To improve travel safety, modern European car brands are equipped with a preselective gearbox, thanks to which improved speed performance is noted. This unit is a worthy competitor to other well-known types of gearboxes.
S-Tronic gearbox. What it is?
Cross-section of S-Tronic gearbox
S-Tronic is a type of robotic gearbox. It is also called a preselective box. As a rule, this transmission is found on cars with all-wheel drive and front-wheel drive. It has two clutches, which ensures quick gear shifting without loss of power.
The design of this box is highly reliable. It is distinguished by small dimensions. It is designed for 7 feet and has a computer control system. Thanks to this, it is possible to monitor all parameters of the box's operation. Present hydraulic drives necessary for changing gears. The hydraulic module or mechatronics is responsible for synchronizing the operation of the clutches, as well as the speeds of the input shafts.
Distinctive features of cars equipped with C Tronic:
- there is improved traffic dynamics on the roadway;
- changing speed modes is carried out instantly;
- fast start;
- savings in terms of fuel consumption.
Change transmission oil For this gearbox, it is recommended to have it performed by a specialized service center. Its crankcase is designed to hold 6 liters of fuel.
Many popular vehicles are equipped with the S-Tronic gearbox. German marks auto. In particular, these are Volkswagen and Audi. A number of modifications of these foreign cars may have a Tiptronic gearbox (a type of automatic transmission). Its design includes reliable auto parts, the operation of which has a positive effect on vehicle controllability. They ensure reduced fuel consumption per km. Also, feature Tiptronic is that there is the possibility of manual control. A machine equipped with this gearbox moves more efficiently over rough terrain.
Thus, thanks to the above strengths preselective gearbox, there is a demand among potential consumers for cars equipped with it. When changing speed modes, there are no jerks or delays, and the most comfortable movement is ensured.
What can be the problems of the preselection box?
The need for diagnostic and repair work
The main reason for problems with the functioning of the preselective gearbox is the lack of proper care on the part of the driver. Its maintenance is expensive for the car owner. As the component parts of the gearbox wear out, they will begin to hear extraneous sounds, noises. As a rule, these manifestations are clearly noted when moving from medium to higher speeds.
During active use of the vehicle in harsh conditions On rough terrain, you may soon experience increased fuel consumption due to a slower response to speed changes. Repair of S-Tronic in this case is required. Its diagnosis should be carried out using specialized programs and equipment. Thanks to this, it is possible to accurately determine the nature of the existing problem. After this, you can begin to remove the box and troubleshoot it.
A car with such a gearbox requires regular oil changes. This procedure is usually carried out every 40,000 (50,000) km. In this case, it is necessary to remove the crankcase protection, unscrew the drain plug, then place an empty container into which the spent transmission fluid will drain. Fuel is added through the breather using a filling syringe. Should be used original views oils with optimal viscosity.
Clutch replacement may be necessary after 30,000 km. To do this you need to dismantle the box. You should arm yourself with a set of tools for removing the clutch. All shafts need to be checked. As a rule, if the clutch is broken, this causes jerking and characteristic vibrations. It is recommended to purchase branded spare parts necessary to repair the box (filter element, pan gasket, etc.).
Thus, so that the installed mechanisms in engine compartment functioned for a long time, the driver needs to use high-quality fuel, check its condition, in addition, do not neglect visiting service stations and timely servicing of the car.
Carrying out adaptation of the speed box
S-Tronic repair is necessary if there are shocks (impacts) when shifting gears, or the vehicle accelerates worse. In some cases, special adaptation can normalize the functioning of the box. This procedure is relevant after planned repair work and starts with checking the clutch, mechatronics. Also, adaptation in motion is necessary.
Adaptation helps extend the life of this box. The need to carry out this procedure arises every 15,000 km. During this time period, deviations from normal operation may be observed. In particular, the car may begin to jerk when changing gears.
Thus, the S-Tronic transmission contributes increased comfort when making a move. Thanks to the features of its functioning, operation is simplified vehicle, the system can timely signal the presence of a breakdown in the box, therefore, the cost of servicing this unit is also reduced. Adaptation of S-Tronic allows you to solve a number of faults existing in the car system.
As you know, today there are a large number. Moreover, one manufacturer can install different types of automatic transmissions on its models depending on power, as well as design features car, etc.
Today, the world's leading manufacturers actively use preselective transmission, which for a number of reasons is positioned as an optimal replacement for traditional hydromechanical automatic transmissions or CVTs. The robotic gearbox was literally popularized by VW, introducing a solution called DSG.
It is not surprising that on car models from premium segment, part of VAG, just such a transmission appeared. In this article we will look at what is S-Tronic Audi, is the S Tronic gearbox different from DSG or not, etc.
Read in this article
Automatic transmission on Audi: S–Tronic gearbox and features
Let's start with the fact that today we can note the active development and improvement of various types of automatic transmissions. Moreover, each type of automatic transmission has both pros and cons.
How to use the box DSG gears and save resources, as well as increase service life. Features of operating a robotic gearbox with two clutches.
If you are going to purchase or already own a car with robotic preselective DSG gearbox or S-tronic, then you’ve probably already heard about the different sides of these units, both positive and negative. It cannot be said unequivocally that DSG- evil and it is necessary to avoid cars with this type of gearbox.
DSG (from German. DirektSchaltGetriebe or English Direct Shift Gearbox ) - a family of preselective robotic transmissions with dual clutches installed on VAG cars (Audi, Volkswagen, Skoda, Seat). In a general understanding, users are accustomed to dividing these gearboxes into 6-speed (DSG6) and 7-speed (DSG7), as well as gearboxes with dry and wet clutches. The classification is generally correct, but there are a number of nuances that should be taken into account when choosing a car, since not everything is as simple as it might seem.
How is S-tronic Audi different from DSG Volkswagen/Skoda/Seat? - Nothing, with the exception of longitudinally located boxes 0B5, 0CK/0CL and 0CJ, which are installed only on Audi.
You may also have heard the terrible word Mechatronic, also known as valve body. What are mechatronics and how do they differ? Mechatronic - electronic-hydraulic control unit of the gearbox. Perhaps the most important, but at the same time the most unreliable unit in the entire transmission. Each type of DSG has its own type of mechatronics. Mechatronics from different types of DSG are not interchangeable. Moreover, for some types of DSG there are several generations of mechatronics, which also differ from each other. And for each type and generation of mechatronics there are many versions software, designed for various engines and different gear ratios in the gearbox. In some cases, mechatronics of the same type can be reprogrammed (reflashed) for installation on different vehicles.
There is no clear answer to this question, which DSG is more reliable. Each type of DSG has its own advantages and disadvantages. The “life” of any DSG largely depends on its operating conditions: all DSGs do not like overheating, especially for DSGs with “dry” clutches, in which the mechatronics have a separate oil circuit and there is no cooling. Those who spend several hours every day in traffic jams have a greater chance of coming to replace mechatronics than those who mainly drive long distances on the highway. For those who like to "ignite", the likelihood of having to replace the clutch and differential is much higher than for those who prefer a quiet ride.
So, there are 7 main variations of DSG robots (including S-tronic):
1 - DSG7 (0AM/0CW) DQ200 (dry clutch) ( )
- Manufactured by LUK;
- Withstands maximum torque up to 250 Nm (front-wheel drive only);
- Volume of aggregated engines: 1.2 - 1.8 l;
0AM installed on: Audi: A1, A3 (8P - until 2013), TT; VW: Golf 6, Jetta, Polo, Passat, Passat CC, Scirocco, Touran, Ameo; Skoda: Octavia (1Z - until 2013), Yeti, Superb, Fabia, Roomster, Rapid; Seat: Altea, Leon (1P - until 2013), Toledo.
0CW was installed on: Audi: A3 (8V - from 2013), Q2; VW: Golf 7, Passat (from 2015), Touran (from 2016), T-Roc; Skoda: Octavia (5E - since 2013), Rapid (diesel since 2013), Karoq; Seat: Leon (5F - since 2013).
2 - DSG6 (02E/0D9) DQ250 (wet clutch) ( )
- Manufactured by Borg-Warner;
- Withstands maximum torque up to 350 Nm (front-wheel drive and all-wheel drive);
- Volume of aggregated engines: 1.4 - 3.2 l;
02E installed on: Audi: A3 (8P - until 2013), TT, Q3; VW: Golf, Passat, Touran, Scirocco, Sharan, Tiguan; Skoda: Octavia (1Z - until 2013), Yeti, Superb; Seat: Altea, Leon (1P - until 2013), Toledo, Alhambra.
0D9 was installed on: Audi: A3 (8V - from 2013), Q2; VW: Golf 7, Passat (from 2015), Touran (from 2016); Skoda: Octavia (5E - from 2013), Kodiaq; Seat: Leon (5F - since 2013), Ateca.
3 - DSG7 (0BT/0BH/0DL) DQ500 (wet clutches) ( )
- Manufactured by LUK;
- Withstands maximum torque up to 600 Nm (front-wheel drive and all-wheel drive);
- Volume of aggregated engines: 2.0 - 2.5 l;
0BT/0BH installed on: Audi: Q3, RS3, TTRS; VW: Transporter/Multivan/Caravelle, Tiguan.
0DL was set to: VW: Arteon, Passat (since 2017), Tiguan (since 2016); Skoda: Kodiaq.
4 - DSG7 (0GC) DQ381 (wet clutch) ( )
- Manufactured by LUK;
- Withstands maximum torque up to 420 Nm (front-wheel drive and all-wheel drive);
0GC was set to: Audi: A3 (from 2017), Q2; VW: Arteon, Golf (since 2017), Passat (since 2017), T-Roc; Skoda: Karoq; Seat: Ateca.
5 - DSG7 (S-tronic) (0B5) DL501 (wet clutch) ( )
- Joint development of Audi and Borg-Warner;
- Withstands maximum torque up to 550 Nm (all-wheel drive);
- Volume of aggregated engines: 2.0 - 4.2 l;
0B5 was placed on: Audi: A4 (until 2015), A5, A6, A7, Q5, RS4, RS5.
6 - DSG7 (S-tronic) (0CK) DL382-7F / (0CL) DL382-7Q (wet clutch) ( )
- New development from Audi;
- There are two versions for front wheel drive with an F at the end and a Q for all-wheel drive;
- Volume of aggregated engines: 1.4 - 3.0 l;
0CK/0CL was placed on: Audi: A4 (8W - from 2016), A6 (from 2011), A7 (from 2016), Q5 (from 2013).
7- DSG7 (S-tronic) (0CJ) (wet clutch) ( )
- New development from Audi;
- Designed for Ultra Quattro all-wheel drive, with electromechanical clutch;
- Withstands maximum torque up to 400 Nm;
- Volume of aggregated engines: 2.0 l;
In order for you to understand how often, what kind of oil and in what volume should be poured into the DSG (S-tronic), we have provided the table below:
| Model DSG | Oil in the gearbox itself | Extra oil | Replacement |
|---|---|---|---|
DSG-7 | Oil G 052 512 | oil in mechatronics |
Direct shift gearbox (dual clutch) DSG from Volkswagen and S-tronic from Audi
Introduction
This article discusses the main advantages and disadvantages of the DSG transmission, the principles of its operation and typical problems. S-tronic is a version of the direct shift gearbox from Audi.
A direct shift gearbox should be distinguished from a conventional automatic planetary transmission with a torque converter. Tiptronic is a term used by VW and Audi to refer to non- mechanical transmission, allowing you to change gears without a lever. The figure below shows a cross-section of a manual transmission and a DSG dual-clutch transmission.
Operating principle of a dual-clutch transmission
Volkswagen's DSG transmission is a six-speed dual-clutch transmission with automatic switching speeds Her internal organization resembles a manual transmission and has a valve body (“brain”) called “mechatronics” that controls gear shifting. Currently, dual-clutch transmissions are produced by VW, Audi and Borg Warner. They are superior to standard automatic transmissions and are well suited to turbocharged cars as the consistent power delivery helps to continuously spool up the turbo. Main disadvantage Such a box compared to a traditional mechanical one is that it is more massive and more difficult to modify. It is recommended to change the transmission fluid and filter every 40 thousand miles (≈ 64 thousand km). By 2011 Volkswagen concern Group has manufactured approximately 3.5 million dual clutch transmissions. They are produced mainly in Kassel (Germany), and only a small part - in Dalian (China).
Dual-clutch transmissions first appeared in the United States in 2003 - they were equipped with the New Beetle TDI and Audi TT models of the 2004 model year. That year, the gasoline-powered New Beetle still had an automatic transmission. Starting in 2005, the 5th generation VW Jetta TDI also began to be equipped with DSG gearbox. Over time, premium Volkswagen vehicles gradually switched from automatic transmissions to dual-clutch transmissions, although basic models still have automatic transmission.
Steering wheel-mounted paddle shifters were introduced on cars with TDI (direct injection and turbocharged) diesel engines and DSG gearboxes in 2010, but can be fitted to earlier 5th generation cars and newer 6th generation ones. The main gear selector looks like a regular automatic transmission selector with modes “park”, “drive”, “sport”, etc., as well as a tiptronic function. All vehicles equipped with a dual-clutch transmission must have "DSG" written on the shift lever (as shown on the right in the photo on the 2004 New Beetle). The gear shift lever has positions P R N D, just like in an automatic transmission. Position S (sport) means sport mode, and the “+” and “-” icons are provided for the “tiptronic” mode.
Some say that the DSG transmission "learns" how the driver drives, but this is technically incorrect. The DSG transmission adapts its behavior to variables such as internal wear, driving mode (D or S) and other input factors such as driving position throttle valve, the rate of change of its position on uphill and downhill slopes, and applies these variables to the existing gear shift pattern. Learning is a misnomer as it means new knowledge that wasn't there before, but the gearbox can't "learn" anything new, it only applies variables to existing shift patterns. Some engineer has already determined and tested in practice how gear shift patterns and variable parameters depend on each other. There is no such universal initial parameter as “driving style”. Driving response recognition is the result of changing variables applied to the gear shift pattern. So the transmission does adapt, but not in the way most of us think. And although the term "training" may be used in promotional materials, when describing technical operation it is inappropriate.
In this article we will turn Special attention to the six-speed DSG gearbox common in North America, although there is also a seven-speed DSG for front wheel drive cars(with a transverse engine) and rear-wheel drive cars (with a longitudinal engine and gearbox). The seven-speed transverse DSG is not used in North America due to its torque limitations (maximum torque of 184 lb-ft), and we (in the US) don't have such low-power engines. The main difference between the seven-speed transmission is the additional gear and dry clutch versus the wet clutch of the six-speed transmission. Additional gears and dry clutch should improve specifications And fuel efficiency engine, but a dry clutch is not cooled by liquid and may have restrictions in the starting mode. Torque limitations are why a seven-speed TDI transmission won't be available in the US anytime soon. In any case, TDI diesels have such a wide range of torque values that the six-speed DSG transmissions more than enough for them to work great.
Below is a video that explains how the Porsche PDK (Porsche Doppel Kupplungen, Porsche double clutch) transmission works. Despite the fact that ZF and Porsche created the PDK gearbox independently of Borg Warner, which developed the DSG/S tronic gearbox, the operating principle is the same and the explanation in the video applies to both transmissions. There is also a Mitsubishi dual-clutch transmission (made by Getrag); other automakers also have their own versions.
Advantages and disadvantages of dual clutch transmission
Also, the dual-clutch transmission is especially useful for drivers with bad knees or family members who are against manual transmissions (or you can't stand their shifting). The DSG box has some features, which will be discussed in more detail below.
Despite all these advantages, I still believe that a manual transmission is better suited to an experienced driver who doesn't mind shifting gears manually. Among other things, the mechanics give the driver the opportunity to minimize fuel consumption, which is one of the biggest advantages of TDI diesel engines. It is also cheaper and withstands power increases and poor maintenance better. A dual-clutch transmission requires constant fluid replacement every 40 thousand miles (≈64 thousand km). For comparison, transmission oil for a traditional manual transmission can last from 60 to 100 thousand miles (≈ 96 - 160 thousand km) under normal use. Many private auto repair shops and even some dealerships do not have much experience in maintaining DSG transmissions as they are relatively new. The dual-clutch transmission will not allow you to bring the engine speed to the red line - it will change gear when the tachometer needle approaches the red zone.
While the dual-clutch transmission has a claimed maximum torque rating of 258 lb-ft, it can handle more power. Standard TDI engine torque is 170-236 lb-ft, depending on the engine. HPA motorsports has created instruments to test engines at maximum power for Volkswagen cars, and no unexpected problems were discovered as a result. They recommend changing the transmission fluid on high-performance modified vehicles every 10 thousand miles (≈ 16 thousand km). And of course, how you use the available power and how often you tow and accelerate will affect transmission and fluid life. In vehicles with TDI engine the electronic unit The ECU has a torque limiter to ensure that no power increase procedures cause the DSG transmission's torque limit to be exceeded. To get the full benefits of the increased power, you may need to tune your DSG transmission. El-Cars, along with increasing power, provides tuning services for DSG gearboxes for cars manufactured since 2009.
If you need to significantly increase your car's power, you may also need a new clutch. Replacing a clutch on a regular manual transmission isn't particularly difficult, but finding a place that can source and install DSG clutches can take some effort.
The new seven-speed DSG found in the Audi S5 can handle up to 406 lb-ft of torque, but it is used in conjunction with a longitudinally mounted engine, rather than the transaxle used with the four-cylinder TDI engine. The new seven-speed DSG on the Euro Golf/plus is designed to low power engines and is limited to 184 lb-ft of torque.
Reliability and common problems of dual clutch transmission
The dual clutch transmission is a good technology product, but it is still relatively new compared to manual transmission. Therefore, the extended factory warranty may apply to any potential malfunction, which will appear only when the car reaches a certain age and mileage. Just read carefully what the extended warranty covers and the terms of its provision, because contracts are often written to exclude many types of repairs, all sorts of “wear parts”, or exclude equipment if there is no accurate data on its maintenance.
Below are the most common problems we are aware of. If you report problems with the car's handling or safety to the dealer, someone may tell you to drive on because the repair cannot be performed at that time due to the part being out of stock.
Investigation conducted by the National Security Administration traffic USA
The US National Highway Traffic Safety Administration (NHTSA) recently began investigating the causes of power loss and uneven, intermittent power delivery to the DSG transmission. The number of damaged DSG transmissions is small, but the reported faults that led to the investigation are quite serious and could lead to failure. The investigation is not limited to vehicles with TDI engines, but includes all dual transmissions on Volkswagen/Audi vehicles. The investigation number, which began on July 17, 2009, is PE09035 and covers 2008-2009 model years.
Some dual clutch transmissions experience a delay in clutch engagement and power delivery from a dead stop, this is considered normal and drivers expect it and can compensate for it. There are also more serious problems, for example, when the box begins to live its own life and turns on neutral for no apparent reason and cannot switch back to drive mode (forward movement) while driving. These kinds of problems are not unique to DSG transmissions or Volkswagen cars - they can occur in a car of any brand with a defective part or defective design. However, there were many more unusual problems in addition to the cases that led to the initiation of this investigation. Ultimately, the investigation that has been launched suggests that there are issues on record that merit further investigation, and that is the only conclusion we can draw from this case.
Temperature Sensor Recall
In August 2009 Volkswagen company was forced to recall temperature sensors for DSG gearboxes manufactured in 2009 and 2010. The defective models were manufactured between August and September 2009. A malfunction of the temperature sensor can cause the warning lights on the dashboard and shifting the transmission to neutral. As it turned out, both sensors described below are combined into one unit. This is probably the reason for the PRNDS (shift light) indicator to blink. Descriptions below temperature sensor and speed sensor.
Oil temperature sensor for multi-plate clutch G509.
The multi-plate clutch oil temperature sender G509 is combined with the gearbox speed sender G182. It measures the temperature of transmission fluid leaving multi-plate clutches. The multi-plate clutch produces more heat than any other transmission component, so the transmission fluid outlet temperature must be monitored very carefully. The sensor is designed to measure temperature very quickly and accurately. It can record temperatures from -55°C to +180°C (-67°F to 356°F).
Using the sensor signal
The control unit uses signals from temperature sensor G509 to regulate the amount of clutch coolant and initiates other measurements to protect the transmission.
Signal loss
If the signal from this sensor fails, the control unit uses the signals from sensors G93 and G510 as a replacement.
Gearbox speed sensor G182.
The transmission speed sensor is installed inside the transmission housing. It recognizes the outer surface of the dual clutch and records the transmission input shaft speed, which matches the engine speed. G182 is a Hall effect sensor combined with the multi-plate clutch oil temperature sensor G509. Electrical wires connect both sensors to the mechatronics (control unit).
Using the sensor signal
The transmission input shaft speed is used to calculate the slip ratio of a multi-plate clutch. For this calculation, the control unit also uses signals from sensors G501 and G502. Using the calculated slip coefficient, the control unit can properly regulate the engagement and disengagement of the clutches.
Signal loss
If the signal fails, the control unit uses the necessary data (engine speed) received from the CAN bus.
A flat battery may be causing the PRND or PRNDS shift light to flash or shifting problems in the DSG transmission (check also the voltage regulator and alternator alternating current). If your PRND/PRNDS light is flashing and false neutrals occur (the transmission itself shifts into neutral), then you may have a faulty transmission temperature sensor, as described above. In the following videos you can see an example of being stuck in neutral gear in Jetta cars 2009 TDI and 2007 Audi A3:
Other common problems include faulty dual section flywheel (DMF) or Mechatronics
All DSG gearbox sensors (except two) are located in the Mechatronics, and all input signals from external devices for transmission control are received in this unit. There are also pressure control valves and solenoids that control gear shifting. Some parts are not yet subject to maintenance separately. The mechatronics is designed in such a way that it can only be replaced entirely, and the retail price is measured in thousands of dollars! New box DSG costs about 5.5 thousand dollars! The most economical option at present is a used transmission from a car dismantling point. To date, more than 1 million DSG transmissions have been produced, so prices should decline over time. Below is a video that shows the process of replacing Mechatronics (the video is in German, but you should understand what is happening there).
All dual clutch gearboxes have a two-piece flywheel (DMF, Dual Mass Flywheel)
The advantage of a two-piece flywheel is that it provides smoother power delivery, reduces noise, smoothes out jerking and vibration. Its design (consisting of two parts instead of one) increases the likelihood of its failure, and the failure rate of such a flywheel in DSG transmissions exceeds expected norms. The characteristic crackling sound of a slipping belt, a slight grinding noise, poor gear shifting, metallic rattling on the Idling may indicate a malfunction of the two-piece flywheel. The early two-piece flywheels in Volkswagen's dual-clutch transmissions proved short-lived for some reason and were subsequently redesigned. The very first part number was “03g 105 266 r”, later the suffix “ap” appeared in it. Modern part numbers end with the suffix "be" (03g 105 266 be).
Below you see a photo of a two-piece flywheel from a 2006 DSG transmission disassembled and cleaned of grease. The two-piece flywheels of dual clutch transmissions are different from the flywheels of manual transmissions. If your car has an old flywheel, then the warranty period for it has most likely expired. I'm not sure if the part number for the two-piece flywheel was the same, but the recalled part was from an Australian 138bhp two-litre engine. With. /236 lb-ft of torque rather than the later lower-torque American engine. There is a technical service bulletin for defective manual transmission clutches.
The dual clutch transmission requires regular maintenance. Every 40 thousand miles (≈ 64 thousand km), the transmission fluid and filter should be changed. Estimated cost Such service costs about 400-900 dollars from a dealer or up to 150 dollars if you do everything yourself. Refill capacity dry gearbox - approximately 7 liters; exact values and technical requirements For transmission fluid, check the operating manual. For high speed or racing cars The interval between fluid changes should be shortened as necessary.
High altitude areas with high atmospheric pressure and low temperatures- problems starting a car with a TDI engine and DSG transmission
If you live in a high altitude, cold area, you may find it difficult to start a TDI engine with a DSG gearbox in extreme conditions. Such problems are not only associated with low temperatures or high altitudes. In conditions low temperatures and high pressure, the air is too thin and engine compression is too low to overcome transmission resistance, resulting in difficulty starting the engine. This is because the TDI engine runs at low compression levels, and these conditions, combined with transmission resistance, are too unfavorable for the car to start. Quality Maintenance diesel engine helps to maintain compression at a high level for a long time, but is not suitable engine oil or improper handling of the engine can lead to low compression and aggravate the engine starting problem. This difficulty does not apply to gasoline engines, and the turbocharged diesel with a manual transmission doesn't suffer as much from this either. If you live in a low-elevation or warmer area, you won't encounter this problem. If it's cold in your area or you live in a high area, then having a garage or engine heater should prevent such a malfunction from occurring. Most Canadian TDI engines have standard heaters, but American TDI engines Volkswagens don’t have them (but the Audi A3 TDI does have a heater). If you need an engine heater, it will cost you about $120 and you can install it yourself in a few hours.
The main disadvantage of modern automatic transmissions is the loss of power and dynamics when changing gears. Each Auto giant has its own developments in the construction of robotic automatic transmissions: Toyota - Multimode, VAG - DSG, Ford - PowerShift
The main idea of the robot is that the automation, using actuators, presses the clutch at the right moment. But the delay when changing gears was too long. Therefore, the engineers decided to introduce two clutches into the box. Due to this, S-Tronic changes gears without loss of power (switching occurs in a fraction of a second, and the technical performance of the car itself increases accordingly). And there are no switches in the gearbox at all.
Principle of operation
Odd gears, as well as reverse, are assigned to the first clutch. To the second - even. The principle of operation of two clutches is as follows: when moving away in first gear, the automatic transmission has already engaged the second gear gears, which are currently spinning at idle. As soon as the computer has determined the moment of switching to second speed, the valve blocks instantly disengage the first clutch and press the second, this operation occurs almost instantly and no break in traction is felt. The box switched to second speed, and the automation has already prepared the transition to third; as soon as a signal is received from it, the car will instantly switch to this speed.
Audi S-Tronic Transmission
By reducing the time it takes to change gears, the S-Tronic dual-clutch transmission increases dynamic characteristics car, and also pleases the driver with its instant response to pressing the accelerator pedal.
Advantages
- There is no loss of time for switching - reduces the acceleration time of the car;
- Fuel consumption is lower than a standard manual transmission - due to automatic selection of optimal engine speed;
- There is no loss of power when switching - the illusion of endless transmission.
Change of oil
According to the manual, the gearbox is filled with oil for its entire service life. But we live in Russia!
- Transmission pan gasket
- Two filters: internal and external
- Rubber O-ring for external filter cover
- Oil 4-6 liters depending on the box
Most owners simply update the oil without changing filters. Drain the oil and add new oil in the same amount. They drive for a week and update again. That's the whole procedure.
The services either increase the price of replacement work or sell you expensive oil.
S-Tronic adaptation
I took a break from the entire forum and talked with the service workers, and came to the conclusion:
- Adaptation helps;
- Adaptation helps, but not for long;
- Adaptation doesn't help.