home / Mazda/ Correct operation of dsg. How to drive a car with a DSG gearbox to extend its life How to drive a dsg 6 wet

Correct operation of dsg. How to drive a car with a DSG gearbox to extend its life How to drive a dsg 6 wet

Preselective box - a robot with two clutches is installed on many models produced by the Volkswagen concern, while both the earlier version of the DSG-6 and the DSG-7 can be found.

As practice shows, in order to maximize the DSG service life, it is necessary to take into account certain nuances during the operation of a gearbox of this type. In this article, we will look at how to properly use such a gearbox.

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How to use DSG box correctly

To begin with, the DSG delivers excellent acceleration and inherent fuel efficiency as well as comfort. As a result, the preselective robot has become one of the most promising types of gearboxes.

At the same time, even taking into account the similarity with the automatic transmission in terms of operation, as well as with the manual transmission in design, the operation of a car with DSG is somewhat different from an automatic transmission, mechanics and simple single-disk robots (AMT gearbox).

Moreover, some nuances arise even depending on what type of DSG is installed on a particular car model. For example, the DSG-6 box is “wet” (works in an oil bath), while the DSG-7 is “dry”.

At the same time, the clutch discs, both in the first and in the second case, wear out, and in the case of the DSG-7, this happens faster. This means that an aggressive driving style, sudden acceleration from a standstill, slipping, etc. for DSG-6 are still permissible, but this cannot be said about DSG-7.

The fact is that the clutch in an oil bath is more protected from wear and overheating than its "dry" counterpart. Also DSG-6 was originally designed for higher torque (about 350 Nm), while the 7-stage version "digests" no more than 250 Nm.

In practice, this means that tough exploitation will quickly disable the DSG-7. It is worth mentioning the cases when such a checkpoint did not take care of more than 50-70 thousand km. from the moment of purchase and required expensive repairs.

It is important to understand how to use DSG in a traffic jam and operate a car with this gearbox within the city. First of all, in order to save fuel, the DSG usually shifts quickly from first to second gear in automatic mode. Moreover, if the driver presses the brake further or does not accelerate, the transition to the first speed occurs again.

It turns out that with such a "jerky" driving there is an accelerated wear of the gearbox and clutch, the clutch overheats, etc. To avoid this, it is optimal to switch to manual control using the semi-automatic transmission mode. To put it simply, the driver independently engages the first gear and does not switch to the second, if such a situation arises on the road.

Even in the list of rules that can increase the DSG resource, one should highlight the need to actively press the brake pedal when switching modes. In the event that the brake is not fully depressed, the DSG does not fully open the clutch discs, thereby increasing wear.

Also, the rule of switching to "neutral" at stops, which is relevant for "single-disk" robots, affects DSG to a lesser extent. In other words, switch to N mode at traffic lights and when idle for up to 60 seconds. not necessary, as frequent switching only increases wear. Moreover, when the brake is fully applied, the box itself opens the clutch.

You need to know that the DSG box (especially the 7-speed) is "afraid" of slipping even more than the automatic transmission. This means skidding in mud, on ice, when starting from a standstill in manual mode, etc. forbidden.

Also, when putting into the “parking” mode, it is necessary to use the parking brake in order to extend the service life of the limiter (locking mechanism), which prevents the car from rolling back. Switching between modes should be smooth, with a slight delay of about 1 second. During this time, the electronics will have time to "adjust".

It should be added that a car with DSG should not be overloaded by towing a trailer or other transport, as well as by transporting various goods in the car itself. In practice, an initially heavy car with DSG-7 (for example, Skoda Superb) with a full passenger compartment and additional cargo can weigh about two tons. Given the fact that the box is not designed for heavy loads, such a robot can suddenly fail.

As for the DSG-6, this gearbox is more durable and is paired with powerful engines. However, this does not mean that a car with such a transmission can be constantly used as a tug.

First of all, the DSG box needs maintenance, and more often than the manual transmission. For example, in DSG-6, the clutch works in oil, and the volume of lubricant itself is also quite large.

For this reason, the oil change in the DSG must be done every 60 thousand km. mileage. At the same time, the transmission filter is also changing. At the same time, without proper experience and equipment, it is better to refuse self replacement in a garage.

We also add that if a car with a DSG is stuck in mud or snow, you need to refrain from intensive attempts to drive "into the swing". It is better to put the box in N mode and use third-party help, that is, pulling or pushing the car.

If there is a need with DSG, you need to adhere to the rules and recommendations, tow the car at the permitted speed and only for short distances. Information is usually contained in the manual.

What is the bottom line

As you can see, the operation of the DSG is quite reminiscent of the use of a classic automatic hydromechanical automatic transmission. However, there are some differences. For example, DSG allows you to switch from D to R mode without a slight delay in N. However, when it comes to slipping, the robotic transmission is most sensitive to them.

It should also be borne in mind that a robot with two clutches is a rather complex unit in terms of design. At the same time, in comparison with other types of transmission, DSG repair is often not only costly, but also problematic. The reason is that not every car service is capable of qualitatively repairing a DSG.

As a result, we note that even taking into account all the difficulties and potential problems, the DSG box is still the most preferred option when choosing a new car.

Also, the VAG manufacturer himself is constantly improving the design, making changes to the gearbox operation algorithms, improving the firmware of the electronic unit, etc. As a result, you can count on improved reliability and a sufficiently long transmission life.

Varieties of boxes

At the moment, there are two main ones that work on the dsg principle. Both options are widespread and used on motor vehicles manufactured by the VAG concern (Volkswagen Audi Group). This is the dsg 6 gearbox and its more modern version dsg 7. The mechanisms are installed on well-known and popular cars: Volkswagen, Skoda, Audi, Seat.

Both gearboxes use the same principle, however, there are many differences in their design. So, the main feature of the DSG 6 box, in comparison with the DSG 7, can be considered the use of a clutch with a friction part placed in an oil bath, which significantly increases the product life. In such a bath, disc packs are lubricated and cooled, this has a beneficial effect on the mechanism.

Thanks to its design and good cooling, the dsg 6 provides a pulling force of up to 350 Nm, making it an ideal candidate for vehicles with powerful engines. The gearbox is installed on engines with a volume of 1.4 to 3.2 liters.

The most famous models using dsg version 6 (DQ 250):

Volkswagen: Passat, Golf, Scirocco, Sharan;
Skoda: Octavia, Yeti, Superb;
Audi: A3 8v, TT, Q2, Q3;
Seat: Altea, Leon, Ateca.

Since not all car models need a powerful gearbox such as the dsg 6, the developers have designed an improved seven-speed gearbox dsg 7. In addition to the number of steps, the hallmark of this dsg 7 dq200 was the use of a clutch with a dry friction part, the gearbox was designed specially for power plants, s not exceeding 250 Nm.

Comparing the sixth model with the seventh, we can highlight the advantages of the latter:

The box needs less lubrication (1.7 liters versus 6.5 liters in the sixth);
Less weight and dimensions of the gearbox (70 kg. Versus 93 kg. In dsg 6);
High fuel economy due to elimination of losses for the oil pump drive.

The characteristics of the robotic gearbox were to the liking of the consumer, thanks to which it was widely used on low-power units.

The dq 200 robot is installed on the following vehicles:

Audi: A1, A3, TT, Q2;
Volkswagen: Golf 6-7, Polo, Passat CC, Touran;
Skoda: Octavia A7, Rapid, Fabia, Karoq;
Seat: Altea, Leon.

Due to the fact that the frictional part of the clutch in the dsg 7 gearbox was dry, its installation on more powerful power units negatively affected the reliability of the mechanism. Later designs of boxes received a "wet" clutch and could be installed on powerful motors.

The most popular version of dsg7 0dl dq500 was used in cars of the following models:

Volkswagen: Passat B7, Tiguan, Arteon;
Skoda Kodiaq.

There are many more modifications of the dsg 7 boxes, in the design of which an oil bath is used, most of them are intended for use on vehicles produced under the Audi brand.

DSG device and principle of operation

From a design point of view, the robotic automatic transmission dsg 6 and dsg 7 are mechanics, however, unlike it, there is no power loss when shifting gears, and there is no gap between gears. Thanks to this solution, at the moment of switching, the engine does not idle, which guarantees the car high dynamics during acceleration and significant fuel savings.

The use of two clutches in the design is a factor that distinguishes the mechanism from any other box. The principle of clutch operation is based on the fact that gear shifting in DSG 6 and DSG 7 occurs simultaneously with the disengagement of the first clutch and the inclusion of the second. This contributes to the supply of torque to the wheels of the vehicle without interruption.

There are two input shafts, as well as clutches in the design. Based on the foregoing, it follows that dsg technology is nothing more than two mechanical boxes working synchronously. The first gearbox serves even gears, the second gearbox is responsible for odd gear changes.

Starting the movement, the first and second gears are engaged synchronously, the clutch in the second gear remains in the open position. When it is necessary to shift to a higher gear, at the same time the first clutch is opened and the second is included in the work. This dsg principle applies to all transmissions used in the transmission.

The device works automatically, but unlike the classic automaton, it is absent. The name "robotic gearbox" was given with the aim of avoiding confusion in the classification of mechanisms.

The robotic gearbox includes the following elements:

Multi-disc clutch;
Pulley (primary);
Pulley (secondary), 2 pieces;
Variable gearbox housing;
Mechatronic, gearbox control device.

The mechatronic unit is a collection of various sensors and electronics. Its task is to track the readings, which are responsible for the frequency with which the box shafts rotate at the entrance and exit from it. In addition, the unit takes into account the readings of oil temperature and pressure, the position of the rocker.

The block consists of:

Hall Sensor;
Electrohydraulic control unit;
Transmitting wires;
Devices that execute user commands.

There are no specific operating instructions for dsg boxes. The transmission is automatic, user intervention in its operation is minimized, therefore, it is almost impossible to influence the gearbox resource in the direction of increasing or decreasing.

There are a number of rules, observing which you can slightly extend the operation of the box before it is repaired, even if indirectly.

When changing gears, squeeze the brake all the way. Light pressure does not allow the discs to open completely and leads to their wear;
If the stop does not exceed one minute, you should not switch the rocker to the neutral position, in traffic jams it is advisable to use the "S" mode and coast;
It is not recommended to get under way using a slip;
The hand brake must be applied without releasing the foot brake pedal;
Modes should be switched smoothly, with a short pause between switches;
For the dsg 6 box, a timely oil change plays an essential role, it must be changed in conjunction with a filter, every 60,000 km.;
In case the car is stuck or bogged down in the mud, freeing it, the shifter must be set to neutral.

It may seem that the dsg box imposes many restrictions on the operation of the vehicle. By stopping his choice on it, the driver gets comfort and safety, and this is important.

Robotic mechanical transmissions manufactured by VolksWagen have become widespread in recent years. The abbreviation DSG stands for nothing more than a robot box made by VW. Similar units are also installed in Audi cars, however, this company uses a different name: S-Tronic.

Ultra-fast gear shifting in a robotic box on the one hand, it helps to achieve good dynamic characteristics. But at the same time, the more steps are used (6 or 7), the more "gentle" and demanding operation is the unit itself, that is, the robot box. The 7-speed DSG also uses dry clutch... That limits their scope of application to motors with a low torque value.

The function of bringing the clutch discs to each other in the "robot" is performed by mechanisms, the general name of which is mechatronic. The main advice to avoid overheating of the mechatronics with subsequent breakdown sounds simple: when stopping for more than a minute, it is imperative to turn on "neutral".

That is, standing at a traffic light, you do not have to touch the gearshift knob. But after getting into a traffic jam, it is better to turn on neutral gear, moreover, immediately. Do not forget to switch at the beginning of the movement to the mode "M" (manual control) or "1".

How often does the oil change in DSG boxes? The answer to the question depends on the type of transmission design. For example, 6-speed DSGs are designed to change the oil every 60,000 km. The filter must be replaced along with the fluid. It makes sense that an oil change is required for a wet clutch DSG.

DSG transmission of any design - has a clear limitation on the maximum twisting moment of forces, brought to her. This requirement is often violated when replacing the engine with something more powerful. And even the usual "chip tuning" of the motor - entails a premature failure of any DSG box.

It would seem, what good is a robot box? It is more difficult to operate it than a conventional automatic gearbox, and some of the requirements are specific. In fact, the robotic mechanical transmission provides maximum efficiency and the best dynamics immediately. Here, energy is transmitted with virtually no loss, and DSG gear changes faster than most drivers.

The first machines with DSG robots appeared in Russia in the early 2000s. During this period, the units have undergone many finishing operations. Let's take a closer look at how the latest modifications of the two main representatives of the DSG family, which are considered not the most reliable, have shown themselves.

No alcohol law

Most of all, the seven-speed DSG (DQ200) robot box with a double dry clutch was causing it. The reason for the complaints lies in design features such robots. This is a simplified and cheaper version of the "wet" type boxes - designed for a significantly lower torque. Hence and typical disadvantages: Coarser, uncomfortable shifts and faster wear on the clutch discs.

The seven-speed DSG robot has two fundamental modifications. The early one received the 0AM index, and the later one to this day bears the designation 0CV, despite numerous subsequent innovations. A large-scale modernization in 2011 affected all components of the robot: clutch, mechatronics (control unit) and mechanical part (elements of a classic mechanical box). Life has shown that all the updates were beneficial. The DQ200 became more reliable, but motorists still looked at it with apprehension - the number of breakdowns was very significant.

The second major modernization of DSG7 formally took place at the beginning of 2014, although the updated unit appeared in 2013, for example, on. The manufacturer was so confident in the success of the upgrade that he changed it to a box again. In 2012, due to massive complaints from the owners, it was extended up to five years or 150,000 km. And for cars produced after January 1, 2014, it was again reduced, equating in terms of terms to the general warranty for the cars of the concern.

According to representatives of the Volkswagen group, after updating the box, the number of claims due to its refusals has decreased several times. This is confirmed by the employees of the dealer service stations. Less rosy, but still very positive, is the statistics of unofficial service centers. The overall reliability of the DSG7 and the quality of its performance have improved significantly. However, some repairs are still in demand.

The service life of the wet clutch of the DSG6 robot depends entirely on the operating mode and intervention in the engine software. Usually the clutch is changed only after 100,000 km. For fans of chip tuning and aggressive driving, this mileage is reduced to 30,000-40,000 km. Replacing the clutch outside the dealer network costs an average of 55,000 rubles. Officials - much more expensive.

The average clutch resource of the DSG7 robot of the latest modification is 70,000–90,000 km. It is noticeably higher than that of its predecessors. At the same time, there are more and more crossings over the psychological bar "100,000 km". On a chip engine, the average clutch resource drops by half. Replacing the node at the informal costs about 55,000 rubles.

The main malfunctions of the DQ200: wear of the clutch, gear shift bearings and the death of mechatronics. The clutch unit is being modernized for the sixth or seventh time, and this is bearing fruit: its average resource is approaching 100,000 km. And the mechatronic engineer still behaves unpredictably: he can die at any moment. Dealers are obliged to change it assembled for a new one (this is the so-called aggregate repair), but advanced informals have been successfully repairing the unit for a long time. Moreover, according to them, as a rule, the cause of breakdowns is a factory defect. This explains the fact that mechatronics from certain batches usually refuse. In the nodes, both the hydraulic part and the electronic part suffer. Defective boards are re-soldered, and in the hydraulic part, dead valves are changed and, if possible, their block is restored. There is a full range of necessary spare parts on the market.

DSG7 most often wear out the bearings of the forks of the sixth and reverse gear... The manufacturer even released their repair kit. Profile unofficial service stations undertake such work, but dealers, in case of mechanical malfunctions, prefer to change the box assembly. This is due both to the manufacturer's policy, according to which repairs, which involve a complete disassembly of the robot, are often recognized as economically inexpedient, and with the periodic absence of specific spare parts for ordering through the dealer network. And competent informal people always have access to spare parts, the necessary equipment and special tools.

The manufacturer does not regulate the mechanical part of the DQ200, it is designed for the entire service life of the box. However, it is advisable to replace the oil by about 50,000 km of run - this will extend the life of the bearings on the gear shift forks.

The reliability of DSG7 has also been enhanced by new software versions. Fresh firmware has a different algorithm for gear shifting and clutch control. In particular, new program will not give a sharp shot from a traffic light. No matter how hard the driver pushes the gas pedal when starting from a standstill, the car will fly only after the clutch is fully closed, which occurs smoothly and with a certain delay.

And further. The DQ200 box is designed for a maximum torque of 250 Nm. Any attempts to make chip tuning of the motor will lead to a significant reduction in the resource of the robot. You will have to change the clutch twice as often, or even fork out for a complete repair of the unit. In the case of unofficials, it is estimated at about 100,000 rubles.

CHEAT THE SYSTEM

Many car enthusiasts still believe that waiting at traffic lights or languishing in a traffic jam prolongs the life of DSG boxes. In fact, such actions do more harm.

When the car is on "drive", the clutch discs are fully opened - and it does not slip in any way. And the transfer of the selector to "neutral" and then back to "drive" accelerates the wear of some elements. The explanation for this lies in the algorithm of the DSG boxes.

For ease of understanding, we will omit the clutch engagement moment. In "neutral" the robot has two gears: first and reverse. During the transfer of the selector to the "drive" position and at the beginning of the movement, the rear stage gives way to second gear. When the car stops, this alignment remains, if you do not make unnecessary gestures. If you move the selector to "neutral", then the second gear is disengaged and instead of it, the rear one is pushed again. This process accelerates the wear of the synchronizers and the bearings of the forks.

There is an opinion that the twitching in traffic jams can be leveled by fixing the gear in manual or sport mode, so that the robot does not switch one step higher and back again. Allegedly, this move can also reduce the wear of the unit's elements. According to Volkswagen technicians, this makes some sense for older DSG7 modifications (up to 2014). Later, there was new software with an improved algorithm for gear shifting and clutch control, which significantly increased ride comfort. The position of the informal: such manipulations practically do not affect the wear of the box, and driving on a fixed first stage only adds dergotni, since it is very short for all DSG robots.

But the accented, confident pressing on the brake pedal and its retention can be safely recommended to those wishing to stop in a traffic jam. Often, due to the weak pedal effort, the gearbox gets confused in the situation: it does not completely open the clutch and selects the wrong gear, as a result - jerks and jerks. Moreover, this is more pronounced on cars with DSG7.

Wet business

The six-speed DSG with wet clutches (DQ250) appeared much earlier than the "dry" gearbox. The main modernization of the DQ250 took place in 2009, and after that it delivers - as they say in dealerships and the Moscow office of the Volkswagen concern. Unofficials do not agree with this and assure that in the first years after the modernization, there were problems with mechatronics - similar to those that arose with DSG7, but later the situation improved.

In 2013, the manufacturer partially changed the box body so that it does not interfere with the loosening of the suspension arm bolt, and also updated the internal and external filters. In addition, new software versions and wet clutch modifications are periodically released - the unit has been modernized for the fourth time.

Wet clutch robots have many advantages over dry boxes. However, the DSG6 also has serious drawbacks. For example, the oil circuit combines the clutch, mechatronics and the mechanical part of the gearbox - and often repairing a DQ250 involves replacing a bunch of elements. It happens that clutch wear products get into the mechatronics and it starts to fool, quickly finishing off the clutch and elements of the mechanical part of the box. Sometimes the participants in the conspiracy change places in no particular order. Hence the requirement of the plant to change the oil in the box every 60,000 km. But it is better to play it safe and reduce this interval to 40,000 km.

The second drawback of the DQ250 is known from classic machines. Long-term wheel slip is contraindicated for cars with DSG6 - overheating of the oil leads to disastrous consequences.

Replacing the bearings for the sixth and reverse forks in the DSG7 is a fairly common procedure. No wonder the manufacturer produces the appropriate repair kit. Replacing bearings in an unofficial service will cost 40,000–45,000 rubles - provided that the rest of the box's consumables do not require updating.

Most often, problems with the DSG6 are caused by inadequate operation - engine chip tuning and aggressive driving. As a result, the clutch resource is reduced several times. But it is much more terrible that in such conditions the mechanical part of the box suffers greatly. For example, the teeth of the gears of the gears and the main pair are grinded - and the wear products quickly kill the unit.

At the same time, the DQ250 feels great in circuit races without interfering with the software. It is only necessary to change the oil in the middle of the season. But the hobby for "flying" in a city with a ragged driving regime often turns into serious costs: a full repair of DSG6 from unofficials costs about 120,000 rubles.

WITH STOCK

For a long time, experts from unofficial service stations noticed that the factory volume (1.7 liters) of gear oil in the mechanical part of the DSG7 is not enough for full lubrication of some components. Gears of higher gears, bearings of the upper shaft and reverse forks suffer from oil starvation, which is clearly seen when troubleshooting a tired robot.

When repairing boxes and replacing the mentioned elements, servicemen fill in about 2.1 liters of oil. Practice has shown that with such a volume of liquid, these parts go much longer. Moreover, the increased oil level does not give side effects and does not cause oil seal leaks.

With the last DSG7 update in 2014, the manufacturer brought the box crankcase ventilation to the top of the case - a breather appeared there. In addition, unofficials noticed that the factory oil level has become higher, and its volume is approximately 2.0 liters. Q.E.D.

Head on shoulders

In recent years, the manufacturer has significantly improved the design of the DSG robots with two clutches. The DQ250 box has at least got rid of the unreliable status, and the DQ200 is catching up to it. The VW concern carries out comprehensive work on errors, constantly analyzing the statistics of the operation of cars in Russian conditions. This is confirmed by the excellent reliability indicators of the seven-speed DSG with wet clutches (DQ500 index), which has been installed on some of the concern's cars intended for our market since 2014.

Output? Frank problems with German robots are mainly due to inadequate exploitation. Servicemen of all stripes advise to think with your head, not to get carried away with aggressive driving and not to interfere with DSG boxes. That is so, but the Germans carried out the work on the mistakes at the expense of the buyers of their cars.

WAR REPORTS

The manufacturer often releases fresh versions of software for DSG robots. Volkswagen and Skoda even satisfied with the flashing of models with a seven-speed DSG gearbox. Possible incorrect operation of the control electronics could lead to an excessive increase in oil pressure in the hydraulic system, and, consequently, to damage to the pressure accumulator built into the mechatronics and fluid leakage.

The free software update campaign for Volkswagen Caddy, Golf and Jetta was launched at the end of 2016 and covered 4,500 vehicles built between 2013 and 2016. The Czechs started a larger-scale audit: it began in March 2017 and affected 45,000 cars Skoda Octavia, Superb, Fabia, Yeti and Rapid 2012–2016.

It is noteworthy that part of the cars with boxes of the last major modernization of 2014 fell under the recall. According to representatives of the Volkswagen concern, the firmware has already been updated on the vast majority of cars and they are not aware of cases of destruction of mechatronics. The new software also includes other additions to improve DSG7 performance.

But unofficial service stations saw destroyed mechatronics. The cars produced in 2012 distinguished themselves the most. And before that, such cases were extremely rare - as after the 2014 DSG7 update. According to the servicemen involved in the repair of mechatronics, the reason is not in the increased oil pressure in the hydraulic system, but in the unstable quality of the metal from which it is made. In their memory there were as many as three different designs, and they know examples when the destruction took place on boxes with new firmware.

Progress does not stand still - new technologies appear every day and the automotive industry is ahead of many other industries in the introduction of innovative technologies. The development of automotive transmissions is no exception. At the moment, the most advanced can be called the technology of preselective gearboxes, which received their new development along with the release of the DSG-6 gearbox by Volkswagen, and the subsequent DSG-7.

DSG is a preselective gearbox, or, as it is called in VAG (Volkswagen Audi Group), a robotic gearbox, which is based on a manual gearbox equipped with two clutches and a control unit (mechatronics) that manages gear changes in the car.

DSG combines the dynamics of "mechanics" and the comfort of "automatic". VW engineers have gone to great lengths to create the perfect BC. Of course, it was not without flaws, but preselective robots seem to be the most possible future for automotive transmissions. Car market is experiencing a trend towards comprehensive automation of all systems. Up to the point that almost every automotive giant promises to release into mass production next year self-driving cars, which we have previously seen only in science fiction films.

In the meantime, a situation arises when a complex system, such as DSG, requires certain management skills. In short, comfort takes effort. The driving style of DSG boxes is different from both automatic and mechanics. Even between each other, "wet" DSG-6 and "dry" DSG-7 are somewhat different in operation. Although they have more in common.

Both boxes have clutch discs, and the clutch discs are still consumables that tend to wear out and be replaced over time. Therefore, "ragged" driving, racing at traffic lights and increased slipping do not increase their service life. And if such tricks are still permissible for DSG-6, it is saved by an oil bath, which protects the clutch block from unnecessary wear and overheating. then for DSG-7 this could be a lethal number.

Do not forget about the maximum torque for each box, the "wet" DSG can easily withstand torque up to 350 Nm. When for the "seven-stage" this figure is only 250 Nm. Therefore, any chip tuning, which fans of "charged" cars love to do so much, will cost you a replacement DSG-7.

When driving in a traffic jam, in order to save fuel, the DSG is "in a hurry" to shift from first to second gear. However, as soon as the second one turns on, the need to continue driving temporarily disappears - the driver slows down the car and the "robot" has to switch back to the first one. So it wears out itself and the clutches overheat, so it is recommended to use the Tiptronik semi-automatic mode in traffic jams. Having set the first gear once and not allowing the box to independently switch from first to second gear when the situation does not require it.

A few important rules to make your DSG last longer

Motorists who have long mastered driving a car with a VW preselection gearbox have developed a number of rules that will help you better master the gearbox resource and not "burn" it ahead of time.

When shifting all main gears: P-R-N-D-S, apply the brake all the way. The DSG is designed in such a way that when the brake is applied lightly, the clutch discs do not open completely, and as a result they wear out much more.
Do not use neutral gear often if your stop is less than one minute. Try to coast in traffic when S-mode or tiptronic is on. This significantly reduces wear on the clutch block.
It is strictly forbidden to slip or use the launch (slip start). Your car is not intended for racing, and no "nice start" will justify the 300 thousand rubles spent on repairs (at least).
When you turn on the parking mode, without releasing the brake, you should put the car "on the handbrake", so you will save the limiter when rolling back the car.
Always switch between driving modes smoothly, with a second delay. It is not necessary to demonstrate a road ace, the electronics also take time to set up.

Here is a small list that can make your life a lot easier. This, of course, is not "mechanics", where you can do everything and not "sweat" for the robot, but comfort has its price.

In some ways, these rules are similar to the management of a classic automatic transmission, but here there are also some nuances. DSG, in contrast to "automatic", allows you to transfer the car from D mode to reverse movement without a micro-pause in "neutral". The automatic transmission still allows you to move with slipping, although it is harmful for the transmission, but not as fatal as for the preselective.

For DSG-6, oil change remains an important point in operation. Every 60 thousand runs it must be replaced along with the oil filter. The replacement amount varies from 5 to 10 thousand rubles. It is unlikely that it will be possible to save on oil - in a garage, the situation is difficult to implement and repairs in case of an unsuccessful operation will be more expensive. Although if you are confident in your abilities, no one will stop you here, and all the necessary information is easy to get on the Internet.

If your car is stuck and cannot get out under its own power, the gearbox should be in neutral when pulling out the car. When towing a car, do not forget about the maximum possible speed and distance for its transportation. This information is usually located on the front of the machine.

Many can be stopped by the apparent difficulties in driving a car with a DSG transmission, when everything is simple and familiar to the "mechanics", but DSG is chosen by those who like comfort and quiet driving, and following a number of rules for the sake of long-term operation of the car - a small price.

Vehicle weight and DSG

An interesting point in the operation of the DSG-7 was its direct connection with the weight of the car. So a large number of warranty cases are associated with the Scoda Superb 2008-2011 model year. The mass of the car with passengers and cargo approached two tons and led to accelerated wear of the box. A simple formula follows: high weight + load-sensing gearbox = increased risk of gearbox failure.

By the way, the problem disappeared in 2013, when the DSG-6 was installed on the SuperB. The same goes for the Scoda Yeti. A more reliable DSG-6 is installed in the configuration with the 1.8 engine, the upgraded DSG-7 is installed in the configuration with the 1.2 and 1.4 engines.

In conclusion, I would like to say that the golden rule of compliance applies to DSG boxes - the more complex the system, the less reliable. Problems arise with any transmission, but if the mechanical box they seem to be something for granted, then for DSG a verdict is immediately made - the transmission is not viable. And the question here rests on the cost of repairing "mechanics" and DSG. At the same time, taking into account all the negative reviews with which the Internet is filled, car owners who used DSG, in the future, when buying a new car, in 90% of cases are going to buy a car with DSG again.

Volkswagen itself is not going to be satisfied with what has already been achieved. And maybe soon on new VAG models we will see no longer 6-7-speed, but 10-speed DSGs. The system will become even more complex, which means that the requirements for its reliability will also increase. Apparently, VW sees DSG as not so much a risky project as a promising future of transmission systems. Well, wait and see.