volkswagen tiguan dq500
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volkswagen tiguan dq500 Post Review
• VOLKSWAGEN Tiguan MK2 2019 TSI 2.0 DSG-7 4Motion • Stock: 220 лс, 350 Нм ⚠ Stage 1: 310 лс, 460 Нм 📈 Stage 1 DSG-7 DQ500 📈 • "С корабля на бал" или с обкатки в Картель. Двигатель CHHB, благодаря своим… https://t.co/F31UEqIAWl
Goedemorgen! Deze Volkswagen Tiguan 2.0tsi met 180pk origineel heeft wat spierballen gekregen! Origineel 180pk - 320nm Stage 1 236pk - 439nm Dq500 dsg Stage 1 / hydrologische druk / speedshift / interne torque… https://t.co/TzAgFkWbOQ
• VOLKSWAGEN Tiguan MK2 2019 TSI 2.0 DSG-7 4Motion • Stage 2 DSG-7 DQ500 📈 • Ранее данный авто получил наши настройки ДВС и КПП до уровня Stage 1. На сей раз, для улучшения показателей динамики, владелец пожелал… https://t.co/h1FN9ihmT0
volkswagen tiguan dq500 Q&A Review
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.
Which vehicle should I purchase among the VW Tiguan Highline, BMW X1 Expedition, and Skoda Kodiaq for self-driving on long road trips in India?
Skoda Kodiaq Preview Skoda Kodiaq, the first 7-seater SUV from Skoda India has been launched in India. It will be available only with a diesel engine and is priced at Rs 34.49 lakh (Ex-showroom, India). The Skoda Kodiaq will be offered in India only with a seven seat configuration and offers usable seating space in the last row of seats, even for adults. Let's take a look at its engine specs and features. Skoda Kodiaq Engine Specifications Engine Type 2.0-litre DQ500 Diesel Engine Displacement (CC) 1968 CC No Of Cylinder 4 Power 148 bhp@3500-4000 rpm Torque 340 Nm@1750-3000 rpm Transmission 7-speed DSG Automatic Skoda Kodiaq SUV comes with a 2-litre diesel engine that makes 148 bhp and 340 Nm of peak torque and comes mated with a 7-speed DSG (Automatic) gearbox. There is no manual transmission option or even a petrol engine option as of now but you do get all-wheel-drive. Just like the Tiguan, the Kodiaq is also based on the MQB platform. ARAI claimed fuel efficiency stands at 16.25 kmpl. The all-new Kodiaq takes on the likes of the other 7-seater SUVs like the popular Toyota Fortuner, Ford Endeavour, Mitsubihi Pajero Sport, Isuzu MU-X and even the smaller Volkswagen Tiguan with which it shares its underpinnings. Go for Skoda Kodiaq Happy Car buying
volkswagen tiguan dq500 Related FAQs
What is the Hill Start Assist of Volkswagen Tiguan?
Here are the Hill Start Assist and variants of Volkswagen Tiguan:
Variants 2018 Volkswagen Tiguan 1.4 TSI Comfortline 2018 Volkswagen Tiguan 1.4 TSI Highline Hill Start Assist Y Y Is Volkswagen Tiguan available in Auto Start/Stop?
Yes, Volkswagen Tiguan is available in Auto Start/Stop. The available Auto Start/Stop variants are: 2018 Volkswagen Tiguan 1.4 TSI Highline.
How many fueltank(litres) does Volkswagen Tiguan has?
The fueltank(litres) of Volkswagen Tiguan are 58.
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