In the following guide, we delve into the frequently occurring issues in Volkswagen's dual-clutch transmissions (commonly known as DSG) found in all VW, Skoda, and Seat vehicles.
We will inform you extensively about the construction of the various 6 and 7-speed transmissions and reveal to you the symptoms and causes of DSG transmission problems in Volkswagen.
We'll also discuss potential cost points and burning questions regarding warranty and goodwill in the event of damage.
Automatic transmissions are becoming more and more popular – a significant contributor to this is Volkswagen, where the DSG transmission has been in use since 2003 instead of the known and somewhat sluggish converter-automatic. This is a dual-clutch transmission, which, in its basic form, dates back to the 1940s and was further developed by Porsche.
The DSG, however, was used in really large quantities only by Volkswagen and its subsidiaries Skoda, Seat & Audi in conjunction with various TDI diesel and TSI petrol engines. Let's now take a look at the different versions of the DSG in VW, Skoda, and Seat vehicles.
The 7-speed DQ200 dry clutch DSG transmission can be found in the following VW, Seat, and Skoda vehicles:
The DQ200 is the only DSG gearbox from VW equipped with a dry clutch – at the same time, it is by far the most problematic dual-clutch transmission.
It has been built since 2007 and weighs approximately 161 lbs, making it the lightest DSG variant.
The DQ200 was developed for weaker engines with a torque of up to 184 ft-lb and under the premise of being particularly fuel-efficient.
A smaller exception is the 1.8 TFSI engines with 160 HP.
Thus, it fits into almost every Volkswagen model with a common weaker gasoline engine (1.0, 1.2, or 1.4 TSI) or the 1.4 or 1.6 TDI engine, from the Polo, Fabia, and Ibiza, to the Golf, Leon, Passat, Octavia, and Superb, and even current SUV models like the Tiguan, Ateca, or Yeti, Kodiaq, and Karoq. It is even used in the VW Jetta Hybrid 1.4 TSI.
Particularly in the first production years, the DQ200 has disproportionately often negatively stood out due to the following problems:
The underlying causes are typically electronic issues, a failure in the mechatronics, and often a burnt-out clutch.
The 6-speed DQ250 DSG transmission is installed in various VW, Seat, and Skoda vehicles including:
This transmission is somewhat the bedrock among VW DSG gearboxes. It has been manufactured since 2003 and is installed in nearly all somewhat more powerful vehicles of the group (up to 380 Newton meters of torque) that were available with the DSG option.
Like all other DSG variants, it consists of two automated partial transmissions (one for the even and a second for the odd gears), two clutches that run in clutch oil (wet-running), as well as a common gearbox output, and weighs around 80 kilograms.
During driving, one partial transmission is always running, the second is free so that the next gear can be "prepared" here. Gears are shifted up and down one after the other; skipping individual gears is not possible. A control unit, the so-called mechatronics, regulates the gear change and can simulate a "skipping" of gears. This allows a gear change without interruption of tractive force.
Several problems particularly occurred in the early years of the DQ250.
A failure of the mechatronic unit, which renders the car un-drivable, causes high costs. Also, burning of the clutch linings was often the cause of various errors.
Jerky starts, delays when shifting, shifting at wrong engine speeds, engine misfires during braking, and severe jerking or blows when shifting between 5th and 6th gear in the DQ250 are often due to disturbances from electronic, but also mechanical components.
In most cases, Volkswagen regulates severe problems with the DQ250 on a warranty or goodwill basis, especially for newer vehicles with a flawless service book and a carried-out transmission oil change, updating the software, or replacing the entire DSG transmission.
Therefore, if you notice any of the above symptoms of a potentially defective DQ250, you should immediately visit a dealer or try to perform a DSG reset. More about this can be found before our conclusion at the end of the guide.
Only from high mileages do customers have to reach into their own pockets and pay extra. A DSG transmission is hardly repairable for a hobby mechanic - the costs for a complete exchange of the DQ250 are usually beyond the 5000 Euro mark.
Since 2014, the DQ380 and DQ381 DSG have been built for the Chinese and European market. They are also equipped with a wet clutch, but unlike the DQ250, they have 7 gears and are used in engines up to 380 Nm of torque.
The emission-optimized version, the DQ381, is used in Europe in all newer Seat, Skoda, and VW vehicles with more powerful engines (e.g., the 2.0 TDI or due to character limit.
Volkswagen's dual-clutch transmissions (DSG) present in VW, Skoda, and Seat vehicles have frequently experienced issues, including unsuitable shift points, slipping clutches, abnormal noises, and insufficient acceleration. These problems often originate from electronic issues, mechatronics failure, or a burnt-out clutch. While some issues can be addressed under warranty or goodwill, certain complications can lead to costly repairs or complete transmission replacement, thus vehicle owners need to be aware of the potential costs and take immediate action when symptoms are noticed.
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