volkswagen dq200 transmission
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volkswagen dq200 transmission Post Review
➡️🇨🇿 #Škoda Auto produces its 13 millionth current-generation gearbox 🔸At present, the Czech carmaker makes MQ/SQ100 and MQ200 gearboxes for Volkswagen Group at its main plant in Mladá Boleslav, whilst the DQ200 direct-shift transmission is built at the Vrchlabí factory https://t.co/jzbKBDapLi
VW replaces DSG in Polo, Vento 1.0 TSI with 6-speed AT and 6-speed MT Volkswagen India has officially confirmed that it will phase out its familiar DQ200 7-speed DSG gearbox in the Polo and Vento. The twin-clutch automatic transmission was mated to the 1.5 TDI diesel and 1.… https://t.co/kyN49D0xVH
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Full custom #DSG transmission tuning for DQ200 DQ250 DQ500 DL501 for Audi and Volkswagen cars. Better shifting,... https://t.co/Mz4mRuw7wu
volkswagen dq200 transmission Q&A Review
Have the issues with the Volkswagen DQ200 Automatic 7 Speed DSG transmission been fixed now?
The DQ200, which is a dry clutch gearbox, is the one which has been plagued by DSG failures. The chief reason for this is that the gearbox uses synthetic oil. So what exactly happens? Synthetic oil contains Sulphur. Now, when the car is driven in stop-go traffic, and if you add hot and humid conditions to that (India, for example), electrolysis happens, and the Sulphur gets deposited in the form of conductive particles along the oil. The computer now detects this as a short circuit, and cuts off the clutch, which is why you don’t get the “Drive” mode when your DSG fails. These problems have largely vanished once VW switched the oil to mineral oil. It is, otherwise, a fantastic gearbox.
How problematic is the VW 7-speed DSG?
Have the issues with the Volkswagen DQ200 Automatic 7 Speed DSG transmission been fixed now? Read first answer. Hope it will answer your question.
Among this, who offers safest and budget friendly car: Tata, Hyundai, Maruti Suzuki, Volkswagen, Mahindra, Renault, Toyota, Ford?
Everyone else may disagree, but my vote goes for Volkswagen. Reasons are many: VW produces cars that provides excellent build compared to its Indian/Korean/American/Japanese/French counterparts. Also, handling and dynamics is probably only second to the cars made by Ford. I could do high speed turns with VW cars without making me nervous unlike others except Ford. VW (unless you use dry clutch automatic transmission) recommend yearly service unlike the rest of the bunch. That makes a lot of difference. My dad’s car(Vento) which is 8 years old has yearly service of around 9–10K, but my Wagon R has 6 months service of 4–5k, so the difference in amount of service per year is negligible. Out of the past 8 years, the parts that were replaced in my dad’s vento were tyres, battery and a faulty ABS sensor and, my bro’s Jetta had none. My Wagon R which is around 3 years old have replaced so many parts in the span of 3 years. The replacement of the parts itself is enough to knock off the initial savings I had from buying the Suzuki. I have heard even worst stories from owners of Ford/Tata/Mahindra/Hyundai. So, paying more for VW initially is perfectly justified in the long run. In short VW is comparatively reliable except some issues with their DQ200 transmission.
Why does the DSG from Volkswagen suffer from reliability issues?
Before getting into the reliability issues of DSG gearbox let's know what actually the DSG gearbox is? The Germans call it Doppelkupplungsgetriebe, but everybody else who doesn't join three words into one calls it the Direct Shift Gearbox, or DSG for short. Many car companies have started to use double clutch gearboxes on mainstream cars these days, following the lead set by the Audi TT and the Mk4 Golf R way back in the early 2000s. For example, Korean car company Hyundai plans to introduce a 7-speed unit on models like the i30 and Veloster. Both Ford and Renault offer a 6-speed unit under the names PowerShift and EDC (Efficient Double Clutch), while Fiat and Alfa Romeo call it a TCT (Twin Clutch Transmission). Even Lamborghini was forced to adopt this tech, a 7-speed twin being added to the Huracan supercar – LDF, which is short for Lamborghini Doppia Frizione. Volkswagen, the company that first decided one clutch was not enough, is also moving the game forwards. It has recently revealed a brand new 10-speed unit it says will go into production cars soon. Details are limited, but the unit is engineered to take up to 550 Nm of torque, which is what you get from a V6 engine or a very highly tuned 2-liter diesel these days. So, why is everybody going crazy and deciding two clutches are now necessary? To answer that question, we need to look at the needs of people who don't want to work the clutch. For years, the market was split between conventional automatics with torque converters, CVTs and single-clutch autos. All had their advantages and disadvantages. The auto was smooth but slow to react and thirsty, the CVT was efficient but weird to use and the single-clutch automated manual was jerky and unresponsive. The first people to ask themselves "but what if we took a manual gearbox and gave it two clutches" were Porsche. They developed it for their famous racing prototypes and eventually brought it into production as the gearbox we know today as the PDK. To put it simply, all twin-clutch gearboxes work by separating the odd and even gears on individual shafts. So you have gears 1, 3, 5 and 7 on one clutch and 2, 4 and 6 on the other. The whole thing works a bit like one of those Russian helicopters with coaxial blades. . So, why is everybody going crazy and deciding two clutches are now necessary? To answer that question, we need to look at the needs of people who don't want to work the clutch. For years, the market was split between conventional automatics with torque converters, CVTs and single-clutch autos. All had their advantages and disadvantages. The auto was smooth but slow to react and thirsty, the CVT was efficient but weird to use and the single-clutch automated manual was jerky and unresponsive. The first people to ask themselves "but what if we took a manual gearbox and gave it two clutches" were Porsche. They developed it for their famous racing prototypes and eventually brought it into production as the gearbox we know today as the PDK. To put it simply, all twin-clutch gearboxes work by separating the odd and even gears on individual shafts. So you have gears 1, 3, 5 and 7 on one clutch and 2, 4 and 6 on the other. The whole thing works a bit like one of those Russian helicopters with coaxial blades. The advantage is that whichever gear you want to go to, up or down, it's already available on the other clutch. The mecatronic unit disengages one clutch and pushes in the other one in one movement with almost instantaneous shifts happening. When launched in 2003, the DSG gearbox was much faster than conventional automatics and because it worked just like a normal manual, it was significantly more fuel efficient than a conventional automatic with a torque converter. DQ250 The first series production DSG gearbox came out in 2003. It went into the Golf R32. Audi had already launched the TT coupe based on the same platform and it decided a 3.2-liter V6 and a clever gearbox would be great for boosting sales. At that time, Audi used the DSG moniker, but subsequently changed it to S tronic. The gearbox was developed by BorgWarner and built by the VW Group's Kassel factory located in the heart of Germany. The DQ250 can take up to around 350 Nm of torque, is mainly paired to 2-liter turbo engines and weighs 90 kg (200 lb) in front-wheel drive applications, so slightly more than a manual. If you own a Golf GTI, an Audi A3 with a 6-speed S tronic or a Skoda Octavia with a big engine, chances are it's one of those. DQ200 More widely known as the 7-speed DSG gearbox, the DQ200 is different to the original BorgWarner unit. Instead of a submerged multi-plate clutch pack, this uses two single-plate dry clutches. From the start, it was designed for lower torque applications and because it's also fitted to smaller cars, it needed to be lighter as well. The DQ200 usually takes up to 250 Nm of torque from VW's 1.6-liter diesel or around 170 Nm from the 1.2 TSI. It weighs 70 kilograms (150 lbs) and as far as we know, it's never been used on anything other than front-wheel drive cars. Since its launch in 2008, the unit has found its way into two generations of VW Golf and one of the Polo, plus sister cars from SEAT (Ibiza and Leon), Skoda (Fabia II and III, Octavia II and III) and Audi (A1 and A3). DQ500 In January 2009, six years after the original DSG, Volkswagen group came out with the pinnacle of twin-clutch tech, the DQ500. At that time it was heralded as the world’s only seven-speed transverse-mounted gearbox for high torques that is in large-scale series production. It was expected to go into every large VW model starting with the next generations of the Transporter and Multivan. Even then, engineers were thinking of something that could deal with a turbocharged 2.0L biturbo TDI. Yes, it did go into the Passat, the Tiguan 177 PS diesel and the T5. However, its star role is in the Audi TT-RS and the subsequent RS Q3, both of which use a 2.5-liter TFSI turbo. The 10-speed DSG Codenamed DQ511, the new DSG gearbox with 10 speeds is mechanically similar to the DQ500. Besides improving fuel consumption, the extra gears offer one major advantage. The gearbox feels more open, in that the difference between the highest and the lowest ratio is wide. Because they are closer in drive ratio, there's less jumpiness when shifting, which some owners have complained about in the past. Just like the DQ500, the two multi-plate clutches are bathed in oil, though the lubricant reaches a lower level and has reduced viscosity, which improves efficiency. The VW DSG Transmission- Reliability:- Dual Clutch Wear and Tear An unavoidable aspect of any clutch system is that it will wear down over time. It is designed with this in mind, as the whole purpose of the clutch is to “slip” in order to provide a smooth transition between gear ratios. The new dry clutch assembly in the DSG DQ200 is much more akin to a regular manual transmission clutch than the previous DQ250 wet clutch. It’s important to note that, though the DQ200 dual clutch assembly may look a lot like a manual clutch, changing one is not as simple a process. 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. Electro-Hydraulic Control Unit Failure This is the separate hydraulic system mentioned above. It contains all the mechanics necessary for controlling the shift forks that engage the gears themselves, as well as the computer does all the “thinking” for the gearbox. 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. The main fault code associated with this problem references “Pump Play Protection”. 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. In short, make very sure everything is set correctly before fitting, because you won’t be able to verify if you’ve done it right until you try and drive the vehicle and find you’re missing gears. Here is a video description of how VW parts fail and it includes DSG component failure. How VW Parts Fail: 7-Speed DSG Mechatronic:- And that’s it. There really aren’t that many common faults for the 7 speed DQ200 DSG transmission, and one of those faults is a simple and unavoidable matter of wear and tear. All in all, that’s not bad for an automatic transmission.
Is the Volkswagen Taigun good and worth buying?
Volkswagen Taigun, Buy or Not? Well, the Taigun was launched on 23rd Sep 2021. Many of the Volkswagen enthusiasts have pre-booked the car already. But the question is should you consider buying the Volkswagen Taigun? The Taigun is about to enter a segment, which is of high demand. We have Hyundai Creta, Kia Seltos, for which the booking period might go as high as four months for some variants. So, that makes Taigun a highly anticipated car. Even Volkswagen is expecting a sales figure of 5000 Taiguns per month. So that means that there are going to be a decent number of Taiguns running on the road in near future. Lets do a quick analysis of the Taigun which might help you in making the right decision: Platform: MQB-A0 IN, this is the Indian version of the MQB platform which has been adapted keeping in mind the norms of the Indian automotive industry. This platform also serves the high end Audi cars. With bigger wheel base, this offers better stability on road and more practicality of space. This is world class platform, so there is nothing to worry about it. Engines & Transmissions: It is going to come in two engine options, 1l and 1.5l. These engines are mated with a 6 speed torque converter and a 7 speed DSG respectively, as well as a 6 speed manual transmission available on both the engine options. The power and torque outputs are 115PS and 150PS with 178 Nm and 250Nm of torque respectively. Both engines are great specially the 1l which is already being sold on the Polo and the Vento. The 1.5l has the advantage of Active Cylinder Technology or ACT, which automatically adjusts the use of cylinders, based on the driving conditions, providing better fuel efficiency. The DSG gearbox is the age old DQ200 which did the duty in the erstwhile Polo and Vento, so that could be a bummer for some buyers. The torque converter which is offered on the current Polo and the Vento is quite new so nothing much could be said about it as of now. Tech: The car is equipped with wireless Android Auto and Apple Car Play. Wireless charging option is also available. It also has Virtual Cockpit so it has a digital instrumental cluster, however it is not like the one offered in the Tiguan or the TROC, it is slightly smaller and has less functions as compared to its elder siblings. It also comes up with some cool features like Valet mode, overall the tech is almost up to date as compared to its rivals. Safety: It comes equipped with Electronic Stability Control as standard across all the variants. It has up to six airbags based on the variant you are purchasing. Galvanized steel, with anti perforation warranty. Robust build quality. But no ADAS! ☹ Verdict: Now we have discussed almost all the features of the car, but there is one thing which has not been discussed till now, and that is the absence of level 2 ADAS. ADAS stands for Advanced Driver Assistance System. This is the next big thing in the safety segment of upcoming cars. We have already seen that Mahindra XUV 700 as well as the upcoming MG Astor is going to come up with the level 2 ADAS. It was a surprise from Volkswagen which is acclaimed for manufacturing safest cars, for not bringing this feature. This is the only reason that I would probably refrain myself from even considering the Volkswagen Taigun. Safety is my first and foremost priority. So in 2021 and beyond, if a car is not having level 2 ADAS, I’m not going to buy it PERIOD! As a current Volkswagen owner, safety is the ultimate thing that I seek. I hope that Volkswagen may listen to the need of making even safer cars to prevent road accidents, and equip their cars with ADAS. Until then I’ll hold my horses and wait for Volkswagen to equip their cars with level 2 ADAS in India.
Is the VW Vento any good?
The Volkswagen Vento is a fantastic car. It's simple and elegant design tends to age well. With regular updates VW has ensured that it is able to keep up with it's competitors. Both Maruti Suzuki Ciaz and Honda City have a more spacious cabin as well as boot. They also have a more modern design. Where Vento loses out on space and design, it more than makes up for it in the build quality and performance departments. Everything from the bonnet and doors to the switchgear inside feel like they are built to last. My father's Vento has completed nearly five years now and everything is still as good as new, not even any rattles anywhere. That's German engineering. Apart from this it has a quite good diesel engine powering it. With the new larger turbocharger, it now generates 110 PS of power and 250Nm of torque. This engine might be a little unrefined at low revs but it ensures that it puts a smile on your face when you floor the accelerator pedal. It is pretty fuel efficient too. Even in terms of refinement it is better than Honda's 1.5L diesel. The gearbox is also good with short and precise throws. If you're considering getting an automatic then nothing beats VW's DQ200 dual clutch transmission. It is a gem of a gearbox though it has some reliabililty issues which VW claims they have dealt with. Apart from this it is also feature rich. Highest variant gets touchscreen infotainment system with mirror link, auto HVAC, electrically adjustable and foldable ORVMs, Cruise Control, Rain Sensing Vipers, Auto-dimmimg inside rear view mirror, cooled glove box, rear AC vents, dual front airbags, ABS etc. If you're considering buying the Vento, I would suggest you to wait as a new variant with LED headlamps and LED daytime running lights is in the works. It is expected in the first quarter of 2017. You should also take a look at Skoda Rapid. Being a sister car it has all the things mentioned above at a lower price point. Skoda is also working hard to improve it's after sales service.
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