Direct Shift Gearbox

A Direct-Shift Gearbox commonly abbreviated to DSG is an electronically-controlled, dual-clutch multiple-shaft, automatic gearbox, in either a transaxle or traditional transmission layout (depending on engine/drive configuration), with automated clutch operation, and with fully-automati or semi-manual gear selection.

A DSG (directshift gearbox) is a type of automatic gearbox with two clutches, which few other automatics have. While most cars come with one clutch, the second one works out which gear you’re likely to want next and gets it ready.

What Is Direct Shift Gearbox

A DSG (direct-shift gearbox) is a type of automatic gearbox with two clutches, which few different automatics have. While most cars include one clutch, the second works out which gear you’re probably to need next and gets it ready.

In theory, because of this the gearbox is always organized on your subsequent move, so the gear shifts are particularly short and smooth. It’s once in a while additionally known as a dual-clutch gearbox, twin-clutch or DCT, although some manufacturers have their own name for it.

Working of a DSG Box

Long story short, a DCT or DSG has two shafts, one for the odd gears and the other for even gears. 2 Separate clutches for both the shafts, hence dual-clutch. As the first gear is engaged, the second gear on the other shaft is selected and is ready to be engaged. As the vehicle gains speed, the second gear is needed, the clutch is engaged.

The same happens when we or the transmission downshifts. Besides, they too need some changes in our driving style so that we don’t hurt this quick transmission. Worry not, here are the things you should never do in a DSG or a Dual Clutch automatic transmission.

What are the problems with DSG gearboxes?

No mechanical system is 100 per cent bulletproof, but as manufacturers increasingly use DSG transmissions it’d appear that their failure charge could be very low. On a few older models owners have reported faults with DSGs along with noisy bearings or juddering from the transmission however those are usually few and a long way between.

As DSGs are fully automated they’re actually far less open to abuse than a traditional manual. In a everyday guide the gears should be ‘crunched’ by an unsympathetic driving force or the grasp should put on out upfront if not operated correctly. 

What’s the difference between a DSG and other automatic gearboxes?

If you are comparing different types of automatic gearboxes, chances are you’re evaluating different car companies too – maximum handiest stick with one type. The principal distinction is the DSG’s 2d grab pack, which readies the subsequent tools for fast, clean and relatively efficient shifting. Some traditional, ‘torque-converter’ computerized gearboxes are even smoother and quieter, however they may be commonly some distance much less efficient.

You can also choose a CVT or, in some cases, an automated manual. CVTs (Constantly Variable Transmission) don’t have different gears as such, and tend to prioritise efficiency over everything else. On lower-powered cars, this can mean the engine is noisily revving unnecessarily. Automated manuals, on the other hand, can sometimes be slow to change gear, and jerky too.

How to drive a DSG gearbox car

Many people choose automatic gearboxes due to the fact they make driving easier, particularly in traffic; you don’t have to fear about constantly using the grab together along with your left foot. Driving a car with a DSG gearbox isn’t truly any special to using maximum different automatics – you’ll want to positioned your foot at the brake to interchange among neutral, park, opposite or force.

Releasing the brake withinside the opposite or force will imply the automobile begins offevolved creeping backwards or forwards respectively – that is deliberate, because it makes low-pace manoeuvring easier. Park need to be used whilst you are leaving the car as it locks the transmission, however you’ll nonetheless want to use the handbrake.


  • No loss of torque through the transmission from the engine to the driving wheels during up-shifts.
  • Short up-shift time of 8 milliseconds when shifting to a gear the alternate gear shaft has preselected.
  • Smooth gear-shift operations.
  • Consistent down-shift time of 600 milliseconds, regardless of throttle or operational mode.


  • The clutch pack mechanisms have a limited lifespan.
  • Expensive specialist transmission fluids/lubricants with dedicated additives are required, which need regular changes.
  • Relatively lengthy shift time when shifting to a gear ratio which the transmission control unit did not anticipate (around 1100 ms, depending on the situation).
  • Torque handling capability constraints impose a limit on after-market engine tuning modifications (though many tuners and users may exceed the official torque limits notwithstanding); (Later variants have been fitted to more powerful cars, such as the 300 bhp/350 Nm VW R36 and the 272 bhp/350 Nm Audi TTS.)

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