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7-speed DSG dry type The most serious problem Volkswagen cars are basically this technology, it is recommended to buy a 6-speed one that is relatively safe.

It's not a 7-speed or 6-speed thing at all. Volkswagen's DSG models now have this problem. It's just that the 6-speed gear is less.

Shifts at low speeds are less frequent. It's not as sensitive as the 7-speed. But there is a problem with the same!

Theoretically, all DSGs have problems.

The most obvious exposure of dry dual-clutch in China's road conditions is mainly the failure of the hydraulic system, which is an inherent problem of the mechanical structure. Even a simple program upgrade will not solve the problem at the root.

There are also problems with the wet dual-clutch, but the cooling effect is better than that of the dry type, but the structural problems are the same as those of the dry type. In terms of overall probability, the failure rate of a wet dual-clutch is lower than that of a dry one.

Therefore, there are relatively few complaints about wet dual-clutch transmissions, and China's recall system is not perfect, so it will not be dealt with for the time being.

This is the case with all dual-clutch systems, where there is no semi-clutch and jitter or stuttering occurs at low speeds.

Suteng CC Bora Magotan and so on have problems, there is no problem with the Passat DSG6-speed, and other DSG7-speed have problems.

All DSG transmissions have problems, especially the 7-speed DSG problem.

Speaking of dual-clutch transmission, I personally don't think it's a "good thing", especially when used in a family car! As we all know, Volkswagen was the first to start using dual-clutch transmissions, and then "everyone" is following suit. However, in recent years, some sensible manufacturers have chosen to return to automatic transmissions.

<>Why is Volkswagen so keen on dual-clutch transmissions? Volkswagen's insistence on using dual-clutch gearboxes is to get rid of the limitations of competition among automakers in the same class. Before the development of the dual clutch, Volkswagen mostly used transmissions from Aisin, which we know is a subsidiary of Toyota.

Toyota and Volkswagen are arguably the strongest competitors. At a critical moment, due to the lack of transmission**, Toyota may limit Volkswagen's production and gain a competitive advantage. Volkswagen also didn't want to be controlled by others, so it developed a new dual-clutch gearbox.

At present, China's independent products are also vigorously developing dual-clutch gearboxes, and the reason is the same.

Why didn't Volkswagen develop a CVT or AT gearbox? At present, the problem of patent protection for CVT gearboxes and AT gearboxes is very serious. If Volkswagen wants to make a difference in CVT and AT transmissions, it needs to bypass a lot of patent protection, which is still very difficult.

In fact, The Volkswagen Group (Volkswagen is part of the Volkswagen Group) also developed the CVT, mainly by Audi, while Porsche developed the dual-clutch gearbox. Since the CVT gearbox carried relatively little torque, it was gradually abandoned by Audi. The development of dual-clutch transmissions, especially wet dual-clutch transmissions, has been a great success, and the quality is very stable and reliable.

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I'm sure everyone has heard of the DSG dual-clutch transmission. Many people think that the DSG dual-clutch transmission was the first to be assembled by Volkswagen. It is not.

It was originally assembled in 1985 on a Porsche 962C and an Audi S1RC. Not used on civilian aircraft; But one thing is for sure. The DSG dual-clutch transmission was the first to be launched by Volkswagen.

When Volkswagen launched the DSG gearbox, it can be said that it caused a sensation in the automotive industry; However, in the follow-up problem outbreak, not only Volkswagen suffered, but consumers also scratched their heads and complained, and the DSG dual-clutch transmission installed on Volkswagen was a pit.

The main thing that has been complained about is that the DSG gearbox on Volkswagen pays too much attention to the quality of shifting, resulting in the constant switching of 1st and 2nd gears on the gearbox when the car is driving on urban roads. If the transmission clutch is constantly in a semi-synchronized state, the internal parts of the transmission will overheat, then the transmission is more likely to be damaged. Since the dual-clutch has inherent problems and has been repeatedly complained by consumers, why does Volkswagen insist on using the dual-clutch gearbox again and again?

To say that Volkswagen should take full responsibility for the DSG gearbox problem is a bit lacking. I'm here to clarify that I'm not here to whitewash the public.

The real reason behind this is that Volkswagen has always been limited in transmission technology. Of course, it's not that Volkswagen can't make AT gearboxes with traditional torque converters, but that most of the patents for AT gearboxes have been taken away by well-known professional manufacturers such as Aisin and ZF. If Volkswagen wants to use AT transmissions in its own cars, it will either pay expensive patent licensing fees or buy transmissions from these manufacturers outright.

However, I won't go into details about what kind of powerful car company Volkswagen is. As one of the best car companies in the world, it certainly doesn't dictate to a gearbox. Therefore, Volkswagen chose to be the first to push the dual-clutch transmission.

Choices can further expand the empire of the masses, and secondly, they can reflect their own strength from the side; In layman's terms, it's the same as talking about business. I'm your big customer. Although you can't give me the core thing, as your god, you still have to listen to me.

I think everyone can understand the truth!

However, the dual-clutch transmission is not suitable for all models produced by car companies. Many car companies produce cars that perform well before they are equipped with dual-clutch transmissions, but there have been problems since the dual-clutch transmissions were assembled. At this time, consumers will first think that Volkswagen is also a dual-clutch gearbox, and it is a misunderstanding that Volkswagen is the first to assemble.

As for why consumers think of Volkswagen first, I personally think that it has a lot to do with Volkswagen's sales, and you should complain about it.

This is mainly due to the fact that most of Volkswagen's production line is dual-clutch transmissions, so they have been sticking to this tradition.

Because this transmission is very powerful and very stable, Volkswagen is still promoting it.

The stability of the dual-clutch gearbox is still a certain distance from the CVT and AT gearboxes. The main reason for Volkswagen's widespread use of dual-clutch gearboxes in China is to reduce costs and avoid some technical protection of AT gearboxes. Volkswagen has been deeply involved in the Chinese auto market for many years, and domestic laws and regulations on automobiles still need to be improved and developed.

It dares to adopt a large number of dual-clutch transmissions in China, and according to the current development trend, it is necessary to accept dual-clutch transmissions. Not to mention the high-end dual-clutch transmission. On the contrary, the prototype of the Powershift was rather old, born almost at the same time as the AT gearbox.

But don't talk about the low end of Powershift, just because of the simple structure, the manufacturing cost is slightly lower than the AT box of the same level (the price difference is within 150 US dollars), plus the R & D cost and matching cost that have not yet been amortized, in fact, the current double clutch of the same level and gear is not lower than the comprehensive cost of the AT box, but it is difficult to say what will happen in the future; Simple structure can indeed reduce manufacturing costs appropriately, but simple structure in the mechanical field is king. But at present, the simple structure has not been exchanged for stable and durable quality. In the United States, serial transmission is only an option.

Volkswagen uses an 8AT gearbox for most of its models, which may have something to do with consumer preferences as well as better car regulations in the United States. Almost all high-end brands in the automotive market are resisting dual-clutch transmissions, including Mercedes-Benz C and above, SUVs, BMW from the 1 Series to the front 7 Series. None of them used a double clutch.

Even Japanese low-end brands are excluded from dual-clutch transmissions, and domestically produced Japanese models are not equipped with dual-clutch transmissions. There are now two sides to the mainstream evaluation of the dual-clutch. On the one hand, the Audi A8 and Volkswagen Touareg do not use dual clutches, so they came to the conclusion that dual clutches are not good.

On the one hand, it is said that many sports cars and performance cars such as Audi R8, Porsche Ferrari and so on have dual-clutch transmissions, so it is concluded that dual-clutch is good for high-end. Of course, it cannot be said that the dual-clutch transmission does not have advantages. Its biggest advantage is fast shifting speed, high output efficiency, and fuel economy.

The matching, R&D, manufacturing, and manufacturing difficulty of dual-clutch gearboxes are much lower than those of AT gearboxes. Although it is higher than the CVT gearbox, it is not difficult to develop a dual-clutch gearbox separately for the current strength of mainstream car companies.

Because Touareg feels that this function is not particularly good, and it may affect the stability of the car, may affect the speed of the car, and will abandon this performance. Chuntong teasing.

Because the DSG is to increase fuel consumption, and it is not conducive to improving the service life of the car sold by the car, it will also damage the engine and make the air noisy, so the Touareg abandoned the DSG.

Because the car has a new setup, adopts other equipment, and is equipped with other dual clutches, it is said that the DSG has been abandoned.

The dual-clutch is divided into dry and wet.

The advantages of the dry clutch are simple structure, thorough separation, light weight and maintenance-free. The disadvantage is that the long-term semi-clutch state burns, the life is relatively short, and the joint point is blurred. The advantages of the wet clutch are smooth operation, large transmission torque, progressive joint point, and high comfort of use.

The disadvantage is that the separation is not complete at low temperature, regular maintenance and oil change are required, and the volume is large and heavy.

Volkswagen's current DSG is mainly the DQ250 and the 6-speed wet type, which can withstand a maximum torque of 350Nm, and is mainly used for high-displacement or main handling models; The DQ200, on the other hand, is a seven-speed dry model with a maximum torque of 250 Nm, and is mainly used in low- and medium-displacement models.

Now it seems that Volkswagen is prone to problems, with the 7-speed dry DSG provided by the German company Luk being more likely to be in place, while the 6-speed wet type provided by the American company Borgwarner is better in terms of stability.

This is a question of ownership, there are many DSG cars, so there are many problems, and their dual clutches are not particularly mature.

If you can ask such a question, the difference between dry and wet and the advantages and disadvantages must not be explained.

Let's talk about the situation of the Volkswagen DSG seven-speed dry and six-speed wet type, and I won't talk about the Octavia and Audi who don't know much about it.

U.S.-based BorgWarner supplies the main control unit for the 6-speed DSG dual-clutch transmission, while the 7-speed dual-clutch transmission is powered by the German company Luk, although most of their components are assembled at the Volkswagen plant in Kassel, Germany. In fact, the biggest difference between the 7-speed DQ200 and the 6-speed DQ250 is that one uses a wet dual-clutch transmission (DQ250) and the other uses a dry dual-clutch (DQ200).

Nowadays, Volkswagen actually has two DSG dual-clutch transmissions, codenamed DQ250 and DQ200 in Volkswagen, from the analysis of intuitive data, the DSG codenamed DQ250 has six gears, can withstand a maximum torque of 350Nm, mainly used for high displacement or main handling models, such as Golf GTI and Magotan; The DQ200 is a seven-speed dual-clutch transmission that can withstand a maximum torque of 250Nm, and is mainly used in low- and medium-displacement models, such as the Golf A6 and Sutar.

Of course, the DQ250 also has the irreplaceable advantages of the DQ200, it is subject to the limitation of the transmission torque carrier and operating temperature is much smaller than the DQ200, so the maximum torque it can transmit is also higher than that of those large displacement, high torque naturally aspirated and turbocharged engines, and the DQ200 is more suitable for those low-torque, fuel economy focused models.

Volkswagen's 7-speed dry dual-clutch transmission tells endless stories.

The technology is already very mature, the choice of wet or dry clutch is based on the calorific value, the calorific value is too large, you can only use the wet clutch, there is no problem of saving money.

Because of the low torque, the seven-speed dry dual-clutch is just right.

It should be a combination of technology and cost.

Volkswagen is recalling a total of 384,181 sedans equipped with a 7-speed dual-clutch transmission (DQ200) in China, including:

Volkswagen (China) sold 7,139 units of the Scirocco Golf wagon and Cross Golf imported from December 2008 to September 2011.

FAW-Volkswagen**** imported the new Bora Golf A6 Golf A6 Golf A6 Sutar Magotan from May 2009 to January 2012 (236,625 units) and December 2012 to February 2013 (1,652 units) The Audi A3 manufactured between February 2010 and June 2011 (7,722 units) was imported by FAW-Volkswagen**** for a total of 245,999 units.

Shanghai Volkswagen **** produced 131,043 units of the Touran 5-seater, Touran 7-seater, Octavia, Langyi, Haorui, New Passat, and New Passat produced between October 23, 2009 and May 23, 2012 (127,493 units) and December 10, 2012 to March 2, 2013 (3,550 units).