The DQ381 Gearbox: Pros and Cons

The DQ381 gearbox, developed by Volkswagen Group, is a 7-speed dual-clutch transmission (DSG) used in various Volkswagen, Audi, SEAT, and Škoda models. Let’s delve into the positive and negative aspects of this transmission:

    Pros:
        - Efficiency: The DQ381 is designed as a smaller and lighter version of the DQ500, which significantly improves fuel consumption and reduces CO2 emissions1.
        - Smooth Shifting: When properly calibrated, the DQ381 offers ultra-smooth up- and downshifting. It enhances driving comfort, especially during daily commutes and long journeys2.
        - Improved Drivability: With the right tuning, the DQ381 can optimize gear shifts for a more pleasant driving experience. It adapts to the engine’s characteristics, ensuring seamless transitions3.

    Cons:
        - Price: One of the main drawbacks is the cost. Upgrading to the DQ381 may come with a premium, especially if you’re considering retrofitting it into an existing vehicle.
        - Mechatronic Issues: The DQ381 mechatronic system can be a source of frustration. Some users report symptoms like missing gears, limp mode, and even complete gear blackout1. These issues may require professional attention.
        - Oil Pump Vulnerability: The gearbox occasionally experiences oil loss due to malfunctions in the oil pump. This can trigger error codes and emergency operation modes4.

In summary, the DQ381 strikes a balance between efficiency and performance, but potential mechatronic challenges and cost considerations should be carefully weighed when evaluating this transmission for your vehicle

As stated with the right tuning , the DQ381 gearbox can be quite a pleasant gearbox to drive.
The main problem is that it upshifts way to early and this can be quite uncomfortable in the town driving conditions.

DSGFILES.COM can optimize the upshift pattern exactly how you like it. For more information and pricing visit the website www.dsgfiles.com

The DQ500 Gearbox: A Technological Marvel Redefining Performance and Efficiency

 

In the realm of automotive engineering, few components play as pivotal a role in driving dynamics as the transmission system. Among the array of transmission options available, the DQ500 gearbox stands out as a technological marvel, setting new benchmarks for performance, efficiency, and reliability.

Introducing the DQ500 Gearbox:

Developed by Volkswagen Group, the DQ500 gearbox is a state-of-the-art direct-shift gearbox (DSG) known for its robust design and exceptional performance characteristics. Featuring a dual-clutch configuration and advanced electronic control systems, this transmission system is engineered to deliver seamless gear changes and optimized power delivery.

Key Features and Innovations:

1. Dual-Clutch Design: At the heart of the DQ500 gearbox lies a dual-clutch design, comprising two independent clutch packs – one for odd gears and another for even gears. This configuration enables lightning-fast gear changes with minimal interruption to power delivery, resulting in smoother acceleration and improved performance.

2. High Torque Capacity: Designed to accommodate high-performance engines, the DQ500 gearbox boasts impressive torque-handling capabilities. Its robust construction and advanced materials allow it to withstand the demands of high-output powertrains, making it an ideal choice for performance-oriented vehicles.

3. Adaptive Shift Strategies: Equipped with sophisticated electronic control units (ECUs), the DQ500 gearbox utilizes adaptive shift strategies to optimize gear selection and shift timing based on driving conditions. By continuously monitoring variables such as vehicle speed, engine load, and driver inputs, the transmission system ensures optimal performance and efficiency in any situation.

4. Multi-Speed Versatility: With its multi-speed design, the DQ500 gearbox offers a versatile range of gear ratios to suit a variety of driving scenarios. Whether cruising on the highway or navigating city streets, this transmission system seamlessly adapts to deliver optimal performance and fuel efficiency.

Performance and Efficiency in Harmony:

The DQ500 gearbox strikes a balance between performance and efficiency, leveraging advanced technologies to enhance driving dynamics while minimizing fuel consumption and emissions. Its precise gear changes and seamless power delivery contribute to a refined and exhilarating driving experience, making it a preferred choice among enthusiasts and everyday drivers alike.

Conclusion:

In the ever-evolving landscape of automotive engineering, the DQ500 gearbox stands as a testament to innovation and excellence. With its cutting-edge features, robust construction, and unmatched performance capabilities, this transmission system continues to redefine the standards of performance and efficiency in the automotive industry. As automotive enthusiasts and engineers alike eagerly anticipate the future of transmission technology, one thing is certain – the DQ500 gearbox will remain at the forefront of innovation, shaping the driving experience for generations to come.

However , in the past years VAG has developed newer software for this gearboxes intended to be as ECO friendly as possible thus making the gearbox a bit laggy and dodgy in the low end RPM.
In some cases we have gearbox software that brings the car in 5th or 6th gear already at 50-60km/h.

This is pretty annoying to some users that like a more sporty car and a bit more responsive gearbox.
So the software in the DQ500 can be modified to change gears just like yo want it. If you want it to keep same gear up to 1800RPM or 2000RPM or whatever RPM you might desire , this can be done by a remap.
You can have the DQ500 Remapped for a more sporty feel and a custom shift pattern.
Visit DSGFILES.COM and request an optimized software for your car.
Either you read the gearbox with your own favorite tuning tool or you can request a file in FRF format that can be flashed with Vag Can Pro or ODIS Engineering.

This DSG optimization is available for all DSG Gearboxes , DQ200 , DQ250 , DQ381 , DQ500 , AL551 , AL552 , AL1000 and so long.

Demystifying DSG Gearboxes: A Guide to Understanding the Different Types

Dual-clutch transmission technology has revolutionized the driving experience, offering seamless gear shifts and enhanced performance. At the forefront of this innovation are Direct-Shift Gearboxes (DSG), known for their efficiency and precision. Understanding the different types of DSG gearboxes can provide valuable insights into choosing the right one for your driving needs.

1. 6-Speed DSG: This is the classic DSG configuration, featuring six forward gears. It's widely used across various car brands and models, offering a balance between performance and fuel efficiency. The 6-speed DSG provides quick gear changes and smooth acceleration, making it a popular choice for both everyday driving and spirited maneuvers.

2. 7-Speed DSG: Building upon the success of its predecessor, the 7-speed DSG takes gearbox technology to the next level. With an additional gear, it offers even smoother transitions between gears and improved fuel economy. The 7-speed DSG is often found in high-performance vehicles, where precise control and rapid gear changes are paramount.

3. DSG with Wet Clutch: Traditional DSG gearboxes utilize dry clutches, which can experience increased wear under heavy loads or in extreme driving conditions. Wet clutch DSGs address this issue by immersing the clutch components in transmission fluid, providing better cooling and lubrication. This results in improved durability and smoother operation, particularly in demanding driving scenarios.

4. DSG with Hybrid Technology: As automotive manufacturers embrace electrification, hybrid DSG gearboxes have emerged to complement hybrid powertrains. These innovative transmissions seamlessly integrate electric motors with traditional combustion engines, offering the benefits of instant torque delivery and enhanced fuel efficiency. Hybrid DSGs combine the best of both worlds, delivering dynamic performance while reducing emissions and fuel consumption.

5. Performance-Tuned DSG: For enthusiasts seeking an adrenaline-fueled driving experience, performance-tuned DSG gearboxes are the ultimate choice. These variants are calibrated for maximum responsiveness and agility, with optimized gear ratios and shift timings. Whether on the track or the open road, performance-tuned DSGs elevate driving dynamics to new heights, providing exhilarating acceleration and precise control. For DSG tuning services you can visit DSGFILES.COM and request a custom tuning for your vehicle.
   

In conclusion, DSG gearboxes come in various configurations, each tailored to meet specific performance, efficiency, and driving preferences. Whether you prioritize fuel economy, sporty performance, or hybrid technology, there's a DSG gearbox suited to your needs. By understanding the different types of DSG transmissions available, you can make an informed decision when selecting your next vehicle or transmission upgrade.

DSG Flashing / Programming with VCDS ?

Another common inquiry I receive questions related to the reprogramming of gearbox software using VCDS.

For instance, I frequently receive emails like this:

"Hello, I own a 2008 VW Golf equipped with DSG and I am interested in updating my gearbox software. What would you recommend? I have VCDS for programming the gearbox."

Regrettably, I must clarify for all VCDS users that flashing the DSG gearbox with VCDS is not possible.

VCDS is designed solely for error code retrieval, coding, and diagnostics for VAG vehicles. It cannot perform flashing or programming functions for your DSG gearbox.

However, there are alternative tools available that can both diagnose and flash/program your DSG gearbox. One such tool is VAG Can Pro.

VAG Can Pro offers comprehensive diagnostic capabilities, assists in various coding tasks, error code retrieval, and importantly, it can flash all components in the vehicle, including the DSG gearbox and ECU.

Therefore, if you seek to flash your DSG gearbox, it is advisable to shift your focus from VCDS to VAG Can Pro.

For any DSG Flash file needs you can visit www.dsgfiles.com !

DQ250 Cloning Questions over Hardware Change - DQ250 CXX , DQ250 EXX , DQ250 FXX

THIS ARTICLE TALKS ABOUT CLONING OPTIONS , NOT UPGRADE PATH !!

 Many people send mail and ask me if they can clone the mechatronic unit from older hardware to newer hardware by making copies one to one. 
 

So just to be CLEAR for everyone , I am only talking about CLONING HERE because this is the most asked question I get : Can I CLONE 02E927770AD into 02E927770AJ ? or  "Can I CLONE 02E927770AJ into 02E927770AL ?" ... so this article is only valid for CLONING units not Re-Flash or Re-Program.

As a general rule , if your unit has SAME hardware number you can clone 1 to 1 , if not you must check if hardware architecture is the same.

So , older units are with a Motorola CPU and this have hardware numbers as :

02E927770M
02E927770L
02E927770G
02E927770AD
02E927770AE

This can be usually cloned 1 to 1 but I recommend only cloning 1 to 1if you do not have the possibility to flash with newer software version. Most of this older units ending in M ,L , G would have software numbers lower than 1000 and usually there are software updates newer than this. 
Very seldom you will find good working units that are so old.
We call this units CXX hardware.

Example from a VCDS Advanced ID:

Advanced Identification
     Serial number: 0000050221xxxx
     Identification: TFK-030
     Revision: 04004010
     Date: 21.02.05
     Test stand number: 0000
     Manufacturer number: 0065
Flash Status
     Programming Attempts: 2
     Successful Attempts: 2
     Programming Status: 00000000
     Required Conditions: 00000000
     Flash Tool Code: 00200 785 01324
     Flash Date: 00.00.00
Software
     0005            
Misc.
     Hardware number: 02E 927 770 AD
     Lot Number: C30
     Type Lock: 0000

Here you can see Lot Number C30.
If you have any other hardware model and you want to upgrade , you will just need to find the
correct SGO and flash it on the new unit. There is ALWAYS newer software for your vehicle that will fit your new hardware model.

The next hardware that came after the Motorola was 02E927770AJ that was first generation of hardware based on Infineon processor. This units have been manufactured only for a short period in 2008-2009 and then dropped. Why ... I guess because they were not quite as expected and got broken pretty fast, like any other "pre facelift" models :)

This units CA NOT BE CLONED into any other hardware, so if your unit is an 02E927770AJ you can only clone it to another 02E927770AJ ! PERIOD !
If you have an 02E927770AJ unit and want to clone it , you will need another 02E927770AJ but I recommend you to look for the next generation units and flash it / program it with the proper software and problem solved.

Next generation units are also based on Infineon CPU but this units got are built much better and
only problems we tend to see in this units are fried solenoids and defective pressure sensors but lifespan is much improved.
This new generation units called also FXX have this hardware numbers :

02E927770AM
02E927770AL
02E927770AT

So if you have any of this hardware models , you can make clones 1 to 1 without any issues.
If your hardware is one of this models , USUALLY , you can not go backward to older hardware but sometimes it is possible to find some kind of solution ... but does it worth the time ?

The last generation DQ250 hardware is the MQB hardware and this units are also based on Infineon CPU but they have an immobilizer incorporated in them and they do NOT HAVE the input for the Multi-plate clutch oil temperature sender G509 / Gearbox input speed sender G182.

Hardware model for DQ250 MQB would be :
02E927770AQ
02E927770AS
02E927770AN
02E927770AR

This hardware can be cloned 1 to 1 and when you make a clone you need to clone both EEPROM and FLASH as the immobilizer is split into both eeprom and flash.

As an upgrade path you always go from CXX to EXX to FXX to MQB and never back from FXX.
When I say upgrade , I mean you will need to find suitable software for each platform , you can not cross flash Cxx / Exx / Fxx / MQB

If you do not know what software you need for your car , you can get this information from
DSGFILES.COM ---- >  SOFTWARE FINDER BY VIN

So to summarize :
DQ250 CXX Hardware :
02E927770M
02E927770L
02E927770G
02E927770AD
02E927770AE

DQ250 EXX Hardware:
02E927770AJ

DQ250 FXX Hardware :
02E927770AM
02E927770AL
02E927770AT

DQ250 MQB Hardware:
02E927770AQ
02E927770AS
02E927770AN
02E927770AR

When upgrading TCM units , you can ALWAYS upgrade from CXX to EXX or FXX and from EXX to FXX, just need the correct software for the given class.

Whatever software you need for your gearbox , you can find it at DSGFILES.COM

Repair DSG Mechatronic Unit - Guide on How to repair Mechatronic unit Part 1 and 2

I decided to share with the rest of you how to repair the mechatronic units on the DSG6.
To be able to repair your own Mechatronic unit for the DSG6 DQ250 , you will need a few tools.

• A small flat screwdriver
• Screwdriver with T20 bit
• Gloves
• A Dremmel or any small cutting tool with a rotary blade.
• Some masking tape
• Silicone (the one used in cars for the windshield)
• Soldering tools and skills.
• Voltmeter

For the part one I will demonstrate on how to test the DSG Mechatronic unit and its solenoids and how to actually open up the unit and check for damage on the PCB inside the TCM.

First thing you will need is PATIENCE and some steady hands :) Also if you do not have any soldering skills or did not tried to solder before , then this is not the DIY for you, and you can stop here.

Find a CLEAN spot on your garage bench or inside your house and prepare to test the DSG Solenoids with a voltmeter as show in the video bellow. If everything is ok on the outside then you can proced to the next steps and CUT the cover of your unit in order to reach the PCB and the wiring inside.

Please watch the video and leave any questions if you have, I will try to answer the best I can.

  

I have decided to release also Part 2 of DSG DQ250 Mechatronic Repair guide :

Installing and Removing DSG6 Mechatronic Unit Tips and Tricks

Due to popular request I decided to make a short guide on how to remove and install the DSG6 DQ250 Mechatronic unit from and into the gearbox.
For this purpose I used a gearbox that I had in my garage, so it was not installed on the car.

The guide is made in form of a video and can be found on Youtube here

The torque values for the screws and the order in which the screws should be removed you can fnd it here :

http://www.evosoft.dk/diagrams/remove_and_install_mechatronic.pdf

The most important tips from this video would be :
- Remember to re attach the clutch speed / temperature sensor when you install the Mechatronic unit.
- When unscrewing the mechatronic unit, unscrew at least 90 degrees by one move in order to avoid gripping the screws.
- Always remember to empty the gearbox of oil before starting the removal operation. (unlike I did in the video)
- Make sure the Mechatronic unit is seated correctly into the guides of the gearbox before you tighten the screws.

Else, the job is quite straight forward and if you use the small PDF guide you should be ok.

Passat DSG Common Rail Vibration at Idle.

About 2 weeks ago I noticed a strange vibration on my 2.0 TDI DSG VW Passat 2011 with a CFFB engine, common rail.

It is my wife that drives the car and she did not noticed but I did as soon as I sat behind the steering wheel.
The vibration was mostly noticeable when the car was warm , at idle and in D , R or S prosition on the DSG gearbox.

The vibration was not noticeable when the engine was cold, or it was not there.
I started investigating the problem and the first thing I did was changing the engine mounts. This did help but not much.
After that I thought , Dual Mass Flywheel .. even if I did change the DMF about 30-40.000km ago I still thought I can hear it and decided to change it again.
So DMF changed, dogbone changed , subframe bushings changes ... vibration still there. Less noticeable but still there.

Then i thought injectors, fuel quality.
My wife is buying fuel from a gas station close to her work, but the fuels quality there are questionable.
So i went to Shell, filled up the tank and poured a can of Liqyui Molly Diesel Purge into the diesel filter housing.
Drove the car for a few miles to get it hot then came home and fired a Bell Add D2 cleaner into the intake to clean the intake and combustion chamber.
Engine became more quiet and I could not feel the vibration anymore .... until 2 days ago when I could feel it again.

Now I have ordered 4 injectors that drove under 1000km and I am going to install them this week.

Anyway, changing the Engine Mount, Gearbox Mount, Subframe Busing, Dogbone and cleaning up the fuel system did help a lot can I say but the vibration is still there.

02E Basic Settings Tips

Sometimes the DSG will start chaning badly up or down, you will feel that it is jerky or some other strange things and noises you are not used with and you will think that disaster has hit you. It is not always the case.

Before you jump to any conclusion regarding your "defective" DSG6 02E Gearbox, I recommend you to do the following things.

• Change your Oil and Oil Filter in the transmission.
• Check all your ABS sensors
• Make sure your ENGINE runs fine and you do not have any problems with fueling, spark plugs, fuel filter ... well, you know all the stuff that make an engine run :)
• Check your engine mounts , gearbox mounts and the pendulum mount under the car.
• Check all the other things I mentioned in my previous post 

 If all this is OK then perform a basic settings to on the transmission using VCDS or VAS.

The procedure can be found on Ross Tech website and I will not list it here.

I just want to point out a few things here. Before you start basic settings pay attention on the software version of your unit.

As example here the software NUMBER / VERSION on this unit is 1814:

When you arrive at the step that is saying :  "Clutch Adaptation Control Module Software Version < xxxx"
If  your software version is over 0800 , you don't need to perform Group 62 , just SKIP this step and go to the next Group which is Group 067.

Now when the basic settings are complete in order to achieve best results you will have to drive in Manual mode until CLUTCH 1 and CLUTCH 2 have learned the clamping point AT LEAST 10 TIMES EACH !!!

Ross Teech does not specify this, but in order to achieve this you must drive in Manual mode at CONSTANT SPEED (do not use cruise control) on each CLUTCH for at least 10-15 seconds.
What does this mean.

Lets's say you start driving and you are in 3'rd gear.

1. Keep constant speed with RPM between 2000 and 3000 RPM for at least 10-15 Seconds.
When this is achieved, change up to 4th gear and repeat
2.In 4th gear, drive at constant speed , constant RPM (2000-3000 rpm) for 10-15 Seconds.
3. Change either UP or DOWN and again drive at constant speed / rpm for 10-15 seconds.
4. Repeat step 3.

Learning clamp point must be done in 3-4-5-6 gear and the clutches must change at least 20 times between odd and even gears (10 times per clutch).
This way you will achieve the best results.

DSG Files

DSG 6 - DQ250 Ori Files - Original DSG 6 Files.

I am still thinking if I will or I will not post this DSG 6 Original files on the website.... maybe soon. In the meantime if you need any ORIGINAL or TUNING files for your DQ250 DSG 6 Gearbox / DQ200 DSG 7 please send me an e-mail and we will see what we can do about it.

I am always open to any suggestion regarding exchange of files, even if there are very few files that I do not have, I might still need some older software versions. 

Since I posted this article , I created an online web shop for all your DSG Flash file needs.
You can visit the portal at www.dsgfiles.com !

You can search for files there and if the file is not online , just use the contact form to request it.

DSG Repair

As I said some of the problems with the DQ250 Gearbox and the MEchatronic unit from this gearbox (DSG 02E) can be fixed. Most common problems are :
 

• Flashing PRNDS in the Dash and the gearbox will switch to neutral.
• Hard engaging of the 1st gear (slams into the first gear) from a stand still point.  This can sometimes also be caused by a decallibration of the clutches so you might be able to "save the day"  by performing a recalibration with a VCDS cable. Procedure can be found on Ross Tech website.
• Hard downshifting from 3 to 2 and 2 to 1st gear followed by some loud "clunk" noises.
• Shaking / juddering feeling while in 2nd , 3rd gear and the car pulls up.
• Jerking between gears
• Loss of power between 1300-2000 RPM. Car feels like it has no power.

Some of the affected units are :

02E927770E
02E927770AE
02E927770AJ
02E927770L
02E927770G
02E325025AD
02E325025ADZ01
02E325025ADZ02
02E325025ADZ03
02E325025ADZ04
02E325025ADZ05
02E325025ADZ06
02E325025ADZ07
02E325025ADZ08
02E325025ADZ09
02E325025ADZ0A
02E325025ADZ0B
02E325025ADZ0C
02E325025ADZ0D

There are many other symptoms but here I described just a few of them. BEFORE you send me any DSG problems related questions I would suggest you to try the following :

1. Change your DSG Oil and Oil Filter. When changing look for metal residues in the oil or the oil filter. MAKE sure you fill up the gearbox oil to the specified levels.
2. Perform Basic Settings as described on Ross Tech website.
3. Make sure you don't have any oil leaks from the gearbox and the oil is at the correct level.
4. Check your ABS Sensors. Check if all 4 sensors read same speed while driving. (have another person driving with you and monitoring while driving, make a log file). ABS Sensor can be a pain when talking DSG Gearbox shifting.
5. Change your fuel filter. Especially on diesel cars check the fuel filter and see if you don't have any oil in the filter. The high pressure vacuum pump tends to fail and mix oil into the diesel.
6. Check your DMF (Dual Mass Flywheel). Take the Starter motor down (it's 2 screws) and check if you have any play.

AFTER you have done this and you still feel like you have a problem with the DSG Gearbox or the Mechatronic module and you would like some advice, you can send me an e-mail at jaxelos @ gmail.com with any questions you might have. If and when you do so PLEASE include as many details about your car as possible (Make, model, year, engine size and code, gearbox code). This will save me and you some precious time.

 

DSG Remap , DSG Tuning

I can offer both DSG Tuning and Engine Tuning upon request.

After a while some people tend to get bored with their car and will want to start improving the performance and make some modifications to their cars. Some people will want tuning , other will want styling. Those that want tuning will always try to push their car to the limits in order to achieve better performance, a better driving experience, a bit more adrenaline.

As we know there are quite a few modifications that can be done to an engine in order to achieve better performance, and once you have started tuning your engine on a car with DSG gearbox, sometimes you will also want more from your gearbox. There is not much you can change on a manual gearbox without splitting it apart, but on the DSG field there are new possibilities.

Many modifications can be made to the software inside the DSG Gearbox (actually in the software of the Mechatronic unit) in order to have a better car. Some of the most common DSG Tuning that can be done:

- Custom D and S program
- Increased Torque limiter
- Torque capacity upgrade to 450-500Nm
- Quiker Shifting time
- Max. shifting RPM
- Less unwanted use of 1st gear
- Raised downshift rpm
- Deactivation of automatic up-shift in M
- Modified gear ratio control for longer gears
- Paddle activation
- Modified launch control rpm
- Disable Kick Down in M-Mode

- Indivdual calibration of the shifting maps in D- or S- Mode

And many more individual settings.

In order to achieve the best out of your DSG Remap software I would need to know if your car is remapped and if possible to provide the remap for me. If this is not possible you might experience clutch slipping because of overboost or because the boos is built up to fast for the DSG to clamp.

If you need any DSG tuning file please contact me by mail at jaxelos @ gmail.com and will see what can be done for you.

DSG 02E Advanced ID, DSG6 DQ250 VCDS Advanced ID

Most people send me questions regarding what mechatronic units will fit into their cars and in order to be able to answer to this questions I need to know the ID of the current unit installed in the car.

Here you can see how to get a proper Advanced ID of the DSG6 Mechatronic unit using VCDS from Ross Tech.

This information is necessary to determine the proper software that needs to be flashed on a mechatronic unit in case you want to change mechatronic units.
I will later post same procedure with VAS and VCP.

Flashing / Programming DSG7 DQ200 Mechatronic unit 0AM927769D using VAS

Short video on how to flash the DSG7 0AM927769D DQ200 mechatronic units with wet clutch using VAS 5054. This units can be found on many DSG7 cars and are mostly sold blank so you will need to flash them with the correct software before installing them in the car.
This video is added by request from many users. If you want me to add other videos , let me know what would you like to see and I will do my best to add it.



I ALWAYS recommend VAS head for flashing and VAS , Odis or VCP for slashing SGO files. 

.....
VAS Is no longer such a good idea for flashing as it is very old and only compatible with Windows XP and Windows 7 , so I recommend using ODIS.

Changing DSG Solenoids

Here is how to change the DSG Solenoids on a Mechatronic unit from the DSG 6 02E DQ250

Cleaning DSG 6 Mechatronic unit

Here below is one of my old videos while I dismantled and put back together the DQ250 Mechatronic unit.
Some more videos will come soon. This was a defective unit and I have made the video just for documentation.
It was a long long time time ago :)

 

DSG 02E Gearbox Recommendations

DSG it is pretty strong in terms of mechanics , If you want to keep your DSG gearbox in good condition I would recommend the following :

- Changing oil before the 60.000km indicated in the book (I recommend 40-45.000km as the gearbox is very sensitive about oil quality and you can never drain it all)
- Do not overheat the car and do not push it to its limits when HOT.
- Keep the engine in good working condition (smallest problems can influence how the gearbox changes and reacts).
- Once in a while check the rear wheel bearings on the rear wheels (they have the ABS rings built in) and if you feel they are noisy change them.
- Do not drive with the car in water that can go above your DSG connector on the gearbox.
- Keep the engine room clean and once in a while (every 2-3 years) clean all the earth connections in the engine bay.
- Check your fuel filter for oil residues and change it regularly. (On some engines the vacuum pump tends to leak oil)
- Check the condition of the DMF and if it's noisy or it has play, change it before it damages the clutches, drive shafts.
- Check Cooling fluid level regularly and if it drops below level and you can not see where the water goes, check gearbox oil for contamination. DSG oil coolers tend to break and oil contamination will occur.

- Check your Engine Mounts and Gearbox Mount , worn mounts can cause discomfort when changing gears, cause "clank" noises and so long.

Need Help ? Tech Support

If you need parts or you have any problems with your DSG Gearbox of the Mechatronic unit please drop me an e-mail at jaxelos @ gmail.com and I would be more than happy to help if I can.

I can fix /repair Mechatronic units including the circuit boards if necessary.

BEFORE YOU SEND ME ANY QUESTIONS regarding problems with your DSG gearbox make sure you have checked the following: 

• ALL YOUR ABS Sensors are working in perfect condition. You can log the signal of all 4 sensors with the VCDS Tester. or VCP. The most important one here is the REAR wheel sensors.
• Make sure your diesel filter is changed and not filled up with oil.
• You changed the DSG oil and filter and you performed the DSG Adaptation correctly.
• You have no other errors on the engine control management.
• Your EGR Valve is in good working condition and engine runs as it should.
• CHECK your VACUUM Pump and be sure there are NO OIL LEAKS that will reduce the Vacuum necessary for the perfect working condition of the engine.

In order to get a better overview of your problem please try to DESCRIBE the problem as good as possible but do no write me a whole novella.
Remember to say "HI" and present yourself so I know who I am writing with and please
tell me from where you are!

I will NOT answer e-mails like this :

"I have a problem with my DSG, please help me"
or
"Do you have a file for DSG6 6?"
or similar e-mail. I will try to help the people who really need the help but please do not waste my time.
If you have a LOG file with the errors of the car please SEND the log file along with the e-mail.
Send me some details about the car also : Make, model, year, engine code, gearbox code,VIN number and please try to get the error codes... as many details about the problem as possible.

I RECEIVE INSANE HUGE AMOUNTS OF E-MAIL RELATED TO DSG PROBLEMS LATELY AND I SIMPLY
DO NOT HAVE TIME TO ANSWER EVERYBODY ANYMORE , SORRY !!

WITH MANY PEOPLE I USE DAYS TO TRY AND DIAGNOSE A PROBLEM AND AT THE END I DO NOT EVEN RECEIVE A "THANKS".

IF YOU THINK MY TIME IS WORTH SOMETHING AND YOU REALLY NEED MY HELP PLEASE MAKE A SMALL DONATION TROUGH PAYPAL.

DSG 02E Common Problems DQ250

Some of the most common symptoms of a Mechatronic Failure are :

• Flashing PRNDS in the Dash and the gearbox will switch to neutral.
• Hard engaging of the 1st gear (slams into the first gear) from a stand still point.  This can sometimes also be caused by a decallibration of the clutches so you might be able to "save the day"  by performing a recalibration with a VCDS cable. Procedure can be found on Ross Tech website. *
• Hard downshifting from 3 to 2 and 2 to 1st gear followed by some loud "clunk" noises. *
• Shaking / juddering feeling while in 2nd gear and the car pulls up. *
• Jerking between gears *
  * This problems can be caused by worn valves. Changing the affected valve might solve your problem.
• Loss of power between 1300-2000 RPM. Car feels like dead

If you have any other experiences please let me know, I will add them.

For whoever needs I can supply electronic parts for the DQ250 DSG Mechatronic / Mechatronik units.

18222 P1814 Pressure Control Valve 1 (N215), Open / Short to Ground **
18223 P1815 Pressure Control Solenoid 1 (N215), Short to B+ **
18226 P1818 Pressure Control Solenoid 2 (N216), electrical malfunction **
18227 P1819 Pressure Control Solenoid 2 (N216), Open / Short to Ground **
18228 P1820 Pressure Control Solenoid 2 (N216), Short to B+ **

** This errors can be caused by insufficient oil in the gearbox. Please check the level and the quality of oil first.

18231 P1823 Pressure Control Solenoid 3 (N217), electrical malfunction
18232 P1824 Pressure Control Solenoid 3 (N217), Open / Short to Ground
18233 P1825 Pressure Control Solenoid 3 (N217), Short to B+
18236 P1828 Pressure Control Solenoid 4 (N218), electrical malfunction
18237 P1829 Pressure Control Solenoid 4 (N218), Open / Short to Ground
18238 P1830 Pressure Control Valve 4 (N218), Short to Plus
18241 P1833 Pressure Control Solenoid 5 (N233), electrical malfunction
18242 P1834 Pressure Control Solenoid 5 (N233) Open / Short to Ground
18243 P1835 Pressure Control Solenoid 5 (N233) Short to B+
18246 P1838 Pressure Control Solenoid 6 (N371), electrical malfunction
18247 P1839 Pressure Control Solenoid 6 (N371) Open / Short to Ground
18248 P1840 Pressure Control Solenoid 6 (N371) Short to B+

  The following error is most likely caused by a mechanical problem but can also be an error on the Mechatronic unit:

19143 - Unexpected / Implausible Mechanical Gear Disengagement
P2711 - 004 - - Intermittent

 

VAG DSG Problems..

Currently, the world of transmission is dominated in Europe by manual gearboxes and in the USA and
Japan by automatic gearboxes. Both types of gearboxes have specific advantages and disadvantages.
The advantages of a manual gearbox are, for example,
• high degree of efficiency
• robust and sporty characteristic.
The advantages of an automatic gearbox are, for example,
• a high level of comfort, above all in gear changes, as there is no interruption in tractive power.
This formed the framework for Volkswagen to combine both transmission concepts into one completely
new gearbox generation: the direct shift gearbox.

Thanks to the double multi-plate clutch design and different automatic gear selection programmes, it is
well capable of meeting the high demands in comfort from drivers who favour automatic gearboxes.
Furthermore, with direct selection and lightning fast, jolt-free gear changes, it also offers a high level of
driving enjoyment to drivers who favour manual gearboxes.
In both cases, fuel consumption is at a par with economical vehicles fitted with manual gearboxes.

Well, like all gearboxes, the DSG Gearbox has it's problems also.
Although it is a strong gearbox some components are still pron to fail , in this case the mechatronic units , the heart of the gearbox, it is was not built as strong as VW thought it was.
It seems that most affected cars are the VW Passat , VW Touran and the VW Golf produced between 2003 and 2007. I have only seen a few Skoda and a few Seat.

But there is a problem with this DSG Gearboxes, it's the Mechatronic unit. This unit sits inside the gearbox and it gets pretty hot and sometimes the electric valves will get defective. Also a common problem with the DQ250 Mechatronic unit is a faulty TCM electronic module. This is mostly seen when the gearbox oil temperature goes above 40 degrees Celsius and we will start seeing error codes as "18222 P1814 Pressure Control Valve 1 (N215), Open / Short to Ground" or some other Short to Ground errors on the other valves.

Most of the valves can be refurbished but until now I have never seen anyone being able to refurbish the Pressure Control N215 or Pressure Control N216.