Everything You Need To Know About


Gearbox 5 - 02E 6 Speed DSG

Everything You Need To Know About


Automatic gearbox - vag group
6 Speed DSG automatic gearbox


A direct-shift gearbox, commonly abbreviated to DSG automatic gearbox, is an electronically controlled dual-clutch multiple-shaft manual gearbox in a transaxle design, without a conventional clutch pedal and with fully automatic or semi-manual control. In simple terms, a DSG is two separate manual gearboxes (and clutches) contained within one housing and working as one unit. By using two independent clutches, a DSG automatic gearbox can achieve faster shift times and eliminates the torque converter of a conventional epicyclic automatic transmission.

The internal combustion engine drives two clutch packs. The outer clutch pack drives gears 1, 3, 5 (and 7 when fitted), and reverse — the outer clutch pack has a larger diameter compared to the inner clutch, and can, therefore, handle greater torque loadings. The inner clutch pack drives gears 2, 4, and 6. Instead of a standard large dry single-plate clutch, each clutch pack for the six-speed DSG AUTOMATIC GEARBOX is a collection of four small wet interleaved clutch plates (similar to a motorcycle wet multi-plate clutch).

Due to space constraints, the two clutch assemblies are concentric, and the shafts within the gearbox are hollow and also concentric. Because the alternate clutch pack’s gear-sets can be pre-selected (predictive shifts enabled via the unloaded section of the gearbox), un-powered time while shifting is avoided because the transmission of torque is simply switched from one clutch-pack to the other.

This means that the DSG takes only about 8 milliseconds to upshift. In comparison, the sequential manual transmission (SMT) in the Ferrari F430 Scuderia takes 60 milliseconds to shift, or 150 milliseconds in the Ferrari Enzo. The quoted time for upshifts is the time the wheels are completely non-powered.

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Issue 1: Damaged mechatronic unit.

One of the most common problems comes from Mechatronic unit. There are a couple of Solenoid valves (pressure valves) which with the time will not work properly.
First signs of problems might occur when gear change. Harsh gear shifts or not engaging gears will indicate a problem with that part. If not replaced on time that might open a chain reaction of faults, which in result will lead to full recon

Issue 2: Faulty clutch.

And the great news here is that you can check it yourself. Only with 6 Speed DSG automatic gearbox most of the time, if the clutch is damaged, would make ‘clicking’ noise.
Start the engine, let it idle. When moving selector lever between gears, park and neutral at the most you should hear one click. But, if you can hear it a couple of times that might indicate that clutch is damaged already. This is a good point of reference but bear in mind that is not 100% accurate.

Issue 3: Damaged bearing.

Damage of the bearing can occur when there is low oil in the gearbox. It’s very important to sort out any gearbox leaks as soon as possible. The damaged bearing can also collapse and damage the mechanical side of the gearbox.

If you are interested in 6 speed automatic gearbox repair or replacement pricing you can find it here.

Gearbox 5 - 02E 6 Speed DSG_8


The primary advantage of the twin-clutch is that it provides the same driving characteristics of a manual transmission and comes with the convenience of an automatic. However, the ability to perform near-instantaneous gearshifts gives the twin-clutch advantages over both manuals and SMTs. Volkswagen’s DSG automatic gearbox takes about 8 milliseconds to upshift.

Compare that to the SMT in the Ferrari Enzo, which takes 150 milliseconds to upshift. Instant gear shifts mean faster acceleration; according to Audi, the A3 runs 0-60 in 6.9 seconds with a 6-speed manual and 6.7 seconds with the 6-speed DSG.


The main limitation of the dual-clutch transmission is the same as all geared transmissions. Because there are a fixed number of gears, and the transmission cannot always keep the engine at its best speed for maximum power or maximum fuel economy, the dual-clutch transmissions generally cannot extract as much power or fuel economy from an engine as a continuously-variable automatic transmission (CVTs).

But because twin-clutch transmissions provide a more familiar driving experience than CVTs, most drivers prefer them. And while the twin-clutch provides superior performance compared to a manual, some drivers prefer the interaction that a manual clutch pedal and gearshift provide.

DSG Automatic Gearbox repair and replacement starts from £1700

Other typical issues with

Issue 1: Broken gear selector - mechanical issue
Issue 2: Lose of reverse gear
Issue 3: Harsh gear shifting that might include juddering


Twin-clutch equipped cars do not have a clutch pedal; the clutch is engaged and disengaged automatically. Most twin-clutch transmissions use an automatic-style shift selector with a traditional P-R-N-D or P-R-N-D-S (Sport) shift pattern. In “Drive” or “Sport” mode, the dual-clutch transmission operates like a regular automatic.
In “Drive” mode, the transmission shifts to higher gears early in order to minimise engine noise and maximise fuel economy, while in “Sport” mode, it holds the lower gears longer in order to keep the engine in its powerband. Sport mode also provides more aggressive downshifts with less accelerator pedal pressure, and in some cars, engaging Sport mode causes the car to react more aggressively to the accelerator pedal.

Gearbox 5 - 02E 6 Speed DSG_4

Most dual-clutch transmissions have a manual mode which allows manual shifting via the shift lever or paddles mounted on the steering wheel. When driven in manual mode, the clutch is still operated automatically, but the driver controls which gears are selected and when. The transmission will follow the driver’s commands unless the selected gear would over-rev the engine, for example commanding first gear while driving 80 MPH.

Most, though not all, dual-clutch transmissions can skip gears when downshifting, such as shifting from 6th gear directly down to 3rd gear, and because of their ability to match revs, they can do so without the lurching or surging that is typical of traditional automatic and manual transmissions.


One advantage to both SMTs and dual-clutch transmissions is the ability to perform matched-rev downshifts. When a driver selects a lower gear, both types of transmission disengage the clutch(es) and rev the engine to the exact speed required by the selected gear. Not only does this make for a smoother downshift, but in the case of the twin-clutch transmission, it allows plenty of time for the proper gear to be pre-selected. Most, though not all, dual-clutch transmissions can skip gears when downshifting, such as shifting from 6th gear directly down to 3rd gear, and because of their ability to match revs, they can do so without the lurching or surging that is typical of traditional automatic and manual transmissions.

Gearbox 5 - 02E 6 Speed DSG_3


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