Perrya is a major car enthusiast and loves sharing his extensive vehicular knowledge with his readers. Many cars, mostly Volkswagens and Audis, have these unique advanced dual-clutch automatic transmissions. They have been around for a few years now and are hailed as an evolutionary step forward from the traditional transmission. People love them or hate them—it all depends on whether you had any problems with them. InVW recalled of them for defective mechatronic units.
The mechatronic unit is a computerized control part of the dual clutch system. It is complex and hard to troubleshoot when things go awry.VW and Audi DSG Clutch Upgrade
You may be able to limp home in certain gears, or you may be stranded. The mechatronics are housed in the gearbox, surrounded by DSG oil.
They make up the central control unit. All sensor signals and all signals from other control units come together at this point, and all actions are initiated and monitored from here. The unit has 12 sensors, By hydraulic means, it controls or regulates eight gear actuators via six pressure modulation valves and five selector valves, and it also controls the pressure and flow of cooling oil from both clutches.
The gears are selected via selector forks in the same way as a manual gearbox. Each selector fork selects two gears. The forks are actuated hydraulically on the direct shift gearbox, not by selector rods. Many times, the failures begin with sensor temps failing, either failing outright or falling out of specification. Many sensors have backups, so that if the main sensor fails a backup sensor will provide the data to the computer. If the data sent is incorrect, the computer will do what it thinks is right based on that incorrect data; hence, failures result.
You may only be able to operate in certain gears or none at all. You may notice grinding or bad fuel economy. Usually, if a sensor fails, only that section impacted by the sensor is effected. So, if a sensor fails for second gear, you will not be able to use that gear. Sender G, a key sensor, can be found in the housing of gearbox input speed sender G It measures the temperature of the DSG oil at the outlet of the multi-plate clutches. If G fails, the backup sensors may be able to prevent catastrophic loss.
But if they fail, the tranny will go into self-protect mode, and you will be stranded. If your transmission suddenly starts to shift into odd gears or the car stops, it could be the N92 solenoid valve inside the mechatronics unit which controls activation of all the gears. On vehicle diagnosis, testing and information systems, use VASthe following modes of operation: Guided fault finding, Guided functions.
VW has made over 1 million DSG transmissions.
Most are working fine with no problems, as long as the owner maintains them by changing the fluid every 40, miles and properly filling them to the correct level. Content is for informational or entertainment purposes only and does not substitute for personal counsel or professional advice in business, financial, legal, or technical matters.
What was the fault? It could be just one of the solenoids that shift gears was failing or got stuck and then did not completely fail yet, which would explain why it seems ok now.Volkswagen AG has established that Volkswagen vehicles with 7 speed dual clutch gearbox, may over time, not continue to meet required production standards. The mechatronics unit takes electronic signals and converts them into hydraulic power to operate your gearbox.
In individual cases, the failure of a component can lead to a pressure loss in the hydraulic part of the gearbox, interrupting the power transmission between engine and gearbox. We need to undertake an inspection to ascertain whether your mechatronics unit is affected and consequently requires replacement. The inspection is required for all vehicles included in this recall, but it does not mean that your vehicle will require any component replacement.
Recalls address any potential safety related defect, due to a feature of design or construction that could pose a risk to the driver, vehicle occupants, or other road users. In the interest of safety, any recall affecting your vehicle should be completed immediately. If your vehicle has been affected by a recall, Volkswagen will contact you by email or post to let you know and to advise you of the next steps. All Authorised Volkswagen Dealers in New Zealand have been informed of all active service and recall campaigns.
Yes, that is important. Your Volkswagen Dealer wants to ensure that parts if required are readily available to ensure that you are back on the road as soon as possible. A production fault as part of the mechanical treatment leads to the reduced strength of a component within the hydraulic system. Oil and pressure are lost in the hydraulic system of the gearbox.
Please note this list of models is applicable to some but not all vehicles between the production dates and may only be applicable to some markets. If required, we check the mechatronic unit for you and if needed, the faulty components in the hydraulics are replaced along with a software update of the mechatronic control unit.
If you require a loan car while this work is being completed, the dealership will arrange this at the time of making the appointment for you. Mechatronics Unit. Owners and servicing.
Service Campaigns and Recalls. Frequently Asked Questions. Does this apply to all vehicles? What is a recall? How can I find out if my vehicle is affected by a recall? Can I have the recall carried out all over New Zealand? Do I have to make an appointment?
Over time a crack of the pressure accumulator of the mechatronic unit in the gearbox can occur. What is the cause of the fault? What repercussions does the damage have? What can happen? What precisely does the repair involve? How long does the repair take? The check and the repair of the vehicle if needed takes up to four hours. What if I need a loan car while the check is being done?This is a very common problem for all Volkswagen and Audi vehicles fitted with the DSG Mechatronic 6-speed gearbox system.
The problem will normally be intermittent with the P R N D S light flashing and the gearbox going into the neutral N position, being unable to select forward or reverse gears. If left to cool down then the DSG gearbox will begin to work normally again. The fault will always become more permanent with time if left untreated. When dealing with this issue main dealerships often opt to purchase an expensive new unit from manufacturer which will only come with a shot 1-year warranty.
Another glaring issue with this is that the defect has not been dealt with at production level meaning that new units are prone to fail in the same manner, usually after the short warranty period. However our consumer friendly solution of rebuilding the original unit will engineer out the defect meaning that it will not fail again, plus we will provide an unlimited mile lifetime warranty.
DSG removal : For removal instructions please see this page. Once all the internal faults have been identified using our HIL testing rigs our technicians will rebuild the DSG mechatronic unit using only the highest rated components. Post rebuild testing under real-world load and driving conditions will ensure that the unit does not fail again. No coding will be needed when you receive this unit back from us, all programming is retained during test and rebuild.
We have been rebuilding this DSG system type for many years and our quality control is second to none meaning that we can confidently provide our unlimited mile lifetime warranty. Package the VW Audi DSG mechatronic inside a sturdy box with plenty of packaging material make sure you include your confirmation email in the box. Send us your package by tracked courier the shipping instructions are on the confirmation email.
Once received we will test, rebuild and return your DSG with an unlimited mileage lifetime warranty. Fill in and submit this test form. We will then rebuild your DSG mechatronic and return it to you with an unlimited mileage warranty. All NHS staff, emergency workers, care workers and delivery drivers will receive priority turnaround on their units. English English Italiano. Programming: No coding will be needed when you receive this unit back from us, all programming is retained during test and rebuild.
Quality: We have been rebuilding this DSG system type for many years and our quality control is second to none meaning that we can confidently provide our unlimited mile lifetime warranty.
This is not a problem, if you prefer this option then follow the following steps: Fill in and submit this test form. Print the booking confirmation email. ECU Engine Management.
Dashboard Instrument Cluster. Hi Chris, we can help with that. Hello, I have an Audi TT mk2 3. I scanned the car and it displayed the errors and U Are these codes a sign of a bad mecatronic?
VW & Audi DSG Gearbox ECU
Thank you. Hi Tams, these are loss of communication fault codes, no communication to the gearbox ECU is a common fault. Hi I have a t5. Its started making a slight rattling when put in drive and in all the gears except reverse.This transmission is only found in the Jetta Hybrid in the US market.
This is not the most common of VW issues, but it is pretty cool how it works. This is also a little different video because I have never taken one apart. It is great because we can all learn something on this video. They are the VW and Audi parts experts. They have great prices and awesome service. Paul and the fellas at DAP are awesome. Trouble viewing? As always, your questions and comments are welcome. Please post them below. If you would like to suggest a part of a show like this, email me Charles at HumbleMechanic dot com.
Thanks again to Deutsche Auto Parts for being such a great sponsor.
The Mechatronics of the Volkswagen Dual-Clutch Transmission
Did you replace the mechatronic unit and if you did the car go well or something else happen Thanks. My tsi just failed after 40,kms no early warning flags, just D1!
The repair is under way now, replacing the complete control unit. Apparently, recon units are available however the cost vs warranty against new is just not viable!! Same problem with my Passat. The car just stalled, no warning,no sign, but a wrench on the dash board. Can i replace golf 5 engine and dsg gearbox with a polo engine and manual gearbox or only swap the dsg with a manual gearbox and clutch pedal.
It only drives in Gear 2. It does not shift to gear 3 it only stays on gear 2. The repair amount was and it only drove kms. No one has a clear answer.
As my vehicle 1. Started but would drive in 1st 3r and 5th reverse gear there was no action or movement yet stationary. Gearbox had been stripped the forks and bearings were changed. Now installed the gearbox. Finally reverse gear the vehicle moves but now does not drive in first!!!!For decades, automatic transmissions have been viewed as the antithesis of performance by most automotive enthusiasts.
Power-sapping torque converters, glacially slow shifting, and driver feedback described as vague at best, are some of the key complaints about older 'traditional' automatics. With the DSG gearbox, a dual-clutch automatic, Volkswagen and Audi revolutionized the industry, providing an efficient option that offers reliability and race car-like performance for the masses.
The VW DSG transmission is similar to all other common DCT designs in that it is effectively two separate electronically controlled manual transmissions built into one. The DSG combines the best attributes and efficiency of a standard manual transmission and the ease of use of a more traditional automatic.
DSG transmissions can be operated in a fully automatic mode, where the computer decides when and how to shift, or in a semi-automatic mode, where the driver uses either the gearshift shift lever or steering wheel-mounted paddles to select the desired gear. DSG and DCT transmissions have been a game-changer in the automotive world and in performance circles. Rarely has one component been able to increase both efficiency and performance with almost no downside. All Volkswagen DSG transmissions are a transaxle design, which means that the same transmission case houses both the gears, the final drive, and differential in one unit, with shared oiling and lubrication.
Much like a standard manual transmission, a DSG-equipped vehicle has a flywheel, which mates to the input shaft of the transmission, and is engaged by a clutch. This transfers power from the engine, through the transmission, and finally to the drive wheels. As you would expect by the name "dual-clutch transmission," the DSG has two clutch packs, as well as two separate input shafts.
Both are a concentric design, which means that one fits over the top of the other. The first clutch pack engages the odd gears of 1, 3, and 5, while the other engages the even gears of 2, 4, and 6. The two clutch packs are designated as K1 and K2. The clutches in most DSG transmissions are a 'wet clutch' design, which means that the plates and friction rings are lubricated and cooled with transmission fluid, actuated via hydraulic pressure generated by a mechanical oil pump, and applied by the Transmission Control Unit TCU.
VW calls this the Mechatronic unit, and it is the brain behind the brilliance of the DSG transmission. Since the Mechatronic unit effectively has two transmissions to work with, it is able to pre-select the next gear that you need before engaging the clutch and performing the shift.
It simultaneously disengages one gear as it engages the next, resulting in that perfect power delivery. Where the DSG shines is in its ability to deliver both smooth and lightning-fast shifts, no matter the situation.
From loafing along in commuter traffic to hitting back roads or race tracks on the weekend, it can do it all. It has a variety of inputs to decide how and when to shift, such as vehicle speed, engine speed, throttle position, brake pressure, and g-force measurements from the accelerometers in the car. The Mechatronic unit can guess with remarkable accuracy which gear you're going to want next, whether you are accelerating, braking, or cornering.
It also knows how hard and fast to make the shift, and if it should upshift or downshift, using the same sensors and parameters. For example, if you're just easing along in traffic and not accelerating or braking with a lot of force, the transmission will work its way up or down through the gears easily, ensuring smooth performance and shifting at low revs to maximize fuel efficiency.
A DSG-equipped vehicle driven gently will use less fuel than the same car equipped with a manual. However, if you press the accelerator pedal down like when you merge onto a busy highway, the Mechatronic unit sees the increased power produced by the engine and holds the gear longer, or performs a down-shift depending on the current gear and RPM, ensuring faster acceleration.
It also will make the shift to the next gear more quickly, with a faster and more abrupt engagement of the clutch. A DSG transmission can perform a complete shift in around milliseconds and can shift more quickly than the best drivers in a similar manual transmission vehicle.
How much faster? Similarly, it is about two-tenths of a second faster in the quarter-mile, averaging Most DSG-equipped models also feature a 'Sport' mode in addition to 'drive' or 'manual' modes.G Care and use Natural leather is sensitive and requires reg Qty 3, M8 x 35 Always renew Special tools and workshop equipment required. Used oil collection and extraction unit -V. Assembly lever -T Guide pin -T Diesel extractor -VAS In order to remove the mechatronic unit, sufficient space must be available in front of the gearbox.
Depending on the vehicle, parts must be removed which do not have anything to do directly with the gearbox. For example: air filter housing, if present, charge air lines or coolant lines.
In this position, insert assembly lever -T between clutch lever and gearbox housing. Do not work on pressure accumulator. The accumulator is under pressure and is not allowed to be opened. Caution Danger of irreparable damage to gearbox. Do not run engine or tow vehicle with mechatronic unit for dual clutch gearbox -J removed or when there is no gear oil in the gearbox.
The clutch is self-adjusting. Shocks can have an effect on this adjusting device. Even if the mechatronic unit has been removed, suddenly pulling out the assembly lever -T from under the engaging levers can have a negative effect on the adjusting mechanism. In this position, insert assembly lever -T between engaging lever and gearbox housing. This allows for removing load from plungers of mechatronic unit so that they can be removed by hand from mountings of engaging levers.
Caution Risk of damaging gearbox components beyond repair. Do not under any circumstances touch the contacts in the gearbox connector by hand. Electrostatic discharge can seriously damage the control unit and mechatronic unit. Disconnect electrical connector for mechatronic unit for dual clutch gearbox -JIf this isn't practical, there are other ways of solving this problem. The best approach from a statistical point of view is to repeat the study and see if you get the same results.
If something is statistically significant in two separate studies, it is probably true. In real life it is not usually practical to repeat a survey, but you can use the "split halves" technique of dividing your sample randomly into two halves and do the tests on each. If something is significant in both halves, it is probably true. The main problem with this technique is that when you halve the sample size, a difference has to be larger to be statistically significant.
The last common error is also important. Most significance tests assume you have a truly random sample. If your sample is not truly random, a significance test may overstate the accuracy of the results, because it only considers random error.
The test cannot consider biases resulting from non-random error (for example a badly selected sample). The preceding discussion recommends reading probability values in reverse (1 - p). Doing so will normally lead to correct decision making, but it is something of an over-simplification from the technical point of view. A more complex, technically correct discussion is presented here.
Unfortunately, statistical significance numbers do not directly tell us exactly what we want to know. They tell us how likely we would be to get differences between groups in our sample that are as large or larger than those we see, if there were no differences between the corresponding groups in the population represented by our sample. In other words, these numbers tell us how likely is our data, given the assumption that there are no differences in the population.
What we want to know is how likely there are differences in the population, given our data. Logically, if we are sufficiently unlikely to get a difference found in our sample, if there were no difference in the population, then it is likely that there is a difference in the population. We used this logic in the first part of this article when we said that you can interpret significance numbers by considering 1-p as the probability that there is a difference in the population (where p is the significance number produced by the program).
For example, if the significance level is. While this logic passes the common sense test, the mathematics behind statistical significance do not actually guarantee that 1-p gives the exact probability that there is a difference is the population. Even so, many researchers treat 1-p as that probability anyway for two reasons.
One is that no one has devised a better general-purpose measure. The other is that using this calculation will usually lead one to a useful interpretation of statistical significance numbers. In some non-survey fields of research, the possibility that 1-p is not the exact probability that there is a difference in the population may be more important. In these fields, the use of statistical significance numbers may be controversial. This is the only product in our lineup that offers all features and tools we considered.
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Bernie spent almost all of his career here at the University of Minnesota. He joined the Department of Statistics, a precursor of the School, in 1963 and was the chair of the department for several years during the 1960's. One of the first Statistics books that I read was one of his and it was a pleasure to have him as a colleague after I moved here.
He was a gentleman, a scholar and a sweet man. He was 88 and was still ice skating a week before he died. The Department of Psychology and the School of Statistics in the College of Liberal Arts at the University of Minnesota invite applications for a full-time, tenure-track position specializing in quantitative psychology and statistics to begin fall semester 2014 (August 25, 2014). DEADLINE: October 28, 2013 Requisition Number: 185788 Please apply at the University of Minnesota's Employment site.
The School of Statistics in the College of Liberal Arts at the University of Minnesota invite applications for a full-time, Teaching Specialist or Lecturer in statistics to begin spring semester 2014. DEADLINE: Open Until Filled Requisition Number: 186942 Please apply at the University of Minnesota's Employment site. The School of Statistics, College of Liberal Arts, University of Minnesota, invites applications for a full-time, tenure-track position beginning fall semester 2013.