine for the royal Packard.

True, at the end of the 30s, when the principle of operation of the double clutch was described in detail by Kegresse, existing technologies did not yet allow the construction of a prototype, and this possibility was safely forgotten until the beginning of the 80s. The “novelty” was tested on Ford cars (model Fiesta and Ranger) and Peugeot 205, after which it was put on racing Audi and Porsche.

2. What is the difference between DSG 6 and DSG 7

There are two types of DSG direct shift gearboxes - DSG 6 and DSG 7. The six-speed DSG 6 was the first to appear in 2003, in which the dual clutch worked in an oil bath (“wet” version). Such a large amount of oil turned out to be a significant problem, because it was because of it that the engine lost its power. This nuance was the impetus for the creation of a more advanced version of the gearbox, which is the DSG 7, introduced by Volkswagen in 2008.

This design has reduced the amount of gear oil used, as it is now only used for lubrication and not for cooling the clutch. As a result, efficiency increases and fuel consumption decreases. However, the use of a dry clutch led to other problems, which we will talk about a little later. In general, the only thing that distinguishes the 7th model from the 6th (apart from the difference in the amount of oil) is the presence of 7th gear.

The DSG-7 gearbox is installed on middle-class cars that are not so demanding in terms of speed and are more designed for a quiet and calm ride.

3. Classic DSG 7 problems

There are many problems that you may encounter when using the classic dry DSG 7 gearbox. Some of the most common options include:

1. The appearance of machine vibration when shifting gears from first to second and vice versa. Cause: Clutch discs close too hard and it feels like you're dropping the clutch (remember this moment when driving a car with a manual transmission). In this case, an error occurs in the mechatronics unit and is eliminated by flashing or replacing it.

2. The occurrence of vibrations in 2nd gear when moving at low speeds. Here the source of the problem should be sought in the absence of a torsional vibration damper on the second clutch. Volkswagen AG engineers thought that it would be enough to install a damper on the first clutch, because it is the most loaded. In addition, the area of its clutch is larger than the area of the clutch of the second clutch.

After the company LUK (which was responsible for the creation of the DSG-7) nevertheless released a clutch with a modified clutch material, the vibrations did decrease somewhat, but still did not completely disappear. VAG specialists are trying to fix this problem through software updates, but one mechatronics specialist will not be able to solve the “disease” of the entire structure. Simply put, rattling will accompany the work of the DSG-7 until the next box model is released.

3. Knocking in the gearbox when driving at low speeds is another common problem with this type of gearbox. The official explanation for this problem is based on the fact that the gearbox contains a large number of tightly packed parts, and under certain conditions, due to heavily loaded parts and gears, vibration may occur. Given that the amount of transmission fluid in this model is not very large, the transmission of sounds from the gearbox to the outside is more intense.

True, the appearance of such noise only affects the personal comfort of the driver and passengers, without affecting the performance of the gearbox and its resource. This "inconvenience" is not even considered a defect, because of which the employees of specialized workshops will not be able to help you. Therefore, before buying a vehicle with a DSG 7 gearbox, decide whether you can “survive” this noise or not.

4. Jolts at the beginning of the movement and when switching to the modes "D", "S", "M". In this case, the set of reasons for this behavior of the machine is quite extensive. For example, a malfunction can be hidden both in the clutch unit and in mechatronics or in the engine-gearbox assembly. Be that as it may, it is better to check the vehicle for which such a malfunction was noticed in a car service.

5. Breakdown of mechatronics can also have a variety of reasons. However, most often the culprit is the software version and the mode of operation of the car. Earlier models were much more likely to suffer from mechatronics failures caused by software errors.

Today, most of the problems have been eliminated with the help of constant updating of the "brains", as a result of which the electronics began to behave more obediently, although they are still not immune from operational errors. For example, a hard start with the brake pressed can easily lead to a complete breakdown of the box with a “dry” clutch.

As you can see, all of these problems lie in the complex design of the DSG 7 gearbox. It turns out that the specialists of the Volkswagen AG concern sought to create the perfect gearbox, and now they are paying for mistakes with annual transmission upgrades.

4. Car models with a problematic DSG 7 box

A fairly large number of cars loved by everyone were produced with a problematic DSG 7 gearbox. One has only to recall the Škoda Octavia, VW Golf or Audi A3 of 2014. However, this is still far from all contenders for the appearance of the above problems. Delving into the essence of the issue, one cannot help but recall other cars that were “lucky” to become owners of this gearbox.

Among the vehicles of the brand Audi models stand out in this regard. TT (2010-2014), A1 (2010-2014), A3 (2008-2014), A4 (2007-2014), S4 (2008-2014) .), A5 (2007-2014), A6 (2011-2014), A7 (2010-2014), Q5 (2008-2014) and R8 (2012 -2014 onwards). Concern SEAT installed DSG 7 on the model Ibiza (2008-2014), León (2005-2014) and Altea (2009-2014).

The creators of some models did not differ either SKODA. In particular, DSG 7 operates on Škoda Octavia (2004-2014), Škoda Superb (2008-2014) and Škoda Yeti (2009-2014). However, most of these boxes are installed on the products of the concern. VOLKSWAGEN:Polo (hatchback 2009-2014), Golf (2009-2014), Jetta (2005-2014), Touran (2010-2014), New Beetle (2013- 2014 MY), Passat (2005-2014 MY), Passat CC (2008-2014 MY), Sharan (2010-2014 MY), Scirocco (2009-2014 MY) ), Tiguan (2011-2014), Caddy (2010-2014).

Of course, for each specific model, you can choose your own solution to the problems of the DSG 7 gearbox, but sometimes it’s easier to just replace it with a more suitable, alternative gearbox option. For example, for a Škoda Octavia with a volume of 1.4 liters, 1.4 (140) 6MT is well suited, and for an Audi A3 (volume of 1.8 liters), if necessary, you can pick up 2.0 (143) DSG6.

Despite the possible disadvantages, many of the listed car models have been successfully operated for more than one year, and problems with the gearbox do not bother their owners. It is likely that, in your case, you will not have to figure out how to solve the above problems for a long time, but, nevertheless, it is better to know about this possibility in advance. Naturally, before buying a car with this system, it is worth weighing all the pros and cons well, and it is better to additionally consult with a knowledgeable person.

New developments in the field of automatic transmissions give the motorist a great deal of choice. And with the advent of the DSG robotic gearbox on the market, it is becoming increasingly difficult to make a choice - you want to try everything to find the best for yourself. DSG is a new generation gearbox that combines all the best engineering solutions and modern technologies. We will analyze in the article its device, characteristics, types, we will dwell, among other things, on recommendations for operation.

DSG gearbox

DSG selector

The DSG gearbox (from German Direkt Schalt Getriebe) was developed by the German concern Volkswagen. Literally, DSG is translated from German as: "Direct Engagement Gear Box". The transmission is a kind of robotic gearbox using a double clutch, combining the characteristics of both automatic transmission and mechanics. The process of shifting gears and engaging / disengaging the clutch occurs automatically, and the driver only selects the desired driving mode using the gear selector lever.

DSG has long proven itself on the positive side in sports cars, and is still a novelty for conventional vehicles. Another name for the transmission is a dual-clutch preselective robotic gearbox. It is the presence of two clutches that distinguishes this type of automatic transmission from its other counterparts.

Device and principle of operation

DSG preselective gearbox device

The automatic transmission device of this type is as follows:

main gear and differential;
Mechatronic control module;
double clutch;
internal primary shaft;
outer primary shaft;
two secondary shafts.

The design feature of the DSG is that it has two primary and two secondary shafts. Each secondary shaft is engaged with its corresponding primary. Moreover, gears of even gears are located on one pair of shafts, and odd gears on the other. The input shaft with even gears is made hollow and the input shaft of odd gears is inserted into it. Each shaft is connected to "its" clutch.

Gear shifting occurs as follows: the movement of the car starts in first gear, but the second gear is already in "alert", that is, its gears are already engaged. As soon as the command to shift to second gear is received, the odd clutch will open and the even clutch will close. In this case, the third gear is already engaged in the odd row, in order to start work immediately after the even clutch is opened. Gear shifting is carried out using synchronizers.

Thus, gears are switched at a speed not available even to the most experienced driver. Hence the name preselective checkpoint (pre - in advance, select - choice). In scientific terms, this means that the DSG transmission has virtually no interruption in the power flow from the engine to the gearbox when shifting gears. This has a positive effect on both acceleration of the car and fuel economy.

Clutch and gear shifting is controlled by the control unit. It consists of electronic and hydraulic control modules as well as sensors. This unit, called Mechatronic, is located directly in the gearbox housing.

Built-in sensors monitor the condition of the gearbox and monitor the operation of the main elements. Monitored parameters: speed at the input and output of the gearbox, oil pressure and temperature levels, the position of the gear shift forks. Based on the sensor signals, Mechatronic implements the transmission control algorithm.

Varieties of DSG

There are currently two types of DSG boxes:

six-speed;
seven-speed.

General scheme of 6 and 7-speed DSG

Initially, the preselective automatic transmission was a six-speed. It uses a wet-type double clutch (in everyday life - “wet”). The clutch is constantly in oil, which provides lubrication of parts and cooling of the discs, which, in turn, increases its life.

Unlike the six-speed one, the clutch of the 7-speed DSG is “dry”, and this automatic transmission requires three times less oil. The hydraulically driven oil pump has been replaced here with an electric one, which reduces energy costs and improves fuel efficiency of the engine. But the clutch resource will be lower.

Transmission DSG 6

The DSG 6 is not the latest in Volkswagen's range of robotic transmissions. But it is considered more powerful - the engine torque is 350 Nm.

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

Volkswagen (Golf, Passat, Jetta, Touran, Tiguan);
Skoda (Superb, Octavia);
Audi (A3, Q3, TT);
Seat (Toledo, Alhambra).

Transmission DSG 7

The seventh DSG model appeared three years after the sixth and was made specifically for budget cars. DSG 6 is characterized by high weight (about 95 kilograms) and a large amount of gear oil. The DSG 7 weighs around 70 kilograms and has a smaller oil volume, which has a positive effect on fuel consumption and the cost of regular maintenance.

7-speed DSG device

DSG 7 is installed on vehicles equipped with an engine with a torque of up to 250 Nm. These include the following models:

Volkswagen (Golf, Passat, Transporter, Caddy);
Skoda (Fabia, Superb, Octavia);
Audi (A3, Q3, TT);
Seat (Ibiza, Leon, Altea).

According to the device, a “dry” DSG is no different from a “wet” one. It is based on: the first and second secondary shafts, main gear, oil filter, flywheel and Mechatronics unit. A feature of this automatic transmission is the presence of two dry friction clutches that do not work in an oil bath. This technical innovation has significantly increased the efficiency of the box.

Differences between two generations of DSG

DSG automatic transmission is undoubtedly one of the most advanced gearboxes. But, despite the obvious advantages, it also has disadvantages. We will analyze them in more detail, while paying special attention to both “wet” and “dry” automatic transmissions.

Gearbox DSG 7

The main difference in the DSG of the two generations is due to the amount of transmitted torque. This is due to the type of cars on which the boxes are installed. About the weight of the box, oil consumption and fuel efficiency have already been written above. The seventh model in this regard will be better. But a longer service life and higher reliability will be provided by a six-speed gearbox.

Now directly about what advantages characterize the DSG automatic transmission.

Gear shifting speed.
High dynamics of acceleration due to the almost continuous supply of torque to the wheels of the car.
The smoothness of the movement of the car due to the fact that the gearshift occurs without jerks.
The ability to work both in automatic mode and in manual gear shifting mode, which gives the driver the opportunity to independently choose the style of movement.

Now as for the negative qualities of DSG.

The overall complexity of the design and, as a result, an increase in the total cost of the car, as well as a decrease in the service life.
The complexity of the repair.
Expensive and difficult oil change, especially in the six-speed DSG.
In DSG 7, the process of shifting up or down may not be as smooth. This is due to the peculiarities of the dry clutch.
The inconvenience of operating the car in traffic jams, as it is recommended to switch to neutral when stopping.

When Volkswagen introduced the dual-clutch box as an alternative to the classic automatic in 2002, the excitement knew no bounds. It is understandable, a similar solution has already been tried, in particular Porsche. Volkswagen, on the other hand, has created an inexpensive and highly efficient version for conventional production cars. It is thanks to VW that for the first time cars with an automatic transmission have become as dynamic as versions with a manual transmission.

Today DSG deserves a round of applause. But after 10 years of presence in the market, it became clear that this solution is not suitable for everyone. Although the DSG is rated as a very good and thoughtful design, after a while it may require the intervention of a mechanic. This will be expensive, especially if the previous owner of the car did not care about regular oil changes in the box. Moreover, the operating conditions and the quality of care in the past are a big secret.

Story

The DSG box (from the English Dual Shift Gearbox or the German Doppelkupplungsgetriebe) currently has several options that are fundamentally different in design. The first version appeared at the turn of 2002 and 2003. It was a 6-speed DQ250 gearbox, which features a wet clutch, i.e. working in oil. The box is able to handle torque up to 350 Nm.

In 2008, a lighter and more economical 7-speed version of the DQ200 appeared on the market. It is able to digest only 250 Nm of torque. In 2010, the company introduced the DQ500 box, developed in-house. All previous versions helped develop Borg Warner and LUK. The latest modification was adapted for high torques (up to 600 Nm), which made it possible to use it even in commercial vehicles, such as the VW Transporter. Soon the box found its application in small models of the brand. The designers again returned to "wet clutches", but the number of steps remained the same - 7. The DL501 modification is used in Audi cars and is designated S-Tronic.

Reliability

Unlike classic automatics that don't need a clutch or a solid flywheel, a DSG box uses both of these components. The dual-mass flywheel must be reliable and have a resource, as is the case with a manual transmission. Theoretically, it is capable of withstanding at least 150,000 km. In reality, the flywheel can fail after only half the distance measured to it.

As for the clutch, the “wet”, due to better cooling, can even last 250-300 thousand km. Replacing the "dry" may be required already with a run of 150-200 thousand km. But according to statistics, this happens earlier, which is the fault of the management system. Problems are caused by the lack of electrical contact or damage to solenoid valves in mechatronics. The defect, as a rule, manifests itself even before crossing the 100,000 km mark.

Fortunately, in many cases the malfunction can be fixed in specialized workshops. Official services in case of problems with mechatronics change the box to a new one. In ordinary "garages" it will not work to repair the DSG box. Regardless of the type, the box requires special tools. Pre-fabricated to 5 microns, which requires extreme precision in post-repair reassembly.

DSG types

Number of gears: 6.

Maximum engine torque: 350 Nm.

Clutch type: wet.

Exploitation

The box requires regular oil and filter changes. Maintenance is required at least every 60,000 km. Dirty oil can destroy mechatronics.

Application

VW Golf V 1.4 FSI, 1.9 TDI, 2.0 TDI

VW Touran 2.0 TDI

Seat Leon II 2.0 TDI

Skoda Octavia II 2.0 TDI

VW Passat B6 2.0 TDI, 2.0 TFSI.

Number of gears: 7.

Maximum engine torque: 250 Nm.

Clutch type: dry.

Exploitation

The box has two independent oil circuits and the manufacturer does not provide for an oil change. However, independent services recommend changing the fluid.

Application

Skoda Fabia II 1.4TSI

VW Golf V/VI 1.4 TSI

VW Golf VI 1.6 TDI

VW Touran 1.4TSI

Skoda Octavia II 1.8TFSI

VW Passat B6 / B7 1.4 TSI.

Number of gears: 7.

Maximum engine torque: 600 Nm.

Clutch type: wet.

Exploitation

The box has a wet type clutch and requires regular oil changes.

Application

VW Multivan 2.0 TDI

VW Transporter 2.0 TDI

VW Tiguan 2.0TFSI

Typical faults and repair costs

A 6-speed DSG, regardless of type, can travel 200,000 km without any problems. There are many cars that have covered more than 300,000 km.

The dry clutch of a 7-speed gearbox can wear out already by 150-200 thousand km.

The dual mass flywheel usually wears out before the clutch. It is 50% more expensive than a manual transmission flywheel.

To repair the box after long runs (over 300,000 km), it may take about $ 1,500-2,000.

A DSG in good condition can be purchased for $1,000-$1,500. However, the number of offers on the secondary market is very limited.

The cost of a new box in the official service is about $ 6,000.

As for the box itself, as a rule, there are malfunctions of the monitoring and control system associated with the operation of the mechatronics and the control module. To repair the control module, you will need about 200-300 dollars. Recovery is possible only in specialized services.

Symptoms of a mechatronics malfunction

Highlighting "PRNDS" on the dashboard and switching the box to "N" mode.

Hard shift into 1st gear.

Hard switching from 3rd to 2nd and from 2nd to 1st, sometimes clicks are clearly audible.

Vibrations in 2nd gear when braking.

Shocks during successive switching.

Feeling a loss of traction when the rpm drops below 2000.

double clutch

DSG 7 clutch.

As a result of friction, dry clutch wears out faster (even up to 150,000 km). The cost of a new clutch (with replacement) is about $ 700, in the official service - about $ 1,300. Wet clutches are more durable. They can travel over 250,000 km. The cost of replacing them is about $1,000.

Mechatronic

Problems arise due to the loss of contact on the board at the soldering points. This is the result of the introduction in 2004 of ecological soldering methods. Specialists remove the module and re-solder. The cost of the service is about $200.

hydraulic block

It is a group of solenoid valves and an oil pressure control circuit. Solenoid valves can fail, which can be replaced. The cause of their malfunction may be metal filings resulting from clutch wear.

dual mass flywheel

Its wear is the most common reason for dismantling the DSG box (sometimes even after 70,000 km). Flywheel durability is reduced by chip tuning and driving at very low revs. It costs more than a flywheel for cars without DSG.

Attention! Regular oil changes are a prerequisite for the correct operation of the gearbox.

As a rule, the filter and oil are changed every 60,000 km in an automated transmission with "wet clutches". For a 6-speed DSG DQ250, you need 5.2 liters. The cost of the service is about $ 200 in the official service and $ 100 in the usual one. The oil must be of a special type designed for DSG boxes.

The manufacturer does not provide for oil changes in boxes with a "dry clutch". However, specialized services still recommend doing this every 60,000 km. The oil in the automatic transmission (1.7 l) and the mechatronics hydraulic fluid are subject to exchange. The cost of services is about 90 dollars.