direct-shift gearbox 02e eng

18 Transmission Digest

Technically Speaking

Subject:Disassembly procedures

Unit:VW DSG 02E

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Author:Wayne Colonna, ATSGTransmission DigestTechnical Editor

Volkswagen’s

Direct-Shift GearboxPart 1

Volkswagen’s direct-shift gear-box DSG 02E (see Figure 1) isused in the United States in

some 2004-to-present New Beetle,

New Jetta and Golf GTI models. It is asix-speed manual front-wheel-drivegearbox that is shifted automatically.

This unit uses two clutch packs,called the K1 and K2, to drive twoinput shafts called no other thaninput shaft 1 and input shaft 2. Eachinput shaft has its own set of gearsthat drive output shaft 1 and outputshaft 2. (I’ll bet you saw that one com-ing!) This article begins with a fewtips on tearing the unit down, andfollowing articles will get into how itworks.

A closer look at the front of theunit shows a large piloted input shaftthat is driven by a dual-mass fly-wheel (see Figure 2). The front of thetransmission is sealed with a moldedcover plate held into the transmissionwith inner and outer snap rings (seeFigure 3). This molded cover plate issimilar to what is used in 45RFE unitscovering the pump. The cover platein this DSG transmission seals oil thatis used to cool the K1 and K2 clutchesas they are simultaneously pulsed onand off during shifts. After removingthe cover plate, you can see the wholeclutch housing with the large pilotedinput shaft (see Figure 4). This cover

Figure 1

Figure 2

Figure 3Figure 4

continues page 20

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A snap ring holds the K1/K2clutch drum onto the double inputshaft. After you remove the snapring and pump-drive shaft thedrum assembly will slide off theinput shafts (see figures 5 through8). The longer of the two shafts isinput shaft 1 and the shorter isinput shaft 2. Figures 9 and 10show the K1 and K2 clutch drumpartially disassembled. The largerouter clutches are the K1 clutch,which drives input shaft 1, and thesmaller clutches are the K2, whichdrives input shaft 2.

With the side pan removed youwill find that there is a valve bodywith 11 solenoids and the trans-mission’s computer (see Figure 11

on page 22). Before removing thevalve body you will need to do acouple of things. The first is to re-move a ribbon wire from a clip re-tainer and unplug it from thecomputer (see Figure 12). Then youneed to remove nine #30 black-head Torx bolts. It may be a goodidea to give them each a sharp tapbefore removing them as the Torxpocket is shallow and can easilystrip out.

Once the bolts are removed,carefully pull the valve body andTCM assembly off the transmis-sion. And I say carefully becausethere is a long double output-speed-sensor pickup integral to theTCM that could be snapped off ifyou are unaware of it (see Figure13). You may tend to use this longsensor pickup as a handle to movethe assembly around – not a goodidea!

With the TCM and valve bodyout of the way, the sensor previ-ously unplugged can be removedfrom the case (see Figure 14). Thisitem contains an input-speed sen-sor and an oil-temperature sensor.The oil-temperature sensor moni-tors the temperature of the K1/K2-clutch cooling oil. This input to the

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

is held into the housing with asnap ring, and when it is removedthe K1 and K2 drum assembly isvisible along with a pump-driveshaft.

continues page 22

Figure 13

Figure 14

Figure 15

Figure 16

the pump (see Figure 15). With thepump removed you will find a sen-sor wheel on the back side of out-put shaft 2 (see Figure 16). This isthe sensor wheel that is used to ex-cite the two Hall-effect output sen-sors in that long extension on theTCM. The use of two output-speedsensors allows the TCM not only to

TCM allows the computer to con-trol the flow of cooler oil throughone of the 11 solenoids on thevalve body. The input-speed sen-sor is used to calculate clutch slip.The engine-speed sensor is used asa backup should this sensor fail.

On the back side of the trans-mission is a small back cover thatyou can remove to gain access to

Figure 12

Figure 11

Transmission Digest22


continues page 24



Figure 17

Figure 18

Figure 19

Figure 20

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after removing the inside axleflange (see Figure 19). You ab-solutely have to remove these boltsbefore splitting the case or you willdestroy the internal plastic lubrica-tion plumbing assembly. This, I as-sure you, will not make your day.The next step is to remove the ex-ternal cooler on top of the trans-mission and remove 22case-to-cover bolts with a #8 starTorx socket. After you are finishedyou can carefully and safely sepa-rate the case halves (see Figure 20).

I will be back next month withPart 2 of the DSG 02E. TD

know the speed of the vehicle butalso to determine whether it ismoving forward or reverse. Thewheel-speed sensors for the ABSserve as a backup should thesesensors fail.

Be careful not to deform the sen-sor wheel during removal or youwill have to find another (seeFigure 17). Once you remove thewheel there is a snap ring that youwill need to remove (see Figure18).

The axle flanges are held intothe differential with allen screwsand will need to be removed. Youalso will find two bolts in the case



Subject:Operating principles

Unit:VW DSG 02E

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The Direct-ShiftGearboxPart 2

Housed inside the six-speed di-rect-shift gearbox (DSG) is aMechatronics assembly con-

sisting of a control module, valvebody and solenoids (see figures 1 and2). It is the control center that shiftsthis manual gearbox automatically byturning on and off two separateclutch drums called the K1 and K2clutches.

Each clutch supplies engine torqueto its respective input shaft, whichthen drives one of two output shafts.The K1 clutch and Input Shaft 1 pro-vide 1st, 3rd, 5th and reverse gears,and the K2 clutch and Input Shaft 2provide 2nd, 4th and 6th gears (see

Figure 1

figures 3 and 4). As you can easily de-termine, K1 is cycled on for 1st andthen turns off while K2 is cycled onfor 2nd and so on.

The output-shaft configurationsare slightly different from those ofthe input shafts in that Output Shaft 1consists of 1st, 2nd, 3rd and 4th gearsand Output Shaft 2 consists of 5th,Neutral, 6th and reverse gears (seefigures 5 and 6 on page 42).

Since the Mechatronics is controlcentral, let’s begin by seeing all that itis equipped with to operate this clev-erly designed unit, starting with the11 solenoids shown in figures 7 and 8.

Valve-body and solenoid side of the Mechatronics assembly

text continues on page 43

June 2007 41

Figure 2

Figure 3

Figure 4

Control-module side of the Mechatronics assembly Two different colors are used to distinguish inputshafts 1 and 2.

Input Shaft 1 runs throughthe center of Input Shaft 2

Pump shaft runsthrough the centerof Input Shaft 1

K2 clutch splines to InputShaft 2 for 2nd, 4th and 6th

K1 clutch splines toInput Shaft 1 for 1st,3rd, 5th and reverse

Pump shaft splines toclutch-housing cover.The clutch housingsplines into the dual-mass flywheel

Speed sender G501

6th & 4thgears

Speed sender G502

5thgear

2ndgear

1st &rev.

gears3rdgear

Input Shaft 1

Input Shaft 2

Copyright © 2007 ATSG



Figure 5

Figure 6 Figure 7


1st, 2nd and 3rd gears use athree-piece synchronizerthat consists of an outersynchro ring, an intermedi-ate ring and a friction conethat is integral to the gear.

4th, 5th and 6th gears usea simple cone system consisting of a synchroring and the friction coneon the gear. The speed difference with thesegears is not as great aswith 1st, 2nd and 3rd. As a result, the balance of speed requires lesseffort in synchronization,which takes place faster.

1stGear

Output Shaft 1

Output Shaft 2

Pulse wheel for speedsenders G195 and 196

3rdGear

4thGear

2ndGear

OutputShaft

OutputShaftReverse

6thGearNeutral

5thGear

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

June 2007 43

Figure 8

Each of the clutches (K1 and K2) has its own sole-noid with which its assigned clutch is cycled on andoff during gear changes, as you can see in the upper-left corner of Figure 8 (N215 for K1 and N216 for K2).Greater details of this solenoid and all the others, aswell as other components integral to theMechatronics, will be discussed in part 3 of this arti-cle.

The next four solenoids (N88, N89, N90 and N91)make up the shift-solenoid group. N88 is responsiblefor 1st and 5th gears, N89 takes care of 3rd and neu-tral, N90 handles 2nd and 6th, and N91 provides 4thand reverse.

For each of these shift solenoids to be able to pro-vide two different gears at different times, a “multi-plexer” valve in the valve body (see Figure 9) is

Figure 9


N216 – K2 pressure-control

solenoid

N217 – Main line-pressure-control

solenoid Pressure-reliefvalve and exhausthole (blows offafter 32 bars)

N218 – # 4 pressure-controlsolenoid (cooling oil)

N92 – # 5 multiplexersolenoid

N89 – # 2 gear-actuatorsolenoid

N233 – # 5 pressure-control

solenoid (safety 1)

K1 regulator solenoidK1-clutch circuitN88 – 1st & 5thN89 – 3rd & neutral

N88 – # 1 gear-actuator

solenoid

N90 – # 3 gear-actuator

solenoid

N371 – # 6 pressure-control

solenoid (safety 2)

K2 regulator solenoidK2-clutch circuitN90 – 2nd & 6thN91 – 4th & reverse

N91 – # 4 gear-actuatorsolenoid

N215 – K1 pressure-controlsolenoid

Note: Four shoulder bolts are used tohold the conductor plate down ontothe solenoids and easily could be misused as solenoid attaching bolts.

text continues on page 48



3 1 N 5 R 6 4 2

N88 N89 N90 N91

MultiplexerN92

K2 Reg. Sol.N216

K1 Reg. Sol.N215

G193 Press. Sender

G194 Press. Sender

To K1 Clutch

MultiplexerValve

Clutch cooling oil slide valve

# 3 Main Line Pressure Control

Solenoid N217

# 4 Cooling Pressure Control Solenoid

N218

ExternalCooler

To K2 Clutch

First Gear

Exhaust

Press.ReliefValve

ExternalFilter

GearLubr.Spray

Sump and Internal Filter

N233 SafetySolenoid & Valve


DamperPiston

Exhaust

N88 - 1st and 5th

N89 - 3rd and Neutral

N90 - 2nd and 6th

N91 - 4th and Reverse


Exhaust

Exhaust

Exhaust

PRValve

Figure 10


N88 – 1st and 5thN89 – 3rd and neutralN90 – 2nd and 6thN91 – 4th and reverse

First gear

June 2007 45

3 1 N 5 R 6 4 2

N88

MultiplexerN92

K2 Reg. Sol.N216

K1 Reg. Sol.N215

G193 Press. Sender

G194 Press. Sender

To K1 Clutch

MultiplexerValve

To K2 Clutch

Exhaust


N88 - 1st and 5th


N90 - 2nd and 6th



N89 N90 N91

Exhaust Exhaust

Figure 11



Second gear

Circle No. 3 on Reader Card

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3 1 N 5 R 6 4 2

N88

MultiplexerN92

K2 Reg. Sol.N216

K1 Reg. Sol.N215

G193 Press. Sender

G194 Press. Sender

To K1 Clutch

MultiplexerValve

To K2 Clutch

Exhaust


N88 - 1st and 5th


N90 - 2nd and 6th



N89 N90 N91

Exhaust Exhaust

Figure 13



Fourth gear

3 1 N 5 R 6 4 2

N88

MultiplexerN92

K2 Reg. Sol.N216

K1 Reg. Sol.N215

G193 Press. Sender

G194 Press. Sender

To K1 Clutch

MultiplexerValve

To K2 Clutch

Third Gear

Exhaust


N88 - 1st and 5th


N90 - 2nd and 6th



N89 N90 N91

Exhaust Exhaust

Figure 12



Third gear

June 2007 47

3 1 N 5 R 6 4 2

N88

MultiplexerN92

K2 Reg. Sol.N216

K1 Reg. Sol.N215

G193 Press. Sender

G194 Press. Sender

To K1 Clutch

MultiplexerValve

To K2 Clutch

Exhaust

p


N88 - 1st and 5th


N90 - 2nd and 6th



N89 N90 N91

Exhaust Exhaust

Figure 14



Fifth gear

Circle No. 10 on Reader Card






operated by the multiplexer sole-noid (N92), shown at the 3 o’clockposition in Figure 8. The multi-plexer solenoid turns on and off tostroke and un-stroke the multi-plexer valve to redirect solenoid-signal pressure to the appropriateshift rail. The idea is similar to thatof a Chrysler 604 (41TE) transmis-sion, in which the solenoid shiftvalve in the valve body is strokedin such a way that it allows theL/R solenoid to double as a TCCsolenoid.

Another interesting point is thatthis multiplexer solenoid is exactlylike the one used as a converter-clutch solenoid in Saturn Vue con-tinuously variable transmissions.

Volkswagen says that when themultiplexer solenoid is off, 1st, 3rd,5th and reverse can be achieved,but from the hydraulics that I drewit seems that 1st, 3rd, 6th and re-verse can be achieved. Conversely,VW says that when the solenoid isturned on, 2nd, 4th and 6th can be

achieved, yet the hydraulics revealthat 2nd, 4th, 5th and neutral canbe achieved (see Figure 10 on page44, Figure 11 on page 45, figures 12and 13 on page 46, Figure 14 onpage 47 and Figure 15 above).

We now have four solenoids re-maining. N217 is the main line-pressure-control solenoid, andN218 controls clutch cooling pres-sure. The other two are safety con-trol solenoids. N233 controls thefluid circuit to the N215, N88 andN89 solenoids, and N371 controlsthe fluid circuit to N216, N90 andN91. These safety solenoids areused to isolate hydraulic pressureto its associated section of the gear-box. In other words, if a problem isdetected with either 2nd, 4th, 6thor reverse, N371 shuts down pres-sure to N216, N90 and N91. 1st and3rd will become failsafe gears. If aproblem is detected in either 1st,3rd or 5th, N233 shuts down pres-sure to N215, N88 and N89 andonly 2nd gear will the failsafe gear.

When you compare the informa-tion provided in Figure 8 with thehydraulic schematics in figures 10through 15, much of what we’veexplained will make a bit moresense, and we will continue withadditional information on this unitnext month. TD

3 1 N 5 R 6 4 2

N88

MultiplexerN92

K2 Reg. Sol.N216

K1 Reg. Sol.N215

G193 Press. Sender

G194 Press. Sender

To K1 Clutch

MultiplexerValve



To K2 Clutch

Exhaust

Sump and Internal Filter

DamperPiston

N88 - 1st and 5th


N90 - 2nd and 6th



N89 N90 N91

Exhaust Exhaust

Figure 15



Sixth gear



Subject:Solenoid operation

Unit:VW DSG 02E

Vehicle Applications:2004-up New Beetle, New Jetta, Golf GTI

Essential Reading:

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Volkswagen’s


Although the DSG 02Etransmission contains 11solenoids, they could be

placed into three categories:gear actuator, pressure controland TCC. This article covers thefirst group and part of the sec-ond, and next month’s articlewill cover the rest of the secondgroup and the third.

A typical-style conductorplate is used for the solenoidcircuitry and is secured to thevalve-body Mechatronic assem-bly with four # 20 Torx-headshoulder bolts that could be eas-ily misused as solenoid attach-ing bolts (see figures 1 and 2).Once the conductor plate is re-moved all 11 solenoids comeinto view (see Figure 3). If yousave past issues of TransmissionDigest you will find in lastmonth’s issue on page 43 inFigure 8 a layout that willquickly identify each of thesesolenoids. I suggest reading itagain if you have it, as it willenhance this article greatly.

N88, N89, N90 and N91 makeup the first group, the gear-ac-tuator solenoids. They areon/off solenoids that measure 7to 9 ohms and provide one oftwo gears, depending upon theposition of the multiplexervalve in the valve body. Youmust be careful when removinga gear actuator solenoid, asthere is a directional ball seat, a6mm-diameter checkball, a

Figure 1

Figure 2

Figure 3

text continues page 20



Figure 4

Under each of the gear-actuator solenoids 1, 2, 3 and 4 there are two O-rings, a 6mm ball, a short five-coil spring (6.25mm in length, 5.05mm indiameter) and a ball seat. The spring goes into the valve-body pocketfirst, followed by the ball and two O-rings. The ball seat is directionallysensitive. The slotted side faces the solenoid and the tapered seatfaces the ball.

Solenoid side

Ball side Inner andouter O-rings

Short five-coilspring

6mm ball

Oil pressure is sent to theball through the spring andis blocked from passingthrough the solenoid whenthe solenoid is turned off.

When the solenoid is energizedthe plunger pushes the balldown, allowing oil pressure toget past the ball seat and enterits circuit.




N88

N89

N90

N91

Figure 5

Figure 6 Figure 7

The # 1 gear-actuator solenoid N88 is an on/off solenoid that measuresabout 7 to 9 ohms. When the solenoid is off, pressure is prevented fromreaching 1st- and 5th-gear actuators.

The # 2 gear-actuator solenoid N89 is an on/off solenoid that measuresabout 7 to 9 ohms. When the solenoid is off, pressure is prevented fromreaching 3rd-gear and neutral actuators.

The # 3 gear-actuator solenoid N90 is an on/off solenoid that measuresabout 7 to 9 ohms. When the solenoid is off, pressure is prevented fromreaching 2nd- and 6th-gear actuators.

The # 4 gear-actuator solenoid N91 is an on/off solenoid that measuresabout 7 to 9 ohms. When the solenoid is off, pressure is prevented fromreaching 4th- and reverse-gear actuators.

When a solenoid fails, the operation of its associated gear actuator and relevant section of the gear-box will cease. The vehicle may be allowed to have either 2nd gear only or 1st and 3rd gears only.


Figure 9

Figure 8 Figure 10

Figure 11

Oil pressure is sent to the tip of the sole-noid and blocked from passing throughwhen the solenoid is turned off.

When the solenoid is energized an inter-nal plunger lifts off its seat and the pres-sure is exhausted.

to exhaust

Only an O-ring is fitted to the tip of pressure-control solenoids N217, N218, N233 and N371.





N217

N218

Pressuthat methat cagear bno long

N233

Pressuthat methat cagear bno longwill be

N371

Figure 12

small five-coil spring and two O-rings under each of them (seefigures 4 through 10 on pages 10,12, and 18).

Pressure is supplied to these so-lenoids from the spring pocketpushing the ball up against the ballseat on the solenoid. When the so-lenoid is energized, a pushrod in

Pressure-control solenoid # 3 (N217) is a normally applied solenoid thatmeasures 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 worksunder maximum line pressure.

Pressure-control solenoid # 4 (N218) is a normally applied solenoid thatmeasures about 4 to 6 ohms. This solenoid regulates the volume of oilused to cool the K1 and K2 clutches. The multi-plate-clutch oil-tempera-ture sender G509 influences the operation of this solenoid greatly. Ifthis solenoid fails so there is minimal cooling fluid, the clutches willoverheat. If the solenoid fails so that it delivers the maximum volume ofcooling fluid, gear change becomes difficult at cold ambient tempera-tures and the driver may notice a loss of fuel economy.

Pressure-control solenoid # 5 (N233) is a normally applied solenoid thatmeasures about 4 to 6 ohms. This is a safety solenoid that can isolatehydraulic pressure to its associated section of the gearbox, known assection 1. When this solenoid fails, gears no longer can be selectedfrom section 1. Only 2nd gear will be available.

Pressure-control solenoid # 6 (N371) is a normally applied solenoid thatmeasures about 4 to 6 ohms. This is a safety solenoid that can isolatehydraulic pressure to its associated section of the gearbox, known assection 2. When this solenoid fails, gears no longer can be selectedfrom section 2. Only 1st and 3rd gears will be available.

the solenoid extends outward,pushing the ball off its seat. Thisallows the feed pressure to runaround the ball to the back side ofthe seat and out of its slotted sideopenings (see Figure 4 on page 10),where it is then directed to themultiplexer valve and on to its re-spective gear actuator.

By looking at the operation of

this solenoid you can see the im-portance of the ball seat’s being in-stalled correctly and of havingproperly sealing O-rings, for theykeep the supply and apply circuitsseparated. It will be interesting tosee what could happen when thesmaller O-ring leaks, allowing sup-ply pressure into the gear-actuator




text continued from page 8

continues page 22

Figure 13

Figure 14

Figure 15

N371 safety-control solenoid

N218 pressure-control solenoid (K1/K2-clutch cooling pressure)

apply circuit to the multiplexervalve when it should not be there.

The second grouping consistsof six pressure-control solenoids.The four being discussed in thisarticle are N217, N218, N233 andN371 (see figures 11 through 15).N217 is used to control main linepressure, N218 is used to controlcooling pressure to the K1 and K2clutches, and N233 and N371 aresafety-control solenoids.

When you look at figures 13and 14, you will notice that thesafety-control solenoid is con-structed slightly differently fromthe pressure-control solenoid, yetthey all measure 4 to 6 ohms, theyall are normally closed and onlyone O-ring is fitted to the snout ofeach (see Figure 15).

Pressure is supplied to the tipof each of these solenoids, andtheir respective circuits arecharged with pressure when thesolenoid is off. When the solenoidbecomes energized, fluid passesthrough the solenoid to an ex-haust, dropping pressure in theirrespective circuits (see Figure 11).For a more-detailed explanation ofeach of these solenoids read theoperating details provided inFigure 12. We will finish lookingat the remaining solenoids andsome helpful box information inpart 4 next month. TD








Subject:Operation of pressure-controland multiplexer solenoids

Unit:VW DSG 02E

Vehicle Applications:2004-up New Beetle, NewJetta, Golf GTI

Essential Reading:

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Shop Owner

Center Manager

Diagnostician

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Volkswagen’s


Picking up where we left off lastmonth, the remaining three so-lenoids to cover are two pres-

sure-control solenoids – N215, whichoperates the K1 clutch, and N216,which operates the K2 clutch – andthe N92 multiplexer solenoid (seeFigure 1).

The multiplexer solenoid measuresabout 15 to 20 ohms, as shown inFigure 2 on page 12. Be careful not to

lose parts when removing this sole-noid, as there are two O-rings, a di-rectional ball seat and ball under thesolenoid (see figures 3 through 5).Additionally, the attaching bolts holdtogether the solenoid assembly,which will fall apart in pieces as youcan see in Figure 6. Figures 7 and 8are close-up views showing the ball-seat and non-ball seat side of the disc,

Figure 1

N215 – K1pressure-controlsolenoid

N216 – K2 pressure-controlsolenoid

N92 – #5multiplexer

solenoid


continues page 12



which must be installed correctly.Figure 9 on page 20 shows detailsof the solenoid operation.

The N215 and N216 solenoidsmeasure 4.5 to 6.5 ohms as seen in

Figure 10. When these two sole-noids are removed, there is a one-piece silicone-beaded screen gasketsimilar in construction to Ford’s5R110W valve-body gasket (see

Figure 11). We have seen the nega-tive effects mineral spirits have onthe white silicone bead, and so mysuspicion is that mineral spirits

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8




Figure 9

Figure 10 Figure 11


Oil pressure is sent to the ball from the bot-tom and is blocked from passing through thesolenoid when the solenoid is turned off.

When the solenoid is energized the plungerpushes the ball down, allowing oil pressure toget past the ball seat and enter its circuit.

Take care whenremoving this solenoidassembly from thevalve body, as all itsparts will separate.

Under the N92 #5 multiplexer solenoid are two O-rings, a thin ball seat (about1.50mm) and a 3.94mm ball. The ball goes into the solenoid pocket, followed bytwo O-rings and the ball seat. The ball seat is directionally sensitive. Be surethat the flat side faces the solenoid and the tapered seat faces the ball.

continued from page 12

Figure 12 Figure 13

Figure 14


Under the K1 (N215) and K2 (N216) pressure-regulator solenoids is a molded gasket. Take care notto allow the gasket to make contact with mineral spirits, which will deteriorate the silicone bead.

Accumulator-spring andpiston assembly

Regulator valve. The boreplug is press-fitted intothe bore.

Pressure in

1.58mm balance hole

Pressure out

1.82mm orificeto accumulatorpiston and regulatingvalve

When the solenoid is offthe valve is held downby pressure acting onthe end of the valvethrough the 1.58mmbalance orifice.

When the solenoid regulatesit pushes the valve up,allowing increased pressure into the accumulated clutch circuit.



N215

N216Pressure Contthat measures pressure to theof this solenoistate keeping tThis solenoid or cause it to p

Figure 15




would damage the silicone bead onthis screen gasket as well.

Each of these two solenoids con-sists of a free-floating valve and aspring-loaded accumulator (seeFigure 12 on page 22). The valve isheld in place by a pressed-in boreplug that is not removable – un-less, of course, you drill into it andpull it out as I did. It is much easierto just shake the assembly to verifythat the valve is not stuck.

Looking into the hydraulic sideof the solenoid there are two ori-fices, one feeding the back end of

the valve and the other feeding theaccumulator piston and clutch cir-cuit (see figures 13 and 14). Figure14 provides the operation of theseclutch-control solenoids as well asorifice identification and dimen-sions. Figure 15 provides furtherdetails on the K1, K2 and multi-plexer solenoids.

Next month’s final installmenton the DSG transmission will pro-vide identification of the valve-body small parts and circuits,case-passage identification, shift-rail operation and TCM informa-tion. TD

Pressure-control solenoid #1 (N215) is a normally low solenoid that measuresabout 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 andcausing 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-control solenoid #2 (N216) is a normally low solenoid that measuresabout 4.5 to 6.5 ohms. This solenoid regulates pressure to the K2 clutch.Engine torque influences the operation of this solenoid significantly. This solenoid could fail in the applied state, keeping the K2 clutch applied andcausing the engine to stall at a stop. Failure of the solenoid also could prevent the K2 clutch from applying or cause it to apply partially, resulting in premature failure of the clutch.

The #5 multiplexer solenoid (N92) is an on/off solenoid that measures about 15to 20 ohms. This solenoid is used to stroke the multiplexer valve in the valvebody, which allows for one gear-actuator solenoid to provide two differentgears.

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.




text continued from page 12



Subject:Valve-body components and operation

Unit:VW DSG 02E

Vehicle Applications:2004-up New Beetle, New Jetta, Golf GTI

Essential Reading:

Rebuilder

Shop Owner

Center Manager

Diagnostician

R & R


The DSG valve body is definitelyone of the simplest we haveseen in transmissions (see fig-

ures 1 through 5 here and on page18). It contains only five valve line-ups, two checkballs, three damper as-semblies, two pressure senders(pressure sensors/transducers) and13 filters (see figures 2, 3 and 5).

The two checkballs and pressuresenders are in the K1- and K2-clutchpressure circuits, which are being

Figure 1

Figure 2

Volkswagen’s



Pressure-regulatorvalve Clutch-cooling

valve

continues page 18



Figure 3 Figure 4

used for precise clutch-pressurecontrol and release. These sensorsare integral to the TCM and arestaked into the channel-plate por-tion of the valve body (see Figure4), making these sensors non-serv-iceable separately. This also meansthat the TCM cannot be easily re-moved from the valve body even ifyou remove all the bolts (seeFigure 6 on page 20). So it appearsthat if a pressure sender fails, youwill be buying a TCM/valve-bodyassembly to correct the problem.

It is no secret that the manufac-turers are doing everything theycan to get us to the place where allwe can do is unit replacements –very un-American, in my opinion.If you prevent the middle-classworking man from earning a liv-ing, you weaken a country. It is nottypical of me to get on a soapboxlike this, but the things we are see-ing in the automotive businesshave me very concerned.

Try to buy transmission partsfor a Nissan Murano; it cannot bedone. You are forced to buy a

Figure 5

whole transmission. Our politi-cians do not give a hoot aboutAmerica, just their back pocket. Itsure would be nice if our automo-tive associations had more clout onThe Hill. OK, I am done; back totech. Thank you for giving me afew minutes to blow off somesteam.

With the valve body as simpleas it is, it does not take much effortto identify and trace hydraulic cir-cuits, as I did in Figure 7. This be-comes helpful in identifying case


Valve-Body Details

Multiplexervalve

N3

71

sa

fety

va

lve

N2

33

sa

fety

va

lve

Valve-Body Details

Hydraulic-pressuresender 1 (G193)

Hydraulic-pressuresender 2 (G194)

4.25mmball-seatflat faces

up

6mm ball


continued from page 10

continues page 20



Figure 6 you look at Figure 11, you can seehow one can inspect these gear ac-tuators for leaks with compressedair through their respective casepassages.

You also will notice that thereare slots and holes within the cen-ter of the case as shown in Figure12. These are openings for varioussensors built into the TCM, whichare identified in Figure 13 on page26. Four of those sensors are called

“travel sensors.” Theymonitor the position of thefour shift rails by readingthe magnet travel sendersthat are affixed to each ofthe rails (see figures 14and 15).

The other sensors andsenders identified in fig-ures 13 and 15 are:

• The input-speedsender (G182) is a Hall-ef-fect sensor that reads theoutside of the K1/K2-clutch drum, which rotatesat engine speed. This sig-nal is used to calculateclutch slip for a more-pre-cise control of clutch applyand release. In the event ofa failure, the redundancybackup is an engine-speedsignal, which the transmis-sion computer receivesover the CAN (controllerarea network) bus.

• The multiplate-clutchoil-temperature sender(G509) is also inside thesame housing as the input-speed sender, and it meas-ures the temperature of theoil as it comes from theoutlet ports in the drumassembly. From this input,the transmission computerregulates the flow ofclutch-cooling oil and initi-ates further measures toprotect the gearbox. Itmeasures temperaturesrapidly and works withina range from –55° C to+180° C. As a backup

passages for testing. For example,if you look below the multiplexervalve in the hydraulic circuitshown in Figure 8 on page 22, theshift rails inside the transmissionare represented. From left to rightyou have the 3-1 shift rail, the N-5,the R-6 and then the 4-6. Each endof these shift rails sits inside acylinder containing a piston sealknown as a gear actuator (see fig-ures 9 and 10 on page 24). When

4

4

4

4

1

1

6

6

5

5

5

5 1

2

2

3

3

3

R

R

R

N

N

N90 N89 N91 N88

X

2

2 Pressure SenderG194

1 Pressure SenderG193

N88 Sign

XXXX

N91 Signal

N90 Signal

N88 Signal

N89 Signal

N371 D

N233Da

er Damper

t cooler In

utch Cool

K2 K1

MultiplexerSignal

N218 Signal

N217 Signal

Pump Out

Figure 7


Multiplexersignal

2

N90

6 N

N89

3 4 R 5 1

N88N91

K2 K1

N371 safetysolenoid &valve

N88 signal

N233 safetysolenoid &valveN91

signal

N371damper

N90 signal

N89 signal

N88 signal

N233damper

K2-pressuresender G194

K1-pressuresender G193

Ext. cooler in

Clutch cool

Cooler damper

N218 signal

N217 signal

Pump out

Pump in


Figure 8Hydraulic Details

Press.reliefvalve

PR valve

Externalcooler

Externalfilter

Gear lubespray

Damperpiston N371 safety

solenoid & valve

# 4 cooling-pressurecontrol solenoid N218

Clutch-cooling-oilslide valve

# 3 main line-pressurecontrol solenoid N217

Exhaust

Exhaust

Exhaust Exhaust

Exhaust

N233 safetysolenoid & valve

G193 press.sender

To K1 clutch

K1 reg. sol.N215

N88 – 1st and 5th

N89 – 3rd and neutral

N90 – 2nd and 6th

N91 – 4th and reverse

G194 press.sender

To K2 clutch

K2 reg. sol.N216

MultiplexerN92

Multiplexervalve

N88 N89 N90 N91

3 1 N 5 R 6 4 2

Sump and internal filter

First gear




Figure 9 Figure 10

Figure 12

mounted on each shaft. These sig-nals are used in conjunction withthe input-speed signal (G182) todetermine the output slip ofclutches K1 and K2. Besides usingthese signals to tailor clutch-slipcontrol, it also can determinewhether the right gear ratio hasbeen selected. If sender G501 fails,only second gear can be achieved.If sensor G502 fails, only 1st and3rd can be achieved.

Output-speed sensors G195 andG196 are also Hall-effect sensorsinside the transmission computer.They, too, are excited by a wheel-speed sensor mounted on the shaft.By having two output-speed sig-nals that are offset, the computercan detect direction of travel. TheG195 sends a “high” signal and theG196 sends a “low” signal. As a re-dundancy should these sensorsfail, ABS wheel-speed signals aresubstituted for both direction oftravel and road speed.

• Gear-oil temperature senderG93 and control-unit temperaturesender G510 are both inside theMechatronic transmission-controlunit. With this unit being placedinside the transmission, the oiltemperature can be monitored.These two sensor signals are usedto check the Mechatronic’s temper-ature, they are used to start awarm-up program and they checkeach other for faults. If an overtemp is detected, measures are ini-tiated to reduce oil temperature asrapidly as possible to avoid exces-sive heat generation in the

should this sensor fail, the trans-mission computer uses signalsfrom the gear-oil temperature sen-sor G93 and the control-unit tem-perature sensor G510, both insidethe transmission computer.

• Input-shaft speed sensor 1(G501) and input-shaft speed sen-sor 2 (G502) are both Hall-effectsensors inside the transmissioncomputer. These sensors are excit-ed by the wheel-speed sensors

Figure 11

To externalcooler4th-gear shift

1st-gearshift

Clutchcoolingcircuit

K2 clutch

K1 clutch

6th-gearshift

5th-gearshift

2nd-gearshift

3rd-gearshift

Pump out(to PR)

Pump in

Reverse-gear shift

Neutral-gear shift

Molded seals areused inside eachof the shift-forkcylinders




continues page 26

Figure 13 Figure 14

Mechatronic unit. At temperaturesthat exceed 138° C, theMechatronic unit initiates a reduc-tion in engine torque. Above 145°C, oil no longer is supplied to theK1 and K2 clutches, placing thetransmission in neutral.

This concludes the series on theDSG 02E gearbox designed to giveyou an idea of the type of trans-missions we can expect to see moreof. Its compact design and theelimination of a torque converterare quite favorable for the manu-facturer.

So now we have CVTs, DSGs,six-speed front- and rear-wheel-drive transmissions, AWD trans-missions and, yes, there is now aneight-speed rear-wheel-drivetransmission by ZF. It looks as ifwe could do well in the transmis-sion business if we could buyparts. Is the right to rebuild beingtaken from us one transmission ata time? TD

Figure 15




Electrical Details

Travel sensorG489

Input-shaftsensor G502

Travel sensorG488

Travel sensorG487

Output-speedsensor G195

Output-speedsensor G196

Control-unit temp.sensor G510

Gear-oil temp.sensor G93

Input-shaftsensor G501

Travel sensorG490


Electrical Details

Output-shaft sender(G195 and G196)

Input-shaftsender 1 (G501)

If a sensor should fail, that section of the gearbox will beisolated for non-use.

Input-shaftsender 2 (G502)

Input-speedsender (G182)Multiplate-clutchoil-temperaturesender (G509)

Magnet travel sensorsmounted on each ofthe four shift railsgenerate signals forthe computer todetect the position ofthe gear actuators.

Travel sensor 1 (G487) detects 1st- and 3rd-gear positionsTravel sensor 2 (G488) detects 2nd- and 4th-gear positionsTravel sensor 1 (G489) detects 6th- and reverse-gear positionsTravel sensor 1 (G490) detects 5th- and neutral-gear positions




direct-shift gearbox 02e eng

Documents

thaninput shaft

eachinput shaft

whichdrives input shaft

shafts isinput shaft

large pilotedinput shaft

shorter isinput shaft

k1 clutch

oiltemperature sensor