The DSG gearbox is used in many Volkswagen Group vehicles equipped with automatic (robotic) automatic transmissions. DSG 6 stands for Direktschaltgetriebe in German, and the term Direct Shift Gearbox is used in English documentation. Number 6 indicates the number of transmission stages.

How the DSG 6 robotic box works

The box in question is one of the so-called "robots". In the gearbox of the DSG family, the process of changing the gear ratio is automated, but the gearbox is based on the same classic "mechanics", supplemented by control units and hydraulic servos. The gears of the box are shifted by means of synchronizer clutches, but are driven by the clutches hydraulically. Manages the coordinated work of an ensemble of box components called "Mechatronic".

This is what this block looks like on a disassembled box:

The box block reads the readings of many sensors:

• input and output shaft speed dSG boxes;
• oil pressure in the box and its temperature;
• shift fork positions, etc.

Analyzing this data, the electronics decides on the choice of the desired gearbox mode.

DSG 6 device

DSG 6 (model DQ250) was developed in 2003. The box is labeled at the factory as VW02 E, distinctive feature this box from the 7-speed "senior friend", released three years later - the so-called "wet clutch". This means that the gearbox disc packs are constantly immersed in an oil bath and operate under constant lubrication and cooling conditions. This significantly increases the resource of both the disks themselves and the box as a whole.

Schematic box arrangement:

Thus, the DSG 6 box operates on fairly simple shift algorithms, changing gears cyclically. At one moment, two rows of gears are involved, but the second (currently inactive) is still working, just not used. If the gearbox changes the gear ratio, the row is activated without restarting, passing into the activity phase. This allows you to reduce the time for changing gears literally to a fraction of a second, making the movement of the car smooth and accurate, without the "thoughtfulness" inherent in slower gearboxes. And this approach allowed to give the box the name "preselective", since the desired gear is always ready to go.

An important point is the completion of boxes built on DSG technology with the Tiptronic system, which allows you to transfer the gearbox to manual control mode.

DSG pros and cons

Both the developers and drivers using these boxes note a number of positive points:

• reduced fuel consumption (according to some statements, up to 20% compared to traditional
• smooth movement;
• reduction of the time required for acceleration;
• convenience of box control.

As in the automatic transmission, the clutch pedal is absent here, and the gearbox selector is familiar to anyone who has encountered an automatic transmission.

But there are also disadvantages. The most important of them is the price: a car equipped with a DSG unit is more expensive than its counterparts in class and model range. In addition, it is not always possible to avoid the "thoughtfulness" of the box: the DSG sometimes does not keep up with the dynamics of vehicle acceleration, and switching occurs with a certain delay. The electronic unit of the box, according to reviews, is another weak point: the mechatronic DSG 6 periodically fails and requires maintenance or replacement. And the drivers note an increased heating of the box due to the constantly active preselector.

Scheduled maintenance of the gearbox will also cost a little more: for replacement, you will need from 6 to 6.5 liters of special gear oil. DSG-7, for example, uses less liquid, about 2.5 liters, due to the use of "dry" technology.

In general, the design of the box is less maintainable in comparison with the "mechanics", and in some cases it will be necessary to change the box as a whole. But with proper service, DSG 6 claims a box resource of up to 250 thousand km.

Model range of cars with DSG 6 boxes

So, DSG 6 - which models this automatic transmission is installed on

As already mentioned, this box is equipped with a number of cars produced vAG groups... The heavy (93 kg) DSG 6 delivers up to 325 Newtons of transmitted thrust, which is suitable for engines of medium and high power - from popular 1.4 liter engines and up to 140 horse power, up to 250-horsepower 3.2-liter V-6 engines. The engineers decided that a less heavy (70 kg) and less "high-torque" model of the DSG-7 box would be installed on low-power machines.

The gearbox in question is actively installed on cars Volkswagen:

• Sharan;
• Tiguan;
• Golf;
• Passat;
• Touran, et al.

• Octavia;
• Superb.

• Alhambra;
• Toledo.

Basic box faults

Subject to the proper operating rules, the DSG 6 box is quite reliable, has a long mileage resource and fine tuning capabilities. But the design features also caused some problems of the box.

Friction clutch wear

Most often, the "disease" is manifested by jerks of the box on the inclusion of even gears or the loss of reverse. At the same time, the box goes into emergency mode, prohibiting the change of gears, and in the block automatic box information about errors gets.

In this case, there is only one repair method - either replacing the entire clutch or individual friction discs (if the car's mileage is up to 150 thousand km). If the entire clutch was replaced on a DSG 6, the gearbox must be adjusted with a proprietary diagnostic device, it is also advisable to adapt the DSG 6 clutch in motion. Adaptation is also needed when replacing disks.

Wear of solenoids-regulators in the mechatronics unit

Another typical misfortune of these boxes, which manifests itself as "kicks" of the automatic transmission. At the same time, the DSG box does not go into emergency mode, there are no errors in memory either. You can fix the problem by replacing the mechatronics or broken solenoids.

ECU breakage

In this case, the box can go into emergency mode when starting "cold". If the driver restarts the motor, the box error goes away. At a random moment in time, the box can again become "emergency", even in motion, and the block memory records errors. The breakdown is eliminated by repairing the unit (if possible), or by replacing it.

Breakage of the differential of the box, wear of the bearings.

These box malfunctions are manifested in the form of increased noise coming from the depths of the box when driving. The noise from the bowels of the DSG increases when cornering, adding gas, hard braking or acceleration. If you do not pay attention to the problem for a long time, other structural elements of the automatic transmission also fail, the mechatronic of the box becomes clogged with metal shavings, the clutch wears out intensively. In this case, the box needs overhaul or complete replacement... Repair of DSG boxes is quite complicated in itself, in addition, the manufacturer does not supply some of the parts to the market, and you will need to look for them from sellers of used spare parts and at "disassembly".

The dual-mass flywheel of the gearbox is worn

The malfunction of the box is manifested by clanking and extraneous noise in the mode idle move, when starting the engine and turning off the ignition. The solution is to replace the flywheel.

When driving a car with a DSG box, the driver contacts the transmission only through the selector. Therefore, it will not work here to "stick" the wrong gear on the box. The manufacturer recommends following a few basic rules:

• try to drive without slipping;
• stand in traffic jams as little as possible with the brake depressed;
• timely change the oil in DSG 6, using only the recommended fluid;
• at winter time start moving smoothly, giving the box time to warm up.

It is important to pay attention to any suspicious behavior of the box:

• kicks when switching boxes;
• disappearance of reverse gear;
• unexpected transitions of the box to emergency mode;
• extraneous noise;
• loss of dynamics by the car, significant delays in changing the gearbox ratio.

If these symptoms appear, you should contact an authorized service center as soon as possible for diagnostics and repair of the box.

Oil change in box DSG 6

VAG emphasizes: regular replacement transmission fluid is a necessary procedure for long and reliable operation of the box. It is recommended to carry out the procedure every 60 thousand km. mileage of the box, but in russian conditions in practice, it is desirable to do this more often - every 40 thousand.

Replacement requires 6 liters transmission oil VAG G052182A2, O-ring for drain plug (part number 91084501) and new oil filter with article number VAG 02E305051C.

Some car owners prefer to save money by purchasing an oil with similar tolerances, for example, Pentosin FFL-2.

It is allowed, but you cannot interfere with each other. different oils... That is, if one is poured into the box, you should first completely remove it, and then pour another into the system.

It is not recommended to use universal oils for the DSG box, such as Motul Multi ATF or similar Castrol products.

Changing the box fluid can be done in several ways:

1. at a dealer or in a car service, on a special device;
2. yourself.

The first method gives some guarantees, but it will cost more: taking into account the work and consumables, the service is able to issue an invoice of 10-15 thousand per operation. You can try to save several thousand by doing the procedure yourself.

How to change the box oil yourself

The process consists of several stages.

• Lifting the car on a lift or driving into an inspection pit.
• After that, the engine should be turned off, and the gearbox selector should be moved to the Parking position.
• Further unscrews drain plug boxes.

• After that, about a liter of the old transmission fluid will pour out of the box pan. Next, the control tube is removed with a hex wrench, and the rest of the oil from the automatic transmission will begin to pour.

Important: you should visually check the presence of foreign inclusions in the oil, for example, metal shavings. If they are present, the box is in poor condition and will break soon, an early visit to the service center is desirable.

• Next, you need to remove the oil filter of the box, for which you will have to dismantle the battery and its mounting pad, and for convenience it is better to remove and air filter with air ducts.

The box filter cover is unscrewed by two turns, then you should wait until the residual fluid flows into the crankcase cavity, remove the entire cover and replace the filter.

• The next step is to fill the box with new oil.

You can do this directly through the filter housing, but the process will then take quite a long time, a liter of liquid will be poured into the box for about 10 minutes.

You can do otherwise by purchasing in advance an adapter into the hole of the oil drain plug with a transparent hose about 2 meters in length. One end is screwed into the opening of the box, a funnel is placed on the other, which should be fixed, for example, on a side mirror, so that a difference in height is created. You need to pour 5-6 liters.

• Then you should start the engine and warm up the box by sequential switching of the accelerator modes.

This is necessary so that the oil in the box warms up, and the driver can check its level. Next, the funnel is unscrewed, and the remaining oil bottle / canister is placed in its place. The container is placed below the box - that is, on the floor. Excess liquid will drain into the vessel. When the flow stops and only small drops remain, the adapter is unscrewed and the plug is returned to its place.

It is not worth twisting it tightly yet. The engine starts, the gearbox modes are “run”, the selector returns to Parking.

• Then the plug is unscrewed again, if excess oil remains, they must be allowed to drain to the level of the overflow hose.

In their absence, the addition procedure is repeated until the desired level is reached. After completion, the DSG plug, together with the seal, is screwed into its original position.

In car services, the temperature parameters of the liquid are controlled special device by another car computer / program with VAG-Com communication interface:

Without a device, you will have to rely solely on tactile sensations, which, in theory, can lead to over- or underfilling of oil, which are equally harmful to DSG. In practice, many car owners carry out the procedure on their own, without prejudice to the automatic transmission.

As you can see, the DSG 6 transmission, despite the rather complicated technical device, shows a fairly high reliability, subject to the proper operating rules, and the service procedure for changing the oil is available even to a simple car enthusiast without special knowledge. DSG box provides high dynamic characteristics of the car and the level of user comfort.

We are all somehow accustomed to the fact that there are two types of gearboxes - automatic and manual, and there is also a robotic gearbox. Although the first such box was patented a long time ago, and the cars on which it is used appeared much later, nevertheless, the dsg gearbox, as a gearbox of this type is called, is considered the most advanced.

DSG robotic gearbox

So what is this miracle? There are two ways to evaluate it - to count further development Manual transmission, and on the other hand, perceived as automatic transmission... This ambiguity is explained quite simply - the driver moves the shift handle manually, but the shift itself, including engaging / disengaging the clutch, is carried out automatically.

Another advantage that the dsg robotic gearbox possesses is the provision of a continuous supply of power to the wheels from the engine, which does not stop even when the speeds change. There are several varieties of the dsg box, 6 and 7 step, differing in design and capable of transmitting different amounts of torque.

Automatic DSG transmission, how is it going?

The dsg robotic gearbox has two clutches and several additional shafts. What is intended for what, as well as how such a checkpoint is arranged, will make it possible to understand the given figure:

As should be understood, the design uses two, rather than one primary shaft, each of which has its own clutch. There are even gears on one shaft, odd gears on the other. The figure shows a five-speed, but, as a rule, a 6 or 7-speed gearbox is installed on real cars.

The work of the dsg gearbox is carried out as follows - when, for example, the second gear is turned on, the third gear is automatically turned on, more precisely, while the necessary gears are in engagement, but the input shaft itself is not connected to the power source. If, using the clutch, disconnect one shaft and connect the other, then the new gear will be engaged, while everything is done automatically, the clutch pedal itself is absent in the car. The time spent on carrying out such a shift is minimal, therefore, in terms of gearshift speed, a dsg-type gearbox is the fastest.

It works under the control of a separate system, which includes all the necessary devices - a control unit, sensors and an electro-hydraulic unit as an actuator. Almost all of these elements are combined into a separate module called the mechatronic.

Such a gearbox as dsg is very widely used on cars of the Volkswagen family, on which a gearbox of this type was widely used for the first time. As already mentioned, 6 and 7 speed gearboxes differ.

The difference is primarily due to the magnitude of the transmitted torque, which is associated with the type of vehicles on which they are installed. The 6-speed gearbox is of the "wet" type, i.e. to limit friction, as well as to cool, its working elements are immersed in oil, but the 7-stage, on the contrary, belongs to the "dry" type. If a 6-speed gearbox requires six and a half liters of oil to operate, then 1.7 liters is enough for a 7-speed gearbox.

About the advantages and disadvantages

The main advantages that a 6 or 7 speed gearbox provides are:

1. shifting speed similar to the gearbox is the fastest and realizes an almost continuous supply of moment to the wheels of the car, providing high dynamics of acceleration;
2. smooth running of the machine, because switching occurs without jerking, there is no jerking during movement;
3. fuel economy due to its most efficient use due to the absence of losses when changing gears.

However, not everything is so cloudless for both 6 and 7 speed boxes of the dsg type. First of all, it should be noted:

• an increase in the total cost of a car;
• high design complexity and, as a result, reduced service life;
• repairability of the product, repair is carried out by replacing the unit;
• complex and expensive oil change, especially for a 6-speed gearbox;
• the occurrence of delays when shifting for 6 and 7 speed gearboxes, especially when it is necessary to "spin up" the engine, for which they include a lower gear.

However, these shortcomings can be assessed as temporary, as the design is developed and the manufacturing technology is improved, in any case, they should disappear, or significantly decrease. But the advantages, especially the increase in the efficiency of the car, must play a positive role in the wider introduction of such units into the design of the car.

A device such as a dsg robotic gearbox combines the best qualities automatic and manual transmissions... The ability to switch them without interrupting the power flow, smooth running and fuel economy are the advantages due to which the use of such units in the design of cars will only expand.

Five to ten ago volkswagen models we were considered exemplary reliable. This is, however, all thanks to the experience of the 90s and early 2000s with the massive import of truly reliable Golf, Jetta and Passat. They were not “indestructible” at all, but on the whole, the stereotypes of reality were more or less consistent.

The situation has noticeably changed with the appearance in the model line of the company of TSI motors (about which we have just talked) and DSG preselective "robots". The cup of public opinion gradually began to tilt in the opposite direction. This opinion is an inertial thing, and at first the problems of new power units and transmissions were simply not recognized, especially since a fair share of the "fans" moved on cars of past generations without these troubles. The unfortunate owner of a problematic car faced not only very tough accusations of "warranty engineers" and other official structures of "improper operation", but also public censure on specialized resources on the Web.

In general, the arguments of the officials and the "public figures" were about the same: the owner poured the wrong oil and the wrong gasoline and drove the wrong way. In those rare caseswhen the oil was always strictly "original", gasoline was from an ideal supplier, and the moral qualities of the driver and the Nordic character were beyond suspicion, the public opinion was inclined to believe that this was an accidental marriage and generally "happens".

Meanwhile, the number of cases increased. More and more owners of new cars with new motors and low mileage found themselves in a situation where the engine or transmission needed to be repaired. It became impossible to keep silent, and even more so to blame the owners of the cars for the problems.

By the beginning of the 10s, a breakdown of public opinion had occurred. Of all the configurations, the simplest ones were declared the only true ones, with the classic Aisin hydromechanical automatic transmissions and atmospheric engines, without direct injection and turbocharging. Prices for cars with DSG and TSI engines on secondary market began to lag noticeably not only from the price of cars with "conventional" automatic transmissions, but also from cars with manual transmissions and unpretentious 1.6 MPI. The fear of "downsizing" gave rise to a funny effect: they bought from us in large quantities Skoda Octavia with a 1.8 TSI engine, since the difference in price from 1.4 TSI turned out to be small, and in addition they were given an automatic transmission Aisin.

An analysis of prices in the secondary market clearly shows that DSGs are unnecessarily demonized, cars with such an automatic transmission sometimes cost 100-150 thousand rubles cheaper than similar cars with Aisin TF60SC, and even cars with a fairly reliable six-speed DSQ DQ250 do not exceed cars with manual transmissions. ...

But enough digressions. Let's dwell on the features of the breakdowns of the most massive and cheapest DSG box of the DQ200 series and try to answer a simple question - is it possible to buy a car with it now.

Patient portrait

First, about the subject of the conversation. As practice shows, most of the participants in the discussions simply do not know which unit is called, and even more so - how it works. Automatic transmission of the DQ200 series, aka 0 AM/0CW and a related box 0CG for hybrids, includes a lot of transmissions for engines with a transverse engine with different gear ratios and buildings.

Photo: volkswagen-media-services.com

All of these gearboxes are seven-speed, with dry normally open clutches in a single block. The complex design of coaxial clutches was developed in cooperation with Luk: in fact, the original set is their supply. The design uses a purely mechanical clutch wear compensation system, but it is not the main one. The box operates with a dual-mass flywheel, which itself is a limited resource part.

Accumulator working pressure

The mechanical part of the box has a separate oil bath, in which the differential also works. The mechatronics unit is located at the front of the box and can be replaced without removing the entire unit. The system has a hydraulic drive for all four gear shift rods and both clutch release rods. The oil pump is electrically driven. Also in mechatronics there is a hydraulic accumulator with a working pressure of 50-75 bar. The DQ200 is almost completely independent from the rest of the electrical system of the car, even the crankshaft speed sensor has its own.

The design is designed for engines with a torque of up to 250 Nm, but in practice it can withstand as much as 350 Nm and even slightly higher. The unit is specially designed for use with low-power motors as a transmission with maximum efficiency and high dynamic range.

In practice, this means that the box works just fine with 80 hp motors. and 125 Nm of torque, as well as with the 1.4 and 1.8 TSI engines, which produce 250 Nm at their peak. Of course, with more powerful motors, the load on the mechanical part of the automatic transmission is slightly higher, but unlike classic hydromechanical automatic machines, the load on the mechatronics does not directly depend on the transmitted torque.

The gearbox is, in fact, mechanical, but has a composite primary shaft and two secondary ones. The gears are switched on by clutches, like in conventional manual transmissions. In such a design, everything seems to be reliable if the bearings can withstand, but ...

List possible problems turned out to be large enough, and problems on the mechanical side are not in the last place. Let's start with them.

Typical breakdowns

If the diagnostics give errors 21096 P073A, 21097 P073B, 21094 P072C or 21095 P073D, then this indicates a problem in the mechanical part.

First of all, the transmission forks are brought in. Here they move using a ball bearing bushing. And it, as it turned out, does not withstand the load, because the hydraulics perform switching very quickly and rigidly. Once the hub is damaged, its inner plate floats across the box, causing damage to the gears and creating metal debris. The latter not only manifests itself as an abrasive, but also clogs the Hall sensors, which mechatronics need to control the box. In the event of serious damage, balls can also fall out. They are more difficult to grind, but the box will handle it. But the losses will be even greater.

Not only the first-second gear forks are damaged, as many think. The sixth-rear fork breaks just as often. The design of the bearings of the bushings is essentially the same. After 2013, the bushings on the repair forks were completely replaced, they became one-piece. Nominally, the resource of such a design without a ball bearing is less, but it does not break, and purely resource problems have not yet manifested themselves. This is the design that is installed on 0CW.

The rest of the breakdowns of the mechanical part of the box are in most cases considered secondary, associated with oil contamination due to rod breakdowns. So, the breakdown of the differential, the crumbling of the gears of the gears, the complete destruction of the seventh gear and overheating of the bearings in most cases are caused precisely by the presence of metal dust in the oil, a product of the destruction of the forks. By themselves, they rarely happen, and are usually associated with engine tuning or a missed oil level. Well, or an unsuccessful assembly of the box: like any manual transmission, the DQ200 is sensitive to the accuracy of assembly and tuning.

Differential breakage can be a completely independent problem: the satellites are welded to the axle under increased load due to poor design, and not due to some other problem.

Fault numbers P175 21062/21184 and P176E 21063/21185 indicate clutch problems and wear.

Breakdowns of the clutch block and dual-mass flywheel are taken out by many outside the list of breakdowns of the DSG itself, but in fact, these are its integral parts. The flywheel wears out during severe torsional vibrations, at starts, slipping of clutches and wheels, when driving through irregularities under traction and similar situations. Wear accelerates overheating and contamination of the structure.

The clutch block also does not like dirt, but the complex design has many more vulnerable points. But for us the main thing is that with a replacement price of about 50 thousand rubles, new versions of this unit are simply more reliable and better keep the clearances during operation. The installation of a shield on the hole for the release rods has made it possible, since 2012, to significantly reduce contamination of the clutch housing and their wear. The adjustment of the working gap is entrusted to the master, and the general list of typical violations during assembly is almost a dozen points.

Also, the clutch block suffers greatly with the driver's illiterate work in traffic jams and on rough terrain. By the way, both clutches are normally open, so there is absolutely no need to transfer the gearbox to neutral to reduce the loads on the mechatronics and clutches in traffic jams. But the knot still remains quite complicated and expensive. And highly vulnerable to driver and technician errors.

Nevertheless, the resource of even the first versions of the node can be very solid 150-250 thousand kilometers or more. And in terms of the stability of the resource, the latest versions have greatly added: after 2012, there are almost no cases of wear of the clutch block up to a run of 100 thousand.

Major breakdowns of mechatronics

The rest of the DQ200 breakdowns are associated with the "mechatronics" block - the electro-hydraulic transmission control unit. Its problems may well harm the mechanical part, because the gears are switched here independently, and the clutches are not connected with each other. List typical breakdowns blocks are quite voluminous. So you have to execute it as a list.

• Breakdown of the pump motor
• Breakdown of control solenoids
• Failure of the pressure accumulator
• Damage to the electronic board or its sensors
• Failure of the mechatronics housing due to channel cracks or breakage of the accumulator cup
• Leaks and loss of tightness

Three or four years ago, the prevailing opinion was that any breakdown of mechatronics requires its replacement. There were plenty of arguments, ranging from the complexity of the design to the lack of spare parts.

The block itself was not very well executed. What caused this is unknown: either the Romanian assembly, or the quality of the work of German engineers. It is important that the replacement was expensive, and, moreover, there were no guarantees regarding his subsequent happy life. Fortunately, the situation has now changed. There were repair documentation and typical cases for troubleshooting.

The situation is complicated by the fact that since 2015, the electronics units have been flashed once and cannot be installed on another machine. This killed the nascent market for remanufactured blocks, but it appears that craftsmen the problem will be solved soon.

Electrical faults (fuses in the automatic transmission power circuit blow out) are mainly associated with the valve body.

Typical errors - 21148 P0562, 21065 P177F and 21247 P189C - are mainly associated with damage to the conductors of the electronic board and with the failure of the mechatronics electric pump.

The conductors of the board literally burn out, damaging its body, and the motor simply stands up due to pump breakdowns or due to its own problems. Pump windings often burn out.

Surprisingly, burnt-out boards were one of the first to learn how to repair. Power buses are simply re-soldered, since special equipment is not required for this. The motors are changed or simply rewound, now such a restoration is available at the factory. The price of "used" electric motors and restored by factory methods ranges from one to five thousand rubles.

Faults 18156 P1748 and 05636 P1604 are also associated with electronic boardbut it is in that case the control module is damaged.

The ceramic board is afraid of vibrations and temperature changes, as well as overheating. Electronics is more difficult to recover. But like other automobiles electronic components on a ceramic substrate, they are repairable. All you need is skill and special equipment... And more - the availability of documentation. All this is now available in specialized service centers, and such a malfunction is far from being a sentence to the board.

Failures of individual sensors, except for the clutch position sensor, can be eliminated by replacing them. It is no longer difficult to buy them now.

Solenoids also malfunction. There are eight of them here, they are combined into two 0AM325473 blocks. Flushing does not always help them. But there is a sufficient number of used, remanufactured and even new parts at a reasonable price. The typical price for a set of two factory remanufactured blocks is around $ 90.

The control board for mechatronics 927769D, which includes all sensors, conductors, brains and connectors, is available at a price of about 40 thousand rubles. Replacing a Board Assembly - a good option repair, if partial repair is not possible, or the conditions do not allow it to be performed. Moreover, you will get the most modern version of the board with improved characteristics. If you want to further reduce costs, you can order the board on AliExpress or eBay for between $ 200 and $ 300.

Trouble can be expected from the side of the main aluminum plate, the body of the unit and the accumulator. The accumulator can pull out of the block with damaged threads and bend the housing cover. At the same time, the liquid will go away. The body often leaks at the "glass" of the accumulator. The crack can be welded, since there is enough space, but very high-quality work with milling the leakage cavity will be required. As a last resort, the entire body can be replaced. The price of a part on Amazon is about $ 40, which is not so much, but in Moscow it will cost you $ 150.

The average cost of repairing a mechatronics assembly will be about 35-50 thousand rubles. Usually, the cost of repairing the unit from various specialized companies that install the units rebuilt by them instead of yours is within the same limits.

Average price of mechatronics repair

35,000 - 50,000 rubles

Progress in the design of mechatronics has touched literally all elements. The control board has changed dramatically, in newer versions it is noticeably more powerful and more resistant to temperature and overcurrents. The body of the mechatronics unit has become stronger. But the accumulator, apparently, has not changed, as well as the pump electric motor. The solenoids have also changed minimally. But the company replaced the oil in mechatronics with a less chemically active one. This is expected to extend the life of the solenoids and control board plastic.

Among the faults of mechatronics, there are almost no ones left that will require its complete replacement with a new one. So the price of the assembly of 300 thousand rubles should not scare you. It will be much cheaper to restore. But breakdowns of the mechanical part can be expensive, but now there is a good selection of "used" units, in which the mechanical part is in a guaranteed good condition.

It is believed that the main problems of the DQ200 series boxes were solved with the release of the updated 0CW in 2013. Yes, there are a lot of changes compared to the 0AM series. And almost all of the affected nodes could be found in the list of "major issues" in the old version of the box.

To take or not to take?

Does it make sense to buy a car on the secondary market with such a box now? And the new one? The answer will be yes rather than no. But only if you are not one of the "riders" and will not bring any minor malfunction to a full breakdown. If you are not one of those, then there is a lot to make a decision in favor of choosing a car with DSG DQ200.

Firstly, at the current fuel price, an extra liter and a half of consumption is already a significant help, and DSG is even more economical than manual transmission. Secondly, the car on the secondary market will almost certainly be much cheaper than the same car with a "classic" automatic transmission. At least simply due to the fact that they are too afraid of "robots", and the difference in the price of cars is even higher than the price of replacing an assembled unit with a "contract" one.

Mechatronics control board 927769D

40,000 rubles

Another reason is the convenience of diagnosing the DQ200 with a scanner. This is far from buying a "pig in a poke". You can find out not only the approximate wear of the clutches, but also understand how the car was operated, what troubles can be expected in the near future, and the like. Obviously problematic instances can be discarded.

Classic automatic transmissions received such rich diagnostic capabilities only on the latest generations of six- and eight-speed gearboxes, and Aisin, which usually acts as an alternative to DSG, is not one of those.

The cost of repairing most DSG breakdowns has dropped dramatically over the past five to six years. If you pay attention to the incorrect behavior of the box in time, then the chances of an inexpensive repair are very good. The design of this "robot" is simple and extremely maintainable, and now there is no longer any doubt about it.

In severe cases, when the mechanical components of the box are irreversibly damaged, it is suggested a good choice used components. It turned out that machines often have a shorter life than this very troublesome unit.

And the last argument in favor of DSG is purely ideological. Cars with a classic "automatic" are often taken by people who operate the car harshly, without looking at manuals and manuals. Such cars may quite naturally have a high mileage, and the loads that they carry during operation are very high. A few years later, it becomes unknown which car would be a more profitable purchase: initially more reliable, but passed "fire and water", or one that required much more gentle handling and received it in full.

How is your DSG box doing?

According to its philosophy, DSG is a manual transmission, the change of stages in which occurs automatically. The driver has the ability to engage the manual shift mode, but in this case the gear change is carried out by the actuators by means of the control of the electrical signals. Such a design does not imply a direct connection between the gearshift lever and the forks for changing the driven gears. The clutch works on the same principle. The engine flywheel is disconnected from the gearbox drive shaft by a servo drive at the command of the automatic transmission control unit.

A distinctive feature of the DSG gearbox is the dual clutch. The lightning speed of gear shifting was achieved due to the fact that when the gear is engaged, the next step is automatically engaged. For example, when you engage 1st gear, 2nd gear is immediately followed. We can say that paired with mechanical box two separate clutch baskets work. It will be difficult for you to understand how the DSG works if you are unfamiliar with the car.

At the moment, there are two generations of robotic gearboxes from the VW-Group. Each of them has its own characteristics, so the device DSG 6 and DSG 7 should be considered separately.

DQ250

Volkswagen AG launched DSG in 2003. The checkpoint was developed by the American company BorgWarner. According to the assurances of the designers, the mechanical components "digest" up to 350 Nm. This made it possible to meet such a box on a car with an internal combustion engine of 1.6-3.2 liters. DQ250 is equipped with VW Golf, Scirocco Jetta, Passat, Sharan, Touran, as well as some Seat and Skoda models . The main components of the automatic transmission:

To transmit torque from crankshaft a dual-mass flywheel is used. The main feature of the six-speed gearbox is the wet clutch, which in its structure resembles a torque converter type automatic transmission. Inside the body there are 2 clutch packs, which consist of discs rigidly connected to the flywheel of the internal combustion engine, as well as friction discs that mesh with the input shaft of the gearbox. If necessary, the clutch of the gearbox shaft and the flywheel, the discs are compressed under oil pressure. In idle mode, the discs rotate without engaging. The design uses an oil pump of a hydraulic type, which provides oil not only for the clutch, but also for the actuators of the mechatronics.

DSG 7

In 2008, the seven-speed DQ200, developed by the specialists of the Luk company, saw the light. The moment comfortable for the automatic transmission was limited to 250 Nm, so less powerful, light cars with a transverse engine are equipped with it. Of the features of the device, it is possible to single out a clutch arranged in one housing with a dual-mass flywheel, which is no longer combined with an oil bath inside the box. The principle of dry clutch operation is identical to that used on machines with manual transmission... This follows from the device:

Luk also replaced the hydraulic oil pump with an electrically driven system. This made it possible to almost 4 times reduce the filling volume of oil (1.7 liters versus 6.5 liters for DSG 6).

DQ500

The third generation of the automatic transmission was developed by Volkswagen specialists. The manufacturer claims that it is able to "hold" up to 600 Nm, so such transmissions are installed on the Transporter 4 × 4, Tiguan and many other models from the VW-Group. The designers returned to the wet clutch type.

Control system

It is the Mechatronic that controls the processes taking place inside the DSG. System components:

• input sensors fixing the position of the gear shift forks, shaft rotation speed, oil pressure and temperature readings, opening degree throttle etc.;
• electronic control unit;
• an electro-hydraulic unit, which is a complex of executive mechanisms. It includes spool valves, solenoid valves, oil pressure control valves, multiplexer.

Putting the puzzle together

It remains to consider only some of the features of the DSG device, which make it possible to understand how the preliminary engagement of the next gear is implemented. The main secret is that the gearbox has two input shafts. They are located coaxially (one passes inside the other) and each is connected to its own clutch.

One of the shafts is designed for an even number of speeds, the other for odd steps and reverse. In driving mode, the wheels are connected to only one input shaft. The amount of torque, that is, the transmission, is determined by which gear of the secondary shaft the input shaft is currently connected to. At the moment when one of the clutches connects the input shaft with one of the output shafts, the second output shaft rotates freely, which makes it possible to select the next gear through the synchronizers. When the mechatronic technician decides that the moment has come to engage the gear, he will open one clutch and immediately engage the second. Exactly the one whose shaft is already connected to the gear of the next gear.

The type of drive installed in the vehicle determines the layout of the wet clutch. A more compact option is concentric (friction discs are located in the same plane). For rear-wheel drive cars, a parallel arrangement of couplings is used (they are located perpendicular to the shaft, the packages are one after the other). The type of drive axle also determines the layout of the gearbox itself.

The danger of buying

It should be admitted that the smoothness of switching and the speed of switching is very expensive for many car owners with DSG. Major breakdowns:

• DQ250 - Quick Failure of a Dual Mass Flywheel. The problem here is not the DSG, but the unreliable design of the flywheel element. The appearance of vibrations accelerates the failure of the double clutch;
• DQ200 - Flywheel issue fixed. But a dry clutch wears out much faster. Reducing the amount of oil leads to frequent overheating. Dual clutch very badly tolerates constant sharp accelerations. Designers, trying to extend the life of the automatic transmission, programmatically underestimate the characteristics of the internal combustion engine, smooth out reactions to a sharp depression of the accelerator pedal;
• overheating is a common problem for all DSGs, but the worst case in this regard is for automatic transmissions with a dry clutch;
• malfunction of mechatronics. Typical breakdown for DQ200 and DQ250, but there are precedents with DQ500;
• breakage of the axle of the differential satellites is a problem that has migrated from the manual transmission of new images. Fortunately for the owners, the malfunction is infrequent.

How to be

Jerks or vibrations when shifting, kicks, constant noises and no gears can catch the owner new car already from 30 thousand km. Trouble-free operation of the DQ200 rarely lasts more than 70 thousand km. The DQ250 is capable of running over 100,000 km during normal operation. This situation is really scary, because the resource of a torque converter type automatic transmission is often not limited to 250 thousand km. Individual models with regular oil changes and careful operation, up to 400 thousand km are wound. The best DSG drivetrain so far is the DQ500 fitted to four-wheel drive cars... The front-wheel drive layout is more prone to overheating. Much, of course, depends on the conditions in which the car is driven. What harms a robotic gearbox:

• long driving in traffic jams (especially in summer);
• dynamic driving with sharp accelerations;
• incorrect chip tuning.

Now you know what DSG is. In addition to the above information, owners can be advised to change the oil every 30 thousand km in a gearbox with a wet clutch. This will significantly extend the service life. The question of the advisability of buying used cars with DSG deserves special attention.

The abbreviation of the DSG transmission is translated as a direct gear shift box. This type of gearbox was originally developed by Volkswagen engineers. Subsequently, robotic transmissions began to be installed on many other car brands. In this article, we will analyze what characteristics Volkswagen has and what are its disadvantages.

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Specifications

First, let's consider what a DSG automatic transmission is for Volkswagen Tiguan, Golf, Jetta, Polo, Passat 2012, 2016 and other years of release.

Initially, the developers of this type of transmission equipped the unit with two clutches. At that time, it was a modernized mechanical transmission. Unlike traditional manual transmissions, robots were equipped with two primary and secondary pulleys. Each of these elements was connected to the power unit of the car through a special multi-plate clutch.

The transmission from the Volkswagen manufacturer is equipped with five shafts, gears, and two clutches.

Thanks to this design, the car with DSG drives more smoothly, its power unit transmits torque without loss. Therefore the machines Volkswagen passat, Golf sedan and in a different body with robotic transmissions accelerate faster, in contrast to vehicles with manual transmission. Recently, the boxes have been equipped with Tiptronic systems, which means that the driver can change gears manually. As for the service life, according to official data, it corresponds to the service life of the car.

In fact, the gearbox can fail after 100 thousand kilometers if errors are made in its use.

The difference between DSG 6 and 7

DSG 6 is the first robotic gearbox, which was released in 2003. These units used a "wet" clutch, functioning in a special oil bath. The main disadvantage of this transmission was the reduction in power of the power unit due to the use of lubricant.

Five years later, in 2008, the developers provided a seventh generation robotic gearbox, which uses a dry clutch. The numbers 6 and 7 indicate the number of stages of the unit. These are the main differences between gearboxes.

User Vladimir Bazekin provided a video showing the principle of operation of the DSG checkpoint.

Pros and cons of DSG

What are the advantages of robotic gearboxes:

1. Good acceleration speed. According to the owners, this advantage is considered key.
2. Saves fuel compared to a traditional automatic machine. Achieved thanks to design features and the principle of operation of a robotic gearbox.
3. One of the main advantages is the reliability of the unit. In this regard, robotic transmissions cannot be compared with mechanical ones. But compared to automatic gearboxes, DSG gearboxes are more reliable. With proper use of the unit and timely replacement transmission oil will last a long time.
4. While driving, the DSG 6 gearbox on Volkswagen smoothly and almost imperceptibly changes gears. This ensures comfortable driving.

The main disadvantages typical for robots:

1. The high price of a vehicle equipped with such a transmission. Machines with robotic boxes gears are always more expensive.
2. The appearance of malfunctions in case of improper operation of the car. If errors are made during use, it will lead to malfunctions in the transmission. There will be noises uncharacteristic for the operation of the unit, which are especially pronounced when driving on an uneven road.
3. The traction of the vehicle during acceleration can be reduced. This flaw has long been known to developers, and over time they promise to eliminate it. There may be delays when switching speeds.
4. The control unit often fails. Practice shows that central processors quickly wear out and become unusable. As a result, the car owner will be faced with the need to repair or change the device.

The Tak and Tak channel has provided a video that describes tips and tricks regarding the operation of DSG robotic transmissions.

Common problems

Problems associated with the operation of a robotic transmission can be divided into several types:

1. Emergence extraneous sounds in the operation of the unit. We are talking about a rattle, as well as a metallic clang. With such problems, it makes no sense to contact official dealer, because Volkswagen engineers consider such malfunctions to be frivolous. The manufacturer's representative will not undertake the repair of the box if there are no kicks or vibrations in its operation, arguing this by the peculiarity of the transmission. An independent computer diagnostics will allow you to more accurately determine the malfunction.
2. The appearance of jerks, vibrations, kicks, as well as a decrease in traction during acceleration of the car. Car owners often face such problems, in vehicles which the clutch is worn out. This malfunction cannot be prevented. After its appearance, the problem will continue to progress. Vibration can appear during acceleration at second speed and disappear after a few seconds when the driver has driven around an obstacle. The clutch is considered the weak link in the system. If the unit breaks down, experts advise installing DQ200 devices on the machines. According to Volkswagen representatives, this option is more reliable and has an increased service life.
3. Activation emergency mode... This usually occurs as a result of a lack of transmissions. The problem may appear while driving or when starting the power unit. You can try to get rid of the malfunction by turning off and reactivating the ignition. The cause of the problem lies in the failure of the mechatronics, the device will have to be repaired or changed. The cost of a new node is up to 90 thousand rubles. By design, the mechatronics control module is a complex unit, it is designed to control the transmission unit.
4. Malfunctions can appear as a result of mistakes made when changing the working fluid, if the synthetic lubricant was replaced with a mineral one. When the vehicle is used in a region with a warm climate, the interaction of the synthetics with the copper components of the transmission can cause a short circuit. This will lead to malfunctions in the operation of the electrical component.

1. Failed mechatronics valve body 2. Worn clutch robotic gearbox

How to use DSG?

What to consider when operating a robotic transmission to prevent it premature exit out of service:

1. This type of gearbox does not tolerate "jerking". It is better to prevent sudden movement from one row to another at a speed of traffic of no more than 50 km / h.
2. When driving in traffic jams, it is recommended to activate the S or Manual mode. So you don't have to constantly shift from first to second and third gear and vice versa. This allows to increase the service life of the clutch.
3. Do not allow wheel slip at the beginning of the movement. Power units, with which the Volkswagens are equipped, together with the robotic transmission show excellent dynamics. Therefore, you have to be careful, especially at traffic lights.
4. It is not recommended to engage neutral gear during a short stop.