Some of my old followers might remember a piece I wrote back in 2009 titled "Double the Fun" during my time at Auto Motor & Sport magazine. The article focused on dual-clutch transmissions (let’s call them DCT for short), and it was later shared on countless forums and websites, helping to raise awareness in Turkey about how these types of gearboxes work and the different varieties available.

In the 15 years that have passed, many different brands have joined the bandwagon, and every new DCT, especially the dry-clutch ones, has brought along some issues. Today, we’re going to discuss the problems associated with Volkswagen Group’s DSG/S-tronic transmission, specifically focusing on which models come with the less durable dry-clutch type and which ones come with the more reliable wet-clutch type. The information I’ll share has been compiled from my previous comments on social media, particularly on Twitter and YouTube, and will be updated as new details emerge.

There are different types of DSG transmissions, with the most common being the dry-clutch DQ200, which accounts for the majority of mechatronic failures. After a while, the transmission first starts operating with excessive vibrations, eventually failing to engage gears entirely. As of now, the cost of replacement at an authorized service center is around 50,000-60,000 TL without the clutch, and 70,000-80,000 TL with the clutch.

Statistically, the interval in which this problem occurs is between 50,000 and 150,000 km. Our 2012 Skoda Octavia 1.4 TSI, which we bought new in 2012 and was mostly driven by my mother, experienced mechatronic failures twice—first at 50,000 km and then again at 100,000 km—despite all maintenance and periodic services being conducted at the authorized Göztepe Erya service center.

However, looking around us, it seems that especially 1.6 TDI-engine vehicles from the VAG group can be used much longer without DSG issues. We’ve also observed that the mechatronics of vehicles with 1.0 and 1.2 TSI engines tend to last longer—possibly due to the relatively lighter load on the clutch. The lifespan of the mechatronics increases if you avoid stop-and-go traffic, drive mostly on smooth highways, and maintain a calm driving style.

The key detail here is that the DQ200 was introduced in 2008 and was updated with its 'gen2' or second-generation version from 2012 onwards. Therefore, mechatronic failures are less common in vehicles produced after 2012.

The DQ200 is found in almost all VAG group vehicles with engines up to 1.6 liters and front-wheel drive, though there are exceptions. Some models with the 1.5 TSI engine are equipped with the DQ381, a much more reliable wet-clutch DSG. These include:

• Audi Q3

• Cupra Formentor

• Skoda Kodiaq

• Seat Tarraco 

• VW Arteon

• VW Tiguan

For Audi models with engines mounted longitudinally under 1.9 liters, such as A4 and A5, there is another reliable DSG type with the wet-clutch DL382. Models with engines of 1.9 liters and above are equipped with more robust DSGs like the DQ250, DQ500, DL501, DL800, etc., all of which have higher torque capacity and also use wet clutches.

If we were to generalize based on the exceptions mentioned above, we might conclude that “all C-SUVs with the 1.5 TSI engine have the DQ381,” but that wouldn’t be accurate. For instance, despite being in the same segment and having a similar weight, the front-wheel-drive Skoda Karoq 1.5 TSI uses the DQ200. For those interested, here are the official sources and technical data sheets for the Kodiaq and Karoq:

https://cdn.skoda-storyboard.com/2016/08/TD-KODIAQ-en-2.pdf

https://cdn.skoda-storyboard.com/2017/07/TD-KAROQ-en-1.pdf

https://cdn.skoda-storyboard.com/2017/09/TD-KAROQ-en.pdf

For those curious, here’s what the letters and numbers in the transmission codes mean:

D – Direktschaltgetriebe: Direct Shift Gearbox

Q – Querbaukasten: Transversely mounted

L – Langsbaukasten: Longitudinally mounted

200, 250, etc. – These numbers indirectly represent the transmission’s torque capacity. For example, the maximum torque the DQ200 can handle is 250Nm, while the DL382 can handle 400Nm, etc.

As time permits, I’ll share more articles about other infamous transmissions and engines with common issues (such as the Stellantis 1.2 PureTech, Peugeot/BMW N13/B38, etc.). However, the most important takeaway is:

Every problem has a solution; the real question is whether it’s worth solving or not.