02e PDF

Volkswagen Technical Site: http://volkswagen.msk.ru http://vwts.info http://vwts.
ru
Volkswagen, Skoda, Seat, Audi
Technically Speaking
Subject:
Disassembly procedures
Volkswagens
Unit:
VW DSG 02E Direct-Shift Gearbox
Essential Reading:
Rebuilder
Part 1
Shop Owner
Center Manager
Diagnostician New Jetta and Golf GTI models. It is a
V
olkswagens direct-shift gear-
R&R box DSG 02E (see Figure 1) is six-speed manual front-wheel-drive
used in the United States in gearbox that is shifted automatically.
Author:
some 2004-to-present New Beetle, This unit uses two clutch packs,
Wayne Colonna, ATSG called the K1 and K2, to drive two
Transmission Digest
input shafts called no other than
Technical Editor
Figure 1 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 com-
ing!) 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 fly-
wheel (see Figure 2). The front of the
transmission is sealed with a molded
cover plate held into the transmission
Figure 2 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 A snap ring holds the K1/K2 on page 22). Before removing the
snap ring, and when it is removed clutch drum onto the double input valve body you will need to do a
the K1 and K2 drum assembly is shaft. After you remove the snap couple of things. The first is to re-
visible along with a pump-drive ring and pump-drive shaft the move a ribbon wire from a clip re-
shaft. drum assembly will slide off the tainer and unplug it from the
input shafts (see figures 5 through computer (see Figure 12). Then you
8). The longer of the two shafts is need to remove nine #30 black-
Figure 5 input shaft 1 and the shorter is head Torx bolts. It may be a good
input shaft 2. Figures 9 and 10 idea to give them each a sharp tap
show the K1 and K2 clutch drum before removing them as the Torx
partially disassembled. The larger pocket is shallow and can easily
outer clutches are the K1 clutch, strip out.
which drives input shaft 1, and the Once the bolts are removed,
smaller clutches are the K2, which carefully pull the valve body and
drives input shaft 2. TCM assembly off the transmis-
With the side pan removed you sion. And I say carefully because
will find that there is a valve body there is a long double output-
with 11 solenoids and the trans- speed-sensor pickup integral to the
missions computer (see Figure 11 TCM that could be snapped off if
you are unaware of it (see Figure
Figure 6
13). You may tend to use this long
Figure 9 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 previ-
ously unplugged can be removed
from the case (see Figure 14). This
item contains an input-speed sen-
sor and an oil-temperature sensor.
The oil-temperature sensor moni-
tors the temperature of the K1/K2-
Figure 7 clutch cooling oil. This input to the
continues page 22
Figure 10
Figure 8
TCM allows the computer to con- the pump (see Figure 15). With the Figure 13
trol the flow of cooler oil through pump removed you will find a sen-
one of the 11 solenoids on the sor wheel on the back side of out-
valve body. The input-speed sen- put shaft 2 (see Figure 16). This is
sor is used to calculate clutch slip. the sensor wheel that is used to ex-
The engine-speed sensor is used as cite the two Hall-effect output sen-
a backup should this sensor fail. sors in that long extension on the
On the back side of the trans- TCM. The use of two output-speed
mission is a small back cover that sensors allows the TCM not only to
you can remove to gain access to continues page 24
Figure 11
Figure 14
Figure 15
Figure 12
Figure 16
Figure 17 Figure 19
Figure 18 Figure 20
know the speed of the vehicle but after removing the inside axle
also to determine whether it is flange (see Figure 19). You ab- The Bottom Line:
moving forward or reverse. The solutely have to remove these bolts Tell us your opinion of this article:
wheel-speed sensors for the ABS before splitting the case or you will Circle the corresponding number on the free information card.
serve as a backup should these destroy the internal plastic lubrica- 96 Useful information.
97 Not useful information.
sensors fail. tion plumbing assembly. This, I as- 98 We need more information.
Be careful not to deform the sen- sure you, will not make your day.
sor wheel during removal or you The next step is to remove the ex-
will have to find another (see ternal cooler on top of the trans-
Figure 17). Once you remove the mission and remove 22
wheel there is a snap ring that you case-to-cover bolts with a #8 star
will need to remove (see Figure Torx socket. After you are finished
18). you can carefully and safely sepa-
The axle flanges are held into rate the case halves (see Figure 20).
the differential with allen screws I will be back next month with
and will need to be removed. You Part 2 of the DSG 02E. TD
also will find two bolts in the case
Subject:
Operating principles
Unit:
The Direct-Shift
VW DSG 02E
Essential Reading:
Gearbox
Rebuilder Part 2
Shop Owner
Center Manager
Diagnostician
R&R
Author:
H
Wayne Colonna, ATSG oused inside the six-speed di- figures 3 and 4). As you can easily de-
Transmission Digest rect-shift gearbox (DSG) is a termine, K1 is cycled on for 1st and
Technical Editor Mechatronics assembly con- then turns off while K2 is cycled on
sisting of a control module, valve for 2nd and so on.
body and solenoids (see figures 1 and The output-shaft configurations
2). It is the control center that shifts are slightly different from those of
this manual gearbox automatically by the input shafts in that Output Shaft 1
turning on and off two separate consists of 1st, 2nd, 3rd and 4th gears
clutch drums called the K1 and K2 and Output Shaft 2 consists of 5th,
clutches. Neutral, 6th and reverse gears (see
Each clutch supplies engine torque figures 5 and 6 on page 42).
to its respective input shaft, which Since the Mechatronics is control
then drives one of two output shafts. central, lets begin by seeing all that it
The K1 clutch and Input Shaft 1 pro- is equipped with to operate this clev-
vide 1st, 3rd, 5th and reverse gears, erly designed unit, starting with the
and the K2 clutch and Input Shaft 2 11 solenoids shown in figures 7 and 8.
provide 2nd, 4th and 6th gears (see text continues on page 43
Figure 1
Valve-body and solenoid side of the Mechatronics assembly
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, Pump shaft splines to
Input Shaft 1 runs through 3rd, 5th and reverse clutch-housing cover.
the center of Input Shaft 2 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, 4th and 6th
1st &
5th rev. 3rd
gear gears gear
Input Shaft 1
Speed sender G501
6th & 4th 2nd

gears gear
Input Shaft 2
Speed sender G502

Copyright 2007 ATSG
June 2007 41
Figure 5
1st
Gear 3rd 4th 2nd Output
Gear Gear Gear Shaft
1st, 2nd and 3rd gears use a

three-piece synchronizer
that consists of an outer
synchro ring, an intermedi-
ate ring and a friction cone
that is integral to the gear. Output Shaft 1
Both output-shaft gears mesh with the final-drive ring gear
5th 6th Output

4th, 5th and 6th gears use Gear Neutral Gear Reverse Shaft
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 Output Shaft 2
of speed requires less
effort in synchronization,
which takes place faster.
Pulse wheel for speed

senders G195 and 196
Copyright 2007 ATSG
Figure 6 Figure 7
Figure 8
N216 K2 N217 Main
pressure-control line-pressure-control Pressure-relief
solenoid solenoid 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 N90 # 3 N88 # 1 N233 # 5

pressure-control gear-actuator gear-actuator pressure-control
solenoid (safety 2) solenoid solenoid solenoid (safety 1)
K2 regulator solenoid K1 regulator solenoid

Note: Four shoulder bolts are used to
K2-clutch circuit K1-clutch circuit
hold the conductor plate down onto
N90 2nd & 6th N88 1st & 5th
the solenoids and easily could be
N91 4th & reverse N89 3rd & neutral
misused as solenoid attaching bolts.
Copyright 2007 ATSG
Each of the clutches (K1 and K2) has its own sole- Figure 9
noid with which its assigned clutch is cycled on and
off 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, as
well as other components integral to the
Mechatronics, 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 responsible
for 1st and 5th gears, N89 takes care of 3rd and neu-
tral, N90 handles 2nd and 6th, and N91 provides 4th
and 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
text continues on page 48
June 2007 43
Figure 10
PR
# 3 Main Line
Valve
Press. Pressure Control
Relief Solenoid N217
Valve
Exhaust
Clutch cooling
oil slide valve
External
Cooler
External
Filter # 4 Cooling Pressure
Control Solenoid
Gear
N218
Lubr. Exhaust
Spray Damper
Piston N371 Safety
Solenoid & Valve
Sump and Internal Filter
N233 Safety
Solenoid & Valve
G194 Press.
Exhaust Exhaust
Sender
G193 Press. To K2 Clutch
Sender
To K1 Clutch
N88 N89 N90 N91

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

K2 Reg. Sol.
N216
K1 Reg. Sol.
N215 Multiplexer
Exhaust
N92
N88 - 1st and 5th
N90 - 2nd
N88 and 6th
1st and 5th Multiplexer
N91 - 4th and Reverse
N89 3rd and neutral Valve
N90 2nd and 6th
N91 4th and reverse
Second gear 3 1 N 5 R 6 4 2
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. 3 on Reader Card

June 2007 45
Figure 12
N233 Safety
Solenoid & Valve
G194 Press.
Exhaust Exhaust
Sender
Sender
To K1 Clutch
N88 N89 N90 N91

K2 Reg. Sol.
N216
K1 Reg. Sol.
N215 Multiplexer
Exhaust
N92
N88 - 1st and 5th
N88 1st and 5th
N89 3rd and neutral
N90 2nd
Third and 6th
Gear 3 1 N 5 R 6 4 2
N91 4th and reverse Copyright 2007 ATSG
Third gear
Copyright 2007 ATSG
Figure 13
N233 Safety
Solenoid & Valve
G194 Press.
Exhaust Exhaust
Sender
Sender
To K1 Clutch
N88 N89 N90 N91

K2 Reg. Sol.
N216
K1 Reg. Sol.
N215 Multiplexer
Exhaust
N92
N88 - 1st and 5th
N88 1st and 5th

N89 3rd and neutral
N90 2nd and 6th 3 1 N 5 R 6 4 2
N91 4th and reverse
Copyright 2007 ATSG
Fourth gear
Copyright 2007 ATSG
p
Figure 14
N233 Safety
Solenoid & Valve
G194 Press.
Exhaust Exhaust
Sender
Sender
To K1 Clutch
N88 N89 N90 N91

K2 Reg. Sol.
N216
K1 Reg. Sol.
N215 Multiplexer
Exhaust
N92
N88 - 1st and 5th
N90
N88 -2nd
1st and
and 6th
5th Multiplexer
N91 - 4th and Reverse
N89 3rd and neutral Valve
N90 2nd and 6th
N91 4th and reverse
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
Damper
Figure 15 Piston N371 Safety
Solenoid & Valve
Sump and Internal Filter
N233 Safety
Solenoid & Valve
G194 Press.
Exhaust Exhaust
Sender
Sender
To K1 Clutch
N88 N89 N90 N91

K2 Reg. Sol.
N216
K1 Reg. Sol.
N215 Multiplexer
Exhaust
N92
N88 - 1st and 5th
N90 - 2nd and 6th
N88 1st and 5th Multiplexer
N89 3rd and neutral
N90 2nd and 6th
N91 4th and reverse
3 1 N 5 R 6 4 2
Sixth gear Copyright 2007 ATSG
Copyright 2007 ATSG
operated by the multiplexer sole- achieved, yet the hydraulics reveal When you compare the informa-
noid (N92), shown at the 3 oclock that 2nd, 4th, 5th and neutral can tion provided in Figure 8 with the
position in Figure 8. The multi- be achieved (see Figure 10 on page hydraulic schematics in figures 10
plexer solenoid turns on and off to 44, Figure 11 on page 45, figures 12 through 15, much of what weve
stroke and un-stroke the multi- and 13 on page 46, Figure 14 on explained will make a bit more
plexer valve to redirect solenoid- page 47 and Figure 15 above). sense, and we will continue with
signal pressure to the appropriate We now have four solenoids re- additional information on this unit
shift rail. The idea is similar to that maining. N217 is the main line- next month. TD
of a Chrysler 604 (41TE) transmis- pressure-control solenoid, and
sion, in which the solenoid shift N218 controls clutch cooling pres-
valve in the valve body is stroked sure. The other two are safety con-
in such a way that it allows the trol solenoids. N233 controls the
L/R solenoid to double as a TCC fluid circuit to the N215, N88 and
The Bottom Line:
Tell us your opinion of this article:
solenoid. N89 solenoids, and N371 controls Circle the corresponding number on the free information card.
Another interesting point is that the fluid circuit to N216, N90 and 96 Useful information.
this multiplexer solenoid is exactly N91. These safety solenoids are 97 Not useful information.
98 We need more information.
like the one used as a converter- used to isolate hydraulic pressure
clutch solenoid in Saturn Vue con- to its associated section of the gear-
tinuously variable transmissions. box. In other words, if a problem is
Volkswagen says that when the detected with either 2nd, 4th, 6th
multiplexer solenoid is off, 1st, 3rd, or reverse, N371 shuts down pres-
5th and reverse can be achieved, sure to N216, N90 and N91. 1st and
but from the hydraulics that I drew 3rd will become failsafe gears. If a
it seems that 1st, 3rd, 6th and re- problem is detected in either 1st,
verse can be achieved. Conversely, 3rd or 5th, N233 shuts down pres-
VW says that when the solenoid is sure to N215, N88 and N89 and
turned on, 2nd, 4th and 6th can be only 2nd gear will the failsafe gear.
Subject:
Solenoid operation
Volkswagens
Unit:
VW DSG 02E
Direct-Shift Gearbox
Vehicle Applications:
2004-up New Beetle,
Part 3
New Jetta, Golf GTI
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
A
lthough the DSG 02E Figure 1
R&R transmission contains 11
solenoids, they could be
Author:
placed into three categories:
Wayne Colonna, ATSG gear actuator, pressure control
Transmission Digest
Technical Editor and TCC. This article covers the
first group and part of the sec-
ond, 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 assem-
bly with four # 20 Torx-head
shoulder bolts that could be eas-
ily misused as solenoid attach-
ing bolts (see figures 1 and 2).
Once the conductor plate is re- Figure 2
moved 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
Figure 3
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-ac-
tuator 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 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 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
Short five-coil
Solenoid side spring
Ball side Inner and

outer O-rings
Oil pressure is sent to the When the solenoid is energized

ball through the spring and the plunger pushes the ball
is blocked from passing down, allowing oil pressure to
through the solenoid when get past the ball seat and enter
the solenoid is turned off. its circuit.
Copyright 2007 ATSG
Figure 5
The # 1 gear-actuator solenoid N88 is an on/off solenoid that measures
N88
about 7 to 9 ohms. When the solenoid is off, pressure is prevented from
reaching 1st- and 5th-gear actuators.
N89
reaching 3rd-gear and neutral actuators.

N90 about 7 to 9 ohms. When the solenoid is off, pressure is prevented from
reaching 2nd- and 6th-gear actuators.
N91
reaching 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.
Copyright 2007 ATSG
Figure 6 Figure 7
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 sole- When the solenoid is energized an inter-
noid and blocked from passing through nal plunger lifts off its seat and the pres-
when the solenoid is turned off. sure is exhausted. Copyright 2007 ATSG
text continued from page 8 the solenoid extends outward, this solenoid you can see the im-
small five-coil spring and two pushing the ball off its seat. This portance of the ball seats being in-
O-rings under each of them (see allows the feed pressure to run stalled correctly and of having
figures 4 through 10 on pages 10, around the ball to the back side of properly sealing O-rings, for they
12, and 18). the seat and out of its slotted side keep the supply and apply circuits
Pressure is supplied to these so- openings (see Figure 4 on page 10), separated. It will be interesting to
lenoids from the spring pocket where it is then directed to the see what could happen when the
pushing the ball up against the ball multiplexer valve and on to its re- smaller O-ring leaks, allowing sup-
seat on the solenoid. When the so- spective gear actuator. ply pressure into the gear-actuator
lenoid is energized, a pushrod in By looking at the operation of continues page 22
Figure 12
Pressure-control solenoid # 3 (N217) is a normally applied solenoid that

measures about 4 to 6 ohms. This solenoid regulates main line pressure.
N217 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
N218 used to cool the K1 and K2 clutches. The multi-plate-clutch oil-tempera-

ture 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 tempera-
tures and the driver may notice a loss of fuel economy.

Pressu
measures about 4 to 6 ohms. This is a safety solenoid that can isolate
N233 thathydraulic
me pressure to its associated section of the gearbox, known as
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

Pressu
measures about 4 to 6 ohms. This is a safety solenoid that can isolate
N371 thathydraulic
me
thatsection
ca
pressure to its associated section of the gearbox, known as
2. When this solenoid fails, gears no longer can be selected
from section 2. Only 1st and 3rd gears will be available.
gear b
no long
will be
Copyright 2007 ATSG
Figure 13 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 con-
structed slightly differently from
the pressure-control solenoid, yet
they all measure 4 to 6 ohms, they
N371 safety-control solenoid all are normally closed and only
one O-ring is fitted to the snout of
each (see Figure 15).
Figure 14
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 ex-
haust, 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:

Tell us your opinion of this article:
Circle the corresponding number on the free information card.
96 Useful information.
98 We need more information.
Subject:
Operation of pressure-control
and multiplexer solenoids
Volkswagens
Unit:
VW DSG 02E Direct-Shift Gearbox
Vehicle Applications:
2004-up New Beetle, New
Part 4
Jetta, Golf GTI
Essential Reading:
Rebuilder
Shop Owner
P
Center Manager icking up where we left off last lose parts when removing this sole-
Diagnostician month, the remaining three so- noid, as there are two O-rings, a di-
R&R lenoids to cover are two pres- rectional ball seat and ball under the
sure-control solenoids N215, which solenoid (see figures 3 through 5).
Author: operates the K1 clutch, and N216, Additionally, the attaching bolts hold
Wayne Colonna, ATSG which operates the K2 clutch and together the solenoid assembly,
Transmission Digest the N92 multiplexer solenoid (see which will fall apart in pieces as you
Technical Editor Figure 1). can see in Figure 6. Figures 7 and 8
The multiplexer solenoid measures are close-up views showing the ball-
about 15 to 20 ohms, as shown in seat and non-ball seat side of the disc,
Figure 2 on page 12. Be careful not to continues page 12
Figure 1
N216 K2
pressure-control
solenoid
N215 K1
pressure-
control
solenoid
N92 #5
multiplexer
solenoid
Copyright 2007 ATSG
which must be installed correctly. Figure 10. When these two sole- Figure 11). We have seen the nega-
Figure 9 on page 20 shows details noids are removed, there is a one- tive effects mineral spirits have on
of the solenoid operation. piece silicone-beaded screen gasket the white silicone bead, and so my
The N215 and N216 solenoids similar in construction to Fords suspicion is that mineral spirits
measure 4.5 to 6.5 ohms as seen in 5R110W valve-body gasket (see text continues page 24
Figure 2 Figure 5
Figure 3 Figure 6
Figure 4 Figure 7
Figure 8
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 bot- When the solenoid is energized the plunger
tom and is blocked from passing through the pushes the ball down, allowing oil pressure to
solenoid when the solenoid is turned off. get past the ball seat and enter its circuit.
Copyright 2007 ATSG
Figure 10 Figure 11
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 When the solenoid regulates

the valve is held down it pushes the valve up,
by pressure acting on allowing increased
the end of the valve pressure into the
through the 1.58mm accumulated clutch
balance orifice. circuit.
Copyright 2007 ATSG
Figure 15
Pressure-control solenoid #1 (N215) is a normally low solenoid that measures

N215 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
that measures solenoid #2 (N216) is a normally low solenoid that measures
Pressure-control
N216 about 4.5 to
pressure to the
6.5 ohms. This solenoid regulates pressure to the K2 clutch.
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
resulting it to p
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 the valve and the other feeding the The Bottom Line:
would damage the silicone bead on accumulator piston and clutch cir- Tell us your opinion of this article:
this screen gasket as well. cuit (see figures 13 and 14). Figure Circle the corresponding number on the free information card.
Each of these two solenoids con- 96 Useful information.

14 provides the operation of these 97 Not useful information.
sists of a free-floating valve and a clutch-control solenoids as well as 98 We need more information.
spring-loaded accumulator (see orifice identification and dimen-
Figure 12 on page 22). The valve is sions. Figure 15 provides further
held in place by a pressed-in bore details on the K1, K2 and multi-
plug that is not removable un- plexer solenoids.
less, of course, you drill into it and Next months final installment
pull it out as I did. It is much easier on the DSG transmission will pro-
to just shake the assembly to verify vide identification of the valve-
that the valve is not stuck. body small parts and circuits,
Looking into the hydraulic side case-passage identification, shift-
of the solenoid there are two ori- rail operation and TCM informa-
fices, one feeding the back end of tion. TD
Subject:
Valve-body components
Volkswagens
and operation
Unit:
VW DSG 02E
Direct-Shift Gearbox
Vehicle Applications: Part 5
2004-up New Beetle,
New Jetta, Golf GTI
T
Essential Reading: Figure 1 he DSG valve body is definitely
one of the simplest we have
Rebuilder seen in transmissions (see fig-
Shop Owner ures 1 through 5 here and on page
Center Manager 18). It contains only five valve line-
Diagnostician ups, two checkballs, three damper as-
R&R semblies, two pressure senders
(pressure sensors/transducers) and
Author: 13 filters (see figures 2, 3 and 5).
Wayne Colonna, ATSG The two checkballs and pressure
Transmission Digest senders are in the K1- and K2-clutch
Technical Editor pressure circuits, which are being
continues page 18
Figure 2
Pressure-regulator
valve Clutch-cooling
valve
Copyright 2007 ATSG
continued from page 10 It is no secret that the manufac- whole transmission. Our politi-
used for precise clutch-pressure turers are doing everything they cians do not give a hoot about
control and release. These sensors can to get us to the place where all America, just their back pocket. It
are integral to the TCM and are we can do is unit replacements sure would be nice if our automo-
staked into the channel-plate por- very un-American, in my opinion. tive associations had more clout on
tion of the valve body (see Figure If you prevent the middle-class The Hill. OK, I am done; back to
4), making these sensors non-serv- working man from earning a liv- tech. Thank you for giving me a
iceable separately. This also means ing, you weaken a country. It is not few minutes to blow off some
that the TCM cannot be easily re- typical of me to get on a soapbox steam.
moved from the valve body even if like this, but the things we are see- With the valve body as simple
you remove all the bolts (see ing in the automotive business as it is, it does not take much effort
Figure 6 on page 20). So it appears have me very concerned. to identify and trace hydraulic cir-
that if a pressure sender fails, you Try to buy transmission parts cuits, as I did in Figure 7. This be-
will be buying a TCM/valve-body for a Nissan Murano; it cannot be comes helpful in identifying case
assembly to correct the problem. done. You are forced to buy a continues page 20
Figure 3 Figure 4
Valve-Body Details
Figure 5
Valve-Body Details
N371 safety valve
N233 safety valve
Hydraulic-pressure Hydraulic-pressure
sender 1 (G193) sender 2 (G194)
4.25mm
Multiplexer ball-seat
valve flat faces
up
6mm ball
Copyright 2007 ATSG Copyright 2007 ATSG
Figure 6 passages for testing. For example, you look at Figure 11, you can see
if you look below the multiplexer how one can inspect these gear ac-
valve in the hydraulic circuit tuators for leaks with compressed
shown in Figure 8 on page 22, the air through their respective case
shift rails inside the transmission passages.
are represented. From left to right You also will notice that there
you have the 3-1 shift rail, the N-5, are slots and holes within the cen-
the R-6 and then the 4-6. Each end ter of the case as shown in Figure
of these shift rails sits inside a 12. These are openings for various
cylinder containing a piston seal sensors built into the TCM, which
known as a gear actuator (see fig- are identified in Figure 13 on page
ures 9 and 10 on page 24). When 26. Four of those sensors are called
travel sensors. They
monitor the position of the
Figure 7
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
2
N371 safety
senders identified in fig-
solenoid & ures 13 and 15 are:
valve The input-speed
K2-pressure sender (G182) is a Hall-ef-
2 Pressure
sender G194 5
Sender 1 fect sensor that reads the
G194
outside of the K1/K2-
clutch drum, which rotates
N88
N88 signal
Sign
at engine speed. This sig-
nal is used to calculate
1 Pressure clutch slip for a more-pre-
K1-pressure
Sender 4
senderG193
G193 cise control of clutch apply
N233 safety
solenoid & and release. In the event of
K2
K2 K1 K1 N91 valve a failure, the redundancy
4 1 6 signal
N91 Signal backup is an engine-speed
5
Ext. cooler
t coolerin
In signal, which the transmis-
N371
N371 D sion computer receives
utch Cool
Clutch cool damper
over the CAN (controller
N90 signal
N90 Signal area network) bus.
Coolererdamper
Damper The multiplate-clutch
oil-temperature sender
N218 Signal
N218 signal (G509) is also inside the
4
N89 signal
N89 Signal
5
N88 Signal
N88 signal
same housing as the input-
speed sender, and it meas-
N217 Signal
N217 signal N233
N233Da ures the temperature of the
X X X X X
damper oil as it comes from the
2 outlet ports in the drum
3
Pump Out
Pump out
assembly. From this input,
N the transmission computer
R
Pump in regulates the flow of
clutch-cooling oil and initi-
ates further measures to
2
protect the gearbox. It
2 6
6 N N 3
3 4 4 RR 55 11
measures temperatures
rapidly and works within
Multiplexer
Multiplexer N90
N90 N89
N89 N91
N91 N88
N88
Signal
signal a range from 55 C to
Copyright 2007 ATSG
+180 C. As a backup
text continues page 24
Figure 8
Hydraulic Details
PR
valve
# 3 main line-pressure
Press. control solenoid N217
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
G194 press.
Exhaust Exhaust sender
G193 press. To K2 clutch

sender
To K1 clutch
N88 N89 N90 N91

K2 reg. sol.
N216
K1 reg. sol.
N215
Multiplexer
Exhaust
N92
N88 1st and 5th Multiplexer

valve
N89 3rd and neutral
N90 2nd and 6th
N91 4th and reverse
3 1 N 5 R 6 4 2
First gear
Copyright 2007 ATSG
should this sensor fail, the trans- Input-shaft speed sensor 1 mounted on each shaft. These sig-
mission computer uses signals (G501) and input-shaft speed sen- nals are used in conjunction with
from the gear-oil temperature sensor 2 (G502) are both Hall-effect the input-speed signal (G182) to
sor G93 and the control-unit tem- sensors inside the transmission determine the output slip of
perature sensor G510, both inside computer. These sensors are excit- clutches K1 and K2. Besides using
the transmission computer. ed by the wheel-speed sensors these signals to tailor clutch-slip
control, it also can determine
whether the right gear ratio has
Figure 9 Figure 10 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 wheel-
speed sensor mounted on the shaft.
By having two output-speed sig-
nals that are offset, the computer
can detect direction of travel. The
Figure 11 G195 sends a high signal and the
G196 sends a low signal. As a re-
dundancy should these sensors
To external 2nd-gear fail, ABS wheel-speed signals are
4th-gear shift cooler shift substituted for both direction of
1st-gear travel and road speed.
shift
3rd-gear Gear-oil temperature sender
Clutch shift
G93 and control-unit temperature
cooling
circuit Pump out sender G510 are both inside the
(to PR) Mechatronic transmission-control
K2 clutch unit. With this unit being placed
Pump in
K1 clutch inside the transmission, the oil
temperature can be monitored.
6th-gear These two sensor signals are used
shift to check the Mechatronics temper-
Reverse- ature, they are used to start a
5th-gear
gear shift
shift warm-up program and they check
Neutral-
each other for faults. If an over
gear shift temp is detected, measures are ini-
tiated to reduce oil temperature as
rapidly as possible to avoid exces-
sive heat generation in the
continues page 26
Figure 12
Molded seals are

used inside each
of the shift-fork
cylinders
Copyright 2007 ATSG
Figure 13 Figure 14
Electrical Details Output-speed
sensor G195
Travel sensor
Travel sensor G490
G489 Output-speed
sensor G196
Control-unit temp.
sensor G510
Input-shaft
sensor G502 Gear-oil temp.
sensor G93
Input-shaft
sensor G501 Mechatronic unit. At temperatures
Travel sensor
that exceed 138 C, the
G488
Travel sensor Mechatronic unit initiates a reduc-
G487 tion in engine torque. Above 145
C, oil no longer is supplied to the
Copyright 2007 ATSG K1 and K2 clutches, placing the
transmission in neutral.
This concludes the series on the
Figure 15 DSG 02E gearbox designed to give
Electrical Details you an idea of the type of trans-
missions we can expect to see more
of. Its compact design and the
elimination of a torque converter
are 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 an
eight-speed rear-wheel-drive
transmission by ZF. It looks as if
we could do well in the transmis-
Output-shaft sender
(G195 and G196)
sion business if we could buy
parts. Is the right to rebuild being
taken from us one transmission at
a time? TD
Input-shaft Input-shaft Input-speed

sender 1 (G501) sender 2 (G502) sender (G182)
Multiplate-clutch The Bottom Line:
oil-temperature Tell us your opinion of this article:
sender (G509) Circle the corresponding number on the free information card.
96 Useful information.
Magnet travel sensors 98 We need more information.
mounted on each of
the four shift rails
generate signals for
the computer to
detect the position of
the gear actuators.
Travel sensor 1 (G487) detects 1st- and 3rd-gear positions

Travel sensor 2 (G488) detects 2nd- and 4th-gear positions
Travel sensor 1 (G489) detects 6th- and reverse-gear positions
Travel sensor 1 (G490) detects 5th- and neutral-gear positions
If a sensor should fail, that section of the gearbox will be
isolated for non-use.
Copyright 2007 ATSG

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

Valve-body and solenoid side of the Mechatronics assembly

Pump shaft runs

Speed sender G501

6th & 4th 2nd

Speed sender G502

1st, 2nd and 3rd gears use a

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

5th 6th Output

Pulse wheel for speed

Copyright 2007 ATSG

N371 # 6 N90 # 3 N88 # 1 N233 # 5

K2 regulator solenoid K1 regulator solenoid

Copyright 2007 ATSG

G193 Press. To K2 Clutch

N88 N89 N90 N91

G193 Press. To K2 Clutch

N88 N89 N90 N91

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

Circle No. 3 on Reader Card

G193 Press. To K2 Clutch

N88 N89 N90 N91

G193 Press. To K2 Clutch

N88 N89 N90 N91

N88 1st and 5th

G193 Press. To K2 Clutch

N88 N89 N90 N91

Circle No. 10 on Reader Card

G193 Press. To K2 Clutch

N88 N89 N90 N91

Under each of the gear-actuator solenoids 1, 2, 3 and 4 there are two O-

Ball side Inner and

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

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

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

N218 used to cool the K1 and K2 clutches. The multi-plate-clutch oil-tempera-

Pressure-control solenoid # 5 (N233) is a normally applied solenoid that

Pressure-control solenoid # 6 (N371) is a normally applied solenoid that

Figure 13 apply circuit to the multiplexer

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

Figure 15 The Bottom Line:

Copyright 2007 ATSG

Take care when

Regulator valve. The bore

1.58mm balance hole

Pressure in Pressure out

When the solenoid is off When the solenoid regulates

Pressure-control solenoid #1 (N215) is a normally low solenoid that measures

The #5 multiplexer solenoid (N92) is an on/off solenoid that measures about 15

Failure of this solenoid will cause incorrect selection of gears.

Each of these two solenoids con- 96 Useful information.

Copyright 2007 ATSG

N233 safety valve

Copyright 2007 ATSG Copyright 2007 ATSG