Home Heating Direct Shift Gearbox (DSG). What is a DSG gearbox - the advantages and disadvantages of a double-clutch gearbox Dsg gearbox on which cars are installed

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Direct Shift Gearbox (DSG). What is a DSG gearbox - the advantages and disadvantages of a double-clutch gearbox Dsg gearbox on which cars are installed

More recently, manufacturers have begun to actively install robotic gearboxes on cars instead of the usual and. As you know, a robot (RKPP) is a mechanical transmission, in which automatic on / off is implemented, and without the participation of the driver, the desired gear is selected and turned on.

In other words, a box - a robot is another type of automated transmission, while it is cheaper to manufacture, simpler in design, and provides high fuel efficiency.

Read in this article

DSG robotic gearbox (DSG): what is it

So, in order to understand what DSG is, you first need to consider the main types of robotic boxes. In a nutshell, a robotic gearbox can be either a "single disk" robot (for example) or a preselective robotic gearbox with two clutches.

An ordinary robot, which has only one clutch, is similar in design to, while the engagement / disengagement of the clutch and the gears are controlled by the automatic (with the help of electric and hydraulic servos under the control of the ECU by the box).

This design is simple, the gearbox itself is quite reliable, however, when shifting gears, certain discomfort arises, the car "bites" its nose during intensive acceleration, a single-disk robot often delays the inclusion of a low and high gear, etc. Also, during operation, the clutch itself wears out quickly.

DSG box: device and principle of operation

In turn, DSG (Direct Shift Gearbox) is a direct shift gearbox developed by Volkswagen. To put it simply, it's still the same manual transmission, but there are already two clutches.

Moreover, in such a box, two manual transmissions are combined at once in one case. Each of these conventional boxes has its own clutch disc. In this case, one box is responsible only for even transmissions, while the other for odd ones.

To switch up or down a step, the driver (in the case of a manual transmission) or ECU (in the case of a single-disk robot) disconnects the clutch disc from the flywheel, then engages the gear, and then reconnects the clutch disc. At the same time, it is not transmitted to the wheels until the clutch disc is connected to, the car noticeably loses in dynamics, and fuel consumption increases.

If we talk about DSG, for example, when a car with such a gearbox accelerates, the clutch of an odd row of gears is attached to the rotating flywheel, while the disc of the even row is in an open form. Further, while the car is accelerating in first gear, the ECU (mechatronic unit) gives the command to turn on the second on an even row.

Then, already at the moment of switching, the disc of the odd row is disconnected and the disc of the even row is turned on, while the next gear is similarly “preparing” to be switched on already in advance.

It turns out that if the car moves, for example, in 2nd gear and then picks up speed, on command of the ECU, 3rd gear will also be almost completely engaged. As a result, when the moment of upshifting comes, a full shift from 2nd to 3rd takes a fraction of a second, gears change very quickly, and the power flow is practically not interrupted at the moment of shifting.

This feature of the work is clearly reflected in the name of this type of gearbox, since a box with two clutches is usually called preselective (preselection and partial engagement of the next higher or lower gear). As a result, the DSG transmission offers the high level of comfort inherent in automatic transmissions and variators, as well as the dynamics and fuel efficiency of traditional mechanics.

Types of DSG boxes: DSG-6 and DSG-7

DSG boxes are 6 and 7-speed. In this case, DSG 6 is "wet", while DSG 7 is "dry". The first version is designed for higher torque and is installed on powerful cars of the VAG concern. The DSG 7 version is installed on cars with less powerful internal combustion engines. The first to be developed was the six-speed DSG 6.

The clutch in such a box works in an oil bath. For this reason, this type of gearbox is called "wet". The disadvantages include the loss of power due to the large amount of oil and the need to implement its supply. The DSG7 version appeared later, it has a "dry" clutch. At the same time, the reliability of such a design has decreased, this type of gearbox has more problems and a shorter resource.

DSG resource and DSG boxes malfunctions

Let's start with the problems. Most often, the problem is expressed in the form of jolts when changing gears. The reason is too sharp clutch engagement, the car starts to twitch. Also, when shifting gears, there may be shocks, grinding noise. Another option may be the problem of loss of traction on a car with DSG, and right on the move.

As a rule, such malfunctions are more inherent in the DSG 7 with a dry clutch. Such a clutch is subject to rapid wear, in parallel, certain malfunctions are also given by Mechatronic (ECU box).

In the list of other problems associated with this type of gearbox, it is necessary to highlight the wear of the shaft sleeve, problems with the clutch release fork, electrical problems (contacts, failure of sensors, etc.). At the same time, it is important to understand that often for a non-warranty vehicle, DSG diagnostics and repairs are expensive, and the cost of spare parts is also high.

If we talk about the resource, it should be noted that at the initial stage, no special problems with DSG 6 were observed on average, up to 150-200 thousand km. However, after many VAG models began to massively install DSG 7, the number of calls during the warranty period on runs of 60-80 thousand km. increased markedly.

As a result, the manufacturer launched a customer support program, extending the full DSG 7 gearbox warranty to 5 years or 150,000 km, whichever comes first. Within the framework of this program, all repair work (up to the complete replacement of the unit) was performed free of charge.

In the future, the program was curtailed, citing the fact that VAG engineers finalized the software for the control unit, made certain changes to the clutch design, that is, made DSG 7 more reliable.

One way or another, taking into account the information provided, it is quite logical to assume that the average resource of DSG 6 is about 200 thousand km, while for DSG 7 this figure is about 150 thousand km.

As you can see, a serviceable DSG gearbox is capable of providing good acceleration dynamics, comfort and fuel efficiency. In other words, the main tasks set for the developers in the conditions of the fuel crisis and tough environmental standards have been solved.

At the same time, the issue of resource and reliability was deliberately pushed into the background. In simple words, even a relatively reliable DSG 6 quickly replaced DSG 7. At the same time, given the obvious problems, VAG still preferred an expensive warranty repair program and the active dissemination of information about DSG7 modifications in order to increase its reliability to a banal abandonment of this gearbox.

In other words, instead of going back to DSG 6 or the time-tested hydromechanical automatic, the manufacturer continues to install DSG7 on many popular Volkswagen, Skoda, Audi, etc. models, claiming that the reliability of the box has improved significantly.

In practice, the feasibility of using a DSG is questioned by many experienced car enthusiasts. Moreover, if we are talking about DSG 6, the real mileage does not exceed 100 thousand km. and the checkpoint is working properly, then such a car can still be considered for purchase.

As for the DSG7, especially the first years of production, even if such a gearbox works normally, this does not mean that the residual resource is still large enough. In other words, you need to immediately prepare for a gearbox repair, and an expensive one.

We add that although there is nothing special to break in the box itself (shafts, gears and other elements "run" for a long time), however, problems may arise with the clutch assembly, sensors, actuators, electronic control unit, wiring and a number of other mechanisms, parts and assemblies ...

At the same time, in some cases, it may be enough to reflash the ECU and replace the clutch, while in others it is necessary to change expensive and officially non-repairable units.

Finally, we note that another disadvantage of DSG, especially DSG7, is their low liquidity in the secondary market. This means that such a car, especially a premium model with low mileage, can be bought at a high price, but it will not be profitable to sell it later.

To put it simply, most motorists today are well aware of the problems of this box and simply do not consider cars with the specified type of gearbox. Another option would be to try to significantly reduce the cost of a used DSG car during bargaining. The reason is quite obvious, since a potential buyer separately takes into account the cost of a possible repair of a preselective robot, and such repair may be required very soon.

DSG: how does it work?

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

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

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

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

Pros of DSG

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

Disadvantages of DSG

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

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

DSG myths

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

The main malfunctions of "DSG".

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

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

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

Finally...

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

Every year the automotive market offers a huge number of models, configurations, modifications for every taste and wallet of the buyer. In addition to design, comfort and engine, there is a variety of transmissions on offer. More and more manufacturers are equipping cars with both manual and automatic transmissions. But if the mechanics differ mainly in the number of steps and gear ratios, then the situation with automation is more complicated. They are presented in several types, differing from each other in the principle of operation, design, scope of application.

Most often, the choice of the buyer falls on 2 types of automatic transmissions - the classic automatic transmission and DSG, which is also called a "robotic" transmission. Let's consider each type in more detail and try to decide which one is better.

Automatic transmission

The classic torque converter box is the most common automatic transmission used in automobiles. Its first samples began to be installed back in the 20s of the last century, but it became full-fledged only closer to the middle of the twentieth century, when all three main components were combined into a single mechanism. These main components are: torque converter, planetary gearbox, hydraulic control unit.

In such a machine there is no rigid adhesion, and the torque is transmitted due to the circulation of oil inside the torque converter. The gears are switched by means of planetary gears in the box, and the control function is performed by the valve body.

The popularity of this type is due to its sufficient reliability and maintainability... The focus should be on the quality of the oil and the timely maintenance of the torque converter.

On average, modern automatic transmissions have from 4 to 6 steps... The main modes are included in the control:

"D" - Movement.
"P" - Parking. Used for long-term parking. Vehicle movement is not possible.
"R" - Reverse.
"N" - Neutral. Vehicle movement is possible. Used for short stops or for towing.
"L" - Driving in a low gear. Used in difficult conditions where engine speed is important.

One of the significant disadvantages of this type is price... Due to the complexity of the design, the cost of the box is quite high, which entails an increase in the price of the car. It is also worth noting that such a transmission is rather heavy and adds an additional 20 - 30 kilograms of weight to the car. This negatively affects driving performance and fuel consumption.

But if the budget does not allow you to buy a car with automatic transmission, but you just want an automatic transmission, then another type of transmission - DSG, also called a "robot", will perfectly serve as an alternative option.

DSG gearbox

Robotic transmission- this is what the DSG box is usually called. The mechanism is similar to a conventional manual transmission, only the automatic gearshift function is performed.

A distinctive feature of this type is the presence of two clutches... Each of them is responsible for its own series of steps - even and odd. Starting movement in first gear, one disc is closed, while the other is ready to shift to the next stage. When the required engine speed and speed are reached, the first disc opens and the second closes, transferring the box to the next gear. When the speed decreases, the process occurs in the reverse order.

Thanks to such a system, the torque is transmitted as smoothly as possible and without loss of power, which significantly reduces fuel consumption.

But such a transmission also has significant drawbacks.

According to statistics, DSG more often than other gearboxes fail. One of the most problematic areas in these boxes is the clutch. The discs are subject to rapid wear, which results in clutch slippage. From this, jerks appear when switching, dips, a decrease in dynamics. The electronic control unit also quickly depletes its resource, there are violations in the electrical circuit. All this entails high repair and maintenance costs.

What do automatic transmission and DSG have in common

Automation... Both transmissions are automatic and the driver does not need to be distracted by squeezing the clutch, shifting the lever, adjusting the gas pedal. This is especially important for drivers who have just obtained a driver's license and have not yet acquired enough manual transmission skills.
If the transmissions are in good condition, shifting occurs smoothly, comfortably, without jerks.
The modes and their letter designations are identical.

Major differences

The automatic transmission does not have a rigid clutch with the engine. The DSG has two clutches, which are responsible for their own row of stages.
Fuel consumption with a DSG gearbox is lower than that of a machine. Switching at the "robot" is as short as possible, which reduces the load on the engine.
The dynamics of a car with an automatic transmission is worse than with a DSG. Due to the nature of the clutch, an engine with an automatic transmission requires more load to accelerate.
An automatic transmission is more reliable than a robotic one. According to numerous studies, the robot is most often prone to breakdowns.
Price and service. DSG is cheaper but requires significant repair and maintenance costs.

Which type is best for whom

Automation is widely popular among women. In this, perhaps, both types of transmissions are not inferior to each other. But it is also important to consider the operating conditions. Thanks to its design, the automatic transmission is suitable for urban conditions. Although the flow rate of the machine is higher, in conditions of traffic jams, the DSG is much more susceptible to wear.

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.

Kinds

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.

Flaws

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:

the cost of the car is much higher than with simple mechanics;
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;
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);
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);
Mechatronic itself cannot be repaired, only a complete replacement;
expensive procedure for changing the oil on a 6-speed transmission;
on the seven-speed one, jerking is noted when shifting gears from first to second (this defect is extremely rare, but still present);
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.

The problems of DSG boxes are familiar to many motorists, and not only to those on whose cars they are installed. Buying a car on the secondary market, many are afraid of trim levels with this robot as "damn incense". Moreover, they remember all the usually old "jambs", not thinking that the manufacturer did not sit idly all these years, and eliminated gearbox problems on new models from year to year.

Malfunctions and improvements

Just in case, it's worth explaining that there are two types of DSG boxes. The first of these is the six-speed DQ250 02E (DSG6), which was developed by VAG engineers in conjunction with Borg Warner specialists. The transmission is called "wet" because its clutch discs are constantly running in oil.

DSG with seven gears or a "dry" type DQ200 0AM robot box, developed by VAG in cooperation with LUK. The box received the stigma in the form of a "dry" type due to the lack of lubrication between the clutches. VAG decided to use a "dry" gearbox, because it determined that it takes extra energy to overcome the oil resistance, which means that a low-power engine will consume a lot of fuel, which could not be allowed.

In fact, it is a simplified and lightweight version of the "wet" six-speed DQ250 gearbox, which is designed for a torque of 400 Newtons per meter. For 7-DSG with "dry" clutches, this number is 250 Nm ..

DQ250

Most motorists familiar with the problem believe that the 7-DSG (DQ200) gearbox with a dry clutch is the main source of complaints, and all its problems stem from design features. But in fact, the 6-DSG also has problems - the first two gears are shifted with jerks, the gearbox is noisy and a number of others typical of VAG robots.

The clutch resource of a "wet" robot is most directly influenced by the mode in which the car is operated, as well as by the software of the engine ECU. Its average service life is 100 thousand km. But fans of "chipanut" a car (as well as road "aggressors") do not reach such a figure - their lot is 40-50 thousand km.

In addition to the failure of the clutch, there is also a more terrible problem - the wear of the mechanical part of the gearbox. First of all, the teeth of the gear wheels of the main pair and gears suffer. An interesting fact is that if you leave the gearbox software "stock", then such a car can easily participate in circuit races, subject to frequent oil changes. At the same time, the "ragged" urban driving style leads to large financial losses - normal repair DSG6 will pull at least 60 thousand rubles. And at a dealership service station it is even more expensive.

Although this robot has many advantages over the 7-DSG, it is not without its drawbacks. So, in a single lubrication chain, the mechatronics, the clutch and a number of mechanical elements of the gearbox work. Wear products, moving along the lubricating circuit, penetrate the mechatronics, causing malfunctions in its operation, with their help the clutch or the mechanics of the box itself quickly breaks down. For this reason, the transmission oil should be changed every 40-60 thousand km.

Another disadvantage of DSG-6 is the problem of classic automatic machines - the box should not be subject to prolonged slippage, its oil quickly overheats in this mode, which is fraught with serious repairs.

Serious improvements to this checkpoint were carried out in 2009, since then the automaker claims that the "robot" practically does not cause problems. Unofficial stations claim that in the first time after the modernization, the box still had mechatronic malfunctions, similar to the 7-DGS, but gradually the problem was eliminated.

In 2013, VAG redesigned the body of this gearbox, due to which there were problems with access to the bolt of the front suspension arm, the external and internal filter elements were updated. Recently, new software firmware has been periodically released, and the clutch itself for a "wet" gearbox has been modernized at least four times.

DQ200

In 7-DSG, early failure of the clutches, software failures and failures of the lubrication system were added to the above. At high temperatures, liquid Castrol flowed into the mechatronics, followed by a short circuit with all the ensuing consequences. Among the frequent malfunctions, a small resource of the clutch, the mechatronics itself, the bearings of the shift forks of some gears is also distinguished. The clutch has already been modified at least seven times, and this is bearing fruit - on average, it serves 100 thousand km. At the same time, everything was not so happy with the mechatronics engineer - he could refuse at any time. Repair at a dealer only implies its replacement (from 50 thousand rubles). At third-party service stations, this unit is successfully repaired, while it is believed that the cause of the breakdown is a factory defect. This conclusion suggests itself due to the fact that mechatronics only from some batches have a small resource. In the event of a breakdown in the hydraulic part of the mechatronics, the valves are replaced and the unit is restored (if possible). In case of electronic breakdown, the board is re-soldered.

A similar situation exists with the wear of the bearings of the gearbox forks. Although repair kits have appeared on sale, they are taken to replace it mainly on third-party services. "Officials", in the event of a mechanical part of the gearbox faults, give preference to replacing the box. This policy is pursued by the automaker, and repairs are often inappropriate for financial reasons and due to the lack of necessary spare parts. The "unofficial" spare parts, as a rule, are available, as well as special tools.

7DSG was produced in two fundamental modifications. The first one is 0AM, and the second (which is still being released) is 0CW... Although the second version received many changes and improvements, the name remained the same.

A large-scale modernization was carried out in 2011. All the main components were refined: the control unit, the clutch and the gearbox mechanics, which began to fail less often, but there were still many breakdowns.

2014 was officially named the year of the second modernization, but already in 2013 the modified DSGs were installed on the conveyor, for example, on Skoda Octavia A7 .

VAG engineers were very confident in the effectiveness of the modifications performed and for this reason reduced the warranty period. Instead of the previous five years, which were installed separately on the DSG, the automaker made a guarantee equal to the total period for the car as a whole.

According to representatives of the concern, the update of the box has reduced complaints about its refusals several times. The same information is confirmed by dealer service centers and unofficial service stations. Yes, the reliability of the unit increased, but some types of repairs were still in demand.

In general, in 2014, the Germans officially announced that the modernization work on the 7-DSG was completed, and now the updated box will be installed on all new cars. According to them, the mechatronics unit, the mechanical part of the double clutch was completely redone, the control program was updated and a number of other improvements were made.

It is worth mentioning separately about updating the box's firmware. Many complaints from car owners were about jerks and jerks when changing gears. The task was to make them smoother.

You can read about frequently asked questions and their answers.

With the help of the program, the wear of the clutch discs is determined, and based on the information received, the moment when they close and open is more accurately calculated. Also, with the help of electronics, the clutch is prevented from burning when accelerating, when the gears are reset, and during an intensive start, the revs are kept in the region of average values. With the help of fresh firmware, the box shifts gears according to a different algorithm. For example, the control program will not allow "gasping" in the "slipper to the floor" mode. Despite the driver's efforts, the car will only move after the clutch is fully closed. This will happen smoothly and with some delay.

The box was equipped with a new type of output shafts, light-alloy clutch forks were changed to made of steel, new release bearings, other adjusting rings, a wear compensation mechanism were installed, the clutch block was closed with a plastic screen. The clutch lubricant mixture has been redesigned. Moreover, they changed the lubricant three times until they achieved the desired result. Tests have shown that, according to the results of simulating a 100,000th run, the wear of the clutches was only half a millimeter. This is a good indicator considering the clutch disc linings are 3-4 mm thick.

To date, most of the problems of the seven-stage "robot" have been practically resolved. The service for their repair is almost no longer asked. The same applies to warranty cases.

What cars are DSG installed on

Almost all of the latest VAG concern. And these are brands ranging from VW to Bugatti, but the checkpoints there are very different from each other. So, DQ250 and DQ200 will be installed on Volkswagen, Skoda and Seat. DSG7 is found on Skoda Yeti 1.4 TSI or Volkswagen Jetta with the same engine. The manufacturer, to his credit, always indicates the number of gears in the robotic gearbox. If there are seven of them, then the box is DQ200. If six, then a DQ250 or a conventional automatic with a torque converter.

Robots installed on AUDI, bear the name S-Tronic... The principle of their work does not differ from DSG. However, there is one exception - 7-gearbox with wet clutch DL501 (0B5), which began to be installed on cars from the beginning of 2009. It can handle torques up to 600 Newtons and can only be installed longitudinally. In addition to Audi, a similar box was later installed on Volkswagen cars, but with a transverse installation - DQ500 (0BT).

The car was the pioneer with this box. VW Transporter T5 since March 2010. Later, this box began to be installed on other cars, the most massive ones can be called Tiguan II and Passat b8... The main advantage in the design is the presence of two oil circuits - one circuit is aimed at lubricating the mechatronics and hydraulic couplings, and the other for gears and differentials. This significantly increased the reliability of the box when compared to the DQ250.

In 2014, at the Volkswagen Transmission Tianjin plant in China, production of DSG DQ380 with seven gears and wet clutches, which withstands 380 Nm of torque. But this box was produced only for the domestic market of the PRC.

Porsche's robotic boxes are called PDKs. Although the principle of their operation is similar to the DSG, the development belongs to the specialists of ZF. There are two channels of lubrication in it; carbon is used as materials for the manufacture of synchronizers. The torque can be painlessly up to 700Nm.

Summarizing

After 2013, VAG has decently upgraded its robotic gearboxes. The DQ250 is no longer considered unreliable. The DQ200 is confidently catching up with it. The Germans are constantly working on errors, conducting a constant analysis of the statistics of breakdowns. With the help of the studies carried out, it was possible to achieve the initial reliability of the DQ500 (DL501) box, which began to be installed in 2014 on a much larger number of cars of the concern than before.

Statistics show that no more than 5% of buyers deal with DSG faults during the warranty period. But the numbers vary from salon to salon. So in some firms, such appeals were not recorded at all. And most often the problems are associated with improper operation of the box.

We can say unequivocally that almost all the problems, even with DSG-7, are over. You shouldn't avoid it, especially when buying a new car. If you buy a pre-owned copy with this type of box, you shouldn't worry too much either. If the car was produced after 2013, then it will definitely be with a modernized DSG. But the owner, and especially his riding style, should be a subject for you to study. If this is a fan of "immersion", then it is better to refuse such an option. Otherwise, just have the car diagnosed by the dealer before buying.

In fact, the DSG robot revolutionized the automotive industry, demonstrating the highest transmission efficiency. Of course, the first pancake cannot but be lumpy, which was shown by the first models equipped with DSG. The identified problems were successfully resolved over the next several years. Now new boxes do not cause problems for car owners. All their frank malfunctions appear with inadequate operation. True, the automaker performed the work on the errors at the expense of you and me.