For those of us who like to imagine we're driving a race car while we're running errands or commuting to work, it can add some fun to an otherwise dull drive. Some of the newer cars from Volkswagen and Audi tend not to do this as easily as early models thanks to changes in transmission design, engine specification, and programming.
Regardless, if the idea of a flatulent car puts you off a bit, not to worry. If you don't modify the exhaust system from the factory specification, it will rarely, if ever, be audible.
There are some models that gained or lost a DCT option depending on the year and model options, so be sure to double-check if you're looking to purchase a car and are unsure if it is equipped with a DSG or S Tronic transmission.
Fundamentally, there are no major differences between the dual-clutch transmissions offered by the various German auto manufacturers. Porsche wins the award for the hardest to pronounce name with "Porsche-Doppelkupplungsgetriebe" Porsche double-clutch transmission , which is what PDK actually stands for.
PDK operates in the same fashion as all other dual-clutch transmissions but is known to be one of the most refined and best-performing DCTs on the market. The PDK didn't prove to be reliable enough at the time but has since been used in a variety of the entry-level Cayman GT4 machines from Porsche. Audi's more sporty longitudinal powertrain vehicles such as the S4 3. BMW DCT differs only in that it is not a transaxle design like those from VW, Audi, and Porsche, but operates on the same principles and with the same primary components.
BMW models have the final drive and differential divorced from the clutches, gear set, and fluids. The first production iteration of the DSG transmission, the DQ, is a 6-speed transverse design utilized in a wide range of vehicles in the Volkswagen Audi Group. Exact specifications such as gear ratios and final drive will vary depending on the exact transmission code, but the design, function, and core components are all very similar.
As technology has improved, the Mechatronic unit has been upgraded and improved, so the newest examples can shift faster, smoother, and are typically less likely to experience Mechatronic problems.
With factory Mechatronic programming, it's rated to handle up to lb-feet of torque. With factory Mechatronic programming, the DQ is rated for up to lb-ft of torque. It shares much of its design with the DQ and is rated for up to lb-ft of torque with factory Mechatronic programming. Both the DQ and DQ transmissions offer even better fuel efficiency potential than the DQ with the addition of the seventh forward gear, along with their increased torque capacity.
The DL differs from all of the transverse type DQ transmissions in that it has divorced lubrication systems. The oil for the gearing and differentials is separate from the oil, which is utilized by the clutches, Mechatronic unit, and pump. This should, in theory, provide longer life and more reliability as there is no cross-contamination of fluids or particles between the two separated sections. The R8, Audi's top-line sports car, received an S Tronic gearbox option in with the introduction of the 5.
A computer controls the torque split between the left and right sides via a hydraulically controlled clutch pack. For the vast majority of owners, Volkswagen DSG transmissions have proved to be remarkably reliable. Though, like any other type of transmission, they are not without flaws and occasional issues. With proper service and maintenance utilizing high-quality parts and fluids, however, a DSG transmission will provide years and many thousands of miles of reliable performance.
As they have been developed and updated over the years, the DSG-family has only become more reliable. The most frequent complaint from most DSG owners is clunky or hard shifting in certain conditions or at certain throttle positions. While this can be indicative of a transmission problem, accessory components such as engine and transmission mounts should be checked and ruled out before looking for more significant problems. Likewise, the driveline components such as CV axles and wheel bearings should be checked and confirmed as good, as they can also result in other noises and vibrations if they are worn and need replacement.
If you are used to driving a manual transmission vehicle, you will find that a more direct, decisive driving style will help to avoid clunks and provide the smoothest driving experience. Despite the speed with which the DSG can go from gear to gear, inconsistent throttle application or too many inputs in quick succession can 'confuse' the Mechatronic unit and result in some of the common driveability complaints.
Essentially, the Mechatronic unit is always trying to guess which gear you will need next, whether that is one up or one down from where you currently are. Because it can only do that so quickly, that shift may seem less smooth or more sudden, or slower, than what you normally experience—this is not a problem, merely a quirk of the system and how it works. Performance tuning, which we will dive into later, can help to rectify this issue even when it comes to normal driving situations and result in smoother and better DSG drivability.
In terms of real problems, failure of the dual-mass flywheel is probably the most common wear-related issue on DSG vehicles. Signs of a flywheel issue include failure to engage gears from a stop, slow or hard shifting, and in the most extreme cases, RPM-dependent vibration and audible noise.
Due to the vibration of the diesel engine, TDI models are most commonly affected by flywheel failure, with replacement often needed around , to , miles. Gasoline engines typically can go much longer on mileage before requiring flywheel replacement, but results can vary depending on use.
Worst-case scenario, failure to replace a bad flywheel can result in damage to the bellhousing and parts of the transmission, so it is best to stop driving if you suspect a flywheel issue until you can diagnose and repair it. After replacement, proper adaptation and recalibration of the clutches are required for the best performance and return of smooth shifting. Although it's not a widespread issue, the most serious and typically most expensive problem that can arise on a DSG transmission is a failure of the Mechatronic unit itself.
Failures can result in a number of issues, ranging from hard or jerky shifting, failure to shift or engage from a stop, or complete and total transmission malfunction. In this instance, the transmission goes into a 'limp mode' with a limited number of gears available for use, or it may completely disengage the clutches to avoid damage, even while driving.
Proper diagnosis with an electronic scan tool is the best and most accurate way to begin the process of determining if there is a Mechatronic fault. Even in the instance of total Mechatronic failure, the physical transmission itself, such as the gears, clutches, and differential, is typically not damaged in any way. The fault is specifically with the transmission temperature sensor, which was prone to failure. The result ranged from a fault on the dashboard, to the transmission automatically going into neutral even when 'drive' or 'reverse' is selected.
Any vehicles in the affected range should have been repaired by now, but if not, an open recall repair should be able to be performed by a Volkswagen dealer. Although they were not included in the recall, the VW Mk5 R32 also featured a higher number of similar Mechatronic failures at that time.
Reconditioning of your original Mechatronic unit is a possibility, as is replacing it with a used example from a salvage yard. Still, your results and the quality of repair may vary. These units are not typically able to be changed out unless the replacement is an exact match for both the box code and version type.
Calibration and coding of the Mechatronic unit should always be performed after replacement to ensure proper performance. Unfortunately, both the flywheel failure and Mechatronic failure can result in a DSG transmission which does not shift gears or shift properly, so it can be difficult to determine which issue you're dealing with if it is an intermittent problem.
Neither a flywheel replacement or a Mechatronic unit replacement is an inexpensive fix, so be sure to diagnose properly before replacing either part. The clutch packs themselves can eventually wear and require replacement; This is fairly atypical and is usually the result of an underfilled transmission, failure to service the transmission fluid regularly, or extremely modified engines and heavy use such as drag racing.
With factory power levels and programming, it is unlikely that the clutches will ever need to be replaced if the car is serviced properly. One significant benefit of a wet clutch is that it is tough to overheat them, and they are generally very long-wearing thanks to the lubrication of the hydraulic fluid.
Internal repairs, although technically possible, are not easy to perform. Part numbers, parts availability, and crucial information such as bearing shim tolerances and gear lash are not published. Even the case half bolt specs used to hold the transmission together aren't specified.
Replacing the complete transmission is sometimes the only solution if there are more significant internal faults or problems. Complete your details and we'll connect you to our team. Not timed, and most definitely not a race, the goal here is simply to record how many times each car swaps cogs over the same section of road.
Test two will see Tony behind the wheel of both cars for a true measure of man and machine, the much-maligned parallel park.
Let the games begin…. Now, given Volkswagen has, in the past, claimed DSG shift times of around eight milliseconds, keeping track of gear changes can be no mean feat. So to ensure a modicum of legitimacy, several runs are to be completed with the goal being to come up with an average gear change number per car.
Another stack of runs down and the results are in: the manual averaging 15 shifts per run — eight fewer than in the red DSG. Fun enough to have Tony questioning his original preconceived bias towards paddles, the manual easily feels the more engaging of the two and allows braking to be done later and gear changes to be completed at will.
The paddles win out for sheer speed of shifts, of course, and also ensure hands never have to leave the wheel. Too early to pick a winner, we move out of the woods and into civilisation for the remaining tests. Helping the cause, however, are the reversing camera and parking sensors now fitted as standard on the Volkswagen Golf GTI.
Fast quelling any possible inkling of nerves, Tony seamlessly parks first the red DSG, then the Grey manual, finding engagement of reverse gear in both cars quick and trouble free. With the low-speed jitters and hesitation that plagued earlier versions of the dual-clutch transmission all but a distant memory, Tony concludes the red GTI is comfortably easier to park than its grey manual rival.
Jumping into the manual first and things are a simple and straightforward affair. Swapping into the DSG and my doubts about how the transmission will handle the sudden stop-start nature of the task are hard to mask, but all for not.
Barring a minor pause between selecting reverse and the car permitting backwards drive — repeated going from reverse to drive — the challenge is completed almost as seamlessly as in the grey GTI. So still not a lot to chose between the two at this point then. Sitting in the middle of brake-light city brings little joy to anyone.
Tony concurs saying that in its latest and now smoother guise, the DSG transmission operates much more like a standard torque-converter automatic transmission, making the peak-hour crawl effortless and a far more relaxing experience than in the manual GTI. Stick versus paddles or manual versus DSG is a difficult question, as we found out. A lot has to do with personal preference and individual factors such as the way you like to drive and what or where the majority of your driving may be.
Over our combined km test day, however, the manual did prove 13 per cent more fuel efficient than the DSG — Happy to argue about plenty — food and table tennis to name a couple of things — Tony and I can at least agree on that.
But ignoring the impressive flexibility and versatility a DSG-type paddle-shifted transmission provides — particularly in heavy traffic or when the sole purpose of a trip is to transport you from point A to point B — is pure frivolity. Obviously, only you can make that decision, but as we said at the beginning, it comes down to how you use your car and what you want it to be to you.
The answer really is both. At the end of the day, this is a pretty hotly contested topic, with many a meme and plenty of jabs thrown around on various groups and forums all over the internet. Like Ford vs. Chevy, the manual vs. DSG debate will likely rage on forever, which really only leaves us with one thing: which one do you own and which one do you think is better?
FCP Euro's Event Director by day, writer and contributor by night, and wanna-be race car driver on the weekends. How to Replace VW ignition coils packs and Audi ignition coil packs on the 2. Thousands of really cool cars went up for auction in Here are a few of our favorite European vehicle auctions from the past year!
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