The weakness of the 6-speed wet clutch transmissions is that multiple aspects need to happen simultaneously with perfect synchronisation along with other operating conditions. Unfortunately, the electronically controlled shift solenoids don’t always work in synchronised harmony. This will lead to unfavorable shift characteristics and in particular poor initial take off and awkward lurches when coming to stop, as the clutches are disengaged. The DSG specialist technicians at German Auto are experts at diagnosing the idiosyncrasies of these transmissions. We highly recommend the use of TVS software as they have spent an exorbitant amount of time fine tuning the factory shortfalls of everyday stop-start city driving.
is the second generation DSG which was released in 2007. It is the only DSG to feature a seven-speed double “dry” clutch design, and of all the DSGs, this is the most problematic of them all. It also was the most sold transmission worldwide. Globally, it is in two Audi vehicles (A1 and A3) and 16 different Volkswagen vehicles (Beetle, Bora, Caddy Van, Golf, Jetta, Lavida, Passat, Polo, Sagitar, Scirocco, Sharan, Tiguan, Touran, and UP).
To meet such a wide range of operating applications and conditions, the DQ200 software has to compromise by not being fully optimised for a particular driving style. Unfortunately, this does not ideally suit stop-start city traffic and leads to poor clutch life in comparison to a manually operated dry clutch. The TVS software will remedy this issue as the software has an engineering focus on clutch longevity and normally expected shift patterns.
Due to the assembly design of the dry clutch, this transmission is inherently noisy. When you are driving on a bad or bumpy road with the windows down, you can hear what sound like pieces of metal in an empty paint bucket echoing off the passing houses. Some of these noises can be attributed to loose internal mechanical end play clearances causing shift levers to hit the gearbox casing. Other issues causing this noise can be played in the flywheel and play in the dampening springs in the clutch (which are identical to what you would find in a manual gearbox clutch assembly).
Damage to these parts increases the noise, especially when traveling in seventh gear; engine RPM can be as low as 1,150 RPM making it just right for it to rattle. A slight change in the programming that TVS offers alters the RPM by increasing it to 1,400, which is enough to eliminate this vibration spot. Curing this under RPM problem not only assists is lengthening the life of the clutch, it also improves the performance of the vehicle. Additionally, they changed clutch pressure control and eliminated the 2nd gear hold bringing the transmission down into first when it should make the downshift. All of this is designed to alleviate the premature failure of this easily overheated dry clutch assembly.
This DQ200 also experiences bearing failure causing the gearbox to wear, producing excessive metal. The magnets used as shift fork position sensors begin to attract this metal. If there seems to be about 15 mm of buildup, VW recommends a new transmission as changing these bearings may not produce the desired repair.
Is the strongest DSG currently on the market, handling up to 750kw/1000Nm with TVS software. The DL501 is used exclusively in Audi vehicles and is the only longitudinal DSG. It is also a seven-speed transmission that makes use of a wet clutch assembly, however, the DL501 uses considerably more clutch plates than the DQ250 model.
The DL501 uses two types of oil; one for the hydraulic circuit and wet clutch, and another for gear train lubrication. This differs slightly from the DQ250, which uses a single oil for all components, and the DQ200, which uses entirely separate oil for the hydraulic circuit to the gear train, and requires no oil for the clutch. The decision to separate the two types of oil was made to increase the reliability of the transmission by preventing cross-contamination between the two main points of wear and tear debris. Despite this, the DSG still has a lot of issues, especially those produced between 2009 and 2013. Problems for the DL501 are highly dependent on the model and the engine size. With most notable symptoms:
- Q5 2.0 TDI: Extremely low RPM gear shifting. (Droning)
- Q5 2.0 TSI: Incorrect gear selected
- All models: Long delay response from the steering wheel shift paddles (except S4/S5)
- All models: Strong jerk when down-shifting from 2nd -> 1st gear
- All models with higher mileage: Knocks when down-shifting
- Flash of the warning light
Some unsolvable complaints can be fixed with the use of unique software from TVS-Engineering.
Is the strongest transversal DSG on the market, handling up to 600kw/1000Nm with TVS software. Hence the DQ500 is used on heavier vehicles and more powerful models, such as the VW Transporter, VW Tiguan, Audi RS3, Audi TT-RS, and Audi RSQ3.
Essentially the DQ500 is an upgraded DQ250. Still using seven-speed wet clutch technology, however, it is rated for much larger loads than its sibling. The DQ500 is so similar to its predecessors that there’s very little more to say about its individual characteristics that haven’t been covered already. The DQ250 is known to suffer from excessive slip on the clutch in 2nd gear, shifting at extremely low RPM’s (droning), and slow reaction when accelerating.