I decided to talk about one of the most popular automatic transmissions DSG, which is equipped with a large number of cars, mainly made in Germany. You will learn about how DSG works, as well as its strengths and weaknesses. Interesting, let's go then!

So let's start with what is DSG? This abbreviation stands for: " Direkt Schalt Getriebe "and translated from German" direct gearbox "or" direct gearbox. "Quite often, next to the DSG, you can find the prefix" overselective ", which in" human language "means that the box is constantly preparing the next gear for switching.

The French engineer-inventor Adolphe Kegresse invented the DSG box in the 30s of the last century. At that time, Adolf collaborated with which, in fact, it was proposed to integrate a completely new gearbox with two clutches and hydromechanical control. Citroen Traction Avant was chosen as a test subject. However, the box did not become mass-produced due to its complexity and high cost.

DSG: how does it work?

The main difference between the preselective gearbox and the classic counterparts is the use of two clutches, as well as the speed of gear shifting. On mechanical, as well as robotized gearboxes, to change gear, the clutch disc is disconnected from, after which either the driver or the robot (in the case of a robotic gearbox) selects the required gear. Then it returns the clutch disc to its place. All these manipulations in one way or another are associated with the loss of dynamics, since during them it is not transmitted from the motor to the box.

As you might have guessed, the DSG delivers shifting without sacrificing dynamics and power through the use of two coaxially positioned shafts. The first shaft is hollow and the second shaft is located inside it. The motor is connected to each of the shafts by means of a separate multi-plate clutch, external and internal, respectively. On the external (primary) shaft there are gears of even gears (2, 4, 6), on the internal (secondary) - odd gears (1, 3, 5, as well as reverse).

At the beginning of the movement, when the car starts from a standstill, the disc with odd gears is pressed against the rotating flywheel, while the secondary disc, on which the even gears are located, is in the open state. When the car starts to accelerate, a special computing unit "DSG" gives the command to prepare the second speed, so that when it is turned on, immediately disconnect the drive of the odd row and at the same time connect the drive with even gears. This "rehearsed" control of gears and shafts allows shifting in seconds without losing torque.

The DSG 6 robotic gearbox was launched into serial production in 2003 by Volkswagen. Due to the fact that this box was located in an oil bath, they began to call it "wet". Unlike the "dry" analogue, in boxes with a wet clutch, part of the engine power is spent on oil, which prevents rotation, and also increases fuel consumption. Five years later, the Germans presented a modified seven-speed DSG 7, which already used a dry clutch.

Pros of DSG

• Thanks to "smart" gear shifting, as well as correctly configured switching modes, the DSG box allows (+ -10%).
• Excellent dynamics due to instant gear change, the DSG spends some 8 ms to increase the gear.
• DSG allows you to use it in manual mode, that is, something like that.
• The weight of such a box is 20% less compared to the one equipped with a valve body.

Disadvantages of DSG

• Price. Cars with DSG are more expensive compared to similar models without this box.
• Changing the oil in the "DSG" box is not cheap, because it requires a special oil in the amount of 6.5 liters. In addition, the replacement itself is regulated after every 60 thousand km. mileage.
• Expensive renovation. It will not be cheap to fix a faulty DSG; moreover, not all service stations undertake such work. The reason lies in the complexity of the design and the unprofitability of the repair itself, since it takes a lot of time and effort.
• Delays in gear changes. Despite the fact that I spoke above about instantaneous switching, there are also delays on DSG. This happens at the moment when, during smooth acceleration, the driver sharply presses on the gas to accelerate faster. At this moment, there is a delay, "stupid" for the reason that the computing unit prepared a higher gear, but at the last moment the driver sharply pressed the gas and in order to give a sharp increase in power, it is necessary not to increase, but to lower the gear. The result is a slight delay, followed by a sharp jerk and acceleration.

The reselective "DSG robot" is installed on a large number of car brands that belong to the German concern Volkswagen, among them: Škoda, Audi, SEAT, and, of course, Volkswagen itself.

DSG myths

Among motorists there are various rumors about this box, some like it very much, while others are afraid of it "like the devil of incense" and do not buy this or that model of car just because it is equipped with a DSG transselective robot. I will not go into details and talk about who is right and who is not, I will only say that earlier modifications of this box could really cause a lot of trouble, especially in the secondary market. However, after serious revision of the sixth generation DSG, this box has ceased to be associated with unreliability and expensive repairs. The fact is that Volkswagen itself went to meet customers, and in order to prove the reliability of its boxes, it extended the warranty on them.

The main malfunctions of "DSG".

• One of the most common problems is jolting during gear changes, which jerks the car forward. This happens due to too sharp closing of the discs, due to which the machine jerks.
• The second most popular problem is vibration when starting off, as well as extraneous sounds when changing gears.

Also found on DSG robots: jerks when shifting (box kicks); the box hums while driving; some programs are not included; strong vibration when starting off.

As a rule, the incorrect operation of a seven-speed DSG consists in a "dry" clutch. Constant loads lead to rapid wear of the working parts. The main wear occurs during long "haul" when the car is moving slowly. To prolong the life of the DSG, frequent gas-brake combinations should be avoided whenever possible.

Finally...

In general, like any other mechanism, subject to the rules of operation, the DSG robotic box will not cause any trouble. The dual-clutch transmission has many advantages over a conventional automatic transmission, which have already been appreciated by millions of happy car owners.

Robotic boxes burst into the auto world as fast as automatic ones once did. For the first time in mass production and introduction for customers, these boxes were launched by the Volkswagen concern. This article will tell you about what a DSG box is, how it works, how it differs from an automatic transmission, the pros and cons, and what car manufacturers say about it.

What is DSG Box?

DSG is a second generation robot gearbox that shifts gears using two clutches and electronically, with the assistance of the driver. Today it is considered the best gearbox and the most reliable. It changes gears without breaking the power and has the best dynamic qualities. DSG also saves fuel, since the internal combustion engine does not idle.

DSG comes in six or seven steps. The first is installed on more powerful cars, since it has more torque. The seven-stage robot is installed on less powerful cars, as well as on some trucks and buses.

Short story

The DSG was first developed by Borg Warner. They wanted to create an ideal gearbox that would combine all the qualities of a manual transmission, an automatic transmission and a variator, and at the same time had no drawbacks. The shortcomings of the mechanics are known to everyone, the machine has power consumption, and the variator has a narrow range of work. The robot had to absorb all these shortcomings, and plus reduce the cost of maintenance and repair.

But things didn't go as they wanted. It turned out that the six-speed gearbox is not suitable for low power cars. Then a seven-speed gearbox was additionally developed, which was suitable for such cars. But the excuses were not confirmed, because it was dry.

A year of work, testing, refinement and a new DSG has been implemented on some Volkswagen vehicles. Of course, there were some incidents, and the first batch was defective. But the plant quickly corrected everything and now the robot is widely used in many cars.

Principle of operation

The genius of the DSG box is that it combines two boxes in one box. It is equipped with two shafts, one with even gears and the other with odd gears. Two clutches, for each shaft, allow the most efficient gear shifting without loss of power and short braking, as in an automatic machine.

The six-speed DSG clutch is of the "wet" type (constantly in oil). This is done so that the discs are cooled and lubrication is constantly present. This function has significantly increased the resource of the checkpoint and it is about 300 thousand km. With careful use, it can stretch up to 450,000 km.

DSG-7, or seven-speed robot box, is equipped with a dry clutch. This is done to reduce the cost of maintenance and service, but at the same time increased wear and decreased resource.

What is the difference between a robot and an automatic transmission?

When buying a car, any car enthusiast thinks about which box is better to take? Repeatedly this confuses a person. So what is the difference between a robot and an automaton?

The first difference is constructive. The robot is made so that the car does not lose power, and gear changes do not slow down the dynamics. The second is a technical difference: this is that the robot is mechanics in its structure and requires
driver's participation in gear shifting.

Other differences between the machine and the robot:

• a robot is simpler than an automatic machine, since by its nature a robotic box is a mechanic;
• the robot has electronics that controls the switching;
• saving fuel by the robot;
• the ability to change the settings of the robot for a different type and manner of driving;
• manufacturability of the design for modern times;
• high reliability and quality of the robot.

Pros and cons of DSG

The advantages are:

• fuel economy (only in comparison with the automatic machine, there is more savings on the variator);
• instant gear change;
• no power loss;
• high resource;
• manual control.

Cons of DSG:

• high cost of repairs;
• expensive cost of oil change (for DSG-6);
• does not tolerate aggressive driving style;
• the cost of the car is more expensive.

Manufacturers' suggestions in robotic boxes

The manufacturer Volkswagen promises the completion of the robotic boxes, since they are not yet complete. The main problem that automakers set themselves is the reduction in the cost of maintenance and repair. Leaving
advantages, it is necessary to make repairs and maintenance cheaper, since not every ordinary consumer can afford to service a car with such a cost of spare parts and materials.

According to many experts, these boxes are the future, although 40 years ago they were considered not promising and practically dead options. Now they are recruiting supporters and those who would like to have a car with a box.
DSG, but can't afford it. But the manufacturers promise to do everything to make the most available to the average consumer.

Output

Having examined the DSG robotic gearbox, one can come to the conclusion that today it is the most ideal gearbox that combines all the advantages of mechanics and an automatic machine, while not expensive to maintain 😉, like a variator. It has enough of the virtues that modern drivers need.

The popularity of DSG is immense. VAG assembles dual clutch boxes in all passenger cars. We will meet them at Audi, Volkswagen, Skoda and Seat. It is the fastest mechanism of its kind on the market, however, it is not without its drawbacks. Problems begin at 150-200 thousand kilometers. Taking proper care of your machine can extend the life of your machine.

DSG automatic transmission is much weaker than a torque converter!

The difference between a classic automatic and DSG is significant. First, are the clutch and converter responsible for shifting certain gears? the latest incarnations of the hydrokinetic body work smoothly, without unnecessary delays. A lot also depends on the software. In this case, if the user has followed the recommendations of specialists, the converter and clutch may over time. In the worst case, we will have to restore the transmission for about 3-4.5 thousand zlotys. In Mercedes and Lexus in the 80s and 90s, this mechanism functioned flawlessly for 500-800 thousand kilometers.

DSG is much faster, providing better dynamics and lower fuel consumption, but costly problems arise after a few years.

As conceived by the creators, the DSG is free from defects typical of older designs. Here we will not encounter delay when changing gears or an obvious delay when descending. The secret of German construction is in two couplings. One of them is responsible for shifting even gears, and the other is responsible for odd gears. This always prepares a different mode, which significantly reduces the time required for the change. As a result, the driver experiences virtually no disruption to the power supply to the wheels at all times.

Features of 6-7 speed DSG gearboxes

Seven-speed or six-speed gearboxes were used depending on the power available to the drive unit. Weaker engines (up to 250 Nm) could work with a 7-speed version, stronger ones were combined only with a 6-speed gearbox. Fast gear changes (a few milliseconds) are not the only benefits DSG provides. Contrary to its appearance, the automatic mechanism does not contribute to an increase in combustion. Quite the opposite. Versions equipped with a dual-clutch automatic transmission boast lower fuel consumption than analogue models with a manual transmission. Unfortunately, everything is up to time, as well as the correct operation of the mentioned construction.

Oil change in an automatic transmission DSG

For the life of every machine, including DSG, the way of working and the corresponding professional service are important. Moving out from under the lights at full power only accelerates clutch wear, and the same result is negligent.

In the case of the gearbox as well as the engine, an oil change, which is responsible for the correct lubrication of moving parts, is critical. While no one forgets to change the engine oil, some manufacturers do not recommend changing the lubricant in the box. In their opinion, there is enough oil for the entire service life of the transmission. Nothing could be more wrong. The chest manufacturers themselves determine the exchange intervals. Such a service operation in the machine removes all contamination from the inside and increases the service life of the mechanism.

VAG recommends regular oil changes only in six-speed gearboxes with wet clutches. Such a service in an Authorized Service Center costs from 2 thousand rubles. (from 1 thousand rubles. at an unauthorized station) and it is recommended every 60,000 kilometers. According to experts, after a similar time, we should change the oil and hydraulic fluid of the mechatronics also in the seven-stage version. The cost is about 1 thousand rubles.

Clutches in automatic transmission DSG

As with a manual transmission, with DSG transmissions, the clutch assembly will wear out over time. Unfortunately, they do not turn out to be very durable. In a 7-speed automatic, they can withstand about 150-200 thousand kilometers. In the 6-speed version, a little longer, 250-300 thousand. After this time, there are jerks when starting and changing gears, knocking during the operation of the chest and a delay in changing individual gears. In this situation, it is better to replace the clutch, which will be from 50 thousand rubles. Unfortunately there is no other alternative.

Complex mechanical device DSG boxes - problems

Another serious problem is the complexity of the mechatronics control mechanism. A harbinger of costly failure is the unusual work of the chest. In addition to jerking, it is difficult to drive in individual gears when the gearbox is changing gears unnecessarily. Mechatronics and hydraulics are responsible for controlling the operation of the clutches. Only in some cases can a defect be eliminated for several hundred zlotys, while replacing a set of components will cost about 110 thousand rubles.

However, this is not the end of the attractions. The DSG also features a dual-mass flywheel to absorb engine vibrations. It must be replaced with a set of couplings, which requires an additional 35 thousand rubles.

Conclusions about the DSG box

DSG requires the skill and exceptional precision of a craftsman for any repair. When choosing a workshop, it is worth checking whether the specialists have the appropriate qualifications, the right equipment and good reviews. When purchasing a used vehicle with a DSG dual-clutch transmission, the item's past must be carefully checked for serviceability. If the mileage is about 200,000 kilometers, this may mean an imminent, expensive DSG box repair.

With the appearance on the automotive market of a new transmission from Volkswagen and LuK - DSG-7, the first problems in its operation appeared.

DSG-7 or DQ200 according to the company designation is a seven-speed manual transmission equipped with an automated control unit. In the Volkswagen carmaker itself, it is called a robotic gearbox. DSG-7 is a junior version of the six-speed DSG6 and their main difference is that the DSG-6 clutch block is in an oil bath, which significantly reduces overheating and friction of shafts and gears. The oil volume in the DSG-6 is 4.6 liters versus 1.9 liters in the "dry" DSG-7. DSG boxes have three shafts and they are located inside the box so that up to the third shaft, which is higher than the others, oil in the DSG-7 box can get in a scanty amount. In conditions of highway traffic this would be enough, but in urban traffic jams, "dry" gears have a hard time. The upper shaft bearing, devoid of lubrication, rusts and breaks. According to service specialists, this is one of the main problems that owners of Volkswagen, Audi and Skoda cars equipped with DSG-7 turn to repair shops with.

Don't kick at VAG (Volkswagen Audi Group) that they have produced a completely unsuccessful drivetrain. Problems exist for all gearboxes on the market, and with the number of automobiles of the automaker that is operated in Russia, the number of calls to the service due to their breakdown becomes logical. Yet the design of the DSG-7 remains "raw". Or stayed?

Since in 2014, the auto giant announced a complete modernization of the DSG-7 and the correction of all existing problems. At the same time, the additional five-year warranty for cars manufactured after 2014 was removed. In any case, we will learn about the technical condition of the updated DSG only at the beginning of 2016, when the standard two-year Volkswagen warranty in Russia runs out. At the moment, car owners of brand new VAG cars repair cars under warranty at dealerships, and they are not particularly worried about what is wrong with the "miracle robot" VW. But after the warranty expires, they may have questions, since a complete replacement of the DSG-7 costs an average of 350-450 thousand rubles. Although it is worth hoping that Volkswagen this time really brought the box "to mind". The reason for this modernization was not only the accusations of Russian car owners and the speech of a State Duma deputy about a complete ban on the operation of cars equipped with DSG-7. In 2013, VAG conducted an unprecedented recall of DSG-7 vehicles around the world. A total of 1.6 million vehicles were recalled for repairs and software flashing.

Classic DSG7 problems

Let's try to consider the most common problems of "dry" DSG. What you may encounter while using it.

• Vibration of the car when changing gears from first to second and vice versa. This is due to the fact that the clutch discs close too sharply. The effect is the same as if on a conventional "mechanics" the clutch is suddenly released when shifting. An error occurs in this case in the mechatronics unit and is "treated" by flashing it or, in extreme cases, replacing it.
• Vibrations in 2nd gear when driving at low speeds. The problem is the lack of a torsional vibration damper on the second clutch. VAG engineers considered that it is enough to install the damper on the first clutch, as the busiest one. It has a large clutch area, when, like the second, the clutch area is reduced. The very design of the DQ200 0AM box does not allow the installation of two dampers of torsional vibration - due to the geometry of the box, the entire body will have to be redone. The company LUK, responsible for the creation of the DSG-7, has released a clutch with a modified clutch material. The vibrations did decrease, but did not disappear. VAG is trying to fix the problem with a new software update (software), but the mechatronic engineer will not be able to solve the technical design problem. In any case, the "squabble for the second" will remain with the DSG-7 until the release of the new box.
• Knocks at the checkpoint when driving at low speed. The manufacturer's official explanation is that: “The gearbox contains a large number of tightly packed parts. Under some conditions, vibration of unloaded gears and gearbox parts may occur. Structurally, the amount of oil in this gearbox is relatively small, which contributes to a more intense transmission of sounds from the gearbox to the outside. These noises affect only the acoustic comfort, these sounds do not affect the gearbox's performance and resource and are not regarded as a defect. " It turns out that you cannot contact the service with this problem, so before buying during a test trip, decide for yourself whether this noise suits you or not.
• Shocks when starting to move and switching to modes D, S, M. Here the set of reasons is quite large. The malfunction can lie both in the clutch unit and in mechatronics, and in the engine-gearbox combination. In any case, a car with involuntary shocks should be diagnosed at a service.
• Outages of mechatronics. A number of problems are also named here, but it is usually associated with the software version and the operation of the car. Early models suffered from mechatronic breakdowns caused by software bugs much more often. Now most of the problems have been eliminated by the constant updating of the "brains" and the electronics behave more or less friendly, but it is not immune from operating errors. DSG-7 differs from DSG-6 in that it is installed on middle-class cars with lower engine and speed requirements, but with a view to a comfortable, quiet ride. Any racing "chips", such as, for example, a quick start with the brake applied, can ride the DSG-6 - it is saved by an oil bath. For DSG-7, this can lead to premature leaving for repairs.

To summarize the problems described, they all lie in the complex technology of the box. VAG wanted to make the perfect gearbox for everyone and is now paying the price for being too hasty with it, upgrading the transmission year after year.

Volkswagen's official response or what to expect for car owners

Representatives of Volkswagen Russia did not stay away from the hype around the innovative transmission and commented on the situation with the DSG-7. According to them, from 2012-2013, the double clutch unit, the mechatronics unit and the mechanical part of the gearbox were redesigned. Those problems that arose before will remain scary tales for car owners of the new DSG-7. For the most part, according to representatives of VAG in Russia, breakdowns are associated with improper operation of cars with DQ200, including chip tuning of the control unit. Also, VAG decided to change the oil in the box from synthetic to mineral - at one time this became the reason for the global recall of cars with DSG-7. The replacement will also affect cars in Russia, but in our conditions, mineral oil in the transmission is not the best option.

In any case, the main thing in this statement was the belief that the car should only be serviced by official repair services. The transmission device is too complicated to be trusted by third-party masters. It is up to the car owner to decide here. Although it is worth considering that Volkswagen sells hundreds of thousands of cars in Russia and repair shops have long been familiar with all the DSG-7 problems and how to fix them. You can literally find a car service that is ready to repair or change any part of the transmission from the gear to the mechatronics at your fingertips. It is enough to look on the Internet. Yes, and you will also be offered a lot of ways to repair the DSG-7 with your own hands, but you need to have golden hands for this. Spare parts for DSG are also not a luxury and you will hardly have to expect the necessary trim within a month.

The difference between the official and third-party services is primarily in the price. The spread here is great - you can replace the DSG-7 entirely for 300 thousand rubles and for 450 thousand. The difference is serious and the majority of car owners decide to vote in rubles.

In conclusion, it should be said that DSG-7 also has many advantages, otherwise cars equipped with a "German robot" would not be sold in such quantities. At the same time, the car services are packed with cars not only with the notorious DQ200, but also with automatic torque converters, variators, and conventional "mechanics". There is no perfect drivetrain, and it's up to you to decide which one you like best. Don't change your mind just because of online reviews.

The DSG gearbox is an automatic robotic transmission for gear shifting, which is used not only by the Skoda car brand on its cars, but in general by the entire Volkswagen Group. How is it better than a conventional machine, how does it work, what kind of reliability and what kind of resource does it have? Many people ask such questions when faced with the choice of a car and, in particular, a transmission for it. Let's take a look at everything in order.

The abbreviation DSG stands for Direktschaltgetriebe in German and Direct Shift Gearbox in English. In another way, it is also called preselective.

Advantages

To improve comfort while moving, engineers of any concerns are trying to develop all new devices and devices. When the first automatic transmission was invented and released, it was a tremendous breakthrough. After all, mechanical shifting requires additional effort when driving and working with two pedals: gas and clutch, and here you only need to press on the gas, or on the brake.

What are the advantages of the DSG over mechanics or a conventional automatic machine:

• the most important thing is that when changing gears there is no gap between them and thus the loss of engine power (when switching on mechanics, we squeeze the clutch, the transmission of traction to the wheels stops, and the engine is idling at these moments) providing better acceleration dynamics and engine economy ;
• fuel efficiency increases up to 10% in comparison with mechanics and a simple machine;
• the ability to change gears both in auto and manual mode (which is not available on all machines).

As you can see, there are two main advantages, but this allowed the DSG gearbox to become very popular and since the release of the first, and this was in 2003, more than a million have been produced to date.

Device and principle of operation

At its core, the DSG gearbox is a mechanic, but gear shifting, as mentioned above, occurs without loss of power. The main difference from any other gearbox is the presence of two clutches in the DSG. The principle of operation of which, is that when one is shifting from one gear to another, one clutch is disengaged and the second is at the same time turned on. This ensures uninterrupted transmission of torque to the wheels. Accordingly, it turns out that there are also two primary shafts. It follows that DSG is not one, but TWO gearboxes, even and odd gears, which work simultaneously. If you start driving, both first and second gear are engaged at once, only the clutch in the second is open. When the moment comes to switch, the clutch first opens, and the second closes at the same moment. The same principle of operation occurs further.

Why is it called robotic, because the gear change process is automated? Because manual gearboxes, in which the process of changing gears takes place on an automatic machine, and this is our DSG, it is customary to call it "robots" in order to distinguish it from hydromechanical automatic devices. The gears are shifted by conventional synchronizer clutches, but their forks are driven by hydraulic cylinders. The clutch drives are also switched on and off hydraulically, and the whole process is managed by a unit called Mechatronic.

The Mechatronic unit itself is an accumulation of electronic and electro-hydraulic components, as well as sensors of the entire DSG box control system. The principle of operation of Mechatronics is to monitor the readings of input sensors, which monitor the speed of the shafts at the input and output of the box, the pressure and temperature of the oil, and in what position the shift forks are located. Based on all this, the electronic unit implements a programmed algorithm of actions to control the electro-hydraulic.

Thus, as mentioned above, the principle of operation of the DSG robot is reduced to sequential engagement of gears on both input shafts.

Views

At the moment, Skoda cars use two types of preselective gearboxes, these are DSG 6 and DSG 7, six- and seven-speed, respectively. DSG 6 was released first back in 2003, and DSG 7 was released in 2006.

A distinctive feature of DSG 6 (factory designation VW 02E) is a "wet" clutch - disc packs are constantly and work in an oil bath, which lubricates and cools them at the same time. This immediately positively affects the clutch resource, and the entire gearbox as a whole.

It should be noted that DSG 6 can digest and provide thrust of up to 325 Newtons, so it is usually used on powerful and large-displacement engines. This range starts at 1.4 liters and 140 horses and ends at 3.2 liter V-6s with 250 horses. But what about budget cars, why do they need such a heavy and powerful 6-speed DSG 6, which weighs 93 kilograms. And then the engineers came up with and designed a new 7-speed gearbox - DSG 7.

A feature that distinguishes the 7-speed DSG 7 from the DSG 6 is the dry clutch. DSG 7 (serial number VW 0AM) was specially developed for low-power engines, the torque of which does not exceed 250 Newtons. If we compare the volume of the filled oil, then the 6-speed one requires at least 6.5 liters, and the DSG 7 costs 1.7 liters. Of the advantages of a 7-speed DSG, the following can be noted:

• weight is 70 kg;
• almost 4 times less oil used;
• high fuel efficiency of the engine (by 6.5% according to the version of the European driving cycle), due to the absence of the need for constant operation of the oil pump.

Therefore, a 7-speed gearbox called DSG 7 began to be used very well in tandem with less powerful engines and its limit is such a plan as 1.4 TSI, the power of which is 122 hp, well, or 1.9 TDI, which is endowed with 105 horses.

disadvantages

Although the manufacturer guarantees the reliability of the DSG, there are still some problems in its operation. What are these problems, what kind and how to deal with them? Let's first see what the disadvantages are when you buy a vehicle with a DSG transmission and whether this affects its reliability:

1. the cost of the car is much higher than with simple mechanics;
2. a very complex design of the transmission does not always allow it to be repaired and very often you have to change it entirely, which, again, is not cheap;
3. the resource of DSG 7 and its components is much lower than 6-speed, although the manufacturer guarantees its service life for 300 thousand km. (during this time it is considered that the entire car wears out);
4. the Mechatronic unit can fail from frequent temperature changes, and their fluctuation reaches from -30 in winter to +140 (the temperature of the oil in which it is located on a 6-speed DSG);
5. Mechatronic itself cannot be repaired, only a complete replacement;
6. expensive procedure for changing the oil on a 6-speed transmission;
7. on the seven-speed one, jerking is noted when shifting gears from first to second (this defect is extremely rare, but still present);
8. excessive overheating due to constant operation of the preselector.

These are the main disadvantages of the DSG, which, according to some, undermine the overall reliability of the drivetrain. But such cases of breakdowns are rare. Nothing lasts forever and has the right to wear out. In the same way, the clutch in the manual transmission requires regular replacement, which can be erased in an instant. So it's not worth saying that the DSG “robot” is bad.

Correct operation and conclusions

Many people ask the question: "How to use or operate this transmission correctly"? There is no answer to it, since of all the actions that you can perform, it is to choose the right mode for your driving style using the selector. You have no more contact with the transmission. Watch its work, it should be smooth, if any kind of noise or twitching appears, you should immediately contact the service.