Five years ago Volkswagen presented the first production dual-clutch transmission in the world: the 6-speed DSG. An intelligent automatic, a transmission of superlatives. The winning move of dual clutch transmissions had begun at Volkswagen. Since then over one million 6-speed DSGs have been sold! In just the first eleven months of last year 364,000 were sold. This is now being followed up by another transmission sensation: the world?s first 7-speed DSG to be produced in high-volume. For many car drivers this could signify the final turn away from conventional transmissions. Because the new DSG can do everything better than a manual gearbox. It is more fuel efficient, sporty and comfortable.
The new 7-speed DSG makes the revolutionary transmission technology available for smaller engines too, engines that develop up to 250 Newton-meter torque. The 7-speed DSG will be initially introduced on the Golf, Golf Variant and Golf Plus ? paired with the latest TSI (90 kW / 122 PS) and the bestselling TDI (77 kW / 105 PS) of the model series.
The most prominent component of the DSG is its dual clutch. In comparison to the 6-speed DSG, there is no "wet" clutch in the new transmission ? that is a clutch immersed in an oil bath ? rather a "dry" clutch. That too is a world first for DSG technology. This and other engineering modifications led to significant improvements to the DSG?s efficiency. The result: Further reduced fuel consumption and emissions values, even greater convenience and driving fun.
A look at the fuel economy and driving performance data of the Golf, with and without 7-speed DSG, underscores the progress made. This much can be said right away: The new 122-PS TSI on the Golf is a masterpiece of fuel efficiency. Shifted by a manual 6-speed gearbox, the charged gasoline engine in the Golf consumes just 6.3 liters of fuel per 100 kilometers ? and this is even less than that of models with lower PS output. However, when the same Golf TSI is paired with the new 7-speed DSG, average fuel consumption (95 ROZ octane Super) is reduced even further: to just 5.9 liters. Similarly, CO2 emissions are reduced from 149 g/km to 139 g/km. These are data that just a short while ago would have been considered inconceivable for a gasoline engine in this performance class. Especially for an automatic: Compared to a conventional automatic with torque converter, the new DSG even consumes up to 20 percent less fuel!
Since the 7-speed DSG can now also serve on smaller engines, another jump in volume can be expected for DSG. In the final months of 2007, the DSG share in the Golf class ? even without 7-speed DSG ? already rose to above nine percent. The year?s average for the new Golf Variant came in at over ten percent. On the Golf Plus the average for 2007 was greater than twelve percent. The Jetta had a DSG share of over 13 percent, and the Eos over 14 percent. 24 percent of all Touran buyers chose a dual-clutch transmission in the past year. It was about 22 percent on the Passat sedan and over 28 on the Passat Variant. The trend toward automatics ? when they have DSG ? is therefore clearly evident.
Both DSGs are built at the VW Transmission Plant in Kassel. The light 70 kilogram 7-speed DSG is built with about 400 parts. The new transmission is like an old friend to employees in Kassel as production volume is being ramped up these days: as early as September 2005 a die-casting machine was used to produce the first prototype case. While the many DSGs had to prove their qualities on stationary test benches for far more than 60,000 hours of durability testing, developers sent the other DSG prototypes aboard Golf and Co. to run test trial routes in the real world. They covered about two million kilometers. Afterwards the findings were clear: the new DSG is extremely durable and extremely efficient too.
In the last week of November 2007, series production of the new DSG was finally started. Plans already call for increasing output up to 750 7-speed DSGs per day over the course of this year. If demand rises even more, production could be ramped up to 1,500 7-speed DSGs per day by implementing a second assembly line. In parallel, 1,500 units of the 6-speed DSG are being produced daily in Kassel.
I think hydraulic is best for me , but the DSG is a version of that.
These things are electronically operated.
Straight clutches are a lot to do with everything either in autos and manuals, you can fill a manual with synchro rings are do the same with autos with clutches bands and whatever except use lock-up.
I'm guessing that stick is the most 'pure' but kids with stick would be UNable to drive a Moss box as was used on 1950s Jaguar, which was pretty much unbreakable.
I have yet to fully master the virtually dead art of the double clutch - which has not been needed for, what, 40 years?Originally Posted by robmcg
Road tests of the 6-speed DSG were not altogther flattering, as in the 2001-on VW Passat, but I'm not sure if the new trans is the same.
I think they were judged to be less smooth than hydraulic automatics and barely more efficient.
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