Audi A4 e S4 V - Prj. B9 (Spy da Pag. 16)

[TonyH]

questi qua ti rifilano delle A6 a 6 cilindri con trasmissioni mutuate da roba di metà prezzo di listino se non meno.

In Europa, oramai, il ciclo di vita del primo proprietario, non lo considerano oltre i 48 mesi. 24-36 ancora meglio...

[Matteo B.]

va bè, ragazzi...se si ragiona così per auto da 60k euro...

[poliziottesco]

non la penso così PER NULLA.

il DSG di VW per me è un cambio da auto media. per una macchina che costa più di 50k euro mi aspetto una trasmissione adeguata.

e non è il DSG PER NULLA.

infatti non lo è nemmeno per loro, visto che le grosse hanno il convertitore.

per me il DSG VW (unico provato)-------> non merda ma roba assolutamente media. non raffinato come un'automatico al top come cambiata..gli manca la souplesse.

Vabbu' Matteo del DSG esistono varie versioni, come diceva J-Gian quello long e' diverso da quello trasv...anche la R8 monta il DSG

[Felis]

poi gli scheletri nell'armadio sono le varie serie2 &co.

Quali?

[Matteo B.]

Vabbu' Matteo del DSG esistono varie versioni, come diceva J-Gian quello long e' diverso da quello trasv...anche la R8 monta il DSG

specificate, allora ...ma roba "in-depht" eh....perchè quella cazzata di non usare lo ZF ovunque PUZZA. ma tantissimo. sono risparmi.

lascia stare la R8 che fai solo casino

- - - - - - - - - - AGGIUNTA al messaggio già esistente - - - - - - - - - -

Quali?

la tua per esempio

[TonyH]

va bè, ragazzi...se si ragiona così per auto da 60k euro...

60.000€? Chi vede quei listini sono i cazzoni come me e te che la macchina osano ancora volersela comprare e intestare a nome proprio da usare finchè gli gira.

E difatti, si compra altro

[poliziottesco]

specificate, allora ...ma roba "in-depht" eh....perchè quella cazzata di non usare lo ZF ovunque PUZZA. ma tantissimo. sono risparmi.

..

[h=2]Overview[edit][/h][h=3]Transverse DSG[edit][/h]At the time of launch in 2003^[2][6] - it became the world's first dual clutch transmission in a series production car,^[2][6] in the German-market Volkswagen Golf Mk4 R32^[2][6] and shortly afterwards, worldwide in the original Audi TT 3.2;^[7] and for the first few years of production, this original DSG transmission was only available in transversely oriented^[2] front-engine, front-wheel-drive — or Haldex Traction-based four-wheel-drive vehicle layouts.

The first DSG transaxle that went into production for the Volkswagen Group mainstream marques had six forward speeds (and one reverse),^[6][7] and used wet/submerged multi-plate clutch packs^[2][4] (Volkswagen Group internal code: DQ250, parts code prefix: 02E).^[7][8] It has been paired to engines with up to 350 N·m (260 lb·ft) of torque,^[6][7] and the two-wheel-drive version weighs 93 kg (205 lb). It is manufactured at Volkswagen Group's Kasselplant,^[2] with a daily production output of 1,500 units.^[6]

At the start of 2008, another world first,^[6] an additional 70 kg (150 lb) seven-speed DSG transaxle^[6] (Volkswagen Group internal code: DQ200, parts code prefix: 0AM)^[8][9][10] became available. It differs from the six-speed DSG, in that it uses two single-plate dry clutches (of similar diameter).^[10] This clutch pack was designed by LuK Clutch Systems, LLC.^[11] This seven-speed DSG is used in smaller front-wheel-drive cars with smaller displacement engines with lower torque outputs,^[6][7][10] such as the latest Volkswagen Golf,^[6][10]Volkswagen Polo Mk5,^[10] and the new SEAT Ibiza,^[7] due to it having a maximum torque handling capacity of 250 N·m (180 lb·ft).^[6] It has considerably less oil capacity than the six-speed DQ250; this new DQ200 uses just 1.7 litres (0.37 imp gal; 0.45 US gal) of transmission fluid.^[6]

In September 2010, VW launched a new seven-speed DSG built to support 500 N·m (370 lb·ft), the DQ500. Its first use was in the Audi TT-RS.^{[citation needed][12]}

[h=3]Audi longitudinal DSG[edit][/h]In late 2008, an all-new seven-speed longitudinal^[7][13] S tronic^[13] version of the DSG transaxle went into series production (Volkswagen Group internal code: DL501, parts code prefix: 0B5).^[8]Initially, from early 2009, it is only used in certain Audi cars, and only with longitudinally mounted engines. Like the original six-speed DSG, it features a concentric dual wet multi-plate clutch.^[13]However, this particular variant uses notably more plates — the larger outer clutch (for the odd-numbered gears) uses 10 plates, whereas the smaller inner clutch (driving even-numbered gears and reverse) uses 12 plates.^[13] Another notable change over the original transverse DSGs is the lubrication system^[14][15] — Audi now utilise two totally separate oil circuits.^[13] One oil circuit, consisting of 7.5 litres (1.65 imp gal; 1.98 US gal), lubricates the hydraulic clutches and mechatronics with fully synthetic specialist automatic transmission fluid (ATF),^[13] whilst the other oil circuit lubricates the gear trains and front and centre differentials with 4.3 litres (0.95 imp gal; 1.14 US gal) of conventional hypoid gear oil.^[13] This dual circuit lubrication is aimed at increasing overall reliability, due to eliminating cross-contamination of debris and wear particles.^[13] It has a torque handling limit of up to 600 N·m (440 lb·ft),^[7] and engine power outputs of up to 330 kW(450 PS; 440 bhp).^[7] It has a total mass, including all lubricants and the dual-mass flywheel of 141.5 kg (312 lb).^[7]

This was initially available in their quattro all-wheel-drive variants,^[8] and is very similar to the new ZF Friedrichshafen-supplied^[16] Porsche Doppel-Kupplung (PDK).^[17][18]

da prendere con le molle, ora non ho tempo di cercare altrove, completo su Direct-Shift Gearbox - Wikipedia, the free encyclopedia

[Matteo B.]

No, Doctor...

qui ci sarebbe da spulciare l'EPC di VAG.....

[poliziottesco]

No, Doctor...

qui ci sarebbe da spulciare l'EPC di VAG.....

I know man, pero' se lo vada a cercare lei dato qua devo contnuare a scrivere quelle due cazzate per le quali almeno sono pagato

[Felis]

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