Przy okazji szukania info do nowego paska oraz s3 natrafiłem na przydatne informację:
http://www.volkswagenag.com/content/vwc ... dq500.html
In 2009, six years after launching the first DSG® dual clutch gearbox in the world, Volkswagen presented a new member of the extremely successful DSG® family. These gearboxes represent a unique synthesis of comfort, sportiness and fuel efficiency. Building on the experiences afforded by the proven DQ200 and DQ250 gearboxes, the new DQ500 now makes dual clutch technology available to customers with larger and high-performance vehicles. The DQ500 is currently the world’s only seven-speed transverse-mounted gearbox for high torques that is in large-scale series production. The clutch is designed for an engine torque of up to 600 Nm, and yet 8 mm smaller than in the DQ250. It can be used for a range of applications from sporty passenger cars to commercial vehicles.
The transmission world is still dominated by manual transmissions in Europe and conventional automatic transmissions in the USA and Japan. Both concepts have their benefits: Manual gearboxes are robust and feature low prices and a high efficiency. Drivers also value their driving pleasure and sportiness. Conventional automatic transmissions are above all comfortable. Shifting gears without interruption in tractive force offers a unique driving experience. The Volkswagen dual clutch gearbox combines the best of both worlds.
Automatic transmission enthusiasts leave gear selection to the sophisticated driving programs while sporty drivers enjoy the sequential, manual gear shifting. As to fuel consumption, DSG® dual clutch transmissions are as efficient as manual transmissions and, depending on the engine type, fuel consumption may even be lower.
Like the dual clutch installed in the DQ250, the dual clutch of the DQ500 also consists of two concentric, „wet“ individual clutches. Their main task is to transmit engine torque and to shift gears in the sub-transmissions. In addition, they allow for comfortable acceleration from standstill in the first gear (outer clutch) and in reverse gear (inner clutch). Clutch 1 is the outer clutch which shifts the gears 1 – 3 – 5 – 7. Clutch 2 is the inner clutch which shifts the gears 2 – 4 – 6 – R. In contrast to the DQ250, clutch 2 is thus also used to accelerate from standstill in reverse gear. Arranging the gears 1 and R in the separate sub-transmissions allows for quick changes of direction when maneuvering simply by acting on the dual clutch.
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Intricate mechanical and time-related processes set high demands to the entire control system of the DQ500. The software - developed in-house at Volkswagen - plays a decisive role in achieving the precision and comfort of the new gearbox. These complex processes are almost not perceptible by the drivers - even if they manually intervene in gear selection.
While previously existing DSG® gearboxes have been installed in vehicles of the A0, A and B classes, the DQ500 will see its premiere in the new generation of the Transporter and Multivan. The new DSG® gearbox is ideally suited for this vehicle class and offers a unique driving experience within its competitive environment. The 7th gear has been designed as an overdrive, which has a positive effect on consumption especially in customer-oriented longdistance journeys. In combination with the completely new, two-stage turbocharger 2.0 l biturbo TDI engine which has also been optimized with regard to its consumption, the DQ500 allows for fuel economy to be improved by 1.6 l/100 km compared to the predecessor drive configuration.
Its suitability for four-wheel drives, high engine torques and sporty concepts emphasizes that this DSG® will, like the other DSG® gearboxes, play a major role in Volkswagen‘s module system. This gearbox marks the extension of Volkswagen‘s DSG® strategy to include high-performance confi gurations and further strengthens its market position in the fi eld of dual clutch gearboxes. DSG® technology thus contributes to the reduction of fuel consumption and emissions also in higher vehicle classes now.
Dobrze, że kiepskie DSG 7 DQ200 idzie do lamusa, bo nie wyobrażam sobie tego w nowym B8 i S3
