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Technically Speaking
Subject:
Disassembly procedures

Volkswagen’s

Unit:
VW DSG 02E

Direct-Shift Gearbox
Part 1

Essential Reading:
Rebuilder Shop Owner Center Manager Diagnostician R&R

Author:
Wayne Colonna, ATSG Transmission Digest Technical Editor

V

olkswagen’s direct-shift gearbox DSG 02E (see Figure 1) is used in the United States in some 2004-to-present New Beetle,
Figure 1

Figure 2

New Jetta and Golf GTI models. It is a six-speed manual front-wheel-drive gearbox that is shifted automatically. This unit uses two clutch packs, called the K1 and K2, to drive two input shafts called no other than input shaft 1 and input shaft 2. Each input shaft has its own set of gears that drive output shaft 1 and output shaft 2. (I’ll bet you saw that one coming!) This article begins with a few tips on tearing the unit down, and following articles will get into how it works. A closer look at the front of the unit shows a large piloted input shaft that is driven by a dual-mass flywheel (see Figure 2). The front of the transmission is sealed with a molded cover plate held into the transmission with inner and outer snap rings (see Figure 3). This molded cover plate is similar to what is used in 45RFE units covering the pump. The cover plate in this DSG transmission seals oil that is used to cool the K1 and K2 clutches as they are simultaneously pulsed on and off during shifts. After removing the cover plate, you can see the whole clutch housing with the large piloted input shaft (see Figure 4). This cover continues page 20

Figure 3 Figure 4

18

Transmission Digest

Technically Speaking
is held into the housing with a snap ring, and when it is removed the K1 and K2 drum assembly is visible along with a pump-drive shaft.
Figure 5

A snap ring holds the K1/K2 clutch drum onto the double input shaft. After you remove the snap ring and pump-drive shaft the drum assembly will slide off the input shafts (see figures 5 through 8). The longer of the two shafts is input shaft 1 and the shorter is input shaft 2. Figures 9 and 10 show the K1 and K2 clutch drum partially disassembled. The larger outer clutches are the K1 clutch, which drives input shaft 1, and the smaller clutches are the K2, which drives input shaft 2. With the side pan removed you will find that there is a valve body with 11 solenoids and the transmission’s computer (see Figure 11

Figure 6 Figure 9

Figure 7

on page 22). Before removing the valve body you will need to do a couple of things. The first is to remove a ribbon wire from a clip retainer and unplug it from the computer (see Figure 12). Then you need to remove nine #30 blackhead Torx bolts. It may be a good idea to give them each a sharp tap before removing them as the Torx pocket is shallow and can easily strip out. Once the bolts are removed, carefully pull the valve body and TCM assembly off the transmission. And I say carefully because there is a long double outputspeed-sensor pickup integral to the TCM that could be snapped off if you are unaware of it (see Figure 13). You may tend to use this long sensor pickup as a handle to move the assembly around – not a good idea! With the TCM and valve body out of the way, the sensor previously unplugged can be removed from the case (see Figure 14). This item contains an input-speed sensor and an oil-temperature sensor. The oil-temperature sensor monitors the temperature of the K1/K2clutch cooling oil. This input to the continues page 22

Figure 10

Figure 8

20

Transmission Digest

Technically Speaking
TCM allows the computer to control the flow of cooler oil through one of the 11 solenoids on the valve body. The input-speed sensor is used to calculate clutch slip. The engine-speed sensor is used as a backup should this sensor fail. On the back side of the transmission is a small back cover that you can remove to gain access to the pump (see Figure 15). With the pump removed you will find a sensor wheel on the back side of output shaft 2 (see Figure 16). This is the sensor wheel that is used to excite the two Hall-effect output sensors in that long extension on the TCM. The use of two output-speed sensors allows the TCM not only to continues page 24
Figure 13

Figure 11

Figure 14

Figure 15

Figure 12

Figure 16

22

Transmission Digest

After you are finished you can carefully and safely separate the case halves (see Figure 20). This.Technically Speaking Figure 17 Figure 19 Figure 18 Figure 20 know the speed of the vehicle but also to determine whether it is moving forward or reverse. 97 Not useful information. You also will find two bolts in the case after removing the inside axle flange (see Figure 19). Once you remove the wheel there is a snap ring that you will need to remove (see Figure 18). I assure you. The axle flanges are held into the differential with allen screws and will need to be removed. TD The Bottom Line: Tell us your opinion of this article: Circle the corresponding number on the free information card. 98 We need more information. 24 Transmission Digest . Be careful not to deform the sensor wheel during removal or you will have to find another (see Figure 17). The wheel-speed sensors for the ABS serve as a backup should these sensors fail. I will be back next month with Part 2 of the DSG 02E. will not make your day. 96 Useful information. The next step is to remove the external cooler on top of the transmission and remove 22 case-to-cover bolts with a #8 star Torx socket. You absolutely have to remove these bolts before splitting the case or you will destroy the internal plastic lubrication plumbing assembly.

4th and 6th gears (see Figure 1 figures 3 and 4). which then drives one of two output shafts. let’s begin by seeing all that it is equipped with to operate this cleverly designed unit. 6th and reverse gears (see figures 5 and 6 on page 42). 2nd. The output-shaft configurations are slightly different from those of the input shafts in that Output Shaft 1 consists of 1st. 5th and reverse gears. and the K2 clutch and Input Shaft 2 provide 2nd. valve body and solenoids (see figures 1 and 2). Each clutch supplies engine torque to its respective input shaft. Since the Mechatronics is control central. The K1 clutch and Input Shaft 1 provide 1st.Technically Speaking Subject: Operating principles Unit: VW DSG 02E Essential Reading: Rebuilder Shop Owner Center Manager Diagnostician R&R The Direct-Shift Gearbox Part 2 Author: Wayne Colonna. 3rd and 4th gears and Output Shaft 2 consists of 5th. ATSG Transmission Digest Technical Editor H oused inside the six-speed direct-shift gearbox (DSG) is a Mechatronics assembly consisting of a control module. It is the control center that shifts this manual gearbox automatically by turning on and off two separate clutch drums called the K1 and K2 clutches. 3rd. Neutral. As you can easily determine. K1 is cycled on for 1st and then turns off while K2 is cycled on for 2nd and so on. text continues on page 43 Valve-body and solenoid side of the Mechatronics assembly 40 Transmission Digest . starting with the 11 solenoids shown in figures 7 and 8.

4th and 6th 5th gear 1st & rev.Figure 2 Figure 4 Control-module side of the Mechatronics assembly Two different colors are used to distinguish input shafts 1 and 2. 5th and reverse Input Shaft 1 runs through the center of Input Shaft 2 Pump shaft splines to clutch-housing cover. 3rd. The clutch housing splines into the dual-mass flywheel Pump shaft runs through the center of Input Shaft 1 K2 clutch splines to Input Shaft 2 for 2nd. gears 3rd gear Input Shaft 1 Speed sender G501 6th & 4th gears 2nd gear Input Shaft 2 Speed sender G502 Copyright © 2007 ATSG June 2007 41 . Figure 3 K1 clutch splines to Input Shaft 1 for 1st.

5th and 6th gears use a simple cone system consisting of a synchro ring and the friction cone on the gear.Technically Speaking Figure 5 1st Gear 3rd Gear 2nd Gear 4th Gear Output Shaft 1st. 5th Gear Neutral 6th Gear Reverse Output Shaft Output Shaft 2 Pulse wheel for speed senders G195 and 196 Copyright © 2007 ATSG Figure 6 Figure 7 42 Transmission Digest . an intermediate ring and a friction cone that is integral to the gear. The speed difference with these gears is not as great as with 1st. 2nd and 3rd. the balance of speed requires less effort in synchronization. As a result. Output Shaft 1 Both output-shaft gears mesh with the final-drive ring gear 4th. which takes place faster. 2nd and 3rd gears use a three-piece synchronizer that consists of an outer synchro ring.

For each of these shift solenoids to be able to provide two different gears at different times. N88 is responsible for 1st and 5th gears.Figure 8 N216 – K2 pressure-control solenoid N217 – Main line-pressure-control solenoid Pressure-relief valve and exhaust hole (blows off after 32 bars) N215 – K1 pressure-control solenoid N218 – # 4 pressure-control solenoid (cooling oil) N92 – # 5 multiplexer solenoid N91 – # 4 gear-actuator solenoid N89 – # 2 gear-actuator solenoid N371 – # 6 pressure-control solenoid (safety 2) N90 – # 3 gear-actuator solenoid N88 – # 1 gear-actuator solenoid N233 – # 5 pressure-control solenoid (safety 1) K2 regulator solenoid K2-clutch circuit N90 – 2nd & 6th N91 – 4th & reverse Note: Four shoulder bolts are used to hold the conductor plate down onto the solenoids and easily could be misused as solenoid attaching bolts. N90 handles 2nd and 6th. as well as other components integral to the Mechatronics. will be discussed in part 3 of this article. N90 and N91) make up the shift-solenoid group. a “multiplexer” valve in the valve body (see Figure 9) is text continues on page 48 Figure 9 June 2007 43 . The next four solenoids (N88. N89. K1 regulator solenoid K1-clutch circuit N88 – 1st & 5th N89 – 3rd & neutral Copyright © 2007 ATSG Each of the clutches (K1 and K2) has its own solenoid with which its assigned clutch is cycled on and off during gear changes. as you can see in the upperleft corner of Figure 8 (N215 for K1 and N216 for K2). and N91 provides 4th and reverse. N89 takes care of 3rd and neutral. Greater details of this solenoid and all the others.

Technically Speaking Figure 10 PR Valve Press.2nd and 6th N91 . N216 Multiplexer N92 Exhaust Multiplexer Valve First Gear 3 1 N 5 R 6 4 2 Copyright © 2007 ATSG Copyright © 2007 ATSG First gear 44 Transmission Digest . Sender To K2 Clutch G193 Press. Spray Exhaust # 4 Cooling Pressure Control Solenoid N218 Damper Piston N371 Safety Solenoid & Valve Sump and Internal Filter N233 Safety Solenoid & Valve Exhaust Exhaust G194 Press. Sender To K1 Clutch N88 K1 Reg.3rd and Neutral N90 . Sol. Sol.1st and 5th N89 .4th and Reverse N88 N89 N90 N91 – – – – 1st and 5th 3rd and neutral 2nd and 6th 4th and reverse N89 N90 N91 K2 Reg. Relief Valve Exhaust # 3 Main Line Pressure Control Solenoid N217 Clutch cooling oil slide valve External Cooler External Filter Gear Lubr. N215 N88 .

Skoda.Figure 11 N233 Safety Solenoid & Valve Exhaust Exhaust G194 Press.4th and Reverse N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse N89 N90 N91 K2 Reg.ru огромный архив документации по автомобилям Volkswagen.3rd and Neutral N90 and 6th N88 – 2nd 1st and 5th N91 . Sol. Seat. Sender To K1 Clutch N88 K1 Reg.ru http://vwts. Audi Circle No. Sender To K2 Clutch G193 Press. 3 on Reader Card June 2007 45 . Sol.msk. N215 N88 . N216 Multiplexer N92 Exhaust Multiplexer Valve Second gear 3 1 N 5 R 6 4 2 Copyright © 2007 ATSG Copyright © 2007 ATSG Volkswagen Technical Site: http://volkswagen.info http://vwts.1st and 5th N89 .

N216 Multiplexer N92 Exhaust Multiplexer Valve 3 1 N 5 R 6 4 2 Copyright © 2007 ATSG Third gear Copyright © 2007 ATSG Figure 13 N233 Safety Solenoid & Valve Exhaust Exhaust G194 Press.1st and 5th N89 . Sol. N216 Multiplexer N92 Exhaust Multiplexer Valve 3 1 N 5 R 6 4 2 Copyright © 2007 ATSG Fourth gear Copyright © 2007 ATSG 46 Transmission Digest .4th and Reverse N88 N89 N90 N91 – – – – 1st and 5th 3rd and neutral 2nd and 6th 4th and reverse N89 N90 N91 K2 Reg. N215 N88 .4th and Reverse N88 – 1st and 5th N89 – 3rd and neutral N90 – 2nd and 6th Third Gear N91 – 4th and reverse N89 N90 N91 K2 Reg.3rd and Neutral N90 . Sender To K2 Clutch G193 Press. Sol.1st and 5th N89 . Sender To K1 Clutch N88 K1 Reg.2nd and 6th N91 .Technically Speaking Figure 12 N233 Safety Solenoid & Valve Exhaust Exhaust G194 Press. Sender To K1 Clutch N88 K1 Reg. N215 N88 . Sender To K2 Clutch G193 Press. Sol.3rd and Neutral N90 . Sol.2nd and 6th N91 .

Sender To K1 Clutch N88 K1 Reg. N216 Multiplexer N92 Exhaust Multiplexer Valve Fifth gear 3 1 N 5 R 6 4 2 Copyright © 2007 ATSG Copyright © 2007 ATSG Circle No. 10 on Reader Card June 2007 47 . Sol. N215 N88 .1st and 5th N89 .p Figure 14 N233 Safety Solenoid & Valve Exhaust Exhaust G194 Press.4th and Reverse N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse N89 N90 N91 K2 Reg.3rd and Neutral N90 N88 -–2nd 1st and and 6th 5th N91 . Sol. Sender To K2 Clutch G193 Press.

In other words. These safety solenoids are used to isolate hydraulic pressure to its associated section of the gearbox. 4th and 6th can be achieved. 98 We need more information. The idea is similar to that of a Chrysler 604 (41TE) transmission. 97 Not useful information. Another interesting point is that this multiplexer solenoid is exactly like the one used as a converterclutch solenoid in Saturn Vue continuously variable transmissions. shown at the 3 o’clock position in Figure 8. If a problem is detected in either 1st. Volkswagen says that when the multiplexer solenoid is off.4th and Reverse N89 N90 N91 K2 Reg. The multiplexer solenoid turns on and off to stroke and un-stroke the multiplexer valve to redirect solenoidsignal pressure to the appropriate shift rail. 48 Transmission Digest . in which the solenoid shift valve in the valve body is stroked in such a way that it allows the L/R solenoid to double as a TCC solenoid. Figure 11 on page 45. 5th and neutral can be achieved (see Figure 10 on page 44. VW says that when the solenoid is turned on. Sol. TD The Bottom Line: Tell us your opinion of this article: Circle the corresponding number on the free information card. Figure 14 on page 47 and Figure 15 above). yet the hydraulics reveal that 2nd.Technically Speaking Figure 15 Damper Piston Sump and Internal Filter N233 Safety Solenoid & Valve Exhaust Exhaust N371 Safety Solenoid & Valve G194 Press. figures 12 and 13 on page 46. 4th. N90 and N91. N88 and N89 solenoids. 5th and reverse can be achieved. 6th or reverse. Conversely. N90 and N91. N371 shuts down pressure to N216. When you compare the information provided in Figure 8 with the hydraulic schematics in figures 10 through 15. N233 controls the fluid circuit to the N215. 3rd. We now have four solenoids remaining. Sol. N215 N88 . 3rd. but from the hydraulics that I drew it seems that 1st. 6th and reverse can be achieved. 3rd or 5th.1st and 5th N89 . N233 shuts down pressure to N215. 1st. 96 Useful information. and N371 controls the fluid circuit to N216. and we will continue with additional information on this unit next month. and N218 controls clutch cooling pressure. if a problem is detected with either 2nd. N217 is the main linepressure-control solenoid. N216 Multiplexer N92 Exhaust N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse Multiplexer Valve Sixth gear 3 1 N 5 R 6 4 2 Copyright © 2007 ATSG Copyright © 2007 ATSG operated by the multiplexer solenoid (N92). 4th. Sender To K1 Clutch N88 K1 Reg. 1st and 3rd will become failsafe gears. much of what we’ve explained will make a bit more sense. The other two are safety control solenoids.3rd and Neutral N90 .2nd and 6th N88 – 1st and 5th N91 . N88 and N89 and only 2nd gear will the failsafe gear. Sender To K2 Clutch G193 Press. 2nd.

Golf GTI Essential Reading: Rebuilder Shop Owner Center Manager Diagnostician R&R Author: Wayne Colonna. New Jetta. N89. I suggest reading it again if you have it. ATSG Transmission Digest Technical Editor A lthough the DSG 02E transmission contains 11 solenoids.Technically Speaking Subject: Solenoid operation Volkswagen’s Unit: VW DSG 02E Direct-Shift Gearbox Part 3 Vehicle Applications: 2004-up New Beetle. Once the conductor plate is removed all 11 solenoids come into view (see Figure 3). A typical-style conductor plate is used for the solenoid circuitry and is secured to the valve-body Mechatronic assembly with four # 20 Torx-head shoulder bolts that could be easily misused as solenoid attaching bolts (see figures 1 and 2). a text continues page 20 Figure 1 Figure 2 Figure 3 8 Transmission Digest . the gear-actuator solenoids. This article covers the first group and part of the second. pressure control and TCC. You must be careful when removing a gear actuator solenoid. N88. they could be placed into three categories: gear actuator. as it will enhance this article greatly. If you save past issues of Transmission Digest you will find in last month’s issue on page 43 in Figure 8 a layout that will quickly identify each of these solenoids. a 6mm-diameter checkball. and next month’s article will cover the rest of the second group and the third. N90 and N91 make up the first group. as there is a directional ball seat. They are on/off solenoids that measure 7 to 9 ohms and provide one of two gears. depending upon the position of the multiplexer valve in the valve body.

The spring goes into the valve-body pocket first.Technically Speaking Figure 4 Under each of the gear-actuator solenoids 1.25mm in length. 5. allowing oil pressure to get past the ball seat and enter its circuit. 3 and 4 there are two Orings. a 6mm ball. followed by the ball and two O-rings. Copyright © 2007 ATSG 10 Transmission Digest . The ball seat is directionally sensitive. a short five-coil spring (6. 6mm ball Short five-coil spring Solenoid side Ball side Inner and outer O-rings Oil pressure is sent to the ball through the spring and is blocked from passing through the solenoid when the solenoid is turned off. 2. When the solenoid is energized the plunger pushes the ball down.05mm in diameter) and a ball seat. The slotted side faces the solenoid and the tapered seat faces the ball.

pressure is prevented from reaching 3rd-gear and neutral actuators. When the solenoid is off. N89 The # 2 gear-actuator solenoid N89 is an on/off solenoid that measures about 7 to 9 ohms. When the solenoid is off. the operation of its associated gear actuator and relevant section of the gearbox will cease. The vehicle may be allowed to have either 2nd gear only or 1st and 3rd gears only. pressure is prevented from reaching 4th. When the solenoid is off. N91 The # 4 gear-actuator solenoid N91 is an on/off solenoid that measures about 7 to 9 ohms. N90 The # 3 gear-actuator solenoid N90 is an on/off solenoid that measures about 7 to 9 ohms.and 6th-gear actuators. When the solenoid is off. Copyright © 2007 ATSG Figure 6 Figure 7 12 Transmission Digest . pressure is prevented from reaching 2nd.and reverse-gear actuators. When a solenoid fails.and 5th-gear actuators. pressure is prevented from reaching 1st.Technically Speaking Figure 5 N88 The # 1 gear-actuator solenoid N88 is an on/off solenoid that measures about 7 to 9 ohms.

When the solenoid is energized an internal plunger lifts off its seat and the pressure is exhausted. N218. N233 and N371. Copyright © 2007 ATSG 18 Transmission Digest . to exhaust Oil pressure is sent to the tip of the solenoid and blocked from passing through when the solenoid is turned off.Technically Speaking Figure 8 Figure 10 Figure 9 Figure 11 Only an O-ring is fitted to the tip of pressure-control solenoids N217.

gear b no long will be Pressure-control solenoid # 6 (N371) is a normally applied solenoid that Copyright © 2007 ATSG 20 Transmission Digest . gear b no long Pressure-control solenoid # 5 (N233) is a normally applied solenoid that N371 Pressu measures about 4 to 6 ohms. The multi-plate-clutch oil-temperature sender G509 influences the operation of this solenoid greatly. If this solenoid fails so there is minimal cooling fluid. N233 Pressu measures about 4 to 6 ohms. In the event of a failure. gears no longer can be selected that ca from section 1. This solenoid regulates the volume of oil used to cool the K1 and K2 clutches. known as that me section 1. This solenoid regulates main line pressure. By looking at the operation of this solenoid you can see the importance of the ball seat’s being installed correctly and of having properly sealing O-rings. Only 1st and 3rd gears will be available. When the solenoid is energized. This is a safety solenoid that can isolate hydraulic pressure to its associated section of the gearbox. the clutches will overheat.Technically Speaking text continued from page 8 small five-coil spring and two O-rings under each of them (see figures 4 through 10 on pages 10. where it is then directed to the multiplexer valve and on to its respective gear actuator. Only 2nd gear will be available. Engine temperature and speed are used to correct main line pressure. When this solenoid fails. 12. pushing the ball off its seat. a pushrod in the solenoid extends outward. N218 Pressure-control solenoid # 4 (N218) is a normally applied solenoid that measures about 4 to 6 ohms. It will be interesting to see what could happen when the smaller O-ring leaks. This is a safety solenoid that can isolate hydraulic pressure to its associated section of the gearbox. gear change becomes difficult at cold ambient temperatures and the driver may notice a loss of fuel economy. When this solenoid fails. Pressure is supplied to these solenoids from the spring pocket pushing the ball up against the ball seat on the solenoid. allowing supply pressure into the gear-actuator continues page 22 Figure 12 N217 Pressure-control solenoid # 3 (N217) is a normally applied solenoid that measures about 4 to 6 ohms. gears no longer can be selected that ca from section 2. If the solenoid fails so that it delivers the maximum volume of cooling fluid. the solenoid shuts off and the system works under maximum line pressure. and 18). This allows the feed pressure to run around the ball to the back side of the seat and out of its slotted side openings (see Figure 4 on page 10). known as that me section 2. for they keep the supply and apply circuits separated.

22 Transmission Digest . Pressure is supplied to the tip of each of these solenoids. We will finish looking at the remaining solenoids and some helpful box information in part 4 next month. N217 is used to control main line pressure. The four being discussed in this article are N217. yet they all measure 4 to 6 ohms. N218. N218 is used to control cooling pressure to the K1 and K2 clutches. For a more-detailed explanation of each of these solenoids read the operating details provided in Figure 12. When you look at figures 13 and 14. TD N218 pressure-control solenoid (K1/K2-clutch cooling pressure) Figure 15 The Bottom Line: Tell us your opinion of this article: Circle the corresponding number on the free information card.Technically Speaking Figure 13 N371 safety-control solenoid Figure 14 apply circuit to the multiplexer valve when it should not be there. 96 Useful information. you will notice that the safety-control solenoid is constructed slightly differently from the pressure-control solenoid. and N233 and N371 are safety-control solenoids. fluid passes through the solenoid to an exhaust. 98 We need more information. 97 Not useful information. N233 and N371 (see figures 11 through 15). When the solenoid becomes energized. and their respective circuits are charged with pressure when the solenoid is off. they all are normally closed and only one O-ring is fitted to the snout of each (see Figure 15). The second grouping consists of six pressure-control solenoids. dropping pressure in their respective circuits (see Figure 11).

Additionally. ATSG Transmission Digest Technical Editor icking up where we left off last month.Technically Speaking Subject: Operation of pressure-control and multiplexer solenoids Volkswagen’s Unit: VW DSG 02E Direct-Shift Gearbox Part 4 Vehicle Applications: 2004-up New Beetle. as shown in Figure 2 on page 12. New Jetta. The multiplexer solenoid measures about 15 to 20 ohms. Be careful not to Figure 1 lose parts when removing this solenoid. the remaining three solenoids to cover are two pressure-control solenoids – N215. as there are two O-rings. and N216. continues page 12 N216 – K2 pressure-control solenoid N215 – K1 pressurecontrol solenoid N92 – #5 multiplexer solenoid Copyright © 2007 ATSG 10 Transmission Digest . a directional ball seat and ball under the solenoid (see figures 3 through 5). which operates the K2 clutch – and the N92 multiplexer solenoid (see Figure 1). which operates the K1 clutch. the attaching bolts hold together the solenoid assembly. Golf GTI Essential Reading: Rebuilder Shop Owner Center Manager Diagnostician R&R P Author: Wayne Colonna. which will fall apart in pieces as you can see in Figure 6. Figures 7 and 8 are close-up views showing the ballseat and non-ball seat side of the disc.

When these two solenoids are removed. The N215 and N216 solenoids measure 4.Technically Speaking which must be installed correctly. and so my suspicion is that mineral spirits text continues page 24 Figure 3 Figure 6 Figure 4 Figure 7 Figure 8 12 Transmission Digest . We have seen the negative effects mineral spirits have on the white silicone bead. Figure 9 on page 20 shows details of the solenoid operation. there is a onepiece silicone-beaded screen gasket similar in construction to Ford’s 5R110W valve-body gasket (see Figure 5 Figure 11).5 to 6.5 ohms as seen in Figure 2 Figure 10.

Technically Speaking continued from page 12 Figure 9 Under the N92 #5 multiplexer solenoid are two O-rings. Be sure that the flat side faces the solenoid and the tapered seat faces the ball. When the solenoid is energized the plunger pushes the ball down. Oil pressure is sent to the ball from the bottom and is blocked from passing through the solenoid when the solenoid is turned off. as all its parts will separate. The ball seat is directionally sensitive. followed by two O-rings and the ball seat. The ball goes into the solenoid pocket. a thin ball seat (about 1.50mm) and a 3.94mm ball. Copyright © 2007 ATSG Figure 10 Figure 11 20 Transmission Digest . Take care when removing this solenoid assembly from the valve body. allowing oil pressure to get past the ball seat and enter its circuit.

58mm balance hole Pressure in Pressure out 1. Accumulator-spring and piston assembly Regulator valve.58mm balance orifice.82mm orifice to accumulator piston and regulating valve When the solenoid is off the valve is held down by pressure acting on the end of the valve through the 1. Copyright © 2007 ATSG 22 Transmission Digest .Technically Speaking Figure 12 Figure 13 Figure 14 Under the K1 (N215) and K2 (N216) pressure-regulator solenoids is a molded gasket. The bore plug is press-fitted into the bore. When the solenoid regulates it pushes the valve up. Take care not to allow the gasket to make contact with mineral spirits. allowing increased pressure into the accumulated clutch circuit. which will deteriorate the silicone bead. 1.

5 ohms. 24 Transmission Digest . OE manuals say: When the solenoid is off. This solenoid regulates pressure to the K2 clutch. 6th and neutral can be achieved. shiftrail operation and TCM information. Failure of the solenoid also could This solenoid prevent the K2 clutch from applying or cause it to apply partially. Figure 15 provides further details on the K1. Copyright © 2007 ATSG text continued from page 12 would damage the silicone bead on this screen gasket as well. This solenoid regulates pressure to the K1 clutch. you drill into it and pull it out as I did. TD The Bottom Line: Tell us your opinion of this article: Circle the corresponding number on the free information card. Next month’s final installment on the DSG transmission will provide identification of the valvebody small parts and circuits. This solenoid is used to stroke the multiplexer valve in the valve body.5 ohms. Looking into the hydraulic side of the solenoid there are two orifices. which allows for one gear-actuator solenoid to provide two different gears. Engine torque influences the operation of this solenoid significantly. 98 We need more information.Technically Speaking Figure 15 N215 Pressure-control solenoid #1 (N215) is a normally low solenoid that measures about 4. 4th and 5th can be achieved. 5th and reverse can be achieved. 4th. 1st. 96 Useful information. 3rd. resulting in premature failure of the clutch. Figure 14 provides the operation of these clutch-control solenoids as well as orifice identification and dimensions. 6th and reverse can be achieved. 2nd. one feeding the back end of the valve and the other feeding the accumulator piston and clutch circuit (see figures 13 and 14). The valve is held in place by a pressed-in bore plug that is not removable – unless. This solenoid could fail in the applied state. 97 Not useful information. Pressure Cont N216 Pressure-control that measures solenoid #2 (N216) is a normally low solenoid that measures about 4. Each of these two solenoids consists of a free-floating valve and a spring-loaded accumulator (see Figure 12 on page 22).5 to 6. OE manuals say: When the solenoid is turned on. 3rd. Failure of the solenoid also could prevent the K1 clutch from applying or cause it to apply partially. keeping the K2 clutch applied and state keeping t causing the engine to stall at a stop. 1st. 2nd. K2 and multiplexer solenoids. This solenoid could fail in the applied state. It is much easier to just shake the assembly to verify that the valve is not stuck. or cause in it to p resulting premature failure of the clutch. Failure of this solenoid will cause incorrect selection of gears. case-passage identification. pressure Engine of this torque solenoi influences the operation of this solenoid significantly. The #5 multiplexer solenoid (N92) is an on/off solenoid that measures about 15 to 20 ohms. keeping the K1 clutch applied and causing the engine to stall at a stop. of course. Hydraulics reveal: When the solenoid is off.5 to to the 6. Hydraulics reveal: When the solenoid is turned on.

two checkballs. two pressure senders (pressure sensors/transducers) and 13 filters (see figures 2. which are being continues page 18 Figure 2 Pressure-regulator valve Clutch-cooling valve Copyright © 2007 ATSG 10 Transmission Digest . ATSG Transmission Digest Technical Editor he DSG valve body is definitely one of the simplest we have seen in transmissions (see figures 1 through 5 here and on page 18). New Jetta. three damper assemblies. 3 and 5).Technically Speaking Subject: Valve-body components and operation Volkswagen’s Unit: VW DSG 02E Direct-Shift Gearbox Part 5 Figure 1 Vehicle Applications: 2004-up New Beetle. It contains only five valve lineups. Golf GTI Essential Reading: Rebuilder Shop Owner Center Manager Diagnostician R&R T Author: Wayne Colonna.and K2-clutch pressure circuits. The two checkballs and pressure senders are in the K1.

you weaken a country. Figure 3 It is no secret that the manufacturers are doing everything they can to get us to the place where all we can do is unit replacements – very un-American. Thank you for giving me a few minutes to blow off some steam. you will be buying a TCM/valve-body assembly to correct the problem. This becomes helpful in identifying case continues page 20 Valve-Body Details Figure 5 Valve-Body Details N371 safety valve N233 safety valve Hydraulic-pressure sender 1 (G193) Hydraulic-pressure sender 2 (G194) Multiplexer valve 4. as I did in Figure 7. Our politicians do not give a hoot about America. So it appears that if a pressure sender fails. it does not take much effort to identify and trace hydraulic circuits. With the valve body as simple as it is. If you prevent the middle-class working man from earning a living.Technically Speaking continued from page 10 used for precise clutch-pressure control and release. It sure would be nice if our automotive associations had more clout on The Hill. Try to buy transmission parts for a Nissan Murano. but the things we are seeing in the automotive business have me very concerned. just their back pocket. OK. It is not typical of me to get on a soapbox like this. These sensors are integral to the TCM and are staked into the channel-plate portion of the valve body (see Figure 4). in my opinion. back to tech.25mm ball-seat flat faces up 6mm ball Copyright © 2007 ATSG Copyright © 2007 ATSG 18 Transmission Digest . This also means that the TCM cannot be easily removed from the valve body even if you remove all the bolts (see Figure 6 on page 20). it cannot be done. I am done. making these sensors non-serviceable separately. You are forced to buy a Figure 4 whole transmission.

the shift rails inside the transmission are represented.” They monitor the position of the four shift rails by reading the magnet travel senders 3 that are affixed to each of the rails (see figures 14 R and 15). the N-5. which are identified in Figure 13 on page 26. if you look below the multiplexer valve in the hydraulic circuit shown in Figure 8 on page 22. N the transmission computer R regulates the flow of clutch-cooling oil and initiates further measures to protect the gearbox. You also will notice that there are slots and holes within the center of the case as shown in Figure 12. This signal is used to calculate clutch slip for a more-pre4 cise control of clutch apply N233 safety and release. Each end of these shift rails sits inside a cylinder containing a piston seal known as a gear actuator (see figures 9 and 10 on page 24). which the transmisN371 N371 D sion computer receives damper over the CAN (controller N90 signal area network) bus. In the event of solenoid & K2 K1 a failure. the redundancy valve N91 K2 K1 signal backup is an engine-speed 6 N91 Signal 4 1 5 signal. cooler t coolerin In utch Cool Clutch cool erdamper Damper Cooler N218 Signal N218 signal N217 Signal N217 signal Pump Out Pump out Pump in you look at Figure 11. From left to right you have the 3-1 shift rail. Four of those sensors are called “travel sensors. and it measures the temperature of the N233 N233Da damper oil as it comes from the X X X X X outlet ports in the drum 2 3 assembly. From this input. When 2 20 Transmission Digest . the R-6 and then the 4-6. It 2 2 6 6 N N 3 3 4 4 R R 5 5 1 1 measures temperatures rapidly and works within Multiplexer Multiplexer N90 N90 N89 N89 N91 N91 N88 N88 a range from –55° C to Signal signal +180° C. which rotates N88 N88 signal Sign at engine speed. As a backup Copyright © 2007 ATSG text continues page 24 passages for testing. The other sensors and senders identified in figN371 safety ures 13 and 15 are: solenoid & valve • The input-speed sender (G182) is a Hall-ef5 fect sensor that reads the 1 outside of the K1/K2clutch drum. These are openings for various sensors built into the TCM. you can see how one can inspect these gear actuators for leaks with compressed air through their respective case passages. For example. N90 Signal • The multiplate-clutch oil-temperature sender (G509) is also inside the N89 signal N89 Signal 4 5 same housing as the inputN88 Signal N88 signal speed sender.Technically Speaking Figure 6 Figure 7 K2-pressure 2 Pressure sender G194 Sender G194 1 Pressure K1-pressure Sender sender G193 G193 Ext.

sol. sol. N216 K1 reg. sender To K1 clutch N88 N89 N90 N91 K2 reg. relief valve Exhaust # 3 main line-pressure control solenoid N217 Clutch-cooling-oil slide valve External cooler External filter Gear lube spray # 4 cooling-pressure control solenoid N218 Exhaust Damper piston Sump and internal filter N233 safety solenoid & valve N371 safety solenoid & valve Exhaust Exhaust G194 press. sender To K2 clutch G193 press. N215 Exhaust Multiplexer N92 N88 – 1st and 5th N89 – 3rd and neutral N90 – 2nd and 6th N91 – 4th and reverse 3 1 N 5 R 6 4 2 Multiplexer valve First gear Copyright © 2007 ATSG 22 Transmission Digest .Technically Speaking Figure 8 Hydraulic Details PR valve Press.

If sender G501 fails. Besides using these signals to tailor clutch-slip control. only second gear can be achieved. the oil temperature can be monitored. too. If sensor G502 fails. ABS wheel-speed signals are substituted for both direction of travel and road speed. Output-speed sensors G195 and G196 are also Hall-effect sensors inside the transmission computer. These two sensor signals are used to check the Mechatronic’s temperature. With this unit being placed inside the transmission. These signals are used in conjunction with the input-speed signal (G182) to determine the output slip of clutches K1 and K2. These sensors are excited by the wheel-speed sensors mounted on each shaft. only 1st and 3rd can be achieved. they are used to start a warm-up program and they check each other for faults. By having two output-speed signals that are offset. it also can determine whether the right gear ratio has been selected.Technically Speaking should this sensor fail. The G195 sends a “high” signal and the G196 sends a “low” signal. are excited by a wheelspeed sensor mounted on the shaft. • Input-shaft speed sensor 1 (G501) and input-shaft speed sensor 2 (G502) are both Hall-effect sensors inside the transmission computer. measures are initiated to reduce oil temperature as rapidly as possible to avoid excessive heat generation in the continues page 26 Figure 12 Figure 9 Figure 10 Figure 11 4th-gear shift 1st-gear shift Clutch cooling circuit K2 clutch K1 clutch 6th-gear shift 5th-gear shift To external cooler 2nd-gear shift 3rd-gear shift Pump out (to PR) Pump in Reversegear shift Neutralgear shift Molded seals are used inside each of the shift-fork cylinders Copyright © 2007 ATSG 24 Transmission Digest . the computer can detect direction of travel. the transmission computer uses signals from the gear-oil temperature sensor G93 and the control-unit temperature sensor G510. both inside the transmission computer. If an over temp is detected. • Gear-oil temperature sender G93 and control-unit temperature sender G510 are both inside the Mechatronic transmission-control unit. As a redundancy should these sensors fail. They.

Above 145° C. yes. It looks as if we could do well in the transmission business if we could buy parts. sensor G93 Input-shaft sensor G501 Travel sensor G488 Travel sensor G487 Copyright © 2007 ATSG Figure 15 Electrical Details Output-shaft sender (G195 and G196) Mechatronic unit. there is now an eight-speed rear-wheel-drive transmission by ZF. sensor G510 Input-shaft sensor G502 Gear-oil temp. Its compact design and the elimination of a torque converter are quite favorable for the manufacturer. Is the right to rebuild being taken from us one transmission at a time? TD Input-shaft sender 1 (G501) Input-shaft sender 2 (G502) Input-speed sender (G182) Multiplate-clutch oil-temperature sender (G509) The Bottom Line: Tell us your opinion of this article: Circle the corresponding number on the free information card. 98 We need more information.and rear-wheeldrive transmissions. If a sensor should fail.and reverse-gear positions 5th. So now we have CVTs. AWD transmissions and. Magnet travel sensors mounted on each of the four shift rails generate signals for the computer to detect the position of the gear actuators. oil no longer is supplied to the K1 and K2 clutches. Travel Travel Travel Travel sensor sensor sensor sensor 1 2 1 1 (G487) (G488) (G489) (G490) detects detects detects detects 1st. placing the transmission in neutral. the Mechatronic unit initiates a reduction in engine torque. six-speed front.Technically Speaking Figure 13 Figure 14 Electrical Details Travel sensor G489 Travel sensor G490 Output-speed sensor G195 Output-speed sensor G196 Control-unit temp. Copyright © 2007 ATSG 26 Transmission Digest .and 3rd-gear positions 2nd.and 4th-gear positions 6th. At temperatures that exceed 138° C. that section of the gearbox will be isolated for non-use. This concludes the series on the DSG 02E gearbox designed to give you an idea of the type of transmissions we can expect to see more of. DSGs.and neutral-gear positions 96 Useful information. 97 Not useful information.