SSP 606 - Audi 1,8l - and 2.0l TFSI Engines of Series EA888 (3rd Generation)

Service Training
Self-study programme 308
D irect S hift G earbox 02E
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This self-study programme is designed to help you understand the Direct Shift Gearbox.
There is also a multimedia CD available on the direct shift gearbox.

This CD allows you to see how individual components work and how they combine with other
components for operation of the gearbox.
From interactive menus, the subjects
• Selector lever
• Gearbox construction
• Oil lubrication circuit
• Selection actuators AG. Volkswagen AG d
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S308_001
NEW Important
Note
This self-study programme shows the design For the latest testing, adjustment and repair
and function of new developments! instructions, please refer to the relevant
The contents will not be updated. service literature.
2
Contents olkswage
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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Selector lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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spec
urposes, in part or in wh
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Construction of DSG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Basic principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
rrectne
Torque input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Multi-plate clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ss o
Input shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
cial p
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Output shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
form
mer
Reverse shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
atio
m
Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
o
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or
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Parking lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
thi
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Synchronisation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
iv
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Torque transmission in vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
um
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Transmission route through gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 yi

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Mechatronics module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Electro-hydraulic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Oil lubrication circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Sensors/actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42/50
Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
CAN data bus connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
3
Introduction
Currently, the world of transmission is dominated in Europe by manual gearboxes and in the USA and
Japan by automatic gearboxes. Both types of gearboxes have specific advantages and disadvantages.
The advantages of a manual gearbox are, for example,
• high degree of efficiency

• robust and sporty characteristic.
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The advantages of an automatic sgearbox
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• a high level ris
of comfort, above all in gear changes, as thereteis
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This formed the framework for Volkswagen to combine both transmission concepts into one completely
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new gearbox generation: the direct shift gearbox.
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Oil pressure filter
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Oil pump
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Multi-plate clutch
S308_014
Thanks to the double multi-plate clutch design and different automatic gear selection programmes, it is
well capable of meeting the high demands in comfort from drivers who favour automatic gearboxes.
Furthermore, with direct selection and lightning fast, jolt-free gear changes, it also offers a high level of
driving enjoyment to drivers who favour manual gearboxes.
In both cases, fuel consumption is at a par with economical vehicles fitted with manual gearboxes.
4
The direct shift gearbox is distinguished by
• Six forward gears and one reverse gear

• Normal driving program "D",
sports program "S" as well as
Tiptronic selector lever and Tiptronic steering wheel levers (optional)
• Mechatronics, electronic and electro-hydraulic control unit form one unit and are housed in the
gearbox
• Hillholder function – if the vehicle begins to move when stationary, with just light brake
application, the clutch pressure is increased and the vehicle is held in position
• Creep regulation – allows creeping of the vehicle, when parking for example, without accelerator
pedal application
• Emergency mode
In the event of a fault, the vehicle can still be driven, with emergency mode activated, in 1st and
3rd
gear or just in 2nd gear.
Oil pressure filter
Oil cooler
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S308_003
Technical data
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Designation DSG 02E (direct shift gearbox)

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Weight Approx. 94 kg front-wheel drive, 109 kg 4motion

rrectness of i
Torque Maximum 350 Nm (depending on engine)

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Clutch Two multi-layer wet plate clutches

Gear stages Six forward, one reverse gear (all synchronised)
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Operating mode Automatic and Tiptronic

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Oil volume 7.2 ltr. DSG oil G052 182

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The direct shift gearbox is already available for Golf R32 and Touran models. Future plans are to make it
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available for the New Beetle and Golf 2004.

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5
Selector lever
Operation
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The selector lever is actuated in the vehicle wagein the oes
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shift gearbox also offers theauoption of Tiptronic ra
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Release button
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key lock. The function of the locks remains
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The gear selector lever positions are:
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P - Park
s
To move the selector lever out of this position, the
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ignition must be "on" and the brakes applied.
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Furthermore, the release button on the selector
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lever must be pressed.

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R - Reverse gear
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In this position, the gearbox is at idle.
S308_004
If, for a length of time, the gear selector lever is
left in this position, the brake pedal must be
pressed for it to be moved.
D - Drive Steering wheel gear selectors

In this position, the forward gears are selected
automatically.
S - Sport
Gears are selected automatically using a
"sporty" program stored in the control unit.
+ and –
The Tiptronic functions can be used with the
selector lever in the right gate and with the
steering wheel gear selectors.
S308_063
6
Design of selector lever
Selector lever sensors control unit J587 Selector lever locked in position "P" switch
F319
Hall sensors in the gear selector lever mounting
detect the position of the selector lever and make If the selector lever is in the "P" position, selector
the positions available to the mechatronics via lever locked in position "P" switch sends a signal
the CAN bus . to the steering column electronics control unit
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Solenoids hold the selector lever in positions
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and "N". The solenoid is activated by the selector
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lever sensor control unit J587.
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Locking pin hole "N"
N110 Selector lever sensors

control unit J587
S308_098
Hall sensors for detection of

selector lever position
7
Selector lever
Selector lever lock solenoid N110

Selector lever
This is how it works:
lock solenoid N110
Selector lever locked in "P":
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locking pin is in the locking pin hole for "P".iseThis ara
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S308_103
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Selector lever released:
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When the ignition is switched on and the brake
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pedal is pressed, the selector lever sensors
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control unit J587 energises the solenoid N110.
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In this way, the locking pin is pulled out of the
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locking pin hole "P".

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The selector lever can now be moved into the

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S308_101
Selector lever locked in "N":
If the selector lever is in the "N" position for

longer than 2 seconds, the control unit will
energise the solenoid. In this way, the locking
pin is pushed into the locking pin hole "N". Locking pin
The selector lever can no longer be moved hole for "N"
inadvertently into a drive position. The locking
pin is released when the brake pedal is pressed.
S308_102
8
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Emergency release ho eo
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If the power supply fails to the selector lever lock
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solenoid N110, the selector lever can no longer
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By pressing in the locking pin mechanically using
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a thin object, the lock can be released and the
selector lever can be moved out of the "N"
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position for emergency purposes.
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The vehicle can then be driven again.

S308_104
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9
Selector lever
Ignition key withdrawal lock
The ignition key withdrawal lock prevents the The steering column electronics control unit J527
ignition key from being turned to the withdrawal detects the open switch.
position unless the parking lock is engaged. The ignition key withdrawal lock solenoid N376 is
not supplied with power.
It works on an electro-mechanical principle and The spring in the solenoid pushes the locking pin
is actuated by the steering column electronics to the release position.
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the "selector lever locked in position P" F319 is Solenoid N376
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S308_093
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Retaining lug
Spring
Locking pin
S308_092a
"Ignition off"
10
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"Selector lever in drive position", ignition on. In the lock position, the locking pin prevents the
ignition key from being turned back and
In the drive position, the "selector lever locked in withdrawn.
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position P" switch F319 is closed.
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Not until the selector lever is placed in the park

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energises the ignition key withdrawal lock P" switch opened. The control unit then isolates
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solenoid N376. the power supply to the solenoid.
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The locking pin is pushed into the lock position

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against spring pressure by the solenoid. The locking pin is then pushed back by the
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N376
S308_091a
"Ignition on"
11
Construction of DSG
Basic principle
The direct shift gearbox comprises in essence of 1st, 3rd, 5th and reverse gear are selected via
two transmission units that are independent of multi-plate clutch K1.
each other.
2nd, 4th and 6th gear are selected via multi-
Each transmission unit is constructed in the same plate clutch K2.
way as a manual gearbox. Allocated to each
transmission unit is a multi-plate clutch. One transmission unit is always in gear and the
other transmission unit has the next gear selected
Both multi-plate clutches are of the wet type and in preparation but with the clutch still in the open
work in DSG oil. They are regulated, opened and position.
closed by the mechatronics system, depending
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Engine torque
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Transmission unit 1
S308_013
12
Torque input
The torque is transmitted from the crankshaft to This is joined to the outer plate carrier of clutch
the dual mass flywheel. K1 with the main hub of the multi-plate clutch.
The splines of the dual mass flywheel on the The outer plate carrier of clutch K2 is also
input hub of the double clutch transmit the positively joined to the main hub.
torque to the drive plate of the multi-plate clutch.
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Outer Outer Dual mass
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Drive plate
S308_007a
Main hub
13
Construction of DSG
Multi-plate clutches
The torque is transmitted to the relevant clutch through the outer plate carrier. When the clutch closes,
the torque is transmitted further to the inner plate carrier and then to the relevant input shaft.
One multi-plate clutch is always engaged.
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clutch and transmits torqueutto o
h input shaft 1 for 1st, the plates of clutch or K1 are pressed together.
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3rd, 5th and reverse gear.ss Torque is transmitted via the plates of the inner
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To close the clutch, oil is forced into the oil plate carrier to input shaft 1.
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pressure chamber of clutch K1. When the clutch opens, a diaphragm spring
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Inner
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Oil pressure chamber K1

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Input shaft 1
Diaphragm spring S308_039
14
Clutch K2 is of the multi-plate type. It is the inner The coil springs press plunger 2 back to its start
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To close the clutch, oilor is forced into the oil eo
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pressure chamberss of clutch K2. Plunger K2 then c
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joins the drive via the plates to input shaft 2.

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Input shaft 2
S308_040
15
Construction of DSG
Input shafts
The engine torque is transmitted to the input shafts from multi-plate clutches K1 and K2.
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Input shaft 2
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Input shaft 2
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Input shaft 2 is shown in nf

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relation to the installation position

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of input shaft 1.
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Pulse wheel
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6th/4th gear 2nd gear
S308_084
Input shaft 2 is a hollow construction and is To measure the speed of this input shaft there is a
joined via splines to multi-plate clutch K2. pulse wheel for input shaft 2 speed sender G502
adjacent to the gear wheel for 2nd gear.
The helical gear wheels for 6th, 4th and 2nd
gear can be found on input shaft 2.
For 6th and 4th gear, a common gear wheel is
used.
16
Input shaft 1
Pulse wheel
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5th gear 1st/reverse 3rd gear
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Input shaft 1 rotates inside input shaft 2, which is To measure the speed of this input shaft there is a
c
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hollow. It is joined to multi-plate clutch K1 via pulse wheel for input shaft 1 speed sender G501
at
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wheels for 5th gear, the common gear wheel for ht. C rig
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3rd gear. Prote AG.
High powered magnets can destroy pulse wheels!
17
Construction of DSG
Output shafts
In line with the two input shafts, the direct shift gearbox also features two output shafts.
Thanks to the common use of gear wheels for 1st and reverse gear and 4th and 6th gear on the input
shafts, it was possible to reduce the length of the gearbox.
Output shaft 1
Stretched view
1st gear 3rd gear 4th gear 2nd gear Output shaft gear
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Input shafts
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Locking collar
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Located on input shaft 1 are

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– the three-fold synchronised selector gears for

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– the output shaft gear for meshing into the cted
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differential.
The output shaft meshes into the final drive gear

wheel of the differential.
18
Output shaft 2
Stretched view
Installation position in gearbox
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Pulse wheel for s au ra
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5th gear 6th gear Reverse gear Output shaft gear

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Located on input shaft 2 are
– the pulse wheel for gearbox output speed

rrectness of i
– the selector gears for 5th, 6th and reverse

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gears and
– the output shaft gear for meshing into the
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Both output shafts transmit the torque further to the differential via their output shaft gears.
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19
Construction of DSG
Reverse shaft
The reverse shaft changes the direction of

rotation of output shaft 2 and thereby also the
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direction of rotation of the final drive in the agen oes
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differential. It engages in the common gear rised
nte
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wheel for 1st gear and reverse gear on input auth ra
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shaft 1 and the selector gear for reverse gears
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on output shaft 2.
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Stretched view
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S308_088
S308_105c
Gear wheel for Reverse shaft

1st and reverse gear
20
Differential
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Both output shafts transmit rise the torque to the input nte
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shaft of the differential.
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The differential transmits the torque via the drive
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shafts to the road wheels.
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Integrated in the differential is the parking lock
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spec
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S308_105d
S308_089
Input gear of Parking lock gear

differential
21
Construction of DSG
Parking lock
A parking brake is integrated in the differential Engagement of the locking pawl is purely by
to secure the vehicle in the parked position and mechanical means via a cable between the
to prevent the vehicle from creeping forwards or selector lever and the parking brake lever on the
backwards unintentionally when the handbrake gearbox.
is not applied. The cable isVoused exclusively to actuate the
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oparking lock.
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Locking pawl
spec
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Parking lock gear
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S308_023
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Cable to selector lever
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When the selector lever is moved to the "P" t. C Lever py
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position, the parking lock is engaged. cop Vo
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To do this, a locking pawl engages in the teeth of Prote AG.
the parking lock gear.
The locking spring engages in the lever and

holds the pawl in position.
When the pawl engages in one of the teeth of Spring 1

the parking lock gear, spring 1 is tensioned.
Locking spring Parking lock gear
If the vehicle begins to move, the pawl is pushed
into the next gap on the parking lock gear by Spring 2 Locking pawl
spring 1 as it releases its tension.
S308_079a
When the selector lever is moved out of position
"P", the parking lock is deactivated. The slide is
pushed to the right back into its start position and
spring 2 pushes the locking pawl out of the gap
in the parking lock gear.
22
Synchronisation
To engage a gear, the locking collar must be Balancing of the large speed differences
pushed onto the selector teeth of the selector between different selector gears is faster in the
gear. low gears. Less effort is required to engage the
The task of synchronisation is to balance the gears.
speed between the engaging gear wheels and
the locking collar. 4th, 5th and 6th gears are equipped with a
simple cone system. The speed differences here
Molybdenum coated brass synchro-rings form are not as great when gears are selected. The
the basis of synchronisation. balancing of speed is therefore faster.
Little effort is required for synchronisation.
1st, 2nd and 3rd gears are equipped with three-
fold synchronisation. Reverse gear is equipped with dual cone
Compared with a simple cone system, a synchronisation.
considerably larger friction area is provided. lksw ge
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Synchronisation efficiency is increased as thereseis
d ran
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a greater surface area to transfer heat. auth or
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Three-fold synchronisation comprises of Simple synchronisation comprises of
es, in part or in w
t to the co
– an outer ring (synchro-ring) – a synchro-ring and
rrectness of i
– an intermediate ring – a friction cone on the selector gear/gear
– an inner ring (2nd synchro-ring) and wheel
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– a friction cone on the selector gear/gear

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Intermediate ring Inner ring

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S308_022 S308_078
Outer ring Friction cone Synchro-ring Friction cone
23
Construction of DSG
Torque transmission in the vehicle
The engine torque is transmitted via the dual A propshaft transmits the torque to a Haldex
mass flywheel to the direct shift gearbox. coupling.
Integrated in this rear final drive is a differential
On front-wheel drive vehicles, the drive shafts for the rear axle.
transmit the torque to the front road wheels.
On four-wheel drive vehicles, the torque is also

transmitted to the rear axle via a bevel box.
Direct shift gearbox
AG. Volkswagen AG d
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Bevel box
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Differential
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Haldex coupling
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t to the co
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S308_020 S308_021
ss o
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Rear final drive Rear axle

mer
atio
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om
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Cop py
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Prote AG.
24
Transmission route through gears
The torque in the gearbox is transmitted either via the outer clutch K1 or the inner clutch K2.
Each clutch drives an input shaft.
Input shaft 1 (inner) is driven by clutch K1 and
input shaft 2 (outer) is driven by clutch K2.
Power is transmitted further to the differential via
– output shaft 1 for 1st, 2nd, 3rd, 4th gears and

AG. Volkswagen AG d
– output shaft 2 for 5th, 6th and reverse gears. agen oes
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1st gear
Clutch K1
rrectness of i
Input shaft 1
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Output shaft 1
Differential
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S308_055_1
For reasons of clarity, the flow of power is shown stretched in the diagram.
25
Construction of DSG
2nd gear
Clutch K2
Input shaft 2
Output shaft 1
Differential
AG. Volkswagen AG d
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S308_055_2
rrectness of i
3rd gear
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Clutch K1
nform
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Input shaft 1
Output shaft 1
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Differential
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S308_055_3
4th gear
Clutch K2
Input shaft 2
Output shaft 1
Differential
S308_055_4
26
lkswage es n
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d 5th gear ran
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ut Clutch K1 or
a ac
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Output shaft 2
an
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Differential
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S308_055_5
mer
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6th gear i
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Clutch K2
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Input shaft 2
fo
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S308_055_6
Reverse
Clutch K1
Input shaft 1
Reverse shaft
Output shaft 2
Differential
The change in direction of rotation for reverse S308_055_R

gear is carried out via the reverse shaft.
27
Mechatronics module
Mechatronics
The mechatronics are housed in the gearbox, By . Volkswagemeans,

hydraulic
n AG oes it controls or regulates
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surrounded by DSG oil. They comprise of an d by Vo eight gear actuators via gusix pressure modulation
ara
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electronic control unit and an electro-hydraulic
oris valves and five selector valves e o and it also
th
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control unit. ss controls the pressure and flow of c cooling oil
ce
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nl
from both clutches.
pt
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The mechatronics form the central control unit in
erm
ab
ility
the gearbox. All sensor signals and all signals The mechatronics control unit learns (adapts) the
ot p
wit
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from other control units come together at this position of the clutches, the positions of the gear
h re
hole
point and all actions are initiated and monitored actuators when a gear is engaged and the main
spec
es, in part or in w
from here. pressure.
t to the co
Housed in this compact unit are twelve sensors.
rrectness of i
Only two sensors are located outside the
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mechatronics system.
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Electro-hydraulic control unit
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Central connector
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rig
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pyri by
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S308_095
S308_097
28
The advantages of this compact unit are: It also means that a high degree of thermal and
mechanical stress is placed on the control unit.
– The majority of sensors are integrated within. Temperatures of –40 °C to +150 °C and
– The electric actuators are located directly on mechanical vibrations of up to 33 g should not
the mechatronics. be allowed to impair the operability of the
– The electrical interfaces required on the vehicle.
vehicle side are joined at one central
connector. g = acceleration of gravity, acceleration of an
object influenced by the gravitational pull
As a result of these measures, the number of of the earth towards the earth's core
connectors and amount of wiring has been
reduced. That means there is greater electrical 1 g = 9.81 m/s2
olksw
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efficiency and lower weight. wage does
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Electronic
control unit ss o
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S308_096
29
Electro-hydraulic control unit
Electro-hydraulic control unit ksw

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The electro-hydraulic control unit is integrated in tho In addition, there is a pressure release valve
eo on
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the mechatronics module. ss the hydraulic module. It prevents pressure from c
ce
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un
pt
Housed within the control unit are all the solenoid rising to a level that could damage the hydraulic
an
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itte
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valves, pressure control valves and hydraulic selectors.
erm
ab
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selectors and the multiplexer.
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N88 - Solenoid valve 1 (gear actuator valve) N217 - Pressure control valve 3 (main pressure)
spec
N89 - Solenoid valve 2 (gear actuator valve) urposes, in part or in wh N218 - Pressure control valve 4 (cooling oil)
t to the co
N90 - Solenoid valve 3 (gear actuator valve) N233 - Pressure control valve 5 (safety 1)
N91 - Solenoid valve 4 (gear actuator valve) N371 - Pressure control valve 6 (safety 2)
rrectne
N92 - Solenoid valve 5 (multiplexer valve) A - Pressure release valve
N215 - Pressure control valve 1 (clutch K1) B - Printed circuit
ss o
N216 - Pressure control valve 2 (clutch K2)
cial p
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mer
atio
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Cop py
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S308_033
30
The valves have different selector characteristics The "yes/no" valves are made up of
depending on their function.
There are – the gear actuator valves and
– the multiplexer selector valve.
– "yes/no" selector valves and
– modulation valves The modulation valves are made up of
to choose from. – the main pressure valve

– the cooling oil valve
– the clutch valves and
– the safety valves.
Once the printed circuit is removed, the gear

actuator valves N89, N90 and N91 become
visible. N89 N92
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N90
ir se
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au ac
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N91
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nform
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S308_034
n in
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te o
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31
Oil lubrication circuit
The DSG has a common lubrication circuit for all The oil has the task of:
gearbox functions.
The volume of direct selection gear oil is 7.2 litres. – lubricating/cooling
wage
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the
Vol clutch, ot g
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ran
The oil must meet the following demands: ise the gear wheels, shafts, bearings
or tee
h
aut and parts of synchronisation and or
ac
ss
ce
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– Assure clutch regulation and hydraulic control – actuation of
un
pt
an
d
– Stabile viscosity across the whole temperature the double clutch and
itte
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rm
ab
range gear actuator plungers
pe
ility
ot
– Resistant to high mechanical stress
wit
, is n
h re
– Does not allow foaming The oil temperature is kept from rising above
hole
spec
135 °C by an oil cooler, which is regulated by
es, in part or in w
t to the co
coolant from the engine.
rrectness of i
l purpos
nform
mercia
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com
tion in
Oil cooler
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te o
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Gear actuator
Oil pressure filter
Oil spray pipe for cooling

gear wheels
S308_019
Valve chest
Oil pump
Oil sump
32
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ab
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Oil pump
spec
t to the co
An internal gear crescent pump draws the DSG
oil in and builds up the oil pressure necessary for
rrectne
actuation of the hydraulic components.
It allows a maximum output of 100 litres per Crescent
ss o
minute and a main pressure of 20 bar.
cial p
f inform
mer
atio
The oil pump supplies
om
n
c
i
or
n thi
e
– the multi-plate clutches

t
sd
iva
o
pr
c
– the clutch cooling
um
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Pressure side
fo
en
ng
– the gear selection hydraulics op

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t.
Co
py
– the gear wheel lubrication . C rig
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rig by
copy Vo
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The oil pump is driven by a pump shaft, which S308_018

rotates at engine speed.
This pump shaft is located as a third shaft within
the two meshed input shafts 1 and 2. Suction side Return to
suction side
Dual mass
Pump shaft flywheel
Oil pump Input shaft 1 Input shaft 2 S308_036
33
Oil lubrication circuit diagram
Pressure release valve Main pressure slide valve
Pressure control valve 3

Oil pump
Return to oil pump
Oil cooler Clutch cooling oil slide valve
Suction Cooling oil to

filter clutches
Oil pressure
AG. Volkswagen AG d
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filter olksw not
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Oil spray ed
Gear wheel lubrication/ nte
ris
tho eo
pipe au cooling ra
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Oil sump
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nl
pt
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ab
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To multi-plate
wit
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clutch K2
hole
spec
es, in part or in w
t to the co
rrectness of i
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nform
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To multi-plate
m
at
clutch K1
om
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c
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or
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ate
do
priv
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Gear actuator
Colour key
Regulated pressure, working pressure Controlled pressure, clutch cooling
Non-controlled pressure Return to oil sump
34
Explanation of oil lubrication circuit
The oil pump draws the oil out of the oil sump via The working pressure, regulated by pressure
the suction filter and supplies it under pressure to control valve 3, is used by the gearbox to actuate
the main pressure slide valve. the multi-plate clutches and to select the gears.
The main pressure is regulated by pressure The oil cooler is incorporated in the cooling
control valve 3 - the main pressure control valve. circuit of the engine.
The main pressure valve controls the working
pressure in the direct shift gearbox. The oil pressure filter can be found on the
gen AG
outside
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lkswa es n
Beneath the main pressure slidebyvalve V o is a ot gu
d ara
channel that returns oil to the risesuction side of the The pressure nrelease
tee valve ensures that oil
ho
ut or
pump. ss
a pressure does notc rise above 32 bar.
a
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nl
pt
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itte
The other oil channel branches off in two Oil reaches the gear wheels directly by way of
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erm
ab
directions. the oil spray pipe.
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One channel leads to the oil cooler and then
hole
spec
back to the oil sump via the pressure filter.
es, in part or in w
t to the co
The other channel directs the flow of oil to the
clutch cooling oil slide valve. rrectness of i
l purpos
nf
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35
AG. Volkswagen AG d
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Oil lubrication circuit ss aut
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Hydraulic elements in oil lubrication circuit
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Pressure release valve
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Main pressure slide valve
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Main pressure valve N217

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Prote Safety valves N233 and N371
AG.
Pressure unit
Non-return valve
Pressure unit
Pressure sensor
Pressure sensor G194
G193
To K2
Non-return valve To K1
Clutch
Clutch valve valve N216
N215
Multiplexer
valve N92
N88 N89 N90 N91
Multiplexer
Gear actuator
S308_017b
Colour key
Regulated pressure, working pressure Return to oil sump
Non-controlled pressure
36
Electro-hydraulic control of oil lubrication
circuit
Main pressure valve N217 Safety valves
This valve is actuated by the electronic control One safety valve each for clutch K1 (N233) and
unit and it controls the main pressure slide valve. clutch K2 (N371) allow rapid opening of each
respective clutch. This becomes necessary if and
In this way, the working pressure in the direct when the actual clutch pressure rises above the
shift gearbox hydraulic system is regulated. specified pressure.
The flow of oil Pressure sensors G193 and G194
– through oil cooler/pressure filter/spray pipe, The pressure sensors G193 and G194 control the
– back to oil pump clutch pressure of clutches K1 and K2.
is controlled by the main pressure valve. A pressure release valve prevents excessive rise
in main pressure in the event of a defective main
Main pressure is made available to both clutch pressure
lkswage valve.
slide es n
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valves N215 and N216 to open and close the ed ran
oris tee
th or
clutches K1 and K2 and to the four gear actuator au ac
ss
valves N88, N89, N90 and N91 for gear
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engagement.
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Multiplexer valve N92
wit
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hole
spec
This valve actuates the multiplexer.
es, in part or in w
t to the co
The multiplexer (multiplier) allows control of the
eight gear actuator cylinders using just four
rrectness of i
solenoid valves.
l purpos
The multiplexer is pushed into its base position by

nform
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means of a spring.
m
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io
In the base position, 1st, 3rd, 6th and reverse

n
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or
gears can be selected.

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If the multiplexer valve N92 is energised, oil

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pressure is free to flow to the multiplexer. This t. C py
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results in the multiplexer being pressed against pyri by
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spring pressure into the operating position. Prote
cted AG.
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In this way, 2nd, 4th, 5th and neutral gears can

be selected.
37
Clutch cooling oil system
The mechanical friction in the multi-plate clutches To cool the clutches, there is a separate clutch
results in an increase in temperature in the cooling oil circuit within the oil lubrication circuit.
double clutch.
To prevent this from overheating, it has to be The cooling oil circuit is made up of the cooling
cooled. oil slide valve and the pressure control valve 4
N218 (clutch cooling oil valve).
Clutch cooling oil

slide valve
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N218
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Pressure unit
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S308_061
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Mechatronics Multi-plate clutch oil

thi
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temperature sender
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This is how it works: ht. Co py
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The multi-plate clutch oil temperature sender Prote
ctedThe pressure control valve increases or reduces
AG.
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G509 measures the oil temperature directly at the oil pressure at the cooling oil slide valve
the multi-plate clutch oil outlet. depending on the temperature measured.
The cooling oil slide valve opens or closes the oil
Depending on the oil temperature measured, the channel to the multi-plate clutches depending on
control unit will activate the pressure control the oil pressure.
valve.
The maximum cooling oil volume is 20 litres/
minute. The maximum cooling oil pressure is
2 bar.
38
AG. Volkswagen AG d
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Gear selection
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Oil pressure from
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The gears are selected via selector forks in the
an
Locking sleeve
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same way as a manual gearbox. Two gears are mechatronics
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selected by each selector fork.
wit
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Actuation of the selector forks is hydraulic on the
es, in part or in w
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direct shift gearbox and not by means of selector
rods, as on conventional manual gearboxes.
rrectness of i
The selector forks run on ball bearings in a
l purpos
cylinder.
nform
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To select a gear, oil is fed into the left cylinder by Cylinder

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the mechatronics. Since the right cylinder is not
ion
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under pressure, the selector fork is moved and

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actuates the locking collar. This results in gear

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S308_047
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Once the gear is engaged, the selector fork is opy
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Prote AG.
The gear is held in place by a chamfer on the
Magnet for
selector teeth and by a locking mechanism on
travel sensor
the selector fork.
When the selector fork is not actuated, it is held

in place in the gear casing (gearbox) by a
locking mechanism.
A permanent magnet is fitted to each selector Selector fork

fork. The permanent magnet allows the travel
sensor in the mechatronics to detect the precise
position of the selector forks.
Locking collar S308_048
39
System overview
Sensors Direct shift gearbox

mechatronics J743
Multi-plate clutch oil temperature

sender G509
Gearbox input speed sender G182
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Gearbox output speed senders
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G195 and G196
ab
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Speed senders for input shafts 1
ot
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and 2 G501 and G502
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Sender 1 G193 and

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sender 2 G194 for

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hydraulic pressure
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Gear oil temperature sender G93
cted
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Prote AG.
Control unit temperature
sender G510
Travel sensors 1 to 4 for gear

actuators G487, G488, G489, G490
Steering wheel Tiptronic

switches E438 and E439
40
CAN
Selector lever sensors

control unit J587
AG. Volkswagen AG dActuators

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Selector lever lock solenoid
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Pressure control valves
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N215, N216, N217
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Solenoid valves
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Cop N88, N89, N90, N91, N92,
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Diagnosis connector
S308_024
41
Sensors
Gearbox input speed sender G182
The gearbox input speed sender is inserted in the

gear casing (gearbox).
It scans the outside of the double clutch and

picks up the gearbox input speed.
The gearbox input speed is the same as the

engine speed.
The speed sender works on the Hall sender

principle.
In the housing of this sender is also sender G509.
Both senders are connected to the mechatronics
by means of electrical wiring.
S308_056
AG. Volkswagen AG d G182
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Signal application Effects of signal failure
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The gearbox input speed signal is used as a In the event of signal failure, the control unit uses
erm
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figure for calculation of slip at the multi-plate engine speed from the CAN as a substitute
wit
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clutches. value.
h re
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spec
To perform this calculation, the control unit also

es, in part or in w
requires the signals from senders G501 and

t to the co
G502.
The control unit is able to open and close the
rrectness of i
clutches more precisely with the aid of the clutch

l purpos
slip figure.
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42
Input shaft speed sender 1 G501 and
input shaft speed sender 2 G502
Both senders are located in the mechatronics. To detect the speed, each sender scans a pulse
Speed sender G501 picks up the speed of input wheel on its shaft.
shaft 1. The pulse wheel comprises of a sheet metal
Speed sender G502 picks up the speed of input element.
shaft 2. AG. Volkswagen AG d
The sheet metal element is treated with a metallic
swagen oes
k not rubber coating. This coating features small
Vol type.
Both senders are of thebyHall gu
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orise magnets
nte around its circumference, polarised to
h eo
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Between the individual magnets is an air gap.
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G501 G502
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S308_010a
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Pulse wheel Pulse wheel

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S308_026c
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In conjunction with the gearbox input speed If the event of signal failure, the affected gearbox
signal, the control unit determines the output section is isolated.
speeds of the multi-plates clutches K1 and K2 and If sender G501 fails, the vehicle can only be
is therefore able to detect any slip. driven in 2nd gear.
Using this slip figure, the control unit can detect If sender G502 fails, the vehicle can only be
the open/close state of the clutches. driven in 1st and 3rd gear.
Furthermore, the signal is also used for control of
the selected gear.
In conjunction with the gearbox output speed
sender signals, the control unit detects whether
the correct gear is selected.
The pulse wheels should not be stored
in the vicinity of powerful magnets.
43
Sensors
Gearbox output speed sender G195 and

gearbox output speed sender 2 G196
Both senders can be found on the mechatronics Both senders can be found opposed to each
and are joined permanently to the control unit. other in a housing.
As with all speed senders in this gearbox, they In this way, two signals offset against each other
are of the Hall sender type. are created.
They both scan the same pulse wheel on output If the signal from sender G195 is "high", the
shaft 2. signal from sender G196 is "low".
G195 G196 Pulse wheel
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S308_050
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G196 G195
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S308_026a
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With the aid of these input signals, the control In the event of signal failure, the control unit uses
unit can detect the road speed and direction of the road speed and direction of travel signals
rrectness of i
travel. from the ABS control unit.

The direction of travel is detected by the signals
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offset against each other.

nform
ercia
If the direction of travel is changed, the signals

reach the control unit in reverse order.
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44
AG. Volkswagen AG d
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Hydraulic pressure sender 1
pt
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G193 and sender 2 G194 G193
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G194
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Both pressure senders can be found in the
h re
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mechatronics electro-hydraulic control unit.
spec
t to the co
Sender 1 G193 is subjected to the same pressure
as multi-plate clutch K1.
rrectne
The pressure from multi-plate clutch K2 is
imparted on sender 2 G194.
ss o
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f inform
mer
atio
S308_031
om
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With the aid of these signals, the mechatronics Cop In the event of pressure signal failure or if no
Co
py
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control unit (ECU) detects the hydraulic pressure, pyri
gh by pressure is built up, the relevant gearbox section
ht
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which is imparted on the respective multi-plate cted
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is isolated.
agen
Prote AG.
clutch. The vehicle can only be driven in 1st and 3rd or
The exact hydraulic pressure is required by the in 2nd gear.
control unit for regulation of the multi-plate
clutch.
Function of pressure sender
The pressure sender comprises of a pair of As soon as the pressure changes, the upper
electrically conductive plates in a sandwich membrane bends and the distance between the
construction. The upper plate is attached to a plates changes.
ceramic membrane, which bends in relation to In this way, a reliable signal is generated based
the pressure change. on the oil pressure.
The other plate is force bonded to a ceramic
base. This does not react to pressure changes.
DSG oil pressure
Parallel plates Ceramic membrane
S308_107 S308_108
Base
45
Sensors
Multi-plate clutch oil temperature sender

G509
The sender G509 can be found in the housing of This sender is designed to measure temperatures
gearbox input speed sender G182. very quickly and very accurately.
It measures the temperature of the DSG oil at the It operates in a temperature range of –55 °C to
outlet of the multi-plate clutches. Since the oil in +180 °C.
the multi-plate clutches is placed under a large
amount of thermal stress, oil reaches the highest
temperature in the gearbox AGat lkswa
. Vothis point.
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nform
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G509
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S308_056a
With the signals from temperature sensor G509, In the event of signal failure, the control unit uses
the control unit regulates the flow of clutch the signals from senders G93 and G510 as a
cooling oil and initiates further measures to substitute value.
protect the gearbox.
46
Gear oil temperature sender G93 and control
unit temperature sender G510
Both senders are located directly in the Both senders measure the temperature directly
mechatronics. in the components that are at risk. In this way,
measures can be initiated to reduce oil
The mechatronics are permanently surrounded in temperature in good time to avoid excessive
DSG oil and are heated in this way. heat generation in the mechatronics.
An excessive rise in temperature could impair the

electronic functions.
G93
lkswage es n
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byV ua
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ir se tee
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u or
a ac
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an
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S308_026d
rrectne

ss o
cial p
f inform
The signals from both senders are used to check At gear oil temperatures in excess of 138 °C, the
mer
atio
the mechatronics temperature. mechatronics initiate a reduction in engine

om
n
c
torque.
i
or
n thi
e
In addition, the sender signals are used to start a At above 145 °C, oil is no longer supplied to the
t
sd
iva
o
pr
warm-up programme. multi-plate clutches and they stay open.

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Both senders check each other for faults. gh
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47
Sensors
Travel sensors 1 to 4 G487, G488, G489,

G490 for gear actuators
The travel sensors can be found in the Each travel sensor monitors the position of one
AG. Vo lksw agen AG dogear actuator/selector fork, used to select
mechatronics. They are of the Hall gen
asender type. es n
ksw
y Vol ot g
between ua two gears
In conjunction with the magnets ed b on the selector ran
ris tee
tho
forks, they generate ausignal which is used by the or
a ac
control unit to detectss the position of the gear – G487 for 1st/3rd gears,
ce
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pt
actuators. – G488 for 2nd/4th gears,
an
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– G489 for 6th/reverse gears and
rm
ab
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– G490 for 5th/neutral gears.
ot
wit
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es, in part or in w
t to the co
rrectness of i
G487 G488
l purpos
nform
mercia
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com
tion in
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s
iva
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Magnet for
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travel sensor
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pyri by
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Prote AG.
G490 S308_025
S308_048
G489
The control unit imparts oil pressure on the gear If one travel sensor fails to send its signals, the
actuator for selection of the gears, based on the affected gearbox section will be isolated.
exact position. The gears of the affected gearbox section can no
longer be engaged.
48
Selector lever sensors control unit J587
The selector lever sensors control unit is Also located within are the Hall senders to detect
integrated in the selector lever. the position of the selector lever and the Hall
It works as a control unit and as a sensor at the senders to detect Tiptronic operation.
same time.
As a control unit it has the function of controlling The signals from the selector lever position and
the selector lever lock solenoids. the signals from Tiptronic operation are sent via
The selector lever lighting is integrated within. the CAN bus to the mechatronics and to the dash
panel insert control unit.
AG. Volkswagen AG d
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Hall sensors for
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Tiptronic operation f inform

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c
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Selector lever sensors control t. Cop py
rig
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unit J587 opyri by
Vo
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Hall sensors
49
Actuators
Pressure control valve 3 N217

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(main pressureovalve) oes
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Main pressure valve
3 can be found in the eo
The engine temperature and engine speed are
aut ra
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mechatronics electro-hydraulic control unit. It is a used to correct the main pressure.
ce
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un
pt
modulation valve. The control unit continually adapts the main
an
d
itte
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rm
The main pressure in the mechatronics hydraulic pressure to the current operating conditions.
ab
pe
ility
system is regulated by means of this valve.
ot
wit
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The most important factor for calculation of main
hole
spec
pressure is the actual clutch pressure, which is
es, in part or in w
t to the co
dependent on engine torque.
rrectness of i
l purpos
N217
nform
mercia
a
com
tion in
r
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thi
s
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Cop py
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Prote AG.
S308_054_1
Effects of signal failure
In the event of pressure valve failure, the system

works under maximum pressure.
This can lead to increased fuel consumption and
gear selection noises.
50
Pressure control valve 1 N215 and
pressure control valve 2 N216 (clutch valves)
The pressure control valves N215 and N216 are The basis for calculation of clutch pressure is the
located in the mechatronics electro-hydraulic current engine torque.
control unit. The control unit adapts the clutch pressure to the
They are modulation valves and generate the current friction variable of the multi-plate
control pressure for the multi-plate clutches – clutches.
pressure control valve N215 controls multi-plate
clutch K1 and pressure control valve N216
controls multi-plate clutch K2.
N216
N215
AG. Volkswagen AG d
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S308_054_4
rrectness of i

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In the event of pressure valve failure, the

nf
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or
affected gearbox section is isolated. This fault

m
m
atio
m
will be displayed in the dash panel insert.

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or c
thi
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Prote AG.
51
Actuators
Pressure control valve 4 N218 (cooling oil

valve)
Pressure control valve N218 can be found in the

electro-hydraulic control unit. It is a modulation
valve and it controls the volume of cooling oil via
an hydraulic slide valve.
The control unit uses the signal from the multi-
plate clutch oil temperature sender G509 to
control this valve.
N218
AG. Volkswagen AG d
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S308_054_2
rrectness of i

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nform
ercia
If the pressure valve cannot be actuated, the

maximum volume of cooling oil will flow through
m
at
om
io
the multi-plate clutches.

n
c
in t
or
This can result in gear change difficulties at cold

his
ate
do
riv
ambient temperatures and excessive fuel

p
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for
consumption.
en
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Cop py
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rig ht
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52
Solenoid valves 1 N88, 2 N89, 3 N90
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All four solenoid valves can be found orisin
e the Solenoid valve 1 N88 ncontrols
tee oil pressure to
th or
au
mechatronics electro-hydraulic control unit. They select 1st and 5th gear. ac
ss
ce
are "yes/no" valves. e
Solenoid valve 2 N89 controls oil pressure to
nl
pt
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an
They control the oil pressure to all gear actuators select 3rd and neutral gear.
itte
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via the multiplexer slide valve. Solenoid valve 3 N90 controls oil pressure to
ility
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The solenoid valves are in the closed position, select 2nd and 6th gear.
wit
, is n
h re
unless energised, and oil pressure is thereby Solenoid valve 4 N91 controls oil pressure to
hole
spec
prevented from reaching the gear actuators. select 4th and reverse gear.
es, in part or in w
t to the co
rrectness of i
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N88
S308_054_13
In the event of solenoid valve failure, the relevant

gearbox section, in which the gear actuator can
be found, will be isolated.
The vehicle can only be driven in 1st and 3rd or
in 2nd gear.
53
Actuators
Solenoid valve 5 N92 (multiplexer valve)
Solenoid valve 5 N92 can be found in the When the solenoid valve is activated, 2nd, 4th
mechatronics electro-hydraulic control unit. and 6th gears can be selected.
It controls the multiplexer in the hydraulic control When the solenoid is inactive, 1st, 3rd, 5th and
unit. reverse gears can be selected.
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ab
pe
ility
N92
ot
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, is n
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es, in part or in w
t to the co
rrectness of i
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nform
mercia
a
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tio
S308_054_11
n in
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Co py
The multiplexer valve will remain in the rest
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py by
position. by co Vo
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It can no longer be actuated by oil pressure.
Prote AG.
Incorrect gears could be selected.

There is also a risk of the vehicle breaking down.
54
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Pressure control valve 5 N233 and pressure
pe
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control valve 6 N371 (safety valves)
, is n
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hole
spec
es, in part or in w
Pressure control valves N233 and N371 are Pressure control valve 5 N233 controls the safety
t to the co
housed in the mechatronics hydraulic module. slide valve for gearbox section 1.
They are modulation valves. Pressure control valve 6 N371 controls the safety
rrectness of i
They control the safety slide valves in the slide valve for gearbox section 2.
l purpos
mechatronics valve chest.

The safety slide valves isolate hydraulic pressure
nform
ercia
in the relevant gearbox section affected by the

m
safety related fault.
a
com
tion in
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N371 N233
S308_054_6a
In the event of pressure control valve failure,

gears can no longer be selected in the affected
gearbox section.
If gearbox section 1 fails, the vehicle can only be
driven in 2nd gear.
If gearbox section 2 fails, the vehicle can only be
driven in 1st and 3rd gears.
55
Functional diagram
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Using Touran as example agen oes
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Components auth ra
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A - Battery
an
itte
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erm
ab
ility
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E313 - Selector lever
wit
, is n
h re
hole
spec
F4 - Reverse light switch
es, in part or in w
t to the co
F319 - Selector lever locked in position P switch
G93 - Gear oil temperature sender
rrectness of i
G182 - Gearbox input speed sender
l purpos
G193 - Hydraulic pressure sender 1

nform
ercia
G195 - Gearbox output speed sender 1

m
at
om
ion
c
in t
r
G487 - Gear actuator travel sensor 1

o
his
ate
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cum
or

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G490 - Gear actuator travel sensor 4 . Cop py
rig
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G501 - Speed sender for input shaft 1 opy
rig by
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G502 - Speed sender for input shaft 2 by lksw
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G509 - Multi-plate clutch oil temperature sender
G510 - Control unit temperature sender
J… - Engine control unit

J329 - Terminal 15 voltage supply relay
J519 - Onboard supply control unit
J527 - Steering column electronics control unit
J587 - Selector lever sensors control unit
J743 - Direct shift gearbox mechatronics
N88 - Solenoid valve 1

N110 - Selector lever lock solenoid
N215 - Pressure control valve 1 for automatic gearbox
56
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nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
om
ion
c
in t
or
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ate
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cum
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S308_100
a - Term. 30 via fuse SC21

A - COM lead
B - CAN drive high
C - CAN drive low
57
CAN data bus connection
CAN data bus connection
The diagram shown below is a figurative

representation of how the direct shift gearbox
mechatronics are connected to the CAN data
bus structure of the vehicle.
J104 - ABS with EDL control unit J527 - Steering column electronics control unit
J248 - Diesel direct injection J533 - Data bus diagnostic interface
control unit J587 - Selector lever sensors control unit
J285 - Control unit with display J623 - Engine control unit
in dash panel insert J743 - Direct shift gearbox mechatronics
J519 - Onboard supply control unit
AG. Volkswagen AG d
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nl
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, is n
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hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
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ion
c
in t
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ate
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cum
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cted agen
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Diagnosis connector
CAN data bus "drive"
CAN data bus "comfort"
58
Diagnosis
Diagnosis
On vehicle diagnosis, testing and information Actuators:

system VAS 5051, the following modes of
operation: N88 - Solenoid valve 1
– Guided fault finding N90 - Solenoid valve 3
– Guided functions N91 - Solenoid valve 4
can be chosen. N110 - Selector lever lock solenoid
N215 - Pressure control valve 1
Operating mode "Guided fault finding" N216 - Pressure control valve 2
N217 - Pressure control valve 3
In "Guided fault finding" mode, a test schedule is N218 - Pressure control valve 4
available for the direct shift gearbox, with which N233 - Pressure control valve 5
the following sensors, actuators and mechatronics N371 - Pressure control valve 6
can be tested in operation. n AG. Volkswagen AG do
l wage
kswhen es n
Please refer to the instructions on VAS 5051 by
Vo Mechatronics: ot g
ua
ed ran
testing sensors and actuators. horis tee
ut or
ss
a Mechatronics fault ac
ce
le
Sensors: J743 - Mechatronics gear monitoring

un
pt
an
d
itte
J743 - Mechatronics selection monitoring

y li
rm
G93 - Gear oil temperature sender J743 - Mechatronics power supply ab

pe
ility
ot
wit
G182 - Gearbox input speed sender
, is n
h re

hole
spec
G194 - Hydraulic pressure sender 2 Operating mode "Guided functions"

es, in part or in w
t to the co

G196 - Gearbox output speed sender 2 In "Guided functions" mode, a test schedule is
rrectness of i
G487 - Gear actuator travel sensor 1 available for the direct shift gearbox, with which
l purpos
G488 - Gear actuator travel sensor 2 the oil level can be checked.
nform
ercia

m
G501 - Speed sender for input shaft 1

a
com
tion in
G502 - Speed sender for input shaft 2

r
te o
thi
G509 - Multi-plate clutch oil temperature sender

s
iva
do
r
G510 - Control unit temperature sender

rp
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59
Service
Special tools
To replenish and check the DSG oil, use new

special tool VAS 6252.
The quick acting coupling of the special Atool

G. Volkswagen AG d
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allows the oil level to be checked by Vo without the gu
ara Adapter Three-way tap
d
user having to unscrew the riseadapter out of the nte
tho e or
gearbox. au a
ss Quick acting c
ce
e
nl
pt
coupling
du
an
itte
The three-way tap of the oil flange connection
y li
erm
ab
makes it possible to change oil bottles without
ility
ot p
wit
trouble.
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
S308_110
nf
ercia
orm
m
atio
om
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60
Test yourself
Which answers are correct?
One or more or all answers could be correct.
AG. Volkswagen AG d
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1. The double clutch gearbox allows byV gu
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a) jolt-free selection of
ss gears without interruption in pulling power. c
ce
le
b) the vehicle to be driven like an automatic.

un
pt
an
d
itte
c) the transmission of torque to be doubled.
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
2. The oil lubrication circuit is responsible for
spec
t to the co
a) lubrication of the gear wheels.
b) actuation of the clutch.
rrectne
c) cooling of the multi-plate clutches.
ss o
cial p
f inform
3. Which gears are engaged via multi-plate clutch K1?
mer
atio
om
n
a) 1st, 3rd, 5th and reverse
c
i
or
n thi
e
b) 2nd, 4th and 6th

t
sd
iva
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pr
c) all gears
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4. To which component does output shaft 1 transmit torque? by co Vo
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a) to the differential
b) to output shaft 2
c) to the oil pump
5. By which components are the locking collars actuated for gear selection?
a) The selector lever

b) The selector forks
c) The selector lever cable
61
Test yourself
6. Which gears are equipped with three-fold synchronisation?
a) 4th gear
b) 1st, 2nd and 3rd gear
c) Reverse gear
7. What is the selector lever cable responsible for?
a) It informs the control unit about the selector lever position.

b) It actuates the parking lock.
AG. Volkswagen AG d
c) The DSG does agenneed a selector
not lever
oes cable.
lksw
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8. How ss
many temperature sensors are there in the DSG?
ce
e
nl
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itte
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a) One sensor
erm
ab
ility
ot p
b) Two sensors
wit
, is n
c) Three sensors
h re
hole
spec
es, in part or in w
t to the co
9. What are the effects of failure in gear actuator travel sensor G488?
rrectness of i
a) The gearbox section for 2nd, 4th and 6th gear is isolated.
l purpos
b) The vehicle can only be driven in 1st and 3rd gears.

c) No effects on gear selection.
nf
ercia
orm
m
atio
om
n in
or c
thi
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62
10. Where are the DSG mechatronics located?
a) In the plenum chamber

b) In the front passenger's footwell
c) The mechatronics are integrated in the gearbox.
11. In which gear can the vehicle still be driven if gearbox section 1
is isolated?
a) In 1st gear
b) In 2nd gear
c) In 3rd gear
12. Which information is provided to the mechatronics by senders G195 and G196?
a) Direction of travel
b) Input speed
c) Road speed
AG. Volkswagen AG d
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13. The oil pump isthdriven
or eo
au ra
ss c
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e
nl
a) by its own pump shaft

pt
du
an
itte
b) by input shaft 1
y li
erm
ab
c) electrically
ility
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wit
, is n
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spec
es, in part or in w
t to the co
rrectness of i
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atio
om
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thi
te
sd
a
1. a, b; 2. a, b, c; 3. a; 4. a; 5. b; 6. b; 7. b; 8. c; 9. a, b; 10. c; 11. b; 12. a, c; 13. a

iv
o
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Cop py
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Prote AG. 63
308
AG. Volkswagen AG d
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aut ra
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nl
pt
du
an
itte
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erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
om
ion
c
in t
or
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ate
do
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cum
for
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copy Vo
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© VOLKSWAGEN AG, Wolfsburg, VK-36 Service Training

All rights and the right to make technical alterations reserved
000.2811.29.20 Technical status 10/03
❀ This paper was manufactured from pulp that

was bleached without the use of chlorine.

SSP 606 - Audi 1,8l - and 2.0l TFSI Engines of Series EA888 (3rd Generation)

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Service Training

Self-study programme 308

D irect S hift G earbox 02E

There is also a multimedia CD available on the direct shift gearbox.

From interactive menus, the subjects

Transmission route through gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 yi

Electro-hydraulic control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Oil lubrication circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

CAN data bus connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

The advantages of a manual gearbox are, for example,

• high degree of efficiency

• Six forward gears and one reverse gear

Oil pressure filter

Designation DSG 02E (direct shift gearbox)

Weight Approx. 94 kg front-wheel drive, 109 kg 4motion

Torque Maximum 350 Nm (depending on engine)

Clutch Two multi-layer wet plate clutches

Operating mode Automatic and Tiptronic

Oil volume 7.2 ltr. DSG oil G052 182

available for the New Beetle and Golf 2004.

As in vehicles with automatic gearboxes, the

selector lever features lever locks and an ignition

Furthermore, the release button on the selector

lever must be pressed.

To engage reverse gear, the release button must

D - Drive Steering wheel gear selectors

N110 Selector lever sensors

Hall sensors for detection of

Selector lever lock solenoid N110

Selector lever locked in "P":

hole for "P" Locking pin

In this way, the locking pin is pulled out of the

locking pin hole "P".

The selector lever can now be moved into the

Selector lever locked in "N":

If the selector lever is in the "N" position for

remains activated in the event of power failure.

By pressing in the locking pin mechanically using

The vehicle can then be driven again.

Ignition key withdrawal lock

Selector lever in "park position", ignition

the "selector lever locked in position P" F319 is Solenoid N376

This is how it works:

Not until the selector lever is placed in the park

The locking pin is pushed into the lock position

spring. The ignition key can be turned further

Diagram showing principle

pushes plunger 1 back to its start position.

Oil pressure chamber K1

Diaphragm spring S308_039

joins the drive via the plates to input shaft 2.

Oil pressure chamber K2

Input shaft 2 is shown in nf

relation to the installation position

6th/4th gear 2nd gear

between the gear wheels for 1st/reverse gear

High powered magnets can destroy pulse wheels!

Located on input shaft 1 are

– the three-fold synchronised selector gears for

1st, 2nd, 3rd gears,

The output shaft meshes into the final drive gear

Installation position in gearbox

G195 and G196