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Volkswagen, Skoda, Seat, Audi

Technically Speaking
Subject:
Disassembly procedures

Volkswagens

Unit:
VW DSG 02E

Direct-Shift Gearbox
Part 1

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

Author:
Wayne Colonna, ATSG Transmission Digest Technical Editor

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

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

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

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

Figure 11

Figure 14

Figure 15

Figure 12

Figure 16

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Transmission Digest

Technically Speaking
Figure 17 Figure 19

Figure 18

Figure 20

know the speed of the vehicle but also to determine whether it is moving forward or reverse. 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

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

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24

Transmission Digest

Technically Speaking
Subject:
Operating principles

Unit:
VW DSG 02E

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

The Direct-Shift Gearbox

Part 2

Author:
Wayne Colonna, 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
Figure 1

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

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 splines to clutch-housing cover. 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

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

Technically Speaking
Figure 5 1st Gear 3rd Gear 2nd Gear

4th Gear

Output Shaft

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.

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

Figure 7

42

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)

N90 # 3 gear-actuator solenoid

N88 # 1 gear-actuator solenoid

N233 # 5 pressure-control solenoid (safety 1)

K2 regulator solenoid K2-clutch circuit N90 2nd & 6th N91 4th & reverse

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

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

Figure 9

June 2007

43

Technically Speaking
Figure 10

PR Valve Press. Relief Valve

Exhaust

# 3 Main Line Pressure Control Solenoid N217

Clutch cooling oil slide valve External Cooler External Filter Gear Lubr. Spray
Exhaust

# 4 Cooling Pressure Control Solenoid N218 Damper Piston N371 Safety Solenoid & Valve

Sump and Internal Filter N233 Safety Solenoid & Valve

Exhaust Exhaust

G194 Press. Sender

To K2 Clutch

G193 Press. Sender

To K1 Clutch

N88
K1 Reg. Sol. N215 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

N89

N90

N91

K2 Reg. Sol. N216 Multiplexer N92

Exhaust

Multiplexer Valve

First Gear

Copyright 2007 ATSG

Copyright 2007 ATSG

First gear

44

Transmission Digest

Figure 11

N233 Safety Solenoid & Valve

Exhaust Exhaust

G194 Press. Sender

To K2 Clutch

G193 Press. Sender

To K1 Clutch

N88
K1 Reg. Sol. N215 N88 - 1st and 5th N89 - 3rd and Neutral N90 and 6th N88 2nd 1st and 5th N91 - 4th and Reverse N89 3rd and neutral
N90 2nd and 6th N91 4th and reverse

N89

N90

N91

K2 Reg. Sol. N216 Multiplexer N92

Exhaust

Multiplexer Valve

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.

3 on Reader Card

June 2007

45

Technically Speaking

Figure 12

N233 Safety Solenoid & Valve

Exhaust Exhaust

G194 Press. Sender

To K2 Clutch

G193 Press. Sender

To K1 Clutch

N88
K1 Reg. Sol. N215 N88 - 1st and 5th N89 - 3rd and Neutral N90 - 2nd and 6th N91 - 4th and Reverse
N88 1st and 5th N89 3rd and neutral N90 2nd and 6th Third Gear N91 4th and reverse

N89

N90

N91

K2 Reg. Sol. N216 Multiplexer N92

Exhaust

Multiplexer Valve

Copyright 2007 ATSG

Third gear
Copyright 2007 ATSG

Figure 13

N233 Safety Solenoid & Valve

Exhaust Exhaust

G194 Press. Sender

To K2 Clutch

G193 Press. Sender

To K1 Clutch

N88
K1 Reg. Sol. N215 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

N89

N90

N91

K2 Reg. Sol. N216 Multiplexer N92

Exhaust

Multiplexer Valve

Copyright 2007 ATSG

Fourth gear
Copyright 2007 ATSG

46

Transmission Digest

p
Figure 14

N233 Safety Solenoid & Valve

Exhaust Exhaust

G194 Press. Sender

To K2 Clutch

G193 Press. Sender

To K1 Clutch

N88
K1 Reg. Sol. N215 N88 - 1st and 5th N89 - 3rd and Neutral N90 N88 -2nd 1st and and 6th 5th N91 - 4th and Reverse N89 3rd and neutral
N90 2nd and 6th N91 4th and reverse

N89

N90

N91

K2 Reg. Sol. N216 Multiplexer N92

Exhaust

Multiplexer Valve

Fifth gear

Copyright 2007 ATSG

Copyright 2007 ATSG

Circle No.

10 on Reader Card

June 2007

47

Technically Speaking
Figure 15

Damper Piston Sump and Internal Filter N233 Safety Solenoid & Valve
Exhaust Exhaust

N371 Safety Solenoid & Valve

G194 Press. Sender

To K2 Clutch

G193 Press. Sender

To K1 Clutch

N88
K1 Reg. Sol. N215 N88 - 1st and 5th N89 - 3rd and Neutral N90 - 2nd and 6th N88 1st and 5th N91 - 4th and Reverse

N89

N90

N91

K2 Reg. Sol. N216 Multiplexer N92

Exhaust

N89 3rd and neutral N90 2nd and 6th N91 4th and reverse

Multiplexer Valve

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

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

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48

Transmission Digest

Technically Speaking
Subject:
Solenoid operation

Volkswagens

Unit:
VW DSG 02E

Direct-Shift Gearbox
Part 3

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

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

Technically Speaking
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 Short five-coil spring

Solenoid side

Ball side

Inner and outer O-rings

Oil pressure is sent to the ball through the spring and is blocked from passing through the solenoid when the solenoid is turned off.

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

Technically Speaking
Figure 5

N88

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

N89

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

N90

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

N91

The # 4 gear-actuator solenoid N91 is an on/off solenoid that measures about 7 to 9 ohms. When the solenoid is off, pressure is prevented from 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

Figure 7

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Transmission Digest

Technically Speaking
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.

When the solenoid is energized an internal plunger lifts off its seat and the pressure is exhausted. Copyright 2007 ATSG

18

Transmission Digest

Technically Speaking
text continued from page 8 small five-coil spring and two O-rings under each of them (see figures 4 through 10 on pages 10, 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

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.

N218

Pressure-control solenoid # 4 (N218) is a normally applied solenoid that 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 hydraulic pressure to its associated section of the gearbox, known as that me section 1. When this solenoid fails, gears no longer can be selected that ca from section 1. Only 2nd gear will be available. gear b no long

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

N371

Pressu measures about 4 to 6 ohms. This is a safety solenoid that can isolate hydraulic pressure to its associated section of the gearbox, known as that me section 2. When this solenoid fails, gears no longer can be selected that ca from section 2. Only 1st and 3rd gears will be available. gear b no long will be

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

Copyright 2007 ATSG

20

Transmission Digest

Technically Speaking
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

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Transmission Digest

Technically Speaking
Subject:
Operation of pressure-control and multiplexer solenoids

Volkswagens

Unit:
VW DSG 02E

Direct-Shift Gearbox
Part 4

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

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
Figure 1

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

N216 K2 pressure-control solenoid N215 K1 pressurecontrol solenoid

N92 #5 multiplexer solenoid

Copyright 2007 ATSG

10

Transmission Digest

Technically Speaking
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 2

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 5

Figure 11). We have seen the negative effects mineral spirits have on the white silicone bead, and so my suspicion is that mineral spirits text continues page 24

Figure 3

Figure 6

Figure 4

Figure 7

Figure 8

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Transmission Digest

Technically Speaking
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

Figure 11

20

Transmission Digest

Technically Speaking
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

Technically Speaking
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

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

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24

Transmission Digest

Technically Speaking
Subject:
Valve-body components and operation

Volkswagens

Unit:
VW DSG 02E

Direct-Shift Gearbox
Part 5
Figure 1

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

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

Author:
Wayne Colonna, ATSG Transmission Digest Technical Editor

he DSG valve body is definitely one of the simplest we have seen in transmissions (see figures 1 through 5 here and on page 18). 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 2

Pressure-regulator valve

Clutch-cooling valve

Copyright 2007 ATSG

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Transmission Digest

Technically Speaking
continued from page 10 used for precise clutch-pressure control and release. These sensors are integral to the TCM and are staked into the channel-plate portion of the valve body (see Figure 4), making these sensors non-serviceable separately. This also means that the TCM cannot be easily removed from the valve body even if you remove all the bolts (see Figure 6 on page 20). So it appears that if a pressure sender fails, you will be buying a TCM/valve-body assembly to correct the problem.
Figure 3

It is no secret that the manufacturers are doing everything they can to get us to the place where all we can do is unit replacements very un-American, 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
Figure 4

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

Valve-Body Details

Figure 5

Valve-Body Details
N371 safety valve N233 safety valve Hydraulic-pressure sender 1 (G193) Hydraulic-pressure sender 2 (G194)

Multiplexer valve

4.25mm ball-seat flat faces up

6mm ball

Copyright 2007 ATSG

Copyright 2007 ATSG

18

Transmission Digest

Technically Speaking
Figure 6

Figure 7

K2-pressure 2 Pressure sender G194 Sender G194

1 Pressure K1-pressure Sender sender G193 G193

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

N217 Signal N217 signal

Pump Out Pump out Pump in

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

20

Transmission Digest

Technically Speaking
Figure 8

Hydraulic Details

PR valve Press. relief valve

Exhaust

# 3 main line-pressure control solenoid N217

Clutch-cooling-oil slide valve External cooler

External filter Gear lube spray

# 4 cooling-pressure control solenoid N218

Exhaust

Damper piston Sump and internal filter N233 safety solenoid & valve

N371 safety solenoid & valve

Exhaust

Exhaust

G194 press. sender To K2 clutch

G193 press. sender To K1 clutch N88 N89 N90 N91

K2 reg. sol. N216 K1 reg. sol. N215

Exhaust

Multiplexer N92

N88 1st and 5th N89 3rd and neutral N90 2nd and 6th N91 4th and reverse
3 1 N 5 R 6 4 2

Multiplexer valve

First gear
Copyright 2007 ATSG

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Transmission Digest

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

Figure 9

Figure 10

Figure 11

4th-gear shift 1st-gear shift Clutch cooling circuit K2 clutch K1 clutch 6th-gear shift 5th-gear shift

To external cooler

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

Reversegear shift Neutralgear shift

Molded seals are used inside each of the shift-fork cylinders

Copyright 2007 ATSG

24

Transmission Digest

Technically Speaking
Figure 13 Figure 14

Electrical Details
Travel sensor G489 Travel sensor G490

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

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

Input-shaft sender 1 (G501)

Input-shaft sender 2 (G502)

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

The Bottom Line:

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

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

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

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

Copyright 2007 ATSG

26

Transmission Digest