So how do you find out what problems are occurring? Any duplicates or errors? It's not us. Don't waste your time wasting ours!
If you are interested in advertising a for-profit service, contact us. Find something helpful? Spread the word. Share on Facebook Retweet this page Email this page. Add Complaint. Caused a rear-end accident with only miles on the car. I thought it was me but I have read similar complaints online.
VW Gti dsg auto transmission loss of power. Now the car started to act the same way when you are shifting down from 5 to 4 or from 4 to 3rd gear, it looses power for about 4 seconds before it picks up power again. This situation has put me and family into serious hazard in a highway. Hope VW will resolve this issue soon. Thank you for your attention.
I have a Volkswagen Gti that has a dsg transmission that slips, clunks, and has a power loss. There has been of these transmissions recalled. I have taken the car to the dealership over three times. They offer no solution. I fear that it will break down and possibly cause an accident.
I writing you for help. Conditions: 20 degrees, sunny, louisville, Kentucky. Currently miles on the odometer. Backed out of my garage, put the car in drive Dand proceeded down my driveway.
Began driving out my subdivision and noticed the engine rpms were getting louder and the car appeared to be stuck in 1st gear. I put the dsg transmission in both manual mode and sport mode, tried to manually shift the vehicle into another gear, but had no success. Stopped the car, turned it off, waited a few minutes, started the car, started driving again. Same behavior Proceeded to turn around to get the vehicle back to my house only to learn that reverse was not working.
Contacted VW roadside assistance and had them tow the car to the local VW dealership. The symptom of the failure I experienced is far different than the current recall from VW cars shifting into neutral. In this case, my car simply would not shift out of 1st gear and also would not work in reverse.TDI s : jetta tdi, jetta tdi.
DSG 1st and reverse intermittant jerking. New to this forum and my first post. On my TDI with K miles The automatic 6 speed will start Jumping when put into first or reverse at times cold or warm doesn't have any effect and occasionally the PRND lights will flash. Lucky this only happens parking so after a restart all is well. This may be a coincidence but I have noticed that a few times the problem seems to happen when the wheels are turned left or right when backing up or starting out.
I'm absolutely sure I am not the only one that has had this problem even though after a search I couldn't find the same issue. It would be great if I can get some practical input as to what is going on with it and how I can correct it.
Thanks in advance. No noise from it at all now.
The Symptoms of a Bad Transmission Solenoid
I had this same problem in mine in reverse only Scan the car with a VCDS and post the codes in the trans. It's prob in the mecatronics unit. My wife's had similar problems and there were faults for a selonoid, found the correct replacement selonoid and installed and problem went away. I had this exact problem, just picked the car up today after a new mechatronics was fitted.
Mine has donemiles. The fluid and filter have been replaced through the cars life. I have Ross tech's program and preformed a calibration on it this past Saturday. Frankly it seemed to help shifting and first gear. I have only had one instance so far where reverse jerked. If it happens again I will see if there is a code and post it.
Matty, Did you have that work done at a VW dealership and how much did it cost you? Sorry forgot to say, I had mine repaired at a gearbox specialist instead of vw.
New development, Today after idling and putting the car in park the transmission started jerking as though it was shifting in and out of gear. Of course I just shut it off.John is a fervent writer, gamer, and guitar lover. Former automatic-transmission repairer, current welder and hobbyist game developer. The transverse six-speed DSG transmission, also known as DQ, is a dual-clutch automatic transmission that is found in vehicles by a number of manufacturers. These manufacturers include Audi, Volkswagen, Skoda, and Seat.
The DQ is a dual-clutch transmission that employs a combination of manual transmission gears and automatic transmission clutches in order to gain the benefits of both. This particular transmission is old news, having been replaced by newer versions, but it has been used in so many vehicles that are still on the road today that it is most definitely still relevant.
To defeat your enemy, you must understand your enemy. So it is with transmission faults.
A traditional automatic transmission uses a number of clutch packs to produce the desired output ratio. This works fine, but it has drawbacks, one of the biggest being fuel efficiency. Conversely, manual transmissions use solid metal gears and a single manually operated clutch. This setup creates less resistance and better fuel efficiency, but it means the driver has to deal with pesky clutch pedals and gear levers.
Using an advanced electro-hydraulic control module to control clutch application and gear shifting, the DSG can bring the driving comfort of a full automatic to the table while still getting the greater efficiency of the manual-style gears. Furthermore, it makes use of a dual clutch assembly, where one clutch is responsible for even numbered gears and the other for odd-numbered gears, improving shifting quality further.
There are other variants, such as the 7 speed DQ, and the inline 0B5 transmission. Before we get into the transmission fault here, there is another cause of juddering which is far more common, and it is outside of the transmission itself.
If you experience the juddering mainly when you start the engine and when the car is idling, often accompanied by a loud clattering noise, the problem is likely in the dual mass flywheel which sits between the transmission and the engine.
The flywheel consists of two plates that can move a small amount in relation to each other. This provides a cushioning effect when torque is transferred from the engine to the transmission.
If the two flywheel plates sheer off from each other, your vehicle will lose drive entirely. If your flywheel is fine, however, and the juddering sensation is most noticeable on gearshifts—particularly at lower speeds—the problem likely lies in the dual clutch assembly.
There are kits available that allow for the replacement of many of the components of the clutch assembly, and oftentimes that will cure the fault.
However, sometimes the wear and tear is in the non-replaceable components, and a new assembly is needed. Default Mode—also known as limp mode and failsafe mode—is a failure state of the transmission where it detects a fault and limits itself to one gear typically third to limit damage to the transmission.
If the codes mention any sensors, gear ratios, or unexpected mechanical disengagements, the problem is almost certainly your mechatronic. It should be noted, however, that these companies are limited in what they can test for and repair in these mechatronic units. One particularly common symptom of a faulty DQ mechatronic is a partial or total loss of reverse, so be on the lookout for that as a strong indicator that the mechatronic is failing.
I have seen a number of instances of bearings wearing down, however. This typically results in a metallic noise when driving. I have known DSG transmissions with this symptom to be driven for quite some time with no ill-effects other than quite irritating driving noise. If the mechanical components of the DSG did fail, it would be pretty catastrophic for the transmission.
The fix is a bearing kit, assuming the problem is dealt with promptly, and no other damage has been caused.John is a fervent writer, gamer, and guitar lover. Former automatic-transmission repairer, current welder and hobbyist game developer. The 7-speed DSG automatic transmission—or DQ—is a transmission that is growing rapidly in popularity. And with that growing popularity comes a growing number of people who may fall victim to some of the faults that can occur with this transmission.
Unfortunately, the faults we have seen so far can be quite pricey to repair. The previous 6-speed direct shift gearbox DSG —the DQ—was a single chamber affair, meaning that all the components within the gearbox shared the same fluid.
This had the disadvantage that contamination from any component within the transmission could impact any other component within the transmission.
The DQ made a lot of changes that brought about better efficiency and weight-savings over earlier models.
But the two most significant changes were separating the hydraulic system from the rest of the transmission, and moving to a dry dual clutch assembly. In moving the hydraulic system—the valves and solenoids and other delicate mechanical components that is the control centre of the gearbox—into its own enclosed system, the transmission has a greatly reduced chance of suffering a fault as a result of oil contamination clogging up vital components, since the only contamination that can get into that chamber would come from the components within.
Simultaneously, moving to a dry clutch assembly removed the biggest source of the aforementioned contamination from the transmission fluid altogether. It also made it so you no longer have to open up any of the transmission in order to change replace the clutch assembly. An unavoidable aspect of any clutch system is that it will wear down over time. The new dry clutch assembly in the DSG DQ is much more akin to a regular manual transmission clutch than the previous DQ wet clutch.
The control module for the transmission will attempt to adapt and compensate for clutch wear over time, however it will eventually reach a point where the clutch is simply too worn to function properly. Slipping will often manifest as the the engine revving higher than it should. In extreme cases, it may not be possible drive at all. The way the dual clutch system works means that one clutch is responsible for odd-numbered gears, the other for even-numbered.
For this reason, having issues in all the odd or even numbered gears as opposed to specific gears is a big indicator that you have a clutch problem. It requires special tools and a certain procedure that, if done incorrectly, will damage the new clutch, and can even damage the transmission itself.By thinkingsquirrel30 November, in Skoda Yeti. It looks like there's a solenoid that's failing to energise to unlock from park; if that is the design of it.
There's no other direct cause: it has just started occurring. Before gaining access to the emergency release, rocking the car back and forward with the handbrake off and the gear selector locked in park eventually allowed the gear selector to move from park.
Does anyone have direct experience of this and what did you do? I've yet to contact a Skoda garage as I wanted to gather some knowledge first.
The fear is that the garage will want to take it to bits and that the bill will be extraordinary. If the fix is possible, it may be economically sensible to do it myself as the car is no longer a spring chicken.
Thanks for that: a browser syntax that I wasn't aware of. I'd already had a good look at all of the threads that remotely touched DSG and it sticking in park or similar. My symptoms have none of the flashing-light electrical problems and it does look like it is solely the lock mechanism, but I could well be completely wrong. It has been remarkably wet over the past month and I have yet to check the fuses.
I don't have a detailed list of Yeti fuses. Is there a specific fuse for the selector lever lock solenoid, if that is the design? Any pointers towards a fuse list and location and would be gratefully received. Do you use parking brake before you park it and leave it in P position?
Audi Q5 defective transmission
Or does the car roll a little bit and put strain on the locking mechanism? The handbrake is always set before releasing the foot brake, and selecting 'Park' is always the last action before taking the key out. The handbrake holds firmly.
It has never had the chance to move in 'Park'. Thinking aloud: is the DSG gear selector lock a pawl or a pin?How to Quickly reset AUTO-gear box/throttle memory that will save you fuel on Touareg 7L 2.5 tdi R5
If it's a pawl that's lifted or pulled by a solenoid then I can see how it would be possible to free it if the car were rocked back and forth, whereas if a pin were withdrawn sideways to release the selector then I can't see how that would become free by rocking the car. I'll look at all of the DSG fuses in the daylight and also try to replicate the back and forth freeing. The pawl is mechanicaly linked to the shifter mechanism. Nothing electrical in between.
Maybe the cable is rusted and is binding? Is it a pawl on a cog and does that cog rotate with the gear selector movement? If the pawl is connected to a solenoid to lift it off the cog then is it a direct link to the solenoid or via a cable? If it's a cable, is it accessible, or is it all contained within the selector unit? DGW, Offski thanks. I'd been looking at the Audi s-tronic 6 speed SSP. I can see now that I was confusing a remembered diagram of the parking lock pawl with the gear selector pawl: the former is a pawl over a cog and the latter is a solenoid driven pin into a pawl hole.
From this knowledge, it looks like the cause should either be a lack of power to the N selector lock solenoid, or that the solenoid is sticking in the de-energised state or not moving at all.Your transmission shift solenoids mount on the transmission valve body that controls fluid flow through the various circuits and passages in the transmission.
The solenoid plungers are constantly bathed in fluid from the transmission, and metal salt from the manufacturing process and normal wear, as well as detritus from the friction materials can collect on the plungers and cause them to bind in their bores and fail to function properly. Identify these failures by the symptoms they produce.
Your transmission relies upon the positions of multiple solenoids to control the gear selection. If one or more solenoids are bad, you may lose the use of one or more gears, and may even be stuck in one particular gear or unable to shift into any gear at all.
Do not confuse a slipping transmission with a solenoid problem. You will hear and feel the difference when you try to shift. A slipping transmission will actually shift, but then not produce any power once in gear, whereas a bad solenoid will prevent the shift from occurring in the first place.
Most modern vehicles have some sort of transmission control module that monitors the transmission through various sensors, such as the shift-position sensor and the transmission speed sensor. Additionally, the TCM and solenoid wiring are protected by fuses. Any failure in the fuses, sensors or associated wiring can result in conditions that prevent the solenoids from working properly.
The TCM will detect failures within the systems that it monitors and any failure, from a bad solenoid to a blown fuse, will trigger a limp-in mode designed to prevent further damage to the transmission while allowing some limited capacity to travel. Typically, the limp-in mode will place the transmission into second gear and keep it there.
This leads to a sluggish feeling when initially accelerating from a standing stop, and high engine revolutions when traveling faster than around 30 mph. This is meant to be used to return home or to a service center if a failure occurs. Do not continue to use the vehicle before rectifying the problem that triggered the limp-in mode. Once the TCM detects a problem in the monitored systems, it sets a diagnostic trouble code that can be retrieved using a scan tool appropriate for the year and make of the vehicle in question.
The trouble codes for transmission control components begin at P, and the codes specific to the solenoids range from P through P Additionally, there are speed sensor codes that run from P through at least P Check the DTCs against the model-specific codes set forth by the manufacturer. This article was written by the It Still Runs team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information.
To submit your questions or ideas, or to simply learn more about It Still Runs, contact us. Limp-In Mode The TCM will detect failures within the systems that it monitors and any failure, from a bad solenoid to a blown fuse, will trigger a limp-in mode designed to prevent further damage to the transmission while allowing some limited capacity to travel. Diagnostic Trouble Codes Once the TCM detects a problem in the monitored systems, it sets a diagnostic trouble code that can be retrieved using a scan tool appropriate for the year and make of the vehicle in question.
About the Author This article was written by the It Still Runs team, copy edited and fact checked through a multi-point auditing system, in efforts to ensure our readers only receive the best information.AudiA3JJ Aug 17, Log in or Sign up.
I tried putting it in reverse and that doesn't work either is there a way you can reset the DSG or is this a bigger software problem? AudiA3JJAug 17, Sorry to be the bearer of bad news but this might actually be a hardware problem. SAiLOAug 17, I have the same problem it's the DSG going in my case, a Sensor inside it has failed.
Thanks guys. I've been looking. P - solenoid valve power supply power defective. I'm going to get it booked in ASAP and get the gear oil changed and at the same time of the Earth Lines to the gearbox etc checked out.
I really really hope it can be repaired, they ain't cheap! Look up Slaters in Nottingham If you can live without your car for around 2 months, you might like to purchase a warranty.
SayamAug 17, Cheers for that, I'll have a look. No I need my car unfortunately, why 2 months? Think it might be too late for warrenty lol AudiA3JJAug 18, You must log in or sign up to reply here. Show Ignored Content.