Which box is on octavia 1.8. Luck or Ambush? We choose Skoda Octavia with mileage. Car models released with a problematic box dsg7 and alternative options with dsg6 and other automatic transmissions

Hello dear site visitors.

YOUR REVIEW TO ADDRESSED WAGA FANS - OTHERS PLEASE DO NOT READ (just kidding)

Seriously though, I want to compare the 1.8 TSI with the old 1.8T, which was on my last car (VW Jetta 4 - Bora USA), as well as the Golf 4 platform with the Golf 5, on which these cars are built.

Let's start with the engine-gearbox tandems. The last car was 1.8T 180 HP 235 nm and 5АКПП Tiptronic ZF, on this 1.8 TSI (152 HP 250 nm) and 6АКПП Aisin.

For those who are not particularly interested in VAG, I will say that the previous engine, in addition to the American Bohr, was also installed on the Skoda Octavia Tour (RS) and on some Golf 4 GTIs.

The new (for me) 1.8 TSI in the 152 hp version is the main one for the trade wind, the superba, and is also available for the Yeti and Octavia, everyone else knows about this.

If we compare the figures of powers and moments, the greater moment and less power on the new motor draws attention. Meanwhile, as we know from physics, power is the product of torque and revolutions (to count, you need to translate the data into the SI system, the answer will be in watts).

Since the manufacturer declares the maximum power at 4500 rpm, it immediately follows that the torque at maximum speed is in no way higher than 250 * 4500/6000 - about 185 nm, which the manufacturer does not prudently write about, because the figure is not impressive.

Returning to the "iron" itself, when transferring from an old car to a new one, an empty top is noted, which, in combination with a shorter gear row (the first 5 on Aisin are shorter than those on ZF), does not give the former "sticking out" when driving from a place - you need a range of 4500-6000, and there is no thrust in it.

But on the track, the picture is radically different - short 4th and 5th gears combined with a torque in the range of 3000-4000 do their job - overtaking is even better than on the old one. True, if you try to accelerate more seriously, then the dynamics will be pleasant only up to 180 km / h on the speedometer. At this moment, in 5th gear 4500 rpm and further, the torque curve begins to decline, and in 6th gear (3600 rpm at 180 km / h) there is little traction. However, at 152 hp, nothing else was expected.

For information, I will inform you about the possibility of chipping for 60 tr up to a power of 210 hp and a torque of 320nm, but for owners of boxes with an automatic machine, this should not be done - the box is designed for a maximum torque of 250 nm - we will drive a "stock" one.

Now a little on the suspension. On old car there was the so-called GTI package, and the new package for bad roads... The advantage of the old one becomes noticeable after 160 km / h, i.e. not critical within the current traffic rules.

Just returned from a short trip St. Petersburg-Vologda-Veliky Ustyug-Cherepovets-Ustyuzhna-Borovichi-Valdai-St. Petersburg. My friends, there are such "special stages" of asphalt that pass at a speed of 3-5 km / h that you can forget about insufficient engine thrust at the top for half a day, but you can enjoy the package clearance for bad roads every minute, as well as the impenetrability of the suspension.

By the way, in terms of fuel consumption on the highway: the computer stubbornly showed an average fuel consumption of 7.6-7.8 at any speed / road conditions. The exception was the day when it was +29 overboard - the consumption for that day was 8.4 liters per 100 km. City consumption depends on the saturation of transport (10-15 liters per 100 km). I live in St. Petersburg. For the first 4700 km, the oil burn was 300 grams, which is good.

By the way, despite the modernization of the engine in 2011 in order to reduce oil consumption, the instructions continue to include 0.5l / 1000km as the maximum allowable consumption.

In the cabin:

Seats - at first it seems that like in Golf 4, but on long journeys it is still better in Skoda due to slightly different lateral support.

On landing - a comfortable adjustable armrest on the right, on the left at first I was shocked that the elbow rests on the hard plastic of the edge of the door handle. However, this can be cured by pulling the steering wheel forward by 3 cm, which I did not do in the old car. The test for the duration of 5 days in a row while driving (see above) landing is excellent. My dimensions are 175 height, 70 weight.

Music - Bolero plays a little worse than 2 DIN VAG's on the last car - speakers in the doors are less well installed - overtones are heard on the bass, tweeters are installed in the area of door handles, which is low in height, and on Bora's FV there were in triangles of mirrors (only 8 speakers both there and there). It looks like BORA had more rigidly (correctly) installed woofers. I don't listen to the radio, only CDs of all musical directions. On competitors FF3 and Opel Astra top-end configurations, the music was even less liked. However, if you listen mainly to radio and MP3, you will be quite happy on all three cars.

And also for those who decide on Elegance because of the rear wiper - dirt from the road to rear glass does not fly - behaves like a sedan, a janitor is not particularly needed. I chose Elegance because of the radio and climate control.

P.S. There was no agony of choosing a car - the VAG clientele is holding tight. Out of curiosity, FF3 Hatch and Opel Astra J were tested. I didn't test the Japanese - I don't like their avant-garde interiors, IMHO.

Two types of automatic transmissions were installed on Skoda Octavia A5 from 2004 to mid-2013: Robot DSG and Tip-Tronic manufactured by Toyota.

DSG and VRS

We are talking about automatic transmission as a whole: the process dates back to the 30s (if not earlier) of the last century. More specifically about 4/5/6 speed automatic transmissions, which are also installed on SKODA, then these are 10-15 years of development. 30 years is too much, in those days there were mainly 3-stage.

CVT (variator) is an idea that began to be applied somehow in the 60s. last century, so not so little time has passed. Nowadays, the appeal of the CVT is really that it is continuously variable, which has a relatively positive effect on fuel consumption. Of the minuses - the unit is made in a one-time design, that is, if it fails, it will be scrapped. And the time when the CVT starts to fail begins with a run of 60-80 thousand kilometers or more.

DSG is generally a special case. The main failures are really, either in problems with the clutch (this is still all right), or electronics failures (but THIS is already worth a normal day). For your information, AUDI installed this system on the A-2 from 2002 to 2005. but according to the information I have, she refused it. Now VW has something.

For this reason, for me personally, today, CVTs are primarily suitable for the category of junk, since, unlike automatic transmissions, CVTs can be repaired, but:

from used parts, which in turn cannot guarantee the long operation of the unit (actually repair WITHOUT WARRANTY)
even from used parts to repair a CVT (variator / multitronic) is unreasonably EXPENSIVE (3-3.5K).

At the same time, repairing the automatic transmission with WARRANTY on the same A-8 or BMW-5/7 it will cost an average of 2.2-2.5K.

Now compare the class of cars and the cost of repairs. Plus the presence / absence of a guarantee.

Therefore, it turns out that at 60-80 thousand glitches begin at the A-4 with a variator. And by 100-120 thousand (and more), problems begin with the automatic transmission of the A-8. But the fact that a full-fledged automatic transmission under repair is still a little cheaper (and more reliable) is something, but it means.

All information obtained as a result of practical experience in this area. I also know the tales of dealers about the impeccable operation of the units from the time when I was doing business in Moscow. So we already had CVTs and DSGs, which, according to the dealer's recommendations, must be replaced with a new unit with a guarantee.

I suppose that in Ukraine they are also pretty good at distinguishing more or less, especially when you announce the cost of repairs. That is, 2K and 3K - here, too, the difference is quite tangible and the tales that I don't care a difference of one or two bucks, I also heard.

Direktschaltgetriebe is not a magic spell. From the lips of Volkswagen engineers, DirectShaltgetribe, the name of a DSG automated manual transmission with two clutches, sounds like a verdict! The verdict for "automatic machines", variators, ordinary "mechanics" ...

Is it so? To allay doubts, Volkswagen invited journalists to Barcelona - to ride in cars not only with the usual six-speed DSG gearbox, but also with a new seven-speed transmission.

The traditional manual transmission is good for everyone, except for one thing - the driver is forced to constantly turn the lever and delicately operate with two pedals. Carelessly let go of the clutch - merciless jerks. Hydromechanical "automatic devices" make life easier for those who like comfort - they change gears themselves, pulsation of thrust is smoothed out by a torque converter... But hydraulic losses eat up a fair amount of power and increase fuel consumption. The advent of robotic "mechanics" with electric clutch and gearshift drives did not solve the problem of comfort: even such a company as BMW did not succeed in bringing the algorithm of the "robots" to perfection.

DSG, on the other hand, is another matter.

Idea " directshaltgetribe"Simple, like everything ingenious. There should be not one box, but two - for even and odd gears, and each with its own clutch. While acceleration is in progress in an even gear, the next, odd one, will already be included (which is why DSG is called a preselective transmission). It's time to switch - the "even" clutch opens, and the "odd" clutch closes synchronously. And the whole process of transferring thrust from one box to another will take place without interrupting the power flow - without jerking or pecking!

Over the past four of the year Volkswagen released already over a million DSG boxes, and the plant in the German town of Kassel is increasing its capacity every year. But one problem remained - DSG paired with "weak" engines does not give a gain in fuel consumption compared to "mechanics". After all, the pump, which serves powerful hydraulic drives, constantly takes away horsepower at the engine. Another source of waste is wet clutches (like motorcycle clutches), which are by definition less efficient than dry clutches.

Therefore, the six-speed DSG is put on Volkswagen cars, Audi, Seat and Skoda only with relatively powerful engines: the minimum is a 140-horsepower "four" 1.4 TSI supercharged, the maximum is a 250-horsepower V6 3.2 engine. But what about budget cars, for which efficiency is no less important?

The main difference between the seven-speed DSG is the two "dry" compact clutches.

The increased thickness of the linings allows wear of the friction material by 3.5 mm instead of 1.5 mm for conventional discs - this should be enough for 300 thousand kilometers, which are considered the limit of the resource of a modern car

When the box overheats, the "mechatronics" unit begins to preventably close the clutches with jerks. If the driver did not heed the prompts, he completely disengages both clutches. The motor of the electric drive of the oil pump turns on only when there is a critical drop in pressure.

Volkswagen decided the issue radically - they developed a new box. She has seven gears - and "dry" clutches instead of packages of "wet" clutches. The idea is not original: back in 2003, immediately after the appearance of the DSG on the Golf R32, the transmission company Luk presented a PSG (Parallel Shift Gearbox) prototype. Conceptually, it was the same DSG, only with "dry" clutches. And Volkswagen decided that it was better to cooperate than to breed competitors - at new box the cunning dual-mass flywheel with a special “plate” and two clutches hugging it are of the Luk brand. Unattended node.

Another innovation

An electrically driven oil pump turns on only when the pressure drops below a critical minimum, without taking power from the engine unnecessarily, as it was before.

All of this has resulted in a 6.5% reduction in fuel consumption over the previous DSG in the European NEDC driving cycle. And the box itself became easier by as much as 23 kg- it weighs 70 kg versus 93 kg for the six-speed DSG. But ... The seven-speed DSG can only "digest" 250 Nm - as much as 100 Nm less than the six-speed with "wet" clutches. Therefore, the area of its application is only "small" motors. For example, such as the 122-horsepower version of the "twin-aspirated" 1.4 TSI or the 105-horsepower 1.9 TDI diesel.

On small climbs, the automatics holds the car with brakes, and on horizontal sections the car rolls at a minimum speed - this setting was made especially for people who are accustomed to traditional "automatic machines". The box still sometimes "dulls" in Drive mode: when you gradually roll 60 km / h in seventh gear and you need to accelerate sharply, the "mechatronics" pokes up the "second" with a second delay and a tangible push - after all, first it needs to change the "spare", already included sixth gear ("by default" it should follow the seventh) to the second. Alas, this is a congenital minus of the preselective box.

Sport mode removes most of the problems, but high revs on "flat throttle" do not contribute to acoustic comfort and fuel economy. Although this is a matter of ideology. After all, DSG simply does not have adaptive algorithms! Volkswagen engineers have chosen, in my opinion, the right way: if you want to "burn" - turn on Sport, roll slowly - Drive. Moreover, in any mode, nothing prevents you from choosing the gears by the steering column "paddles" in advance.

I'm not ready to say what was changed there from component parts or just firmware. I also don’t know why golf 7 has a 5-year warranty on the box, and O3 has only 2, but I noticed a couple of interesting things!

shifting between 2nd and 1st gear takes place at a speed of approx. 4 km / h, i.e. the box does not click constantly from 1 to 2 and vice versa as before! And that's even without the sport mode.
if you get stuck, then with a quick change in the position of the manual transmission from D to R, you can catch the buildup! This was discussed at the Skoda training! I did not check it myself, but a friend (the manager in the salon) confirmed it!

I also received an official response regarding the changes. As I expected, no clarifications and explanations are contained there, although I asked a very specific question.

“Approximately, from the 45th production week, i.e. from October, instead of a DSG gearbox for 1.8 engines, a 6-speed automatic will be used for the Octavia and Superb. For the rest of the engines equipped with a DSG gearbox, it is not planned to replace the gearbox yet.

Also, we would like to draw your attention to the fact that the decision to purchase or terminate the purchase and sale agreement is always at your discretion.

Hope for your understanding."

Skoda Superb review of the year

I switched to Skoda with KIA Magentis 2007. Immediately I felt more sporty steering and chassis settings - sharp and tough(as for big sedan). But there is a big plus - the car is like glued to the road. The dynamics are delightful! The cabin is quiet at speeds up to 80 km / h.

At speeds over 100 wheel noise is heard on some types of asphalt. By consumption. I have a morning and evening urban cycle in Kiev of 16 km. If without a long standing, pure traffic light start-stop - consumption 8.5-9 l / 100km. And the first 4-6 km consumption 11-12, then sharply decreases. Ie, warming up is important. In the traffic jam, the flow rate rose to 10.5. On the highway 130-140 km / h (no longer traveled - running-in) 7.7-7.8 l / 100 km.

Nicely picking up from a hundred for overtaking - very comfortable! DSG work almost indistinguishable from a familiar machine gun. On a steep hill, the anti-rollback system is activated at the start. Xenon headlights pleased - comfortable ride at night... Passengers rear seat were delighted with the spaciousness. These are the first impressions, and then time will tell.

Pros of the car: For the driver, when driving, a feeling of comfort when starting, taxiing, overtaking, at night - in any conditions. I drove to Kiev-Uman-Kiev (only 400+ km) and did not feel any tension.

Cons of the car: Discs 17 with low-profile 45 rubber too strongly convey the characteristics of our roads.

Watch an interesting video on this topic:

Mechanical box gear, or DSG? Testing two car octavia RS with gasoline engines.

The fact that the Skoda Octavia RS is great car, there is no need to convince someone again - the waiting period for a new car of six months, and a small increase in price, just a few weeks after the start of sales, testifies to this best. We decided to conduct a study, which of the gearboxes for the petrol Octavia is better: classic "knobs" or DSG dual-clutch automatic transmission.

Photo: Skoda Octavia RS - Mechanics vs automatic transmission DSG

Results of the survey

Skoda Octavia RS Would you rather buy:

With manual transmission

54,7%

Automatic transmission (DSG)

45,3%

If you want to look deeper, you will certainly be interested to know which version is faster in gear changes and more fuel efficient. In the first discipline, the DSG6 automatic transmission takes over, capable of changing gears much faster than any driver. From the measurement of data by professional equipment "Racelogic" it follows that DSG6 is a few tenths better at acceleration from 0-200 km / h. Both Octavias were in dynamic mode during the measurement.

Photo: For measurements we used a professional diagnostic tool "Racelogic"

We could not come close to the data obtained in the laboratory during experiments on the cold concrete of the airport for a manual transmission. Ironically, in the case of the DSG6 with dual clutch, we even managed to accelerate to 100 km / h faster than the manufacturer's data - 0.2 seconds, which is not as short as it seems at first glance.

Skoda Octavia RS TSI - vs manual gearbox DSG (bold is better value)
acceleration [km / h]	Manual transmission	DSG
0 - 30 km / h	2.1 s	1,9 with
0 - 50 km / h	3.3 s	3.0 s
0 - 80 km / h	5.7 s	5.0 s
0 - 100 km / h	7.3 s	6.7 s
0 - 130 km / h	10.9 s	10.0 s
0 - 150 km / h	13.8 s	13.0 s
0 - 180 km / h	20.3 s	18.9 s
0 - 200 km / h	25.9 s	25.5 s
80 - 120/120 - 160 km / h	4.0 / 6.3 s	3.7 / 6.0 s
400 m	15.4 s	15.0 s
1000 m	27.2 s	27.0 s

Acceleration from standstill to 200 km / h., S DSG6 automatic transmission also succeeded in the best time- on the second attempt (with the stabilization off) we measured 25.5 seconds, which was 0.4 seconds faster than the "handle". Better box DSG dual-clutch transmissions also showed itself at acceleration - from 80 to 120 km / h, the tested Skoda Octavia with DSG automatic transmission was 0.3 seconds faster (4.0 versus 3.7 s).

More details can be found in the table above. Recall, however, that in the case of a manual transmission, it is necessary to look at the data with "understanding" - last year, we measured acceleration to a hundred by 0.2 seconds better - it is just necessary to engage gears a little earlier or later than this is optimal, and tenths of a second appear immediately.

Skoda Octavia RS 2.0 TSI manual transmission vs automatic transmission DSG6
transmission type	Manual transmission	DSG automatic transmission
Maximum speed 2nd gear	117 km / h	95 km / h
Maximum speed 3rd gear	164 km / h	149 km / h
Maximum speed of 4th gear	200 km / h	211 km / h
Revolutions 1 / min at 90 km / h (5th)	2300	2000
Speed 90 km / h (6th)	2000	1500
RPM 130 km / h (6th)	3000	2250
Speed and RPM are determined by means of instruments on the vehicle.

DSG "twists" less, "eats" more.

We will also see the difference in the gear ratio for all 6 gears (for example, in the sixth in the "manual transmission" the ratio is 0.97, and in the automatic transmission DSG the ratio is 0.64). Nice advantage automatic box DSG6 Octavia RS gears are lower revs at the same speed. So, for example, at 130 km / h, on the "mechanics" - 3000 rpm, and the DSG automatic transmission enables the engine to "spin" at the same speed at only 2250 rpm.

It will not be more economical with an automatic DSG gearbox on a petrol Octavia RS. On a 30-kilometer trail running sixty percent on the highway, we got from DSG in accordance with on-board computer by 9.1 liters, while at the "manual transmission" we stayed at 8.5 liters. At the airfield, during dynamic tests, the difference was even greater - 12.8 manual transmissions versus 14.2 for the DSG6 automatic transmission.

Many myths and legends have formed around the DSG gearbox. Motorists have heard about her problems somewhere, but they certainly cannot formulate them. Let's try to answer all the typical questions about it.

What is the peculiarity of the DSG box, how does the DSG work?

DSG is robotic box with two clutches, which allows very fast gear changes, due to which the car can accelerate quickly and efficiently. A robot is, constructively, a conventional manual transmission, in which automatic gear changes.

How does an ordinary robot or mechanical box work? To shift up or down, the driver (or computer) disconnects the clutch disc from the flywheel, engages the desired gear, and reconnects the disc. While the gears are shifting, torque is not transmitted from the engine to the box, and the car loses its dynamics.

In DSG, these pauses are reduced to a minimum: one clutch is responsible for an odd number of gears (1,3,5,7), and the second for an even number (2,4,6). The car starts and the odd row disk is pressed against the rotating flywheel. The even row disc is open. While the car is accelerating in the first, the computer gives the command to turn on the second gear to the even row, and when the moment of switching comes, the disc of the odd row is disconnected and the disc of the even one is immediately turned on. Accordingly, the even row works further, and the odd row switches and prepares to start work.

"Wet" and "dry" versions of the DSG box are used in parallel. The more resilient DSG6 is able to handle a lot of torque and is put on more powerful cars... DSG7 goes to less powerful versions. Also DSG under the S-Tronic brand is put on Audi cars... Exclusively for this brand, an upgraded version of DSG7 is offered, which retains schematic diagram with dry clutches.

What is the difference between DSG6 and DSG7?

DSG comes in two flavors. The first, in 2003, was the DSG6 six-speed gearbox. Dual clutch it was "wet", that is, it worked in an oil bath. The main disadvantage of the box is significant power loss due to oil. Therefore, in 2008 Volkswagen introduced a new version - DSG7. This box uses a dry clutch. It was this box that became the problem. When choosing a car with DSG, always pay attention to which type is used there - six or seven-speed. DSG6 can be taken without a doubt, but DSG7 is better left to those who are poorly versed in technology.

Car models with problematic DSG7 gearbox and alternatives with DSG6 and other automatic transmissions?

For convenience, we have collected all Volkswagen models in one table.

Special attention: Skoda Octavia with DSG7, VW Golf with DSG7, Audi A3 2014 with DSG7

	Year of production	Engines with DSG7	Alternative
AUDI with DSG7


			1.8 (180) 6MT and DSG6
			1.4 (125) 6MT and DSG6 1.8 (160) 6MT and DSG6 2.0 (200) 6MT and DSG6 3.2 (250) 6MT and DSG6
			1.8 (120) 6MT and CVT 1.8 (170) 6MT and CVT 2.0 (225) 6MT and CVT
			1.8 (120) 6MT and CVT 1.8 (160) 6MT and CVT 2.0 (180) 6MT and CVT 2.0d (143) 6MT and CVT 3.2 (265) 6MT, 6AT and CVT

			1.8 (170) 6MT and CVT 2.0 (225) 6MT and CVT
			1.8 (160) 6MT and CVT 2.0 (180) 6MT and CVT 2.0 (211) 6MT and CVT 3.2 (265) 6MT, 6AT and CVT

			2.0 (180) 6MT and CVT 2.8 (204) 6MT and CVT

			2.0 (211) 6MT and 8AT

SEAT with DSG7






SKODA with DSG7

			2.0 (150) 6MT and 6AT 2.0d (140) 6MT and DSG6 1.8 (152) 6MT and 6AT 1.6 (102) 5MT and 6AT 1.9 (105) 5MT and 6AT 1.6 (115) 5MT and 6AT
			1.8 (152) 6MT and 6AT 2.0d (170) 6MT and DSG6
			1.8 (152) 6MT and DSG6
VOLKSWAGEN, VW DSG7
Volkswagen Polo (hatch)


Volkswagen jetta			1.6 (105) 5MT and 6AT
Volkswagen jetta			1.9d (105) 5MT and DSG6
Volkswagen touran			2.0d (110) 6MT and DSG6
Volkswagen new beetle
Volkswagen passat			2.0 (210) 6MT and DSG6
Volkswagen passat			2.0 (150) 6MT and 6AT 2.0 (200) 6MT and 6AT
Volkswagen Passat CC
Volkswagen Passat CC
Volkswagen sharan
Volkswagen Scirocco			2.0 (210) 6MT and DSG6
Volkswagen tiguan			1.4 (150) 6MT and DSG6
Volkswagen caddy			2.0d (140) 6MT and DSG6

What malfunctions and problems are typical for DSG?

The most common one is jolting when shifting gears. The clutch discs are closing too hard, causing the vehicle to jerk. Other symptoms are also common: clanking, grinding, jerking, and loss of traction in motion. The latter is especially dangerous if the car is in the process of overtaking in the oncoming lane at the moment of traction failure.

As Peter AT explained to us, the main problem DSG boxes are a dry clutch. It is subject to accelerated wear, and the root of the problem lies in the incorrect algorithms of the mechatronic unit that controls the operation of the box. There are, of course, other malfunctions: the shaft sleeves and the clutch release fork occasionally wear out, the solenoid contacts come off, dirt sticks to the sensors, antifreeze gets into the oil ... But these cases are from the category of exotic.

The main thing to know: if you still bought a post-warranty vehicle with DSG7, and the box shows symptoms of a malfunction, this is not a reason to change it as a whole. The gearbox itself, that is, a set of gears, practically never fails. The box can be repaired, which will cost an order of magnitude cheaper than replacement. True, the spare parts will have to wait for several weeks - the demand for them is still small, and the sellers of spare parts do not have stocks.

What is the manufacturer's warranty for DSG box, free DSG repair and replacement?

Perhaps, in this case, it would be logical to quote literally a letter from Volkswagen Group Rus to the heads of dealer service services. “We hereby inform you about the current rules for the processing of customer claims on possible malfunctions in operation of the DSG7 gearbox. VOLKSWAGEN Group Rus LLC, meeting the wishes of customers, in order to maintain confidence in the cars of the concern, within the framework of an additional obligation, provides customer support in identifying a factory defect in the operation of the DSG 7 gearbox until the expiration of 5 (five) years or until reaching 150,000 km of run (whichever comes first) from the moment the vehicle is handed over to the first buyer. Support is provided in the form of elimination of deficiencies free of charge for the client by repairing or replacing individual gearbox components or assembly units. "

Sometimes dealers try to deny customers warranty repairs, referring to the fact that they underwent maintenance at unauthorized stations. According to the law, this cannot be a reason for refusal.

If you have a car less than 5 years old and with less than 150,000 kilometers of mileage and your dealer refuses free DSG7 repairs, complain directly about hotline Volkswagen.

Also, do not give in to the persuasion of dealers to go through some scheduled maintenance DSG. The fact is that this is an unattended box, and scheduled maintenance is a way of making money from dull customers.

Is it true that Volkswagen has eliminated all the problems with the DSG box?

It is a fact that engineers are working on DSG modernization. The software and details of the clutch unit are being improved. However, it is impossible to say for certain that the problem of accelerated wear has been solved. The problem is that Volkswagen prefers to pursue a closed policy, and publishes official information about how the box is being finalized. Although DSG's 5-year warranty no longer applies since 2014, there is no reason to say the reliability issue has been resolved.

Why is the production of cars with DSG7 continued?

The official position of the company is as follows: the box provides excellent accelerating dynamics and economy. The Germans simply ignore questions about reliability. Further, one can only assume that the reason lies in the usual business calculation. Gearbox development costs billions of euros and cannot be simply abandoned. Obviously, Volkswagen found it easier to spend money on warranty repair and spread rumors about the increased reliability of DSG7, than urgently transfer all their cars to DSG6, "automatic".

What to do in this situation for a simple motorist who wants to buy a Volkswagen, Skoda or Audi?

Choose a modification equipped with any other box except DSG7. True, unfortunately, the Golf is offered today only with it, or with a mechanics. Skoda Octavia has modifications with DSG6, though only diesel ones. Have Polo sedan and the Tiguan has versions with a traditional 6-speed automatic. In general, there is a choice, although it is narrowing.

Why not buy a car with DSG7?

First, because in spite of everything positive traits box, it makes no sense to play the lottery and hope that you will get a car that will not twitch when shifting gears and in which the box will not "get up" after 50 thousand mileage.

Secondly, because cars with DSG7 do not sell well on the secondary market. People who buy used cars are usually, on average, more knowledgeable about technical features than fans of new cars from the salon. Most of them are well aware of the problems with the seven-speed robot, and they rightly won't want to mess with them. Of course, you can always return the car to trade-in, but with a very big discount, since the salon managers are also in the know.

In any case, the owner of a car with DSG7 will face problems and financial losses. Whether they are worth the pleasure of driving a Volkswagen, Skoda or Audi, everyone decides for himself.

When will the DSG7 be discontinued?

Volkswagen is not talking about this. There are fears that the box will live on the conveyor for a long time, since the DSG6 has been used since 2003. There are also examples of the long life of frankly unsuccessful nodes. For example, the French 4-speed automatic DP0 and its numerous derivatives: DP1, DP2, AL4, which do not tolerate overheating and are distinguished by a rare "dullness" in motion. It has been used with various modifications since the beginning of the 90s, and is still put on Renault Sandero, Duster, Nissan almera and even the relatively expensive Peugeot 408.

Unfortunately for motorists, now manufacturers generally have very little concern about the reliability of cars. The main vector of their development now is ecology. In order to save one hundred grams of gasoline per 100 kilometers, various dubious technologies are being introduced, often reducing the total vehicle resource, such as direct injection, increasing the turbo pressure or the compression ratio in the cylinders.

Gearboxes are a relatively dead-end branch of development, and the DSG, paradoxically, is now at the pinnacle of progress, as it provides economy (and therefore the coveted environmental friendliness). The fact that the unit “lives” on average 150 thousand kilometers is of little interest to anyone. Manufacturers are not interested in existence at all secondary market- they dream of people buying only new cars and throwing old ones in the trash.

Therefore, sadly, but with DSG7 we have every chance to live another 5-10 years without any significant changes. And everyone will continue to pretend that this is how it should be.

Since 2012, ICEs with a volume of 1.2 liters have been installed on Skoda Octavia A-5 cars. These engines were equipped with manual transmissions with new gear ratios 69/14 with gearbox code MBT and 74/17 with gearbox code LSP. They also began to install a bracket with a radial bearing of a new design with the number 0AJ311206E, this bearing is more reliable than the bearing of the old design with the numbers 02t311206n and 02t311206e. On these gearboxes, the manufacturer also put a longer 5th gear (a lot of owners of old Skodas were not happy with the very short 5th gear). The numbers of the new gears are # 02T311361AB and # 02T311158AT. There is a difference in the clutch cover (gearbox housing) No. 0AJ301107, but it does not fit gearboxes with a volume of 1.4-1.6-2.0 liters, since the depth of the clutch is different. Differs and middle part gearbox housing No. 0AJ301103B, different rod for gear reverse and a seat for a radial bearing. Since 2012, manual transmissions have become more reliable than manual transmissions until 2012, since the manufacturer took into account the weaknesses and supplied more powerful bearings (radial). But there is also weakness, this is a block of shift forks with # 02U311490B. they are made from very thin metal. When repairing the gearbox, we try to supply the client with old-style forks with No. 02U311490C.

Skoda Octavia cars are equipped with several types of manual transmissions, these are boxes 02J and 02K. Box 02K was marked with the letter designation DUU, DUT, DUW. The main gear to the drive of the car was put with subordinate numbers DUU-68/16, DUT-67/15, DUS-68/16, DUW-67/15. The drive unit on the DUT and DUW manual transmissions has the original number 02K409143A on the DUT manual transmissions, DUW - 02K4091434, on the DUU, DUS manual transmissions -02K409143N.

Skoda Octavia fifth gear is long, sixth is burned out

For the differential, the driven gear mounts were used with numbers 02K498088 and 02K498088A, respectively 9mm and 11mm, depending on the thickness of the rivets. At the request of the client, on manual transmission 02K, our service can lengthen the 5th gear subordinate ratio. In standard versions of the box, the gap between 4th and 5th gear is very short. For many taxi drivers, we put gears of 5th gear with an appendage of 51/38 = 1.34 with the standard parameter 40/34 = 1.17. This saves vehicle fuel when driving long distances.

Manual gearboxes marked 02J were installed with an engine volume of 1.8 cm 3 to 2.0 cm 3 gasoline, as well as 1.9 cm 3 are EBN, ENJ, EVS = 70/19, EBF, EGS, JEJ = 61 / 17, EMR, EGU = 71/18. The drive unit has original names 61/18 - 02A409143P, 70/19 - 02A143L, 71/18 - 02J409143, 62/17 - 02A409143Q. The set of parts for mounting the differential driven gear has the number 02A498088A. We also put long 5 gears on these manual transmissions (at the request of the client).

List of numbers of manual transmission Octavia