Direct Shift Gearbox 02e Eng PDF

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.
ru
Volkswagen, Skoda, Seat, Audi
Technically Speaking
Subject:
Disassembly procedures
Unit:
VW DSG 02E
Essential Reading:
Rebuilder
Volkswagens
Direct-Shift Gearbox
Part 1
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
olkswagens 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. (Ill 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
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 transmissions 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
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
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. The
wheel-speed sensors for the ABS
serve as a backup should these
sensors fail.
Be careful not to deform the sensor wheel during removal or you
will have to find another (see
Figure 17). Once you remove the
wheel there is a snap ring that you
will need to remove (see Figure
18).
The axle flanges are held into
the differential with allen screws
and will need to be removed. You
also will find two bolts in the case
24
after removing the inside axle

flange (see Figure 19). You absolutely have to remove these bolts
before splitting the case or you will
destroy the internal plastic lubrication plumbing assembly. This, I assure you, will not make your day.
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. After you are finished
you can carefully and safely separate the case halves (see Figure 20).
I will be back next month with
Part 2 of the DSG 02E. TD
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.
Transmission Digest
Subject:
Operating principles
Unit:
VW DSG 02E
Essential Reading:
Rebuilder
Shop Owner
The Direct-Shift
Gearbox
Part 2
Center Manager
Diagnostician
R&R
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
oused inside the six-speed direct-shift gearbox (DSG) is a

Mechatronics assembly consisting of a control module, valve
body and solenoids (see figures 1 and
2). 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.
Each clutch supplies engine torque
to its respective input shaft, which
then drives one of two output shafts.
The K1 clutch and Input Shaft 1 provide 1st, 3rd, 5th and reverse gears,
and the K2 clutch and Input Shaft 2
provide 2nd, 4th and 6th gears (see
figures 3 and 4). 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.
The output-shaft configurations
are slightly different from those of
the input shafts in that Output Shaft 1
consists of 1st, 2nd, 3rd and 4th gears
and Output Shaft 2 consists of 5th,
Neutral, 6th and reverse gears (see
figures 5 and 6 on page 42).
Since the Mechatronics is control
central, lets begin by seeing all that it
is equipped with to operate this cleverly designed unit, starting with the
11 solenoids shown in figures 7 and 8.
text continues on page 43
Figure 1
Valve-body and solenoid side of the Mechatronics assembly
40
Transmission Digest
Figure 2
Figure 4
Control-module side of the Mechatronics assembly
Two different colors are used to distinguish input

shafts 1 and 2.
Figure 3
K1 clutch splines to
Input Shaft 1 for 1st,
3rd, 5th and reverse
Input Shaft 1 runs through

the center of Input Shaft 2
Pump shaft runs

through the center
of Input Shaft 1
Pump shaft splines to

clutch-housing cover.
The clutch housing
splines into the
dual-mass flywheel
K2 clutch splines to Input

Shaft 2 for 2nd, 4th and 6th
5th
gear
1st &
rev.
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 5
1st
Gear
1st, 2nd and 3rd gears use a

three-piece synchronizer
that consists of an outer
synchro ring, an intermediate ring and a friction cone
that is integral to the gear.
3rd
Gear
4th
Gear
2nd
Gear
Output
Shaft
Output Shaft 1
Both output-shaft gears mesh with the final-drive ring gear
4th, 5th and 6th gears use

a simple cone system
consisting of a synchro
ring and the friction cone
on the gear. The speed
difference with these
gears is not as great as
with 1st, 2nd and 3rd.
As a result, the balance
of speed requires less
effort in synchronization,
which takes place faster.
5th
Gear
Neutral
6th
Gear
Reverse
Output
Shaft
Output Shaft 2
Pulse wheel for speed

senders G195 and 196
Copyright 2007 ATSG
Figure 6
42
Figure 7
Transmission Digest
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)
K2 regulator solenoid
K2-clutch circuit
N90 2nd & 6th
N91 4th & reverse
N90 # 3
gear-actuator
solenoid
N88 # 1
gear-actuator
solenoid
Note: Four shoulder bolts are used to

hold the conductor plate down onto
the solenoids and easily could be
misused as solenoid attaching bolts.
N233 # 5
pressure-control
solenoid (safety 1)
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).
Greater details of this solenoid and all the others, as
well as other components integral to the
Mechatronics, will be discussed in part 3 of this article.
The next four solenoids (N88, N89, N90 and N91)
make up the shift-solenoid group. N88 is responsible
for 1st and 5th gears, N89 takes care of 3rd and neutral, N90 handles 2nd and 6th, and N91 provides 4th
and reverse.
For each of these shift solenoids to be able to provide two different gears at different times, a multiplexer valve in the valve body (see Figure 9) is
text continues on page 48
June 2007
Figure 9
43
Figure 10
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
Lubr.
Spray
Exhaust
Damper
Piston
N371 Safety
Solenoid & Valve
Sump and Internal Filter

N233 Safety
Solenoid & Valve
Exhaust
G194 Press.
Sender
Exhaust
G193 Press.
Sender
To K2 Clutch
To K1 Clutch
N88
N89
N90
N91
K2 Reg. Sol.
N216
K1 Reg. Sol.
N215
Exhaust
N88 - 1st and 5th

N89 - 3rd and Neutral
N90 - 2nd and 6th
N91 - 4th and Reverse
N88
N89
N90
N91
1st and 5th

3rd and neutral
2nd and 6th
4th and reverse
First Gear
Multiplexer
N92
Multiplexer
Valve
Copyright 2007 ATSG
First gear
Copyright 2007 ATSG
44
Transmission Digest
Figure 11
N233 Safety
Solenoid & Valve
Exhaust
G194 Press.
Sender
Exhaust
G193 Press.
Sender
To K2 Clutch
To K1 Clutch
N88
N89
N90
N91
K2 Reg. Sol.
N216
K1 Reg. Sol.
N215
Multiplexer
N92
Exhaust
N88 - 1st and 5th

N90 - 2nd
and 6th
N88
1st and
5th
N89 3rd and neutral
Multiplexer
Valve
N90 2nd and 6th

N91 4th and reverse
Second gear
Copyright 2007 ATSG
Copyright 2007 ATSG
Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.ru

Volkswagen, Skoda, Seat, Audi
Circle No.
June 2007
3 on Reader Card
45
Figure 12
N233 Safety
Solenoid & Valve
Exhaust
G194 Press.
Sender
Exhaust
G193 Press.
Sender
To K2 Clutch
To K1 Clutch
N88
N89
N90
N91
K2 Reg. Sol.
N216
K1 Reg. Sol.
N215
Multiplexer
N92
Exhaust
N88 - 1st and 5th

N90 - 2nd and 6th
Multiplexer
Valve
N88 1st and 5th

N89 3rd and neutral
N90
2nd
and 6th
Third
Gear
N91 4th and reverse
Copyright 2007 ATSG
Third gear
Copyright 2007 ATSG
Figure 13
N233 Safety
Solenoid & Valve
Exhaust
G194 Press.
Sender
Exhaust
G193 Press.
Sender
To K2 Clutch
To K1 Clutch
N88
N89
N90
N91
K2 Reg. Sol.
N216
K1 Reg. Sol.
N215
Exhaust
N88 - 1st and 5th

N90 - 2nd and 6th
N88
N89
N90
N91
1st and 5th

3rd and neutral
2nd and 6th
4th and reverse
Multiplexer
N92
Multiplexer
Valve
Copyright 2007 ATSG
Fourth gear
Copyright 2007 ATSG
46
Transmission Digest
p
Figure 14
N233 Safety
Solenoid & Valve
Exhaust
G194 Press.
Sender
Exhaust
G193 Press.
Sender
To K2 Clutch
To K1 Clutch
N88
N89
N90
N91
K2 Reg. Sol.
N216
K1 Reg. Sol.
N215
Multiplexer
N92
Exhaust
N88 - 1st and 5th

N90
N88 -2nd
1st and
and 6th
5th
N91
- 4th and Reverse
N89 3rd and neutral
Multiplexer
Valve
N90 2nd and 6th

N91 4th and reverse
Fifth gear
Copyright 2007 ATSG
Copyright 2007 ATSG
Circle No.
June 2007
10 on Reader Card
47
Damper
Piston
Figure 15
N371 Safety
Solenoid & Valve
Sump and Internal Filter

N233 Safety
Solenoid & Valve
Exhaust
G194 Press.
Sender
Exhaust
G193 Press.
Sender
To K2 Clutch
To K1 Clutch
N88
N89
N90
N91
K2 Reg. Sol.
N216
K1 Reg. Sol.
N215
Multiplexer
N92
Exhaust
N88 - 1st and 5th

N90 - 2nd and 6th
N88 1st and 5th
Multiplexer
Valve
N89 3rd and neutral

N90 2nd and 6th
N91 4th and reverse
Sixth gear
Copyright 2007 ATSG

Copyright 2007 ATSG
operated by the multiplexer solenoid (N92), shown at the 3 oclock

position in Figure 8. The multiplexer solenoid turns on and off to
stroke and un-stroke the multiplexer valve to redirect solenoidsignal pressure to the appropriate
shift rail. The idea is similar to that
of a Chrysler 604 (41TE) transmission, 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.
Another interesting point is that
this multiplexer solenoid is exactly
like the one used as a converterclutch solenoid in Saturn Vue continuously variable transmissions.
Volkswagen says that when the
multiplexer solenoid is off, 1st, 3rd,
5th and reverse can be achieved,
but from the hydraulics that I drew
it seems that 1st, 3rd, 6th and reverse can be achieved. Conversely,
VW says that when the solenoid is
turned on, 2nd, 4th and 6th can be
48
achieved, yet the hydraulics reveal

that 2nd, 4th, 5th and neutral can
be achieved (see Figure 10 on page
44, Figure 11 on page 45, figures 12
and 13 on page 46, Figure 14 on
page 47 and Figure 15 above).
We now have four solenoids remaining. N217 is the main linepressure-control solenoid, and
N218 controls clutch cooling pressure. The other two are safety control solenoids. N233 controls the
fluid circuit to the N215, N88 and
N89 solenoids, and N371 controls
the fluid circuit to N216, N90 and
N91. These safety solenoids are
used to isolate hydraulic pressure
to its associated section of the gearbox. In other words, if a problem is
detected with either 2nd, 4th, 6th
or reverse, N371 shuts down pressure to N216, N90 and N91. 1st and
3rd will become failsafe gears. If a
problem is detected in either 1st,
3rd or 5th, N233 shuts down pressure to N215, N88 and N89 and
only 2nd gear will the failsafe gear.
When you compare the information provided in Figure 8 with the

hydraulic schematics in figures 10
through 15, much of what weve
explained will make a bit more
sense, and we will continue with
additional information on this unit
next month. TD
The Bottom Line:

Transmission Digest
Subject:
Solenoid operation
Unit:
VW DSG 02E
Vehicle Applications:
2004-up New Beetle,
New Jetta, Golf GTI
Volkswagens
Part 3
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
lthough the DSG 02E

transmission contains 11
solenoids, they could be
placed into three categories:
gear actuator, pressure control
and TCC. This article covers the
first group and part of the second, and next months article
will cover the rest of the second
group and the third.
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).
Once the conductor plate is removed all 11 solenoids come
into view (see Figure 3). If you
save past issues of Transmission
Digest you will find in last
months issue on page 43 in
Figure 8 a layout that will
quickly identify each of these
solenoids. I suggest reading it
again if you have it, as it will
enhance this article greatly.
N88, N89, N90 and N91 make
up the first group, the gear-actuator solenoids. 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. You
must be careful when removing
a gear actuator solenoid, as
there is a directional ball seat, a
6mm-diameter checkball, a
text continues page 20
Figure 1
Figure 2
Figure 3
Transmission Digest
Figure 4
Under each of the gear-actuator solenoids 1, 2, 3 and 4 there are two Orings, a 6mm ball, a short five-coil spring (6.25mm in length, 5.05mm in
diameter) and a ball seat. The spring goes into the valve-body pocket
first, followed by the ball and two O-rings. The ball seat is directionally
sensitive. The slotted side faces the solenoid and the tapered seat
faces the ball.
6mm ball
Solenoid side
Ball side
Short five-coil
spring
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.
When the solenoid is energized

the plunger pushes the ball
down, allowing oil pressure to
get past the ball seat and enter
its circuit.
Copyright 2007 ATSG
10
Transmission Digest
Figure 5
N88
N89
N90
N91
The # 1 gear-actuator solenoid N88 is an on/off solenoid that measures

about 7 to 9 ohms. When the solenoid is off, pressure is prevented from
reaching 1st- and 5th-gear actuators.

reaching 3rd-gear and neutral actuators.

reaching 2nd- and 6th-gear actuators.

reaching 4th- and reverse-gear actuators.
When a solenoid fails, 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.
Copyright 2007 ATSG
Figure 6
12
Figure 7
Transmission Digest
Figure 8
Figure 10
Figure 9
Figure 11
Only an O-ring is fitted to the tip of pressure-control solenoids N217, N218, N233 and N371.
to exhaust
Oil pressure is sent to the tip of the solenoid and blocked from passing through
when the solenoid is turned off.
18
When the solenoid is energized an internal plunger lifts off its seat and the pressure is exhausted.
Copyright 2007 ATSG
Transmission Digest
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,
12, and 18).
Pressure is supplied to these solenoids from the spring pocket
pushing the ball up against the ball
seat on the solenoid. When the solenoid is energized, a pushrod in
the solenoid extends outward,

pushing the ball off its seat. 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),
where it is then directed to the
multiplexer valve and on to its respective gear actuator.
By looking at the operation of
this solenoid you can see the importance of the ball seats being installed correctly and of having
properly sealing O-rings, for they
keep the supply and apply circuits
separated. It will be interesting to
see what could happen when the
smaller O-ring leaks, allowing supply pressure into the gear-actuator
continues page 22
Figure 12
N217
N218
Pressure-control solenoid # 3 (N217) is a normally applied solenoid that

measures about 4 to 6 ohms. This solenoid regulates main line pressure.
Engine temperature and speed are used to correct main line pressure.
In the event of a failure, the solenoid shuts off and the system works
under maximum line pressure.

measures about 4 to 6 ohms. This solenoid regulates the volume of oil
used to cool the K1 and K2 clutches. 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, the clutches will
overheat. If the solenoid fails so that it delivers the maximum volume of
cooling fluid, gear change becomes difficult at cold ambient temperatures and the driver may notice a loss of fuel economy.
N233
Pressu
measures about 4 to 6 ohms. This is a safety solenoid that can isolate
pressure to its associated section of the gearbox, known as
thathydraulic
me
section 1. When this solenoid fails, gears no longer can be selected
thatfrom
ca section 1. Only 2nd gear will be available.
gear b
no long
N371
Pressu
measures about 4 to 6 ohms. This is a safety solenoid that can isolate
pressure to its associated section of the gearbox, known as
thathydraulic
me
2. When this solenoid fails, gears no longer can be selected
thatsection
ca
from section 2. Only 1st and 3rd gears will be available.
gear b
no long
will be
Copyright 2007 ATSG
20
Transmission Digest
Figure 13
N371 safety-control solenoid
Figure 14
apply circuit to the multiplexer

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

22
Transmission Digest
Subject:
Operation of pressure-control
and multiplexer solenoids
Unit:
VW DSG 02E
2004-up New Beetle, New
Jetta, Golf GTI
Volkswagens
Part 4
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Author:
Wayne Colonna, ATSG
Transmission Digest
Technical Editor
icking up where we left off last

month, the remaining three solenoids to cover are two pressure-control solenoids N215, which
operates the K1 clutch, and N216,
which operates the K2 clutch and
the N92 multiplexer solenoid (see
Figure 1).
The multiplexer solenoid measures
about 15 to 20 ohms, as shown in
Figure 2 on page 12. Be careful not to
lose parts when removing this solenoid, as there are two O-rings, a directional ball seat and ball under the
solenoid (see figures 3 through 5).
Additionally, the attaching bolts hold
together the solenoid assembly,
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,
continues page 12
Figure 1
N216 K2
pressure-control
solenoid
N215 K1
pressurecontrol
solenoid
N92 #5
multiplexer
solenoid
Copyright 2007 ATSG
10
Transmission Digest
which must be installed correctly.
Figure 9 on page 20 shows details
of the solenoid operation.
The N215 and N216 solenoids
measure 4.5 to 6.5 ohms as seen in
Figure 10. When these two solenoids are removed, there is a onepiece silicone-beaded screen gasket
similar in construction to Fords
5R110W valve-body gasket (see
Figure 2
Figure 5
Figure 3
Figure 6
Figure 4
Figure 7
Figure 11). We have seen the negative effects mineral spirits have on
the white silicone bead, and so my
suspicion is that mineral spirits
Figure 8
12
Transmission Digest
continued from page 12
Figure 9
Under the N92 #5 multiplexer solenoid are two O-rings, a thin ball seat (about
1.50mm) and a 3.94mm ball. The ball goes into the solenoid pocket, followed by
two O-rings and the ball seat. The ball seat is directionally sensitive. Be sure
that the flat side faces the solenoid and the tapered seat faces the ball.
Take care when

removing this solenoid
assembly from the
valve body, as all its
parts will separate.
Oil pressure is sent to the ball from the bottom and is blocked from passing through the
solenoid when the solenoid is turned off.
When the solenoid is energized the plunger

pushes the ball down, allowing oil pressure to
get past the ball seat and enter its circuit.
Copyright 2007 ATSG
Figure 10
20
Figure 11
Transmission Digest
Figure 12
Figure 13
Figure 14
Under the K1 (N215) and K2 (N216) pressure-regulator solenoids is a molded gasket. Take care not
to allow the gasket to make contact with mineral spirits, which will deteriorate the silicone bead.
Accumulator-spring and
piston assembly
Regulator valve. The bore

plug is press-fitted into
the bore.
1.58mm balance hole
Pressure in
Pressure out
1.82mm 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 1.58mm
balance orifice.
When the solenoid regulates

it pushes the valve up,
allowing increased
pressure into the
accumulated clutch
circuit.
Copyright 2007 ATSG
22
Transmission Digest
Figure 15
N215
Pressure-control solenoid #1 (N215) is a normally low solenoid that measures

about 4.5 to 6.5 ohms. This solenoid regulates pressure to the K1 clutch.
Engine torque influences the operation of this solenoid significantly. This
solenoid could fail in the applied state, keeping the K1 clutch applied and
causing the engine to stall at a stop. Failure of the solenoid also could
prevent the K1 clutch from applying or cause it to apply partially,
resulting in premature failure of the clutch.
Pressure Cont
N216
Pressure-control
that measures solenoid #2 (N216) is a normally low solenoid that measures
about
4.5 to
to the
6.5 ohms. This solenoid regulates pressure to the K2 clutch.
pressure
Engine
of this torque
solenoi influences the operation of this solenoid significantly. This
solenoid could fail in the applied state, keeping the K2 clutch applied and
state keeping t
causing the engine to stall at a stop. Failure of the solenoid also could
This solenoid
prevent the K2 clutch from applying or cause it to apply partially,
or cause in
it to
p
resulting
premature
failure of the clutch.
The #5 multiplexer solenoid (N92) is an on/off solenoid that measures about 15

to 20 ohms. This solenoid is used to stroke the multiplexer valve in the valve
body, which allows for one gear-actuator solenoid to provide two different
gears.
OE manuals say:
When the solenoid is off, 1st, 3rd, 6th and reverse can be achieved.
Hydraulics reveal:
When the solenoid is off, 1st, 3rd, 5th and reverse can be achieved.
OE manuals say:
When the solenoid is turned on, 2nd, 4th and 5th can be achieved.
Hydraulics reveal:
When the solenoid is turned on, 2nd, 4th, 6th and neutral can be achieved.
Failure of this solenoid will cause incorrect selection of gears.
Copyright 2007 ATSG
text continued from page 12

would damage the silicone bead on
this screen gasket as well.
Each of these two solenoids consists of a free-floating valve and a
spring-loaded accumulator (see
Figure 12 on page 22). The valve is
held in place by a pressed-in bore
plug that is not removable unless, of course, you drill into it and
pull it out as I did. It is much easier
to just shake the assembly to verify
that the valve is not stuck.
Looking into the hydraulic side
of the solenoid there are two orifices, one feeding the back end of
24
the valve and the other feeding the

accumulator piston and clutch circuit (see figures 13 and 14). Figure
14 provides the operation of these
clutch-control solenoids as well as
orifice identification and dimensions. Figure 15 provides further
details on the K1, K2 and multiplexer solenoids.
Next months final installment
on the DSG transmission will provide identification of the valvebody small parts and circuits,
case-passage identification, shiftrail operation and TCM information. TD
The Bottom Line:

Transmission Digest
Subject:
Valve-body components
and operation
Unit:
VW DSG 02E
Volkswagens
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
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
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
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
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
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
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:

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

Direct Shift Gearbox 02e Eng PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Direct Shift Gearbox 02e Eng PDF

Uploaded by

Copyright:

Available Formats

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.

olkswagens direct-shift gearbox DSG 02E (see Figure 1) is

New Jetta and Golf GTI models. It is a

A snap ring holds the K1/K2

on page 22). Before removing the

the pump (see Figure 15). With the

know the speed of the vehicle but

after removing the inside axle

The Bottom Line:

oused inside the six-speed direct-shift gearbox (DSG) is a

Valve-body and solenoid side of the Mechatronics assembly

Control-module side of the Mechatronics assembly

Two different colors are used to distinguish input

Input Shaft 1 runs through

Pump shaft runs

Pump shaft splines to

K2 clutch splines to Input

Speed sender G501

6th & 4th

Speed sender G502

1st, 2nd and 3rd gears use a

Both output-shaft gears mesh with the final-drive ring gear

4th, 5th and 6th gears use

Pulse wheel for speed

Note: Four shoulder bolts are used to

Sump and Internal Filter

N88 - 1st and 5th

1st and 5th

Copyright 2007 ATSG

N88 - 1st and 5th

N90 2nd and 6th

Copyright 2007 ATSG

Copyright 2007 ATSG

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.ru

N88 - 1st and 5th

N88 1st and 5th

Copyright 2007 ATSG

N88 - 1st and 5th

1st and 5th

Copyright 2007 ATSG

N88 - 1st and 5th

N90 2nd and 6th

Copyright 2007 ATSG

Copyright 2007 ATSG

Sump and Internal Filter

N88 - 1st and 5th

N89 3rd and neutral

Copyright 2007 ATSG

operated by the multiplexer solenoid (N92), shown at the 3 oclock

achieved, yet the hydraulics reveal

When you compare the information provided in Figure 8 with the

The Bottom Line:

lthough the DSG 02E

Oil pressure is sent to the

When the solenoid is energized

Copyright 2007 ATSG

The # 1 gear-actuator solenoid N88 is an on/off solenoid that measures

The # 2 gear-actuator solenoid N89 is an on/off solenoid that measures

The # 3 gear-actuator solenoid N90 is an on/off solenoid that measures

The # 4 gear-actuator solenoid N91 is an on/off solenoid that measures

the solenoid extends outward,

Pressure-control solenoid # 3 (N217) is a normally applied solenoid that

Pressure-control solenoid # 4 (N218) is a normally applied solenoid that