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Direct Shift Gearbox Performance Upgrades & Installs In Adelaide!


TVS-Engineering is the world’s only true V.A.G DSG specialist, pioneering the development of innovative DSG software and hardware solutions since 2005. TVS are proud to be the first company in the world offering factory quality plug & play tuning solutions for all VAG DQ200, DQ250, DQ380, and DQ381 applications. Not only is TVS software applicable to a wide range of vehicles, but it also comes with a variety of package options. TVS offer preventative maintenance drivability software to fix those strange sounds and awkward shifts, particularly the prominent annoying throttle delay on takeoff that is a common complaint amongst owners. But For those drivers who demand the most from their cars TVs also offer performance software of various different stages, 1 through to 4, 1 being mild performance and 4 being Racing applications.

The drivability software package provides improved drivability through unique shifting strategies matching the engine for ultra smooth up and downshifting. This results in better throttle response when accelerating, smoother gear changes and optimised D & S shifting modes. No longer will the DSG select an inappropriate gear when entering a curve or a roundabout.

The life extender software package provides sustainable software solutions to extend the lifetime of your gearbox. The patented software achieves this through improved clutch control, cooling and more efficient thermo-management.

Have you fitted your car with bells and whistles to increase power only to have rough up-shifts and the clutch slip when it comes time to put the power down? This can occur when the engine and DSG software are not in perfect harmony. If left unaddressed, this will result in the clutch wearing out in 6-24 months. This has nothing to do with the quality and experience of the engine calibrator, but rather the fact the DSG still expects to function under factory power levels. To fix this the DSG software needs complex modifications, this is where TVS comes in.

The TVS performance software package perfectly matches shifting strategies for any engine and gearbox combination, ensuring all necessary software modifications for various performance applications, stages 1 through to 4. The software accomplishes this by increasing maximum gearbox torque, maximum clutch pressure, and raising torque limiters. The software can also deactivate automatic upshifts, automatic downshifts and kick-down during manual mode, it is even possible to set customised up and downshift RPM set points.

To maximise performance TVs also offer launch control software which activates or enhances pre-existing launch control functions by enabling user-definable launch settings. These definable launch settings include multi-step RPM limits, individual launch control setups for each D/S/M mode, launch control with ESP active, boost on launch control (included “rally sounds”). All these added features provide an improved launch control response time for quicker launches.

The software can only do so much, and that’s where the TVS-Engineering hardware solutions come in. Since 2009, the company has offered DSG race clutches, kicking off with the TVS DQ250 DSG, and including DQ380, DQ381, DQ500, and DL501. These TVS-Engineering DSG racing clutches have been designed to increase the clutch torque capacity to the maximum without sacrificing reliability or drivability

For big power applications beyond the limits of software and clutch upgrades TVs offer the DQ500 conversion. DQ500 basic conversion kit is made up of a new and complete DQ500 gearbox including mechatronics and clutch, TVS DQ500 conversion software and immobilizer solutions (if necessary). There are also additional parts available on request. For the most applications though, it’s a full plug & play kit that includes all the necessary additional parts like flywheels, driveshafts, engine mounts, and wiring adapters. For the R32 & R36 engines, the basic DQ500 conversion kit includes a custom bell housing as well as custom reinforced flywheels.

All TVs-Engineering products are available for order and installation through German Auto Service & Repairs

Unlike any conventional transmission, a Direct Shift Gearbox (DSG) combines the convenience of an automatic with the precision of a manual. The DSG transmission provides instantaneous shifts that changes gears in a fraction of a second unlike a standard torque-converter automatic. Shifts leave such little lag while accelerating that each gear shift almost feels like a rocket staging: There’s just suddenly more power, and you start blasting through the rev range, making it feel like a really competent person driving a manual. This technology actually results in a car much faster than a manual-equipped model.

Although the fine details change, all DSGs operate on broadly the same design that is protected by over 50 patents. That design involves a control unit, a dual clutch assembly, and gears. The gears, unlike a more traditional automatic transmission, are like the kind of metal cogs and syncros you’d find in a manual transmission and operate in much the same way. This allows the DSG transmissions to be more efficient as they don’t need to carry as much oil and the amount of internal friction is reduced.

The gearbox is controlled through a mechatronic, which contains the electronic transmission control computer, various sensors and a hydraulic operation unit in one compact package. These units must work together in perfect unison to control the various components of the transmission and the dual clutch assembly. Of the two clutches, one applies only to odd-numbered gears, while the other only applies to even-numbered gears. This allows for quicker smoother shifting than a single clutch design would ever be able to achieve.

Currently, there are four generations of high production DSG transmissions in the V.A.G range. They could be either longitudinally or transversally mounted. Of the four generations, one is a six-speed while the remaining three are seven-speed transmissions. The names of these different transmissions are as follows:

  • 2003 – DQ250 – 6-speed wet clutch – FWD & AWD                                       
  • 2008 – DQ200 – 7-speed dry clutch – FWD
  • 2008 – DL501 – 7-speed wet clutch – AWD
  • 2010 – DQ500 – 7-speed wet clutch – FWD & AWD
Direct Shift Gearbox installs & upgrades Adelaide

The DQ250

Also known as 02E transmission was the world’s first DSG, being released by Volkswagen in 2003. The DQ250 is known to be strong and reliable and is capable of handling up to 450KW/650 Nm with TVS software. With barely any updates needed since 2003, this quality design continues to be used in Volkswagen’s product line.

The dual clutch assembly in the DQ250 is “wet”, meaning it resides inside the transmission and is constantly lubricated & cooled by oil. The hydraulic pressure in a DQ250 is created by a pump which is driven directly by the engine. For this reason, having enough transmission fluid in the gearbox is crucial as not having enough will likely cause the clutch assembly to burn out due to insufficient pressure.

gear box installs & upgrades Adelaide

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.

The DQ200

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.

The DL501

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.

The DQ500

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.