Last year, we took an in-depth look on the Volkswagen Group's TSI engine family and the way it was serving to the German firm and its sister brands achieve their targets. The information got quite a lot of consideration and we were relatively surprised to see some misconceptions are nonetheless floating round. One reader instructed us we bought it fallacious, that a 1.2 TSI engine from the Polo is turbocharged while the 1.2 TFSI offered on the Audi A1 is supercharged. So we thought that we'd have a take a look at one other know-how supplied by most small or medium vehicles within the Volkswagen, SEAT, Audi and Skoda brands. It's probably even more well-known than the TSI engine. The Germans name it Doppelkupplungsgetriebe, but everyone else who doesn't be part of three words into one calls it the Direct Shift Gearbox, or DSG for brief. Volkswagen, the company that first decided one clutch was not sufficient, can also be moving the game forwards.
It has lately revealed a model new 10-pace unit it says will go into production vehicles soon. To reply that query, we have to look at the needs of people that do not wish to work the clutch. For years, the market was split between standard automatics with torque converters, CVTs and single-clutch autos. All had their advantages and disadvantages. The auto was easy but gradual to react and thirsty, the CVT was efficient however weird to use and the one-clutch automated manual was jerky and unresponsive. The primary individuals to ask themselves "however what if we took a manual gearbox and gave it two clutches" had been Porsche. They developed it for their famous racing prototypes and finally introduced it into manufacturing as the gearbox we all know at present because the PDK. To put it simply, all twin-clutch gearboxes work by separating the odd and even gears on individual shafts. So you've gotten gears 1, 3, 5 and 7 on one clutch and 2, 4 and 6 on the opposite. The whole thing works a bit like a type of Russian helicopters with coaxial blades.
The advantage is that whichever gear you need to go to, up or down, it's already accessible on the other clutch. The mecatronic unit disengages one clutch and pushes in the other one in a single movement with almost instantaneous shifts occurring. As we've talked about already, the first series production DSG gearbox got here out in 2003. It went into the Golf R32. Audi had already launched the TT coupe based on the same platform and it determined a 3.2-liter V6 and a intelligent gearbox would be nice for boosting sales. At that time, Audi used the DSG moniker, but subsequently changed it to S tronic. The gearbox was developed by BorgWarner and constructed by the VW Group's Kassel factory situated in the heart of Germany. The DQ250 can take up to around 350 Nm of torque, is mainly paired to 2-liter turbo engines and weighs ninety kg (200 lb) in front-wheel drive functions, so slightly more than a handbook. If you personal a Golf GTI, an Audi A3 with a 6-speed S tronic or a Skoda Octavia with a giant engine, chances are it's a type of.
More broadly recognized because the 7-speed DSG gearbox, the DQ200 is different to the unique BorgWarner unit. Instead of a submerged multi-plate clutch pack, this uses two single-plate dry clutches. From the beginning, it was designed for decrease torque applications and because it's also fitted to smaller vehicles, it wanted to be lighter as properly. The DQ200 normally takes up to 250 Nm of torque from VW's 1.6-liter diesel or around 170 Nm from the 1.2 TSI. It weighs 70 kilograms (150 lbs) and so far as we know, it's never been used on anything aside from entrance-wheel drive vehicles. In January 2009, six years after the original DSG, Volkswagen group came out with the pinnacle of twin-clutch tech, the DQ500. At that time it was heralded because the world’s only seven-speed transverse-mounted gearbox for top torques that's in giant-scale series manufacturing. It was expected to enter every large VW mannequin beginning with the subsequent generations of the Transporter and Multivan.
