Vw 7 Speed Dsg Gearbox Service Manual

Vw 7 Speed Dsg Gearbox Service Manual Average ratng: 5,7/10 2769 votes

VW 02E DSG Gearbox DQ250, DQ500. 6-Speed Automatic Transmission 09G/09M Design and Function 09G Workshop Repair Manual - 09G Transmission. DSG 02E Repair Manual.

Vw 7 Speed Dsg

. M: Motor. A: Primary drive and driving shaft. B: Dual clutch. C: Driven shaft.

D: Layshaft, hollow, even gears. E: Layshaft, odd gears. F: Output A direct-shift gearbox (: Direkt-Schalt-Getriebe ), commonly abbreviated to DSG, is an electronically controlled multiple-shaft in a design, without a conventional and with fully automatic or semi-manual control.

The first actual dual-clutch transmissions were derived from in-house development for their Model in the 1980s. In simple terms, a DSG is two separate manual gearboxes (and clutches) contained within one housing and working as one unit. It was designed by and is licensed to the, with support.

By using two independent clutches, a DSG can achieve faster and eliminates the of a conventional epicyclic. BMW use this as well. Contents. Overview Transverse DSG At the time of launch in 2003, it became the world's first dual-clutch transmission in a series-production car, in the German-market, and shortly afterwards worldwide, in the original 3.2.

And the 2004+ New Beetle TDI. For the first few years of production, this original DSG transmission was only available in oriented, and -based. The first DSG transaxle that went into production for the Volkswagen Group mainstream marques had six forward speeds (and one reverse) and used wet/submerged multi-plate clutch packs (Volkswagen Group internal code: DQ250, parts code prefix: 02E). It has been paired to engines with up to 350 N⋅m (260 lb⋅ft) of torque. The two-wheel-drive version weighs 93 kg (205 lb).

It is plant, with a daily production output of 1,500 units. At the start of 2008, another world-first 70 kg (150 lb) seven-speed DSG transaxle (Volkswagen Group internal code: DQ200, parts code prefix: 0AM) became available. It differs from the six-speed DSG, in that it uses two single-plate dry clutches (of similar diameter). This clutch pack was designed by LuK Clutch Systems, Gmbh. This seven-speed DSG is used in smaller cars with smaller-displacement engines with lower outputs, such as the latest, and the new. It has been paired to engines with up to 250 N⋅m (180 lb⋅ft). It has considerably less oil capacity than the six-speed DQ250; this new DQ200 uses just 1.7 litres (0.37 imp gal; 0.45 US gal) of transmission fluid.

In September 2010, VW launched a new seven-speed DSG built to support up to 600 N⋅m (440 lb⋅ft), the DQ500. Audi longitudinal DSG In late 2008, an all-new seven-speed longitudinal S tronic version of the DSG transaxle went into series production (Volkswagen Group internal code: DL501, parts code prefix: 0B5).

Initially, from early 2009, it is only used in certain cars, and only with. Like the original six-speed DSG, it features a dual wet multi-plate clutch. However, this particular variant uses notably more plates — the larger outer clutch (for the odd-numbered gears) uses 10 plates, whereas the smaller inner clutch (driving even-numbered gears and reverse) uses 12 plates. Another notable change over the original transverse DSGs is the lubrication system — Audi now utilise two totally separate oil circuits. One oil circuit, consisting of 7.5 litres (1.65 imp gal; 1.98 US gal), lubricates the hydraulic clutches and mechatronics with fully synthetic specialist (ATF), whilst the other oil circuit lubricates the gear trains and front and centre with 4.3 litres (0.95 imp gal; 1.14 US gal) of conventional. This dual circuit lubrication is aimed at increasing overall reliability, due to eliminating cross-contamination of debris and wear particles. It has a torque handling limit of up to 600 N⋅m (440 lb⋅ft), and engine power outputs of up to 330 (450; 440 ).

It has a total mass, including all lubricants and the dual-mass flywheel of 141.5 kg (312 lb). This was initially available in their variants, and is very similar to the new -supplied Doppel-Kupplung (PDK).

List of DSG variants Name Orientation Ratios Max. Torque (Nm) Clutch type DQ200 Transversal 7 250 Dry DQ250 Transversal 6 400 Wet DQ380 Transversal 7 380 Wet DQ381 Transversal 7 420-430 Wet DQ500 Transversal 7 600 Wet DQ511 Transversal 10 550 Wet DL382 Longitudinal 7 400 Wet DL501 Longitudinal 7 600 Wet Operational introduction The drives two packs.

The outer clutch pack drives gears 1, 3, 5 (and 7 when fitted), and reverse — the outer clutch pack has a larger diameter compared to the inner clutch, and can therefore handle greater torque loadings. The inner clutch pack drives gears 2, 4, and 6. Instead of a standard large dry single-plate clutch, each clutch pack for the six-speed DSG is a collection of four small wet interleaved clutch plates (similar to a wet multi-plate clutch).

Due to space constraints, the two clutch assemblies are, and the shafts within the gearbox are hollow and also concentric. Because the alternate clutch pack's gear-sets can be pre-selected (predictive shifts enabled via the unloaded section of the gearbox), un-powered time while shifting is avoided because the transmission of torque is simply switched from one clutch-pack to the other. This means that the DSG takes only about 8 to upshift.

In comparison, the (SMT) in the takes 60 milliseconds to shift, or 150 milliseconds in the Ferrari Enzo. The quoted time for upshifts is the time the wheels are completely non-powered.


DSG controls The direct-shift gearbox uses a floor-mounted, very similar to that of a conventional automatic transmission. The lever is operated in a straight 'fore and aft' plane (without any ' offset movements), and uses an additional button to help prevent an inadvertent selection of an inappropriate shift lever position. P P position of the floor-mounted gear shift lever means that the transmission is set in.

Both packs are fully disengaged, all are disengaged, and a solid mechanical transmission lock is applied to the crown wheel of the DSG's internal. This position must only be used when the is. Furthermore, this is the position which must be set on the shift lever before the vehicle can be removed.

N N position of the floor-mounted shift lever means that the transmission is in. Similar to P above, both clutch packs and all gear-sets are fully disengaged; however, the parking lock is also disengaged. D mode Whilst the motor vehicle is stationary and in neutral ( N), the can select D for drive (after first pressing the foot ).

The transmission's reverse gear is selected on the first shaft K1, and the outer clutch K2 engages at the start of the bite point. At the same time, on the alternate gear shaft, the reverse gear clutch K1 is also selected (pre-selected), as the gearbox doesn't know whether the driver wants to go forward or reverse. The clutch pack for second gear (K2) gets ready to engage. When the driver releases the brake pedal, the K2 clutch pack increases the clamping force, allowing the second gear to take up the drive through an increase of the bite point, and thereby transferring the torque from the engine through the transmission to the drive shafts and road wheels, causing the vehicle to move forward. Depressing the pedal engages the clutch and causes an increase of forward vehicle speed.

Pressing the throttle pedal to the floor (hard acceleration) will cause the gearbox to 'kick down' to first gear to provide the acceleration associated with first, although there will be a slight hesitation while the gearbox deselects second gear and selects first gear. As the vehicle accelerates, the transmission's computer determines when the second gear (which is connected to the second clutch) should be fully used. Depending on the vehicle speed and amount of engine power being requested by the driver (determined by the position of the throttle pedal), the DSG then up-shifts. During this sequence, the DSG disengages the first outer clutch whilst simultaneously engaging the second inner clutch (all power from the engine is now going through the second shaft), thus completing the shift sequence. This sequence happens in 8 milliseconds (aided by pre-selection), and can happen even with full throttle opening, and as a result, there is virtually no power loss. Once the vehicle has completed the shift to second gear, the first gear is immediately de-selected, and third gear (being on the same shaft as 1st and 5th) is pre-selected, and is pending. Once the time comes to shift into 3rd, the second clutch disengages and the first clutch re-engages.

This method of operation continues in the same manner for the remaining forward gears. Downshifting is similar to up-shifting but in reverse order, and is slower, at 600 milliseconds, due to the engine's, or ECU, needing to 'blip' the throttle so that the engine speed can match the appropriate gear shaft speed. The car's computer senses the car slowing down, or more power required (during acceleration), and thus engages a lower gear on the shaft not in use, and then completes the downshift.

The actual shift points are determined by the DSG's transmission ECU, which commands a hydro-mechanical unit. The transmission ECU, combined with the hydro-mechanical unit, are collectively called a unit or module.

Because the DSG's ECU uses, the operation of the DSG is said to be; – that is, the DSG will 'learn' how the user drives the car, and will progressively tailor the shift points accordingly to suit the habits of the driver. In the vehicle instrument display, between the and, the available shift-lever positions are shown, the current position of the shift-lever is highlighted (emboldened), and the current gear ratio in use is also displayed as a number.

Under 'normal', progressive and linear and deceleration, the DSG shifts in a manner; i.e., under acceleration: 1st → 2nd → 3rd → 4th → 5th → 6th, and the same sequence reversed for deceleration. However, the DSG can also skip the normal sequential method, by missing gears, and shift two or more gears.

This is most apparent if the car is being driven at sedate speeds in one of the higher gears with a light throttle opening, and the accelerator pedal is then pressed down, engaging the function. During kick-down, the DSG will skip gears, shifting directly to the most appropriate gear depending on speed and throttle opening. This kick-down may be engaged by any increased accelerator pedal opening, and is completely independent of the additional resistance to be found when the pedal is pressed fully to the floor, which will activate a similar kick-down function when in Manual operation mode. The seven-speed unit in the 2007 Audi variants will not automatically shift to 6th gear; rather, it stays at 5th to keep power available at a high RPM while cruising. When the floor-mounted gear selector lever is in position D, the DSG works in fully automatic mode, with emphasis placed on gear shifts programmed to deliver maximum.

That means that shifts will change up and down very early in the rev-range. As an example, on the, sixth gear will be engaged around 52 km/h (32 mph), when initially using the DSG transmission with the default ECU adaptation; although with an 'aggressive' or 'sporty' driving style, the adaptive shift pattern will increase the vehicle speed at which sixth gear engages. S mode The floor selector lever also has an S position. When S is selected, sport mode is activated in the DSG. Sport mode still functions as a fully automatic mode, identical in operation to D mode, but upshifts and downshifts are made much higher up the engine rev-range. This aids a more sporty driving manner, by utilising considerably more of the available, and also maximising.

However, this mode does have a detrimental effect on the vehicle, when compared to D mode. This mode may not be ideal to use when wanting to drive in a sedate manner; nor when road conditions are very slippery, due to ice, snow or torrential rain — because loss of tire traction may be experienced (wheel spin during acceleration, and may also result in road wheel locking during downshifts at high engine rpms under closed throttle). On 4motion or quattro-equipped vehicles this may be partially offset by the drivetrain maintaining full-time engagement of the rear differential in S mode, so power distribution under loss of front-wheel traction may be marginally improved. S is highlighted in the instrument display, and like D mode, the currently used gear ratio is also displayed as a number. R R position of the floor-mounted shift lever means that the transmission is in reverse.

This functions in a similar way to D, but there is just one reverse gear. When selected, R is highlighted in the instrument display. Manual mode Additionally, the floor shift lever also has another plane of operation, for manual mode, with spring-loaded + and − positions. This plane is selected by moving the stick away from the driver (in vehicles with the driver's seat on the right, the lever is pushed to the left, and in cars, the stick is pushed to the right) when in D mode only. When this plane is selected, the DSG can now be controlled like a, albeit only under a.

In most (VW) applications, the readout in the instrument display changes to 6 5 4 3 2 1, and just like the automatic modes, the currently used gear ratio is highlighted or emboldened. In other versions (e.g., on the Audi TT) the display shows just M followed by the gear currently selected; e.g., M1, M2, etc.

To change up a gear, the lever is pushed forward (against a spring pressure) towards the +, and to change down, the lever is pulled rearward towards the −. The DSG transmission can now be operated with the gear changes being (primarily) determined by the driver. This method of operation is commonly called.

In the interests of engine preservation, when accelerating in Manual/tiptronic mode, the DSG will still automatically change up just before the, and when decelerating, it will change down automatically at very low revs, just before the engine (tickover). Furthermore, if the driver calls for a gear when it is not appropriate (e.g., requesting a downshift when engine speed is near the redline) the DSG will not change to the driver's requested gear. Current variants of the DSG will still downshift to the lowest possible gear ratio when the button is activated during full throttle whilst in manual mode. In Manual mode this kick-down is only activated by an additional button at the bottom of the accelerator pedal travel; unless this is pressed the DSG will not downshift, and will simply perform a full-throttle acceleration in whatever gear was previously being utilised. Paddle shifters Initially available on certain high-powered cars, and those with a 'sporty' trim level — such as those using the 2.0 and 3.2/3.6 engines — -mounted paddle shifters were available. However, these are now being offered (either as a standard inclusive fitment, or as a factory optional extra) on virtually all DSG-equipped cars, throughout all model ranges, including lesser power output applications, such as the 105 PS. These operate in an identical manner as the floor mounted shift lever when it is placed across the gate in manual mode.

The paddle shifters have two distinct advantages: the driver can safely keep both hands on the steering wheel when using the Manual/tiptronic mode; and the driver can temporarily either of the automatic programmes ( D or S), and gain instant manual control of the DSG transmission (within the described constraints). If the paddle-shift activated manual override of one of the automatic modes ( D or S) is used intermittently the DSG transmission will default back to the previously selected automatic mode after a predetermined duration of inactivity of the paddles, or when the vehicle becomes stationary. Alternatively, should the driver wish to immediately revert to fully automatic control, this can be done by activating and holding the + paddle for at least two seconds. For applications of similar transmissions in other vehicles beyond DSG and S tronic, see. Vehicles with the DSG gearbox include: After originally using the DSG moniker, Audi subsequently renamed their direct-shift gearbox to S tronic. facelift.

(developed by rather than Borg Warner). Volkswagen New Beetle Convertible. and. 2011. car-derived van. medium van Problems and recalls of DSG-equipped vehicles The 7-speed DQ200 and 6-speed DQ250 gearboxes sometimes suffer from power-loss (gear disengaging) due to of wires caused by a build-up of sulphur in the transmission oil. United States of America In August 2009, Volkswagen of America issued two recalls of DSG-equipped vehicles.

The first involved 13,500 vehicles, and was to address unplanned shifts to the neutral gear, while the second involved similar problems (by then attributed to faulty temperature sensors) and applied to 53,300 vehicles. These recalls arose as a result of investigations carried out by the US (NHTSA), where owners reported to the NHTSA a loss of power whilst driving. This investigation preliminary found only 2008 and 2009 vehicles as being affected.

Dsg gearbox problems

Australia In November 2009, Volkswagen recalled certain Golf, Jetta, EOS, Passat & Caddy models equipped with 6-speed DQ250 DSG transmission because the gearbox may read the clutch temperature incorrectly, which leads to clutch protection mode, causing a loss of power. China Since 2009 there have been widespread concerns from Chinese consumers particularly among the online community, who expressed that Volkswagen has failed to respond to complaints about defects in its DSG-equipped vehicles. Typical issues associated with 6-speed DSG include abnormal noise and inability to change gear; while issues associated with 7-speed DSG include abnormal noise, excessive shift shock, abnormal increase in engine, flashing gear indicator on the dashboard as well as inability to shift to even-numbered gears. In March 2012 China’s quality watchdog the (AQSIQ) said that it had been in contact with Volkswagen (China) and urged the carmaker to probe the issues. In a survey held by Gasgoo.com (China) of 2,937 industry experts and insiders, 83% of respondents believed that the carmaker should consider a full vehicle recall.

In March 2012 admitted that there could be an issue in its seven-speed DSG gearboxes that may affect approximately 500,000 vehicles from its various subsidiaries in China. A software upgrade has since been offered for the affected vehicles in an attempt to repair the problem. According to 163.com - one of China's most popular web portals - in March 2012 about a quarter of the complaints about problems found in cars in China's automotive market were made against DSG-equipped vehicles manufactured by Volkswagen. The top five models that dominate those complaints were:. 6%. 5.3%.

5.3%. 4.7%. 4% On March 15, 2013, aired a program for the. The program criticized the issue associated with DSG-equipped vehicles manufactured by Volkswagen. On March 17, 2013 announced on its official Weibo that it will voluntarily recall vehicles equipped with DSG boxes.

Some sources have estimated the failure rate of DSG-equipped vehicles sold in China to be greater than 20,000 per million sold. Sweden VW Sweden stopped selling the Passat EcoFuel DSG as a taxi after many cars had problems with the 7 speed DSG gearbox. They instead offered the Touran EcoFuel DSG, which is using an updated version of the same DSG gearbox. Japan The recall has been extended to Japan with 91,000 (VW and Audi using the same DSG) being recalled. Malaysia 13 days after the Singapore recall, Volkswagen Malaysia also announced a recall for the 7-speed DSG.

No official statement was released by the company, but it was stated that a total of 3,962 were involved in the unit recall exercise - units produced between June 2010 and June 2011, with affected vehicles being Golf, Polo, Scirocco, Cross Touran, Passat and Jetta models equipped with the transmission. Worldwide recall November 14, 2013, Volkswagen Group announced a major worldwide recall over problems with the 7-speed DSG gearbox (model: DQ200) which might lead to loss of power, covering some 1.6m cars including those carrying the Audi, Skoda and SEAT badges. See also. References.

DIY VW DSG fluid drain and change service (also Audi S-tronic) Introduction This article shows how to DIY a DSG fluid drain and change, also shown is VAS6262 tool The DSG transmission requires a fluid and filter change every 40,000 miles. In addition to lubricating the gears, the twin clutches are lubricated by the fluid. Some people report smoother shifting after a fluid change. S-tronic is just Audi's name for the exact same transmission. This page shows a 6 speed 02e transverse DSG. If you have a 7 speed DSG your clutches are dry but you still use fluid.

As of this writing, these were not sold in North America on TDI. For technical information on the DSG transmission, see. If you find the tips on this page helpful, please use the donation button at the top so that I can continue to keep publishing great articles.

The Bentley service manual is about $80 and doesn't even mention most of the tips here. The VAS6262 tools are about $200. This page has color photos, more detail, and videos. If it saves you some money, please pass the favor on by supporting more articles. Thanks in advance! Factory fill method vs.

Measure-refill method of adding fluid to the DSG transmission Both the factory fill method and measure-refill method are listed in the procedure section. Professional VW specialists who have serviced well over 100 DSG transmissions say that the measure-refill method works even better than the factory method because the factory method often results in the fluid level being up a little bit too low. In other words, even with a level car, he always drains 4.5 L and only adds back about 4.0 L if using the factory method.

Other people have done it the factory way and reported that only a little bit of fluid came out after adding 4.5 L back in. It's unlikely that all the transmissions are overfilled from the factory so this must mean that the measure-refill method is just more consistent. It's your transmission and your decision which method to follow. No matter the method you use, the car must be level or else the fluid level will be off!

The measure-refill method is: measure how much you drain and if it's 4.5 liters (+/- 0.1 or 0.2 L) your transmission isn't leaking or overfilled. Then just add back the same amount plus another 0.1 L to account for the filter and filter housing. This does not waste any fluid. To accurately measure how much fluid was drained, I used a measuring cup and water to label a waste bottle.

In the picture above, a little over 4.3 was drained from the pan plus some out of the filter housing. This means there were no leaks and the fluid level was accurate. 4.5L was added back. Paul Newman would probably approve. The factory method is explained in more detail below and is shown in the video.

It can result in wasting about.5-1.5 liters of fluid depending on how much you add. It also requires use of a VCDS tool to measure the fluid temperature. This is because as the fluid warms up it expands. If the fluid is too warm, too much will overflow out the plastic snorkel insert and your fluid will be too low. The other drawback of this method is that if your car was just driven, the fluid will be much to warm. This is fine for draining but you must check the level beginning at a fluid temperature of 35oC (95oF) and be done no higher than 45oC.

Cooler is better due to the level error mentioned earlier. You will probably have to wait a little bit for the car to cool down before adding fresh fluid. Once the engine is running, the fresh fluid will absorb heat from the transmission once it circulates around. On a warm engine, the fluid will warm up quickly even if it's just idling. There is no dipstick on the transmission.

Whichever method you use, about 4.5 liters is changed through the drain plug during this service. If you opened the transmission case and drained ALL the fluid, a fresh fill is a little over 6.5 liters. The difference between VAS6262 and VAS6262a for DSG fluid and a DIY fill tool. ​The manual says that VAS6262 fill tool is required but because of the cost ( $200 after ship), you can make your own using a drilled out spare drain plug VW# n 902 154 04 (n902 154 04) and a hose/funnel. You can also tap the cap from one of the fluid bottles to make a replica of the VAS6262 if you don't want to use a funnel.

A DIY VAS 6262 will cost around $30. If you don't want to drill and tap a spare drain plug, you can buy an Assenmacher AST DSG adapter (ATF16DSG shown below, about $35) and some hoses and clamps. The adapter on the OEM tools look the same as the Assenmacher adapter. The threads on the drain plug or adapter are 24 mm x1.5. If you don't want to make your own tool, you can also just refill the transmission through the filter hole on the top. It's a small hole and will take at least 40 minutes for it to drain.

A top fill is slower but cleaner than using VAS6262 or equivalent. The reason dealers use this tool is because it's much faster to fill the transmission this way and time is money. VAS 6262 is the original tool and has a valve at the cap end which I think lets air in. VAS 6262a is the newer part number and has that long u shaped metal tube to let air into the bottle. My guess is that it leaks less at the cap valve. I think that VAS6262 can leak if you point it with 'dead end side' of the cap valve pointing down.

Tilt the bottle so that the fluid goes down the tube, not out the dead end side. A DIY DSG fluid tool, 6262, and 6262a are functionally identical.

Dsg Gearbox Problems

(click to enlarge). ​ Parts for DSG fluid change, click links to compare kit pricing (double check the part numbers for your application, the price for a kit with generic fluid vs. OEM should be cheaper and just as good) VAS6262 or equivalent (required for bottom fill) (required for bottom fill) 24mm hex socket (15/16 also works) 8, 14mm allen bit torque wrench 5 liters of DSG fluid (6 if you're not sure, 7 for a new dry fill) VW# g052182a2 Febi or Pentosin brand DSG fluid works fine too: from, 1 DSG filter VW# 02e305051c from, 1 filter cap o-ring VW# n91084501 (if not included in the kit) Be careful when chosing the o-ring. There has been a case when inferior quality o-ring lost ists sealing property about 8 months or 5000 miles after installation and caused a loss of about 1 cup of DSG fluid.

You may not even notice leaking of large amount of DSG fluid and destroy transmission or maybe it would go to emergency mode at best. The failed o-ring was part of a DSG filter kit brand name Vaico made in China. More details about this issue in this thread NOTE: Sears carries 14mm allen bits but they are expensive. Harbor Freight carries a set of large allen bits at a much cheaper price and since you'll probably only use this tool for the drain, it'll work fine.

You're not applying a high torque and if you're worried about stripping the drain you're doing it wrong. DIY DSG fluid change procedure shown on VW Jetta TDI Do not put magnets into the tranny pan (which is aluminum and the magnets may move.) Here is the reason why there are no magnets in the tranny pan; found this in an instructional PDF for DSG transmissions on A mk5 Jetta is shown but mk6 cars are the same. There were DSG transmissions available in the mk4 New Beetle TDI so refer to the mk4 FAQ section for any small differences like fluid capacity if you have a Beetle. The video below does not give all detail so please read the entire page here before attempting this on your car.

Raise the car by the jack points shown in your factory service manual and rest it securely on jack stands or a lift. Make sure the car is safe and secure before getting under at all! See the TOS Agreement for the full legal disclaimer. They may be different on your car so refer to your service manual. The car must be level for this procedure or else the fluid level will be off.

The wood cribbing blocks seen in the video are custom made, here are my notes regarding them:. Remove the splash shield. On the earlier mk5 cars there are 8x T25 screws along the sides and 3x T30 screws on the rear. On the later mk5, mk6 and Audi A3, there may be an additional T25 at the center-front.

It likes to come off and be installed at a certain angle because of some nubs on the front. Open the hood and remove the engine cover. Just pull up at the corners and you can feel where the rubber ball-socket snaps are. You can even grease the ball-sockets for a little easier removal: CAUTION: The fluid, exhaust, and engine will be hot, especially if the car was just driven. Take all precautions to avoid being scalded.

Remove the air filter box. See for more details. Remove the battery and battery shelf. Some models have enough clearance to get to the filter. Note: you will have to reset the one touch windows, memory seats, and steering adaptation after you disconnect the battery.

See for more details. Wipe down the area around the filter cap because dirt likes to settle there. Then use a 24mm socket to remove the filter cap. Note that the DSG filter cap does not use the same size socket as the oil filter(which takes a 32mm socket). Tilt the filter and let it drip a little into the housing. Remove the filter and remove the cap's o-ring. Suck out the fluid sitting in the filter hosing using an oil evacuator or hand vacuum pump.

Lube the new o-ring and filter base. Underneath the car, use a 14mm allen bit to open the DSG fluid drain.

This is a large size so don't expect to find it that day at your local parts store. Then use an 8mm allen bit to remove the plastic snorkel insert underneath the drain plug. Make sure you have a pan to catch the fluid. Measure how much fluid is drained. If you drain exactly 4.5L, you can do measure-refill. If you don't, something could be wrong.

The transmission could be leaking fluid or it's not perfectly level. Measure-refill VW DSG fluid change procedure Install the plastic snorkel insert and tighten to 2.25 ft-lbs (3 NM). Install the drain plug to 33 ft-lbs (45 NM). Your kit may come with a new drain washer but if it doesn't, the washer doesn't appear to be a crush washer and the old one shouldn't leak. Shake each bottle of DSG fluid to mix the additives. Add 4.5 L of fluid to the transmission. You can add 4.6 L to account for any drips and what was in the filter.

It really doesn't matter if it's +/- 0.2 L as long as there's no leaks and you put back in the same amount plus a little bit for drips and the filter. As specified at the top, total capacity on a dry, new unit is 7 L so the 40,000 service just dilutes most of the old fluid to an acceptable level and puts in a new filter. A top fill is recommended with measure-refill. Use a funnel to avoid wasting that expensive fluid and just pour it into the filter housing. Plus 3 Golfer reported that a hoppy-flo 1.0L funnel from walmart (shown below, click to enlarge) works fine and the tip fits the filter housing hole perfectly. A pic by turbo-d shows it in use. It also has a valve to control how fast the fluid leaves the reservoir.

Because the housing hole is small, it will take at least 40 minutes to add 4.5L but you don't have to do the factory method's overflow check which saves time. The warmer the fluid, the easier it will flow. If you do a bottom fill, some fluid will be in the fill hose and it makes it harder to calculate exactly how much fluid was put in.

You could just pour the fluid in the hose into an opened bottle when you're done if you wish to calculate how much was added. Reinstall the filter and tighten the cap to 15 ft-lbs (20 NM).

You do not overfill the transmission and drain off any excess with this method. You do not measure the fluid temperature.

Vw 7 Speed Dsg Clutch

Reinstall the battery, air filter box, splash pan, and engine cover. If you just want to fill through the top and then do a factory method overflow check, make sure to add at least 0.5L more than you drained. In that case, you do have to overfill the transmission and measure fluid temp. It's normal for the steering wheel light to be on, see the FAQ articles mentioned earlier if they don't go away after normal driving. Go for a test drive and check for leaks.

Factory method for VW DSG fluid drain and refill The factory method is to overfill the transmission and let any excess overflow out the top of the snorkel and out the drain. The transmission fluid must be at the right temperature or else the fluid level won't be right. Install the plastic snorkel insert and tighten to 2.25 ft-lbs (3 NM). CAUTION: A few people have broken the plastic snorkel!

3 NM is only finger tight, not wrench tight! If you break it, the replacement is VW# 02e 321 363 b (same PN for transverse gas or diesel DSG) If you choose to do a top fill, lightly install the drain plug. If you choose to do a bottom fill, install your VAS6262 or equivalent. Shake each bottle of DSG fluid to mix the additives. Poke a hole in the bottom of each bottle so that air can come in and let the fluid drain.

If your hoses are clamped securely, you can put a compressed air nozzle to the hole to help the fluid move. Regulate the air pressure down to a very low setting because you don't want the clamps or hoses to pop off and spill that expensive fluid everywhere! If you're just using gravity, the higher the bottle, the more the transmission will be filled. The factory service manual says to use 5.5 L but again, if you only drained 4.5L out, I would only open 5 bottles. There's no need to open a 6th bottle just to drain it out later.

Reinstall the filter and tighten the cap to 15 ft-lbs (20 NM). Reinstall the battery and air filter box. It's normal for the steering wheel light to be on, see the FAQ articles mentioned earlier if they don't go away after normal driving. Make sure the fill tool and hose are clear of any engine fans or belts. Turn the ignition ON but DO NOT START.

Plug in your ross tech VCDS cable and look for the green LED on the cable. Start the software and select the control modules. Select Automatic transmission and then Select Measuring Blocks -08. Select Group 19. The first block is transmission fluid temperature. You can now start the engine.

Make sure the brakes are applied this whole time just in case the car moves. Have a helper, with parking brake on and foot always firmly applying the brakes, start the engine and shift through each position, pausing for at least 3 seconds at each position.

You can repeat as desired. Return to park and leave the engine idling. This fills up the filter and any air pockets. Once the DSG fluid reaches 35oC (95F), remove VAS6262 and get the drain plug ready. If you did a top fill, remove the drain plug. Excess fluid will overflow over the top of the snorkel and out the drain hole. The fluid should not be over 45oC and absolutely not over 50oC.

There's an extra squirt every 30 seconds due to a fluid pump. Ignore this when determining the fluid level. The service manual says to reinstall the drain plug 33 ft-lbs (45 NM)when the fluid slows to a drip.

Because of the underfill trend mentioned in the introduction I plug the drain when it slows to a dribble and on the cooler side. If you drained 4.5 L, added 5.0 L and notice any more than 0.5 L draining out, something may be wrong. Your kit may come with a new drain washer but if it doesn't, the washer isn't a crush washer and the old one shouldn't leak. Once the drain plug is in place, you can shut the engine off. The rest of installation is the reverse of removal. Go for a test drive and check for leaks.

Torque specs for DSG transmission drain plug: 45 NM (33 ft-lbs) plastic snorkel: 3 NM (2.25 ft-lbs) filter cap: 20 NM (15 ft-lbs) Here is another video on changing the fluid from 2009vwjettatdi. Loading.