Dsg 7 operating features. How to properly drive a car with a DSG gearbox to extend its life. Quick start: to be or not to be

Progress does not stand still - new technologies appear every day and Automotive industry is ahead of many other industries in introducing innovative technologies. The development of automobile transmissions is no exception. On this moment The most advanced technology can be called preselective gearboxes, which received their new development along with the release of the concern Volkswagen boxes DSG gears-6, and the subsequent DSG-7.

DSG is a preselective gearbox, or, as VAG (Volkswagen Audi Group) calls it, a robotic gearbox, which is based on a manual gearbox equipped with two clutches and a control unit (mechatronics), which controls the gear shift in the car.

DSG combines the dynamics of a manual transmission and the comfort of an automatic transmission. VW engineers put a lot of effort into creating the perfect gearbox. Of course, there are some flaws, but preselective robots seem to be the most possible future for automobile transmissions. Automotive market is experiencing a trend towards comprehensive automation of all systems. To the point that almost every automotive giant promises to put into mass production next year self-driving cars, which we have previously only seen in science fiction films.

In the meantime, a situation arises when a complex system such as DSG requires certain management skills. In short, comfort requires effort. The driving style of DSG gearboxes differs from both automatic and manual. Even among themselves, the “wet” DSG-6 and the “dry” DSG-7 are somewhat different in operation. Although they have more in common.

Both boxes have clutch discs, and clutch discs are still consumables, which tends to wear out and be replaced over time. Therefore, “ragged” driving, racing at traffic lights and increased slipping do not increase their service life. And if such tricks are still permissible for the DSG-6, it is saved by the oil bath, which protects the clutch block from unnecessary wear and overheating. then for the DSG-7 this could be fatal.

Don’t forget about the maximum torque for each gearbox; the “wet” DSG can easily withstand torque of up to 350 Nm. When for a “seven-speed” this figure is only 250 Nm. Therefore, any chip tuning that fans of “charged” cars love to do will cost you a replacement DSG-7.

When driving in a traffic jam, in order to save fuel, the DSG “hurries” to switch from first to second gear. However, as soon as the second one is turned on, the need to continue driving temporarily disappears - the driver slows down the car and the “robot” has to switch back to the first one. This way it wears itself out and the clutches overheat, so it is recommended to use the Tiptronik semi-automatic mode in traffic jams. By setting first gear once and not allowing the box to switch from first to second gear on its own when the situation does not require it.

A few important rules that will extend the life of your DSG

Motorists who have long mastered driving a car with a VW gearbox have developed a number of rules that will help you better master the resource of the gearbox and not “burn out” it ahead of time.

• When shifting all main gears: P-R-N-D-S, hold the brake all the way. The DSG is designed in such a way that when the brake is pressed lightly, the clutch discs do not open completely, and as a result they wear out much more.
• You should not often resort to neutral gear if your stop does not exceed one minute. Try to coast in traffic with S-mode or tiptronic on. This significantly reduces wear on the clutch block.
• It is strictly forbidden to skid or use launch (start with slipping). Your car is not intended for racing, after all, and no “beautiful start” will justify the 300 thousand rubles spent on repairs (at least).
• When you switch to parking mode, without releasing the brake, you should put the car on the handbrake, this way you will save the limiter when the car rolls back.
• Always switch driving modes smoothly, with a second delay. There is no need to demonstrate a road ace; the electronics also take time to set up.

Here's a short list that can make your life a lot easier. This, of course, is not “mechanics”, where you can do everything and not worry about the robot, but comfort also has its price.

In some ways, these rules are similar to driving a classic automatic transmission, but there are some nuances here too. DSG, unlike an automatic, allows you to transfer the car from mode D to reverse without a micro-pause in neutral. The automatic transmission still allows you to move with slipping, although this is harmful for the transmission, but not as lethal as for the pre-selective.

For the DSG-6, an important point in operation remains changing the oil. Every 60 thousand mileage it must be replaced along with oil filter. The replacement amount varies from 5 to 10 thousand rubles. It is unlikely that you will be able to save on oil - in a garage the situation is difficult to achieve and repairs if the operation is unsuccessful will be more expensive. Although if you are confident in your abilities, no one will stop you here, and the whole necessary information easy to get on the Internet.

If your car is stuck and cannot get out under its own power, when pulling the car out, the gearbox should be in neutral mode. When towing a car, do not forget about the maximum possible speed and distance for its transportation. Information about this is usually located on the front pillar of the machine.

Many may be stopped by the apparent difficulties in driving a car with a DSG transmission, when with a manual transmission everything is simple and familiar, but DSG is chosen by those who like comfort and quiet ride, and compliance with a number of rules for the sake of long-term operation of the car is a small price to pay.

Vehicle weight and DSG

An interesting point in DSG operation-7 turned out to be directly related to the weight of the car. So a large number of warranty cases are associated with the Scoda Superb 2008-2011 model year. The weight of the car with passengers and cargo was close to two tons and led to accelerated wear of the box. This leads to a simple formula: heavy weight + load-sensitive gearbox = increased risk of gearbox failure.

By the way, the problem disappeared in 2013, when DSG-6 began to be installed on SuperB. The same applies to the Scoda Yeti. In the configuration with the 1.8 engine, the more reliable DSG-6 is installed; in the configuration with the 1.2 and 1.4 engines, the upgraded DSG-7 is installed.

In conclusion, I would like to say that the golden rule of compliance applies to DSG gearboxes - the more complex the system, the less reliable. Problems arise with any transmission, but if mechanical box they seem to be taken for granted, then for the DSG the verdict is immediately given - the transmission is not viable. And the question here comes down to the price of repairing the “mechanics” and DSG. At the same time, taking into account all the negative reviews that fill the Internet, car owners who used DSG in the future, when buying a new car, in 90% of cases they are going to buy a car with DSG again.

The Volkswagen concern itself is not going to stop there. And perhaps soon on new VAG models we will no longer see 6-7-speed, but 10-speed DSG. The system will become even more complex, which means that the requirements for its reliability will increase. Apparently, VW sees in DSG not so much a risky project as a promising future for transmission systems. Well, we'll wait and see.

Robotic manual transmissions manufactured by VolksWagen have become widespread recently. The abbreviation DSG stands for nothing more than a robotic gearbox produced by VW. Similar units are also installed in Audi cars, although this company uses a different name: S-Tronic.

Ultra-fast gear shifting in a robotic box on the one hand, it helps to achieve good dynamic characteristics. But at the same time, the more stages are used (6 or 7), the more “delicate” and demanding in operation the unit itself, that is, the robot box, turns out to be. The 7-speed DSG also uses a dry clutch. What limits their scope of application to motors with small value torque.

The function of bringing the clutch discs to each other in the “robot” is performed by mechanisms, the general name of which is mechatronics. The main advice to avoid overheating of the mechatronics with subsequent breakdown is simple: when stopping for more than a minute, you must always turn on “neutral”.

That is, when standing at a traffic light, you don’t have to touch the gearshift knob. But if you get stuck in a traffic jam, it’s better to turn on neutral gear, and immediately. Don’t forget to switch to the “M” mode at the beginning of the movement ( manual control) or "1".

How often does the oil change in DSG gearboxes? The answer to the question depends on the type of transmission design. For example, 6-speed DSGs are designed for oil changes every 60 thousand km. Along with the fluid, the filter must also be replaced. It is quite logical that an oil change is required for a DSG with a “wet” clutch.

DSG transmission of any design has a clear limitation on the maximum torque, brought to her. This requirement is often violated when the engine is replaced with something more powerful. And even the usual “chip tuning” of the engine leads to premature failure of any DSG gearbox.

It would seem that what's good about a robot box? It is more difficult to operate than a conventional automatic transmission, and some of the requirements are specific. In fact, a robotic manual transmission provides maximum efficiency and the best dynamics at once. Here the energy is transferred with virtually no losses, and the DSG switches gears faster than most drivers.

At the moment, modern DSG gearboxes are the most advanced automatic transmission. They differ significantly in price from the usual “automatic machines”, and, moreover, to a lesser extent. DSG robotic gearboxes are installed on all brands of Volkswagen cars, gradually squeezing conventional models out of the market. By their principle, they are analogous to a manual gearbox, however, during gear shifts they work in the same way as an automatic transmission - using a computer program embedded in a special control unit.
The main feature and advantage of this approach is innovative technology, which allows you to change gears without practically losing engine power at this moment. Of course, in this case, operating efficiency and comfort are much higher, as is the feeling of the car while driving. The secret of success is the dual clutch system, which allows you not to cut off the torque during shifting, thereby making the direct transition between gears almost imperceptible for both the engine and the driver.

It is worth noting that at the moment DSG 6 is not the latest model in the entire range of robotic gearboxes from Volkswagen. A DSG 7 version has also been released - a seven-speed gearbox. The two models differ from each other in terms of maximum torque. Thus, the seventh series can develop torque mainly up to 250 Nm, which makes it possible to install it on budget cars. At the same time, the sixth model is considered more powerful (up to 350 Nm) and is installed on larger and more powerful cars, most often premium ones. Of course, the DSG 6 does not have enough power to work on large SUVs, where Volkswagen most often installs automatic transmissions with eight speeds.

The 6-speed DSG consists of several devices:

• two rows of gears;
• double clutch;
• differential;
• crankcase;
• system control unit;
• great transfer.

How does the DSG robotic gearbox work?

The design of the Volkswagen robotic gearbox cannot be called too simple, but, in fact, most of the principles of its operation are based on conventional mechanics with elements of an “automatic machine”.

The dual clutch is the main catalyst for transmitting torque to two rows of gears. The drive disk is started thanks to the clutch. It is connected to the flywheel and friction clutches by a special hub with an installed flywheel, which also connects each of the rows of gears.

The DSG 6 automatic transmission has a “wet” clutch, which, regardless of whether it works or not, must have a sufficient amount of oil. Note that it is precisely because of this that a six-speed gearbox requires more oil (about six and a half liters) for correct operation than a seven-speed gearbox (up to only two liters). This is due to the fact that the DSG 7 is equipped with a “dry” clutch, which requires a significantly smaller volume of oil to operate. It must also be said that in this state of affairs, the “six” is less efficient, since it is equipped with a hydraulic oil pump, and not an electric one, like its “younger sister”.

As we said above, the design uses two rows of gears. The first row works exclusively with odd-numbered gears, including reverse. The second row is responsible for the correct operation of even-numbered gears. So, each of the rows works in conjunction, representing two shafts with gears.

One of the most important elements of the box is the electronic control unit. It also consists of several parts:

• sensors that allow you to collect data from vehicle systems;
• electronic “filling” that controls everything through a computer program;
• hydraulics;
• mechanisms responsible for executing control unit commands.

The control unit is located in the crankcase itself (the main body of the gearbox). All hydraulics and electronics are located in one special unit, known as Mechatronics. Sensors that receive signals from other vehicle systems are also located in the electronics and hydraulics unit.

Input sensors are needed to read data about how rotation occurs at the output and input of the gearbox. They also check the oil temperature, pressure level and whether the gearbox forks are positioned correctly. The electronic unit receives all the information from the sensors, after which it uses one of the cycles that are embedded in its main transmission control program.

If we talk about electrohydraulics, which is the second the most important element control DSG 6, then it responds to the adjustment of the hydraulic circuit of the gearbox. If you dig deeper, you can identify several main components of the electro-hydraulic unit:

• electromagnetic and control valves (the latter are responsible for the pressure level);
• distribution spools;
• multiplexer that provides the main control signal to the box.

As soon as the selector starts to move, the distributors also come into operation. Gear shifting is carried out using solenoid valves. Pressure valves allow correct adjustment friction clutches. Thus, the valves in the DSG 6 box can be safely called the main performing elements that provide the main operating principles of the automatic transmission.

What remains is the multiplexer, which controls the hydraulic cylinders. There are eight of them, but no more than four valves are used at a time. During the multiplexer transition to different mode, there are different cylinders in the working connection. But, only four always work - it’s impossible to use them all at the same time, in any mode.

Thus, it can be understood that the DSG 6 gearbox operates according to relatively simple algorithms that are cyclic. Two rows of gears are used simultaneously. When you start the first one, you immediately start the second one, which remains in an inactive position until the moment of switching, however, during a gear shift, it does not start again, but simply goes into the active phase, thus reducing the time for switching to a few fractions of a second.

You need to understand that DSG, both six- and seven-speed gearboxes, are relatively new transmission models. Let the switch happen in automatic mode, we cannot say that this is a familiar “automatic” or even something as close as possible to it. Therefore, there are a number of rules that drivers of cars with a robotic gearbox should know. Compliance with them will increase the life of the system and protect it from breakdowns. This is extremely important because DSG repair 6 – pleasure is not cheap.

Shifting in various cars with this transmission, including the Tiguan and Golf, is quite harsh if you want to suddenly change your driving style. This behavior of drivers is often found on city roads, but sudden changes in style should be avoided, as this can quickly wear out the gearbox systems. This also makes sense in winter time, when the car can start without fully warming up - in this case you need to move very carefully for some time, without jumping off or suddenly pressing the brake pedal.

About Maintenance you need to remember that you need to change the fluid and filters in the DSG 6 at least once every 60,000. Note that saving on cheap fluids can lead to rapid failure of the box. It often happens that once the driver has saved, he has to change not only the Mechatronics DSG, but also almost all automatic transmission systems, which is quite comparable to buying and installing a new “automatic”.

Remembering everything we wrote above, you can really improve the performance of the box and significantly increase its service life. The main thing is not to forget about careful handling with this system.

Changing the oil in DSG 6

Finally, we’ll briefly talk about how the oil is changed in DSG gearboxes. The process looks unusual from the outside, although it is not difficult.

Mechanics use a special large syringe designed for working with robotic boxes. Oil is poured into the gearbox from below, having first checked the oil for the presence of chips. It is noteworthy that self-replacement oil in the robot box is almost impossible without special tools.

The effect after changing the oil is very noticeable. If you have been driving with a DSG for at least a year, then after replacing it feels like you were literally given new system gear shift. The car moves much more smoothly, and various braking and jerking, which may sooner or later appear when using DSG 6, disappear after changing the oil for a long time.

Mechanically, everything is quite simple; it is the cheapest and most reliable transmission option. Yes, during operation it requires regular inspection and replacement of consumables (disc, basket, release), and in especially advanced cases, also repair. However, with proper handling, it can run half a million kilometers without problems. Such survivability is practically inaccessible for alternative gearboxes; however, proper operation in these cases allows one to achieve quite comparable performance. The rules here are simple.

Standing at a traffic light waiting for the permitting signal with the gear engaged and the clutch disengaged (pedal depressed) does not cause premature wear and tear release bearing guaranteed. Prolonged slippage and shock loads (when the driver releases the clutch pedal) quickly wear out the disc. Incomplete disengagement of the clutch (engagement of gear with a crunch) of the gear.

However, with the exception of the latter, we are talking about consumables. Moreover, the second set of them, as a rule, runs twice as long as the first. Experience and the desire for comfort come into play here.

Otherwise, we repeat, mechanics are the cheapest, most unpretentious and reliable type of transmission. Single-disc robotic gearbox Similar gearboxes have almost become obsolete in the mass segment. In fact, only PSA stubbornly continues to install this type of gearbox on its models; the rest, for the most part, either returned to classic automatic machines, or gave preference to CVTs, or developed double-disc units. The reason is simple: the transmission, conceived as a budget alternative to an automatic transmission, turned out to be quite economical, but not very comfortable, since it needs to be driven exactly the same as a conventional manual transmission. The point is that technically robotic box is a manual gearbox, the design of which includes servo or hydraulic drives that control the operation of the clutch and gear shifting.

The main advantage of such transmissions over classic manual transmissions is high efficiency, which is achieved through faster shifting; however, smooth acceleration in this case can only be achieved in one way - manually shifting when releasing the gas. Because in automatic mode, it often makes mistakes with the choice of gear, thinks for a very long time when switching to a lower gear and shifts with noticeable jerks. As for the rules of use, they, as in the first case, are elementary. Check the box regularly for snot.

Don't forget to put the car on the handbrake in the parking lot. Before towing, carefully study the relevant section of the operating instructions. The built-in foolproof protection will do the rest.

Yes, by the way, the repair and maintenance of a single-disk robot costs amounts comparable to the repair and maintenance of the manual transmission on the basis of which it is made. And with proper handling, the resource of the box is almost as good as that of the donor. Double-disc robotic gearbox Unfortunately, not all robots are equally good. Double-disc boxes, as a rule, are much less reliable in operation than single-disc ones, even though they are more technologically advanced and comfortable. By the way, it is precisely the last circumstance that is main problem.

VW, which was the first to decide on the large-scale implementation of its DSG, initially called the gearbox a robotic automatic transmission, making it clear that the rules and features of its operation are no different from the operation of a classic automatic transmission. Ford did the same thing when they released the Powershift transmission. Now manufacturers are trying to blame insufficiently experienced salespeople for everything, but the same Americans, when their clients contacted the company with a request to explain how, in fact, to properly operate a double-disc gearbox, they answered simply: like a regular automatic gearbox. It is noteworthy that the operating instructions for Volkswagen cars actually say: DSG robotic gearbox. In general, both DSG and PowerShift have nothing to do with automatic transmissions. These are the same mechanical (or, if you prefer, single-disk robots) gearboxes, but with more gears, two disks and a more complex actuator unit.

In addition, they are not based on a ready-made handle; modern boxes of this type are developed from scratch. So, what do you need to know and remember in this case? First. Regardless of whether the car has a dry gearbox or a wet one (DSG-7, for example, is one of the first, DSG-6 and 7-speed S tronic on Audi are the second), both have clutch discs and this is a consumable item. No matter what the manufacturer claims, any constantly rubbing part wears out, and the speed of the process depends on a lot of factors, including the owner’s driving style. Ragged driving and traffic light races, of course, will not extend its service life.

Second. The mechatronic module, the unit that controls the box, is quite delicate, requiring regular inspection and is afraid of overheating. By the way, it’s not so difficult to bring it to the last point. The sore spot of some DSGs, in particular, are the plastic tubes that supply coolant to the heat exchanger. They crack and break off from vibration. But even if the gearbox is technically in perfect working order, to overheat the module it is enough to stand in a traffic jam or at a long traffic light while holding the car with the brake.

In this case, nothing will happen to an automatic or CVT, but VAG writes in the instructions for its cars that if the car sits for more than a minute, the selector must be switched to neutral in order to avoid overheating of the mechatronics. In particular, dry DSGs regularly fail for this very reason. The problem is that officially these control points in Russia are considered maintenance-free and unrepairable. The clutch and mechatronic module are replaced under warranty, everything else is complete.

For now, but once it ends, the entire burden will fall on the owner’s shoulders. Whereas the amounts here are comparable to the price tags for the purchase of a completely new modern machine, although the service risks and resource will remain the same. It is for this reason that the liquidity of machines with double-disc robots is secondary market extremely low.

CVT or CVT is the youngest gearbox. And if the principles of operation of manual transmissions, robots and automatic machines have long been brought to perfection, in this case there is still something to work on. However, this is the simplest type of transmission in its design, differing high efficiency. In fact, CVT is a more progressive version of the belt drive, invented by Leonardo da Vinci. It’s just that in this case the torque is transmitted from the internal combustion engine to the wheel drives using a system of pulleys of different diameters.

The simplest visual example is the transmission device of a mountain or racing bike. In fact, the most important point regarding the operation of the variator is preheating. In addition, the owner better forget about racing, since this type of transmission is not intended for this in principle. The point is that the most weakness CVT belt. Today, many manufacturers have begun to use a chain, but in any case it cannot last forever, especially since during a sharp start the drive slips even on new gearboxes.

Automatic gearbox In fact, the automatic is the most reliable two-pedal gearbox, the reputation of which at one time was seriously damaged by low-skilled garage craftsmen who signed the unit when there was no need for it, and by racers who were not satisfied with the dynamics and speed of switching. It must be said that the old 4-speed gearboxes were really stupid, so when dynamics are at stake, and a four-cylinder naturally aspirated engine with a small displacement is installed under the hood, such gearboxes are not the best the best choice. But we should not forget that initially this type of transmission was developed as a comfortable alternative to a handle, which later evolved to its current state. In addition, truly modern automatic transmissions are in no way inferior to other gearboxes in either shift speed or efficiency. The relative reliability of the machine is primarily due to the absence of a rigid mechanical connection between the engine and the wheel drives. Of course, this does not mean that such a gearbox has no rubbing parts at all, but the main role here is played by working fluid, better known as ATF, which provides lubrication of parts and components, their cooling, switching, and communication.

So, if nothing flows from anywhere and you try to adhere to a few simple, in general, rules correct operation, the service life of the machine can be extended to 350-400 thousand kilometers. Rule one. All lever switches between the main modes (park, neutral, drive) must occur on standing car with the brake pedal fully depressed. Rule two. When switching to drive or reverse, movement must begin after full inclusion transfers. The box takes 1-2 seconds to do this.

Switching on will be accompanied by a characteristic push. Rule three. Neutral mode, intended for towing only. Switching to it, for example, at a traffic light, is useless and even harmful, since in neutral the box is reset once again, so when going into drive it needs the same 1-2 seconds to turn on. The same goes for coasting.

You still won’t be able to save fuel this way, and the machine will wear out faster. Rule four. A car with an automatic transmission cannot be towed. If this cannot be avoided, then the process must occur at extremely low speeds and always with the engine running, because without it oil pump doesn't work in the box.

The main thing is to adhere to the 50/50 principle, no faster than 50 km/h and no more than 50 kilometers. The ideal option is evacuation with full loading. Rule five. Don't skid! If this happens, you can even rock the car, but to do this, you must use the brake at top dead center, completely blocking the wheels. Otherwise, there is high risk bury the machine gun.

Sixth rule. Use the handbrake. When parking the car, before releasing the brake pedal, tighten hand brake. It won't be redundant. When parking, the output shaft of the box is mechanically blocked by a parking tooth; a pre-tightened handbrake avoids its breakage. That's all, actually.

The rest is subtlety, which is easier to comprehend through experience. It is quite difficult to break something, for example, by changing gears manually or often using the sport mode; in modern automatic transmissions, as a rule, there is foolproof protection. Regular inspection won’t hurt; a leaking oil seal is a cheap part; in general, it kills the machine much faster than lack of experience.

With “mechanics” everything is quite simple - this is the cheapest and fairly reliable transmission option. Yes, during operation it requires regular inspection and replacement of consumables (disc, basket, release), and in especially advanced cases, also repair. However, with proper handling, it can run half a million kilometers without problems. Such survivability is practically unavailable for “alternative” gearboxes; however, proper operation in these cases allows one to achieve quite comparable performance.

The rules here are simple. There is no point in standing at a traffic light waiting for a permitting signal with the gear engaged and the clutch disengaged (pedal depressed) - premature wear of the release bearing is guaranteed. Prolonged slippage and shock loads (when the driver releases the clutch pedal) quickly wear out the disc. Incomplete disengagement of the clutch (engagement of the gear “with a crunch”) - gears. However, with the exception of the latter, we are talking about consumables. Moreover, the second set of them, as a rule, runs twice as long as the first. Experience and the desire for comfort come into play here. For the rest, we repeat, “mechanics” is the cheapest, most unpretentious and reliable type of transmission.

Single-disc robotic gearbox

Such CPs have practically become obsolete in the mass segment. In fact, only PSA stubbornly continues to install this type of gearbox on its models; the rest, for the most part, either returned to the classic “automatic”, or gave preference to CVTs, or developed double-disc units. The reason is simple - the transmission, conceived as a budget alternative to an automatic transmission, turned out to be quite economical, but not very comfortable, since you need to drive it exactly the same as a regular manual transmission.

The fact is that technically the robotic gearbox is a manual gearbox, the design of which includes servo or hydraulic drives that control the operation of the clutch and gear shifting. The main advantage of such transmissions over classic “handles” is high efficiency, which is achieved through faster shifting; however, smooth acceleration in this case can be achieved only in one way - manually shifting while releasing the gas. Because in automatic mode, it often makes mistakes with the choice of gear, “thinks” for a very long time when downshifting and shifts with noticeable jerks.

As for the rules of use, they, as in the first case, are elementary. Regularly check the box for snottyness. Don't forget to put your car on the handbrake when parking. And before towing, carefully study the relevant section of the operating instructions. The built-in “fool protection” will do the rest.

Yes, by the way, repair and maintenance of a single-disc “robot” cost amounts comparable to the repair and maintenance of the manual transmission on the basis of which it is made. And with proper handling, the resource of the box is almost as good as that of the donor.

Double-disc robotic gearbox

Alas, not all “robots” are equally good. Double-disc boxes, as a rule, are much less reliable in operation than single-disc ones, even though they are more technologically advanced and comfortable. By the way, it is the last circumstance that is the main problem. VW, which was the first to decide on the large-scale implementation of its DSG, initially called the box a “robotic automatic transmission,” making it clear that the rules and features of its operation are no different from the operation of a classic “automatic.”

Ford did the same thing when they released the Powershift transmission. Now manufacturers are trying to blame insufficiently experienced salespeople for everything, but the same Americans, when their clients contacted the company with a request to explain how, in fact, to properly operate a double-disc gearbox, they answered simply: like a regular automatic gearbox. It is noteworthy that the operating instructions for Volkswagen cars actually say: DSG - robotic gearbox.

In general, both DSG and PowerShift have nothing to do with automatic transmissions. These are the same mechanical (or, if you prefer, single-disc “robots”) gearboxes, but with a larger number of gears, two discs and a more complex actuator unit. In addition, they are not based on a ready-made “handle” - all modern boxes of this type are developed from scratch.

So, what do you need to know and remember in this case?

First. Regardless of whether the car has a “dry” gearbox or a “wet” one (DSG-7, for example, is the first, DSG-6 and the 7-speed S tronic on Audi are the second), both have clutch discs and this - consumables. No matter what the manufacturer claims, any constantly rubbing part wears out, and the speed of the process depends on a lot of factors, including the owner’s driving style. Ragged driving and traffic light races, of course, will not extend its service life.

Second. The mechatronic module that controls the box is a rather delicate unit that requires regular inspection and is afraid of overheating. By the way, it’s not so difficult to bring it to the last point. The sore spot of some DSGs, in particular, are the plastic tubes that supply coolant to the heat exchanger. They crack and break off from vibration. But even if the gearbox is technically in perfect working order, to overheat the module it is enough to stand in a traffic jam or at a “long” traffic light while holding the car with the brake. In this case, nothing will happen to an “automatic” or CVT, but the same VAG writes in the instructions for its cars that if the car sits for more than a minute, the selector must be switched to “neutral” in order to avoid overheating of the mechatronics. In particular, “dry” DSGs regularly “crash” for precisely this reason.

The problem is that officially these control points in Russia are considered maintenance-free and unrepairable. The clutch and mechatronic module are replaced under warranty, everything else is replaced entirely. For now, but once it ends, the entire burden will fall on the owner’s shoulders. Whereas the amounts here are comparable to the price tags for the purchase of a completely new modern “automatic machine,” although the service risks and resource will remain the same. It is for this reason that the liquidity of machines with two-disc “robots” on the secondary market is extremely low.

Variable speed drive

CVT or variator is the youngest gearbox. And if the principles of operation of manual transmissions, “robots” and “automatic machines” have long been brought to perfection, in this case there is still something to work on. However, this is the simplest type of transmission in its design, yet it is highly efficient. In fact, CVT is a more progressive version of the belt drive, invented by Leonardo da Vinci. It’s just that in this case the torque is transmitted from the internal combustion engine to the wheel drives using a system of pulleys of different diameters. The simplest visual example is the transmission device of a mountain or racing bike.

In fact, the most important point regarding the operation of the variator is preheating. In addition, the owner better forget about racing, since this type of transmission is not intended for this in principle. The fact is that the weakest point of a CVT is the belt. Today, many manufacturers have begun to use a chain, but in any case it cannot last forever, especially since during a sharp start the drive slips even on new gearboxes.

Automatic gearbox

In fact, the “automatic” is the most reliable “two-pedal” gearbox, the reputation of which at one time was seriously spoiled by low-skilled garage craftsmen who “signed” the unit when there was no need for it, and by “racers” who were not satisfied with the “dynamics and speed” switching."

It must be said that the old 4-speed gearboxes were really “stupid”, so when dynamics are at stake, and a four-cylinder naturally aspirated engine with a small displacement is installed under the hood, such gearboxes are not the best choice. But we should not forget that initially this type of transmission was developed as a comfortable alternative to the “handle”, which later evolved to its current state. In addition, truly modern automatic transmissions are in no way inferior to other gearboxes in either shift speed or efficiency.

The relative reliability of the “automatic” is primarily due to the absence of a rigid mechanical connection between the engine and the wheel drives. Of course, this does not mean that such a gearbox has no rubbing parts at all, but the main role here is played by the working fluid, better known as ATF, which provides lubrication of parts and components, their cooling, switching, and communication. So, if nothing is leaking from anywhere and you try to adhere to a few simple, generally speaking, rules for proper operation, the service life of the “automatic” can be extended to 350-400 thousand kilometers.

Rule one. All lever switches between the main modes (“parking”, “neutral”, “drive”) must occur with the car stationary and the brake pedal fully depressed.

Rule two. When switching to “drive” or “reverse”, the movement must begin after the gear is fully engaged. The box takes 1-2 seconds to do this. Switching on will be accompanied by a characteristic push.

Rule three.“Neutral” is a mode intended only for towing. Switching to it, for example, at a traffic light, is useless and even harmful, since in “neutral” the box is reset once again, so when switching to “drive” it needs the same 1-2 seconds to turn on. The same goes for coasting. You still won’t be able to save fuel this way, and the automatic transmission will wear out faster.

Rule four. A car with an automatic transmission cannot be towed. If this cannot be avoided, then the process must occur at extremely low speeds and always with the engine running, because without it the oil pump in the box does not work. The main thing is to adhere to the “50/50” principle - no faster than 50 km/h and no more than 50 kilometers. The ideal option is evacuation with full loading.

Rule five. Don't skid! If this happens, you can even rock the car, but to do this, at the “top dead center” you must use the brake, completely blocking the wheels. Otherwise, there is a high risk of burying the machine.

Sixth rule. Use the handbrake. When parking the car, apply the handbrake before releasing the brake pedal. It won't be redundant. When parking, the output shaft of the box is mechanically blocked by a parking tooth - a pre-tightened handbrake avoids its breakage.

That's all, actually. The rest is subtleties, which are easier to comprehend through experience. It is quite difficult to break something, for example, by changing gears manually or often using the sport mode - modern automatic transmissions, as a rule, have “foolproofing”. Regular inspection won’t hurt - a leaking oil seal is a cheap part, in general, and kills the “automatic” much faster than lack of experience.