Talk:Direct-shift gearbox

message: Uh, American reviews usually don't like CVT, but DSG is getting rave reviews here...  I will dig out (links to) the two articles that gave me that impression.  Both from BorgWarners investorrs web site, scanned in articles from "Auto News" (publication):-
* and
*
:Agreed. This is an odd comment and in my opinion not relevant to this article. Perhaps the author was referring to the fact that more vehicles contain CVT's? Porcupine911 02:55, 3 February 2006 (UTC)
thread_title: American POV

message: ...to Volkswagen (which also owns the Audi, SEAT, Bentley, Bugatti, Lamborghini and Škoda brands).  I think technically, all those brands are held under the VAG company (Volkswagen Audi Group) so this sentence is not exactly accurate... --67.189.98.43 02:55, 15 June 2006 (UTC)
replies: text: VAG does not stand for Volkswagen Audi Group, but rather Volkswagenwerk Aktiengesellschaft, or "Volkswagen Corporation." TomTheHand 12:02, 15 June 2006 (UTC)
replies: text: Wrong . . . "Volkswagenwerk Aktiengesellschaft" does NOT exist, and has not done so since 1985! -- Teutonic Tamer 10:22, 2 April 2008 (UTC)

text: In the UK, "VAG" initially stood for "Volkswagen Audi Group" - when just VW and Audi were under the same ownership, and both marques were sold from the same car showrooms.However, the current Volkswagen Group contains many more brands, but "VAG" is still used informally to indicate "Volkswagen Group" brands/marques.Only in Germany, does VAG now technically refer to "Volkswagen AG" - however, informally, VAG still refers to the entire stable of VW Group brands. -- Teutonic Tamer 10:22, 2 April 2008 (UTC)
thread_title: Isn't it VAG?

message: My understanding is that the Dual Clutch transmission for the Veyron was the work of Ricardo plc, the UK transmission specialist responsible for the Ford GT's transmission.  That would be backed up by the fact that they won an award for it (see http://www.ricardo.com/media/pressreleases/pressrelease.aspx?page=38).
The gearbox developed by Borg-Warner is certainly a nice piece of kit, but it's a different piece of equipment than the Veyron box - which has to deal with over 900lb.ft of torque in the Veyron.
While I am on the subject of amendments - the article reads like Borg Warner invented this class of transmission (dual-clutch, pre-engaging). I know that Porsche used this design in the early 1970's on their Le Mans car of the time, and I expect the history goes back further than that.  One could argue that Borg Warner "invented" DSG, but its akin to saying Ford "invented" the Mustang. They certainly make the car in question, but the point is, it's not an invention, it's a product...  Craigy 217.155.94.30 19:08, 7 July 2006 (UTC)
replies: text: Per your last point, what if we were to say, "...dual-clutch gearbox designed by BorgWarner" ? That would confer that this iteration of a dual-clutch transmission is their work, but doesn't imply that they invented the concept (much like Ford designed the Mustang). Peel 19:40, 23 September 2006 (UTC)
replies: text: The Veyron 'box was indeed done by Ricardo; a mate of mine worked on it. Mr Larrington (talk) 13:46, 15 August 2011 (UTC)
thread_title: Veyron gearbox?

message: The page says 80 millisecond shift times, but the reference page (on about.com) says 8ms... which is it anyone? —The preceding unsigned comment was added by 203.152.114.136 (talk) 00:25, 19 February 2007 (UTC)
thread_title: 8 or 80 milliseconds, which is it

message: The figures I see in most sources are 8/100 of a second, which is 80 ms.  If it was really 8 ms, it would be shifting in less time than it takes an M60 20mm Gatling gun (6000 rounds per minute) to fire a single bullet, which is pretty unbelievable.
Shift speed varies widely
Gatling comparison is pointless, DSG is not a hydraulic-power rotating gun and there are no elevant parallels in the mechanisms. Upshifts as fast as 8ms are mentioned []. 
Typical shift times are 0.3 to 0.4 seconds; during upshifts engine power is interrupted for only 8 milliseconds.
The modeller is ex-industry (transmission engineer, FFD-Ricardo, so I credit that he he is knowledgeable about the real thing (link is for a Meccano model, but comment is about full-scale DSG gearbox). An 8ms change is not quite so unbelievable, keeping in mind that DSG shifts involve a change from clutch in use to the second clutch, with the gear to be used on the second clutch pre-selected. Centrepull (talk) 07:45, 4 March 2009 (UTC)
thread_title: 80 I believe

message: also if downshift is anticipated, how is the (currently unused) input shaft 'sped up'? CorvetteZ51 13:42, 2 June 2007 (UTC)
thread_title: clutch needed for first and R ?

message: I took out the advantage that said
*Both clutches can disengage when travelling downhill, allowing the car to coast
Because I thought that
#It is dangerous to coast down a hill, in case you need engine fcontrol
#It saves fuel to just ride the hill with the wheels keeping the engine spinning as opposed to pumping more fuel to get it to stay at idle when disengaged with the wheels.
#Manuals and autos can do it too. (Neutral anyone?)  OMGsplosion 23:29, 26 October 2007 (UTC)
replies: text: Perhaps the article needs to be edited to clarify the behaviour in regards to specific transmissions. The DL501 will not disengage the clutches unless in neutral so engine brakes at all time. 58.167.139.219 (talk) 14:51, 22 November 2023 (UTC)
thread_title: Removing the coasting advantage

message: Because of car/engine modding/tuning popularity today, thought it would be a worthy edition for those interested.  It is even pointed out and referenced in the Audi TT review in the external links.  Here's how I quoted it.
"From car/engine modding perspective, the ability of the transmission handle extra power (ex upgraded turbocharger) is very questionable"
This statement is almost guarenteed to be untrue.  Companies such as HPA are now using DSG transmissions in their high performance VW projects, pushing >600hp through a nearly unmodified transmission.  For example, here is a current project car, the Jetta R-GT at 550hp with a DSG transmission. http://www.hpamotorsports.com/projects_finished_rgt-jetta.htm 142.161.255.36 (talk) 21:12, 25 November 2007 (UTC)
replies: text: Not sure if it is worded well enough.  But anyone with better way of quoting it....suggestions are welcome.  —Preceding unsigned comment added by 99.238.36.254 (talk) 06:40, 11 November 2007 (UTC)
thread_title: Added another disadvantage pertaining to engine modding

message: The usage of such a wording is nothing more then an opinionated point, and does little to really describe the "mechanical" and operational advantage of DSG.  Plus the usage of
VW's press release cite sounds nothing more then just promotional material, which can be considered bias.  And besides what type of transmission certain people consider "sporty" can
vary from individual to individual.  Example there are many car enthusiast whom may consider a traditional manual transmission to be very sporty due the amount of control they have
over their vehicle.  Such a point does not have a place in what is to be an unbias POV.  —Preceding unsigned comment added by Fsdude77 (talk • contribs) 05:47, 15 January 2010 (UTC)
thread_title: Advantage "sporty" not a valid point as an advantage

message: Against - DSG is notable on its own, and the amount of information on it is non-trivial. There's simply no point in merging it with another article, regardless of how related its subject is. 24.87.161.50 (talk) 03:15, 15 February 2008 (UTC)
replies: text: Agreed - DSG is a unique piece of engineering.  Do NOT merge! -- Teutonic Tamer 10:24, 2 April 2008 (UTC)
thread_title: Re: Merge with Twin-Shift Gearbox

message: The following info should be added to the DSG wiki entry:
Originally developed to work with transversely mounted units, and so initially restricted to the TT and the A3, the latest generation of S tronic can now extend its reach upwards to the A4, A5, Q5 and many other Audi models whose engines are mounted ‘lengthways’. 
In its latest form the famously quick and slick gearbox, developed exclusively by Audi, offers the existing transmission’s familiar Drive, Sport and ‘Manual’ modes, the latter upgrading from six to seven fixed ratios, and boasts a higher torque threshold of 550Nm. This impressive capacity means that it is theoretically compatible with a wide spectrum of sports models, including the majority of the V8 and V10-powered performance flagships and the high performance TDI models. 
The formidable outputs produced by these cars will be handled by two multi-plate clutches – one controlling the odd gears 1, 3, 5 and 7 and the other the even 2, 4, 6 and reverse. Both transmission elements are continuously active, but only one is powered by the engine at any one time. This means that when the driver accelerates in third gear, for example, fourth is already pre-engaged by the second transmission element. The switching process takes place in mere hundredths of a second as the clutch shifts – while one is opening, the other closes, so changes are remarkably swift and the power flow is never interrupted. 
The new seven-speed S tronic has also been designed to work in conjunction with the latest generation quattro four-wheel-drive system with asymmetric-dynamic distribution, so in normal conditions 40 per cent of the power is channelled from the drive shaft to the front axle differential and 60 per cent to the rear, resulting in optimum handling poise. 
Twenty three years ago Audi fielded its first dual-clutch transmission in the 476PS Sport quattro S1 rally car piloted by Walter Rohrl and Christian Geistdorfer, and since its transfer to the road in 2003 as the Direct Shift Gearbox or DSG over 188,000 examples have been installed worldwide. The latest version, with its dramatically greater scope for application across the Audi range, will make its debut in UK-bound Audi models in late 2008.  —Preceding unsigned comment added by Rockreid (talk • contribs) 19:16, 20 March 2008 (UTC)
replies: text: That lot looks just like an official Audi press release - so why didn't the OP post the link? -- Teutonic Tamer 10:26, 2 April 2008 (UTC)
thread_title: new 'S tronic' info from Audi press release-- Q5 will be first vehicle

message: I had intended to fill this point in the list of automotive superlatives by checking the first DSG model in this article, but it doesn't mention it anywhere. Which road car was the first to receive one of these double-clutch gearboxes?  --NaBUru38 (talk) 23:32, 17 December 2008 (UTC)
replies: text: I personally don't know for sure, but I would hazard a guess at either the Golf Mk4 R32 (German market only), or the original Audi TT.  Hope that gives you some leads.  78.32.143.113 (talk) 20:03, 3 March 2009 (UTC)
thread_title: First dual clutch gearbox-equipped car?

message: According to the 2009 TSI DSG GTI manual (USA), there is no engine braking when the transmission is in S mode. The only engine braking available is on manual mode.  Roytoy (talk) 03:07, 29 January 2009 (UTC)
replies: text: The English language Wikipedia covers more than just the USA, and the DSG has engine braking in ALL modes!  78.32.143.113 (talk) 20:00, 3 March 2009 (UTC)
thread_title: S mode downshift

message: I have noticed that when the clutches are fully disengaged on a incline and the car rolls back, the brake automatically engages and then the transmission "bites" to stop the rolling.  It is hard to explain without actually experiencing it.  It seems to me like the natural expected thing one would to if a manual car started rolling.  Of course with the DSG you don't have a clutch pedal and you can not "ease it in" on a hill so this feature is very helpful because it gives ample time to move the foot from the brake pedal to the accelerator pedal.
I wish I had more technical or on paper data than first hand experience. It is no where listed on the manual.  Roytoy (talk) 03:14, 29 January 2009 (UTC)
replies: text: It's called "Hill Hold Assist" (HHA).  It is, in fact, described in the owner's manual.  VAG has since added this feature to traditional (i.e. clutch-pedal) manual transmissions as well. 74.210.23.143 (talk) 17:18, 3 September 2010 (UTC)
thread_title: Brake auto engage

message: I removed a few of the disadvantages because they were either opinion, weren't verifiable, and/or poorly worded.
One was some nonsense about "maximal accleration uphill" and mere opinion/rant about the kickdown switch.  It's very easy to argue the kickdown switch is desireable.  These are both opinions however not facts for the wiki.  
Another, a mention of the torque limit which has already been refuted (with evidence) on the talk page.  
The other was the cost, which also had no citiation.  It may be expensive to manufacture (no evidence was given though) however all the consumer knows is the price they pay for it.  Given the cost of the DSG (FWD) is not much different than that of a traditional (torque converter) automatic on similar other cars, the DSG is not something that adds an extrodinary premium to the price of a vehicle.
74.210.23.143 (talk) 17:47, 3 September 2010 (UTC)
thread_title:  Unfounded "disadvantages". 

message: Mine failed twice. 2007 Jetta. Perhaps I had an early version of course. I do not recommend. --81.164.160.148 (talk) 18:49, 14 July 2011 (UTC)
replies: text:  I retract this statement. Turns out that the second time, 2007 Jetta popped a spark plug following an ignition coil failure. Nothing to do with the DSG box at all --81.164.160.148 (talk) 18:32, 2 August 2011 (UTC)
thread_title:  Mine failed twice 

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message: Can the part about the power take off be changed to something a bit more in line with what it is. A PTO is not what that output does as such. A PTO is used to power external power tools such as bench saws found on some older land rovers for example.
I think it should be more in line to use a term such as output pinion/shaft for the rear wheels on a four wheel drive car. Tanis8472 (talk) 14:32, 24 November 2017 (UTC)
thread_title:  Pto