Perhaps the most famous type of modern gearbox is the DSG, a preselective robotic gearbox with two clutches. Most often, this box is installed on cars of the VAG concern. The article will give answers to many questions that motorists have about this gearbox, tell about the advantages and disadvantages of the box. The article will contain real, both positive and negative reviews from the owners of cars with a DSG box.

A bit of history

The abbreviation DSG stands for Doppelkupplungsgetriebe (German) or Dual Shift Gearbox (English). On the Russian-language forums and communities of VAG car owners, you can also find the following DSG decoding: Two Clutches a Year. :))) Further, it will become clear why some decipher this way.

The DGS box currently has various designs that are very different from each other. The first version of the box was released at the end of 2002. The gearbox had six gears, the clutch was wet, the gearbox withstood a torque of up to 350 Nm and was called DQ250.

In 2008, a lightweight and economical version of the DSG, the DQ200, entered the market. The box is seven-speed, the clutch is dry, but the box no longer pulls a lot of torque, it is limited to 250 Nm.

The first and second versions of the boxes were developed by the VAG concern together with the companies LuK and Borg Warner. In the fall of 2009, VAG developed and produced the seven-speed dual-clutch transmission on its own. The box was called DQ500, withstood a torque of up to 600 Nm and, thanks to this, could already be used on commercial vehicles. Another modification of the DSG family can be counted DL501 or "S-Tronic", which is also designed for a torque of up to 600 Nm and is installed mainly on Audi, but only on cars with a longitudinal engine. This is a joint development of Audi and Borg Warner 2008.

"I own the sixth Passat with DSG, I can immediately say that the car is cool. I have been driving it for more than ten years, and I think that the box here is simply unbreakable, although to be honest, those configurations of the trade winds that are sold with us are not worth the money. As for the DSG boxes, I want to add that during the time that they began to be installed, the manufacturer has significantly modified it. And if someone has problems with DSG, this does not mean that everyone will have them. the Japanese use robotic gearboxes - Nissan and Toyota. My parents, Camry, have had a robot for over five years, and he uses the car every day. For five years, no problem. "

How DSG works

At its core, DGS is a manual gearbox, but the gear change itself takes place by a robot and without loss of power, and not as in a conventional "mechanics". In the manual transmission, power is lost precisely at the moment the clutch is depressed, and it is clear that at the moment the torque is taken away from the wheels, the fuel burns out. In general, the use of DSG should add dynamics and economy to the car.

"I have two cars. On one there is a seven-stage DSG, on the second - six. I really like how the DSG works. But it's worth saying that you need to get used to it. The box is adaptive, which means it adjusts to your driving mode. It can work abruptly. and smoothly, you don't have to think that this is a malfunction. The box needs time to adapt. I like such boxes more than conventional automatic transmissions. I have already rolled over 50 thousand. There are no problems with the checkpoint. "

The main difference between DSG and any gearbox is the presence of two clutches. But, in fact, it is still more confusing. There are also two boxes! And they are so integrated into one common body that it is not striking. And if the car uses two gearboxes, then the input shaft cannot be one. So it is - there are two shafts, and each has its own clutch. Now it is clear why a dual-mass flywheel is needed in the DSG.

One shaft is equipped with gears for odd and reverse gears, and the other, respectively, for even ones. After starting the car in first gear, DSG has already turned on second, and keeps it ready. And when the car needs to shift to the next gear, the clutch of the first shaft opens, and the second clutch quickly picks up the moment without losing power, and so on.

"I bought a Passat 1.8 TSI with 7-DSG. I bought a new one in the cabin. I have already passed 30 thousand, there is no problem. I want to note the amazing handling of the car, which allows it to easily maneuver on the road, including in traffic jams. With a set of speed, the steering wheel becomes firmer. , which gives additional control over the car.Although the car is not a racing car, but from time to time I like to fire on the roundabout.However, when entering corners at a speed of more than 100 km / h there is a feeling that the rear axle is blown away. but there I myself overestimated the ass. I'll try to change the tires, maybe because of it it blows so much. But, as for the box itself, the car accelerates just gorgeous, the dynamics is at a height. Up to a hundred meters - 9 seconds. In D mode, the box switches transmission, as if the seeds are clicking, after all, the dual clutch allows you to keep two speeds on at the same time. b 210 km / h. In short, I have no complaints about the box. Works great."

The DSG gears are engaged with conventional synchronizer couplings, and the forks drive the hydraulic cylinders, and the clutch is also engaged and disengaged using hydraulics. All these processes are controlled by the same notorious "mechatronic", which contains in its module the main electronics and electrohydraulics of this gearbox.

The shaft of even gears of this gearbox is hollow. Assembled inside it is the shaft of odd gears. Such a trick managed to fit two manual transmissions into one body.

DSG reliability

Unlike the classic automatic transmission, which does not need a clutch or a powerful flywheel, DSG uses both of these components. Moreover, the flywheel needs a dual-mass and with a good margin of safety, like a manual transmission (at least 150 thousand km). But in practice, a DSG flywheel can fail much faster.

"The seventh DSG is the most real awl. Not only mechatronics, but also the clutch flashed through me. And, judging by the forums, I am not the only one. A familiar master at the service station said that at least one Audi, Volkswagen or Toyota with problems of the same box - now mechatron, then clutch. And always this repair costs just unrealistic money. But what to say - google on request "mechatronic for DSG" and everything will become clear. But with DSG-6 things are different. I had a Golf with the sixth DSG, which did not recommend itself as anything bad, so I was not afraid to buy a car with such a box, but a seven-step, which I regretted now. I had no problems with Golf for 5 years. I will give advice to those who want to buy a car - do not buy cars with 7-DSG. "

The wet clutch type of DSG cools better, which is why it has a longer resource - about 300 thousand km. But the resource of the dry clutch is declared at 150-200 thousand km. But again, a dry clutch in practice does not cure as much, and the reason lies in the gearbox control system - mechatronics. In it, even before the run of 100 thousand, the solenoid valves are usually damaged. And the thing is that the mechatronics is located on the top of the gearbox unit, which heats up as much as the gearbox itself. To understand that the box heats up very much, suffice it to say that its design for a reason provides for the presence of a separate water-oil radiator (heat exchanger). You can imagine what temperature changes a mechatronics technician experiences in a car that first spent the night on the street in a twenty-degree frost, and then drove along the highway at a decent speed, or even worse - began to "crawl" in a traffic jam.

As you know, demand creates supply, and today there are many services that offer mechatronics repair. The official dealer does not do this, and offers a complete replacement of the gearbox. It is worth noting that DSG cannot be repaired in a regular garage - special tools are needed to ensure that the assembly accuracy is up to five microns.

Consider the options for DSG boxes

DQ 250 (DSG-6)

The gearbox has six gears and can withstand a torque of up to 350 Nm. The clutch at the box is wet. The box is often referred to as DSG-6. The box needs regular maintenance every 60 thousand km, which consists in changing the oil and filter. If the oil is not changed, then the mechatronics quickly fails.

This is the first generation of DGS boxes used on VW vehicles: Golf 5 1.4 FSI and diesel 1.9 and 2.0 TDI; Touran, Passat B6 with 2.0 TDI diesel units ; Skoda Octavia of the second generation with a two-liter turbocharged diesel engine; and a Seat Leon with the same diesel unit. The box is not without flaws, but over the past more than 10 years, car owners have managed to eliminate many problems. DSG-6 has proven itself well.

DQ 200 (DSG-7)

Seven-speed gearbox designed for torque up to 250Nm. The box has a dry clutch, the manufacturer does not provide routine maintenance for the DQ200. Many car services still advise making regular fluid changes in the gearbox oil circuits. Most of the complaints from car owners are about this box.

Since the box is not designed for serious torque, it was installed on medium-power 1.4, 1.6 models, maximum on 1.8-liter engines, mainly with a turbine.




The box had design features, for example, the pump of its hydraulic system was connected at the request of an electric motor. This allowed the car to be more fuel efficient at low loads.

It would seem - an excellent gearbox, lightweight, economical, dry clutch from LuK is designed for 300 thousand kilometers, there is no need to service the box. Ride and rejoice! But ... About these "but" will be written below. In the meantime, we will continue to introduce the types of boxes.

DQ 500 and DL 501

Serious "korobas" for a serious moment - 600 Nm. It was installed mainly on expensive and powerful Audi, VW minibuses, although it is also found on two-liter turbocharged Tiguan... The clutch is wet, there are seven gears.




Typical DSG Problems

Now let's look at those "buts" mentioned above. For many, it all began with a slight grinding, clanking, bumps, sometimes when driving through irregularities, sometimes out of the blue with measured driving. After contacting the dealer, he diagnosed the checkpoint, which did not reveal any errors, and in the absence of vibration and jerks, the client was usually denied repair. VW urged that such "minor" faults be considered normal.

But there were even more complaints about cases of pushing, vibration and tremors when changing gears from 1st to 2nd and just when driving at low speed. If the problem was not treated, then over time it grew: the strength of the vibrations increased, the clutch began to slip. Even odd or even transmissions could be missing. Gears returned after replacing the clutch discs.

If the gearbox hydraulics are overheated, then the gears begin to engage in jerks, as if hinting to the driver that they say, "change the intensity of switching, move more evenly." Such problems most often arise in traffic jams, where the driving style is appropriate: start-stop, start-stop. With such a ride, the hydraulics in the box heats up quite strongly, and the clutch is under increased stress.

Some car enthusiasts complained that the gearbox, in an insidious way, fundamentally did not want to engage gears. None. Moreover, this could happen in motion. Sometimes restarting the car solved the problem, if this did not help, the mechatronics had to be repaired or changed.

"I drive Foltz Passat 6 with automatic DSG. Everything was great for a long time, there were no complaints about the box, but as soon as I decided to sell the car, it started. The checkpoint flew, and, strangely, out of the blue. I drove about 50 km / h, and that's it. - the box simply refused to change gears. I had to call a tow truck. At the service station some kind of “mechatronic” was sentenced. According to experts, it burned down due to the fact that oil somehow got into it. I just went nuts, but what could I do. After that I talked with other owners of such cars. Everyone is aware of this problem, and it occurs quite often. But I didn't know, and I didn't have time to sell the car. Conclusion - the box needs serious revision. . It's too early to put it on cars. "

Further, the manufacturer discovered an unpleasant feature of the synthetic oil used in DSG: in a warm environment, the oil began to interact with the copper parts of the block, sometimes causing a short circuit. After that, the clutch stopped engaging. Many owners rushed to change the oil for "mineral water", but, alas, the problem could not be completely solved, and this oil does not correspond to the climatic conditions of Russia.

Some car owners have changed who the mechatronics, and who the whole box under warranty. But this did not give carte blanche for the future - there were many cases when the same problems arose on the changed boxes. Opening the "dead" boxes revealed the presence of shavings, which were formed, most likely, due to improper operation of the gearbox control unit.

Answers to frequently asked questions about DSG can be found


It is worth remembering that 7-DSGs are virtually non-repairable. Repair of the box on third-party services is carried out at your own peril and risk and without any guarantees. Even the oil in it in a garage is almost impossible to change.

How to determine that your DSG has a mechatronic failure:

The box went into N mode, and you see the indication "PRNDS" on the dashboard;

The first gear is now included very hard;

In the same way, the switching between gears 1-2-3 occurs rigidly, sometimes clear clicks are heard at these moments;

When braking in second gear, vibration is clearly felt;

At rpm below 2 thousand, there was a feeling that the thrust was gone.

In many non-warranty cases, it is worth thinking about the advisability of buying a new box - its cost may be equal to the cost of an average car in the secondary market.

What is the percentage of DSG breakdowns? And no one really says. The official statistics are as follows: during the warranty period, about 5% of car owners apply to replace DSGs. How true this is is unknown. One thing is known - if you have such a box, this does not mean that it will completely fail. Most cars still drive without DRG problems.

“I can say for sure - if you don’t know how to use DSG, then you don’t have to lie. I have a Passat with a DSG-6, I have been driving it for almost 7 years. The box does not cause any problems. I change the oil on time and that’s all. when changing the oil, I thought - to pour the original, or take a cheaper substitute. I did not take risks and filled in the original. I saw dirt and shavings in the box when changing the oil. By that time, the machine had started to undermine and twitch a little. I thought that if the oil change did not help, After changing the oil, all the problems disappeared! Everything began to work like on a new car. But my godfather decided to save money and bought a non-original oil. I drove for a week, and the car began to stoke. As a result, I got to replace the checkpoint at the dealer. In addition to dumping a bunch of dough, I also had to wait a month. So don’t pour any Mr.

Summing up the complaints of the owners of cars with DSG, we can conclude: the DSG box does not tolerate a driving mode with constant operation of the clutch system and frequent gear changes. Constant driving in traffic jams is a typical example. Such a ride overheats the box, wears out the clutches and breaks the mechatronics. But, for driving in a traffic jam, the names of such or a classic automatic transmission are preferable. Pulling a "poker" in a traffic jam is terribly inconvenient, so residents of megalopolises buy cars with DSG for a comfortable ride. But it was not there...

Further, it is important to keep in mind that DSG is not for "racers"! She does not like sports driving, and the method of cranking the engine with a depressed brake pedal for a further sharp break from a place can kill a DSG with a dry clutch literally from one such start.

In general, the problems of DSG lie in complex technologies, and Volkswagen is a good fellow, which develops and improves the theme of fast and at the same time smooth driving, being, in fact, a leader in this area. And environmentalists put some pressure on these developments - after all, a conventional automatic transmission consumes more fuel, which means that such cars have more emissions into the atmosphere.

So all the same - to buy or not a car with a DSG box? Why not? But it is advisable to take a car from VW no older than 2012 or with a DQ250 box. After all, you need to understand that other cars have problems with a different type of gearbox. Take, for example, the French DP0 / DP2 assault rifle. Yes, DSG has a higher percentage of failure, but it is not equal to one hundred. And much depends on the operation and timely maintenance. I would like to believe that the latest upgrades of this type of gearbox have fixed many typical jambs, and now there will be much less problems with the boxes. But if you are still a true connoisseur of durability and reliability, then “you don’t need such a box, brother”. Look for something really simple - a simple manual transmission, simple vehicle equipment, less bells and whistles and electronics in the car, because the simpler the mechanism, the less chance of breakdowns. This rule applies to everything, not just cars.

But the author of the article still hopes that the problems with the new DSG are a thing of the past, and if not, then another couple of years, and VAG will "polish" this type of gearbox to an optimal state. And other manufacturers will also begin to equip their cars with such gearboxes. It's still pretty damn nice to drive a car with DSG!

To collect information about the operation of the DSG box, its breakdowns and malfunctions, leave your feedback and share your experience. Descendants will be grateful to you.

Many myths and legends have formed around the DSG gearbox. Motorists have heard about her problems somewhere, but they certainly cannot formulate them. Let's try to answer all the typical questions about it.

What is the peculiarity of the DSG box, how does the DSG work?

The DSG is a robotic dual-clutch transmission that allows very fast gear changes, allowing the vehicle to accelerate quickly and efficiently. A robot is, constructively, a conventional manual transmission, in which automatic gear changes.

How does an ordinary robot or mechanical box work? To shift up or down, the driver (or computer) disconnects the clutch disc from the flywheel, engages the desired gear, and reconnects the disc. While the gears are shifting, torque is not transmitted from the engine to the box, and the car loses its dynamics.

In DSG, these pauses are reduced to a minimum: one clutch is responsible for an odd number of gears (1,3,5,7), and the second for an even number (2,4,6). The car starts and the odd row disk is pressed against the rotating flywheel. The even row disc is open. While the car is accelerating in the first, the computer gives the command to turn on the second gear to the even row, and when the moment of switching comes, the disc of the odd row is disconnected and the disc of the even one is immediately turned on. Accordingly, the even row works further, and the odd row switches and prepares to start work.

"Wet" and "dry" versions of the DSG box are used in parallel. The more resilient DSG6 is able to handle a lot of torque and is put on more powerful cars. DSG7 goes to less powerful versions. Also DSG under the S-Tronic brand is put on Audi cars. Exclusively for this brand, an upgraded version of the DSG7 is offered, which retains the concept with dry clutches.

What is the difference between DSG6 and DSG7?

DSG comes in two flavors. The first, in 2003, was the DSG6 six-speed gearbox. The dual clutch in it was "wet", that is, it worked in an oil bath. The main disadvantage of the box is significant power loss due to oil. Therefore, in 2008 Volkswagen introduced a new version - DSG7. This box uses a dry clutch. It was this box that became the problem. When choosing a car with DSG, always pay attention to which type is used there - six or seven-speed. DSG6 can be taken without a doubt, but DSG7 is better left to those who are poorly versed in technology.

Car models with problematic DSG7 gearbox and alternatives with DSG6 and other automatic transmissions?

For convenience, we have collected all Volkswagen models in one table.

Special attention: Skoda Octavia with DSG7, VW Golf with DSG7, Audi A3 2014 with DSG7

	Year of production	Engines with DSG7	Alternative
AUDI with DSG7
			1.8 (180) 6MT and DSG6
			1.4 (125) 6MT and DSG6 1.8 (160) 6MT and DSG6 2.0 (200) 6MT and DSG6 3.2 (250) 6MT and DSG6
			1.8 (120) 6MT and CVT 1.8 (170) 6MT and CVT 2.0 (225) 6MT and CVT
			1.8 (120) 6MT and CVT 1.8 (160) 6MT and CVT 2.0 (180) 6MT and CVT 2.0d (143) 6MT and CVT 3.2 (265) 6MT, 6AT and CVT
			1.8 (170) 6MT and CVT 2.0 (225) 6MT and CVT
			1.8 (160) 6MT and CVT 2.0 (180) 6MT and CVT 2.0 (211) 6MT and CVT 3.2 (265) 6MT, 6AT and CVT
			2.0 (180) 6MT and CVT 2.8 (204) 6MT and CVT
			2.0 (211) 6MT and 8AT
SEAT with DSG7
SKODA with DSG7
			2.0 (150) 6MT and 6AT 2.0d (140) 6MT and DSG6 1.8 (152) 6MT and 6AT 1.6 (102) 5MT and 6AT 1.9 (105) 5MT and 6AT 1.6 (115) 5MT and 6AT
			1.8 (152) 6MT and 6AT 2.0d (170) 6MT and DSG6
			1.8 (152) 6MT and DSG6
VOLKSWAGEN, VW DSG7
Volkswagen Polo (hatch)
Volkswagen jetta			1.6 (105) 5MT and 6AT
			1.9d (105) 5MT and DSG6
Volkswagen touran			2.0d (110) 6MT and DSG6
Volkswagen new beetle
Volkswagen passat			2.0 (210) 6MT and DSG6
			2.0 (150) 6MT and 6AT 2.0 (200) 6MT and 6AT
Volkswagen Passat CC
Volkswagen sharan
Volkswagen Scirocco			2.0 (210) 6MT and DSG6
Volkswagen tiguan			1.4 (150) 6MT and DSG6
Volkswagen caddy			2.0d (140) 6MT and DSG6

What malfunctions and problems are typical for DSG?

The most common one is jolting when shifting gears. The clutch discs are closing too hard, causing the vehicle to jerk. Other symptoms are also common: clanking, grinding, jerking, and loss of traction in motion. The latter is especially dangerous if the car is in the process of overtaking in the oncoming lane at the moment of traction failure.

As Peter AT explained to us, the main problem of the DSG gearbox is a dry clutch. It is subject to accelerated wear, and the root of the problem lies in the incorrect algorithms of the mechatronic unit that controls the operation of the box. There are, of course, other malfunctions: the shaft sleeves and the clutch release fork occasionally wear out, the solenoid contacts come off, dirt sticks to the sensors, antifreeze gets into the oil ... But these cases are from the category of exotic.

The main thing to know: if you still bought a post-warranty vehicle with DSG7, and the box shows symptoms of a malfunction, this is not a reason to change it as a whole. The gearbox itself, that is, a set of gears, practically never fails. The box can be repaired, which will cost an order of magnitude cheaper than replacement. True, the spare parts will have to wait for several weeks - the demand for them is still small, and the sellers of spare parts do not have stocks.

What is the manufacturer's warranty for DSG box, free DSG repair and replacement?

Perhaps, in this case, it would be logical to quote literally a letter from Volkswagen Group Rus to the heads of dealer service services. “We hereby inform you about the current rules for handling customer claims for possible faults in the operation of the DSG7 gearbox. VOLKSWAGEN Group Rus LLC, meeting the wishes of customers, in order to maintain confidence in the cars of the concern, within the framework of an additional obligation, provides customer support in identifying a factory defect in the operation of the DSG 7 gearbox until the expiration of 5 (five) years or until reaching 150,000 km of run (whichever comes first) from the moment the vehicle is handed over to the first buyer. Support is provided in the form of elimination of deficiencies free of charge for the client by repairing or replacing individual gearbox components or assembly units. "

Sometimes dealers try to deny customers warranty repairs, referring to the fact that they underwent maintenance at unauthorized stations. According to the law, this cannot be a reason for refusal.

If your car is less than 5 years old and has a mileage of less than 150,000 kilometers and your dealer refuses free DSG7 repairs, please complain directly to the Volkswagen Hotline.

Also, do not give in to the persuasion of dealers to undergo some kind of scheduled DSG service. The fact is that this is an unattended box, and scheduled maintenance is a way of making money from dull customers.

Is it true that Volkswagen has eliminated all the problems with the DSG box?

It is a fact that engineers are working on DSG modernization. The software and details of the clutch unit are being improved. However, it is impossible to say for certain that the problem of accelerated wear has been solved. The problem is that Volkswagen prefers to pursue a closed policy, and publishes official information about how the box is being finalized. Although DSG's 5-year warranty no longer applies since 2014, there is no reason to say the reliability issue has been resolved.

Why is the production of cars with DSG7 continued?

The official position of the company is as follows: the box provides excellent accelerating dynamics and economy. The Germans simply ignore questions about reliability. Further, one can only assume that the reason lies in the usual business calculation. Gearbox development costs billions of euros and cannot be simply abandoned. Obviously, Volkswagen felt that it was easier to spend money on warranty repairs and spread rumors about the increased reliability of the DSG7 than to urgently transfer all their cars to DSG6, "automatic".

What to do in this situation for a simple motorist who wants to buy a Volkswagen, Skoda or Audi?

Choose a modification equipped with any other box except DSG7. True, unfortunately, the Golf is offered today only with it, or with a mechanics. Skoda Octavia has modifications with DSG6, though only diesel ones. The Polo sedan and Tiguan have versions with a traditional 6-speed automatic. In general, there is a choice, although it is narrowing.

Why not buy a car with DSG7?

Firstly, because in spite of all the positive qualities of the box, there is no point in playing the lottery and hoping that you will get a car that will not twitch when shifting gears and in which the box will not "get up" after 50 thousand mileage.

Secondly, because cars with DSG7 do not sell well on the secondary market. People who buy used cars tend to be, on average, more technical knowledgeable than new car aficionados. Most of them are well aware of the problems with the seven-speed robot, and they rightly won't want to mess with them. Of course, you can always return the car to trade-in, but with a very big discount, since the salon managers are also in the know.

In any case, the owner of a car with DSG7 will face problems and financial losses. Whether they are worth the pleasure of driving a Volkswagen, Skoda or Audi, everyone decides for himself.

When will the DSG7 be discontinued?

Volkswagen is not talking about this. There are fears that the box will live on the conveyor for a long time, since the DSG6 has been used since 2003. There are also examples of the long life of frankly unsuccessful nodes. For example, the French 4-speed automatic DP0 and its numerous derivatives: DP1, DP2, AL4, which do not tolerate overheating and are distinguished by a rare "dullness" in motion. It has been used with various modifications since the early 90s, and is still installed on Renault Sandero, Duster, Nissan Almera, and even on the relatively expensive Peugeot 408.

Unfortunately for motorists, now manufacturers generally have very little concern about the reliability of cars. The main vector of their development now is ecology. For the sake of saving one hundred grams of gasoline per 100 kilometers, various dubious technologies are being introduced, often reducing the total vehicle resource, such as direct injection, increasing the turbo pressure or the compression ratio in the cylinders.

Gearboxes are a relatively dead-end branch of development, and the DSG, paradoxically, is now at the pinnacle of progress, as it provides efficiency (and therefore the coveted environmental friendliness). The fact that the unit “lives” on average 150 thousand kilometers is of little interest to anyone. Manufacturers are not interested in the existence of a secondary market at all - they dream that people buy only new cars and throw old ones into the trash.

Therefore, sadly, but with DSG7 we have every chance to live another 5-10 years without any significant changes. And everyone will continue to pretend that this is how it should be.

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 unofficials, 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 also 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.

New developments in the field of automatic transmissions give the car enthusiast a great deal of choice. And with the advent of the robotic DSG gearbox on the market, it becomes more and more difficult to make a choice - you want to try everything to find the best for yourself. DSG is a new generation gearbox that combines all the best engineering solutions and modern technologies. We will analyze in the article its device, characteristics, types, and also dwell on the recommendations for use.

DSG gearbox

DSG selector

The DSG gearbox (with German Direkt Schalt Getriebe) was developed by the German concern Volkswagen. Literally DSG is translated from German as: "direct gearbox". The transmission is a type of double-clutch robotized transmission that combines the characteristics of both automatic transmission and mechanics. The process of shifting gears and engaging / disengaging the clutch occurs automatically, and the driver only selects the required driving mode using the gear selector lever.

DSG has long established itself on the positive side in sports cars, and is still a novelty for conventional vehicles. Another name for the transmission is a double-clutch preselective robotic gearbox. It is the presence of two clutches that distinguishes this type of automatic transmission from its other brothers.

Device and principle of operation

DSG preselective gearbox device

The automatic transmission device of this type is as follows:

• main gear and differential;
• Mechatronic control module
• double clutch;
• internal input shaft;
• outer input shaft;
• two secondary shafts.

The design feature of the DSG is that it has two primary and two secondary shafts. Each output shaft is in mesh with its corresponding primary. Moreover, on one pair of shafts there are gears of even gears, and on the other - odd ones. The input shaft with even gears is hollow and the input shaft of the odd gears is inserted into it. Each shaft is connected to its "own" clutch.

Gear shifting is as follows: the car starts moving in the first gear, but the second gear is already in "combat readiness", that is, its gears are already in engagement. As soon as the command to shift into second gear is received, the odd clutch will open and the even one will close. In this case, the third gear is already engaged on the odd row to start work immediately after the even clutch is opened. Gear shifting is carried out using synchronizers.

Thus, the gear changes at a speed that is not available even to the most experienced driver. Hence the name preselective gearbox (pre - in advance, select - choice). Scientifically speaking, due to this, the DSG gearbox practically does not interrupt the power flow from the engine to the gearbox when changing gears. This has a positive effect on both vehicle acceleration and fuel efficiency.

The clutch and gear shifting are controlled by the control unit. It consists of electronic and hydraulic control modules as well as sensors. This unit, called Mechatronic, is located directly in the gearbox housing.

Built-in sensors monitor the condition of the gearbox and monitor the operation of the main components. Monitored parameters: speed at the input and output of the gearbox, the level of pressure and temperature of the oil, the position of the gear shift forks. Based on the sensor signals, Mechatronic implements the transmission control algorithm.

DSG varieties

Currently, there are two types of DSG boxes:

• six-speed;
• seven-speed.

General scheme of 6 and 7-speed DSG

Initially, the preselective automatic transmission was a six-speed. It uses a wet-type double clutch (in common use - "wet"). The clutch is constantly in oil, which provides lubrication of parts and cooling of the discs, which, in turn, increases its service life.

In contrast to the six-speed, the clutch of the 7-speed DSG is "dry", and the oil for this automatic transmission requires three times less. The hydraulically driven oil pump has been replaced with an electric one, which saves energy and improves the fuel economy of the engine. But the clutch resource will be lower.

DSG 6 transmission

The DSG 6 automatic transmission is not the latest in a range of robotic transmissions from Volkswagen. But it is considered more powerful - the engine torque is 350 Nm.

Today this gearbox is installed on cars of the following brands:

• Volkswagen (Golf, Passat, Jetta, Touran, Tiguan);
• Skoda (Superb, Octavia);
• Audi (A3, Q3, TT);
• Seat (Toledo, Alhambra).

DSG 7 transmission

The seventh DSG model appeared three years after the sixth and was made especially for budget cars. DSG 6 is distinguished by its high weight (about 95 kilograms) and a large volume of gear oil. The DSG 7 weighs about 70 kilograms and has a lower oil volume, which has a positive effect on fuel consumption and the cost of regular maintenance.

7-speed DSG device

DSG 7 is installed on vehicles equipped with an engine with a torque of up to 250 Nm. These include the following models:

• Volkswagen (Golf, Passat, Transporter, Caddy);
• Skoda (Fabia, Superb, Octavia);
• Audi (A3, Q3, TT);
• Seat (Ibiza, Leon, Altea).

The structure of the "dry" DSG is no different from the "wet". It is based on: the first and second secondary shafts, main gear, oil filter, flywheel and Mechatronics unit. A feature of this automatic transmission is the presence of two dry clutch clutches that do not work in an oil bath. This technical innovation has significantly increased the efficiency of the box.

Differences between the two generations of DSG

The DSG automatic transmission is undoubtedly one of the most advanced transmissions available. But, despite the obvious advantages, it also has disadvantages. Let us examine them in more detail, while paying special attention to both "wet" and "dry" automatic transmissions.

DSG 7 gearbox

The main difference between the two generations of DSG is due to the magnitude of the transmitted torque. This is due to the type of vehicles on which the boxes are installed. The weight of the box, oil consumption and fuel efficiency have already been written above. The seventh model will be better in this regard. But a longer service life and higher reliability will be provided by a six-speed gearbox.

Now directly about what advantages characterize the automatic transmission DSG.

1. Speed ​​of gear shifting.
2. High dynamics of acceleration due to the almost continuous supply of torque to the wheels of the car.
3. Smooth movement of the car due to the fact that gear shifting occurs without jerks.
4. The ability to work both in automatic mode and in manual gear shifting mode, which gives the driver the opportunity to independently choose the driving style.

Now for the negative qualities of DSG.

1. The overall complexity of the design and, as a consequence, an increase in the total cost of the car, as well as a decrease in the service life.
2. The complexity of the repair.
3. Costly and difficult oil change, especially in the six-speed DSG.
4. In DSG 7, the shift up or down may not be as smooth. This is due to the peculiarities of the dry clutch operation.
5. The inconvenience of operating the car in traffic jams, since it is recommended to shift to neutral when stopping.

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.