vw dsg hydraulic pump play protection in stock

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.

The dry clutch 7 speed DSG gearbox suffers from several common faults. This guide 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.

Please note, this guide is for the DSG 7 Dry Clutch systems found on models with an engine capacity of under 2000cc. This guide does not relate to the OB5/DL501 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 will find this version of the transmission on the smaller engine models in the Audi, Seat, Skoda and VW range.

DSG gearbox problems are not uncommon, and unfortunately this model of DSG gearbox suffers from its own set of various faults, luckily all of which have viable repair solutions.

This issue can be rectified by Eco Torque, by reconditioning the mechatronic unit and upgrading the valve body with the new superseded design which VW/Audi addressed and which cures this issue.

The IC motor and high-pressure pump are common components for failing on the DCT DSG mechatronic unit. Pressure leaks can cause the high-pressure pump to overwork and burn out. The failure of these two components are however usually secondary issues, which are misdiagnosed as the primary suspects.

Solenoid failure is very common on the VW DSG, Audi S-Tronic 7 Speed Mechatronic units. This is one of the most common issues we see at Eco Torque and failures can be caused by contamination in the oil from component breakdown, as well as internal electrical faults.

One particular issue our customers come to us with is that their vehicle doesn"t go into reverse or they cannot select 6th gear. It is also something we check when removing and replacing mechatronic units, as the selector is partially visible. If you own a DSG 7 speed vehicle older than 2018 then this fault is a case of "when" not "if".

This fault is exclusively found on the 0AM 7 Speed DSG DQ200 gearbox models. The replacement of this component in the unit will greatly improve the DSG gearbox reliability.

The DSG clutches on the 7 speed gearbox are made of two individual friction material design discs, housed in one unit with two operating diaphragms. As they are constructed in a similar way and of the same material as your standard manual transmission clutch, they also suffer from the same wear and tear issues and failures.

DSG clutch wear in the 7 speed gearbox result in clutch judder when accelerating from standstill or when changing gears. It can also produce an over-revving effect as the DSG clutches slip and struggles to gain grip to transmit the power from the engine through the gearbox. These symptoms are usually accompanied by a fault code on the system relating to the clutch (clutch 1/2 tolerance limit reached).

In more severe cases the engagement of the DSG clutch pack can result in a heavy/violent bang, which can stall the engine. It is highly recommended to change the clutch before this point as it can cause additional damage to the dual mass flywheel.

It is vitally important that the DSG clutches are installed by an experienced mechanic and shimmed correctly using the specialist tools required. We have numerous customers come to us believing they have issues with their mechatronic unit, for us to discover their DSG clutch has been installed incorrectly, which drastically reduces it"s lifespan.

Eco Torque offer an initial electronic diagnostic service with our main dealer equivalent machine. This shows us live data from the gearbox as well as a report for the customer to see the fault codes within the DSG unit. This essential first step is £90 including VAT and takes around 1 hour to complete.

The below is for guidance only, please check before buying that you have a DSG7 speed gearbox, any doubts let us know your VIN before purchase and we can look up to be sure.

You should not tow your vehicle with all four wheels on the ground. For our front-wheel-drive vehicles, it is recommended to use a 2-wheel dolly to tow the vehicle. If you have a 4MOTION® all-wheel-drive vehicle, your vehicle can only be towed on a trailer with all four wheels on the trailer. Please refer to your VW"s

If your car has been sitting for a while, if it is wet, or even cold outside, the brakes can oxidize and rust may form. So, when the brakes are used for the first time, they may make a squealing noise. After a few stops, the rust will essentially wear off and the noise will disappear as well. If brake noise continues, please visit your local VW dealer.

All internal combustion engines use some oil to provide effective lubrication and cooling for their internal parts. Oil consumption varies from engine to engine and may change over the life of the engine. Engines tend to use more oil during the break-in period than they do afterward when oil consumption stabilizes. If you"re experiencing oil consumption that is out of the ordinary, please see your VW dealer.

A lot of variables are factored into a vehicle"s fuel economy. Your personal driving habits, external conditions such as the weather and temperature, and the vehicle condition can play a role. See here for EPA estimates.

Some garages and main dealers write-ff an entire DSG7 gearbox, when only the mechatronics unit is faulty. Rob Marshall partners with ACtronics, to discover how garages separate and reunite the two components safely, saving your customer money and ensuring a boost to your turnover and reputation.

Volkswagen Group’s Direct Shift Gearbox (DSG) is an automated manual twin- clutch design, introduced to offer a more efficient and faster-changing alternative to the traditional epicyclical geared/torque converter automatic types of transmission. The Audi TT 3.2-litre V6 was the first model sold in the UK to feature the technology. The 6-speed ‘wet clutch’ unit had its clutch packs lubricated by special oil that requires routine replacement.

The DSG7 was a development that not only featured an extra ratio but also offered reduced weight and higher efficiency. It debuted in 2008. A major difference was the use of dry clutch packs, located not within the gearbox casing but the bellhousing. For the sake of simplicity, this article focusses on the transverse 7-speed unit that the trade motor electronics remanufacturing specialist, ACtronics, reports as one of the most common units that its engineers encounter. We are not covering the longitudinal version, such as Audi’s S-tronic, although there are similarities.

Like its 6-speed predecessor, the gearbox’s clutch and gear shift forks are controlled by a separate ‘mechatronics’ unit that is bolted to the side of the gearbox. It contains the Transmission Control Module (TCM – basically, the ECU) to control actuation of both clutch levers and the gear selectors. Unlike its wet-clutch 6-speed predecessor, the DSG7 contains its own oil supply, separate from that of the gearbox, and includes solenoid valves, slave cylinders, a pump and a high- pressure accumulator to maintain the required 40-60BAR.

The mechatronics TCM receives, transmits and reacts upon information that it receives not only from within the gearbox (such as internal shaft speed, gear position and oil temperature) but also externally from the car’s various other systems. Electrical solenoids that activate the hydraulic actuators then act upon a pair of clutch release levers and four gear shift selectors.

Loss of drive is the chief complaint, due to an inability to select any gears. You may also notice flashing gear symbols displayed on the dashboard, which means diagnostic interrogation is needed to access a fault code. Should your equipment not communicate with the TCM, check the 30 Amps power supply fuse. Should a replacement blow instantly, the TCM has likely failed and retrieving a code is impossible. In any case, the mechatronics will require removal but, before you do so, perform your usual checks before jumping to a snap diagnosis, including verifying wiring loom condition, the battery’s state of health and alternator output.

Sulphur that is present within the gearbox oil manages to degrade the mechatronics body and penetrate the TCM, causing electrical shorts. Before a total loss of drive occurs, early symptoms include shuddering and even a loss of engine power. Yet, check that the many Volkswagen Group software updates have been applied. Other issues include the internal pump failing, causing a low-pressure situation and no drive – fluid leaks from the mechatronics breather (See Step 1) and a fault code relating to ‘Pump Play Protection’ tend to be the leading symptoms. Most main dealers would recommend replacing the entire gearbox and mechatronics unit together at a relatively huge cost. Thankfully, aftermarket garages have a cost-effective alternative to offer.

pins (See Step 6) and locate the collars on the hydraulic actuators (pictured in Step 9) within those of the four gear selectors, one of which is pictured. This ensures that the mechatronics can operate the gear selectors with no possibility of them becoming detached.

ACtronics advises that you can check online, by logging onto www.actronics.co.uk and click on ‘free search’. Enter ‘DSG’ and follow the menus, prior to logging-in to complete the registration, which includes access to pricing information. Print off the Remanufacture Order Form afterwards.

I have lately been having issues with my VW Golf MK7 1.4 TSI. When I start the car it drives normally without any problems. However after driving for about an hour when I start the car again it doesn"t move at all, no matter how much i rev it or start it again, but when I come back after 30 minutes it drives again... it is really strange.

VW has looked at it and simply said replace the mechatronics unit and advise to remove and check selector forks, possible new gearbox needed and quoted me 1870 pounds.