DSG and Double Clutch Specialist
The owner of Car Service Hong-Paul worked from 2000-2005 at a VAG dealer. Volkswagen was in 2003 the first manufacturer to widely deploy the double clutch transmission for passenger cars. DSG wet clutch 6 speed was introduced in the Gulf R32. Meanwhile there are more manufacturers with the same technique on the market. Car Service Hong-Paul is specialized in all dual-clutch technology. We are also recognized by LUK as repair station for double-clutch technology. In addition to repairs, we also offer complete overhaul of the DSG and Mechatronic.
Exclusive at Car Service Hong-Paul:
We are the only company in the Netherlands that can perform an overhaul on the dry clutch Mechatronic DSG 7. For more info check mechatronic overhaul.
The service of Car Service Hong-Paul consists of:
The next brands have double clutch transmission, we are specialist in:
PDK (Porsche Doppel Kupplungsgetriebe : Porsche)
DSG (Double Shift Gear) gearbox is one of the best automatic transmissions out there right now. The DSG dual-clutch transmission combines the sportiness and fuel economy of a manual gearbox with the comfort of an automatic.
A major disadvantage of these automats is that it is not a tailor-made product. In addition, it has common problems like vibration and unwanted downshifts when accelerating. Are you therefore looking for a permanent solution? We like to solve this problem for you.
What VAG DSG gearboxes do we adjust?
The DSG gearboxes that we software wise customize include:
DSG 'Stage One' tuning
The basic tuning (stage 1) includes increasing of the torque limiter in the DSG software, along with the increase of the switching pressure. We also remove the "kick down" in manual mode. After all, if the accelerator pedal is pressed down the DSG switches unnecessary back before the car starts finally accelerating. For diesel cars with much torque this is unnecessary, even undesirable, and it is better to remain in the same gear.
Strange enough the DSG gearbox activates the kick down in the original software, even though manual mode is selected. The gearbox will also automatically shift up, even in manual mode, by a fixed speed limiter. By adjusting the DSG software, the gearbox will in manual mode not be upshifting but the engine limiter will be used instead. By adjusting both the kickdown and speed limiter, the car becomes ideal for people who like really raw speed. Now it does not matter anymore if you drive on the track or on the German Autobahn.
Maximum RPM
But that's not all. We also remove the automatic upshift at maximum RPM. With petrol engines we will increase the maximum RPM and with diesel engines we're just going to lower the maximum RPM. Why? Simple. It is known that the transmission in the original DSG software configuration will upshift at 6800 rpm. That is no problem for a standard car of course, but models with a larger turbo would like to continue for a while to speed up with much higher RPM’s. If desired, we therefore increase the RPM.
Also with diesel engines, we provide improvement. As everyone knows, with modern diesel engines the gearbox will only shift up between the 4.800 and 5.000 RPM. That's a shame because the maximum power of a diesel engine is around 4.000 RPM. So it is prudent to reduce the maximum RPM for the diesel (except in high gear, of course). This prevents the vehicle is useless pulling in high RPM, but the engine remains better in its optimum operating range. This is not only better for the driving and the driving experience, but can also save
much on fuel.
Problems with the DSG gearbox
If you drive slowly and want to accelerate instantly the car reacts badly. If you give too much throttle so the gearbox downshifts and the car will rocket forward. In most cases this is due to clutch wear. Through software, we can fix this so that the car reacts smoothly.
Many DSG gearboxes have software versions whereby you are already in the 7th gear from about 58 km/h and 1.200 rpm. When you accelerate a bit the engine and gearbox vibrate because of under-revving. We can resolve this problem by adjusting the RPM’s higher.
Benefits and the solution with DSG tuning
Each gearbox has various possibilities to optimize the DSG. For instance we can customize the D + S program, adjust RPM’s to your liking and reduce unwanted downshifting.
For years a double clutch transmission is applied in series to vehicles from the Volkswagen Group. The 6-speed version with wet dual clutch has been used since 2003 in various models of the car manufacturer. The new gearbox with 7-speed dual dry clutch is used since 2008 in models with engine variants with a maximum torque of 250Nm.
In the development of modern gearbox concepts the advantages of automatic and manual transmissions have to be combined with each other. Automatic gearboxes for example, offer comfort and automatically switch without traction interruption. With manual transmissions, sportiness, driving pleasure and low fuel consumption are the attractive features. These benefits are in both transmission variants 6-speed and 7-speed unified.
These are automated gearboxes, which however can be automatically geared through two independent sub-transmissions without traction interruption. The clutch pedal will expire, and instead of a conventional gearstick a the selector with Tiptronic function is built in. And so operates a dual clutch transmission. Both of these systems, both the dry and the wet version, have two sub-transmissions and two clutches. Each of these clutches operates a separate transmission, so that can be disengaged and switched alternately, and thus without interruption in traction can be driven.
In the 6-speed transmission a wet double clutch is applied. This is assembled in the oil bath of the transmission. The main advantages of this variant is the cooling, since the heat dissipation takes place through the transmission oil. Other positive features are that this construction requires less space and can transmit higher torque. Therefore wet variants are mainly used in vehicles with high torque. Unfavorable however are drag losses by the in oil rotating clutch, large hydraulic pumps, higher repair costs and regular oil changes.
The dry double clutch in the 7-speed gearbox is, like traditional single-plate clutches in the transmission housing. It does not run in the oil bath and thus does not have drag losses, which contributes to better efficiency and lower fuel consumption compared to the wet version.
The dual-clutch gearbox is an unstoppable trend in Europe. Even though it’s a bit heavier than a traditional manual gearbox, the savings in fuel consumption and CO2 emissions, provide adequate compensation. By 2020 nearly 10 million cars are expected to be equipped with such a transmission. This number corresponds about 9 to 11 percent of the total market, in 2011 this was still 3 to 4 percent. There are two types of dual-clutch transmission, the dual dry clutch and the wet version.
Automatic or Double Clutch Transmission?
The traditional automatic, as we today still find almost exclusively in the upper segment (the ZF 8-speed in e.g. BMW, Jaguar, etc.) remains dominant in North America. Europeans and Chinese are more in for manual transmissions, and thus they are ideal customers for a DCT, even if the implementation does not seem always to run smoothly.
Exclusive at Car Service Hong-Paul:
We are the only company in the Netherlands that can perform an overhaul on the dry clutch Mechatronic DSG 7. For more info check mechatronic overhaul.
The service of Car Service Hong-Paul consists of:
- DSG tuning custom software
- Overhaul/rebuild DSG mechatronic DQ200,DQ250,DQ500,DL501
- Overhaul/rebuild DSG mechatronic MQB DQ200, DQ250-6A, DQ250-6F, DQ250-6V
- DSG tuning MQB DQ200, DQ250-6A, DQ250-6F, DQ250-6V
- DSG mechatronic repair
- DSG mechatronic replacement
- DSG maintenance
- DSG VAG
- DSG repair
- DSG overhaul
- DSG replacement
- DSG software flash
- DSG adjustments
- DSG diagnosis
- Wet clutch flushing all brands
- Dual clutch replacement (dry and wet) all brands
- Original software update all brands
- Malfunction diagnosis all brands
- Fault location in electronics in TCU all brands
- Maintenance/repair all brands
- DSG tuning specialist
- Double clutch transmission tuning specialist
- DSG specialist/DSG Doctor
The next brands have double clutch transmission, we are specialist in:
PDK (Porsche Doppel Kupplungsgetriebe : Porsche)
- EDC (Efficiency Double Clutch : Renault)
- DSG (Direct Shift Gearbox : Volkswagen VAG)
- S-Tronic (Audi)
- 7G-DCT (Mercedes)
- DCT (Dual Clutch Transmission : BMW, Ferrari, Hyundai, Kia)
- TCT (Twin Clutch Transmission : Alfa Romeo/Fiat)
- Powershift (Ford/Volvo)
DSG (Double Shift Gear) gearbox is one of the best automatic transmissions out there right now. The DSG dual-clutch transmission combines the sportiness and fuel economy of a manual gearbox with the comfort of an automatic.
A major disadvantage of these automats is that it is not a tailor-made product. In addition, it has common problems like vibration and unwanted downshifts when accelerating. Are you therefore looking for a permanent solution? We like to solve this problem for you.
What VAG DSG gearboxes do we adjust?
The DSG gearboxes that we software wise customize include:
- DQ200 7-speed gearbox with dry clutch (also the MQB).
- DQ250 6-speed gearbox with wet clutch (also the MQB).
- DQ500 7-speed gearbox with wet clutch.
- DL501 7-speed gearbox with electro-hydraulically controlled twin clutch.
- DQ380 7-speed gearbox with wet clutch in the future.
- DQ400e 6-speed gearbox with wet clutch in the future (including the MQB).
- DQ200e 7-speed gearbox with dry clutch in the future (including the MQB).
- DQ511 10-speed gearbox with wet clutch in the future.
DSG 'Stage One' tuning
The basic tuning (stage 1) includes increasing of the torque limiter in the DSG software, along with the increase of the switching pressure. We also remove the "kick down" in manual mode. After all, if the accelerator pedal is pressed down the DSG switches unnecessary back before the car starts finally accelerating. For diesel cars with much torque this is unnecessary, even undesirable, and it is better to remain in the same gear.
Strange enough the DSG gearbox activates the kick down in the original software, even though manual mode is selected. The gearbox will also automatically shift up, even in manual mode, by a fixed speed limiter. By adjusting the DSG software, the gearbox will in manual mode not be upshifting but the engine limiter will be used instead. By adjusting both the kickdown and speed limiter, the car becomes ideal for people who like really raw speed. Now it does not matter anymore if you drive on the track or on the German Autobahn.
Maximum RPM
But that's not all. We also remove the automatic upshift at maximum RPM. With petrol engines we will increase the maximum RPM and with diesel engines we're just going to lower the maximum RPM. Why? Simple. It is known that the transmission in the original DSG software configuration will upshift at 6800 rpm. That is no problem for a standard car of course, but models with a larger turbo would like to continue for a while to speed up with much higher RPM’s. If desired, we therefore increase the RPM.
Also with diesel engines, we provide improvement. As everyone knows, with modern diesel engines the gearbox will only shift up between the 4.800 and 5.000 RPM. That's a shame because the maximum power of a diesel engine is around 4.000 RPM. So it is prudent to reduce the maximum RPM for the diesel (except in high gear, of course). This prevents the vehicle is useless pulling in high RPM, but the engine remains better in its optimum operating range. This is not only better for the driving and the driving experience, but can also save
much on fuel.
Problems with the DSG gearbox
- Vibrations when changeover
- Engine lagging.
If you drive slowly and want to accelerate instantly the car reacts badly. If you give too much throttle so the gearbox downshifts and the car will rocket forward. In most cases this is due to clutch wear. Through software, we can fix this so that the car reacts smoothly.
- Vibrations while under-revving
Many DSG gearboxes have software versions whereby you are already in the 7th gear from about 58 km/h and 1.200 rpm. When you accelerate a bit the engine and gearbox vibrate because of under-revving. We can resolve this problem by adjusting the RPM’s higher.
- Sport mode exaggeration
- Unwanted kickdown
Benefits and the solution with DSG tuning
Each gearbox has various possibilities to optimize the DSG. For instance we can customize the D + S program, adjust RPM’s to your liking and reduce unwanted downshifting.
- Increase torque
- Remove torque limiter
- Improve switching time (± 20 ms)
- Increase maximum switching RPM’s
- Launch Control RPM adjustment
For years a double clutch transmission is applied in series to vehicles from the Volkswagen Group. The 6-speed version with wet dual clutch has been used since 2003 in various models of the car manufacturer. The new gearbox with 7-speed dual dry clutch is used since 2008 in models with engine variants with a maximum torque of 250Nm.
In the development of modern gearbox concepts the advantages of automatic and manual transmissions have to be combined with each other. Automatic gearboxes for example, offer comfort and automatically switch without traction interruption. With manual transmissions, sportiness, driving pleasure and low fuel consumption are the attractive features. These benefits are in both transmission variants 6-speed and 7-speed unified.
These are automated gearboxes, which however can be automatically geared through two independent sub-transmissions without traction interruption. The clutch pedal will expire, and instead of a conventional gearstick a the selector with Tiptronic function is built in. And so operates a dual clutch transmission. Both of these systems, both the dry and the wet version, have two sub-transmissions and two clutches. Each of these clutches operates a separate transmission, so that can be disengaged and switched alternately, and thus without interruption in traction can be driven.
In the 6-speed transmission a wet double clutch is applied. This is assembled in the oil bath of the transmission. The main advantages of this variant is the cooling, since the heat dissipation takes place through the transmission oil. Other positive features are that this construction requires less space and can transmit higher torque. Therefore wet variants are mainly used in vehicles with high torque. Unfavorable however are drag losses by the in oil rotating clutch, large hydraulic pumps, higher repair costs and regular oil changes.
The dry double clutch in the 7-speed gearbox is, like traditional single-plate clutches in the transmission housing. It does not run in the oil bath and thus does not have drag losses, which contributes to better efficiency and lower fuel consumption compared to the wet version.
The dual-clutch gearbox is an unstoppable trend in Europe. Even though it’s a bit heavier than a traditional manual gearbox, the savings in fuel consumption and CO2 emissions, provide adequate compensation. By 2020 nearly 10 million cars are expected to be equipped with such a transmission. This number corresponds about 9 to 11 percent of the total market, in 2011 this was still 3 to 4 percent. There are two types of dual-clutch transmission, the dual dry clutch and the wet version.
Automatic or Double Clutch Transmission?
The traditional automatic, as we today still find almost exclusively in the upper segment (the ZF 8-speed in e.g. BMW, Jaguar, etc.) remains dominant in North America. Europeans and Chinese are more in for manual transmissions, and thus they are ideal customers for a DCT, even if the implementation does not seem always to run smoothly.
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