Volkswagen’s Direct-Shift Gearbox Part 3
Although 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 month’s article will cover the rest of the second group and the third.
Coping with Capillary Action
Capillary action is defined as the movement of a liquid within the spaces of a porous material due to the forces of adhesion, cohesion and surface tension. A simple example would be dipping a paper towel into a glass of water and watching it climb up the towel. If the towel is long enough, eventually the force of gravity will be too great for the water to overcome.
The Direct Shift Gearbox Part 2
Housed 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.
Volkswagen’s Direct-Shift Gearbox Part 1
Volkswagen’s direct-shift gearbox DSG 02E (see Figure 1) is used in the United States in some 2004-to-present New Beetle, New Jetta and Golf GTI models. It is a six-speed manual front-wheel-drive gearbox that is shifted automatically.
The Bucking Audi
The continuously variable transmission (CVT) used in Audi’s A4 and A6 vehicles, called the 01J or Multitronic, could show up in your shop with a bucking complaint. This style of CVT (see Figure 1) does not use a fluid coupling as a pass-through device for engine torque input. This means that when the vehicle is engaged or comes to a stop in gear, the forward or reverse clutch must slip. When the brake is released and the throttle is depressed, the clutch applies and the drive and driven pulleys begin to move in relation to each other to provide gear ratios.
Things Aren’t Always What They Appear to Be
Things aren’t always what they appear to be; at least, that was the case concerning a call we had on a 50-42 LE unit in a Volvo with good forward gears and a slipping reverse before rebuild. It was one of those used-car-lot customers that didn’t want to spend any money but wanted a lifetime warranty. I am sure you know what I am talking about.
‘I Don’t Work on Imports’
The other day I had an interesting conversation with Bob Augustine from Vetronix Corp. in which he reminded me of the day when good old carburetors were being replaced with fuel injection. And you would hear technicians say, “I’m only a carburetor guy; I’m not going to work on any car with fuel injectors.” This made me think of how often I hear transmission technicians say they will never work on imports. The term “import” is becoming increasingly difficult to define.
Sometimes It’s Not So Bad When It’s Bad
The input-shaft and output-shaft speed sensors used in the AF23/33-5 (AW55-50SN) are two-wire Hall-effect sensors, which means they are supplied with a voltage source on one wire and send a signal back to the computer on the remaining wire.
The 4L30-E Connector Connection
Because of the 4L30-E’s longevity (16 years now) and its use by a variety of vehicle manufacturers such as Isuzu, Honda, BMW and Cadillac, numerous changes have taken place in this transmission throughout those years.
The Path of Least Resistance: The Future of Transmission Fluids
The company goes on to say that the development of DEXRON-VI was the first time an automotive company worked so closely with petroleum and additive companies to develop a new fluid. The companies GM was referring to are Petro-Canada Lubricants, which provides the base stock of the fluid, and Afton Chemical Corp., which supplies the fluid’s additive package.
Repeat Performance, Not by Popular Demand
You may recall that the 4L80-E made its appearance in 1991. And whether it was in two-wheel-drive or four-wheel-drive configuration, the output carrier had the exciter ring for the output-shaft-speed (OSS) sensor pressed onto it.
Operation Multi-Select
The shift strategy of Chrysler’s 45RFE and 545RFE transmission is clever and unique. The computer controls a total of seven solenoids in the transmission to perform all shift-feel, shift-timing, converter-clutch-apply and failsafe strategies.
