Robotic mechanical transmissions manufactured by VolksWagen have become widespread in recent years. The abbreviation DSG stands for nothing more than a robot box made by VW. Similar units are also installed in Audi cars, however, this company uses a different name: S-Tronic.

Ultra-fast gear shifting in a robotic box on the one hand, it helps to achieve good dynamic characteristics. But at the same time, the more steps are used (6 or 7), the more "gentle" and demanding operation is the unit itself, that is, the robot box. The 7-speed DSG also uses a dry clutch. That limits their scope of application to motors with a low torque value.

The function of bringing the clutch discs to each other in the "robot" is performed by mechanisms, the general name of which is mechatronic. The main advice to avoid overheating of the mechatronics with subsequent breakdown sounds simple: when stopping for more than a minute, it is imperative to turn on "neutral".

That is, standing at a traffic light, you don't have to touch the gear knob. But after getting into a traffic jam, it is better to turn on neutral gear, moreover, immediately. Do not forget to switch at the beginning of the movement to the mode "M" (manual control) or "1".

How often does the oil change in DSG boxes? The answer to this question depends on the type of transmission design. For example, 6-speed DSGs are designed to change the oil every 60,000 km. The filter must be replaced along with the fluid. It makes sense that an oil change is required for a wet clutch DSG.

DSG transmission of any design - has a clear limitation on the maximum torque forces, brought to her. This requirement is often violated when replacing the engine with something more powerful. And even the usual "chip-tuning" of the motor - entails a premature failure of any DSG box.

It would seem, what good is a robot box? It is more difficult to operate it than a conventional automatic gearbox, and some of the requirements are specific. In fact, a robotic mechanical transmission provides maximum efficiency and best dynamics immediately. Here energy is transmitted with virtually no loss, and DSG gear changes faster than most drivers.

Progress does not stand still - new technologies appear every day and the automotive industry is ahead of many other industries in the introduction of innovative technologies. The development of automotive transmissions is no exception. At the moment, the most advanced can be called the technology of preselective gearboxes, which received their new development along with the release of the DSG-6 gearbox by Volkswagen, and the subsequent DSG-7.

DSG is a preselective gearbox, or, as it is called in VAG (Volkswagen Audi Group), a robotic gearbox, which is based on a manual gearbox equipped with two clutches and a control unit (mechatronics) that manages gear changes in the car.

DSG combines the dynamics of "mechanics" and the comfort of "automatic". VW engineers have gone to great lengths to create the perfect BC. Of course, it was not without flaws, but preselective robots seem to be the most possible future for automotive transmissions. The automotive market is experiencing a trend towards comprehensive automation of all systems. Up to the point that almost every automotive giant promises to release into mass production next year self-driving cars, which we have previously seen only in science fiction films.

In the meantime, a situation arises when a complex system, such as DSG, requires certain management skills. In short, comfort takes effort. The driving style of DSG boxes differs from both automatic and mechanics. Even between each other, "wet" DSG-6 and "dry" DSG-7 are somewhat different in operation. Although they have more in common.

Both boxes have clutch discs, and the clutch discs are still consumables that tend to wear out and be replaced over time. Therefore, "ragged" driving, racing at traffic lights and increased slipping do not increase their service life. And if such tricks are still permissible for the DSG-6, it is saved by the oil bath, which protects the clutch block from unnecessary wear and tear and overheating. then for DSG-7 this could be a lethal number.

Do not forget about the maximum torque for each box, the "wet" DSG can easily withstand torque up to 350 Nm. When for the "seven-stage" this figure is only 250 Nm. Therefore, any chip tuning, which fans of "charged" cars love to do so much, will cost you a replacement DSG-7.

When driving in a traffic jam, in order to save fuel, the DSG is "in a hurry" to shift from first to second gear. However, as soon as the second one turns on, the need to continue driving temporarily disappears - the driver slows down the car and the "robot" has to switch back to the first one. So it wears out itself and the clutches overheat, so it is recommended to use the Tiptronik semi-automatic mode in traffic jams. Having set the first gear once and not allowing the box to independently switch from first to second gear when the situation does not require it.

A few important rules to make your DSG last longer

Motorists who have long mastered driving a car with a VW preselective gearbox have developed a number of rules that will help you better master the gearbox resource and not "burn" it ahead of time.

• When shifting all main gears: P-R-N-D-S apply the brake all the way. The DSG is designed in such a way that when the brake is applied lightly, the clutch discs do not open completely, and as a result they wear out much more.
• Do not use neutral gear often if your stop is less than one minute. Try to coast in a traffic jam when S-mode or tiptronic is on. This significantly reduces wear on the clutch assembly.
• It is strictly forbidden to slip or use the launch (slip start). Your car is not intended for racing, and no "nice start" will justify the 300 thousand rubles spent on repairs (at least).
• When you turn on the parking mode, without releasing the brake, you should put the car "on the handbrake", so you will save the limiter when rolling back the car.
• Always switch between driving modes smoothly, with a second delay. It is not worth showing a road ace, the electronics also take time to set up.

Here is a small list that can make your life a lot easier. This, of course, is not "mechanics", where you can do everything and not "bother" for the robot, but comfort has its price.

Something these rules are similar to the management of a classic automatic transmission, but here there are also some nuances. DSG, in contrast to "automatic", allows you to transfer the car from D mode to reverse movement without a micro-pause in "neutral". The automatic transmission still allows you to move with slipping, although it is harmful for the transmission, but not as fatal as for the preselective.

For DSG-6, oil change remains an important point in operation. Every 60 thousand run it must be replaced along with the oil filter. The replacement amount varies from 5 to 10 thousand rubles. It is unlikely that it will be possible to save on oil - in a garage, the situation is difficult to implement and repairs in case of an unsuccessful operation will be more expensive. Although if you are confident in your abilities, no one will stop you here, and all the necessary information is easy to get on the Internet.

If your car gets stuck and cannot get out on its own, when pulling out the car, the gearbox should be in neutral mode. When towing a car, do not forget about the maximum possible speed and distance for its transportation. This information is usually located on the front of the machine.

Many can be stopped by the apparent difficulties in driving a car with a DSG transmission, when everything is simple and familiar to the "mechanics", but DSG is chosen by those who like comfort and quiet driving, and following a number of rules for the sake of long-term operation of the car - a small price.

Vehicle weight and DSG

An interesting point in the operation of DSG-7 was its direct connection with the weight of the car. So a large number of warranty cases are associated with the Scoda Superb 2008-2011 model year. The mass of the car with passengers and cargo approached two tons and led to accelerated wear of the box. The formula is simple: high weight + load-sensing gearbox = increased risk of gearbox failure.

By the way, the problem disappeared in 2013, when they began to install DSG-6 on SuperB. The same goes for the Scoda Yeti. A more reliable DSG-6 is installed in the configuration with the 1.8 engine, the upgraded DSG-7 is installed in the configuration with the 1.2 and 1.4 engines.

In conclusion, I would like to say that the golden rule of compliance applies to DSG boxes - the more complex the system, the less reliable. Problems arise with any transmission, but if on a manual box they seem to be something for granted, then a verdict is immediately issued for the DSG - the transmission is not viable. And the question here rests on the cost of repairing "mechanics" and DSG. At the same time, taking into account all the negative reviews with which the Internet is filled, car owners who used DSG, in the future, when buying a new car, in 90% of cases are going to buy a car with DSG again.

Volkswagen itself is not going to be satisfied with what has already been achieved. And perhaps soon on the new VAG models we will see not 6-7-speed, but 10-speed DSGs. The system will become even more complex, which means that the requirements for its reliability will also increase. Apparently, VW sees in DSG not so much a risky project as a promising future of transmission systems. Well, wait and see.

Five or ten years ago, Volkswagen models were considered exemplary reliable in our country. This, however, is 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 (which we talked about quite recently) 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 number of "fans" moved on cars of past generations without these troubles. The unfortunate owner of the problem 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 "public figures" were about the same: the owner poured the wrong oil and the wrong gasoline and drove the wrong way. In those rare cases, when 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 engines 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. The prices for cars with DSG and TSI engines in the secondary market began to lag noticeably not only from the prices of cars with "conventional" automatic transmissions, but also from cars with manual transmissions and simple 1.6 MPI. The fear of "downsizing" gave rise to a funny effect: they bought a large number of Skoda Octavia with a 1.8 TSI engine, since the difference in price from 1.4 TSI was small, and in addition we were given an automatic transmission Aisin.

An analysis of prices in the secondary market clearly shows that DSG is 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 surpass 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. The DQ200 series automatic transmission, aka 0 AM/0CW and its related 0CG transmission for hybrids, includes a lot of transmissions for transverse engines with different gear ratios and housings.

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 works 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 great with both 80hp motors. and 125 Nm of torque, as well as with 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 ...

The list of potential problems turned out to be quite large, and mechanical problems 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 gear shift 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 around 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 that 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 people think. The sixth-rear fork breaks just as often. The design of the bearings of the bushings is fundamentally 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 on the other hand, it does not break, and purely resource problems have not yet manifested themselves. This is the design that is installed on the 0CW.

The rest of the breakdowns of the mechanical part of the box in most cases are 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. On their own, 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.

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

Breakdowns of the clutch block and the 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 maintain 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 when the driver is illiterate in traction 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. The list of typical block breakdowns is quite extensive. So you have to execute it in the form of 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 turned out to be expensive, and besides, there were no guarantees regarding his subsequent happy life. Fortunately, the situation has now changed. There are 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, apparently, craftsmen will soon solve the problem.

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, they were among the first to learn how to repair burnt boards. 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 the electronic board, but in this 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 ceramic-based automotive electronic components, they are repairable. All you need is skill and special equipment. And yet - 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.

The solenoids are also malfunctioning. 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 in the order of $ 90.

The mechatronics 927769D control board, which includes all sensors, conductors, brains and connectors, is available at a price of about 40 thousand rubles. Replacing the board assembly is a good repair option if a partial repair is not possible or the conditions do not allow it to be completed. Moreover, you will receive the most modern version of the board with improved characteristics. If you want to reduce costs even further, you can order the board on AliExpress or eBay at prices ranging from $ 200 to $ 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 price 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 excess currents. The body of the mechatronics unit has become stronger. But the accumulator, apparently, has not changed, like the pump's 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 in 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 on 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 in the aftermarket 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 the DSG is even more economical than a 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 where the mechanical parts of the box are irreversibly damaged, there is a good selection of used components. It turned out that the machines often have a shorter lifespan 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. It is quite natural for such cars to 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?

With the "mechanics" everything is quite simple - this is the cheapest and most reliable transmission option. Yes, during operation, it requires regular inspection and replacement of consumables (disc, basket, clutch release), and in especially neglected cases, also repair. However, with proper handling, it can run half a million kilometers without any problems. Such survivability for "alternative" gearboxes is practically inaccessible, nevertheless, correct operation in these cases allows to achieve quite comparable performance.

The rules are simple. It is not worth standing at a traffic light while waiting for a permit signal with the gear engaged and the clutch disengaged (depressed pedal) - premature wear of the release bearing is guaranteed. Prolonged slippage and shock loads (when the driver drops the clutch pedal) quickly wear out the disc. Incomplete disengagement of the clutch (engaging the gear "with a crunch") - gears. However, with the exception of the latter, we are talking about consumables. Moreover, their second set, as a rule, runs twice as much as the first. Here experience and the desire for comfort affects. For the rest, we repeat, "mechanics" is the cheapest, unpretentious and reliable type of transmission.

Single-disk robotic gearbox

Such CPs in the mass segment have practically outlived their own. In fact, only PSA stubbornly continues to install this type of boxes on their models, the rest, for the most part, either returned to the classic "automatic machines", or preferred variators, or developed two-disk units. The reason is simple - the transmission, conceived as a budget alternative to the "automatic", turned out to be quite economical, but not too comfortable, because you need to drive it in the same way as on a conventional "mechanic".

The fact is that technically a robotic gearbox is a manual gearbox, the design of which includes servo or hydraulic drives that control the operation of the clutch and gear shifting. The main advantage of such transmissions over the classic "levers" is high efficiency, which is achieved due to faster shifting, however, even acceleration in this case can be achieved in only one way - manually switch under throttle release. For in automatic mode, she often makes mistakes with the choice of gear, “thinks” for a very long time when shifting to a lower one and switches with tangible jerks.

As for the rules of use, they, as in the first case, are elementary. Check the box regularly for "snotty". Do not forget to put the car on the handbrake in the parking lot. And before towing - carefully study the corresponding section of the operating instructions. The built-in "foolproof" will do the rest.

By the way, the repair and maintenance of a single-disk "robot" cost the same amount as the repair and maintenance of the MCP, on the basis of which it is made. And with proper handling, the resource of the box is almost equal to that of the donor.

Two-disk robotic gearbox

Alas, not all robots are created equal. Two-disc boxes, as a rule, are much less reliable in operation than single-disc boxes, even though they are more technological and comfortable. By the way, it is the last circumstance that is the main problem. VW, which was the first to decide on a large-scale introduction of its DSG, initially called the box "robotic automatic transmission", making it clear that the rules and peculiarities of its operation are no different from the operation of a classic "automatic transmission".

Ford did the same when it released the Powershift transmission. Now manufacturers are trying to blame insufficiently experienced sellers for everything, but the same Americans, when their customers asked the company to explain how, in fact, to properly operate a two-disc box, answered simply: as an ordinary automatic gearbox. It is noteworthy that in the operating instructions for the "Volkswagen" cars, it is really written: DSG - robotic gearbox.

In general, both DSG and PowerShift have nothing to do with “automatic machines”. These are the same mechanical (or, if you prefer, single-disk "robots") gearboxes, but with a large number of gears, two discs and a more complex executive unit. In addition, they are not based on a ready-made "handle" - all modern boxes of this type are developed from scratch.

So what do you need to know and remember in this case?

First. Regardless of whether the gearbox is "dry" on the car or "wet" (DSG-7, for example, refers to the first, DSG-6 and 7-speed S tronic on Audi - to the second), both have clutch discs and this - consumable material. No matter what the manufacturer claims, any constantly rubbing part wears out, and the speed of the process depends on a lot of factors, including the owner's driving style. Ragged driving and traffic light races, of course, will not extend its service life.

Second. The mechatronic module that controls the box is a rather delicate unit that requires regular inspection and is afraid of overheating. By the way, bringing to the last is not so difficult. The sore point of some DSGs, in particular, is the plastic pipes that supply the coolant to the heat exchanger. They crack and break off from vibration. But even if technically the box is fully functional, in order to overheat the module it is enough to stand in a traffic jam or at a “long” traffic light, holding the car with a brake. In this case, nothing will happen to the "automatic" or CVT, but the same VAG writes in the instructions for its cars that if the car will stand for more than a minute, the selector must be switched to "neutral" in order to avoid overheating of the mechatronics. In particular, "dry" DSGs regularly "fly out" for this very reason.

The problem is that officially in Russia these checkpoints are considered maintenance-free and unrepairable. The clutch and mechatronic module are changed under warranty, everything else is entirely. For now, but as soon as it ends, the entire burden will fall on the shoulders of the owner. Whereas the amounts here are comparable to the price tags for the purchase of a completely new modern "machine", although the service risks and resources will remain the same. It is for this reason that the liquidity of machines with two-disk "robots" in the secondary market is extremely low.

Variable speed drive

CVT or variator is the youngest gearbox. And if the principles of work of MCP, "robots" and "automatic machines" have long been brought to perfection, in this case there is still work to do. Nevertheless, this is the simplest type of transmission in terms of its design, while being distinguished by its high efficiency. In fact, the CVT is a more progressive version of the belt drive invented by Leonardo da Vinci. It's just that in this case, the torque is transmitted from the internal combustion engine to the wheel drives using a system of pulleys of different diameters. The simplest visual example is the drivetrain of a mountain or racing bike.

In fact, the most important point regarding the operation of the variator is preheating. In addition, the owner is better off forgetting about racing, since this type of transmission is not intended for this in principle. The fact is that the CVT's weakest point is the belt. Today, many manufacturers have begun to use the chain, but in any case it cannot last forever, especially since with a sharp start the drive also slips on new boxes.

Automatic gearbox

In fact, the "automatic" is the most reliable "two-pedal" box, whose reputation was once seriously damaged by low-skilled garage craftsmen who "signed" the node when there was no need for it, and "racers" who were not satisfied with the "dynamics and speed switching ".

It must be said that the old 4-speed gearboxes were really stupid, so when dynamics is at stake, and a four-cylinder naturally aspirated engine with a small displacement is installed under the hood, such gearboxes are not the best choice. But do not forget that initially this type of transmission was developed as a comfortable alternative to the "handle", which later evolved to its current state. In addition, truly modern automatic transmissions are in no way inferior to other transmissions in terms of switching speed and efficiency.

The relative reliability of the "machine" is primarily due to the lack of a rigid mechanical connection between the engine and wheel drives. Of course, this does not mean that such a gearbox does not have rubbing parts at all, but the main role here is played by the working fluid, better known as ATF, which provides lubrication of parts and assemblies, and their cooling, and switching, and communication. So, if nothing flows from anywhere and you try to adhere to a few simple, in general, rules of correct operation, the service life of the "machine" can be extended to 350-400 thousand kilometers.

Rule one. All switching of the lever between the main modes ("parking", "neutral", "drive") should take place with the car at a standstill with the brake pedal fully depressed.

The second rule. When switching to "drive" or "reverse", the movement must be started after full engagement of the gear. It takes 1-2 seconds for the box to do this. Switching on will be accompanied by a characteristic push.

Rule three."Neutral" is a mode intended for towing only. Switching to it, for example, at a traffic light, is useless and even harmful, because in "neutral" the box is reset once again, so when switching to "drive" it needs the same 1-2 seconds to turn on. The same goes for rolling. It will still not be possible to save fuel in this way, and the "machine" will wear out faster.

Rule four. A vehicle with automatic transmission must not be towed. If you cannot do without this, then the process should take place at extremely low speeds and always with the engine running, because the oil pump in the box does not work without it. The main thing is to adhere to the 50/50 principle - no faster than 50 km / h and no more than 50 kilometers. An ideal option is an evacuation with a full load.

The fifth rule. Do not slip! If this happens, the car can even be rocked, but for this it is necessary to use the brake at the top dead center, completely blocking the wheels. Otherwise, there is a high risk of burying the "machine".

Sixth rule. Use the handbrake. When parking the car, apply the handbrake before releasing the brake pedal. Will not be superfluous. In the parking lot, the output shaft of the box is mechanically blocked by a parking tooth - a pre-tightened handbrake prevents it from breaking.

That, in fact, is all. The rest is subtleties, which are easier to comprehend empirically. It is quite difficult to break something, for example, changing gears manually or often using the sport mode, it is rather difficult - in modern automatic transmissions, as a rule, there is "foolproof". Regular inspection will not hurt - a leaking oil seal - a penny, in general, a detail, kills the "machine" much faster than lack of experience.

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

No alcohol law

Most of all, the seven-speed DSG (DQ200) robotic gearbox with double dry clutch provoked. The reason for the complaints lies in the design features of such robots. This is a simplified and cheaper version of the "wet" type boxes - designed for a significantly lower torque. Hence the typical disadvantages: coarser, uncomfortable shifts and faster wear of the clutch discs.

The seven-speed DSG robot has two fundamental modifications. The early one received the 0AM index, and the later one to this day bears the designation 0CV, despite numerous subsequent innovations. The large-scale modernization of 2011 affected all the components of the robot: the clutch, the mechatronics (control unit) and the mechanical part (elements of the classic mechanical box). Life has shown that all the updates were beneficial. The DQ200 became more reliable, but motorists still looked at it with apprehension - the number of breakdowns was very significant.

The second major modernization of DSG7 formally took place at the beginning of 2014, although the updated unit appeared in 2013, for example, on. The manufacturer was so confident in the success of the upgrade that he changed it to a box again. In 2012, due to massive complaints from the owners, it was extended up to five years or 150,000 km. And for cars produced after January 1, 2014, it was again reduced, equating in terms of terms to the general guarantee for the cars of the concern.

According to representatives of the Volkswagen group, after updating the box, the number of claims due to its refusals has decreased several times. This is confirmed by the employees of the dealership service stations. Less rosy, but still very positive, is the statistics of unofficial service centers. The overall reliability of the DSG7 and the quality of its performance have improved significantly. However, some repairs are still in demand.

The service life of the wet clutch of the DSG6 robot depends entirely on the operating mode and intervention in the engine software. Usually the clutch is changed only after 100,000 km. For fans of chip tuning and aggressive driving, this mileage is reduced to 30,000-40,000 km. Replacing the clutch outside the dealer network costs an average of 55,000 rubles. Officials - much more expensive. The service life of the wet clutch of the DSG6 robot depends entirely on the operating mode and intervention in the engine software. Usually the clutch is changed only after 100,000 km. For fans of chip tuning and aggressive driving, this mileage is reduced to 30,000-40,000 km. Replacing the clutch outside the dealer network costs an average of 55,000 rubles. Officials - much more expensive.

The average clutch resource of the DSG7 robot of the latest modification is 70,000–90,000 km. It is noticeably higher than that of its predecessors. At the same time, there are more and more crossings over the psychological bar "100,000 km". On a chip engine, the average clutch resource drops by half. Replacing the node at the informal costs about 55,000 rubles. The average clutch resource of the DSG7 robot of the latest modification is 70,000–90,000 km. It is noticeably higher than that of its predecessors. At the same time, there are more and more crossings over the psychological bar "100,000 km". On a chip engine, the average clutch resource drops by half. Replacing the node at the informal costs about 55,000 rubles.

The main malfunctions of the DQ200: wear of the clutch, gear shift bearings and the death of mechatronics. The clutch unit is being modernized for the sixth or seventh time, and this is bearing fruit: its average resource is approaching 100,000 km. And the mechatronic engineer still behaves unpredictably: he can die at any moment. Dealers are obliged to replace it in the assembly with a new one (this is the so-called aggregate repair), but advanced informals have been successfully repairing the unit for a long time. Moreover, according to them, as a rule, the cause of breakdowns is a factory defect. This explains the fact that mechatronics from certain batches usually refuse. In the nodes, both the hydraulic part and the electronic part suffer. Defective boards are re-soldered, and in the hydraulic part, dead valves are replaced and, if possible, their block is restored. There is a full range of necessary spare parts on the market.

The DSG7 most often wear out the bearings of the forks of the sixth and reverse gears. The manufacturer even released their repair kit. Profile unofficial service stations undertake such work, but dealers, in case of mechanical malfunctions, prefer to change the box assembly. This is due both to the manufacturer's policy, in accordance with which repairs, which involve a complete disassembly of the robot, are often considered economically inexpedient, and with the periodic absence of specific spare parts for ordering through the dealer network. And competent informal people always have access to spare parts, the necessary equipment and special tools.

The manufacturer does not regulate the mechanical part of the DQ200, it is designed for the entire service life of the box. However, it is advisable to replace the oil by about 50,000 km of run - this will extend the life of the bearings on the gear shift forks.

The reliability of DSG7 has also been enhanced by new software versions. Fresh firmware has a different algorithm for gear shifting and clutch control. In particular, the new program will not give a sharp shot from a traffic light. No matter how hard the driver pushes the gas pedal when starting from a standstill, the car will fly only after the clutch is fully closed, which occurs smoothly and with a certain delay.

And further. The DQ200 box is designed for a maximum torque of 250 Nm. Any attempts to make chip tuning of the motor will lead to a significant decrease in the robot's resource. You will have to change the clutch twice as often, or even fork out for a complete repair of the unit. In the case of unofficial people, it is estimated at about 100,000 rubles.

CHEAT THE SYSTEM Many car enthusiasts still believe that waiting at traffic lights or languishing in a traffic jam prolongs the life of DSG boxes. In fact, such actions do more harm. When the car is on "drive", the clutch discs are fully opened - and it does not slip in any way. And the transfer of the selector to "neutral" and then back to "drive" accelerates the wear of some elements. The explanation for this lies in the algorithm of the DSG boxes. For ease of understanding, we will omit the clutch engagement moment. In "neutral" the robot has two gears: first and reverse. During the transfer of the selector to the "drive" position and at the beginning of the movement, the rear stage gives way to second gear. When the car stops, this alignment is preserved, if you do not make unnecessary gestures. If you move the selector to "neutral", then the second gear is disengaged and instead of it, the rear is pushed again. This process accelerates the wear of the synchronizers and the bearings of the forks. There is an opinion that twitching in traffic jams can be leveled by locking the gear in manual or sport mode, so that the robot does not switch one step higher and back again. Allegedly, this move can reduce the wear of the unit's elements. According to Volkswagen technicians, this makes some sense for older DSG7 modifications (up to 2014). Later, there was a new software with an improved algorithm for gear shifting and clutch control, which significantly increased ride comfort. The position of the informal: such manipulations practically do not affect the wear of the box, and riding on a fixed first stage only adds dergotni, since it is very short for all DSG robots. But accented, confident pressing on the brake pedal and holding it down can be safely recommended to those who want to stop in a traffic jam. Often, due to the weak pedal effort, the gearbox gets confused in the situation: it does not completely open the clutch and selects the wrong gear, as a result - jerks and twitches. Moreover, this is more pronounced on cars with DSG7.

Wet business

The six-speed DSG with wet clutches (DQ250) appeared much earlier than the "dry" gearbox. The main modernization of the DQ250 took place in 2009, and after that it delivers - so they say in dealerships and the Moscow office of the Volkswagen concern. Unofficials disagree with this and assure that in the first years after the modernization, there were problems with mechatronics - similar to those that arose with DSG7, but later the situation improved.

In 2013, the manufacturer partially changed the box body so that it does not interfere with the removal of the suspension arm bolt, and also updated the internal and external filters. In addition, new software versions and wet clutch modifications are periodically released - the unit has been modernized for the fourth time.

Wet clutch robots have many advantages over dry boxes. However, the DSG6 also has serious drawbacks. For example, the oil circuit combines the clutch, mechatronics and the mechanical part of the gearbox - and often repairing a DQ250 involves replacing a bunch of elements. It happens that clutch wear products get into the mechatronics and it starts to fool, quickly finishing off the clutch and elements of the mechanical part of the box. Sometimes the participants in the conspiracy change places in no particular order. Hence the requirement of the plant to change the oil in the box every 60,000 km. But it is better to play it safe and reduce this interval to 40,000 km.

The second drawback of the DQ250 is known from classic slot machines. Long-term wheel slip is contraindicated for cars with DSG6 - overheating of the oil leads to disastrous consequences.

Replacing the bearings for the sixth and reverse forks in the DSG7 is a fairly common procedure. No wonder the manufacturer produces the appropriate repair kit. Replacing bearings in an unofficial service will cost 40,000–45,000 rubles - provided that the rest of the box's "consumables" do not require updating. Replacing the bearings for the sixth and reverse forks in the DSG7 is a fairly common procedure. No wonder the manufacturer produces the appropriate repair kit. Replacing bearings in an unofficial service will cost 40,000–45,000 rubles - provided that the rest of the box's "consumables" do not require updating.

Most often, problems with the DSG6 are caused by inadequate operation - engine chip tuning and aggressive driving. As a result, the clutch resource is reduced several times. But it is much more terrible that in such conditions the mechanical part of the box suffers greatly. For example, the teeth of the gears of the gears and the main pair are grinded - and the wear products quickly kill the unit.

At the same time, the DQ250 feels great in circuit races without interfering with the software. It is only necessary to change the oil in the middle of the season. But the hobby for "flying" in a city with a ragged driving regime often turns into serious costs: a full-fledged DSG6 repair from unofficials costs about 120,000 rubles.

WITH STOCK For a long time, experts from unofficial service stations noticed that the factory volume (1.7 liters) of gear oil in the mechanical part of the DSG7 is not enough for full lubrication of some units. Gears of higher gears, bearings of the upper shaft and reverse forks suffer from oil starvation, which is clearly visible when troubleshooting a tired robot. When repairing boxes and replacing the mentioned elements, servicemen fill in about 2.1 liters of oil. Practice has shown that with such a volume of liquid, these parts go much longer. Moreover, the increased oil level does not give side effects and does not cause oil seal leaks. With the last DSG7 update in 2014, the manufacturer brought the box crankcase ventilation to the top of the case - a breather appeared there. In addition, unofficials noticed that the factory oil level has become higher, and its volume is approximately 2.0 liters. Q.E.D.

Head on shoulders

In recent years, the manufacturer has significantly improved the design of the DSG robots with two clutches. The DQ250 box got off the unreliable status at the very least, and the DQ200 is catching up with it. The VW concern carries out comprehensive work on errors, constantly analyzing the statistics of the operation of cars in Russian conditions. This is confirmed by the excellent reliability indicators of the seven-speed DSG with wet clutches (DQ500 index), which has been installed on some of the concern's cars intended for our market since 2014.

Output? Frank problems with German robots are mainly due to inadequate exploitation. Servicemen of all stripes advise you to think with your head, not to get carried away with aggressive driving and not to interfere with DSG boxes. That is so, but the Germans carried out the work on the mistakes at the expense of the buyers of their cars.

MILITARY REFERENCES The manufacturer often releases fresh versions of software for DSG robots. Volkswagen and Skoda even satisfied with the flashing of models with a seven-speed DSG gearbox. Possible incorrect operation of the control electronics could lead to an excessive increase in oil pressure in the hydraulic system, and, consequently, to damage to the pressure accumulator built into the mechatronics and fluid leakage. The free software update campaign for Volkswagen Caddy, Golf and Jetta was launched at the end of 2016 and covered 4,500 vehicles built between 2013 and 2016. The Czechs started a larger-scale audit: it began in March 2017 and affected 45,000 Skoda Octavia, Superb, Fabia, Yeti and Rapid cars produced in 2012–2016. It is noteworthy that some of the cars with boxes of the last major modernization of 2014 fell under the recall. According to representatives of the Volkswagen concern, the firmware has already been updated on the vast majority of cars and they are not aware of cases of destruction of mechatronics. The new software also includes other additions to improve DSG7 performance. But unofficial service stations saw destroyed mechatronics. The cars produced in 2012 distinguished themselves the most. And before that, such cases were extremely rare - as after the 2014 DSG7 update. According to the servicemen involved in the repair of mechatronics, the reason is not in the increased oil pressure in the hydraulic system, but in the unstable quality of the metal from which it is made. In their memory, there were already three different designs, and they know examples when the destruction took place on boxes with new firmware.