vw dsg hydraulic pump play protection pricelist

This DSG 7 control unit is a very common failure for vehicles built between 2003 – 2016 fitted with the DQ200 Direct Shift Gearbox (DSG). The most common reported symptom is a complete loss of drive due to not being able to select any gears, this will cause the EPC light to remain illuminated and the gear symbols will continually flash on the instrument panel. Often the main 30-amp fuse will be blown, if you try to replace the fuse it will blow again while the DSG control unit remains connected.

If you attempt to read the fault codes stored in the gearbox system, then you may also notice the gearbox system fails to communicate with your diagnostic scanner, preventing you from reading any fault codes. However, if you are able to communicate with the DSG gearbox system, then you may have the following fault codes stored:

We are able to remanufacture (rebuild) your own DSG unit and supply an unlimited mileage lifetime warranty as standard. When we rebuild your own unit, we use higher rated than standard components and ‘engineer out’ the original design flaw that caused your unit to fail in the first place, giving you the peace of mind that your unit will not fail again. If we rebuild your own unit then it will cost a small fraction of the cost of a new unit, and you will not need to program the unit back onto your car – simply refit, replace the oil and away you go.

This is a complete re-engineered solution for the DSG-7 family of mechatronics units, all failing components are replaced with our own re-engineered versions, designed from scratch to outperform the original OEM parts. Employing our in-house designed reinforced stainless-steel pressure build-up controls, polymer clutch actuation protection and control unit revision, complete HIL simulation redesign to ensure all shift actuators are meeting and exceeding original OEM specifications in real-world conditions.

We fully test every Mechatronics unit before (first line test) and after (end of line test) the rebuild, using our HIL (Hardware In-the-Loop) DSG-7 Gearbox rig, this allows us to test your Mechatronics unit under real-world load conditions. This ensures that each rebuilt unit meets and exceeds OEM specifications. All common failing components are replaced with versions that are higher rated than standard, so you can be assured that once your unit has been rebuilt it will perform as good as, if not better than a brand-new unit from the manufacturer.

The VW/Audi group DSG7 DQ200 mechatronic will typically cause gear change problems on the vehicle. However, it’s not always the mechatronic unit that causes drivability problems.

Package the DSG7 transmission control unit inside a sturdy box with plenty of packaging material (make sure you include your confirmation email in the box).

Once received we will test, rebuild and return your DSG7 transmission unit with an unlimited mileage lifetime warranty. (if your unit turns out not to be faulty then we will refund your payment less a small testing fee and return shipping)

Package the DSG7 transmission control unit inside a sturdy box with plenty of packaging material (make sure you include your confirmation email in the box).

Once received, we will test your DSG7 transmission unit and call you to advise on the outcome of testing, if your unit is faulty and you choose to go ahead with the rebuild then we will take payment over the phone using a debit/credit card.

VW 06079 GENERIC P17BF. VAG 006079/10902/10903, P17BF, Hydraulic pump - play protection. VW 06300 GENERIC P189C. VAG 006300, P189C, Function restriction due to insufficient pressure build-up.P1895, Reduced function because of pressure drop. Loss of power (gone into neutral), no gears can be selected, hydraulic pump runs constantly, you can see hydraulic fluid bubbling/rising out of the breather, flashing spanner icon where gear number usually shows.

An issue with the pressure accumulator could cause loss of hydraulic pressure in the automatic gearbox system, leaving it essentially stuck in neutral. The recall lists this issue as a major safety concern, stating that it could “increase the likelihood of an accident affecting the occupants of the vehicle and other road users.”

This isn’t the first time VW has recalled vehicles over issues with their DSG gearboxes. In 2013 VW recalled huge numbers of vehicles fitted with their 7-speed dual-clutch gearboxes (DQ200). It was found that the synthetic gearbox oil could cause malfunctions in the gearbox in hot climates.

We’ve also reached out to the UK VW Press office but we’re yet to hear back. We’ll also get in contact with our friendly local Skoda dealership (Wings Skoda Peterborough) to see if there is any news for my DSG equipped Octavia. We’ll be certain to keep you posted.

If the pressure accumulator cracks, oil and pressure is lost in the hydraulic system of the gearbox. As a result, the transmission of engine power via the gearbox is interrupted. The experience of this symptom would be comparable to depressing the clutch in a vehicle fitted with a manual transmission. This could increase the likelihood of an accident affecting the occupants of the vehicle and other road users.

It’s not even been a month since we published an article with failing DSG gearboxes in VW group cars, This news isn’t what we wanted to see, especially with the impending doom of our DSG gear selection switch.

Has your car been recalled by VW Australia? Have you got any technical information on the failure? Let us know in the comments below or get in touch via our contact page

VW 06079 GENERIC P17BF. VAG 006079/10902/10903, P17BF, Hydraulic pump - play protection. VW 06300 GENERIC P189C. VAG 006300, P189C, Function restriction due to insufficient pressure build-up.P1895, Reduced function because of pressure drop. Loss of power (gone into neutral), no gears can be selected, hydraulic pump runs constantly, you can see hydraulic fluid bubbling/rising out of the breather, flashing spanner icon where gear number usually shows.

Hi - I have been to my mechanic who has recorded a fault on my 2013 polo GTI. It reads: hydraulic pump - play protection. Is this likely to be a fault in the main transmission or the mechatronics unit??

I have to take it to VW for diagnostics before they"ll give me a straight answer. At $195 per hour of course. After which they"ll just tell me it was the same fault code my mechanic recorded I"m sure of it. They did tell me there was no outstanding recalls on the car, so I"ll probably have to pay for it. There"s a fair bit of difference in price depending on which part is causing the issue, $7300 for a transmission vs $2300 for a mechatronics unit. Can anyone offer any advice? thanks!

The dry clutch 7 speed DSG gearbox suffers from several mechatronic faults. This manual details the issues that affect the Audi S Tronic, VW, Seat and Skoda, DSG 7 speed models which can be repaired and even upgraded with modified parts. This relates to DSG 7 Dry Clutch systems found on models with an engine capacity of under 2000cc with engine torque to 250Nm. This manual does not relate to the 0B5/DL501, DQ500, DQ381 and DQ382 DSG 7 gear wet clutch system equipped on the larger Audi models.

This version of the DSG gearbox is often referred to under a few different names including, 0AM, 0CW, 7DSG and DQ200. You can find this version of the transmission on the smaller engine models in the Audi, Seat, Skoda and VW vehicles.

For decades, automatic transmissions have been viewed as the antithesis of performance by most automotive enthusiasts. Power-sapping torque converters, glacially slow shifting, and driver feedback described as vague at best, are some of the key complaints about older "traditional" automatics. With the DSG transmission, a dual-clutch automatic,

DSG is the Volkswagen marketing acronym for their family of dual-clutch transmissions or DCT. DSG stands for "Direkt-Schalt-Getriebe," or direct-shift gearbox. The VW DSG transmission is similar to all other common DCT designs in that it is effectively two separate electronically controlled manual transmissions built into one.

The DSG combines the best attributes and efficiency of a standard manual transmission and the ease of use of a more traditional automatic. DSG transmissions can be operated in a fully automatic mode, where the computer decides when and how to shift, or in a semi-automatic mode, where the driver uses either the gearshift shift lever or steering wheel-mounted paddles to select the desired gear. DSG and DCT transmissions have been a game-changer in the automotive world and in performance circles. Rarely has one component been able to increase both efficiency and performance with almost no downside.

All Volkswagen DSG transmissions are a transaxle design, which means that the same transmission case houses both the gears, the final drive, and differential in one unit, with shared oiling and lubrication. Much like a standard manual transmission, a DSG-equipped vehicle has a flywheel, which mates to the input shaft of the transmission, and is engaged by a clutch. This transfers power from the engine, through the transmission, and finally to the drive wheels.

As you would expect by the name "dual-clutch transmission," the DSG has two clutch packs, as well as two separate input shafts. Both are a concentric design, which means that one fits over the top of the other. The first clutch pack engages the odd gears of 1, 3, and 5, while the other engages the even gears of 2, 4, and 6. The two clutch packs are designated as K1 and K2.

The clutches in most DSG transmissions are a "wet clutch" design, which means that the plates and friction rings are lubricated and cooled with transmission fluid, actuated via hydraulic pressure generated by a mechanical oil pump, and applied by the Transmission Control Unit (TCU). VW calls this the Mechatronic unit, and it is the brain behind the brilliance of the DSG transmission.

Since the Mechatronic unit effectively has two transmissions to work with, it is able to pre-select the next gear that you need before engaging the clutch and performing the shift. It simultaneously disengages one gear as it engages the next, resulting in that perfect power delivery. Where the DSG shines is in its ability to deliver both smooth and lightning-fast shifts, no matter the situation. From loafing along in commuter traffic to hitting back roads or race tracks on the weekend, it can do it all.

For example, if you"re just easing along in traffic and not accelerating or braking with a lot of force, the transmission will work its way up or down through the gears easily, ensuring smooth performance and shifting at low revs to maximize fuel efficiency. A DSG-equipped vehicle driven gently will use less fuel than the same car equipped with a manual.

However, if you press the accelerator pedal down like when you merge onto a busy highway, the Mechatronic unit sees the increased power produced by the engine and holds the gear longer, or performs a down-shift depending on the current gear and RPM, ensuring faster acceleration. It also will make the shift to the next gear more quickly, with a faster and more abrupt engagement of the clutch. A DSG transmission can perform a complete shift in around 200 milliseconds and can shift more quickly than the best drivers in a similar manual transmission vehicle.

How much faster? Depending on the exact trim level, the DSG equipped Mk7 GTI is about two-tenths of a second faster to 60 miles per hour at 5.8 seconds on average, compared to 6.0 seconds for the manual. Similarly, it is about two-tenths of a second faster in the quarter-mile, averaging 14.3 seconds over 14.5 for the manual transmission Mk7 GTI.

Most DSG-equipped models also feature a "Sport" mode in addition to "drive" or "manual" modes. Sport mode changes the programming to be a bit more aggressive and not as focused on maximum efficiency and miles per gallon. The result is that it shifts faster, holds gears longer, downshifts to make use of engine-braking, and is generally more responsive for sporty driving. On many vehicles, Sport mode may also change the responsiveness or power of the engine, firmness of the suspension, or make other changes to enhance the driving experience.

There is one side-effect of the fast-shifting on DSG-equipped vehicles, which people tend to either love or hate. The "DSG Fart," as it"s known in most enthusiast circles, is a loud "crack" from the exhaust which occurs in between shifts on hard acceleration.

In 2006, the full Mk5 line up launched in the USA and added the DSG transmission as an option on the sporty GTI 2.0t and GLI 2.0t versions of the Rabbit/Golf and Jetta.

A vehicle equipped with a DSG transmission will have a traditional automatic-style gear selector with a "PRND" indicator. Most but not all models will have "DSG" or "S Tronic" branding on the gear selector.

Porsche wins the award for the hardest to pronounce name with "Porsche-Doppelkupplungsgetriebe" (Porsche double-clutch transmission), which is what PDK actually stands for. PDK operates in the same fashion as all other dual-clutch transmissions but is known to be one of the most refined and best-performing DCTs on the market. Similar to VW and Audi designs, PDK transmissions are all transaxle designs. Porsche is notable for having developed a PDK transmission for racing use back in the early-1980s as part of their 956 / 962 Group C program. The PDK didn"t prove to be reliable enough at the time but has since been used in a variety of the entry-level Cayman GT4 machines from Porsche. Similarly, Volkswagen DSG and Audi S Tronic are both used on factory-built race cars, including our own Volkswagen GTI TCRs.

S Tronic is simply Audi"s marketing term for DCT-equipped vehicles. Audi"s S Tronic and Volkswagen"s DSG are identical in transverse powertrain vehicles, such as the Audi TT, TTS, TT RS, A3, S3, and RS3. Audi"s more sporty longitudinal powertrain vehicles such as the S4 3.0t, S5 3.0t, RS5, and S6 4.0t are also offered with S Tronic transmissions.

BMW DCT differs only in that it is not a transaxle design like those from VW, Audi, and Porsche, but operates on the same principles and with the same primary components. BMW models have the final drive and differential divorced from the clutches, gear set, and fluids. The BMW DCT transmission is only offered on rear-wheel-drive models in the BMW lineup and is not an option on any of the xDrive variants. The BWM DCT transmission is primarily offered on performance models such as the M-badged cars and has received similar accolades to Porsche"s PDK for being one of the most responsive DCT transmissions on the market.

The first production iteration of the DSG transmission, the DQ250, is a 6-speed transverse design utilized in a wide range of vehicles in the Volkswagen Audi Group. Exact specifications such as gear ratios and final drive will vary depending on the exact transmission code, but the design, function, and core components are all very similar. As technology has improved, the Mechatronic unit has been upgraded and improved, so the newest examples can shift faster, smoother, and are typically less likely to experience Mechatronic problems. The all-wheel-drive 4MOTION and Quattro DSG or S Tronic equipped DQ250 variants utilize an outboard transfer case design, and are otherwise the same as the FWD examples.

The DQ250 is the most commonly used DSG design. With factory Mechatronic programming, it"s rated to handle up to 295 lb-feet of torque.The FCP Euro GTI TCRs were delivered with a motorsport variant of the DQ250, which shares almost all of its components with the street version.

The DQ500 is the first 7-speed transverse design sold in the USA by Audi, and also utilizes a wet clutch design like the DQ250. It was originally used in VW Transporters and other more industrial designs in Europe, which require high-torque handling, but has been adapted for use in the ultra-high performance Audi TT RS and Audi RS3 2.5T. With factory Mechatronic programming, the DQ500 is rated for up to 442 lb-ft of torque.

The newest transverse offering is the 7-speed DQ381, as introduced in the 2018 VW Golf R and 2019 VW GTI. It shares much of its design with the DQ500 and is rated for up to 317 lb-ft of torque with factory Mechatronic programming. Both the DQ500 and DQ381 transmissions offer even better fuel efficiency potential than the DQ250 with the addition of the seventh forward gear, along with their increased torque capacity.

Audi introduced the longitudinal DL501 7-speed S Tronic transmission in a variety of their more performance-minded sedans and CUVs such as the S4, S5, and S6. The DL501 differs from all of the transverse type DQ transmissions in that it has divorced lubrication systems. The oil for the gearing and differentials is separate from the oil, which is utilized by the clutches, Mechatronic unit, and pump. This should, in theory, provide longer life and more reliability as there is no cross-contamination of fluids or particles between the two separated sections.

The R8, Audi"s top-line sports car, received an S Tronic gearbox option in 2012 with the introduction of the 5.2 V10 engine. The DL800 is a 7-speed DCT transmission, utilized only in the Audi R8 and sister model from Lamborghini, the Huracan. This same street-derived S Tronic transmission is used without any internal changes in the R8 GT4 race car, lending further credibility to both the performance and reliability of the VW / Audi DCT transmission family.

All transverse DSG variants sold in the USA are compatible with VW"s VAQ Active Differential, which is an add-on, active, multi-plate limited-slip differential. It functions very similarly to the 4MOTION and Quattro Haldex systems used on the all-wheel-drive transverse cars. A computer controls the torque split between the left and right sides via a hydraulically controlled clutch pack.

For the vast majority of owners, Volkswagen DSG transmissions have proved to be remarkably reliable. Though, like any other type of transmission, they are not without flaws and occasional issues. With proper service and maintenance utilizing high-quality parts and fluids, however, a DSG transmission will provide years and many thousands of miles of reliable performance. As they have been developed and updated over the years, the DSG-family has only become more reliable.

The most frequent complaint from most DSG owners is clunky or hard shifting in certain conditions or at certain throttle positions. While this can be indicative of a transmission problem, accessory components such as engine and transmission mounts should be checked and ruled out before looking for more significant problems. Likewise, the driveline components such as CV axles and wheel bearings should be checked and confirmed as good, as they can also result in other noises and vibrations if they are worn and need replacement. This complaint is more often levelled at the transverse DQ250 models rather than the newest DQ500 or DQ381, or longitudinal DL501.

If you are used to driving a manual transmission vehicle, you will find that a more direct, decisive driving style will help to avoid clunks and provide the smoothest driving experience. Despite the speed with which the DSG can go from gear to gear, inconsistent throttle application or too many inputs in quick succession can "confuse" the Mechatronic unit and result in some of the common driveability complaints. Essentially, the Mechatronic unit is always trying to guess which gear you will need next, whether that is one up or one down from where you currently are.Because it can only do that so quickly, that shift may seem less smooth or more sudden, or slower, than what you normally experience—this is not a problem, merely a quirk of the system and how it works. Performance tuning, which we will dive into later, can help to rectify this issue even when it comes to normal driving situations and result in smoother and better DSG drivability.

In terms of real problems, failure of the dual-mass flywheel is probably the most common wear-related issue on DSG vehicles. Signs of a flywheel issue include failure to engage gears from a stop, slow or hard shifting, and in the most extreme cases, RPM-dependent vibration and audible noise. Due to the vibration of the diesel engine, TDI models are most commonly affected by flywheel failure, with replacement often needed around 100,000 to 135,000 miles.

Although it"s not a widespread issue, the most serious and typically most expensive problem that can arise on a DSG transmission is a failure of the Mechatronic unit itself. Failures can result in a number of issues, ranging from hard or jerky shifting, failure to shift or engage from a stop, or complete and total transmission malfunction. In this instance, the transmission goes into a "limp mode" with a limited number of gears available for use, or it may completely disengage the clutches to avoid damage, even while driving. Proper diagnosis with an electronic scan tool is the best and most accurate way to begin the process of determining if there is a Mechatronic fault. Even in the instance of total Mechatronic failure, the physical transmission itself, such as the gears, clutches, and differential, is typically not damaged in any way.

There have been recalls on a few DSG and S Tronic transmissions. Select examples of DSG-equipped VW models built between September of 2008 and August of 2009 were manufactured with a bad batch of Mechatronic units. The fault is specifically with the transmission temperature sensor, which was prone to failure. The result ranged from a fault on the dashboard, to the transmission automatically going into neutral even when "drive" or "reverse" is selected. Any vehicles in the affected range should have been repaired by now, but if not, an open recall repair should be able to be performed by a Volkswagen dealer. Although they were not included in the recall, the 2008 VW Mk5 R32 also featured a higher number of similar Mechatronic failures at that time.

Unfortunately, both the flywheel failure and Mechatronic failure can result in a DSG transmission which does not shift gears or shift properly, so it can be difficult to determine which issue you"re dealing with if it is an intermittent problem. Neither a flywheel replacement or a Mechatronic unit replacement is an inexpensive fix, so be sure to diagnose properly before replacing either part.

The clutch packs themselves can eventually wear and require replacement; This is fairly atypical and is usually the result of an underfilled transmission, failure to service the transmission fluid regularly, or extremely modified engines and heavy use such as drag racing. With factory power levels and programming, it is unlikely that the clutches will ever need to be replaced if the car is serviced properly. One significant benefit of a wet clutch is that it is tough to overheat them, and they are generally very long-wearing thanks to the lubrication of the hydraulic fluid.

One of the challenges of the DSG transmission is that Volkswagen considers the unit to be non-serviceable outside of the clutches, flywheel, Mechatronic unit, and lubrication & filtering systems. Internal repairs, although technically possible, are not easy to perform. Part numbers, parts availability, and crucial information such as bearing shim tolerances and gear lash are not published. Even the case half bolt specs used to hold the transmission together aren"t specified. Replacing the complete transmission is sometimes the only solution if there are more significant internal faults or problems.

If you are driving your DSG-equipped vehicle on track days or in situations with extreme temperatures, it is possible for oil to be pushed out of the overflow vent located on the top front of the transmission case. This is rare and may be a side-effect of a slightly overfilled transmission. Although this is typically a very small amount of fluid, if it occurs with a decent amount of regularity or you"re attending a lot of track days, it is worth checking the fluid level in between events to ensure you are not running the system low on oil. There are a handful of aftermarket DSG cooling solutions to help eliminate or mitigate this.

Outside of the fluid service, DSG transmissions don"t have any other regular maintenance requirements. Clutches and flywheels are service-free as long as they are functioning correctly and will benefit from regular fluid changes. Related components such as engine and transmission mounts, should be checked and replaced as needed, as well as the CV drive axles.

is the most important thing to ensure maximum life and maximum performance. If your vehicle is new to you, is within the DSG service mileage window, and has unknown service history, you should always perform a DSG transmission oil service to ensure it is up to date.It"s a fairly straightforward process and easy to perform in your driveway with the right tools.

Every vehicle from Volkswagen or Audi will include a recommended service interval in the owner"s manual. On the vast majority of models, a DSG transmission oil service is required every 40,000 miles. Audi specifies a slightly shorter interval of 35,000 miles on older transverse models such as the 8J TTS and Audi A3. Conversely, Some of the newest models from Volkswagen equipped with the front-wheel-drive DQ381 are now specifying an 80,000-mile service.

If your DSG transmission is experiencing slipping, hard shifting, or other drivability issues, a transmission service could help to rectify these problems. A DSG transmission that is low on fluid will not function properly, and continuing to drive a transmission that is low on oil may result in damage to the clutches, gear sets, or other internal components.

Most DSG transmission services will requirean approved DCT transmission fluid, transmission oil filter, sealing o-rings for the filter and housing,and a drain plug gasket. The longitudinal DL501 is equipped with a second, non-serviceable internal oil filter or screen which does not need to be changed during a normal service. The only time to replace or clean the internal filter would be if there is known internal damage or a large amount of metal is present in the DCT transmission oil. The transmission pan has to be dropped to perform the service and will require additional gaskets and seals.

Performing a DSG transmission oil service requires a few standard hand tools and a few specialty tools to complete properly. Refilling occurs through the drain hole, which features a 2-stage drain plug. The fluid is transferred using a fill adaptor matched to either a fluid transfer pump or a gravity fill kit. After filling, the vehicle must be started, and the transmission fluid temperature needs to be brought up to 35C, as measured via a scan tool, and excess oil should be allowed to drain before re-installing the final drain plug.

The DSG transmission has absolutely changed the landscape of performance tuning options for VW and Audi vehicles. Out of the box, they are strong, reliable, and offer nearly uninterrupted power delivery. With performance tuning of the Mechatronic unit, a whole new world of possibilities is opened up.

First, the shift points and logic behind how and when, and how hard the transmission goes through the gears, is optimized more for performance, response, and acceleration rather than pure fuel economy. This usually results in better overall drivability and a more rewarding driving experience, as the car no longer seems eager to simply get to top gear as quickly as it can and loaf around at 1,200rpm. This translates into more fun behind the wheel with daily driving or with a spirited run on a back road. Smaller changes, such as reduced pull-away delay, gear selection displayed in the gauge cluster, and faster response from paddle-shift input, further improve the driving experience.

Added to this, because the Mechatronic unit is constantly monitoring and managing engine power output, it has the ability to interfere with the amount of power that makes it to the ground. A performance DSG tune, even on stock programming, will usually result in noticeably improved power output and delivery characteristics.

Since virtually every aspect of a DSG transmission is computer-controlled, a performance tune can also increase the effective power handling of the transmission tremendously. A stock TCU matched to a highly modified engine may result in slipping clutches or even clutch damage. By fine-tuning not only the clutch pressures but also the timing and overlap of the gear changes, a performance tune can ensure near-standard clutch life even with much higher torque outputs. Although most software companies don"t rate their DSG tunes with a specific number, it is generally accepted that a standard DQ250 with a performance tune can handle between 400-500 lb-fit of torque on stock clutch packs depending on the tune. This is an increase of over 100-200 lb-fit over the factory rating with no other changes.

Most performance tunes will also offer some kind of "full manual mode" where the TCU doesn"t downshift automatically in the same situations where it normally would. Anyone who has driven an automatic transmission equipped car can probably relate to the car downshifting aggressively when all you wanted was a tiny bit more passing power. A performance DSG tune improves or sometimes eliminates that depending on your drive mode and exact tune.

A performance DSG tune will also typically provide the option for a user-controlled launch control RPM. Some early DSG models had launch control defeated in USA models, so this essentially taps into that factory Euro-spec option and adds some adjustability for better functionality. It is worth noting that for most front-wheel-drive cars, the launch control option just results in a futile attempt to control wheel spin without sticky tires. On the all-wheel-drive models such as the Golf R, S3, TT RS, and RS3, launch control can turn them into absolute beasts off of the line.

Most performance tuning companies that also offer ECU tuning will also offer TCU tuning. Some of the most popular companies, such asUnitronic, APR, REVO, and United Motorsport, have established dealer networks to support their customers. Unitronic also offers a DIY flash at home option, which makes it easy to change options or upgrade from the comfort of your garage or driveway. COBB is a newer player in the VW tuning world, which offers a similar flash-at-home option with their Accessport cable.

Despite the out of the box durability of the DSG transmission, there are upgraded hardware parts available for most models. For extreme power applications, performance clutch friction material is a popular upgrade. Kits are available from Dodson Motorsport, TVS Engineering, and SSP, and when combined with appropriate software, installing one of these kits can raise power handling to well over 700 lb-ft of torque. RS3 and TT RS drag racers have been quoted as putting more than 1,300 wheel horsepower (over 1,500 horsepower to the crank) through DQ500 gearboxes with upgraded components. Proper calibration and adaptation of the TCU is imperative after changing or upgrading the DSG clutch packs.

A limited-slip differential is another popular upgrade, especially for road racers and drag racers. The factory differential struggles to put down power evenly, especially at extreme power levels or while accelerating out of a corner, even with the VAQ active differential option.Most aftermarket differentials are a planetary gear torque-biasing type, which diverts power to the wheel with the most traction. This is the opposite of how the stock differential works. Popular brands include Wavetrac, Peloquin, and Quaife Engineering. There is a difference between early and late parking ring gear designs, so if you are planning on upgrading the differential inside your DSG transmission, be sure to purchase the correct design.

As mentioned before, there are no published specs for bearing tolerances, fastener torque, or the assembly process of the DSG transmission. Be sure to have all of the necessary information before tackling this job, or ensure that the shop performing the job for you is capable and knows what they"re getting into.

The DSG transmission has been a game-changer for fans of Volkswagens and Audi vehicles. With proper care they offer versatile performance, efficiency, and have raised the bar for automatic transmissions worldwide.

As we continue to learn more about the DSG transmission through DIYs and project builds, this guide will continue to evolve. For updates, be sure to check back here or the blog home page. If you"d like to learn more about Volkswagen/Audi systems, specific DIYs, news, and car features, you can find all of that on our

DSG MECHATRONIC UNIT RECONDITIONING REPAIRED WARRANTY. To fit all VW-Seat-Skoda AUDI 7 speed DSG gearboxes from 2009-2019. Electrical fault finding. Parts can also be collected in person from our unit. We also provide a fitting service on all our parts. DSG MECHATRONIC UNIT RECONDITIONING REPAIRED . this listing is for the diagnostic so we are able check to see that we can repair your transmission this listing is not for the repair just diagnostic DSG Mechatronic 0AM dq200, Refurbishing service To fit all VW-Seat-Skoda AUDI 7 speed DSG gearboxes from 2009-2019 we can repair most mechatronic unit problems here on site with in 2 days in most cases within the day depending on the codes that are found in the ecu If you get fault codes: 006079 P17BF : Hydraulic Pump - Play Protection Intermittent 006300 P189C : Function restriction due to insufficient pressure build-up 006013 P177D : Dual Clutch - Torque too High - Intermittent 002113 P0841 : Transmission Fluid Pressure (TFP) Sensor/Switch 1 - Range/Performance Problem these problems can be sorted in most cases with few hours please contact for more info regarding Warranty given on all work undertaken Please call or text for a quote 07773222330 All items are genuine used recycled parts removed from salvage vehicles, unless otherwise stated. Parts may show some signs of wear. We are breaking a wide range of VAG vehicles and stock 1000s more parts, please contact us with parts requests and we will be happy to help. Please note: By bidding, you are agreeing to the terms below. Please ensure you have read and understood them correctly Postage and Dispatch Time We aim to dispatch items as quickly as possible. If items are required for next day delivery, please let us know before bidding. Items are usually dispatched within 48 hours however we would always advise it might take between 3-5 days working days for delivery. Postage costs are for mainland only. However we can post worldwide, please contact us for prices, as these may be different. Parts can also be collected in person from our unit. We also provide a fitting service on all our parts. Contact details We are located in Bradford For faster response please check seller details Other services As well as stocking 1000s of recycled parts, we are also a leading independent specialist for the VAG range. Our services include: Dealer level Diagnostics ECU CLOCKS/Coding/Remapping Electrical fault finding MOTs All aspects of Mechanical work General servicing / maintenance