Sporty driving is far more capable with increased torque capacity, clamping pressure, faster shifting times, more capable launch control, and more, handily shaving. Both are optimized to deliver faster acceleration by matching the power output delivered by our ECU Upgrade.
This all comes with customizable features you can choose while flashing the TCU to personalize the transmission to your desire! In doing so, we keep the turbo spooled between shifts for a more enjoyable driving experience. Shift strategy matches the output of our tuned ECU upgrades. In doing so, each gear will shift at the ideal point for the fastest acceleration. Maximum targeted clutch pressure is raised to Clutch limits raised, allowing the transmission to function properly at higher torque levels.
In doing so, the TCU does not artificially reduce torque. In manual mode, the transmission will allow you to downshift so long as the next is below redline.
This includes removal of the first gear lockout. Pulling the manual paddles results in a quicker shift with artificial delays and lag times removed and reduced. Shift times are reduced to be as fast as physically and mechanically possible by the transmission. During cruise and light throttle, shift times are transitioned to a slower comfort mode.
When flashing the transmission, you can choose to have manual mode auto up-shift at redline or stay in gear and bounce off the limiter until you manually shift. When flashing the transmission, you can choose your maximum launch RPM, which includes 3 launch RPMs that are selectable depending on throttle position. Launch control can be used with ESP on.
In some situation with the right setup this may improve your launch, although ESP will get in the way with too much tire slip. Drive, sport and manual mode all display the current gear in the MFD, digital dash or virtual cockpit. Please note vehicle manufacturers issue many TCU part numbers and revisions throughout their vehicle lineup. If for any reason the owners is dissatisfied with the APR TCU Upgrade, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase.
Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install. All APR TCU Upgrades include a limited lifetime warranty against defects in the software, and to provide free updates and reflashes as they become available.
Labor or shipping charges are not included in the warranty and are at the discretion of the place of install. For more information, go to www.
Lightning fast paddle response Pulling the manual paddles results in a quicker shift with artificial delays and lag times removed and reduced. Lightning fast shift times Shift times are reduced to be as fast as physically and mechanically possible by the transmission. Customizable auto up-shift behavior When flashing the transmission, you can choose to have manual mode auto up-shift at redline or stay in gear and bounce off the limiter until you manually shift.
Customizable 3-step launch control When flashing the transmission, you can choose your maximum launch RPM, which includes 3 launch RPMs that are selectable depending on throttle position. Gear display active in drive and sport Drive, sport and manual mode all display the current gear in the MFD, digital dash or virtual cockpit.Original Poster. Search My Stuff What's New 3 12 24 DSG gearboxes - which types if any are reliable long term?
Prev of 2 2 Next. Maccles Original Poster 47 posts 70 months. Apologies if this has been done to death already I've searched for recent info on this but can't find anything definitive. I'm in need of a capacious family car for bussing around my family and for my 90 mile round trip, mostly motorway commute. I'm looking at Skodas Superb or Octavia around 4 or 5 years old.
A lot of the cars out there have the DSG gearbox, especially the better spec'd ones, but my internet research tells me some types of DSG 'box can be a liability in the long run. Thing is, I can't find any recent information on these, just a lot of forum posts from years ago with conflicting information.
I know there are 6 and 7 speed variants, with wet or dry clutches, and that they need an oil and filter change every 40k. How easy is this to do for a competent DIY mechanic? Which types of DSG are reliable are any? Or should I avoid all DSGs completely and stick with manual? I've always driven manuals in the past and generally prefer them, but the majority of well spec'd Skodas for sale near me have a DSG, and there's often a lot of traffic on my commute so an auto might be nice to have.
I'd avoid any DSG from before My parents have an 08 2. Never had a DSG oil change since they've owned it and the box is fine. Obviously like any mass manufactured product they can go wrong, but my 9 years of experience working for VW Group hasn't put me off them. It was the early 7 speed dry unit in lower powered cars, ish -that generated the most noise about reliability. Gearbox model no 0AM. The 02E DQ 6 speed wet and DQ 7 speed dry are both very robust and reliable units - if looked after, which is the standard caveat for all cars.
Learn More. Dismiss Notice. Cookies Snack. No DSG slip or hesitation can be felt. Any ideas? ASRmanSep 25, The stated max torque is Nm but based on several peoples experience it should be good for Nm without a TCU tune. Normally a stage 1 tune doesn't need a TCU flash. But the 4-pot engine in the S3 feels like it's loosing power in the higher gears but that's just the nature of a pumped up 4-pot rather than a similar power-wise 6-pot with a lower turbo boost.
One question though, have you unplugged your exhaust valves? People doing this have seen a slight drop of power in the higher revs and maybe this is easier felt in 4th and 5th gear than in the other gears.
Just a thought. Last edited: Sep 25, LehnSep 25, Is the effect worse than before the remap? A gearbox is a torque converter.
The higher the gear, the lower the torque at the wheels, which combined with increased drag at higher speeds means higher gears will always feel like you have less power. ASRman likes this. Car did not exhibit any of the symptoms referred to yesterday on my drive this morning.
APR DQ381 7-Speed DSG and S Tronic TCU Upgrade
Very strange behaviour indeed. Booked in for a DSG Tune tomorrow morning so will update you all whether that will provide the fix.Forgot your password? So today i experienced that the car went out of gear not the first time It happened after driving on the highway for about an hour or so No, drove in a straight line at the time.
My Golf R 7. I would suggest getting VW to check what year your box is. The car had been parked at a slightly tilted surface for about min and then this happened.
You can post now and register later. If you have an account, sign in now to post with your account. Paste as plain text instead. Only 75 emoji are allowed. Display as a link instead. Clear editor. Upload or insert images from URL. Existing user? Sign in anonymously. Reply to this topic Start new topic.
Recommended Posts. Report post. Posted July 16, Share this post Link to post Share on other sites. Get the car scanned and check for codes.John is a fervent writer, gamer, and guitar lover. Former automatic-transmission repairer, current welder and hobbyist game developer. The 7-speed DSG automatic transmission—or DQ—is a transmission that is growing rapidly in popularity. And with that growing popularity comes a growing number of people who may fall victim to some of the faults that can occur with this transmission.
Unfortunately, the faults we have seen so far can be quite pricey to repair. The previous 6-speed direct shift gearbox DSG —the DQ—was a single chamber affair, meaning that all the components within the gearbox shared the same fluid. This had the disadvantage that contamination from any component within the transmission could impact any other component within the transmission. The DQ made a lot of changes that brought about better efficiency and weight-savings over earlier models.
But the two most significant changes were separating the hydraulic system from the rest of the transmission, and moving to a dry dual clutch assembly. In moving the hydraulic system—the valves and solenoids and other delicate mechanical components that is the control centre of the gearbox—into its own enclosed system, the transmission has a greatly reduced chance of suffering a fault as a result of oil contamination clogging up vital components, since the only contamination that can get into that chamber would come from the components within.
Simultaneously, moving to a dry clutch assembly removed the biggest source of the aforementioned contamination from the transmission fluid altogether. It also made it so you no longer have to open up any of the transmission in order to change replace the clutch assembly. An unavoidable aspect of any clutch system is that it will wear down over time.
Common Faults in the 7-Speed DSG Automatic Transmission
The new dry clutch assembly in the DSG DQ is much more akin to a regular manual transmission clutch than the previous DQ wet clutch. The control module for the transmission will attempt to adapt and compensate for clutch wear over time, however it will eventually reach a point where the clutch is simply too worn to function properly.
Slipping will often manifest as the the engine revving higher than it should. In extreme cases, it may not be possible drive at all.
The way the dual clutch system works means that one clutch is responsible for odd-numbered gears, the other for even-numbered. For this reason, having issues in all the odd or even numbered gears as opposed to specific gears is a big indicator that you have a clutch problem. It requires special tools and a certain procedure that, if done incorrectly, will damage the new clutch, and can even damage the transmission itself. Due to the expense of the clutch assembly and the technicalities of fitting it, some manufacturers will only sell these clutches to fitters that have passed a course and are qualified to fit them.
This is the separate hydraulic system mentioned above. It is located on the side of the transmission—which is towards the front of the vehicle when fitted—and is a self-contained unit, meaning it can be removed entirely and replaced without having to dismantle any part of it. The mechatronic can be replaced within the module itself, however this is an involved task and requires manufacturer-specific diagnostic capabilities.
If the electronic component fails, unfortunately, it can manifest in a number of ways as it is responsible for all the actions that take place in the transmission during use. Failsafe will be the most likely outward symptom, but some diagnostic hardware will be required to get any more information as to why. An easier to diagnose fault is a relatively common problem with the pump inside of the hydraulic control unit.
This fault will often result in little or no drive, failsafe mode, and quite often the unit will spit hydraulic fluid out of the breather on top. This fluid is distinctive from regular transmission fluid due to the fact that it is green. Fortunately, this problem can be repaired by a specialist, or the entire unit can be replaced entirely. It would need to be the whole unit, however, as the fault involves more than just the electronic component.
As with the clutch assembly, this is not a task to undertake without the right tools and expertise. The transmission needs to put into a specific configuration before removing the unit, and the unit itself needs to be in that same configuration before being fitted back onto the transmission. Failure to do so can result in breaking the unit, or the transmission simply not working. The transmission can be set to the correct configuration for removal of the control module using diagnostic tools, however if such tools are not available, it can also be done manually.
Be warned, however, it is impossible to see if everything is lined up correctly once the unit is lifted into place. 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.Forums New posts Search forums.
Any MK 7. Thread starter Vboy Start date Jan 21, Vboy New member. Location CA. As we're waiting for the MK 7.
Perhaps from Canadian and ROW owners? I recall seeing some posts on other forums about issues with the facelifted Audi S3 7-speed dual clutch transmission not finding gears, various other hiccups which I think also has the same 7-speed box going in the 7. I know the 6-speed DSG has been around for awhile and is relatively solid now. I'm new to VAG cars in general and am in the market for a Golf R, just not sure if I should look for a gently used or wait for the new All the new interior tech updates aside I'd like a reliable transmission that can handle some mild future upgrades Stage 1 tune.
The Fed Old Guys Rule. Location Florida. Vboy said:. NCM Ready to race! The Fed said:. The 7-speed is not any more durable than the 6-speed. XoneDB4 Ready to race! Location St Albans, UK. Where do people find information on the versions of various components in their cars?
I have a new 7 speed DSG transmission in my 7. XoneDB4 said:. Location Philadelphia USA. I imagine that it is pretty robust. Location USA. Unless, of course, someone came in and said "Since it's not going in there, we can remove this, and downsize this, and change the material on that Location Montreal, QC.
This transmission has been used without issues that I can find in European and Chinese models for the past few years. Have had no issues with it since October. Diggs24 Autocross Champion. Location de plains!Forgot your password?
Just had the oil changed on my 7 Speed DSG.
Initially was told it would take 6 litres but turns out was topped off around 4. Secondly is there any easy way for me to check my DSG oil level myself to ensure its at the correct level. Hear that overfilling is much worse than slighty underfilling. Not sure about the 7 speed. On the 6 speed the total fluid capacity is around 7 litres, however the serviceable volume is only around 4. Can't get info on the fluid type and quantity until Monday from VW.
Service done requested by me by my trusted Audi independent also happens to be a Revo dealer. No idea what Audi recommends as service interval on the DSG but wouldn't trust their recommendation, even less so on a hard driven car and less even more on a hard driven tuned car,such as my one is.
Turns out after 33k in mine the filter was filthy and the oil was in quite a bad state so I'm very glad I did it now as I was contemplating putting it off for another 10k or so.
Always better to change too early than too late.ARTEON 2.0 TSI DSG DQ381 Schaltproblem Gang 2-3
Yeah, 80k It's stated at the bottom of the page. What worries me is that the service schedule is for all vw models. Servicing on performance models especially when the performance is used should be adjusted as necessary. I wouldn't leave it beyond 40k - there have been lots of instances on the 6 speed box with issues caused by not following the 40k oil change. Not worth the risk imho. I'm in agreement, I wouldn't go the full 80k and will most likely do DSG oil changes every k.
The rest of what is on the pdf you can throw in the bucket You can post now and register later. If you have an account, sign in now to post with your account. Paste as plain text instead. Only 75 emoji are allowed. Display as a link instead. Clear editor. Upload or insert images from URL. Existing user? Sign in anonymously. Reply to this topic Start new topic.