Technically Speaking

Subject:
Valve-body components
and operation

Unit:
VW DSG 02E

Vehicle Applications:

Volkswagens

Direct-Shift Gearbox
Part 5

2004-up New Beetle,

New Jetta, Golf GTI

Essential Reading:

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). It contains only five valve lineups, two checkballs, three damper assemblies, two pressure senders
(pressure sensors/transducers) and
13 filters (see figures 2, 3 and 5).
The two checkballs and pressure
senders are in the K1- and K2-clutch
pressure circuits, which are being
continues page 18

Figure 1

Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R

Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor

Figure 2

Pressure-regulator
valve

Clutch-cooling
valve

Copyright 2007 ATSG

10

Transmission Digest

Technically Speaking
continued from page 10
used for precise clutch-pressure
control and release. These sensors
are integral to the TCM and are
staked into the channel-plate portion of the valve body (see Figure
4), making these sensors non-serviceable separately. 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). So it appears
that if a pressure sender fails, you
will be buying a TCM/valve-body
assembly to correct the problem.

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, in my opinion.
If you prevent the middle-class
working man from earning a living, you weaken a country. It is not
typical of me to get on a soapbox
like this, but the things we are seeing in the automotive business
have me very concerned.
Try to buy transmission parts
for a Nissan Murano; it cannot be
done. You are forced to buy a

whole transmission. Our politicians do not give a hoot about

America, just their back pocket. It
sure would be nice if our automotive associations had more clout on
The Hill. OK, I am done; back to
tech. Thank you for giving me a
few minutes to blow off some
steam.
With the valve body as simple
as it is, it does not take much effort
to identify and trace hydraulic circuits, as I did in Figure 7. This becomes helpful in identifying case
continues page 20

Figure 4

Figure 3

Valve-Body Details

Figure 5

N233 safety valve

Multiplexer
valve

N371 safety valve

Valve-Body Details
Hydraulic-pressure
sender 1 (G193)

Hydraulic-pressure
sender 2 (G194)

4.25mm
ball-seat
flat faces
up

6mm ball

Copyright 2007 ATSG

18

Copyright 2007 ATSG

Transmission Digest

Technically Speaking
you look at Figure 11, you can see
how one can inspect these gear actuators for leaks with compressed
air through their respective case
passages.
You also will notice that there
are slots and holes within the center of the case as shown in Figure
12. These are openings for various
sensors built into the TCM, which
are identified in Figure 13 on page
26. Four of those sensors are called
travel sensors. 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 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, which rotates
N88
N88 signal
Sign
at engine speed. This signal is used to calculate
clutch slip for a more-pre4
cise control of clutch apply
N233 safety
and release. 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, which the transmisN371
N371 D
sion computer receives
damper
over the CAN (controller
N90
signal
area network) bus.
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, 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,
N
the transmission computer
R
regulates the flow of
clutch-cooling oil and initiates further measures to
protect the gearbox. 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. As a backup
Copyright 2007 ATSG
text continues page 24
passages for testing. For example,
if you look below the multiplexer
valve in the hydraulic circuit
shown in Figure 8 on page 22, the
shift rails inside the transmission
are represented. From left to right
you have the 3-1 shift rail, the N-5,
the R-6 and then the 4-6. 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). When

Figure 6

Figure 7

K2-pressure
2 Pressure
sender
G194
Sender
G194

1 Pressure
K1-pressure
Sender
senderG193
G193

Ext. cooler
t coolerin
In
utch Cool
Clutch
cool
Damper
Coolererdamper
N218 Signal
N218
signal

N217 Signal
N217
signal

Pump Out
Pump
out
Pump in

20

Transmission Digest

Technically Speaking
Figure 8

Hydraulic Details

PR
valve

# 3 main line-pressure
control solenoid N217

Press.
relief
valve
Exhaust

Clutch-cooling-oil
slide valve
External
cooler

External
filter

# 4 cooling-pressure
control solenoid N218

Gear lube
spray

Exhaust

Damper
piston

N371 safety
solenoid & valve

Sump and internal filter

N233 safety
solenoid & valve

Exhaust

G194 press.
sender

Exhaust

To K2 clutch

G193 press.
sender
To K1 clutch
N88

N89

N90

N91
K2 reg. sol.
N216

K1 reg. sol.
N215
Multiplexer
N92

Exhaust

N88 1st and 5th

Multiplexer
valve

N89 3rd and neutral

N90 2nd and 6th
N91 4th and reverse
3

First gear
Copyright 2007 ATSG

22

Transmission Digest

Technically Speaking
should this sensor fail, the transmission computer uses signals
from the gear-oil temperature sensor G93 and the control-unit temperature sensor G510, both inside
the transmission computer.

Figure 9

Input-shaft speed sensor 1

(G501) and input-shaft speed sensor 2 (G502) are both Hall-effect
sensors inside the transmission
computer. These sensors are excited by the wheel-speed sensors

Figure 10

Figure 11

4th-gear shift
1st-gear
shift
Clutch
cooling
circuit

To external
cooler

2nd-gear
shift
3rd-gear
shift
Pump out
(to PR)

K2 clutch
K1 clutch

Pump in

6th-gear
shift
5th-gear
shift

Reversegear shift
Neutralgear shift

mounted on each shaft. These signals are used in conjunction with

the input-speed signal (G182) to
determine the output slip of
clutches K1 and K2. Besides using
these signals to tailor clutch-slip
control, it also can determine
whether the right gear ratio has
been selected. If sender G501 fails,
only second gear can be achieved.
If sensor G502 fails, only 1st and
3rd can be achieved.
Output-speed sensors G195 and
G196 are also Hall-effect sensors
inside the transmission computer.
They, too, are excited by a wheelspeed sensor mounted on the shaft.
By having two output-speed signals that are offset, the computer
can detect direction of travel. The
G195 sends a high signal and the
G196 sends a low signal. As a redundancy should these sensors
fail, ABS wheel-speed signals are
substituted for both direction of
travel and road speed.
Gear-oil temperature sender
G93 and control-unit temperature
sender G510 are both inside the
Mechatronic transmission-control
unit. With this unit being placed
inside the transmission, the oil
temperature can be monitored.
These two sensor signals are used
to check the Mechatronics temperature, they are used to start a
warm-up program and they check
each other for faults. If an over
temp is detected, measures are initiated to reduce oil temperature as
rapidly as possible to avoid excessive heat generation in the
continues page 26
Figure 12

Molded seals are

used inside each
of the shift-fork
cylinders

Copyright 2007 ATSG

24

Transmission Digest

Technically Speaking
Figure 13

Figure 14

Electrical Details
Travel sensor
G490

Travel sensor
G489

Output-speed
sensor G195
Output-speed
sensor G196
Control-unit temp.
sensor G510

Input-shaft
sensor G502

Gear-oil temp.
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)

Input-shaft
sender 1 (G501)

Input-shaft
sender 2 (G502)

Input-speed
sender (G182)
Multiplate-clutch
oil-temperature
sender (G509)

sensor
sensor
sensor
sensor

1
2
1
1

(G487)
(G488)
(G489)
(G490)

The Bottom Line:

Tell us your opinion of this article:
Circle the corresponding number on the free information card.

96 Useful information.
97 Not useful information.
98 We need more information.

Magnet travel sensors

mounted on each of
the four shift rails
generate signals for
the computer to
detect the position of
the gear actuators.
Travel
Travel
Travel
Travel

Mechatronic unit. At temperatures

that exceed 138 C, the
Mechatronic unit initiates a reduction in engine torque. Above 145
C, oil no longer is supplied to the
K1 and K2 clutches, placing the
transmission in neutral.
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. Its compact design and the
elimination of a torque converter
are quite favorable for the manufacturer.
So now we have CVTs, DSGs,
six-speed front- and rear-wheeldrive transmissions, AWD transmissions and, yes, there is now an
eight-speed rear-wheel-drive
transmission by ZF. It looks as if
we could do well in the transmission business if we could buy
parts. Is the right to rebuild being
taken from us one transmission at
a time? TD

detects
detects
detects
detects

1st- and 3rd-gear positions

2nd- and 4th-gear positions
6th- and reverse-gear positions
5th- and neutral-gear positions

If a sensor should fail, that section of the gearbox will be

isolated for non-use.

Copyright 2007 ATSG

26

Transmission Digest