At the moment, modern gearboxes of the DSG model are the most advanced automatic gearboxes. They differ significantly in price from the usual "machines", and, in a smaller direction. DSG robotic gearboxes are installed on all brands of Volkswagen cars, gradually squeezing conventional models out of the market. By their principle, they are analogous to a mechanical gearbox, however, during gear shifting they work in the same way as automatics - with the help of a computer program implanted in a special control unit.
The main feature and advantage of this approach lies in the innovative technology that allows you to shift gears without losing any engine power indicators at that moment. Of course, in this case, work efficiency and comfort are much higher, however, as is the feeling of the car while driving. The secret of success is the dual clutch system, which allows no loss of torque during shifting, thus making the direct transition between gears almost imperceptible to both the engine and the driver.
It is worth noting that at the moment the DSG 6 is not latest model the whole range of robotic boxes from Volkswagen. Also released version DSG 7 - a seven-speed gearbox. The two models differ from each other in terms of maximum torque. So, the seventh series can develop torque mainly up to 250 Nm, which makes it possible to install it on budget cars. At the same time, the sixth model is considered more powerful (up to 350 Nm) and is installed on larger and more powerful cars, most often premium class. Of course, the power of the DSG 6 is not enough to work on large SUVs, where Volkswagen most often installs "automatic machines" with eight steps.
6 speed DSG consists of several devices:
- two rows of gears;
- double clutch;
- differential;
- crankcase;
- system control unit;
- lava transmission.
How Robotic DSG Box Works
The device of the Volkswagen robotic box cannot be called too simple, but, in fact, most of the principles of its operation are based on ordinary mechanics with elements of an “automatic”.
double clutch is the main catalyst for transmitting torque to two rows of gears. The drive disc is started due to the clutch. It is connected to the flywheel and friction clutches by a special hub with an installed flywheel, which also connects each of the gear rows.
The DSG 6 automatic transmission has a “wet” clutch, which, regardless of whether it works or not, must be in a sufficient amount of oil. Note that it is precisely because of this that a six-speed gearbox requires more oil (about six and a half liters) for correct operation than a seven-speed one (up to two liters in total). This is due to the fact that the DSG 7 is equipped with a "dry" clutch, which requires a significantly smaller amount of oil to operate. It is impossible not to say that in this state of affairs, the “six” is less effective, since it has a hydraulic oil pump, and not an electric one, like its “younger sister”.
As we said above, the design uses two rows of gears. The first row works exclusively with odd gears, including reverse. The second row is responsible for the correct operation of even gears. So, each of the rows works in conjunction, representing two shafts with gears.
One of the most important elements of the box is the electronic control unit. It also consists of several parts:
- sensors that collect data from vehicle systems;
- electronic "stuffing" that controls everything through a computer program;
- hydraulics;
- mechanisms responsible for executing the commands of the control unit.
The control unit is located in the crankcase itself (the main body of the gearbox). All hydraulics and electronics are located in one special unit, known as the Mechatronic. Sensors that receive signals from other vehicle systems are also located in the electronics and hydraulics unit.
Input sensors are needed in order to read data on how rotation occurs at the output and input of the kp. They also check the oil temperature, the pressure level and whether the box plugs are correctly positioned. The electronic unit receives all the information from the sensors, and then uses one of the cycles that are embedded in its main gearbox control program.
If we talk about electro-hydraulics, which is the second most important control element of the DSG 6, then it responds to the adjustment of the hydraulic circuit of the gearbox. If you dig deeper, you can identify several main components of the electro-hydraulic unit:
- electromagnetic and control valves (the latter are responsible for the pressure level);
- distributing spools;
- a multiplexer that issues the main control signal to the box.
As soon as the selector begins to move, the distributors also come into operation. Gear shifting is carried out using solenoid valves. Pressure valves allow correct adjustment of friction clutches. Thus, the valves in the DSG 6 box can be safely called the main executing elements that provide the main principles of automatic transmission operation.
There remains a multiplexer that controls the hydraulic cylinders. There are eight of them, but no more than four valves are used at the same time. During the transition of the multiplexer to different modes, in the working bundle are different cylinders. But, only four always work - all at the same time, in any mode, it will not work.
Thus, it can be understood that the DSG 6 gearbox operates on relatively simple algorithms that are cyclic. Two rows of gears are used at the same time. By starting the first one, you immediately start the second one, which remains inactive until the moment of switching, however, during the gear shift, it does not start again, but simply goes into the active phase, thus reducing the time for switching to a few fractions of a second.
You need to understand that DSG, both six- and seven-speed gearboxes, are relatively new transmission models. Let the switch take place automatic mode, you can’t say that this is a familiar “automatic” or even something as close as possible to it. Therefore, there are a number of rules that drivers of cars with a robotic gearbox should be aware of. Compliance with them will increase the life of the system and protect it from breakdowns. This is extremely important, since repairing a DSG 6 is not cheap.
Switching on various cars with such a box, including the Tiguan and Golf, is quite tough if you want to change your driving style abruptly. This driver behavior is common on city roads, but abrupt style changes should be avoided as this can quickly wear out the transmission systems. It also makes sense in winter, when the car can start without fully warming up - in this case, you need to drive very carefully for a while, without breaking away or depressing the brake pedal sharply.
About Maintenance you need to remember that you need to change the fluid and filters in the DSG 6 at least once every 60,000. Note that saving on cheap fluids can lead to a quick failure of the box. It often happens that once having saved, the driver has to change not only the Mechatronic DSG, but also almost all automatic transmission systems, which is quite comparable to buying and installing a new "automatic".
Remembering everything that we wrote above, you can really improve the operation of the box and significantly increase its service life. The main thing is not to forget about the careful handling of this system.
Oil change in DSG 6
Finally, we will briefly talk about how the oil is changed in DSG boxes. The process looks unusual from the outside, although it does not differ in complexity.
Mechanics use a special large syringe designed to work with robotic boxes. Oil is poured into the gearbox from below, after checking the oil for chips. It is noteworthy that self-replacement oil in a robot box is almost impossible without special tools.
The effect after changing the oil is very noticeable. If you have ridden with DSG for at least a year, then after the replacement it seems that you were literally delivered new system gear shifting. The car moves much more smoothly, and various slowdowns and jerks, which sooner or later may appear when operation of the DSG 6, disappear after changing the oil for a long time.
Direct Shift Gear Box (Direct Shift Gearbox) or DSG is a robotic gearbox in which there are two clutches at once, developed by the Volkswagen concern.
Structurally, such a box is a manual transmission, but gear shifting and clutch operation are carried out using computer-controlled mechanisms.
Of course, such a box has its advantages. Due to the double clutch, gear shifting is faster and easier, better dynamics, less consumption. One clutch is responsible for even gears, the other clutch is for odd gears. Due to this, the main problem of robots was solved, in sharp gear shifts at high speeds. This is where the positives end, however. The disadvantages of this box are very low reliability and high repair costs. They make used cars with DSG a real nightmare for second and third owners who buy a car that has run out of warranty.
The main problems and disadvantages of operating this box are the very rapid wear of the dry clutch, due to the not entirely correct operation of the mechatronics and its control unit.
There are, of course, other disadvantages to the design of the gearbox - contamination of the sensors, souring of the solenoids contacts, wear of other mechanisms (clutch release fork, shaft bushings, and so on.) Repair of the gearbox can be so expensive that if the warranty is out, then it is easier to change the gearbox to a new one. In addition, suppliers often have problems with spare parts, rare parts are on sale and they will have to wait for several weeks.
Despite the fact that the manufacturer fulfills all its obligations and the guarantee for the assembly is quite impressive, this checkpoint in Russia has generated serious passions.
Deputies of United Russia and representatives of the social movement " Automotive Russia"even wanted to ban the import of DSG-7 boxes into our country. Such behavior is not at all another unhealthy initiative of the authorities to address strange problems. Many meetings with journalists and Volkswagen experts end with legitimate questions: when will the engineers make the box reliable and its typical problems and disadvantages will be solved. The answers are always the same, they say, everything is fine with the box, follow the operating instructions, if something is wrong - there is a guarantee, the car with our gearbox drives quickly and economically. However, as noted by the drivers, not for long.
Volkswagen followed with a statement, the essence of which was that the company would fulfill all obligations to customers who encountered low-quality products, but only if the warranty was valid. At the moment, the official representation of Volkswagen in Russia gives guarantees for this unit, if the car is new, up to 5 years, or the obligation is valid for 150,000 mileage, depending on what comes first. In the event of a warranty case, company representatives will replace the failed parts and mechanisms or the box itself, if necessary, and completely free of charge.
Operating rules
In order for the box to live for a long time, you should familiarize yourself with the rules for its operation, read the instructions and understand how it works. Here are some tips:
- For correct operation warm up the transmission before driving;
- It is important to avoid any slippage and aggressive driving;
- Overcome dense congestion in the S position without switching to neutral;
- Oil should be changed every 50,000;
- For a "dry" clutch, it is better to shift into neutral during long stops.
If you ignore the careful attitude to this mechanism, then problems will soon arise with it and expensive repairs will be needed.
Change of oil
Volkswagen writes that an oil change at these gearboxes is only necessary during repairs - the oil is filled for the entire service life, while the car is in operation, it is not recommended to change it. If the gearbox has been repaired, then an oil change is necessary every 60,000 kilometers. Service station specialists who have already dealt with the repair of these gearboxes claim that in any case, an oil change is necessary every 50,000 kilometers, otherwise no one guarantees that the box will last a long time.
The DSG 0B5 has two lubrication systems (gearbox housing and mechatronics). The mechatronics unit has a different oil, designed specifically for 0B5. Under no circumstances should such oil be drained from mechatronics. Modification 0B5 was installed on the Audi A4, from where it migrated further to models A and Q.
If the oil change is done by hand, then another nuance awaits the motorist. There is no filler hole, a suitable hole can only be found under the battery. All problems are solvable if you know what to do.
Replacement oil is suitable for G52512A2, you need to fill in 1.7 liters (5.5 for complete replacement). An oil change can be cheaper if you use an analogue of SWAG 10 92 1829.
In general, changing the oil is no different from a similar procedure for an automatic transmission.
Can a car with a gearbox be towed by a robot?
It is not recommended to tow a car with a DSG box. The box may fail from the transportation procedure itself, and in this case the warranty will not apply. The official service station may refuse to repair due to violation of operating conditions. It is advisable to call a tow truck. If this is not possible and the vehicle must still be towed, the following should be done.
- Turn on the ignition;
- Shift the gearbox to neutral (towing at speed is not recommended and may damage the gearbox).
Towing is allowed for a distance of not more than 50 kilometers at a speed of not more than 50 km / h.
The opposite situation, when another car needs to be towed by a car with a robot box, is also not safe. In extreme cases, it is necessary to transfer the box to manual mode and move only in first gear and it is better not to exceed the speed of 30 km / h.
Tow truck for transporting cars
DSG adaptation
Adaptation is a procedure for adjusting the operation of the gearbox and the mechatronics unit, which is necessary after repair and in some cases when the box does not work correctly. The procedure is simple and you can do it yourself. Usually adaptation is carried out through Vag Com. Vag Com is a diagnostic program that will allow you to "make friends" with a computer, diagnose and configure some systems. The program has a simple and intuitive interface, it takes up little disk space and it has its advantages compared to analogues. In order for the adaptation to be carried out correctly, follow the following algorithm:
- Box in position P and warmed up to 30-100 degrees C;
— The engine is started;
— The brake pedal is depressed for the duration of the entire procedure.
If all conditions are met, you must connect Vag Com. The adaptation is done as follows:
- In the program interface we find the item Basic automatic transmission settings.
- Select the Gear Clutch Settings item, press “Go!”. The box will begin to make sounds, and the numbers in the program will change. You have to wait until it stops.
- Select the Gear Shift Points item, click Go. Similar to point 2, we are waiting.
- We select the item Clutch adaptation, the actions are similar to point 2. Then we do everything similarly to point 2.
- Item Basic settings.
- Item Pressure adaptation.
- Item With shift paddles installed.
- Item ESP and Cruise.
- Click Done.
- We turn off the ignition.
- We wait a few seconds.
- We turn on the ignition.
- We look for errors, if necessary, delete them.
- Exit the controller.
- Without using cruise control, we perform a test drive.
- Get off their Vag Com. Adaptation completed.
Replacing the mechatronics unit will require a new firmware. Fortunately, this is easy to do. DSG 6 mechatronics and DSG 7 mechatronics control units are easily flashed using this program.
We repair DSG
If there are jerks and kicks during the operation of the box, extraneous noise, then it's time to go for diagnostics. DSG repair is quite complicated
Dual clutch on robotic gearboxes, despite all its advantages, is a consumable item. No matter "wet" type of clutch or "dry". With aggressive use, dual clutches hardly live up to 40,000, it is better to change it as an assembly at the first symptoms.
The mechatronics unit is very delicate, requiring careful handling, warming up and not loving overheating. One of its weak points is the cooling system pipes made of plastic. From temperature changes and vibration, they can burst or crack, which will lead to coolant leaks and overheating of the box. Moreover, the gearbox can overheat from prolonged standing at a traffic light at speed.
The heat exchanger unit can generally depressurize and mix oils with antifreeze.
The roller bearings of the output shafts can run less than 50,000 if they have been subjected to heavy loads. When a gear tooth breaks, a characteristic knock will appear, which is also not uncommon. Also, extraneous noise in the box may indicate wear on the input shaft bearing, other bearings of the mechanical part, and the box differential. When the engine speed increases, stops, turns, the noise usually increases.
Failure of the electric pump of the control unit will immobilize the machine. If some electrical circuit in it is sour, this behavior may be periodic. A faulty control unit can periodically throw the box into emergency mode.
Worn solenoids can lead to jerky gear changes, the self-diagnostic system will not see problems. If you do not pay attention to such signs, then, most likely, soon the box will completely “stand up”. Its repair is not cheap, and in Russia it has not yet been mastered very well. It can even be difficult to find a suitable service with specialists who will undertake such work. Before buying a car with a robot, consider whether all its advantages are worth such repair problems.
DSG box, like all similar boxes, is a fairly early development and they are just beginning to be modernized and worked out. The manufacturer's warranty still covers all possible troubles. Until the moment when eternal robot boxes appear, as the American and Japanese millionaire automatic transmissions once appeared, it will be a long time, maybe another 2-3 generations of these gearboxes.
With mechanics, everything is quite simple - this is the cheapest and fairly reliable transmission option. Yes, during operation, it requires regular inspection and replacement of consumables (disc, basket, clutch release), and in especially neglected cases, also repairs. However, with proper handling, it runs half a million kilometers without problems. Such survivability for alternative gearboxes is practically inaccessible, however, proper operation in these cases makes it possible to achieve quite comparable performance. The rules here are simple.
Standing at a traffic light waiting for a permission signal with the gear engaged and the clutch disengaged (pedal depressed) is not worth premature wear release bearing guaranteed. Long-term slippage and shock loads (when the driver drops the clutch pedal) quickly wear out the disc. Incomplete disengagement of the clutch (transmission with a crunch) of the gear.
However, with the exception of the latter, we are talking about consumables. Moreover, their second set, as a rule, goes twice as much as the first. This is where experience and the desire for comfort come into play.
Otherwise, we repeat, mechanics is the cheapest, unpretentious and reliable type of transmission. Single-disk robotic gearbox Similar gearboxes in the mass segment have practically become obsolete. In fact, only PSA stubbornly continues to put this type of boxes on their models, the rest, for the most part, either returned to classic automatic machines, or preferred CVTs, or developed two-disk units. The reason is simple, the transmission, conceived as a budget alternative to an automatic, turned out to be quite economical, but not very comfortable, since you need to drive it in the same way as a conventional mechanic. The fact is that technically a robotic gearbox is a manual gearbox, the design of which includes servo or hydraulic actuators that control the operation of the clutch and gear shifting.
The main advantage of such transmissions over classic handles is high efficiency, which is achieved due to faster shifting, however, smooth acceleration in this case can be achieved only in one way by manually switching under gas release. For in automatic mode, she often makes mistakes with the choice of gear, thinks for a very long time when switching to a lower one and switches with noticeable jerks. As for the rules of use, they, as in the first case, are elementary. Regularly check the box for snot.
Do not forget to put the car on the handbrake in the parking lot. And before towing, carefully study the appropriate section of the operating instructions. The built-in foolproofing will do the rest.
By the way, the repair and maintenance of a single-disk robot costs comparable to the repair and maintenance of the MCP, on the basis of which it is made. And with proper handling, the resource of the box is almost as good as the resource of the donor. Dual-disk robotic gearbox Alas, not all robots are equally good. Double-disk boxes, as a rule, are much less reliable in operation than single-disk ones, even though they are more technologically advanced and comfortable. By the way, it is the latter circumstance that is the main problem.
VW, the first to decide on the large-scale implementation of its DSG, initially called the box a robotic automatic transmission, making it clear that the rules and features of its operation are no different from the operation of a classic automatic transmission. Ford did the same thing when they released the Powershift transmission. Now manufacturers are trying to blame insufficiently experienced sellers for everything, but the same Americans, when their customers turned to the company with a request to explain how, in fact, to properly operate a two-disk box, answered simply: like a regular automatic gearbox. It is noteworthy that in the instruction manual for Volkswagen cars it is really written: DSG robotic KP. In general, both DSG and PowerShift have nothing to do with automatic machines. These are the same mechanical (or, if you like, single-disk robots) gearboxes, but with a large number of gears, two discs and a more complex execution unit.
In addition, they are not based on a ready-made handle; all modern boxes of this type are developed from scratch. So, what do you need to know and remember in this case? First. Regardless of whether the car is dry or wet (DSG-7, for example, belongs to the first, DSG-6 and 7-speed S tronic on Audi to the second), both have clutch discs and are a consumable item. Whatever the manufacturer claims, any constantly rubbing part wears out, and the speed of the process depends on a lot of factors, including the owner's driving style. Ragged driving and traffic light races, of course, will not extend its service life.
Second. The mechatronic module that controls the box is rather delicate, requiring regular inspection and being afraid of overheating. By the way, to bring to the last is not so difficult. The sore point of some DSGs, in particular, are the plastic tubes that supply coolant to the heat exchanger. They crack and break off from vibration. But even if technically the box is fully functional, in order to overheat the module, it is enough to stand in a traffic jam or at a long traffic light, holding the car with a brake.
In this case, nothing will happen to an automatic or CVT, but the same VAG writes in the instructions for its cars that if the car stays longer than a minute, the selector must be switched to neutral in order to avoid overheating of the mechatronics. In particular, dry DSGs regularly fly out just for this reason. The problem is that officially these checkpoints in Russia are considered unattended and unrepairable. The clutch and mechatronic module are replaced under warranty, everything else is complete.
For now, but as soon as it ends, all the burden will fall on the shoulders of the owner. Whereas the amounts here are comparable to the price tags for the purchase of a completely new modern machine, although the service risks and resource will remain the same. It is for this reason that the liquidity of machines with two-disk robots on secondary market extremely low.
CVT variator or variator is the youngest box. And if the principles of operation of manual gearboxes, robots and automatic machines have long been brought to perfection, in this case there is still work to be done. However, this is the simplest type of transmission in terms of its design, while being highly efficient. In fact, CVT is a more progressive version of the belt drive, invented by Leonardo da Vinci. It's just that in this case, the torque is transmitted from the internal combustion engine to the wheel drives using a system of pulleys of different diameters.
The simplest visual example is a mountain or racing bike drivetrain. In fact, the most important point relating to the operation of the variator preheating. In addition, it is better for the owner to forget about racing, since this type of transmission is not intended for this in principle. The point is that the most weakness CVT belt. Today, many manufacturers have begun to use a chain, but in any case, it cannot be eternal, especially since with a sharp start, the drive slips on new boxes.
Automatic gearbox In fact, the automatic gearbox is the most reliable two-pedal gearbox, the reputation of which was seriously damaged at one time by low-skilled garage craftsmen who signed the assembly when there was no need for it, and racers who were not satisfied with the dynamics and speed of switching. I must say that the old 4-speed gearboxes were really dumb, so when dynamics is at stake, and a four-cylinder naturally aspirated engine with a small displacement is installed under the hood, such gearboxes are not the best the best choice. But do not forget that initially this type of transmission was developed as a comfortable alternative to the handle, which later evolved to its current state. In addition, truly modern automatic transmissions are in no way inferior to other gearboxes either in switching speed or in efficiency. The relative reliability of the machine is primarily due to the absence of a rigid mechanical connection between the engine and the wheel drives. Of course, this does not mean that such a gearbox has no rubbing parts at all, but the main role here is played by the working fluid, better known as ATF, which provides lubrication of parts and assemblies, and their cooling, and switching, and communication.
So, if nothing flows out of nowhere and you try to adhere to a few simple, in general, rules for proper operation, the service life of the machine can be extended to 350-400 thousand kilometers. Rule one. All shifts of the lever between the main modes (park, neutral, drive) must occur on standing car with the brake pedal fully depressed. Rule two. When switching to drive or reverse, the movement must begin after the gear is fully engaged. This box takes 1-2 seconds.
Turning on will be accompanied by a characteristic push. Rule three. Neutral mode, intended only for towing. Switching to it, for example, at a traffic light, is useless and even harmful, since in neutral the box is reset once again, so when switching to drive, it needs the same 1-2 seconds to turn on. The same goes for rolling.
Saving fuel in this way will still not work, and the machine will wear out faster. Rule four. A vehicle with automatic transmission must not be towed. If this is indispensable, then the process should take place at extremely low speeds and always with the engine running, because without it the oil pump in the box does not work.
The main thing is to adhere to the 50/50 principle, no faster than 50 km / h and no more than 50 kilometers. Perfect option evacuation with full load. Rule five. Do not skid! If this happens, the car can even be rocked, but for this it is necessary to use the brake at top dead center, completely blocking the wheels. Otherwise, there is a high risk of burying the machine.
Sixth rule. Use a handbrake. When parking the car, apply the handbrake before releasing the brake pedal. It won't be redundant. In the parking lot, the output shaft of the box is mechanically blocked by a parking tooth; a pre-tightened handbrake prevents its breakage. That, in fact, is all.
The rest are subtleties, which are easier to comprehend by experience. Breaking something, for example, shifting gears manually or using the sport mode frequently, is quite difficult in modern automatic transmissions, as a rule, there is foolproofing. Here, a regular inspection will not interfere with a leaking oil seal, a cheap one, in general, a detail that kills the machine much faster than lack of experience.
Robotic mechanical transmissions manufactured by VolksWagen have become widespread in recent years. The abbreviation DSG stands for nothing more than a robot box made by VW. Similar units are also installed in cars of the Audi brand, however, this company uses a different name: S-Tronic.
Super fast gear shifting in robotic box on the one hand, it helps to achieve good dynamic characteristics. But at the same time, the more steps are used (6 or 7), the more “gentle” and demanding in operation the node itself, that is, the robot box, turns out to be. In 7-speed DSG, in addition, a dry clutch is used. What limits their scope to motors with a small torque value.
The function of bringing the clutch discs to each other in the "robot" is performed by mechanisms, the common name of which is mechatronics. The main advice to avoid overheating of the mechatronics with subsequent breakdown sounds simple: when stopping for longer than a minute, you must definitely turn on the “neutral”.
That is, standing at a traffic light, you can not touch the gearshift knob. But once in a traffic jam, it's better to turn it on neutral gear and, immediately. Do not forget to switch to the “M” (manual control) or “1” mode at the beginning of the movement.
How often does oil change in DSG boxes? The answer to the question depends on the type of transmission design. For example, 6-speed DSGs are designed for oil changes every 60,000 km. Along with the fluid, the filter must also be replaced. It is logical that an oil change is required for a DSG with a wet clutch.
DSG transmission of any design - has a clear limit on the maximum torque force, brought to her. This requirement is often violated when the engine is replaced with something more powerful. And even the usual "chip tuning" of the motor - entails premature exit failure of any DSG box.
It would seem that what is good in a robot box? It is more difficult to operate than a conventional automatic transmission, and some of the requirements are specific. In fact, robotic mechanical transmission ensures maximum economy and the best dynamics straightaway. Here, energy is transferred with virtually no loss, and the DSG shifts gears faster than most drivers.
Progress does not stand still - new technologies appear every day and the automotive industry is ahead of many other industries in introducing innovative technologies. The development of automobile transmissions is no exception. At the moment, the most advanced technology can be called preselective gearboxes, which received their new development along with the release of the concern Volkswagen boxes DSG-6 gears, followed by DSG-7.
DSG is a preselective gearbox, or, as it is called in VAG (Volkswagen Audi Group), a robotic gearbox, which is based on a manual gearbox equipped with two clutches and a control unit (mechatronics), which controls the gear shift in the car.
DSG combines the dynamics of the "mechanics" and the comfort of the "machine". VW engineers put a lot of effort into creating the perfect gearbox. Certainly not without flaws, but preselective robots seem to be the most possible future for automotive transmissions. Automotive market is experiencing a trend towards comprehensive automation of all systems. To the point that almost every automotive giant promises to release in mass production already next year, unmanned vehicles that we had previously seen only in science fiction films.
In the meantime, a situation arises when a complex system, such as a DSG, requires certain control skills. In short, comfort requires effort. The driving style of DSG boxes is different from both the machine and the mechanics. Even among themselves, the “wet” DSG-6 and the “dry” DSG-7 differ somewhat in operation. Although they have more in common.
Both boxes have clutch discs, and clutch discs are still consumables that tend to wear out and be replaced over time. Therefore, “torn” driving, racing at traffic lights and increased slippage do not increase their service life. And if such tricks are still acceptable for the DSG-6, it is saved by an oil bath that protects the clutch unit from excessive wear and overheating. then for the DSG-7, this can be a fatal number.
Do not forget about the maximum torque for each box, the “wet” DSG can easily withstand torque up to 350 Nm. When for the “seven-step” this figure is only 250 Nm. Therefore, any chip tuning that fans of “charged” cars love to do so much will cost you a DSG-7 replacement.
When driving in a traffic jam, in order to save fuel, the DSG “hurries up” to switch from first to second gear. However, as soon as the second one turns on, the need to continue driving temporarily disappears - the driver slows down the car and the "robot" has to switch back to the first one. So he wears out himself and the clutch overheats, so it is recommended to use the Tiptronik semi-automatic mode in traffic jams. By setting the first gear once and not allowing the box to switch from first to second gear on its own when the situation does not require it.
A few important rules that will extend the life of your DSG
Motorists who have long mastered driving with a preselective gearbox from VW have developed a number of rules that will help you better master the resource of the gearbox and not “burn” it ahead of time.
- When shifting all main gears: P-R-N-D-S, apply the brake as far as it will go. The DSG is designed in such a way that when the brake is applied lightly, the clutch discs do not fully open, and as a result, they wear out much more.
- You should not often resort to neutral gear if your stop is less than one minute. Try to coast in traffic with S-mode or tiptronic on. This significantly reduces wear on the clutch unit.
- It is strictly forbidden to slip or use launch (start with slip). After all, your car is not intended for racing, and no “beautiful start” will justify the 300 thousand rubles spent on repairs (at least).
- When you turn on the parking mode, without releasing the brake, you should put the car “on the handbrake”, so you will save the limiter when the car rolls back.
- Always switch driving modes smoothly, with a second delay. It is not necessary to demonstrate a road ace, electronics also take time to set up.
Here is a short list that can make your life a lot easier. This, of course, is not “mechanics”, where you can do everything and “not worry” about the robot, but comfort has its price.
In some ways, these rules are similar to the control of a classic automatic transmission, but there are some nuances here. DSG, unlike the "automatic", allows you to transfer the car from mode D to reverse without a micropause in "neutral". Automatic transmission still allows you to move with slippage, although this is harmful to the transmission, but not as deadly as for the preselective.
For DSG-6, oil change remains an important point in operation. Every 60,000 miles it must be replaced along with oil filter. The amount of replacement varies from 5 to 10 thousand rubles. It is unlikely that it will be possible to save on oil - in a garage, the situation is difficult to implement and repairs in case of an unsuccessful operation will be more expensive. Although if you are confident in your abilities, no one will stop you here, and all the necessary information is easy to get on the Internet.
If your car is stuck and cannot get out on its own, the gearbox should be in neutral when you pull out the car. When towing a car, do not forget about the maximum possible speed and distance for its transportation. Information about this, as a rule, is placed on the front pillar of the machine.
Many can be stopped by the apparent difficulties in driving a car with a DSG transmission, when everything is simple and familiar on the “mechanics”, but DSG is chosen by those who like comfort and a quiet ride, and compliance with a number of rules for the sake of long car operation is a small price.
Vehicle weight and DSG
An interesting point in the operation of the DSG-7 was its direct connection with the weight of the car. So a large number of warranty cases are associated with a 2008-2011 Scoda Superb car. The mass of the car with passengers and cargo approached two tons and led to accelerated wear of the box. From here follows a simple formula: high weight + load-sensitive gearbox = increased risk of gearbox failure.
By the way, the problem disappeared in 2013, when DSG-6 was installed on SuperB. The same goes for the Scoda Yeti. The more reliable DSG-6 is installed in the configuration with the 1.8 engine, the upgraded DSG-7 is installed in the configuration with the 1.2 and 1.4 engines.
In conclusion, I would like to say that the golden rule of compliance applies to DSG boxes - the more complex the system, the less reliable. Problems arise in any transmission, but if on mechanical box they seem to be taken for granted, then the verdict for the DSG is immediately pronounced - the transmission is not viable. And the question here rests on the price of repairing "mechanics" and DSG. However, considering all negative feedback, with which the Internet is filled, car owners who have used DSG, in the future, when buying a new car, in 90% of cases are going to buy a car with DSG again.
In the Volkswagen concern itself, they are not going to stop there. And maybe soon on new VAG models we will see no longer 6-7-speed, but 10-speed DSG. The system will become even more complex, which means that the requirements for its reliability will also increase. Apparently, VW sees in DSG not so much a risky project as a promising future for transmission systems. Well, let's wait and see.