When Volkswagen introduced the dual-clutch box as an alternative to the classic automatic in 2002, the excitement knew no bounds. It is understandable, a similar solution has already been tried, in particular Porsche. Volkswagen, on the other hand, has created an inexpensive and highly efficient version for conventional production cars. It is thanks to VW that for the first time cars with an automatic transmission have become as dynamic as versions with a manual transmission.
Today DSG deserves applause. But after 10 years of presence in the market, it became clear that this solution is not suitable for everyone. Although the DSG is rated as a very good and thoughtful design, after a while it may require the intervention of a mechanic. This will be expensive, especially if the previous owner of the car did not care about regular oil changes in the box. Moreover, the operating conditions and the quality of care in the past are a big secret.
Story
The DSG box (from the English Dual Shift Gearbox or the German Doppelkupplungsgetriebe) currently has several options that are fundamentally different in design. The first version appeared at the turn of 2002 and 2003. It was a 6-speed DQ250 gearbox, which features a wet clutch, i.e. working in oil. The box is able to handle torque up to 350 Nm.
In 2008, a lighter and more economical 7-speed version of the DQ200 appeared on the market. It is able to digest only 250 Nm of torque. In 2010, the company introduced the DQ500 box, developed in-house. All previous versions helped develop Borg Warner and LUK. The latest modification was adapted for high torques (up to 600 Nm), which made it possible to use it even in commercial vehicles, such as the VW Transporter. Soon the box found its application in small models of the brand. The designers again returned to "wet clutches", but the number of steps remained the same - 7. The DL501 modification is used in Audi cars and is designated S-Tronic.
Reliability
Unlike classic automatics that don't need a clutch or a solid flywheel, a DSG box uses both of these components. The dual-mass flywheel must be reliable and have a resource, as is the case with a manual transmission. Theoretically, it is capable of withstanding at least 150,000 km. In reality, the flywheel can fail after only half the distance measured to it.
As for the clutch, the “wet”, due to better cooling, can even last 250-300 thousand km. Replacing the "dry" may be required already with a run of 150-200 thousand km. But according to statistics, this happens earlier, which is the fault of the management system. Problems are caused by the lack of electrical contact or damage to solenoid valves in mechatronics. The defect, as a rule, manifests itself even before crossing the 100,000 km mark.
Fortunately, in many cases the malfunction can be fixed in specialized workshops. Official services in case of problems with mechatronics change the box to a new one. In ordinary "garages" it will not work to repair the DSG box. Regardless of the type, the box requires special tools. Pre-fabricated to 5 microns, which requires extreme precision in post-repair reassembly.
DSG types
Number of gears: 6.
Maximum engine torque: 350 Nm.
Clutch type: wet.
Exploitation
The box requires regular oil and filter changes. Maintenance is required at least every 60,000 km. Dirty oil can destroy mechatronics.
Application
VW Golf V 1.4 FSI, 1.9 TDI, 2.0 TDI
VW Touran 2.0 TDI
Seat Leon II 2.0 TDI
Skoda Octavia II 2.0 TDI
VW Passat B6 2.0 TDI, 2.0 TFSI.
Number of gears: 7.
Maximum engine torque: 250 Nm.
Clutch type: dry.
Exploitation
The box has two independent oil circuits and the manufacturer does not provide for an oil change. However, independent services recommend changing the fluid.
Application
Skoda Fabia II 1.4TSI
VW Golf V/VI 1.4 TSI
VW Golf VI 1.6 TDI
VW Touran 1.4TSI
Skoda Octavia II 1.8TFSI
VW Passat B6 / B7 1.4 TSI.
Number of gears: 7.
Maximum engine torque: 600 Nm.
Clutch type: wet.
Exploitation
The box has a wet type clutch and requires regular oil changes.
Application
VW Multivan 2.0 TDI
VW Transporter 2.0 TDI
VW Tiguan 2.0TFSI
Typical faults and repair costs
A 6-speed DSG, regardless of type, can travel 200,000 km without any problems. There are many cars that have covered more than 300,000 km.
The dry clutch of a 7-speed gearbox can wear out already by 150-200 thousand km.
The dual mass flywheel usually wears out before the clutch. It is 50% more expensive than a manual transmission flywheel.
To repair the box after long runs (over 300,000 km), it may take about $ 1,500-2,000.
A DSG in good condition can be purchased for $1,000-$1,500. However, the number of offers on the secondary market is very limited.
The cost of a new box in the official service is about $ 6,000.
As for the box itself, as a rule, there are malfunctions of the monitoring and control system associated with the operation of the mechatronics and the control module. To repair the control module, you will need about 200-300 dollars. Recovery is possible only in specialized services.
Symptoms of a mechatronics malfunction
Highlighting "PRNDS" on the dashboard and switching the box to "N" mode.
Hard shift into 1st gear.
Hard switching from 3rd to 2nd and from 2nd to 1st, sometimes clicks are clearly audible.
Vibrations in 2nd gear when braking.
Shocks during successive switching.
Feeling a loss of traction when the rpm drops below 2000.
double clutch
DSG 7 clutch.
As a result of friction, dry clutch wears out faster (even up to 150,000 km). The cost of a new clutch (with replacement) is about $ 700, in the official service - about $ 1,300. Wet clutches are more durable. They can travel over 250,000 km. The cost of replacing them is about $1,000.
Mechatronic
Problems arise due to the loss of contact on the board at the soldering points. This is the result of the introduction in 2004 of ecological soldering methods. Specialists remove the module and re-solder. The cost of the service is about $200.
hydraulic block
It is a group of solenoid valves and an oil pressure control circuit. Solenoid valves can fail, which can be replaced. The cause of their malfunction may be metal filings resulting from clutch wear.
dual mass flywheel
Its wear is the most common reason for dismantling the DSG box (sometimes even after 70,000 km). Flywheel durability is reduced by chip tuning and driving at very low revs. It costs more than a flywheel for cars without DSG.
Attention! Regular oil changes are a prerequisite for the correct operation of the gearbox.
As a rule, the filter and oil are changed every 60,000 km in an automated transmission with "wet clutches". For a 6-speed DSG DQ250, you need 5.2 liters. The cost of the service is about $ 200 in the official service and $ 100 in the usual one. The oil must be of a special type designed for DSG boxes.
The manufacturer does not provide for oil changes in boxes with a "dry clutch". However, specialized services still recommend doing this every 60,000 km. The oil in the automatic transmission (1.7 l) and the mechatronics hydraulic fluid are subject to exchange. The cost of services is about 90 dollars.
DSG stands for Direkt Schalt Getrieb, literally translated from German - "Direct Gearbox". This is one of many types of preselective robotic boxes with two clutches.
As you know, a "robot" is a mechanical box, but with automated control. When a gear needs to be shifted, the computer instructs the actuators to disconnect the driven clutch from the drive, thereby separating the engine and gearbox, move the shafts with gears, and then connect the discs back, resuming the process of transmitting torque.
I must say that the computer does not always cope with this operation quickly - often it needs even more time than the driver. About dynamic driving and even more so sports with a conventional robotic box is out of the question.
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It's a completely different thing - a box with a double clutch! The schematic diagram of such a checkpoint was invented by the French engineer Adolf Kegresse. Before World War I, by the way, he worked in the personal garage of Nicholas II and came up with a caterpillar-wheel drive for the royal Packard, but that's a completely different story. In the late 30s, when Kegresse described the principle of the double clutch, the technology did not allow for a prototype, and the design was forgotten until the early 80s. Then the progressive box was tested on the Ford Fiesta, Ford Ranger and Peugeot 205, and then put on racing Audi and Porsche.
How does DSG work?
As can be seen from the diagram, the clutch drive disc, which rotates the motor, is located between two driven discs connected to the box. One disk is connected to the shaft with gears of an odd number of gears (1.3 and further), and the second - to the shaft of even gears (2.4 and further). The shafts of the clutch discs are located on the same axis like a nesting doll - inside each other. When a car with such a box starts, only the “odd” disk is pressed against the drive disk, and movement begins in first gear. At this time, the second gear is switched on on the even row, and when it is necessary to switch up, the “odd” is disconnected from the leading disk and the “even” is instantly attached. While it is running, the third gear is already engaged on the odd row, and so on. Accordingly, switching occurs quickly - faster than any, even the most skilled driver, can physically do. This type of checkpoint is called preselective, from pre- ("before", "in advance") and select ("choice").DSG is by no means the only preselective
In addition to DSG, there are several other types of preselective "robots". For example, Porsche has PDK boxes developed jointly with ZF. Renault, Peugeot, Citroen, BMW, Mercedes-Benz and Ferrari use Getrag boxes, and Fiat has developed its own TCT robot, which is equipped with all Alfa Romeo models, as well as the Dodge Dart. There are also many different dual clutch transmissions for special purposes. For example, a sports version from the manufacturer Oerlikon Graziano for the McLaren 12C supercar or an aggregate designed for heavy agricultural equipment from John Deere Tractors. In general, there are many preselective boxes, and only the Volkswagen DSG has a bad reputation. I wonder why? Largely due to the fact that it was the DSG that was the first of such gearboxes to be used in mass production of cars. But there are subtleties in the design ...
Not all DSGs are the same
There are three types of DSGs. In 2003, the first 6-speed version of the DSG box with the DQ250 index, developed jointly with Borg Warner, was released. It differed in that the dual clutch discs worked in an oil bath. The friction force between the disks was relatively small, and it was a double-edged sword. On the one hand, the clutch could transmit a large torque (up to 350 Nm) to the box with quite moderate wear, and the inclusions were soft. On the other hand, the "intermediary" between the rubbing surfaces in the face of oil provided large losses. In 2008, Volkswagen took a chance and released the DQ200 box, which they made together with LuK. There were seven steps, and the clutch went from wet to dry, like on conventional manual transmissions. The maximum torque of the motor, which can "digest" such a box, has decreased to 250 Nm. It was this version of the Volkswagen preselective that gained fame as an unsuccessful knot. Although losses were minimized here, and the box worked very efficiently, there were problems with comfort and reliability, which we will discuss in more detail below. A little later, two more DSG modifications came out, and wet clutch appeared on both again, and there were seven steps left. In 2008, S-tronic appeared for Audi with a longitudinal engine (it works with a torque of up to 600 Nm), and in 2010, a new DSG for a transverse layout (up to 500 Nm). So, to one degree or another, only the “dry” DSG with seven steps should be feared. All other options for preselective robots work without any complaints.
6-speed DSG option
Photo: volkswagen-media-services.com
Where can you find DSG
Now the Volkswagen concern uses all three versions of the DSG in parallel, as well as S-tronic and PDK. How to identify a car that is equipped with a seven-speed DSG DQ200 with a dry double clutch, which can cause problems in operation? A potentially problematic box has been installed on almost the entire range of Volkswagen, Seat and Skoda from 2008 to this day. DSG7 was installed and is being installed on relatively weak modifications with engines up to 1.8 liters. With two-liter and larger engines, as well as diesel engines, where the torque is above 250 Nm, they usually connect the old and reliable DSG6 with a wet clutch or even a 6-speed hydromechanical "automatic". The seven-speed wet DSG, as well as the S-tronic, are exclusive to Audi.What problems does the DSG present?
Immediately it is worth mentioning that tens of thousands of drivers drive cars with a seven-speed "robot" and do not complain about anything. However, the proportion of those who are dissatisfied with the purchase is still quite large. What worries them?- Jerks when shifting gears up or down- the most common disadvantage. It is caused by the fact that the dry clutch discs close too abruptly. The effect is about the same if on a car with "mechanics" to throw the clutch pedal when switching.
- Extraneous sounds at work. Clang, rattle and other noises.
- Loss of traction during acceleration. The clutch discs do not engage properly and the car stops responding to pressing the gas pedal. The situation is especially dangerous when overtaking on country roads.
The DSG transmission combines manual and automatic transmissions. The bottom line is that the driver switches gears manually, and the process itself is carried out by means of electronics and automatic mechanisms. This gearbox was first put into mass production by Volkswagen AG.
DSG design
Automatic DSG is arranged as follows. On the basis of one axis there are two intermediate shafts, one of which is hollow and passes the second through itself. The gears and the outer shaft are connected to two secondary shafts, on which pairs of gears of all odd and reverse gears are mounted. The transmission is engaged using a synchronizer and a clutch. The whole process is electronically controlled by means of a hydraulic booster.
From a technical point of view the DSG box is a more advanced version of the manual gearbox, it contains many of its components: the primary and secondary shaft, clutch, synchronizers. In everything else, the differences begin. The robotic transmission eliminates the need for the driver to mechanically depress the clutch pedal. This work is performed by electronics, which, taking into account the selected mode, independently connects the gears.
DSG Transmission Features
The DSG has five shafts, which, in combination with gears and two clutches, form a two-circuit mechanism that transmits torque. Thereby vehicles equipped with this gearbox pick up speed faster than manual transmission vehicles. Shifting gears is no different from modern automatic transmissions, which is why DSG has long been used in sports cars where speed is of great importance. In addition, this transmission provides the ability to shift gears manually - using the Tiptronic system or a manipulator on the steering wheel.
Two multi-plate clutches provide torque transmission. When one of them is closed and one gear is working, the gears of the other are already engaged, you just need to close the second clutch. Upon receiving a command from the control panel, the mechanism instantly disengages one clutch and closes the second, simultaneously actuating the other gear.
Advantages of the DSG box
Primarily, transmission minimizes acceleration time and saves fuel which is very relevant today. During operation, the shifts are imperceptible, as a result of which there is a feeling that the car is traveling in only one gear. There are only two pedals in the cabin - gas and brake. It's enough. The transmission selector is the same as for automatic transmissions. And if you don't like something, you can always control the transmission manually by moving the lever up or down. The use of a robotic box reduces fuel consumption. Motorists note that the savings reach twenty percent compared to similar models equipped with automatic transmission.
The video shows the assembly of the DSG gearbox:
A definite plus is the switching speed and acceleration dynamics. Cars on which such a box is installed accelerate faster than their counterparts equipped with mechanics. In this case, the power remains at the same level. DSG - the unit is reliable and, subject to proper operation, will last a long time. But the repair of this gearbox is impossible. Although it is quite possible that this problem will be solved in the near future.
Disadvantages of DSG
Among the disadvantages of the transmission are the following:
- equipped with such a gearbox increases significantly due to the technical complexity of the equipment.
- When accelerating and shifting gears, slight jerks of the car are noted.
- Sharp acceleration causes slight delays - the box does not have time to jump over the gear.
- Control units wear out quickly, resulting in the need for premature repairs.
All these shortcomings can be considered subjective. When the number of cars with such boxes increases, their cost will decrease, there will be those capable of servicing it. As a result, the price will also decrease. It can be assumed that over time, the DSG transmission will completely replace the manual gearbox.
In the video, the principle of operation of the DSG gearbox:
What cars use DSG
Today, a robotic gearbox is installed on cars of the following brands:
- Volkswagen (Golf, Sharan, Eos, Touran, Beetle "Beetle", Bora,);
- (Superb, Octavia);
- Audi (A3, Q3, TT);
- Seat (Toledo, Alhambra).
It is used on models whose engine torque does not exceed 350 N m.
The 7-speed gearbox is used on the following machines:
- Volkswagen (Golf, Passat, Sharan, Transporter, Caddy, Jetta, Touran, Beetle Beetle, Bora, Tiguan);
- Skoda (Fabia, Superb, Octavia);
- Seat (Ibiza, Leon, Altea);
- Audi (A3, Q3, TT).
Manufacturers install it only on machines equipped with a torque of up to 250 N m.
According to its philosophy, the DSG is a manual gearbox, in which the gear change occurs automatically. The driver has the opportunity to use the manual shift mode, but even in this case, the gear change is carried out by actuators by directing electrical signals. This design does not imply a direct connection between the gearshift lever and the driven gear change forks. The operation of the clutch is based on the same principle. The ICE flywheel is disconnected from the gearbox input shaft by a servo drive at the command of the automatic transmission control unit.
A distinctive feature of the DSG box is the dual clutch. Lightning-fast gearshift speeds were achieved thanks to the fact that when a gear is engaged, the next stage is automatically switched on. For example, when you shift into 1st gear, 2nd gear immediately follows. We can say that two separate clutch baskets work in tandem with a manual gearbox. It will be difficult for you to understand how the DSG works if you are unfamiliar with the car.
At the moment, there are two generations of robotic gearboxes from VW-Group. Each of them has its own characteristics, so the DSG 6 and DSG 7 device should be considered separately.
DQ250
Volkswagen AG launched DSG production in 2003. The gearbox was developed by the American company BorgWarner. According to the assurances of the designers, the mechanical components "digest" up to 350 Nm. This made it possible to meet such a box on a car with an internal combustion engine volume of 1.6-3.2 liters. DQ250 is equipped with VW Golf, Scirocco Jetta, Passat, Sharan, Touran, as well as some Seat and Skoda models . The main components of the automatic transmission:
A dual-mass flywheel is used to transmit torque from the crankshaft. The main feature of the six-speed gearbox is a wet clutch, which in its design resembles a torque converter-type automatic transmission. Inside the housing there are 2 clutch packs, which consist of disks rigidly connected to the engine flywheel, as well as friction disks that are engaged with the gearbox input shaft. When clutching the gearbox shaft and flywheel is required, the discs are compressed under oil pressure. In idle mode, the discs rotate without engaging. The design uses a hydraulic type oil pump, which provides oil not only for clutch, but also for mechatronics actuators.
DSG 7
In 2008, the seven-speed DQ200, developed by Luk, saw the light. The moment comfortable for the automatic transmission was limited to 250 Nm, so it is equipped with less powerful, light cars with a transverse engine. Of the features of the device, one can single out the clutch arranged in one housing with a two-mass flywheel, which is no longer combined with an oil bath inside the box. The principle of operation of a dry clutch is identical to that used on cars with a manual transmission. This follows already from the device:
Luk also replaced the hydraulic oil pump with an electrically driven system. This made it possible to reduce the filling volume of oil by almost 4 times (1.7 liters versus 6.5 liters for DSG 6).
DQ500
The third generation of automatic transmission was developed by Volkswagen specialists. The manufacturer claims that it is able to “hold” up to 600 Nm, so such gearboxes are installed on the Transporter 4 × 4, Tiguan and many other models from the VW-Group. The designers returned to the wet type of clutch.
Control system
It is Mechatronic that controls the processes occurring inside the DSG. System components:
- input sensors that record the position of the gear forks, shaft rotation speed, oil pressure and temperature readings, throttle opening degree, etc.;
- electronic control unit;
- electrohydraulic unit, which is a complex of actuators. It includes spool valves, solenoid valves, oil pressure control valves, multiplexer.
Assembling the puzzle
It remains to consider only some features of the DSG device, which make it possible to understand how the preliminary switching on of the next gear is implemented. The main secret is that the gearbox has two input shafts. They are located coaxially (one passes inside the other) and are connected each with its own clutch.
One of the shafts is designed for an even number of speeds, the other for odd steps and reverse gear. In driving mode, the wheels are connected to only one input shaft. The amount of torque, that is, the transmission, is determined by which pinion of the output shaft is currently connected to the input shaft. At the moment when one of the clutches connects the input shaft to one of the output shafts, the second output shaft rotates freely, which allows the next gear to be selected through the synchronizers. When the mechatronic decides that the right moment has come to engage the gear, he will open one clutch and immediately engage the second. Exactly the one whose shaft is already connected to the gear of the next gear.
The type of actuator installed in the vehicle determines the layout of the wet clutch. A more compact version is concentric (friction discs are located in the same plane). For rear-wheel drive cars, a parallel arrangement of couplings is used (located perpendicular to the shaft, the packages are one after the other). The type of the drive axle also determines the layout of the gearbox itself.
Buying danger
It is worth recognizing that the smoothness of switching and the speed of switching are very expensive for many owners of cars with DSG. Major breakdowns:
- DQ250 - quick failure of the dual mass flywheel. The problem here is not the DSG, but the unreliable design of the flywheel element. The appearance of vibrations accelerates the failure of the double clutch;
- DQ200 - Flywheel issue fixed. But a dry clutch wears out much faster. Reducing the amount of oil leads to frequent overheating. The dual clutch does not tolerate constant hard acceleration very well. Designers, trying to extend the life of the automatic transmission, programmatically underestimate the characteristics of the internal combustion engine, smooth out the reactions to a sharp pressing of the accelerator pedal;
- overheating is a common problem for all DSGs, but automatic transmissions with a dry clutch are the worst in this regard;
- mechatronics failure. A typical failure for the DQ200 and DQ250, but there are precedents for the DQ500 as well;
- breakage of the axis of the differential satellites is a problem that has migrated from the manual transmission of new models. Fortunately for the owners, the malfunction is infrequent.
How to be
Jerks or vibrations when switching, kicks, constant sounds and gears that do not turn on can catch the owner of a new car already from 30 thousand km. Trouble-free operation of the DQ200 rarely lasts more than 70 thousand km. The DQ250 is capable of running over 100,000 km in normal use. This situation is really frightening, because the resource of an automatic transmission of a torque converter type is often not limited to 250 thousand km. Some models, with regular oil changes and careful operation, wind up to 400 thousand km. At the moment, the best DSG transmission is the DQ500, which is installed on all-wheel drive cars. The front-wheel drive layout is more prone to overheating. Much, of course, depends on the conditions in which they drive a car. What harms a robotic gearbox:
- long driving in traffic jams (especially in summer);
- dynamic driving with sharp accelerations;
- wrong chip tuning.
Now you know what DSG is. In addition to the above information, owners can be advised to change the oil every 30 thousand km in a wet clutch gearbox. This will significantly extend the service life. Special attention deserves the question of the advisability of buying used cars with DSG.
Volkswagen's DSG transmission was ahead of its time. As one of the pioneers in the automotive market, Volkswagen has developed a DSG designed for series production. The DSG transmission with shifting without interruption in power flow makes driving a pleasure, which provides dynamic acceleration on the highway without jerking.
The DSG transmission combines the strengths of automatic and manual transmissions by automatically selecting the optimal transmission mode. This gearbox allows you to achieve significant fuel savings, as it always “chooses” the least expensive and at the same time the most efficient mode of operation of the power unit. The epitome of perfect efficiency: when engine power output is converted directly into speed.
The main advantage of DSG is smooth acceleration without interruption in the flow of power during gear changes. DSG provides direct gear shifting, dynamic acceleration for sporty driving and reduced fuel consumption.
Volkswagen's DSG is a 6- or 7-speed gearbox for all vehicle classes manufactured by Volkswagen and is therefore of great interest to buyers.
The sporty alternative to a manual transmission
According to the results of the drive tests, the new Volkswagen DSG is as dynamic as a manual transmission. It becomes clear from the first glance at the speedometer needle: only a car with DSG can accelerate to top speed so smoothly.
With this acceleration, the driver enjoys a sporty driving experience, and smooth gear changes increase the level of comfort. In addition, in everyday situations, such as when overtaking, the DSG enhances safety with large power reserves.
The dual dry clutch transmission is the freedom of choice for any driving style. DSG is more than a simple automatic transmission. It combines the advantages of automatic and manual transmissions. This is expressed in the fact that the driver can make a choice twice: first, he selects the DSG operation mode - normal or sporty. He then makes a choice between automatic and manual shifting.
Normal DSG Mode
The robotic gearbox seems to “read” the thoughts of the driver. When the gearshift lever is turned to the “D”, “Movement” position, the “normal mode” DSG is selected. At the same time, the necessary gears are already selected in the box, which are switched automatically in a split second and without interrupting the power flow. This is the best mode for comfortable driving, since gear changes are imperceptible and no additional action is required on the part of the driver.
DSG sport mode
When translating the transmission into the sport mode "S" ("Sport"), the electronic control unit holds the lower gears. Upshifting does not occur until the vehicle is at a higher speed and the engine is running.
Selection of gear ratios
The optimal shifting moment is carried out thanks to the best selection of gear ratios. Precise selection of gear ratios allows you to achieve the best dynamic transmission characteristics. The gearbox control unit selects the optimal shift point depending on the mode activated, engine speed, vehicle speed and accelerator pedal position.
As a result, power losses can be avoided and efficiency can be improved.
Reduced fuel consumption
With its responsibility to its customers in mind, Volkswagen has developed an innovative DSG transmission that saves fuel and reduces emissions.
In combination with the TSI engine, the DSG gearbox reduces fuel consumption by 22%, thus reducing CO2 emissions. Even compared to a classic manual transmission, the DSG delivers significant fuel savings of up to 10%.
Benefits for car owners
Design solutions for dual clutch transmissions are offered for both small and high class cars: 7-speed DSG for engines with torque up to 250 N/m is more suitable for small and medium class cars, such as Volkswagen Polo sedan in GT trim, Volkswagen Passat B8, or Volkswagen Jetta in Trendline and Highline trim levels. The 6-speed DSG for engines up to 350 Nm meets the expectations of customers interested in high-end vehicles with more powerful engines such as the Volkswagen Tiguan 1.4TSI BlueMotion.
- With the development of the DSG, Volkswagen has provided drivers who prefer a dynamic, sporty driving style with acceleration without interruption in the flow of power, and gear changes are almost imperceptible.
- The DSG transmission, which reduces fuel consumption and CO2 emissions, is an important factor for those who care about the environment.
- Drivers who spend a lot of time behind the wheel can relax behind the wheel of their car with DSG, enjoying the ease of operation.
- Volkswagen's new high-tech developments have made it possible for DSGs to achieve the best possible combination of the performance advantages of manual and automatic transmissions.
What ensures the comfort of driving a car with DSG?
- Smooth acceleration;
- Continuous power flow;
- Additional gearshift functions;
- Large power reserves;
How does a DSG transmission improve the economy of a car?
- By providing rational driving, DSG reduces fuel consumption and contributes to environmental protection;
- The DSG contributes to the use of the entire engine power output, as the gearbox control unit selects the optimal moment for shifting.
