The DSG robotic transmission is the main gearbox for cars that are part of VAG (Volkswagen, Seat, Skoda, Audi can also be included here, although DSG is called S-tronic there). Recall that today there are three types of DSG - two with a wet clutch and one with a dry one. The first includes the six-speed DQ250 and the seven-speed DQ500, the second type includes the DQ200, which has received a dubious reputation for reliability.

In our article today, we would like to talk in detail about DSG 6, discuss its reliability, talk about cars that are equipped with it in 2018, ask the owners for their opinion, then they think about the robot, its pros and cons.

Which cars are equipped with DSG-6

First of all, let's get acquainted with the list of new cars that are equipped with a six-speed wet clutch DSG that are sold in Russia in 2018.

Czech brand, which is currently owned by German concern, as a result of which the entire technical beginning of the car is completely similar to volkswagen. Robot with oil bath clutch, installed mainly on all-wheel drive, or on powerful models, which include

• Kodiaq- on the crossover, the robot is available with 1.4 liter gasoline engine 150 hp and all-wheel drive:
• Octavia and Octavia combi– in both body types, the DQ250 is available with the top model 1.8 liter petrol engine with 180 hp. and all-wheel drive
• Octavia Scout- essentially the same station wagon, only with increased ground clearance and the presence of plastic protection around the body
• Octavia RS and Octavia Combi RS– This sports car is equipped with a 2.0 liter petrol turbo engine with a capacity of 230 hp. and front wheel drive
• superb and Superb Combi- here the six-speed is installed on the front-wheel drive version with a 2.0 liter engine with 220 hp. and for an all-wheel drive version with an engine of the same volume, but with a power of 280 hp.
• Yeti- on this model, the robot is available only with all-wheel drive and a 1.8 liter gasoline engine with 152 hp.

Volkswagen

The German automaker has a wide list of models with DSG 6 that can be bought in Russia in 2018, these include:

• Caddy- a compact van, which is not so often seen on the roads of our country, is to blame for the rather high cost, although the car is excellent. On this model, a 6-speed gearbox is available with a 2.0 liter 140 hp diesel engine and all-wheel drive.
• Caddy Maxi- as you can guess from the name, this is an enlarged version of the German compact van, the robot is also available here from 2.0 diesel engine and all-wheel drive.
• Passat and Passat Variant- unfortunately before Russian market got only options with front-wheel drive and a 2.0 liter diesel engine with a capacity of 150 hp.
• Tiguan- The second generation of the popular crossover has a wider list of variations compared to the first generation, on which the DSG-6 is installed. Basically it is a 1.4 liter engine with a capacity of 125 to 150 hp, and there is also a choice of front or all-wheel drive.

Pros and cons

Let's start with the advantages:

• gear change speed. The robotic transmission clicks gears much faster than the average driver does. There are a huge number of videos on the Internet where they test the acceleration of identical cars that differ only in gearboxes, and as practice shows, a car with DSG always accelerates faster than a car with a manual transmission;
• the second advantage of a modern gearbox can be considered smooth acceleration, due to the lack of sensations from gear shifting:
• fuel consumption is much lower than that of a standard machine, and the mechanics are inferior, though it all depends on the experience of the driver.

The disadvantages that owners most often complain about in 2018

• some owners are not satisfied with the fact that in a traffic jam you have to switch the selector to position N (neutral):
• rumors of unreliability. With an excellent potential for a car, sometimes you want to press the gas pedal and leave with a whistle from a traffic light, but it can be scary for the transmission, because. in order to prolong its life, it is better to start smoothly, and then, starting from the second gear, you can press down on the gas;
• the cost of repairs and components, compared with mechanics.

Reliability, how are things going in 2018?

The question of reliability is perhaps the main fear that stops many when purchasing cars. concern VAG. The issue of reliability and negative feedback about the robot began to appear on the forums and on the network only after the seven-speed DSG-7 robot with a dry clutch appeared on the market, while cars with a “wet” were sold on the market for a long time, which did not cause any complaints. Practice shows that the DQ250 is able to move about 150,000 km without any problems, subject to proper operation and proper maintenance. Car owners who buy new cars do not have to worry about anything, because. The warranty will allow you to correct defects with the help of a dealer without question. But buying a car on secondary market it is better to diagnose the DSG 6 box, and then service it by replacing consumables and oil.

Reliability is evidenced by the fact that even sports models, such as, for example, the Skoda Octavia RS, the transmission does not break even on runs of 100,000 km. And this is worth a lot, because. I operate this kind of cars quite hard and often go to the tracks.

Owner Reviews 2018

We talked to the owners of cars equipped with this gearbox and that's what we were afraid to find out

Vitaly owner Volkswagen Passat CC

I really like how it looks this car. Prior to that, he owned a pre-styling version of the Passat SS with a 1.8 liter engine and a seven-speed robot, unfortunately I had to sell it. . I decided to buy a restyled version with a 2.0 liter engine and a “wet” DSG, which I don’t regret, because. for three years of operation, the box did not cause any problems.

Toha owner Skoda Octavia RS A7

I chose between the Audi A4 with a 2.0 liter engine, the Volkswagen Golf GTI and the Octavia RS itself, I settled on the latter because of the ratio of price and size of the car. What can I say, I am completely satisfied with the car and the gearbox, I skated on stock for a year, then I did Stage 1. At the moment, the mileage is 42,000 km, I’m thinking about doing Stage 2.

Kirill (Bravo_77) owner of Skoda Yeti

The second car was bought for pokatushek not new. I was looking for a Seat Freetrack for a long time. Due to the presence of all-wheel drive and the correct DSG, but not finding a copy in an acceptable condition for a reasonable price, I decided to take the Yeti, although it is slightly inferior in terms of engine volume, but it looks much better in design. At the moment, the car has Stage 3, more than 320 hp. and enhanced transmission. I don’t regret the car, I’ve been constantly hitting since lunch, while changing the oil in the box every 15,000 km, I pour the Vag oil. At the moment, the mileage of 78,000 km Karabas is confident.

Ilya Alexandrovich owner of Volkswagen Tiguan

The Tiguan was bought new in Rolf, which I can say that I liked the car in appearance, and the interior has a nice design plus a lot of space. Of course, I wanted to take a 2.0 liter with a seven-speed robot, which is installed on Audi, but unfortunately finances only allowed 1.4 150 forces and DSG 6. At the moment, the mileage is 17,400 km and that's what I can say, thanks to the quick operation of the gearbox and turbocharging, the small engine capacity is not it is felt for city driving it is enough for the eyes. As for the gearbox, I can say the following - the speeds switch quickly and smoothly, before that I had an Outlander with a CVT and a Camry with an automatic, so the DSG robot impressed me more, so in the future if I choose new car, then it will definitely be equipped with DSG.

We hope in the article we were able to answer all your questions about reliability, resource and the pros and cons of the gearbox, and also give an answer - is it worth buying a car equipped with a DSG 6 robot in 2018.

In more detail, the reviews of the owners are discussed in our next article.

The automotive industry is developing at an accelerated pace. Every year there are more and more new technologies. Some 20 years ago, automatic transmission was a curiosity for many Russian motorists. Today, the list of available transmissions has expanded. If we talk about German cars, then they can often be found with DSG 7. Reviews about it, the device and features of this transmission are further in our article.

Characteristic

So what is this box? It is a robotic transmission manufactured by the Volkswagen-Audi concern. Initially, this box was supposed to have six speeds. However, three years later, a 7-speed DSG box was born. Reviews of the owners about it were also contradictory. Many complained about frequent problems (we will look at them a little later). The main goal of creation is to get a box that would provide gear shifting without interrupting the power flow. This is a key feature of the DSG, which distinguishes it from other robotic gearboxes. At the same time, a car with DSG has a better acceleration dynamics and lower fuel consumption.

To ensure continuous transmission of torque from the internal combustion engine to the wheels, German engineers used two clutches and two rows of gears. If speak about technical specifications, DSG 7 is designed for torque up to 250 Nm. The working pressure of the hydraulic accumulator is from 50 to 75 bar. The volume of refillable oil is 1.7 liters.

Device

The box design includes:

• Main gear.
• Dual mass flywheel.
• Double clutch.
• Two rows of gears.
• Differential.
• Control system.

Principle of operation

The clutch drive disc, which rotates the engine, is located between two driven discs that are connected to the box. One of them is connected to the gears and the shaft of an odd number of gears (first, third, fifth, seventh), and the second is connected to the shaft of even ones (respectively, the second, fourth and sixth). When the machine starts moving, only the odd numbered disk is pressed against the drive disk. So the car starts in first gear. With an increase in speed, an odd row is disconnected from the leading disk and an even row is instantly attached. When the last one works, the third gear will already be selected on the odd one. Due to this, the switching occurs instantly. That is, the working principle is sequential connection gears of both rows.

Where is it applied?

Since the seven-speed gearbox can withstand a small torque, it is used on B and C-class cars, as well as on some D-segment cars. More specifically, such a transmission is used on cars:

• Volkswagen.
• "Seat".
• "Skoda".

Basically, these are cars with a small engine size - up to 1.8 liters. On more productive engines, a “wet” six-speed DSG is installed.

DSG 7 malfunctions and reviews

Now consider the problems associated with this One of frequent malfunctions concerns the gear shift fork. This element moves by means of a ball bushing-bearing. It does not withstand the loads placed on it, since the switching occurs quickly and harshly. If the sleeve is damaged, its inner plate begins to float in the box. This causes gear damage. Due to metal debris, the Hall sensor is clogged, thanks to which the mechatronic control system operates. Due to the destruction, balls can also fall out. Sometimes the box grinds them too. It is no longer recoverable.

The DSG 7 design has two forks. Many people believe that only the first and second gear forks can break. But the sixth and rear fork fails no less often. The bearing design is identical here. After 2013, German engineers revised the structure of these elements. On the new boxes, the bushings have become solid, without a ball bearing. What do the reviews say about the DSG 7 Volkswagen? With the new bushing, the box has become really more reliable. But buying used cars before 2013 is still dangerous.

Otherwise, mechanical failures are associated with oil contamination due to broken rods. It is necessary to monitor the purity of the liquid. otherwise, the metal dust contained in the oil can cause:

• Gear chipping.
• Breakage of the differential (at increased load, satellites are welded to the axle).
• Overheating of bearings and complete destruction of the seventh gear.

Other problems occur due to insufficient oil levels or due to improper assembly (or transmission tuning) after it has been repaired.

Clutch

Almost every owner has experienced this problem. According to the reviews of the owners, the 7-speed DSG box has flywheel wear. It wears out due to torsional vibrations during slippage and sharp starts. Also, reviews of the DSG 7 box say that the transmission does not like overheating. The clutch block must be clean.

The slightest dirt is negatively displayed on the quality of the DSG 7 on the Volkswagen Passat. Reviews note that the cost of replacing the clutch assembly is very high. The price of this operation is from 50 to 80 thousand rubles, which is comparable to overhaul any machine. And this despite the fact that the clutch has a small resource. According to reviews, DSG 7 Skoda should be serviced every 50 thousand kilometers. In 2012, engineers installed a shield on the hole for the release rods. This made it possible to reduce crankcase contamination and clutch wear. Also note that the transmission needs to adjust the working clearance of the discs. According to reviews, Skoda-Octavia with DSG 7 should be tuned and serviced only in a specialized service. You should not do any work yourself.

Very often, the resource is reduced due to the movement of the car in traffic jams and over rough terrain. But as the reviews say, the Skoda DSG 7 box does not need to be switched to neutral. Both disks rotate freely from each other. Therefore, by transferring the selector to neutral, you do not reduce the load on the clutch assembly and on the mechatronics.

About the resource

According to the reviews of the owners, DSG 7 has a short service life. The resource is about 150 thousand kilometers. Next with the box start again big problems. By the way, even on the new DSG 7, owner reviews noticed problems. The box twitches and selects the wrong rpm for shifting gears.

Mechatronics breakdowns

We continue to study reviews of the DSG 7. This transmission also has malfunctions regarding the electro-hydraulic control unit. Moreover, these breakdowns can also affect the mechanical part. As noted by the reviews, DSG 7 has the following malfunctions. This:

• Failure of the electronic board or its sensors.
• Failure of the pressure accumulator.
• Failure of the pump motor and control solenoids.
• Problems with the mechatronics housing or the accumulator glass. Owners are faced with such a phenomenon as channel cracks.
• Loss of tightness of the box and various leaks.

Many had to completely replace the mechatronics robotic transmission due to the complexity of the design and the lack of spare parts. The situation worsened in 2015. So, the mechatronics began to be flashed and when installed on another machine, it simply did not work. In view of this, it was impossible to purchase any block from disassembly. I had to shell out for a new one.

Electrical faults

Among the most insignificant reviews are blown fuses in the power circuit. Also on the DSG, the conductors of the board burn out, damaging its case. Due to breakdowns with the pump, the car simply refuses to go further. Another problem is a burnt pump winding. The board is ceramic and is very afraid of temperature changes, vibrations and overheating. However, this unit is still amenable to repair. But this requires special equipment.

How to save a resource?

• Do not make slippage at start.
• In the event of a long stop, the neutral mode should be switched on.
• It is not recommended to quickly move through the rows at speeds up to 50 kilometers per hour.
• Time to change transmission oil(every 40 thousand kilometers).

Summing up

So, we found out what a robotic seven-speed DSG box is. Among its positive points it is worth noting:

• The speed of switching speeds. Transmissions are switched on almost instantly and even faster than on a manual transmission.
• High accelerating dynamics. This is achieved by continuously supplying torque to the wheels of the car.
• uniform acceleration. In the case of conventional mechanics or an automatic transmission, characteristic jerks are observed during dynamic acceleration and an attempt to change gear.
• Ability to work in manual mode. This function allows the driver to independently choose the style of movement.

But there are a number of disadvantages, due to which many motorists refuse to purchase a car on DSG, in favor of conventional machine or mechanics:

• Small resource. Even with proper maintenance, such a box runs an average of 150 thousand kilometers.
• Unreliability. Common breakdowns that occur with a robotic seven-speed DSG box we listed earlier.
• Low liquidity in the market. Many people know about DSG malfunctions, and therefore it will be difficult to sell such a car.
• The complexity of the repair. It is not possible to carry out any repairs yourself. This work requires specialized equipment, knowledge and tools.
• Complicated and expensive, a special oil is used, which is more expensive than the usual "transmission". Also, replacement can only be done in the service. And this is an additional cost.
• The high cost of the car. Cars with DSG are much more expensive than with a conventional machine.

Is it worth it to buy a car with a seven-speed robotic box? There is no single answer to this question. Experts note that it is advisable to take such a car if it is new and under warranty. Then you can really appreciate the benefits of using DSG without any investment. But if you stop at choosing a used German car, you should refuse to buy a car with DSG. The warranty for this box is in most cases overdue and the future owner will have to deal with malfunctions on their own. And since the box is very complex, you need to look for specialized services. This significantly affects the cost of maintaining a car. The cost of repairing the box turns out to be unreasonably high. Therefore, in the secondary market, preference should be given to mechanics or a classic six-speed automatic.

Usually everyone is used to seeing mechanical or automatic box gears. But there is a new generation gearbox - DSG. Its structure includes both mechanics and automatic transmission. In another way, it is called a semi-automatic or dual-clutch box. This type has long been used in sports cars. In the production of conventional cars is still considered new technology. However, the modern car enthusiast just needs to know about the box DSG gear What is it and how does it work.

The developers of automotive hardware, Borg Warner, decided to create a transmission that combines the qualities and characteristics of automatic transmission and manual transmission. They created a six-speed box, but it didn't work with low power cars. Later, they came up with a seven-speed gearbox, but the clutch was dry in it, and the robot quickly heated up. After a year of hard work, the company decided to test its development on Volkswagen vehicles. The first batch of robots was released with defects, but everything was fixed soon. Now DSG is popular in today's automotive world.

DSG7 box

How is the DSG gearbox arranged?

At the moment, there are two transmission modifications: a six-speed wet clutch and a seven-speed. Each has some features or disadvantages, but about them a little later.
7-speed consists of:

1. the first output shaft.
2. Second output shaft.
3. Main gear.
4. primary shaft.
5. mechatronic.
6. Oil filter.

The first cars with DSG were cars from the Volkswagen AG line. It was they who came off the assembly line and divulged to the whole world about this technology. This gearbox is still manufactured at the plant to this day. So what is a DSG box? It consists of 5 shafts, which are connected by gears and 2 clutches. With this technology, they form a kind of mechanism that is very different from classic gearboxes. It is he who is responsible for the rapid acceleration of the car and high speed, as in cars with mechanics.

DSG internals

Due to the fact that gear changes are very fast, DSG transmissions have begun to be introduced into sports cars, where it is very important.

What is the difference between a dual clutch gearbox and a manual transmission?

The latest gearbox works very quickly and smoothly. All gears are switched instantly - this is a trump card for racing cars where speed comes first. The transmission is different from the mechanics. Let's recall the principle of operation of a manual transmission:

1. When the driver engages the clutch, the engine separates from the transmission, thereby cutting off the power flow to the gearbox.
2. After moving the gear lever, the gear clutch moves from one gear to another, despite the fact that they are different in size.
3. During this process, the speed of rotation of the clutch is gradually leveled, which leads to the inclusion of the next gear.
4. When the clutch pedal is released, the transmission is reconnected to the engine, torque starts, which turns into the rotation of the wheels of the car.

Each process is not physically felt by the driver, but if an inexperienced driver is driving, then due to the stop of the power flow from the engine to the transmission, there is a push that the driver feels with the passengers in the cabin. The principle of operation of the DSG includes the process of operation of the mechanics and automatic transmission. There is no clutch pedal here. There is 2 automatic clutch , which regulate odd (first) and even (second) gears. Gear shifts with irresistible smoothness. This is facilitated by the electronic control system of the Mechatronic transmission.

In the DSG, gears are located on different shafts. If in mechanics there was a single shaft, then here even and odd are placed on the first and second output shaft. In this case, the inner shaft is placed in the outer one so that even gears work from the outer one, and odd ones from the inner one.

Robotic DSG box

Opinions of experts and users

User reviews on the checkpoint are completely different. We propose to consider in detail all the pros and cons of this gearbox. For example, those who have used technology like it. There are a number of reasons for this:

• consumes less fuel. For a car on a DSG box, 10.2 liters of fuel per 100 kilometers are needed, which is even less than in a manual transmission;
• fast and smooth gear shifting;
• for racing competitions, cars with a DSG box are clearly suitable, because when you turn on the gear, the next one is already ready for activation;
• the robotic box can operate both in automatic transmission and in manual gear shifting mode for the convenience of users (similar to tiptronic);
• no loss of speed and power (almost comparable to mechanics).

The checkpoint also has a number of negative factors, which were noticed by real users during the use of the box. You can find negative reviews on the DSG transmission, which even dissuade motorists from buying a car with a semi-automatic transmission:

Now you know why DSG is criticized in the modern world, and also what the installation of a checkpoint can turn into when driving aggressively on the roads of big cities.

Let's sum up the above

The DSG semi-automatic transmission is a state-of-the-art technology that combines the elements of an automatic and manual transmission in one housing. Technology driven electronic system mechatronic. Used in expensive or sports cars where fast gear changes are required. On the one hand, it is worth taking cars with DSG, but on the other hand, this is not an option for normal driving on the roads. After all, a car can behave unpredictably, and reliability is an indispensable factor in which every owner of his four-wheeled friend should be sure. Fast and smooth gear shifting, lower fuel consumption is, of course, good, but everything will fade into the background if the car has an accident or any other accident due to a transmission in a traffic jam.

26.07.2017

Constantly manufacturers modern cars improve the produced transport. New technologies appear, machines become powerful. The improvement also affected the gearboxes. Like its predecessors, the checkpoint has advantages and disadvantages. We will help you clarify what causes problems in the DSG 7 box. Additional information you can see in the video located at the end. Let's tell you what are the disadvantages of the DSG-7 gearbox.

What is included in an automated transmission? The mechanism consists of:

• Mechatronic (control system);
• multi-plate clutch;
• primary and secondary pulley;
• main body.

The operation of the box is directly carried out by the Mechatronic system. This device consists of:

• Holla sensor;
• electrohydraulic control system;
• a large number of wires;
• mechanism for performing the tasks of the driver.

DSG 7 works according to certain principles. To switch the car to high or low speed on-board computer automatically disengages the clutch flywheel disc. The desired speed is turned on, the disk is automatically connected to the system. Main Feature This box is that it minimizes the time spent when switching gears.

Now let's take a closer look, why does the mechanism need as many as two clutches? The first clutch dsg 7 is responsible for switching odd speeds, and the second for switching even ones. When the car starts to go to the flywheel, the disk of the first clutch is attached, and the second one is turned off at this time. When the speed is gained, the laptop sends a signal to the system and the clutches change.

Compared to the DSG 6, the improved version has a dry clutch dsg 7, which is installed on cars with less strong engine. Replacing the dsg clutch is carried out by qualified specialists. There are many myths on the Internet about robotic gearbox. Some motorists read about the advantages, while others read about the disadvantages. But it is not able to accurately determine the advantages and disadvantages. We will show you to know the most famous advantages and disadvantages of this model.

Device advantages

Based on many years of experience, it turns out that the box has many minuses and few pluses. Although there are few advantages, they are available. Let's consider the most relevant.

First, fast gear shifting. This is the main positive side of the portable mechanism.

Secondly, thanks to the mechanism, the driver can choose to control the speeds himself or trust the system.

A big plus is the small absorption of engine fluid. Unlike DSG 6 a new version consumes 5 times less engine oil. In addition, fuel consumption is 15% less.

Cons of the device

The downside is that when buying a car with such a system, you never know how long it will last. Based on all the information, we have selected several problems that 85% of motorists face:

• During gear changes, the vehicle may emit slight vibrations or wiggle (This is due to the presence of a dry clutch);
• vehicles with built-in DSG 7 must not be towed. When towing, you can severely damage the clutch, and break the belts. Replacing the dsg clutch will cost a round sum. This means that if the car has stalled, you need to call a tow truck. If you try to start yourself, there is a chance of severe damage to the car;
• the mechanism is not installed on vehicles with a longitudinal motor;
• extraneous sounds under the hood while driving. Usually, motorists hear such sounds while driving over a lying policeman;
• due to the complex design of the dsg 7 mechatronics, few craftsmen take up the work. This is due to the fact that our specialists have little experience with such a system. Automatic transmission repair requires a lot of time and good equipment. Therefore, not every master will want to take up work at his own peril and risk;
• troubleshooting costs a lot of money;
• under heavy loads, the mechanism overheats. This is a big minus for motorists who are often in traffic jams or drive long distances. During prolonged operation, the robot overheats and begins to function sluggishly;
• the clutch often breaks. Frequent problem if the car is driven off-road or on bad roads. Volkswagen dsg 7 manufacturers warn their users that the mechanism is not designed for constant off-road driving. Therefore, the device is best used in urban areas;
• dry clutch. Because of this, the machine wears out quickly. Due to incorrect dsg 7 mechatronics algorithms, the machine does not function correctly. Shaft bushings, pads, forks wear out quickly. The car has to be repaired often, and automatic transmission repairs cost a lot of money;
• dirt sticks to the sensor. The sensors are not working properly. The laptop does not see all the problems. Because of this, there may be frequent breakdowns cars. When the sensor is dirty, the device may not indicate that the machine has overheated, as a result of which an important part may burn out. May be required deep repair dsg 7, which costs a lot of money. In addition, not every auto repair shop wants to repair the DSG 7 device.
• mixing antifreeze with oil. The problem is very rare. Because of such a problem, you will have to do a complete replacement of dsg 7. When the coolant enters the oil, the device fails and becomes faulty. The motorist may not immediately notice this problem and continue to operate the car. This will lead to very bad consequences;
• Holla sensors. We have already mentioned them above. According to the drivers, the device repeatedly turned off the traction if the Hall sensor did not work. The mechanism monitors the location of the gearshift lever. If it malfunctions, incorrect information pops up on the display. Equipment breaks down, dsg 7 needs to be replaced;
• double drum clutch and flywheel. With the advent of this mechanism, the bearings began to wear out a lot. The clutch is constantly breaking for this reason. If metal dust enters the gearbox, the device fails. It harms the system. Needs permanent repair dsg 7.

From the pros and cons we have listed, it is noticeable that there are much more disadvantages than advantages. This is primarily due to the complex design mechanism. It has flaws that disable the car. Developers are trying to fix all the problems. Perhaps soon the device will become better. In the meantime, the device functions in the old way.

Years five or ten years ago Volkswagen models we were considered exemplary reliable. This, however, is all thanks to the experience of the 90s and early 2000s with the massive import of really reliable Golf, Jetta and Passat. They were not at all "indestructible", but in general, the stereotypes of reality more or less corresponded.

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

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

In the meantime, the number of cases has increased. More and more owners of new cars with new engines and low mileage found themselves in a situation where a motor or transmission repair was required. It has become impossible to hush up, let alone blame the owners of the cars themselves for the problems.

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

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

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

Patient portrait

First, about the subject of conversation. As practice shows, most of the participants in the discussions are tritely unaware of which unit is called, and even more so - how it works. The automatic transmission of the DQ200 series, also known as 0AM / 0CW and its sister gearbox 0CG for hybrids, includes a lot of transmissions for engines with a transverse engine with different gear ratios and housings.

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

Operating pressure accumulator

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

The design is designed for engines with a torque of up to 250 Nm, and in practice it can withstand as much as 350 Nm and even a little higher. The unit is designed specifically for use with low powerful motors as a transmission with maximum efficiency and a large dynamic range.

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

The gearbox, in fact, is mechanical, but has a composite input shaft and two secondary ones. Gear shifting is carried out by clutches, as in conventional manual transmissions. In such a design, everything seems to be reliable if the bearings withstand, but ...

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

Typical breakdowns

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

First of all, let down the gear shift forks. Here they move using a ball bearing bushing. And it, as it turned out, does not withstand the load, because the hydraulics switch very quickly and harshly. Once a bushing is damaged, its inner plate is sent floating around the box, causing damage to the gears and creating metal debris. The latter not only acts as an abrasive, but also clogs the Hall sensors that mechatronics need to control the box. In case of serious damage, balls may also fall out. They are more difficult to grind, but the box will handle it. But there will be even more losses.

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

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

A broken differential can be a completely separate problem: the satellites are welded to the axle under increased load due to an unsuccessful design, and not due to some other problems.

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

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

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

Also, the clutch unit suffers greatly from illiterate work of the driver by traction in traffic jams and on rough terrain. By the way, both clutches are normally open, so there is absolutely no need to switch the box to neutral to reduce the load on the mechatronics and clutch in traffic jams. But the knot still remains quite complicated and expensive. And highly vulnerable to driver and technician errors.

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

The main breakdowns of mechatronics

The rest of the breakdowns of the DQ200 are associated with the “mechatronics” block - the electro-hydraulic box control unit. Its problems may well harm the mechanical part, because the gears are engaged here independently, and the clutches are not connected to each other. The list of typical block failures is quite voluminous. So you have to do it as a list.

• Pump motor failure
• Breakdown of control solenoids
• Failure of the pressure accumulator
• Failure of the electronic board or its sensors
• Breakage of the mechatronics housing due to channel cracks or breakage of the accumulator glass
• Leaks and loss of tightness

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

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

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

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

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

The conductors of the board literally burn out, damaging its case, and the motor simply gets up due to pump breakdowns or due to its own problems. Often the pump windings burn out.

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

Faults 18156 P1748 and 05636 P1604 are also related to the electronic board, but in this case the control module is damaged.

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

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

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

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

Troubles can also be expected from the side of the main aluminum board-block housing and hydraulic accumulator. The accumulator can pull out of the block with damaged threads, and it will bend the housing cover. At the same time, the liquid will go away. The case often flows at the "glass" of the accumulator. A crack can be welded, since there is enough space, but very high-quality work with milling the leak cavity will be required. In extreme cases, the entire body can be replaced. The price of a part on Amazon is about $ 40, which is not so much, but in Moscow it will cost you 150.

The average price of a mechatronics repair assembly will be about 35-50 thousand rubles. Usually, the cost of repairing a node from various specialized companies that install the blocks restored by them instead of yours is also within these limits.

Average mechatronics repair price

35,000 - 50,000 rubles

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

Among the malfunctions of mechatronics, there are almost no such that require it. complete replacement new. So the price of the assembly assembly of 300 thousand rubles should not scare you. Restoring will be much cheaper. But breakdowns of the mechanical part can be expensive, but now there is a good choice of "used" units, which have mechanical part is in guaranteed good condition.

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

To take or not to take?

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

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

Mechatronics control board 927769D

40 000 rubles

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

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

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

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

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

How is your DSG box doing?