DSG, demystified! All you need to know about VW's Direct-Shift Gearbox

The very mention of the word can bring about a range of emotions – right from to

In this thread, intend to capture and publish the entire range of emotions with as much as underlying data as possible.

I have tried to assimilate information with an intention for all of us BHPians (and of course, the wide world too) to refer to a ONE VIEW or place for anything and everything related to the subject of DSG. If there is anything that you feel needs to be added to enhance the contents of this subject, please feel free to do so.
Ofcourse, as you will see, I have tried to arrange and present information in a certain chronological way (by means of an index) and would appreciate if you can suggest contributions or recommendations accordingly.

By no means, do I claim this compendium to be exhaustive – infact, it is expected to be a “living” discussion - that evolves, lives and grows over time.

Presenting the index:-

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The DEFINITION

Parentage German. Name: Direkt-Schalt-Getriebe / Dual Shift Gearbox, commonly abbreviated as DSG.

Perhaps this widely viewed YouTube video on its functioning is a good way to start off the proceedings:

Albeit, VW also has a video on 'Knowing your DSG' but it doesn’t “shift” much, if you get what I mean:-

Needless to say, there are tons of videos out there which explain the concept vividly.

The most elementary definition of the DSG is perhaps that it is an electronically controlled dual-clutch, multiple-shaft manual gearbox i.e. it comprises two separate manual gearboxes (and clutches) contained within one housing and working as one unit.

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• The dual-clutch transmission (DCT) may have debuted on a production car as late as 2003, yet it was initially conceived many decades prior, just before the onset of World War II- by a French military engineer by the name of Adolphe K�gresse (wiki page). He called it Autoserve and it operated on the same principle as modern DCTs, using two clutches - one for even gears and one for odd sprockets. Since torque converter automatics were rising in popularity at the time (and were cheaper), the DCT idea lay buried for decades.

The beautiful Porsche 962:-

Next up it was used on another racer, this time the Audi Quattro S1 which actually used a PDK straight from Porsche, instead of making its own. Its first outing was in November 1985 at the Semperit Rally Austria. It was claimed that with the five-speed dual-clutch installed, the Quattro could crack sixty in under three seconds (claimed 2.6 ticks) and allow shifting of gears without lifting off the throttle.



The blazingly fast Audi Quattro S1:-

• In 2001, BorgWarner reported that "DualTronic" transmission technology selected for production by VW

• In 2002, VW announced the 6-speed, wet clutch DSG to the world

  Volkswagen presents a world-wide technical innovation: the sporty and economical direct-shifting 6-speed automatic gearbox "DSG�. This especially dynamic form of power transmission with integrated dual clutch will be used for the first time in the Golf R32 in the first quarter of next year. Its use will be extended to other production series in the course of the year 2003. The direct-shifting automatic gearbox has been designed to fulfil the demands of European customers for sporty driving as well as fuel economy.

  

  The super hot Golf R32:-
  

2003 � hailed as year for introduction of new transmission technologies by companies like Aisin, BorgWarner, Getrag etc.



Extract 1:




Extract 2:


• Between 2003 and 2008 - Over 1 million 6-speed DSGs sold by VW

The new 7-speed DSG makes the revolutionary transmission technology available for smaller engines too

In comparison to the 6-speed DSG, there is no �wet� clutch in the new transmission � that is a clutch immersed in an oil bath � rather a �dry� clutch. That too is a world first for DSG technology. This and other engineering modifications led to significant improvements to the DSG�s efficiency. The result: Further reduced fuel consumption and emissions values, even greater convenience and driving fun.

Building on the experiences afforded by the proven DQ200 and DQ250 gearboxes, the new DQ500 now makes dual clutch technology available to customers with larger and high-performance vehicles. The DQ500 is currently the world�s only seven-speed transverse-mounted gearbox for high torques that is in large-scale series production. The clutch is designed for an engine torque of up to 600 Nm, and yet 8 mm smaller than in the DQ250. It can be used for a range of applications from sporty passenger cars to commercial vehicles.

Last edited by JoshMachine : 11th December 2018 at 13:46 .

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Senior - BHPian Join Date: Jan 2013 Location: Pune Posts: 1,252 Thanked: 6,117 Times re: DSG, demystified! All you need to know about VW's Direct-Shift Gearbox

For the uninitiated, this section really gives you a ringside view of the design and what/how VW came up with such mind-blowing technological innovations.

For reasons attributed to sales volumes, intend to focus on the two most popular gearboxes � the DQ250 and the DQ200.



Introductory data for the DQ250:




With the section-wise image of the gearbox unit with the multi-plate clutch:




And similar info for the DQ200:




Along with the section-wise image with the double clutch:


The source of the extra weight for the DQ250 can be clearly attributed to the ~5 times the amount of gearbox oil, along with the number of clutch plates.
This also clarifies the wrongly-held view that the DQ200 is a totally "dry" unit.

Also explains the rationale why VW wanted to have the lighter, 7-speed gearbox - mainly to cater to smaller engine/relatively higher volume cars.



Selector level design is common to both gearboxes:


In the above selector design, the "hall sensors" play a very critical role since they act as the primary feed in case of any failures for the gearbox. More on that later.



Principle diagram for the DQ250:


1st, 3rd, 5th and reverse gear are selected via multi-plate clutch K1.
2nd, 4th and 6th gear are selected via multiplate clutch K2.
Both the multiplate clutches are submerged in oil.



And for the DQ200:

Gears 1,3,5 and 7 are shifted via clutch K1 whereas gears 2, 4, 6 and reverse are shifted via K2.

Note how the DQ200 clutches are arranged concentrically, to aid in compact gearbox design.



When it comes to the very important activity of torque transmission inside the gearbox, this diagram probably explains it quite nicely:-

The torque is transferred from the dual mass flywheel, which is secured to the crankshaft, to the clutch plates.
The above diagram is for the DQ200 but the mechanism remains the same in the DQ250 also.
Some cases of shuddering in the DSG gearboxes have been also attributed to the improper torque transfer by the dual mass flywheel.



And the below diagram explains the end to end view of the entire torque transfer, per se:-


This diagram is again depicted for the DQ200 dual clutch gearbox.
After "receiving" the torque from the mass flywheel, the clutch K1 transfers the torque further to drive shaft 1 (marked in blue color). From drive shaft 1, the torque for gears 1 and 3 is transferred to output shaft 1 and that for gears 5 and 7 to output shaft 2.
And the other clutch K2 transfers the torque to drive shaft 2 (marked in green color). It transfers the torque for gears 2 and 4 to output shaft 1 and the torque for 6th and reverse gear to output shaft 2. Via intermediate reverse gear R1, the torque is then passed to reverse gear R2 on output shaft 3.


And now for the torque transmission outside the gearbox, the below diagram mentions that on front-wheel drive vehicles, the drive shafts transmit the torque to the front wheels.





And for 4-wheel drive vehicles, in addition to the front wheels, the torque is transmitted to the rear wheels via a bevel box, wherein a propshaft transmits the torque to a Haldex coupling. Integrated in this rear final drive is a differential for the rear axle.


Next, is an important part of the gearbox, referring to what is termed as the brain of the DSG - Mechatronics:-

In the DQ250, the mechatronics is housed inside the gearbox, surrounded by DSG oil, whereas in the DQ200, it is flanged onto the gearbox. This means that, in the DQ200, the mechatronics has a separate oil circuit, independent of the gearbox oil circuit.

The mechatronics comprises of an electronic control unit and an electrohydraulic control unit. The electronic unit is where the learning or the adaptation regarding the position of the clutches, positions of the gear actuators and the pressure characteristics - get
developed or imprinted due to a particular driving style over a period of time. Now you know the source of the DSG's "intelligence"!

The salient features of this autonomous, compact unit are:-

• Except for 1 sensor, all other sensors are contained in the mechatronics
• There is only 1 vehicle side connector required, reducing the amount of wiring, thus resulting in lower weight and greater electrical efficiency
• In the DQ200, due to the separate oil circuit, no foreign material from the gearbox can enter the mechatronics unit

For the DQ250, the electro-hydraulic control unit houses all the solenoid valves, pressure control valves and hydraulic selectors alongwith the multiplexer, as shown in the below diagram:-



Since this gearbox has the common lubrication circuit for all units, the oil has the task of lubricating/ cooling the clutch plates, gear wheels, shafts and also actuation of the plates and plungers.



Here is the oil circuit diagram for the DQ250:-


Even though the above diagram is self-explanatory, however just to give it a perspective - it starts with the oil pump drawing oil from the sump and and supplying it to the pressure valve. The pressure generated by this valve is then used to actuate the multi-plate clutches and final selection of the gears.



Since the DQ250 has multiple clutch plates, the heat produced by the mechanical friction of the plates is cooled by a separate cooling oil circuit, as shown in the below diagram:-

The pressure control valve increases/decreases the oil pressure at the slide valve depending upon the temperature generated.
Point to note, however obviously, that the DQ200 does not have this separate clutch cooling oil circuit due to absence of the multiple plates.



Now coming to the biggest misconception for the DQ200 - as can be seen in the below diagram, there are not 1 but 2 separate oil circuits:-


As is evident from the above, the 2 circuits run on independent oil supplies.



When it comes to the various sensors for the mechatronics's electronic control unit, all actions are analysed and directed from this unit.
Below diagram showing the sensor locations:-


The sensor G182 is the only sensor located outside of the mechatronic unit. In the event of signal failure due to this sender, the control unit uses he engine speed signal from the ECU.
The input senders G632 and G612 help in calculating the speed of drive shafts 1 and 2. In the event of signal failure of G632, the vehicle can be driven only in gears 2,4,6 and R. And for failure of G612 signal failure, the vehicle can be driven only in gears 1,3,5, and 7.
The temperature sensor G510 is used to check the mechatronic unit's temperature. In the event of signal failure, the control unit uses an interally available substitute valve.
The hydraulic pressure sender G270 is used to control the motor for the hydraulic pump. In the event of hydraulic pressure reaching approx 60 bar, the motor is shut off according to the signal and switched on again at 40 bar pressure.
For the gear selector movement sensors 1 to 4, G487 to G490 - on combination with the solenoids, they generate a signal from which the control unit recognises the precise position of the gear selectors. In the event of a signal failure, the control unit is unable to recognise whether or not a gear is changed and the failed gearbox path is shut off in this case.




Now for the electro-hydraulic unit of the DQ200:-

The hydraulic pump pushes the oil through the filter towards the pressure limiting valve, the accumulator and the hydraulic pressure sender.
The pressure accumulator provides the system with oil pressure when the hydraulic pump is switched off.
As for the valve setup, this comprises of the clutch actuator solenoid valves (N435, N439), gear train half pressure control valves (N436, N440), gear selector solenoid valves (N433, N434, N437,N438). In the event of one of the solenoid valve failing, the corresponding gear train half is shut off.



Now moving to another important section for the gearbox, related to shifting the gears..
As in the case of conventional gearboxes, the gears are shifted using selector forks. Each fork shifts two gears. The below diagram depicts the housing:-




When changing gears, the forks are moved via gear selectors integrated into the mechatronic unit.
The way it works is that the gear selector piston is connected to the selector fork. To change gears, oil pressure is applied to the gear selector piston, thereby moving it. When it moves, it also moves the selector fork and the sliding sleeve. The sliding sleeve then actuates the synchronising hub and the right gear is engaged, as shown in the below setup:-


To end this section, here is a sample video showing an equivalent of an "Unboxing" DQ200 gearbox:-

Last edited by JoshMachine : 10th January 2019 at 14:45 .

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Senior - BHPian Join Date: Jan 2013 Location: Pune Posts: 1,252 Thanked: 6,117 Times re: DSG, demystified! All you need to know about VW's Direct-Shift Gearbox

THE OWNERSHIPS

So, by now I hope that you would have got a very good understanding of how the various valves, sensors, actuators and the gear assembly come together to produce that beautiful motion when engaged correctly!

After having understood the fundamentals (at at certain places, something more than that!), this section will now attempt to capture - at one place - various ownership threads posted on TBHP, so that we can browse through them and compare, learn and understand the various owner perspectives.

I know by looking at the list here, some of you may argue that we could just search up the various forums with specific keywords etc. and not required to have a list as such but my view is to have everything sorted out and assembled together, so that we can navigate easily and even add to the list here in the future so that this evolves over time immemorial!

While browsing through some of the reports, I was amazed to find so many nuggets of valuable info related to DSG ownerships - obviously both good and bad experiences.
As I mentioned in my opening post, the emotions have ranged from extreme delight to shock!

These ownership links are arranged in no particular order (either in buying timelines or duration of ownership as such). However, what I have attempted is to cover both the categories of DSG ownerships - "Initial" ownership reports and the really "Long-Term" ownership reports by taking into consideration Skoda and VW car owners.

This list may not be 100% complete to start with (have 75 ownership reports listed for now), and it is possible that I may have not been able to include some ownership references. However, as I mentioned earlier, will keep on updating this thread and would also request folks to let me know of instances which need to be included in this DSG story.

Looking at the Skoda list firstly.

Superb owners:-
Swanand Inamdar - report | ivar1951 - report | sahil - report | Hayek - report | holysmoke - report | BoringProf - report |

Octavia owners:-
Joethomasv - report | Sandeepsarma - report | Starrysky - report | abhinav.gupta88 - report | karvel - report | nikhilb2008 (vRS) - report | sivadas (vRS) - report | imidnightmare - report | sawnilrules - report | suhaas307 - report | adi_petrolhead - report |

Laura owners:-
.anshuman - report | Vignesh.cv - report | newtonMeter - report | luky_13 - report | goutham_r - report | .cArMaNiA - report | amit2kin - report | danc - report | razor4077 - report | seacat - report | hvishwanathan - report | | Insane Devil - report | kiranjoshy - report | lamborghini - report | nitinbose - report | akki_5 - report | ACM - report | deepakvrao - report |

Karoq owners:-
Starrysky - report |

Rapid owners:-
Laddz1121 - report | MadAbtCars - report | charansuki - report | rohanjf - report | shubhu3112 - report |

And this is followed by the VW list.

Passat owners:-
fordfreak - report | kimianks - report | ev06 - report |

Jetta owners:-
Iliketurtles - report | Amarendranath - report | Graaja - report | sunsbhp - report | abhilashgp - report | aseem - report | ayedongivadam - report | Aurum - report | althaaf - report | akhilesh51 - report | cls_55_AMG - report |



Vento owners:-
Execve - report | rejeen - report | Rajeevraj - report | amitg79 - report | Joshmachine (yours truly ) - report |

Polo owners:-
frankmehta - report | diffsoft - report | Nevgin - report | graaja - report | chase_nt - report | Santoshbhat (Polo GTI) - report | abhilashnanda (Polo GTI) - report | hemanth.anand - report | robimahanta - report |nishcal316 - report | pilot77in - report | GTPower - report | prateekswarup - report | suhaas307 - report |

Last edited by JoshMachine : 4th January 2019 at 14:05 .

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Senior - BHPian Join Date: Jan 2013 Location: Pune Posts: 1,252 Thanked: 6,117 Times re: DSG, demystified! All you need to know about VW's Direct-Shift Gearbox

My 2 cents on the DSG ownership and experience

When I put up the ownership report of my Vento last year (the car had close to 35k km on the odo), I had outlined some initial experiences of the DSG at this post.

• Weekday driving to office and back almost 60 km - out of this, almost 15 km is slow-moving/crawling, bumper to bumper traffic and the rest is highway-like road condition
• Road trips in the last 3+ years: Pune - Bhopal - Pune (2 times), Pune - Nagpur - Pune (once), Pune - Gujarat - Pune (2 times), Pune - Mumbai - Pune (approx 10 times), Pune - Panchgani/Mahabaleshwar - Pune (3 times), Weekend getaways around Pune (6-7 times)
• Pune city driving on weekends

Am glad to reiterate that almost all of the advantages /observations from my ownership post hold true even today.

Just re-quoting from the original post herewith:-


• Hardly any gear shift shock as compared to a manual transmission (about 6-8 millsec for upshifts and about 600 millisec for downshifts. A human hand on a minimum average takes about 1.1 - 2.0 sec to do the same, data point sourced to various forums). This is one of the primary reason for that "fun to drive" factor in these super machines
• Almost, continuous power flow of power is maintained as compared to a continuous variable tranny
• Very high levels of comfort for the driver
• Higher fuel efficiency
• Ability to execute a kickass kick-down with much more precision as compared to other auto-trannies
• Sports mode - more engine power available at disposal, more engine braking if used smartly
• No rubber band effect, no excessive grunt unlike the traditional torque converters



And to extend some of these points mentioned in this list and also extending those mentioned in my ownership post, here are some additional observations/experiences that I can list down:-

• The DSG behavior or response is at its "predictable best" if driven in a linear fashion, i.e. it works smoothly when you accelerate or decelerate gradually without any major speed shocks.
• From my experience, the DSG won't let the needle go beyond 3500 rpm under most conditions (climbing an incline with/without loads, trying to kick-down on a flat highway, trying to speed down a descent etc.). Please note however that the max calibration is done for 6000 rpm in the Vento
• When in bumper to bumper traffic or very slow moving traffic or going downhill, I immediately shift to manual /tiptronic mode to avoid potential over-heating of the dual clutch plates. When possible, I then try to drive at a speed greater than the car idling speed of about 7-10 km/h so that the mechatronics sensors do not have to continuously send a signal to engage the gear selector forks and keep the clutch plates on standby position for the next pre-selected gear.
• The upshifts will happen faster as compared to the downshifts. When I accelerate linearly from say 1st to the 7th gear, the car moves into its own zone of highly optimized state of efficiency. However, when I downshift in a sudden or non-linear or unnatural fashion, I can "feel" the overspin on the flywheel is still holding the gears that much longer and that's when you realize the downshift takes a wee bit longer to take place.

For those who are uninitiated with respect to the DSG world yet, here is a high-level summary view of the various driving modes:-
• As briefly explained in the WORKS section, the design of the gearbox lever along with the drive shafts and the plates (PLUS the VW philosophy of keeping things unambiguous for the end-customer) enables it to operate in a straight "fore and aft" motion. Therefore, the various modes like P, R, N, D, S are in a linear manner, one below the other - unlike the gated gear box or rotary or joystick patterns seen in other brands. Selection or design of the gearbox patterns is perhaps a conscious decision by different manufacturers, which depends primarily on what they want the customers to feel or what they want the customers to do.
• "P" or Parking mode: In this mode, everything is disengaged - i.e. the gear selector forks, clutch plates. The parking lock pin is engaged purely mechanically via what is known as a Bowden cable between the selector lever and the lock lever on the gearbox. Point to note is that the ignition key can be withdrawn only when the P mode is actuated.
• "R" or Reverse gear: functions like a "normal" gear, just that the output shaft gets driven in the reverse direction
• "N" or neutral gear: in this mode, the gears are disengaged and the gear selector piston is held in that position via the oil pressure controlled by solenoid valves.
• "D" or driving mode: the gearbox won't allow to shift from 'Neutral' to 'Drive' mode unless the brake pedal is pressed. The 'D" mode is where the DSG is meant to show its full array of automatic gear selection and the adaptive nature of the mechatronics unit. As was mentioned in the above WORKS post, the mechatronics sensors will pre-select the next set of gear changes with the assumption that there will be steady and linear acceleration by the driver. Since I am personally in favor of such a driving style and have been doing so for a large portion out of the 60k km covered so far, I can vouch for the view that the DSG has probably adapted to my driving style.
  This is so because I have seen significant consistency in the tachometer and the engine throttle combination to result in a gear change.
  On the contrary, when I apply throttle pressure which is far greater than the resistance offered by the normal operation of the dual clutch plates, then the sensors literally send an immediate instruction to downshift. In layman terms, this is termed as kick-down and will result in an almost instantaneous needle shift on the tacho, indicating that the engine has received the 'order' to pump in more revs and it will do the needful.
  Another point to mention is that of cruise control - when this scenario is selected (irrespective of the car being in 'D' or 'S' mode) - the sensors and the associated conundrum of forks and plates are forced to hold onto the selected gear.
• "S" or Sport mode: the functioning of the gearbox while in this mode is very much like the "D" mode, with the notable difference being the increased engine revs enabling usage of more engine power/braking at the driver's disposal. Needless to say, this will have an adverse effect on the fuel efficiency since the car will definitely guzzle more fuel if operated in this mode for longer duration.
  In my 3+ years of ownership, I have very seldom realized the "technical need" to shift into this mode purely from lets say, an overtaking perspective. The "D" mode is sufficient enough to provide that thrust with some kick-down action.
  In this "S" mode, the engine revs are about 15-20% or even higher as compared to the equivalent 'D' mode gear. What this means is that, if you are driving in let's say 'D7' gear at about 1400 rpm, and if you shift into "S" at that point of time - then the equivalent gear would most probably show 'S6' on the MID but with about 1500-1700 rpm on the tacho. One needs to be aware of the increased revs and need to take that into consideration while undertaking a kick-down action in this mode else there is a potential of traction control loss due to excessive wheel spin while fast acceleration.
  On other note, the 'S' mode is famous for a reason - on an empty stretch of road with good visibility, nothing comes close to that rushed feeling of being thrown back in the seat when you execute a clean kick-down in this mode!
Last edited by JoshMachine : 11th January 2019 at 13:52 .

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