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Latest information regarding car tuning and programming

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This page briefly covers the most common DSG transmission types.

Return to the DSG Transmissions main page from here.

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All TVS updates for transmission models include dozens of features, from new driving modes and improved heat management to more durable clutch control. Every adjustment can also be tailored to suit your preferences.

DQ200

DQ200 (0AM) DSG transmission is the little brother of the DQ250 (02E) model. Volkswagen AG’s primary development goals for the DQ200 were to reduce fuel consumption and lower emissions. While the DQ250 is by no means a bad transmission, a few things went awry with the DQ200. But no worries, these issues can be fixed.

  • 7-speed

  • Dry clutch

  • Max. 250Nm stock -> Max. 400Nm with TVS software (500Nm with reinforcement parts)

The DQ200 transmission is designed primarily for vehicles with engines producing up to 250 Nm of torque, such as the Polo, Golf, Passat, and Touran. The DQ200 (0AM) was the first 7-speed DSG transmission with a dry dual clutch, installed transversely at the front of the car.

Be aware: Without a proper software update, clutch replacements and mechatronic issues with the DQ200 are not a question of IF, but WHEN.

Typical problems or symptoms:

  • Prone to mechatronic and accumulator failures.

  • A software update is highly recommended – programming protects the clutch and drivetrain.

  • Significant improvement in drivability with TVS programming.

  • Clutch shudder or sticking.

  • Unusual mechanical noise from the transmission.

  • Gear does not engage, rendering the car undriveable.

  • Gear indicator "PRNDS" flashing on the display.

DQ250

The OG! The first DSG transmission, DQ250 (02E), was introduced in a production car with the launch of the Golf Mk4 R32 in 2003. Volkswagen AG combined the benefits of manual and automatic transmissions into a new generation of gearbox: the Direct-Shift Gearbox (DSG). Over the years, this unit has evolved in many ways and, with proper programming, remains a highly capable drivetrain even by modern standards.

  • 6-speed

  • Wet clutch (Note: The importance of regular oil changes!)

  • Max. 350Nm stock -> Max. 750Nm with TVS programming

  • Used in many models up until 2018

The DQ250 was designed primarily for VAG Group vehicles with engine torque of 350–380 Nm, such as the sportier Golf variants (GTI and R models).

Typical problems or symptoms:

  • Shifts to high gears too early, depending on the model.

  • Sport mode feels artificially sporty in stock settings and is uncomfortable to use.

  • In tuned setups, the clutch slips and wears quickly at 450–500Nm without proper programming.

  • Jerking or engine stalling during hard braking.

  • Tachometer fluctuations during long drives.

  • Harsh or clunky shifts, especially between 5th and 6th gear.

DQ380 & DQ381

DQ380 (0DE) – The DQ380 transmission was introduced in 2015, initially for the Chinese market as a smaller version of the DQ500 transmission. The structure and design of the DQ500 (code 0BH) served as the foundation for this new model. The DQ380 was initially designed for front-wheel-drive cars with engine torque up to 420 Nm, such as the Golf 7 GTI and VW Magotan sold in the Chinese market.

  • 7-speed

  • Wet clutch (Note: The importance of regular oil changes!)

  • Max. 420Nm stock -> Max. 850Nm with TVS programming

  • Used in many models until 2018

Volkswagen AG’s focus on reducing fuel consumption and CO2 emissions led to the development of a more efficient version of this transmission for the European market. In 2017, the more familiar DQ381 (0GC) transmission was introduced. It was designed for front- and all-wheel-drive vehicles with engine torque up to 420 Nm, such as the Arteon, Golf 7.5 R, and facelifted Audi S3.

Typical problems or symptoms:

  • Shifts to high gears too early, depending on the model.

  • Sport mode feels artificially sporty in stock settings and is uncomfortable to use.

  • Unusual mechanical noises.

  • Clutch shuddering or jerking during operation.

DQ400

DQ400 (0DD) – The DQ400 transmission was developed by Volkswagen AG specifically to meet the demands of hybrid vehicles and was introduced with the launch of the Golf GTE in 2014.

  • 6-speed

  • Wet clutch (Note: The importance of regular oil changes!)

  • Max. 400Nm stock -> Max. 750Nm with TVS programming

  • Used in many models until 2018

This transmission features a so-called disconnect clutch, which acts as a third clutch. It connects or disconnects the electric motor and internal combustion engine, enabling seamless transitions between different driving modes. he DQ400 is designed for hybrid vehicles with engine torque up to 400 Nm, such as the Golf GTE and Audi A3 E-tron.

Typical problems or symptoms:

  • Shifts to high gears too early, depending on the model.

  • Sport mode feels artificially sporty in stock settings and is uncomfortable to use.

  • Unusual mechanical noises.

  • Clutch shuddering or jerking during operation.

  • Oil line filter detachment -> Leads to acute failure due to loss of oil pressure (Fixable!)

DQ500

DQ500 (0BT) – The DQ500 transmission was designed by Volkswagen AG, building on the experience gained from earlier models like the DQ250. The DQ500 brought dual-clutch technology to larger vehicles with more powerful engine configurations, such as the Audi RS3, Audi TT-RS, Audi Q3, VW Tiguan, Skoda Kodiaq, Transporter vans, and other heavy or high-torque models.

This transmission is also used in motorsport, sometimes handling peak torques exceeding 1000 Nm.

  • 7-speed

  • Wet clutch (Note: The importance of regular oil changes!)

  • Max. 600Nm stock -> Max. 1000Nm with TVS programming

The DQ500 (0BT) DSG made its debut in Volkswagen Commercial Vehicles with the launch of the Transporter (T5) model in 2009. Later, the DQ500, labeled as 0BH, was introduced in Volkswagen Passenger Cars with the 2011 Tiguan. Additionally, the DQ500 (0DL) transmission is used in sports models like the Audi RS3 and TT RS. Different models also have variations, such as gear ratios.

Typical problems or symptoms:

  • Shifts to high gears too early, depending on the model.

  • Particularly problematic in VW Transporter models – resolved instantly with an update!

  • Poorly calibrated Launch Control in high-performance models, causing drivetrain wear (Fixable through programming).

  • Unusual mechanical noises.

  • Clutch shuddering or jerking during operation.

DL382

DL382 S-tronic is a dual-clutch transmission completely redeveloped by Audi AG. This transmission was introduced in two versions with the launch of the Audi A6 Ultra (type 4G) in 2015: a front-wheel-drive version (0CK) and a quattro all-wheel-drive version (0CL). Later, the 0CK transmission was further developed into a new version (0CJ) featuring shift-by-wire technology, which debuted in the Audi Q5 (type FY). These transmissions are designed for engines with torque up to 400 Nm.

  • 7-speed

  • Wet clutch (Note: The importance of regular oil changes!)

  • Max. 400–500Nm stock -> Max. 750Nm with TVS programming

The latest and strongest version of the DL382 transmission is the DL382+ (0HL). Audi has made several modifications and improvements, increasing the torque capacity from 400 Nm to 500 Nm. The DL382+ is designed for longitudinal engines and is suitable for vehicles producing up to 500 Nm of torque, such as the latest generation Audi A6 and A7 (type 4K) models.

Typical problems or symptoms:

  • Shifts to high gears too early, depending on the model.

  • Jerking just before the car comes to a stop while braking.

  • Mechatronics failures, gear not engaging, fault mode, or error code on the dashboard.

  • Unusual mechanical noises.

  • Clutch shuddering or jerking during operation.

DL501

DL501 (0B5) S-tronic – Following the introduction of the 6-speed DQ250 DSG / S-tronic transmission, Audi AG decided to develop its own S-tronic transmission, named the DL501 (0B5). This transmission was first introduced with the launch of the Audi Q5 in 2009.

  • 7-speed

  • Wet clutch (Note: The importance of regular oil changes!)

  • Max. 550Nm stock -> Max. 1000Nm with TVS programming

The DL501 (0B5) is the first 7-speed dual-clutch transmission designed for longitudinal engines and supports up to 550 Nm of engine torque. It is found in models such as the Audi A5, Q5, and A6.

Typical problems or symptoms:

  • Shifts to high gears too early, depending on the model.

  • Jerking just before the car comes to a stop while braking.

  • Mechatronics failures, gear not engaging, fault mode, or error code on the dashboard.

  • Unusual mechanical noises.

  • Clutch shuddering or jerking during operation.

Learn more and dive (or rather Drive?) into the DSG rabbit hole:

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