vw dsg hydraulic pump play protection factory

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.

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!

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.

These automatics range from DSG or DCT, CVT and Torque Converters. FYI, DSG and DCT both are dual-clutch transmissions with the similar basic principle of shifting gears. Today, the topic of discussion is DSG automatic transmission. Typically, Volkswagens came equipped with DSG automatic transmission, even the Polo GT TSI had one.

Well, sadly for the BS6 models, Volkswagen does not offer a DSG box with their exiting 1.0-litre TSI motor. Instead, this gem motor now comes with a torque converter that is definitely not as slick or as fast as a DSG but still does a really good job.

Now, DSG automatic transmission is easy to use and offers some really quick and precise shifts, it sure is maintenance thirsty. Alongside that, it does require some changes in our driving style so that we don’t hurt this transmission.

Worry not, here are the things you should never do in a DSG or a Dual Clutch automatic transmission. Before we get started let’s have some entertaining lessons.

Long story short, a DCT or DSG has two shafts, one for the odd gears and the other for even gears. 2 Separate clutches for both the shafts, hence dual-clutch. As the first gear is engaged, the second gear on the other shaft is selected and is ready to be engaged. As the vehicle gains speed, the second gear is needed, the clutch is engaged.

The same happens when we or the transmission downshifts. Besides, they too need some changes in our driving style so that we don’t hurt this quick transmission. Worry not, here are the things you should never do in a DSG or a Dual Clutch automatic transmission.

This is one of the common mistakes people do when driving a DCT or a Direct Shift Gearbox. Were using the accelerator paddle to keep the car steady on slopes is fine, doing the same with a DSG will have a huge toll on the gearbox. The clutch will be engaged and will be slipping, producing excessive heat and will wear more than usual. So using the brake pedal to stop the car from rolling back on slopes is the way to go if you want to extract more life from both clutches.

I bet, launching the vehicle at its full potential is fun and with a gem engine and transmission combo, it’s even finer. DCT is what I’m after here, where they are really slick and lightning-fast to shift, they are prone to more wear than usual automatic transmission. More so will happen with an improper vehicle launch. Most of the cars (budget cars is what I’m talking about here) here in India having a DCT or DSG box face problems with a launch, as they do not come equipped with launch control. Taking the launch under your control, that is revving the motor with the brakes engaged. The engine will try to spin the clutch whereas the brakes will try to do what they do the best. In between, the clutch and the brakes both will be suffering. Hence it is recommended not to aggressively launch the vehicle.

This is somewhat similar to keeping the car on hold on a slope by balancing the acceleration and car rolling back. But the catch here is that the transmission does it for you. If you drive an automatic transmission, you’d be knowing the creep function the car comes with. Where the torque converter does it with ease, it’ll be really tough for a DSG box. And not hesitate to say it the n-th time, yes this will burn the clutch early.

A DSG automatic transmission has several entries to measure which gear to engage. Well, you can also take the situation under control but still, the clutch will be electronically actuated. That said, the throttle position, brake position and speed are the main factors with which it determines when to shift the gears. Keeping that aside, upshifting when braking will give a mixed signal to the ECU and it might hamper the circuits. The same is the case when we downshift while accelerating. Moreover, when doing so the engine and transmission run at slightly different speeds. This will result in a little slip between the clutch and the flywheel shortening its life span.

These were the 6 things one should avoid doing in a DCT (Dual Clutch Transmission) or a DSG (Direct Shift Gearbox). This is one of the automatic transmission petrolheads that would absolutely love to drive. Though it comes with some shortcomings such as more clutch wear and high maintenance. But if it is fun, it’s worth it right?. What do you think about this really quick transmission? Do let us know in the comment section below.

The VW Golf DSG 7 gearbox control unit is a very common failure that affects vehicles built between 2008 and 2015. Failure of this DSG 7 unit will cause a loss of drive or failure to change gears. This will cause the PRNDS, EML & EPC light to illuminate and the gear symbol to flash on the instrument cluster. You may also notice that the main 30-amp fuse blows causing a complete loss of communication with the gearbox system when performing a diagnostic check.

We can fully repair and re-condition your faulty VW Golf DSG MECHATRONIC Gearbox Control Unit along with a 12 Months Warranty as we upgrade all failing parts and fit a complete new seal kit.

DSG Mechatronic Unit inc TCU Programmed 06079 Hydraulic Pump Play Protection. 1.1L G004000M2 . 06079 - Hydraulic pump, play protection. A1 DSG "11 onwards. A3 DSG "08 onwards. A3 Cabriolet DSG "08 onwards. Altea DSG "09 onwards. Ibiza DSG "08 onwards. Leon DSG "09 onwards. 0AM DQ200 DSG MECHATRONIC WITH TCU PRE-PROGRAMMED Product 0AM DQ200 DSG Mechatronic Unit With TCU Pre-Programmed Shipping UK Shipping - 1-2 day delivery via express courier when ordered before 14:00pm* International Shipping - Next Day Delivery for Europe and USA when ordered by 14:00pm* 2-5 days for the rest of the world* For International orders - It is the responsibility of the buyer to pay any custom charges or excise duties. *Delivery times may vary depending on external factors and are to be used as an estimate only Contact Contact number: 01462 835335 Instagram: ecotorqueltd Facebook: EcoTorque Please read carefully mechatronic units are now on an exchange basis and include a surcharge. Our reconditioned mechatronic units are now based on an exchange/surcharge basis. If you send us your old mechatronic unit including TCU you will receive £100. Surcharge Requirements Requirements For Surcharge Refund We must receive your complete old unit fully drained within 7 working days of delivery of your recon unit. This can be done via our returns portal or contacting us directly By purchasing this item you accept the surcharge conditions. Please note the discretion of the surcharge ultimately lies with Eco Torque Ltd and by purchasing this item you agree to the surcharge conditions. The 0AM DQ200 DCT mechatronic unit suffers from various faults which cause the driver to experience symptoms like harsh or incorrect gear changes, or even complete loss of drive. This semi-automatic dual clutch gearbox relies on the correct function of the mechatronic to regulate clutch operation as well as gear changing. Faulty DSG mechatronic units can result in damage to the gears and reduced service life of the dual clutch pack. Recon Mechatronic unit with TCU Pre-programmed to your vehicle *For programming we require your vehicle"s VIN plus the hardware and software numbers. *For 0CW models, we require the customers mechatronic unit with TCU to be sent to us first for cloning to new unit. Hardware number is located on the TCU (only visible once removed) or via diagnostics equipment. Software number is obtained by using relevant diagnostic equipment. Clutch pistons & breather cap must be used from your original unit. Vehicles with component protection will need this activating once installed on the vehicle. This product does not fit 0CW units. ** Mechatronic Oil Required! 1.1L G004000M2 ** This unit will need basic settings and gearbox adaptations. This product should only be removed, installed, and adapted by an experienced technician. This fits all 0AM DQ200 models, Audi, Seat, Skoda, VW. This product fits the following vehicles: Audi A1 DSG "11 onwards A3 DSG "08 onwards A3 Cabriolet DSG "08 onwards Seat Altea DSG "09 onwards Ibiza DSG "08 onwards Leon DSG "09 onwards Toledo DSG "09 onwards Skoda Octavia DSG "08 onwards Superb DSG "08 onwards Yeti DSG "10 onwards VW Golf DSG "07 onwards Golf Plus DSG "07 onwards Jetta DSG "07 onwards Passat DSG "08 onwards Passat CC DSG "10 onwards Polo DSG "09 onwards Scirocco DSG "08 onwards Golf DSG "07 onwards Touran DSG "08 onwards 7 Speed DSG Problems | Mechatronic Common symptoms/faults : Shaking / juddering in 1st gear and when changing into higher gears. Current gear flashes on dashboard. Flashing engine management light or PRNDS on dashboard. Clutch slip or banging on engagement. Fault code 06293 function restriction due to pressure drop P17BF - Hydraulic pump system overload protection. 06079 - Hydraulic pump, play protection 06300 - Function Restriction, due to insufficient pressure build up Please note you may experience some but not all the listed faults depending on the level of damage internally. TCU Parts Numbers: 0AM927769D / 0AM 927 769 D 0AM927769K / 0AM 927 769 K 0AM927769G / 0AM 927 769 G Mechatronic OEM Number: 0AM325025 / 0AM 325 025 0AM325025D / 0AM 325 025 D 0AM325025H / 0AM 325 025 H 0AM325025J / 0AM 325 025 J 0AM325065 / 0AM 325 065 0AM325065N / 0AM 325 065 N Fitting service available if required. Please contact us for more information. Reference Number: ET2037

Condition: Remanufactured, Classic Car Part: No, Custom Bundle: No, Manufacturer Part Number: 0AM, Modified Item: Yes, Reference OE/OEM Number: 0AM927769D / 0AM 927 769 D, 0AM927769K / 0AM 927 769 K, 0AM927769G / 0AM 927 769 G, 0AM325025 / 0AM 325 025, 0AM325025D / 0AM 325 025 D, 0AM325025H / 0AM 325 025 H, 0AM325025J / 0AM 325 025 J, 0AM325065 / 0AM 325 065, 0AM325065N / 0AM 325 065 N, Brand: VW, Type: Automatic Gearbox Part, Unit Type: Unit, Country/Region of Manufacture: Germany, Unit Quantity: 1

A direct-shift gearbox (DSG, German: Direktschaltgetriebedual-clutch,automatic gearbox, in either a transaxle or traditional transmission layout (depending on engine/drive configuration), with automated clutch operation, and with fully-automaticPorsche in-house development for the Porsche 962 in the 1980s.

In simple terms, a DSG automates two separate "manual" gearboxes (and clutches) contained within one housing and working as one unit.BorgWarner and is licensed to the Volkswagen Group, with support by IAV GmbH.shift timestorque converter of a conventional epicyclic automatic transmission.

The first DSG transaxle that went into production for the Volkswagen Group mainstream marques had six forward speeds (and one reverse)manufactured at Volkswagen Group"s Kassel plant,

In late 2008, an all-new seven-speed longitudinalS tronicAudi cars, and only with longitudinally mounted engines. Like the original six-speed DSG, it features a concentric dual wet multi-plate clutch.automatic transmission fluid (ATF),differentials with 4.3 litres (0.95 imp gal; 1.14 US gal) of conventional hypoid gear oil.kW (450 PS; 440 bhp).

7-speed DSG transmission with dry clutch, most found on VAG-cars from 2007 till present day. With engine capacity between 1.0–1.9-litre. (Max torque 250Nm)

7-speed DSG transmission with wet clutch, used in the Golf 7 GTI and Audi S3. Production started in 2015, widespread in China. This transmission is a smaller version of the DQ500, which can be found on the Audi RS3 & Audi Q3 2.0TFSI/TDI engines.

6-speed DSG transmission with wet clutch used in the plug-in hybrid Golf GTE and Passat GTE, and the equivalent e-tron versions of the Audi A3 and Audi Q3. The electric motor is included in the DSG assembly. There are a total of 3 clutches on this DSG.

7-speed DSG transmission with wet clutch, mostly found on Transporters 2009-2013, VW Tiguan 2.0TDI 4motion, but also used in the Audi RS3 or VW Passat B8 BiTDI. Also standard on Audi Q3 series with 2.0TFSI/TDI engines.

7-speed DSG transmission with wet clutch. Used in the Audi A4/A5/A6/Q5 and Volkswagen Phideon. Production started in 2015 with a 400Nm capacity, both front wheel drive variant DL382-7F and all wheel drive variant DL382-7Q are provided. The Quattro Ultra all wheel drive version DL382-7A is introduced with Q5(typ FY).A6/A7(typ 4K), the high torque variant(up to 500Nm) named as DL382+ is introduced. 0CK and 0DN are codenames for DL382-7F, 0CL is for DL382-7Q, 0CJ and 0DP are for DL382-7A and 0HL is for DL382+-7A.

The internal combustion engine drives two clutch packs.motorcycle wet multi-plate clutch). Due to space constraints, the two clutch assemblies are concentric, and the shafts within the gearbox are hollow and also concentric.shift times on the market, the claim that the DSG takes only about 8 milliseconds to upshift is un-proven with 3-party data nor claimed by the manufacturer.

The variant of DSG fitted to plug-in hybrid vehicles (such as the Golf/Passat GTE and the Audi A3 e-tron) also have a third clutch - its function is connect the electric motor to the combustion engine when both power sources are required simultaneously to propel the vehicle (the motor armature permanently turns with the input shaft of the transmission) - it also is engaged to bump start the combustion engine from the electric motor whenever the transmission is in the "N" position - this is due to the engine not having a conventional starter motor.

P position of the floor-mounted gear shift lever means that the transmission is set in park. Both clutch packs are fully disengaged, all gear-sets are disengaged, and a solid mechanical transmission lock is applied to the crown wheel of the DSG"s internal differential. This position must only be used when the motor vehicle is stationary. Furthermore, this is the position which must be set on the shift lever before the vehicle ignition key can be removed.

Whilst the motor vehicle is stationary and in neutral (N), the driver can select D for drive (after first pressing the foot brake pedal). The transmission"s outer clutch K2 engages at the start of the bite point, while on the alternate gear shaft the reverse gear clutch K1 is also selected.accelerator pedal engages the clutch and causes an increase of forward vehicle speed. Pressing the throttle pedal to the floor (hard acceleration) will cause the gearbox to "kick down" to first gear to provide the acceleration associated with first, although there will be a slight hesitation while the gearbox deselects second gear and selects first gear. As the vehicle accelerates, the transmission"s computer determines when the second gear (which is connected to the second clutch) should be fully used. Depending on the vehicle speed and amount of engine power being requested by the driver (determined by the position of the throttle pedal), the DSG then up-shifts. During this sequence, the DSG disengages the first outer clutch whilst simultaneously engaging the second inner clutch

The actual shift points are determined by the DSG"s transmission ECU, which controls a hydro-mechanical unit.fuzzy logic, the operation of the DSG is said to be adaptive;

In the vehicle instrument display, between the speedometer and tachometer, the available shift-lever positions are shown, the current position of the shift-lever is highlighted (emboldened), and the current gear ratio in use is also displayed as a number.

Under "normal", progressive and linear acceleration and deceleration, the DSG shifts in a sequential manner; i.e., under acceleration: 1st → 2nd → 3rd → 4th → 5th → 6th, and the same sequence reversed for deceleration. However, the DSG can also skip the normal sequential method, by missing gears, and shift two or more gears.

When the floor-mounted gear selector lever is in position D, the DSG works in fully automatic mode,fuel economy.Volkswagen Golf Mk5 GTI, sixth gear will be engaged around 52 km/h (32 mph), when initially using the DSG transmission with the default ECU adaptation; although with an "aggressive" or "sporty" driving style, the adaptive shift pattern will increase the vehicle speed at which sixth gear engages.

R position of the floor-mounted shift lever means that the transmission is in reverse. This functions in a similar way to D, but there is just one reverse gear. When selected, R is highlighted in the instrument display.

Additionally, the floor shift lever also has another plane of operation, for manual+ and − positions. This plane is selected by moving the stick away from the driver (in vehicles with the driver"s seat on the right, the lever is pushed to the left, and in left-hand drive cars, the stick is pushed to the right) when in D mode only. When this plane is selected, the DSG can now be controlled like a manual gearbox, albeit only under a sequential shift pattern.

In most (VW) applications, the readout in the instrument display changes to 6 5 4 3 2 1, and just like the automatic modes, the currently used gear ratio is highlighted or emboldened. In other versions (e.g., on the Audi TT) the display shows just M followed by the gear currently selected; e.g., M1, M2, etc.

To change up a gear, the lever is pushed forward (against a spring pressure) towards the +, and to change down, the lever is pulled rearward towards the −. The DSG transmission can now be operated with the gear changes being (primarily) determined by the driver. This method of operation is commonly called redline, and when decelerating, it will change down automatically at very low revs, just before the engine idle speed (tickover). Furthermore, if the driver calls for a gear when it is not appropriate (e.g., requesting a downshift when engine speed is near the redline) the DSG will not change to the driver"s requested gear.

Current variants of the DSG will still downshift to the lowest possible gear ratio when the kick-down button is activated during full throttle whilst in manual mode. In Manual mode this kick-down is only activated by an additional button at the bottom of the accelerator pedal travel; unless this is pressed the DSG will not downshift, and will simply perform a full-throttle acceleration in whatever gear was previously being utilised.

If the paddle-shift activated manual override of one of the automatic modes (D or S) is used intermittently the DSG transmission will default back to the previously selected automatic mode after a predetermined duration of inactivity of the paddles, or when the vehicle becomes stationary. Alternatively, should the driver wish to immediately revert to fully automatic control, this can be done by activating and holding the + paddle

Marginally worse mechanical efficiency compared to a conventional manual transmission, especially on wet-clutch variants due to electronics and hydraulic systems;

Torque handling capability constraints impose a limit on after-market engine tuning modifications (though many tuners and users may exceed the official torque limits notwithstanding); (Later variants have been fitted to more powerful cars, such as the 300 bhp/350 Nm VW R36 and the 272 bhp/350 Nm Audi TTS.)

In August 2009, Volkswagen of America issued two recalls of DSG-equipped vehicles. The first involved 13,500 vehicles,National Highway Traffic Safety Administration (NHTSA),model year vehicles as being affected.

In November 2009, Volkswagen recalled certain Golf, Jetta, EOS, Passat & Caddy models equipped with 6-speed DQ250 DSG transmission because the gearbox may read the clutch temperature incorrectly, which leads to clutch protection mode, causing a loss of power.

Since 2009 there have been widespread concerns from Chinese consumers particularly among the online community, who expressed that Volkswagen has failed to respond to complaints about defects in its DSG-equipped vehicles. Typical issues associated with 6-speed DSG include abnormal noise and inability to change gear; while issues associated with 7-speed DSG include abnormal noise, excessive shift shock, abnormal increase in engine RPM, flashing gear indicator on the dashboard as well as inability to shift to even-numbered gears.General Administration of Quality Supervision, Inspection and Quarantine (AQSIQ) said that it had been in contact with Volkswagen (China) and urged the carmaker to probe the issues.Volkswagen Group China admitted that there could be an issue in its seven-speed DSG gearboxes that may affect approximately 500,000 vehicles from its various subsidiaries in China.

According to 163.com - one of China"s most popular web portals - in March 2012 about a quarter of the complaints about problems found in cars in China"s automotive market were made against DSG-equipped vehicles manufactured by Volkswagen.

On 15 March 2013, China Central Television aired a program for the World Consumer Rights Day. The program criticized the issue associated with DSG-equipped vehicles manufactured by Volkswagen. On 17 March 2013 Volkswagen Group China announced on its official Weibo that it will voluntarily recall vehicles equipped with DSG boxes.

VW Sweden stopped selling the Passat EcoFuel DSG as a taxi after many cars had problems with the 7 speed DSG gearbox. They instead offered the Touran EcoFuel DSG, which uses an updated version of the same DSG gearbox.

13 days after the Singapore recall, Volkswagen Malaysia also announced a recall for the 7-speed DSG. No official statement was released by the company, but it was stated that a total of 3,962 were involved in the unit recall exercise - units produced between June 2010 and June 2011, with affected vehicles being Golf, Polo, Scirocco, Cross Touran, Passat and Jetta models equipped with the transmission.

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.

"LuK Dual Dry Clutch 7-Speed DSG Gearbox in volume production at Volkswagen". LuKclutch.com. Schaeffler Group USA Inc., BÜHL, GERMANY. 13 February 2008. Retrieved 27 October 2009.

Jensen, Christopher (21 August 2009). "VW DSG Transmission Problem Leads to Recall". wheels.blogs.nytimes.com. The New York Times Company. Retrieved 30 November 2009.

Chang, Richard S. (28 August 2009). "VW Has More Problems With Its DSG Transmission". wheels.blogs.nytimes.com. The New York Times Company. Retrieved 30 November 2009.

"Volkswagen will repair DSG transmissions on 53,300 vehicles". Blog.CarAndDriver.com. Hachette Filipacchi Media U.S., Inc. 28 August 2009. Archived from the original on 19 July 2011. Retrieved 27 October 2009.

"VW Malaysia joins recall of 7-speed DSG cars". Volkswagen Malaysia. Asiaone. 12 May 2013. Archived from the original on 25 June 2013. Retrieved 12 May 2013.

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