DIAGNOSIS GUIDE

TRANSMISSION CONTROL UNIT

ALL RELEVANT INFORMATION The following is described in this diagnosis guide:

All tips and tricks for installing and removing the control unit
IN ONE GUIDE of an automatic gearbox for the following brands:

› Audi › Mazda › Seat › Vauxhall

EDITION 1 › Ford › Mercedes › Škoda › Volkswagen
 INDEX Index: search by product

INTRODUCTION........................................................................3 SEAT TOLEDO III 5P2 2004-2009 VW JETTA III 1K2 2005-2011
ŠKODA OCTAVIA 1Z 2004-2013 VW JETTA IV 162, 16A 2011-2019
MERCEDES-BENZ 722.7 - SIEMENS FTC.........................4 ŠKODA SUPERB 3T 2008-2015 VW PASSAT 3C2, 3C5 2005-2010
MERCEDES-BENZ A-CLASS W168 1997-2004 ŠKODA YETI 5L 2009-2017 VW PASSAT 362, 365 2010-2014
MERCEDES-BENZ VANEO W414 2002-2005 VW CADDY III 2K, 2C 2004-2015 VW POLO 6R, 6C 2009-2017
VW CC 358 2011-2019 VW SCIROCCO 137 2008-2014
MERCEDES-BENZ 722.8 - TEMIC VGS...........................18 VW EOS 1F7, 1F8 2006-2015 VW TOURAN 1T1, 1T2 2003-2010
MERCEDES-BENZ A-CLASS W169 2004-2012 VW GOLF IV 1J 1997-2004 VW TOURAN 1T3 2010-2015
MERCEDES-BENZ B-CLASS W245 2005-2011 VW GOLF V 1K 2003-2009 VW GOLF PLUS 5M1, 1KP 2005-2014
VW GOLF VI 5K1, 517, AJ5 2008-2012
MERCEDES-BENZ 722.9 - 7G-TRONIC..........................32 VW JETTA III 1K2 2005-2011 BOSCH EASYTRONIC - F13/F17 MTA...........................88
MERCEDES-BENZ M-CLASS W164 2006-2012 VW JETTA IV 162, 16A 2011-2019 VAUXHALL AGILA A 2000-2007
MERCEDES-BENZ M-CLASS W166 2011-2015 VW NEW BEETLE 5C1 2011-2019 VAUXHALL ASTRA G 1998-2004
MERCEDES-BENZ SLK W171, R171 2004-2011 VW PASSAT 3C2, 3C5 2005-2010 VAUXHALL ASTRA H 2004-2010
MERCEDES-BENZ C-CLASS W203, CL203, S203 2000-2007 VW PASSAT 362, 365 2010-2014 VAUXHALL ASTRA J 2009-2015
MERCEDES-BENZ C-CLASS W204, C204, S204 2007-2014 VW SCIROCCO 137 2008-2014 VAUXHALL COMBO C 2001-2011
MERCEDES-BENZ CLK W209, A209, C209 2002-2009 VW SHARAN 7N 2010-2019 VAUXHALL CORSA C 2000-2006
MERCEDES-BENZ E-CLASS W211, S211 2002-2008 VW TIGUAN 5N 2007-2016 VAUXHALL CORSA D 2006-2014
MERCEDES-BENZ E-CLASS W212 S212, C207, A207 2009-2016 VW TOURAN 1T1, 1T2 2003-2010 VAUXHALL MERIVA A 2003-2010
MERCEDES-BENZ CL-CLASS W215 1998-2005 VW TOURAN 1T3 2010-2015 VAUXHALL TIGRA TWINTOP 2004-2009
MERCEDES-BENZ CL-CLASS W216 2006-2013 VW GOLF PLUS 5M1, 1KP 2005-2014 VAUXHALL SIGNUM 2003-2008
MERCEDES-BENZ CLS W219, C219 2004-2010 VAUXHALL VECTRA C 2002-2008
MERCEDES-BENZ S-CLASS W220 1998-2005 DSG 7 - DQ200......................................................................70 VAUXHALL ZAFIRA B 2005-2011
MERCEDES-BENZ S-CLASS W221 2005-2013 AUDI A1 8X 2010-2018
MERCEDES-BENZ SL W230, R230 2001-2012 AUDI A3 8P 2003-2012 FORD DURASHIFT - EST......................................................108
MERCEDES-BENZ SL W231, R231 2012-2019 AUDI TT 8J 2006-2014 FORD FIESTA V 2001-2008
MERCEDES-BENZ R-CLASS W251, V251 2006-2014 SEAT ALTEA 5P1, 5P5, 5P8 2004-2015 FORD FUSION 2002-2012
MERCEDES-BENZ VITO / V-CLASS W447 2015-2019 SEAT IBIZA V 6J5, 6J1, 6J8 2008-2017 MAZDA 2 2003-2007
MERCEDES-BENZ G-CLASS W461, W463 1979-2019 SEAT LEON 1P1 2005-2012 MAZDA 2 2007-2014
MERCEDES-BENZ GL-CLASS X164 2006-2012 SEAT TOLEDO III 5P2 2004-2009
MERCEDES-BENZ GLK-CLASS X204 2008-2015 ŠKODA FABIA 5J 2007-2014 INDEX: SEARCH BY BRAND AND MODEL.................126
ŠKODA OCTAVIA 1Z 2004-2013
DSG 6 - DQ250......................................................................48 ŠKODA ROOMSTER 5J 2006-2015 DISCLAIMER AND COPYRIGHT.....................................127
AUDI A3 8P 2003-2012 ŠKODA SUPERB 3T 2008-2015
AUDI TT 8N 1998-2006 ŠKODA YETI 5L 2009-2017
AUDI TT 8J 2006-2014 VW NEW BEETLE 5C1 2011-2019
SEAT ALHAMBRA 710 2010-2019 VW CADDY III 2K, 2C 2004-2015
SEAT ALTEA 5P1, 5P5, 5P8 2004-2015 VW GOLF V 1K 2003-2009
SEAT LEON 1P1 2005-2012 VW GOLF VI 5K1, 517, AJ5 2008-2012

2
 TCU problems? ACtronics is happy to help you on your way! INTRO

TCU PROBLEMS?
ACTRONICS IS HAPPY TO HELP YOU ON YOUR WAY!

The work of a car mechanic today consists to a significant extent of diagnosing and
solving electronic problems. We are all too aware that this can be very difficult in
certain cases. A TCU is, of course, a great piece of technology as long as it works
well, but what should you do if problems arise? And where can you find the necessary
information and instructions? Resorting to Google may often provide a solution, but
there, too, not all relevant information can be found in one central place.

So it’s about time to change this. ACtronics therefore presents a diagnostic guide that
is specifically aimed at TCUs.

The following is described in this diagnostic guide:

› Known complaints
› Relevant error codes
› Pin assignment
› Schematics
› Detailed technical information
› Various removal and installation tips
› How to offer for remanufacturing

We treat each TCU according to a fixed structure, so that you always have the
necessary information at your fingertips. In short: This ACtronics diagnostic manual is
the ideal reference for any workshop.

3
 MERCEDES-BENZ A-CLASS W168 1997-2004
Mercedes-Benz 722.7 Siemens FTC

MERCEDES-BENZ VANEO W414 2002-2005

Mercedes-Benz 722.7 Siemens FTC

MERCEDES-BENZ 722.7
SIEMENS FTC

Mercedes-Benz ran into quite a bit of trouble

when it decided to add a small vehicle to its
range. The car not only had to be compact and
practical but also had to deliver a lot in terms of
comfort and luxury. After all, it was a Mercedes-
Benz. The 722.7 gearbox has the layout of a
conventional manual gearbox, but uses a torque
converter and several small hydraulic clutches to
shift between gears. In our opinion, this is a very
nice solution for this type of car.

4
5
MERCEDES-BENZ 722.7
Known complaints and Error codes
SIEMENS FTC

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› An “F” appears on the display. OBD II Description
› The car goes into limp mode P1840 (2120) PWM solenoid valve 1 / 4 shift
› The gearbox no longer shifts
P1841 (2121) PWM solenoid valve 3 shift
› The gearbox shifts randomly to “N” or an illogical gear
P1842 (2122) PWM solenoid valve 2 / 5 / R shift
› The car won’t start
P1843 PWM solenoid valve torque converter lock-up clutch
P1844 PWM shift valve circuit
P1850 (2204) Transmission RPM sensor Y3/7n1
P1858 (2227) Starter lockout contact
P1884 (2123) PWM shift valve pressure
P1897 Control module N15/7 faulty
P1903 Control module N15/7 faulty

6
 MERCEDES-BENZ 722.7
Error codes
SIEMENS FTC

REMANUFACTURE MAY BE POSSIBLE CANNOT BE REMANUFACTURED

ADDITIONAL DIAGNOSIS REQUIRED

OBD II Description OBD II Description

P1895 (200a) Internal fault in control unit P1886 1-4 / -3 downshift PWM valve pressure too low OR
2-5-R pressure too high
This error code will never actually appear independently. Therefore, look carefully at P1887 (2531) 1-4 or 2-5 shift slide valve jamming in basic position
the rest of the error codes to make the correct diagnosis. Shift valve pressure too low
P1888 1-4 or 2-5 shift slide valve jamming in basic position
Shift valve pressure too high
OBD II Description
P1889 2-5-R downshift PWM valve pressure too low
P1709 Park / Neutral switch
Transmission slipping
P1756 Selector lever implausible P1893 Pressure too high at regulating valve or solenoid valve 1 / 4 or 3
P1872 CAN signal from gear recognition module faulty
P1875 CAN communication ESP These error codes often indicate mechanical defects. Check the gearbox carefully
P2031 No signal or error signal from control unit N15/5 for wear and/or damage!
P2210 Selector lever coding is invalid
P2211 The selector lever is in an intermediate position
P2212 The selector lever position is implausible
P2318 Fault in CAN communication with control unit N15/5
P2333 The CAN signal from control unit N15/5
P2338 The CAN signal from control unit N15/5
2310 CAN communication with TCS failed
2311 CAN communication with ECU failed
2312 CAN communication with ECU failed
2315 CAN communication with instruments failed
2316 CAN communication with A/C failed
P240C The CAN signal for the selector lever position from control unit N15/5

These error codes may indicate that the gear selector lever is defective. In many
cases, this is also revisable.

If in doubt, please contact our Customer Service.

Telephone: 01206 849920

7
MERCEDES-BENZ 722.7
Pin assignment
SIEMENS FTC

PIN ASSIGNMENT

Pin 3 K-line
Pin 5 CAN high
Pin 6 Power supply 12V +30
Pin 7 Ground 31
Pin 8 CAN low

8
 MERCEDES-BENZ 722.7
General operation
SIEMENS FTC

GENERAL OPERATION

The 722.7 automatic gearbox is an electro-hydraulically controlled 5-speed gearbox,

which also features a torque converter. “FTC” stands for “Front Transmission Control”.
The next gear is selected via hydraulically operated mutli-plate clutches. Each gear
has its own multi-plate clutch. These replace the conventional forks used in a manual
gearbox. Mechanically, the 722.7 looks a lot like a manual 5-speed gearbox.

The Mechatronic is mounted on the

underside of the gearbox. If required,
control valves direct oil pressure towards
the various clutches. The required oil
pressure for the K3, K4 and lock-up clutches
is fed through holes in the main shaft. The
oil pressure for the K2 and KR clutches runs
through the opposite shaft. The Mercedes-Benz
722.7 gearbox with
In addition to transferring oil pressure, the torque converter
shafts in the gearbox are also used for the
distribution of lubricating oil. In this way,
various bearings as well as all the multi-plate
clutches are supplied with lubricating oil.

K1 Lock up
Opted for the torque converter
The addition of a torque converter is not necessary from a technical point of view
because this could also have been done with a (slightly cheaper) automated
plate clutch. However, a torque converter completes the total “Mercedes feeling”.
A torque converter creeps in: something that the automatic transmissions in the more
expensive Mercedes-Benz models also have. In addition, a torque converter multiplies
the engine torque until it stops slipping. A feature that especially low-torque engines
can benefit greatly from when pulling away. Are you curious about how a torque K3
converter works? Then continue to the next TCU in this Diagnostic Guide: Mercedes-
Benz 722.8 - Temic VGS.
K4

KR
K2

K5
9
MERCEDES-BENZ 722.7
The Mechatronic in detail
SIEMENS FTC

THE MECHATRONIC IN DETAIL valve Y3/7y4 controls the lock-up clutch. The other valves work together to operate
the other clutches (e.g. K1 = the clutch of gear 1):
y3/7y1 y3/7y2
Shift diagram
Valve name K1 K2 K3 K4 K5 KR
Y3/7y1 ≈ 0% 0% ≈ 0% 0%
via valves
RS14 and SS14
Y3/7y2 0% 0% ≈ 0% 0% 0%
via valve RS3
Y3/7y3 100% ≈ 100% 100% ≈ ≈
via valves RS25R and SS25
Y3/7y4 ≈ ≈ ≈ ≈ ≈ 0%
Lock-up clutch
Y3/7y5 100% 100% 100% 0% 0% 100%
Shift valve

y3/7y3 y3/7y4 y3/7y5 Similar control valves

4 of the 5 control valves in this Mechatronic are of the nor-
mally closed solenoid type. This means that the valves are
Actuator Function closed when de-energised and do not allow any liquid to
pass through. This means that control valves Y3/7y1, Y3/7y2,
Y3/7y1 Control valve “for 1st and 4th gear”
Y3/7y3 and Y3/7y4 can be exchanged without penalty.
Y3/7y2 Control valve “for 3rd gear”
Y3/7y3 Control valve "for 2nd, 5th and “R” gears” Valve Y3/7y5 is another case. This is not a control valve,
Y3/7y4 Control valve for lock-up but a shift valve: the valve can only be opened to the
Y3/7y5 Shift valve maximum or closed to the maximum. In addition, this valve A normally-
works with a different voltage. closed-solenoid.
Hydraulic clutch control operation
The labyrinth mounted underneath the TCU (=Transmission Control Unit) is equipped
with several control valves and shift valves. By controlling the control valves (also Tip in case of unusual shifting complaints:
known as solenoid valves), the fluid pressure can be directed towards these valves. The shift diagram can also be used for diagnostic purposes. If, for exam-
This ensures that the valves are adjusted to the correct position. This allows fluid pres- ple, the car does not want to shift to 3rd gear, this could be due to clutch
sure to flow to the various multi-plate clutches. As soon as the clutch is engaged, K3, but of course also to a defective control valve. In this case, Y3/7y2 is
the gear is engaged. In this regard, the 722.7 differs substantially from a manual the valve that has to be additionally switched. By changing the position of
gearbox. this control valve, the complaint (and corresponding error codes) should
move to the new position. Unfortunately, the control valves cannot be
A total of 5 control valves are used. As can be seen in the following diagram, control extensively tested using diagnostic software.

10
 MERCEDES-BENZ 722.7
The TCU in detail
SIEMENS FTC

THE TCU IN DETAIL

It is still possible to shift to “2” and “R” in a limp mode: leave the selector
lever in “P” for 10 seconds before selecting “D” or “R” when the vehicle is
stationary.

Y3/7n1

Check the sensor function yourself

If the car from which the TCU comes is still available, the speed sensor of
y3/7n2
the extended TCU is quite easy to check by yourself. The only condition is
that a diagnostic tool is needed to make live data visible.

Proceed as follows:
1. Connect the connector from the car to the separate TCU
Y3/7s1 2. Turn on the ignition (power supply)
3. Find the required live data in the reader
Sensor Function 4. Use a magnetic screwdriver to move along the sensor several times
Y3/7n1 Speed sensor
The frequency at which the screwdriver passes the sensor now becomes
Y3/7n2 Control module
visible as the speed.
Y3/7s1 Starter lockout
N.B.:
This type of TCU is relatively simple: 1 plug, 1 speed sensor, 1 switch for the starter If live data are not
lockout and 1 central control module. available, the op-
eration can also be
Communication with the rest of the vehicle is completely via CAN. As a result, the plug measured via the
only needs 5 connections. copper tracks at the
rear of the speed
The speed sensor uses the Hall principle: a change in the magnetic field generates an sensor. Use a multim-
electronic signal. This signal can also mimic itself. In “Workshop tip” (see below), we eter for this. Between
explain how this can be applied in a useful way. track 1 and track 3,
the voltage will
Limp mode change between 0
After the TCU has detected an electrical fault or measures an unexpected coupling volts and 5 volts each
pressure, it will always activate the limp mode. The electronic part of the Mechatronic time a magnetic
is completely switched off. This means that all control valves are in a Voltage-Free screwdriver is moved
State. This will increase the overall working pressure to the maximum value, the lock-up past the sensor.
clutch will disengage and the gearbox will shift to 5th gear and stay in it (the only gear
that can operate with 0% pressure from all valves).

11
MERCEDES-BENZ 722.7
Removing the Mechatronic
SIEMENS FTC

REMOVING THE MECHATRONIC

Preparation Sump pan disassembly

1. Apply the car’s handbrake. 1. Place a drip tray with a capacity of at least 6 litres 3. Loosen the 6 sump bolts with clamps.
under the sump.
2. Set the gearbox to “P”. 4. Take the sump off the gearbox.
2. Unscrew the sump plug and drain the gearbox oil.
3. If there is a radio with a radio code, make sure
the radio code is known before disconnecting the ATTENTION:
battery. Often there is still a quantity of oil in the sump
during disassembly. Therefore keep the sump
4. Remove the ground wire from the battery.
upright at all times during disassembly. Also
5. Remove the base plate. make sure an oil catch tray is placed under
the sump.
6. Remove the plug from the Mechatronic: turn the
outer ring anticlockwise.

12
 Removing the Mechatronic MERCEDES-BENZ 722.7
SIEMENS FTC

Mechatronic disassembly
1. Remove the oil filter. It is clamped in position without 2. Loosen the 25 (!) bolts with which the Mechatronic is
screws. fastened. Ensure the Mechatronic is supported while
doing this.
3. Lower the Mechatronic out of the gearbox. If it sticks,
push the plug into the gearbox with little force.

13
MERCEDES-BENZ 722.7
Offer for remanufacture
SIEMENS FTC

OFFER FOR REMANUFACTURE

Sign up online Shipping

› Go to www.actronics.co.uk and click on “Free In order to prevent transport damage, the Siemens FTC
search”. should always be sent in without a hydraulic block. We ATTENTION:
always ship the TCU back to you in specially developed Enclose the printed Remanufacture Order Form
› Then enter “Siemens ftc” and the product will
transport packaging. We do this because the long sensors with the product in the transport packaging.
immediately appear on the screen.
are extremely fragile. When packing, make sure that the This is crucial for identification upon receipt.
› Click on “View product” and follow the dropdown
menu. sensor arms are particularly well protected!
› You have now selected the right product.
› Now click on “Next” and log in to complete the
registration.
› Print the Remanufacture Order Form after registration.
ACTRONICS 471830
Volkswagen - Golf

14
 MERCEDES-BENZ 722.7
Installing the Mechatronic after remanufacturing
SIEMENS FTC

INSTALLING THE MECHATRONIC AFTER REMANUFACTURING

Mounting the Mechatronic Sump assembly

1. Before mounting, check the O-ring of the plug for 4. Install a new oil filter. This is clamped in place, not 1. Use a new sump gasket.
damage. If in doubt, replace the O-ring. screwed on.
2. Place the sump and gasket back onto the gearbox
2. Place the Mechatronic back into the gearbox. Pay and secure it with 6 bolts and 6 clamps as shown.
close attention to the position of the plug and the Tightening torque: 8 Nm.
control of the starter lockout.
3. Install and tighten the sump plug with a new sump
3. Tighten the 25 (!) bolts crosswise. Tightening torque: plug ring. Tightening torque: 22 Nm.
8 Nm.

15
MERCEDES-BENZ 722.7
Installing the Mechatronic after remanufacturing
SIEMENS FTC

93a 93b

93

ATTENTION:
Filling with too much or too little oil can nega-
tively affect the functioning of the CVT trans-
mission and even lead to damage. Use a hand
pump to suck up any excess oil.

Adding gearbox oil

1. Remove locking plate “93a” from oil filler cap “93” 3. Start the engine and select “P”, “R”, “N” and “D” 5. If necessary, top up and check again.
and press down the remaining part of latch “93b” to several times.
6. Replace oil filler cap “93”.
remove it.
4. Check the oil level while the engine and gearbox
7. Insert a new latch “93b” and make sure it locks se-
2. Remove oil filler cap “93” and first top up the gearbox are idling in the “P” position. Use the Star Diagnos-
curely
with 3 litres of oil (MB 236.10 recommended). tic device to be able to read the current gearbox
temperature. 8. Check the CVT transmission for leaks.
9. Reinstall the plating on the underside of the engine
The level is correct for the following values:
compartment.

Cold: Between the 2nd and 4th dash from the bottom
At 80 ˚C: Between the 8th and 12th dash from the
bottom

16
MERCEDES-BENZ 722.7
SIEMENS FTC

17
 MERCEDES-BENZ A-CLASS W169 2004-2012
Mercedes-Benz 722.8 - Temic VGS

MERCEDES-BENZ B-CLASS W245 2005-2011

Mercedes-Benz 722.8 - Temic VGS

MERCEDES-BENZ 722.8
TEMIC VGS

Both the Mercedes-Benz A-Class (W169) and the

B-Class (W245) are equipped with a Mercedes-
Benz Temic VGS 722.8: a CVT (Continuously
Variable Transmission) with torque converter. This
combination was deliberately chosen because a
CVT usually takes up relatively little space and yet
still works very comfortably. Making it ideal for a
smaller Mercedes-Benz.

18
19
MERCEDES-BENZ 722.8
Known complaints and Error codes
TEMIC VGS

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› The car goes into limp mode OBD II Description
› The gearbox no longer shifts P0657 The voltage supply of the control unit solenoid valves in the CVT is faulty
› The gearbox shifts randomly to “N” or an illogical gear
P0705 Transmission range sensor circuit malfunction
P0717 The RPM signal from component Y3/9b3 (CVT input RPM sensor) is not
available
P0720 Output speed sensor malfunction
P0722 The RPM signal from component Y3/9b5 (CVT output rpm sensor) is not
available
P0739 Secondary RPM signal of component Y3/9b5 is not available
P0741 Actuation of torque converter clutch not possible
P0793 Intermediate shaft speed sensor circuit Y3/9b4 no signal
P0842 The output voltage or component pressure sensor is faulty (short circuit to
ground)
P0843 The output voltage or component pressure sensor is faulty (short circuit to
positive)
P0896 Impermissible adjustment of the step-down ratio in the CVT
P1634 Component Y3/9n1 (CVT) is defective or the voltage supply is faulty
(undervoltage)
P2722 Impermissible closing of hydraulic clutch
P2731 Impermissible closing of hydraulic clutch

The error codes in bold may appear on their own or in combination with other error
codes listed above. Remanufacture is only necessary in combination with other
relevant error codes.

If in doubt, please contact our Customer Service.

Telephone: 01206 849920

20
 MERCEDES-BENZ 722.8
Error codes
TEMIC VGS

REMANUFACTURE MAY BE POSSIBLE CANNOT BE REMANUFACTURED

ADDITIONAL DIAGNOSIS REQUIRED

OBD II Description OBD II Description

P0706 The signals of the range selector are implausible in comparison to the P0730 The gear ratio in the CVT is not permissible
signals from the electronic selector lever module
P0718 The RPM signal from component Y3/9b3 (CVT input RPM sensor) is Possible causes for this error code to appear:
implausible › Contaminated gearbox oil
P0723 The RPM signal from component Y3/9b5 (CVT output RPM sensor) is › Failing shift solenoids
implausible
› Various mechanical defects in the gearbox
P0794 Intermediate Shaft Speed Sensor Circuit Y3/9b4 Intermittent
› Various hydraulic defects in the gearbox

For the above error codes, first check the sensors for contamination by metal particles.
OBD II Description
This can also be a thin grey (greasy) layer.
P0841 While driving, the actual hydraulic pressure is implausible in comparison with the
specified hydraulic pressure in the CVT
If there is any contamination, check the gearbox thoroughly for mechanical wear/
P0868 Transmission fluid pressure low
damage. The image below shows where the critical points are located.
P2723 Impermissible opening of hydraulic brake “reverse gear” has occurred in the
continuously variable automatic transmission (CVT) when selector lever “N” was
Then clean the sensor(s) and check that the error code remains present. If this is the engaged
case, then it is still plausible that the TCU is defective and needs to be remanufactured.
P2732 Impermissible opening of hydraulic clutch “forward gear” has occurred in the CVT

If in doubt, please contact our Customer Service.

The above error codes appear when hydraulic pressure is lost. This may be due to
Telephone: 01206 849920 the blue and white O-ring in the hydraulic block (see chapter “The Mechatronic in
detail”) or cracks in the hydraulic block itself. Contaminated gearbox oil can also be
a cause. Always flush the gearbox and check the hydraulic block thoroughly if these
error codes are seen.

OBD II Description
P0984 The steel tension belt in the CVT is slipping

The slipping of the tension belt can have several causes. However, this is often due
to mechanical wear. In some cases it may be necessary to replace the tension belt
and/or other components in their entirety.

21
MERCEDES-BENZ 722.8
Critical areas for mechanical wear in the gearbox and pin assignment
TEMIC VGS

CRITICAL AREAS FOR MECHANICAL WEAR IN THE GEARBOX PIN ASSIGNMENT

Secondary
Pulley
Pin 1 CAN low
Pin 2 CAN high
Pin 3 Ground 31
Pin 4 Power supply 12V +30
Secondary Pulley
Shaft
Lube Lube

Lube Lube Forward Lube Forward 3 1

Clutch Clutch

Cooler Return to
Secondary
Lube Lube and
Pulley
Valve Body

4 2

Forward Secondary Cooler Lube to

Lube
Clutch Pulley Valve Body

22
 MERCEDES-BENZ 722.8
General operation
TEMIC VGS

GENERAL OPERATION

The Mercedes-Benz 722.8 is a CVT (Continuously Variable Transmission) with torque

converter that is used in both the Mercedes-Benz A (W169) and B (W245) classes.

The CVT
A CVT has two pulleys (one primary and one secondary) that are connected by a
metal tension belt. The primary pulley is driven by a torque converter connected to
the motor. The secondary pulley drives a planetary gear mechanism with two sets of
STATOR
multi-plate clutches, which in turn drive the differential. The planetary gear mechanism
with the multi-plate clutches ensures that you can drive forwards and backwards.
IMPELLOR TURBINE

Each pulley consists of two conical halves: one pulley half is mounted statically on Exploded view torque converter.
the shaft and the other pulley half is hydraulically and axially movable. Because the
radius of the pulley contact surfaces is infinitely adjustable with the tension belt, the The torque converter
transmission ratio from the torque converter to the differential is also infinitely variable. The torque converter ensures that the car “creeps” when the engine is idling, a
feature that the automatic transmission boxes in the more expensive Mercedes-Benz
The movable primary pulley half adjusts the gear ratio. As this movable primary pulley models also have. A slipping torque converter also increases the torque because of
half moves towards the static primary pulley half, the secondary adjustable pulley half the difference in speed on the engine side and CVT side. This makes starting from a
moves away from the static secondary pulley half and vice versa. The tension (pressure) standstill (even with a relatively small atmospheric engine) easy and smooth. In order
of the tension belt is regulated by the hydraulically sliding secondary pulley half. to eliminate continuous slippage at constant driving speed, a lock-up clutch is placed
in the torque converter that can make a fixed connection between the engine and
the CVT. This prevents slippage and improves fuel consumption.
Low High
Gear Gear A torque converter consists of a pump wheel (impeller), a stator and a turbine, and
is filled with liquid. The pump wheel is directly connected to the engine block and
will therefore always run at the same speed. As soon as the pump wheel starts to
move, the centrifugal force pushes all the liquid to the outside of the enclosed unit.
This causes the liquid to flow along the curved blades of the turbine, so that the turbine
Drive Drive will eventually rotate in line with the pump wheel. At low speeds, the liquid does not
pulley pulley
give enough pressure to get the turbine going, but at high speeds, efficiency of up to
90% can be achieved.

The stator is added to the system purely to enhance the liquid effect. The component
Driven Driven
has a one-way freewheeling function, so that the amplifying effect only occurs when
pulley pulley the turbine needs to be brought up to speed.
The adjustment of the pulley halves to a lower gear ratio.

23
MERCEDES-BENZ 722.8
The Mechatronic in detail
TEMIC VGS

THE MECHATRONIC IN DETAIL Y3/9y2

This valve in fact ensures that the tension belt maintains its tension. As soon as a change
occurs in the primary pulley, an opposite action follows in the secondary pulley.
y3/9y2 y3/9y3
To adjust the direction of rotation
of the output shaft (and thus to
be able to drive backwards) a
gearbox with clutch is hidden in
one of the pulleys. Valve Y3/9y3
operates this clutch.

Finally, a valve is also used to

operate/control the torque con-
verter: Y3/9y4.
Two solenoid valves.
As briefly explained in the previ-
ous chapter, a torque converter can never transmit 100% torque without a form of
y3/9y4 y3/9y1 lock-up. Unfortunately, there is always loss. And to eliminate that loss, a lock-up clutch
is placed inside the torque converter itself. This literally makes the torque converter a
fixed connection between the engine and the CVT, just like a conventional clutch
Actuator Function
plate and pressure group do in a manual gearbox. This eliminates any kind of slippage.

Y3/9y1 Control valve for primary pulley

Y3/9y2 Control valve for secondary pulley Pressure loss in the hydraulic circuit
Y3/9y3 Control valve for clutch As already briefly mentioned in the error code
Y3/9y4 Control valve for lock-up lists, pressure loss in the hydraulic circuit can
result in major problems. We see a number of
In order to control the amount of adjustment of the pulleys of the CVT, valves (solenoid causes more often:
valves) and speed sensors are required. The speed of both the driving pulley (engine
side) and the speed of the driven pulley (differential side) is measured by 3 speed › A damaged or missing blue-white O-ring.
sensors. It is up to the TCU, the Temic VGS, to determine how much fluid (pressure) the (see photo below)
solenoid valves can move to the pulleys to adjust the gear ratio: › Cracks in the hydraulic block
› Contaminated gearbox oil
Y3/9y1
This valve essentially controls the transmission ratio. At a higher fluid pressure, the mov- We would strongly advise you to check this carefully every time the Mechatronic
able pulley half of the primary pulley is pressed to the fixed pulley half (via a supply is assembled or disassembled.
pressure valve), which results in a larger radius of travel of the tension belt.

24
 MERCEDES-BENZ 722.8
The TCU in detail
TEMIC VGS

THE TCU IN DETAIL

y3/9b3 Check the sensor function yourself
If the car from which the TCU comes is still available, then the sensors of a
removed TCU are relatively easy to check by yourself. The only condition is
that a diagnostic tool is needed to make live data visible.

Proceed as follows:
1. Connect the connector from the car to the separate TCU
2. Turn on the ignition (power supply)
3. Find the required live data in the reader
4. Use a magnetic screwdriver to move along the sensors several times
y3/9b4
The frequency at which the screwdriver passes the sensors now becomes
visible as the speed. If this does not happen for one or more sensors, the
y3/9b5 y3/9n1 TCU is defective.

Sensor Function
Y3/9n1 Position sensor switching position
Y3/9b3 Speed sensor primary pulley
Y3/9b4 Speed sensor secondary pulley
Y3/9b5 Speed sensor output shaft

The TCU is the brain of the 722.8 CVT. The desired transmission ratio is calculated in the
TCU (Transmission Control Unit) based on the following variables: the engine torque,
the engine speed, the driving speed, the position of the gear selector lever, the
selected shift program and the CAN signals.
N.B.:
Both the speed of the primary pulley (sensor Y3/9b3) and the speed of the secondary With sensor Y3/9n1, it is sufficient to hold the magnetic screwdriver in a cer-
pulley (sensor Y3/9b4) are measured with speed sensors. These sensors use the Hall tain position near the sensor. The sensor has 4 “fields”. Each field displays its
principle: a principle based on magnetism. This makes it relatively easy to test the own shift position (“P”, “R”, “N” or “D”). It is also sufficient to leave the TCU
function, see also the workshop tip on the right. mounted on the hydraulic block and to move the original fork (see picture)
back and forth.
A third speed sensor (Y3/9b5) measures the speed from the drive shaft to the
differential. This also allows any slippage of the tension belt to be detected. In addition In addition, always check the sensors for contamination by metal particles.
to a control function, the TCU also has a checking function. This can also be a thin grey (greasy) layer. It may interfere with the sensor
function. If there is any contamination, check the gearbox thoroughly for
The last sensor on the TCU is the position sensor of the shift position Y3/9n1. The fact mechanical wear/damage, as described earlier in “The Mechatronic in
that this sensor indicates the values “P”, “R”, “N” or “D” will not come as a surprise. detail”. Then clean the sensors.

25
MERCEDES-BENZ 722.8
Removing the Mechatronic
TEMIC VGS

REMOVING THE MECHATRONIC

3a

3
4

Prior to disassembly Draining the oil and removing the sump Removing the Mechatronic
1. Set the selector lever to “P”. 1. Place a container that can collect at least 7 litres of 1. Set the locking slider “2s” of the plug to the position
oil under the gearbox. shown above.
2. If a radio with radio code is present: ensure that
the radio code is known before disconnecting the 2. Remove the plating on the underside of the engine 2. Press the lock “2v” and disconnect the plug.
battery. compartment.
3. Turn off the ignition and disconnect the battery 3. Remove the drain plug “31” from the CVT sump pan
ground lead. and allow the oil to drain into the container.
4. Loosen the screws “5” and remove the sump pan
with gasket.

26
 MERCEDES-BENZ 722.8
Removing the Mechatronic
TEMIC VGS

5a
5 5a

Removing the TCU from the hydro block

3. Only remove screws “4” and “5” (not “5a”!) from the 1. Remove the marked Torx screws.
Mechatronic.
2. Remove the 2 leaf springs and the 4 solenoid valves.
4. First support the Mechatronic and then remove the
3. Pull the TCU straight up and off the hydro block.
screws “5a” from the Mechatronic.
5. Now slowly lower the Mechatronic out of the
gearbox. ATTENTION:
The sensor arms are vulnerable! Be careful
when removing the TCU.

27
MERCEDES-BENZ 722.8
Offer for remanufacture
TEMIC VGS

OFFER FOR REMANUFACTURE

Online aanmelden Shipping

› Go to www.actronics.co.uk and click on “Free To prevent transport damage, the Temic VGS should al-
search”. ways be sent in without a hydraulic block. We always ship ATTENTION:
the TCU back to you in specially developed transport Enclose the printed Remanufacture Order Form
› Then enter “Temic VGS” and the product will
packaging. We do this because the long sensors are ex- with the product in the transport packaging.
immediately appear on the screen.
tremely fragile. When packing, make sure that the sensor This is crucial for identification upon receipt.
› Click on “View product” and follow the dropdown
menu. arms are particularly well protected!
› You have now selected the right product.
› Now click on “Next” and log in to complete the
registration.
› Print the Remanufacture Order Form after registration.
ACTRONICS 471830
Volkswagen - Golf

28
 MERCEDES-BENZ 722.8
Installing the Mechatronic after remanufacturing
TEMIC VGS

INSTALLING THE MECHATRONIC AFTER REMANUFACTURING

5a
5 5a

Replacing Screwing in place

1. Always check the red sealing rings around the plug 3. When replacing, make sure that the selection slider 1. Mount the Mechatronic with screws “5a”, but do not
before replacing it. Replace if necessary. engages in the carriage of the locking plate. tighten these screws yet.
2. Always slide the selection slider in the direction of the 2. Mount screws “5”, but do not tighten them yet.
arrow against the stop.
3. Mount new screws “4”, but do not tighten them yet.
4. Tighten screws “5” and “5a” to 4 Nm and then turn
them another 90˚.
5. Tighten screws “4” without washer to 4 Nm and then
turn them another 180˚.
6. Tighten screws “4” with washer to 6 Nm.
7. Replace the plug on the Mechatronic and lock it.

29
MERCEDES-BENZ 722.8
Installing the Mechatronic after remanufacturing
TEMIC VGS

1
93a

3a

168 589 01 21 00
3
4

Mounting the sump Adding gearbox oil

1. Mount the sump pan with gasket back on the 1. Remove the locking plate “93a” from the “93” oil 3. Check the oil level while the engine is idling (dipstick
housing. filler cap and press down the remaining part of the 168 589 01 21 00). Use the Star Diagnostic device to
“93b” retainer to remove it. be able to read the current gearbox temperature.
2. Tighten the screws “5” to 8 Nm.
2. Remove the oil filler cap “93” and fill the gearbox
3. Fit the drain plug with a new washer and tighten to The dipstick has 12 level dashes.
with the prescribed amount of oil.
22 Nm. The level is correct for the following values:

At 50 ˚C: Between the 2nd and 4th dash from the

ATTENTION: If it is not clear how much oil needs to be added to
bottom
Up to serial number FZ305061, the sump pack- the gearbox, take the previously drained amount of
At 80 ˚C: Between the 5th and 7th dash from the
aging (if in good condition) can be reused. oil as a guide.
bottom

From serial number FZ305062 onwards, the For refilling, a prescribed funnel (126 589 12 63 00) and
sump packaging must be renewed. filler pipe (140 589 49 63 00) are available.

30
 MERCEDES-BENZ 722.8
Installing the Mechatronic after remanufacturing
TEMIC VGS

93b

93

ATTENTION:
Filling with too much or too little oil can
negatively affect the functioning of the CVT
transmission and even lead to damage.

4. Replace the oil filler cap “93”. 6. Check the CVT transmission for leaks.
5. Insert a new “93b” latch and make sure it locks 7. Reinstall the plating on the underside of the engine
securely. compartment.

31
 MERCEDES-BENZ M-CLASS W164 2006-2012
Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ M-CLASS W166 2011-2015

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ SLK W171, R171 2004-2011

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ C-CLASS W203, CL203, S203 2000-2007

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ C-CLASS W204, C204, S204 2007-2014

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ 722.9 MERCEDES-BENZ CLK W209, A209, C209 2002-2009

Mercedes-Benz 722.9 - 7G-tronic
7G-TRONIC
MERCEDES-BENZ E-CLASS W211, S211 2002-2008
Experts will probably think immediately of Mercedes-Benz 722.9 - 7G-tronic
Mercedes-Benz automatic gearboxes when they
hear the term ‘7G-Tronic’. And rightly so, because
this gearbox was the first 7-speed automatic ever MERCEDES-BENZ E-CLASS W212 S212, C207, A207 2009-2016
for passenger cars. The gearbox was introduced Mercedes-Benz 722.9 - 7G-tronic
in 2003 on all Mercedes models with 8 cylinders.
MERCEDES-BENZ CL-CLASS W215 1998-2005
Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ CL-CLASS W216 2006-2013

Mercedes-Benz 722.9 - 7G-tronic

32
MERCEDES-BENZ CLS W219, C219 2004-2010
Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ S-CLASS W220 1998-2005

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ S-CLASS W221 2005-2013

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ SL W230, R230 2001-2012

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ SL W231, R231 2012-2019

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ R-CLASS W251, V251 2006-2014

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ VITO / V-CLASS W447 2015-2019

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ G-CLASS W461, W463 1979-2019

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ GL-CLASS X164 2006-2012

Mercedes-Benz 722.9 - 7G-tronic

MERCEDES-BENZ CL-CLASS W215 1998-2005

Mercedes-Benz 722.9 - 7G-tronic

33
MERCEDES-BENZ 722.9
Known complaints and Error codes
7G-TRONIC

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› Continuous gear shifting between gears OBD II Description
› Clutch slipping P0705 Component Y3/8s1 selection range sensor is defective
› Loss of propulsion while driving
P0717 The signal from component (sensor) Y3/8n1 is not available
› Not wanting to start and/or drive away
P0718 Component (sensor) Y3/8n1 is defective
P0720 Output speed sensor circuit malfunction
P0721 The transmission output speed signal is implausible,
when compared to the wheel RPM signal
P0722 Output speed sensor no signal
P0723 Output speed sensor is defective
P2200 The signal from component (sensor) Y3/8n2 is not available
P2201 Component (sensor) Y3/8n2 is defective
P2204 The signal from component (sensor) Y3/8n1 is not available
P2205 Component (sensor) Y3/8n1 is defective
P2206 The signal from component (sensor) Y3/8n3 is not available
P2207 The value of component Y3/8n3 is implausible
P2550 Component (sensor) Y3/8n3 is defective
P2716 Pressure control solenoid electrical
P2767 The signal from component (sensor) Y3/8n2 is not available
P2768 Component (sensor) Y3/8n2 is defective

It is rare, but in theory these sensor problems can also be caused by a

deviation at the magnetic sensor rings. Think of abnormalities such as
damage to and/or iron grinding of the ring. So it is always a good idea to
check them properly.

34
 MERCEDES-BENZ 722.9
Error codes
7G-TRONIC

REMANUFACTURE MAY BE POSSIBLE CANNOT BE REMANUFACTURED

ADDITIONAL DIAGNOSIS REQUIRED

OBD II Description OBD II Description

P0894 Transmission component slipping P2783 Clutch actuator temperature too high
P2502 Implausible gear or transmission slipping
P2505 Gear not engaged or transmission slipping
When the car is in limp mode: This error code indicates (extreme) wear of the lock-
up clutch. Assuming that the temperature measurement is correct: check whether
P2711 Unexpected mechanical gear disengagement
the magnets in the sump pan are full of (iron) swarf. If this is indeed the case, then it
can be assumed that the lock-up clutch is really damaged. It is advisable to replace
These error codes normally appear as soon as the software detects a problem through
the entire gearbox including the torque converter, because the iron swarf has now
the signals from the speed sensors. If a speed sensor is not working properly, these error
spread throughout the entire transmission.
codes can be activated incorrectly. If these error codes appear in combination with
the error codes from the previous table, have the TCU remanufactured first and delete
In addition, the oil cooler needs to be flushed However, if the oil cooler is equipped
all error codes after assembly. There is a good chance that these error codes will stop
with a thermostat, rinsing is not possible. The oil cooler must therefore be replaced.
appearing after that.

OBD II Description
OBD II Description
P0748 Pressure control solenoid “A” electrical
P2806 Component (sensor) Y3/8s1 is not learned
P0778 Pressure control solenoid “B” electrical

If error code 2806 is active, the diagnostic device will not display the switching positions. P0798 Pressure control solenoid “C” electrical
The TCU will have to be re-taught. If the fault persists, the switching position sensor is P2716 Pressure control solenoid “D” electrical
defective. We can replace these during remanufacture. P2725 Pressure control solenoid “E” electrical
P2734 Pressure control solenoid “F” electrical
If in doubt, please contact our Customer Service.
P2759 Torque converter lock-up clutch control solenoid

Telephone: 01206 849920 P2810 Pressure control solenoid “G” electrical

When the car is in limp mode: The above error codes may indicate one or more
defective solenoid valves, but the problem may also be somewhere else. More
information can be found in “The Mechatronic in detail”.

35
MERCEDES-BENZ 722.9
Pin assignment
7G-TRONIC

PIN ASSIGNMENT

3
Pin 1 CAN high
Pin 2 CAN low
2 4
Pin 3 Diagnostic line
Pin 4 Power supply 12V +30
Pin 5 Ground 31

1 5

36
 MERCEDES-BENZ 722.9
General operation
7G-TRONIC

GENERAL OPERATION

The 7G-Tronic was introduced on 5

different Mercedes-Benz models with An interesting detail:
V8: E500, S430, S500, CL500 and SL500. The 7G-Tronic has 2 reverse gears
The gearbox was subsequently also with different ratios. In comfort
used on certain 6-cylinder diesels such mode, the 7G-Tronic drives both
as, for example, cars with the 320 CDI forwards and backwards in 2nd
engine. However, the cars with V12 gear in order to maintain more
engines (S600, S65 AMG) carried on traction and to be able to drive
using the older 5G-Tronic, because off more gently in, for example,
this gearbox could handle a torque winter conditions.
up to 1079 Nm. The 7G-Tronic has a
limit of ‘only’ 735 Nm, which is really
not enough for the more powerful V12
engines. Behaviour in case of emergency
Mercedes-Benz has deliberately given the
emergency braking system several modes in order to make driving as pleasant as
Did you know? possible:
The gearbox body is made of magnesium to save weight. Mercedes-
Benz was the first manufacturer ever to do this. 1. The instant a solenoid valve breaks down, only the corresponding gears are blocked.
The system is able to skip gears in order to be able to function more or less normally.

The gearbox is able to skip gears when shifting down. The system also features a lock- 2. If a gear cannot be engaged due to a hydraulic problem, the current gear will
up: a permanent clutch behind the fluid clutch that ensures 100% transmission when remain selected until a gear can be skipped.
needed. This improves acceleration. Wondering exactly how such a torque converter
works? Take a look at “Mercedes-Benz 722.8: Temic IGS” in the chapter “General 3. Even if the TCU (the computer in the gearbox) fails completely while driving, the
operation”. car remains driveable: all solenoid valves are switched off. This means that pressure
is maintained via the solenoids that are open in 0 position (normally open solenoids).
The gear system of the 7G-Tronic consists of three planetary gear systems and one The gearbox therefore remains in 6th gear while driving. When shifting to “P”, the fluid
Ravigneaux gear system: simply explained a planetary gear system on a planetary pressure of clutch K2 is diverted in such a way that it is possible to drive in 2nd gear
gear system. This dual function makes many more different gearbox ratios possible, in “D” and in “R”. This principle may be easier to understand with the help of the
which means that 9 gears can still fit inside a relatively compact gearbox (7 forward, schematics from page 39.
2 reverse).

37
MERCEDES-BENZ 722.9
The Mechatronic in detail
7G-TRONIC

THE MECHATRONIC IN DETAIL WARNING: COMPLAINTS ABOUT FLUID

PRESSURE
Y3/8y5
Y3/8y7 Error codes involving fluid pressure often point
Y3/8y2 to a defective control valve. Unfortunately it
Y3/8y4 is not possible to extensively test the solenoid
11
valves using diagnostic software. Howev-
er, by changing the position of the solenoid
valves, it is easy to test whether they are actu-
21 ally defective because the error code should
31 change to an error code that belongs to the
new position.
32
If the control valve is defective, pay close
attention to the type of valve required: the
normally closed solenoids have a blue-green
31 cap and the normally open solenoids a black
cap. The plug is different, so fortunately it is
Y3/8y8 Y3/8y6 not possible to install it incorrectly.

Y3/8y1 Y3/8y3 However, the cause of fluid pressure com-

plaints often lies elsewhere. Pressure loss can
also occur, for example, when seals no longer
Part no. Function The Mechatronic consists of a TCU (Transmission Control work or when cracks appear in the hydraulic
11 Plug Unit), a 3-part hydraulic block (valvebody) and several block. Unfortunately this happens sometimes,
21 Hydraulic block / valve body, consisting of
control valves (solenoid valves). The hydraulic block acts so check this carefully!
2 parts and a partition panel as a labyrinth, allowing the fluid pressure to flow directly
31 Oil level float 1 to the components to be controlled. The control valves
control these fluid flows. Normal open solenoids and
32 Oil level float 2
normally closed solenoids are used to maintain limited
Y3/8y1 Control valve for general operating pressure functionality in the event of a malfunction.
Y3/8y2 Clutch control valve K1
Y3/8y3 Clutch control valve K2 The diagram on the next page shows which control valves
Y3/8y4 Clutch control valve K3 must be activated to select a particular gear. This also
indicates that only one control valve has to be activated
Y3/8y5 Brake control valve B1
each time there is a direct changeover.
Y3/8y6 Brake control valve B2
Y3/8y7 Brake control valve B3
Y3/8y8 Lock-up clutch control valve

38
 MERCEDES-BENZ 722.9
The Mechatronic in detail
7G-TRONIC

Switching diagram for control valves

Valve for: K1 K2 K3 B1 B2 B3 BR
1st gear

2nd gear

3rd gear

4th gear

5th gear

6th gear

7th gear

Neutral

1st reverse
gear
2nd reverse
gear

Tip for locating unusual switching complaints:

The switching diagram can, of course, also be
used for diagnostic purposes.

An example:
A car with a 722.9 gearbox does not want to The valve body: a labyrinth of fluid lines,
shift up any further than 2nd gear. 3rd gear consisting of 2 metal housings and a dividing plate.
cannot be engaged and the vehicle shoots
into limp mode. The diagram shows that mul-
ti-plate clutch K1 should be officially enabled
by control valve Y3/8y2. In the absence of er-
ror codes that specifically indicate a defec-
tive TCU or control valve, it can in this case be
concluded that multi-plate clutch K1 is very
likely to be defective.

39
MERCEDES-BENZ 722.9
The TCU in detail
7G-TRONIC

At the moment of writing, there are 4 generations of

THE TCU IN DETAIL
7G-tronic. The version number is indicated by a large Workshop tip:
number on control module Y3/8n4. Check the sensor function yourself
11
If the car from which the TCU comes is still
31 The first 2 generations in particular are known for their available, then the sensors of a removed
problems with the speed sensors. From generation 3 TCU are relatively easy to check by yourself.
onwards, this has been considerably improved. Sensor The only condition is that a diagnostic tool is
Y3/8n4
defects therefore occur only sporadically in generation needed to make live data visible.
3 and 4.
Y3/8n1 Proceed as follows:
The sensors use the Hall principle: a variation in a magnetic 1. Connect the connector from the car to
Y3/8n2 field is converted into an electrical signal. In order to apply the separate TCU
this principle in a usable way, various rotating parts in the 2. Turn on the ignition (power supply)
gearbox with teeth and/or notches are used. In theory, 3. Find the required live data in the reader
32 a signal could also be disturbed by a deviation of these
Y3/8s1 4. Use a (magnetic) screwdriver to move
notches. In this type of gearbox, however, this is rare: in along the sensors several times
99% of cases, a sensor really does fail (sporadically).
The frequency at which the screwdriver
Instant replacement is not possible passes the sensors now becomes visible as
A Mechatronic from a donor car cannot just be placed the speed.
in another car. The unit will have to be virginised first
(= remove all codes, just like a new unused part). Then N.B.1:
carry out “Commissioning after repair N15/3”. Part of this With sensor Y3/8s1, it is sufficient to hold the
“Commissioning after repair N15/3” is the SCN coding. This magnetic screwdriver in a certain position
coding can be obtained by reading the original TCU. If this near the sensor. The sensor has 4 “fields”. Each
Y3/8n3
is not possible, it can be requested via a Mercedes-Benz field displays its own shift position (“P”, “R”, “N”
online platform. The SCN coding for the car is only issued or “D”).
once Mercedes-Benz has approved the conditions.

Sensor Function
N.B.2:
Virginising is something that ACtronics can also do. That Speed sensors Y3/8N1 and Y3/8N2
Y3/8n1 Input shaft speed sensor is why we also have the possibility to offer a replacement respond to a magnet. Speed
Y3/8n2 Central speed sensor part, if necessary. “Commissioning after repair N15/3” still sensor Y3/8N3 reacts to metal.
Y3/8n3 Output shaft speed sensor needs to be carried out, but the TCU is usable in any case.
Y3/8n4 Control module
Y3/8s1 Position sensor switching position
31 Oil level float 1
32 Oil level float 2
11 Plug

40
 MERCEDES-BENZ 722.9
Removing the Mechatronic
7G-TRONIC

REMOVING THE MECHATRONIC

34

32
3b
3b

4s 4s
3

3a

3b

Prior to disassembly Draining the oil and removing the sump Removing the Mechatronic
1. Set the selector lever to “P”. 1. Place a container that can collect at least 7 litres of 1. Remove the heat shield that is placed over the TCU
oil under the gearbox. plug.
2. If a radio with radio code is present: ensure that
the radio code is known before disconnecting the 2. Remove the plating on the underside of the engine 2. Unplug the power cord.
battery. compartment.
3. Support the Mechatronic and loosen the screws
3. Turn off the ignition and disconnect the battery 3. Unscrew the drain plug from the sump “3” and drain “4S”.
ground lead. the oil into the container.
4. The Mechatronic can now be removed by pulling it
4. Loosen the screws “3b” and remove the sump pan straight down and off the gearbox.
with gasket.
5. Remove the filter “34”: you can pull it straight down
ATTENTION:
out of its seat.
If the Mechatronic remains stuck after undoing
6. Let the oil that flows out afterwards also run into the the screws, be careful not to pry it loose: the
container. sealing surface on which the gasket is located
is easily damaged!

41
MERCEDES-BENZ 722.9
Removing the Mechatronic
7G-TRONIC

Removing the TCU from the hydraulic block

1. Remove the marked Torx screws. 4. Release the TCU’s hook from the hydraulic block (see
arrow).
2. Remove all leaf springs.
5. Remove the TCU from the hydraulic block
3. Remove all solenoid valves.

42
 MERCEDES-BENZ 722.9
Offer for remanufacture
7G-TRONIC

OFFER FOR REMANUFACTURE

Sign up online Shipping

› Go to www.actronics.co.uk and click on “Free To prevent transport damage, the 7G tronic should al-
search”. ways be sent in without a hydraulic block. We always IMPORTANT:
ship the TCU back to you in specially developed transport Enclose the printed Remanufacture Order Form
› Then enter “7G” and the product will immediately
packaging. We do this because the plastic of the TCU is with the product in the transport packaging.
appear on the screen.
extremely fragile. When packing, make sure that the TCU This is crucial for identification upon receipt.
› Click on “View product” and follow the dropdown
menu. is particularly well protected!
› You have now selected the right product.
› Now click on “Next” and log in to complete the
registration.
› Print the Remanufacture Order Form after registration.
ACTRONICS 471830
Volkswagen - Golf

43
MERCEDES-BENZ 722.9
Installing the Mechatronic after remanufacturing
7G-TRONIC

INSTALLING THE MECHATRONIC AFTER REMANUFACTURING

4s 4s

Mounting the TCU on the hydraulic block Installing the Mechatronic

1. Place the TCU on the hydraulic block: click the hook 1. Reinstall the Mechatronic in the gearbox as shown.
around the hydraulic block (like the 2nd picture on ATTENTION:
If the hook is not correctly clicked onto the 2. Tighten the screws “4S” to 4 Nm and then turn them
this page).
hydraulic block, speed sensor Y3/8n3 will not another 90˚.
2. Place all solenoid valves. function properly! After a while, error codes 3. Reconnect the plug to the Mechatronic.
3. Place the leaf springs: the convex side of the leaf P0721 and P0722 will appear and the gearbox
will go into limp mode. The photo above shows 4. Mount the heat shield over the plug. Tightening
spring should point upwards.
how the hook is mounted correctly. torque for screws: 9 Nm.
4. Mount the Torx screws in the specified locations.
5. Attach the battery ground wire.
Tightening torque: 5 Nm.

44
 MERCEDES-BENZ 722.9
Installing the Mechatronic after remanufacturing
7G-TRONIC

Correct temperatures for filling the gearbox with oil:

3

34 Cars with extra oil cooler for the gearbox: 90˚ C.

Cars without additional oil cooler, but with a white

3b
32
overflow “1”: 45˚ C.
3b

3 Cars without additional oil cooler, but with a black

3 overflow “1”: 35˚ C.
3a

3b

2
Mounting the sump Adding gearbox oil
1. Install a new filter “34”. 1. Mount the adapter “2” (special tool) in the hole of 7. Turn off the engine and let the gearbox oil cool
the sump pan. down.
2. Install a new gasket “33” on the sump pan “3”.
2. Connect the oil filling device to the adapter “2”. 8. Now start the engine again and leave the gearbox
3. Place the sump pan “3” with gasket “33”: tighten the
in the “P” position.
screws to 4 Nm and then turn these another 180˚. 3. Pump 6 litres of gearbox oil into the gearbox.
9. Pump an additional 2 litres of gearbox oil into the
4. Start the engine.
gearbox (4 litres for types that also require refilling of
5. When the engine is running, check the temperature the torque converter).
of the gearbox oil. Use the Star Diagnostic device for
10. Press and hold the brake pedal and change to “P”,
this purpose.
“N”, “R” and “D” several times.
6. Bring the gearbox oil to the correct temperature. To
11. Bring the gearbox oil to the correct temperature
do this, keep the engine speed at 2500 rpm with the
again and leave the engine running.
gearbox in position “P”:
12. Place a container for oil under the gearbox.

45
MERCEDES-BENZ 722.9
Installing the Mechatronic after remanufacturing
7G-TRONIC

3
3 3

“A” “B” “C”

13. Remove the adapter “2”. Excess oil now starts 14. Wait until situation “B”, before installing the sump 15. Switch the engine off.
flowing out of the sump. plug “3” with a new sealing ring.
16. Install the plating on the underside of the engine
compartment.
Tightening torque for the sump plug: 22 Nm.
ATTENTION:
Do not release more than 1 litre! See next in-
struction. Tightening torque for the sump plug:
22 Nm.

46
MERCEDES-BENZ 722.9
7G-TRONIC

47
 AUDI A3 8P 2003-2012
DSG 6 - DQ250

AUDI TT 8N 1998-2006
DSG 6 - DQ250

AUDI TT 8J 2006-2014
DSG 6 - DQ250

SEAT ALHAMBRA 710 2010-2019

DSG 6 - DQ250

SEAT ALTEA 5P1, 5P5, 5P8 2004-2015

DSG 6 - DQ250

DSG 6 SEAT LEON 1P1 2005-2012

DSG 6 - DQ250
DQ250
SEAT TOLEDO III 5P2 2004-2009
The name DSG indicates the difference with the DSG 6 - DQ250
old “manual box”: DSG stands for Direkt Schalt
Getriebe or Direct Shift Gearbox. The system works
many times faster than a conventional gearbox, ŠKODA OCTAVIA 1Z 2004-2013
partly because the next gear is already ready DSG 6 - DQ250
to be engaged. Where a manual transmission
has only one clutch, a DSG 6 has two. The same
ŠKODA SUPERB 3T 2008-2015
goes for the primary shaft; there are also two of
DSG 6 - DQ250
them. So you actually have access to two sub-
gearboxes that work together in one housing:
1 sub-gearbox for the odd-numbered gears and ŠKODA YETI 5L 2009-2017
1 sub-gearbox for the even-numbered gears. DSG 6 - DQ250

VW CADDY III 2K, 2C 2004-2015

DSG 6 - DQ250

48
VW CC 358 2011-2019 VW SHARAN 7N 2010-2019
DSG 6 - DQ250 DSG 6 - DQ250

VW EOS 1F7, 1F8 2006-2015 VW TIGUAN 5N 2007-2016

DSG 6 - DQ250 DSG 6 - DQ250

VW GOLF IV 1J 1997-2004 VW TOURAN 1T1, 1T2 2003-2010

DSG 6 - DQ250 DSG 6 - DQ250

VW GOLF V 1K 2003-2009 VW TOURAN 1T3 2010-2015

DSG 6 - DQ250 DSG 6 - DQ250

VW GOLF VI 5K1, 517, AJ5 2008-2012 VW GOLF PLUS 5M1, 1KP 2005-2014
DSG 6 - DQ250 DSG 6 - DQ250

VW JETTA III 1K2 2005-2011

DSG 6 - DQ250

VW JETTA IV 162, 16A 2011-2019

DSG 6 - DQ250

VW NEW BEETLE 5C1 2011-2019

DSG 6 - DQ250

VW PASSAT 3C2, 3C5 2005-2010

DSG 6 - DQ250

VW PASSAT 362, 365 2010-2014

DSG 6 - DQ250

VW SCIROCCO 137 2008-2014

DSG 6 - DQ250

49
DSG 6 - DQ250 Known complaints and Error codes

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› The gearshift indicator (“PRNDS”) on the dashboard will flash OBD II VAG Description
› The gearbox does not shift P0701 17085 Transmission control system, implausible signal
› The gearbox shifts randomly to “N” or an illogical gear
P0715 17099 Gearbox input speed sensor G182, error in electrical circuit
P0722 17106 Speed sensor G195, no signal
P0735 17119 5th gear, incorrect ratio
P0746 17130 Pressure control valve N215 fluid pressure, break / short circuit to ground
P0756 17140 Solenoid valve 2 (N89), break / short circuit to ground
P0761 17145 Solenoid valve 3 (N90), break / short circuit to ground
P0766 17150 Solenoid valve 4 (N91), break / short circuit to ground
P0771 17155 Solenoid valve 5 (N92), break / short circuit to ground
P0776 17160 Pressure control valve 2 (N216), break / short circuit to ground
P1604 18012 Control module defective
P1707 18115 Fault in mechatronic module
P1740 18148 Clutch temperature monitoring (G509)
P1746 18154 Supply voltage for solenoid valve, electrical fault in circuit
P1813 18221 Pressure control valve 1 (N215), electrical fault in circuit
P1814 18222 Pressure control valve 1 (N215), interruption / short circuit to ground
P1815 18223 Pressure control valve 1 (N215), short circuit to B +
P1818 18226 Pressure control valve 2 (N216), electrical fault in circuit
P1819 18227 Pressure control valve 2 (N216), break / short circuit to ground
P1820 18228 Pressure control valve 2 (N216), short circuit to B +
P1823 18231 Pressure control valve 3 (N217), electrical fault in circuit
P1824 18232 Pressure control valve 3 (N217), interruption / short circuit to ground
P1825 18233 Pressure control valve 3 (N217), short circuit to B +
P1828 18236 Pressure control valve 4 (N218), electrical fault in circuit
P1829 18237 Pressure control valve 4 (N218), interruption / short circuit to ground
P1830 18238 Pressure control valve 4 (N218), short circuit to B +
P1833 18241 Pressure control valve 5 (N233), electrical fault in circuit
P1834 18242 Pressure control valve 5 (N233), interruption / short circuit to ground
P1835 18243 Pressure control valve 5 (N233), short circuit to B +

50
 Error codes DSG 6 - DQ250

REMANUFACTURE MAY BE POSSIBLE

ADDITIONAL DIAGNOSIS REQUIRED

P1838 18246 Pressure control valve 6 (N371), electrical fault in circuit OBD II VAG Description
P1839 18247 Pressure control valve 6 (N371), break / short circuit to ground P0716 17100 Gearbox input speed sensor (G182), implausible signal
P1840 18248 Pressure control valve 6 (N371), short circuit to B +
P2732 19164 Pressure control valve 6 (N371), break / short circuit to ground
First check sensor G182 for contamination by metal particles.

If there is any contamination, check the gearbox thoroughly for mechanical wear/
damage. Then also check the gearbox oil filter, as it can become clogged. In this
case, the oil will circulate through the bypass, which means that the oil will no longer
be filtered. This may cause contamination of sensors.

Then clean the sensor and check that the error code is still present. If this is the case,
then it is still plausible that the TCU is defective and needs to be remanufactured.

OBD II VAG Description

P2711 19143 Implausible gear shift sequence

First check the accelerometer magnets for contamination by metal particles. If there
is any contamination, check the gearbox thoroughly for mechanical wear/damage.
Then also check the gearbox oil filter, as it can become clogged. In this case, the oil
will circulate through the bypass, which means that the oil will no longer be filtered.
This may cause contamination of sensors.

Then clean the magnets and check that the error code is still present. If this is the case,
then it is still plausible that the TCU is defective and needs to be remanufactured.

If in doubt, please contact our Customer Service.

Telephone: 01206 849920

51
DSG 6 - DQ250 Pin assignment

PIN ASSIGNMENT

Pin 1 K-line
Pin 3 Tiptronic tip -
Pin 6 Dashboard speed signal 1 1
Pin 7 - 3 3
Pin 10 CAN high
Pin 11 Power supply 12V +30 7 6 6 7
12 12
Pin 12 Reverse signal (“R”) 13 11 13
14 10 10 14
Pin 13 Power supply 12V +15
16
Pin 14 Tiptronic tip + 17 11 17
16 15 15
Pin 15 CAN low
Pin 16 Ground 31 18 18
19 19
Pin 17 P/N signal (start control)
Pin 18 Power supply 12V +30
Pin 19 Ground 31

52
 Schematics DSG 6 - DQ250

HYDRAULIC SCHEMATIC

Safety valves

Pressure accumulator

Pressure sensor
Pressure sensor

To K2
Check valve
To K1 Solenoid
clutch 2
Solenoid
clutch 1

Multiplexer
valve
Gear selection
solenoids Multiplexer

3 1 N 5 R 6 4 2

53
DSG 6 - DQ250 Schematics

ELECTRIC SCHEMATIC

75 77 D50/b 75 D/30 501

1,0 1,0 2,5 0,5 2,5 2,5 6,0 6,0

sw/gn sw/gn ro/sw sw/gn ro ro ro ro

G 501 G 502 G 93 G 510

N 215 N 216 N 217 N 218
A32
J 743
T10g/5

2 4 2 4 1 15
N 233 N 371 G 487 G 488
S337 J286 S16 G 193 G 194
J219 J207
20A T32/23 5A

8 6 8 5 6 2 32 15a T20e/ T20e/ T20e/ T20e/3 T20e/14

11 18 17
b
0,5 0,5 0,5
0,5 1,0 2,5 0,5 2,5 0,35 0,5 0,35 gn/br gr/gn c
gn/bl
gn/ge sw/bl ro/sw gn/bl ro ro/ll ro/ll ro/ll
A4 A4 A4 A4

T10g/7 T10g T10g

/8 /6 0,5 0,5
0,5 0,5
ro/li ro/li
gr/bl gr/bl

T6/3 1,0 1,0 0,5 0,5 0,5 0,35

68 ro ro gn/bl gn/br gr/gn gr/bl 13 78 136
A52 E20
T5c/5
1,0 1,0 E439 T5x/2 T5x/1 T5x/3 T5x/4 T5x/5 E438
sw/bl sw/bl 0,5 0,5 0,5 1,5 4,0
ro/li ro/li br br br
D188 D188 D155 D188
T5h/5 T10/10
2,5 T2b T10ab/ T10ab/ T10ab/ T10ab/ T10ab/
ro/sw T5y/2 T6y/1 T5y/3 T5x/4 T6y/6 10 10 10 10 10

1,0 a a
sw/bl 0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,5
gn sw gn bl ro ws sw gn

B/50 T2a T2a T5ab/ T5ab/ T5ab/ T5ab/ T2b T2b

1 2 1 2
L101 N110 J587/E313 F319
1,0 1,0
sw/bl sw/bl 0,5 0,5 0,5 0,5 0,5 0,5
gn sw bl sw sw gn

B13
M16 M17

B14
49 42

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

54
 Schematics DSG 6 - DQ250

D/15

2,5
sw

G 185 G 186 A2

N 88 N 89 N 90 N 91 N 92
J 743 2,5 0,5
sw sw

5 7 11
F4 G 489
56 57 Sll
5A 10A 5A

T20o/15 T20o/15 T20o/1 T20o/6 T20o/ T20o/ T4ap/4 T4ap/1 T4ap/2 T4ap/3 G490 T20o/12 T20o/13 6a 7a 6a
can-I can-I K 19 16
b
c 1,0 1,0 0,5 1,0 2,5 1,0 0,35
br br gn/go sw/gn sw/gn sw/gn sw/ll

0,35 0,35 J220 0,35 0,35 J220 0,5 0,5

or/br or/br T121/58 or/br or/br T121/58 gr/ws bl/ge

0,35 0,35 131 G509 G182 T10g/4 T10g/1 A203 B163 B165
or/br or/br

2,5 0,5 0,5 0,5 0,5 1,0 1,0 0,5 0,35

T10w/3 T10w/2 T10w/3 T10g/2 br/ro gn/go sw/gn sw/gn sw/gn sw/gn sw/gn sw/ll sw/ll

0,5 0,5 0,5 0,5

ws ws gr/ws bl/ws

J285
A122 A121 A76 A27 1 7 1 3 34
d d T32/1

0,35 0,35 0,5 0,35

or/br or/br gr/ws bl/ws

J533 J533 J285/

T32a/20 T32a/20 T32/3
K
T16/7 608

43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

55
DSG 6 - DQ250 General operation

GENERAL OPERATION In addition, when shifting up, the engine torque is slightly lowered, while when shifting
down, the engine torque is slightly increased. All in all, this ensures a fast and smooth
The DSG 6 gearbox is an switching action with no noticeable interruption in propulsion.
automatic Volkswagen
AG gearbox. DSG stands
Torque limitation
for ‘Direktschaltgetriebe’
or ‘Direct Shift Gearbox’
and the 6 stands for six for-
ward gears. The designa-

Torque
tion ‘DQ250’ is also used Coupling Decoupling
for this gearbox. The Q clutch clutch

(‘Quermotor’) indicates
that this gearbox is used
for transverse engines.
Time
Torque transition
Mechanically, the DSG 6
gearbox can be de- Exchanging information
scribed as a manual Shifting, clutch activation and clutch de-activation are controlled from the central
gearbox with two wet gearbox control unit, the Mechatronic (J743). This consists of an electronic control de-
multi-plate clutches, two vice and an electro-hydraulic control unit. The Mechatronic is built against the gear-
drive shafts (input, primary) and two output shafts (secondary). An electronically box and forms part of the hydraulic circuit of the gearbox.
controlled hydraulic control (Mechatronic) ensures that the gearbox can operate
fully automatically. As an option, an additional manual shift option can be selected The Mechatronic not only receives the necessary information from its own sensors but
(Tiptronic). also exchanges information with the various measuring and control devices in the car
via the CAN bus, for example:
A dual mass flywheel connects the crankshaft of the engine with the two clutch hous-
ings (outer plate carriers) which together (firmly together) rotate in line with the crank- › Gear selector lever (E313, J587)
shaft. The two inner plate supports rotate independently of each other around › ABS/ESP/EDS controller (J104)
the same shaft and each drives its own drive shaft via a fixed connection. › Controller with display in the instrument panel (J285)
Drive shaft 1 rotates inside the hollow drive shaft 2. › Electrical installation controller (J519)
› Steering angle sensor (G85)
On drive shaft 1 are the gears for 1st, 3rd, 5th and reverse gear; the gears for 2nd, 4th
› Controller for multi-function steering wheel (J453)
and 6th gear are on drive shaft 2. When shifting from one gear to the next, the next
› Controller for trailer recognition (J345)
gear is therefore shifted from one drive shaft to the other, where the next gear has al-
ready been engaged on the corresponding output (main) shaft. When shifting gears, › Controller for engine (J220, J623)
the clutch to the drive shaft of the ‘old’ gear is decoupled in one smooth movement › Controller for diesel injection system (J248)
and the clutch to the drive shaft of the ‘new’ gear is coupled in one smooth move- › Controller for steering column (J527)
ment. So there is an overlap in the drive through both gears. › Diagnostic interface for data bus (J533)

56
 General operation DSG 6 - DQ250

Schematics of a DSG 6 gearbox

Reverse 6th 5th

Output shaft 2

Clutch 1
(closed)
Clutch 2
(open)

Primary axle 2

Engine

Primary axle 1

Differential

Output shaft 1

2nd (pre-selected) 4th 3rd 1st (active)

57
DSG 6 - DQ250 The Mechatronic in detail

THE MECHATRONIC IN DETAIL The Mechatronic has five shift (yes/no) valves and six control (modulation) valves.
The five shift valves (N88, N89, N90, N91 and N92 (for the multiplexer, see hydraulic
diagram) operate the shift forks that engage the gear wheels on the output shafts.

The six control valves regulate the various pressures required: the head pressure in
N216 the hydraulic system (N217), the pressure for the cooling oil in the multi-plate clutches
N217 (N218), the pressure at which the two multi-plate clutches are energised (pressed)
(N215 and N216), and the pressure in the two safety valves which, in the event of a
malfunction, are actuated in order to depressurise the respective gearbox part (N233
N215 Pressure and N371).
control valve

N218
Pressure control valves N215, N216, N233 and N371 have an increasing flow/pres-
N9 0 N92 sure curve; the control pressure increases as the control flow increases. This means
N91 N89 that if the control valve is de-energised, the control pressure will be zero.

In case of a fault
If valves N215 and N233 experience a fault, gearbox section 1 (with drive shaft 1) is
switched off and the limp mode is started. The car can only be driven in second gear
and a malfunction is reported in the instrument panel.

If valves N216 and N371 experience a fault, gearbox section 2 (with drive shaft 2) is
switched off and the limp mode is started. The car can then only be driven in first and
N371 N88 N233
third gears and a fault message is displayed in the instrument panel.

Actuator Function
N88 Shift valve for shifting 1st and 5th gears
N89 Shift valve for shifting 3rd gear and neutral Pressure control valves N217 and N218 have a decreasing flow/pressure curve;
the control pressure decreases as the control flow increases. This means that if the
N90 Shift valve for shifting 2nd and 6th gears
control valve is de-energised, the control pressure is at its maximum.
N91 Shift valve for shifting 4th and reverse gear
N92 Switching valve for the multiplexer In case of a fault
If valve N217 experiences a fault, the maximum primary pressure is set. Shifting
N215 Pressure control valve for clutch K1
gears may become noisy, fuel consumption will increase and an error message
N216 Pressure control valve for clutch K2
will be displayed in the instrument panel.
N217 Main pressure control valve
N218 Pressure relief valve for the clutch cooling oil If valve N218 experiences a fault, the maximum cooling oil flow is set. Fuel con-
N233 Safety valve for sub-gearbox 1 sumption will increase, gear shifting problems may occur at low outside tempera-
tures and a malfunction is reported in the instrument panel.
N371 Safety valve for sub-gearbox 2

58
 The TCU in detail DSG 6 - DQ250

THE TCU IN DETAIL In order to provide the Mechatronic with the necessary information, the TCU
receives information from a number of sensors:

The pressure sensors for the hydraulic pressure on the multi-plate clutches
G193 and G194
G487 G488 The oil temperature sensors
G93, G509 and G510
G501 G502 The speed sensors
G501 and G502 for the two drive shafts
G195 and G196 for the second output shaft
G93 G182 for the input shaft
G195 G196 The position detection sensors for the selector forks
G5 1 0 G487, G488, G489 and G490

Most of the sensors are built into the TCU; only G182 and G509 are placed (next to
each other) outside the Mechatronic.
G490
G489
Problems caused by contaminated gearbox oil
In order to be able to control the gearbox properly, it is important that the sen-
sors, the shift valves and the control valves in the Mechatronic work properly.
Because the oil in and with which these components work is also used to cool
Sensor Function
and/or lubricate the multi-plate clutches, gearbox gears, bearings and the syn-
G93 Gearbox oil temperature sensor
chronisation, it can become very contaminated.
G182 Speed sensor input shaft gearbox
G193 Pressure sensor for hydraulic pressure of clutch K1 If the contamination of the oil be-
G194 Pressure sensor for the hydraulic pressure of clutch K2 comes so great that the gearbox oil
G195 Speed sensor for the second gearbox output shaft filter becomes clogged, the oil will
circulate through the bypass, which
G196 Speed sensor for the second gearbox output shaft
means that the oil will no longer be
G487 Position detection sensor for the selector fork for 1st and 3rd gears
filtered. Wear and tear can then ac-
G488 Position detection sensor for the selector fork for 2nd and 4th gears cumulate on the sensors and in the
G489 Position detection sensor for the selector fork for 6th and reverse gears shift and control valves, causing the
G490 Position detection sensor for the selector fork for 5th gear and neutral Mechatronic to malfunction and ad-
G501 Speed sensor for drive shaft 1
versely affecting the operation of the
gearbox. It is therefore important that
G502 Speed sensor for drive shaft 2
the oil and filter of the DSG 6 gearbox
G509 Gearbox oil temperature sensor at the multi-plate clutch are changed every 60,000 km.
G510 Gearbox oil temperature sensor in the electronic control unit

59
DSG 6 - DQ250 Removing the Mechatronic

REMOVING THE MECHATRONIC

1
1

2
2

Disconnecting the plug with the wiring harness Changing the gearbox oil filter
ATTENTION: 1. Turn the bayonet connection of the Mechatronic 1. Remove all parts that prevent the oil filter from being
Considering the high number of cars in which plug anticlockwise and remove the plug. Both O-rings undone. Think for example of the engine cover and
the DSG 6 Mechatronic is mounted, this chap- have to be renewed. Remove (if present) the sound- the air filter housing.
ter only focuses on the steps that are universally proofing panel under the gearbox.
applicable. Always refer to the manufacturer’s 2. Rotate the gearbox oil filter housing (1).
official documentation for specific instructions. 2. Remove (if present) the connecting hose between
3. Keep the oil filter housing slightly tilted before
the intercooler and the intercooler tube.
removing it. This will allow the oil remaining in the oil
Prior to disassembly 3. Loosen the two M6 nuts (2) of the wiring guide filter to drain out of the filter into the gearbox.
1. Set the selector lever to “P”. bracket (1) and remove the bracket.
4. Now remove the oil filter (3).
2. If there is a radio with a radio code, make sure that 4. Guide the wiring upwards and temporarily tie it
5. O-ring (2) must be replaced. Lubricate the new
the radio code is known before disconnecting the there.
O-ring with DSG oil.
battery.
5. Place a container that can collect at least 5 litres of
6. Also lubricate the small O-ring at the bottom of the
3. Turn off the ignition and disconnect the battery oil under the gearbox.
filter with DSG oil
ground lead.

60
 Removing the Mechatronic DSG 6 - DQ250

Draining the oil and removing the sump

7. Fit the new oil filter and the new large O-ring and 1. Unscrew oil drain plug B at the pendulum support 3. Loosen the bolts of the oil pump cover (on the side
tighten the oil filter housing to a torque of 20 Nm. and then disassemble the overflow pipe fitted in the of the gearbox) crosswise and remove the cover.
hole with an 8 mm Allen key. About 5 litres of oil will
8. Reassemble all previously removed parts.
now be released from the gearbox. ATTENTION:
2. When the gearbox is empty, install the overflow pipe Make sure that no dirt gets into the oil pump.
again with a tightening torque of 3 Nm.

61
DSG 6 - DQ250 Removing the Mechatronic

4
10
3

6
7
9
5
8
1
2

Removing the Mechatronic

4. Loosen the oil sump screws crosswise. These bolts 1. Carefully unplug input speed sensor G182 and 2. Remove the screws from the Mechatronic in the
must be renewed. oil temperature sensor G509. Use two flathead order indicated.
screwdrivers: one to unlock and one to separate the
5. Remove the oil sump with the gasket. The gasket
connector from the socket. Do not pull on the wiring!
must be renewed.
When the plug is disconnected, disconnect the
6. Make sure that no dirt gets into the Mechatronic. wiring from the terminals (see arrows).

ATTENTION:
Before touching the Mechatronic, you must first
touch a grounded object (e.g. the lift) in order
to discharge any static electricity.

62
 Removing the Mechatronic DSG 6 - DQ250

!!!

3. Carefully remove the Mechatronic from the gearbox 4. When the sensor arm of the Mechatronic has been
housing and pay attention to the long sensor arm completely pushed out of the gearbox housing,
(see !!!) under the oil pump. This is very vulnerable. the Mechatronic can be removed with a rotating
movement downwards. Make sure that the long
sensor arm is not loaded.
5. Carefully lay the Mechatronic down with the long
sensor arm up. Never lift the Mechatronic by the
sensor arm because it breaks easily.

63
DSG 6 - DQ250 Offer for remanufacture

OFFER FOR REMANUFACTURE

Sign up online Shipping

› Go to www.actronics.co.uk and click on “Free To prevent transport damage, the Mechatronic of the
search”. DSG 6 must be sent in specially designed transport pack- IMPORTANT:
aging. Before sending the Mechatronic, please contact Enclose the printed Remanufacture Order Form
› Then enter “DSG 6” and the product will immediately
our Customer Service: 01206 849920. They will then send with the product in the transport packaging.
appear on the screen.
you the transport packaging free of charge. This is crucial for identification upon receipt.
› Click on “View product” and follow the dropdown
menu.
› You have now selected the right product.
› Now click on “Next” and log in to complete the
registration.
› Print the Remanufacture Order Form after registration.
ACTRONICS 471830
Volkswagen - Golf

64
 Installing the Mechatronic after remanufacturing DSG 6 - DQ250

INSTALLING THE MECHATRONIC AFTER REMANUFACTURING

Installing the Mechatronic

1. First check whether the speed sensor G182 and the oil 2. Carefully insert the Mechatronic into the gearbox 3. Check that the alignment pin is properly positioned
temperature sensor G509 are installed. housing. Pay close attention to the long sensor arm: in the recess.
it must be correctly positioned in the seat of the
gearbox housing
ATTENTION:
Be careful not to pinch and/or damage the
wiring for the G182 and G509 sensors.

65
DSG 6 - DQ250 Installing the Mechatronic after remanufacturing

7
1
8

5
4
2
6
3
10
9

4. Mount the bolts of the Mechatronic hand-tight. 8. Replace both O-rings on the Mechatronic 9. Insert the oil sump with new gasket. Make sure no
connector: clear the sealing surfaces of the wiring is pinched.
5. Now tighten the bolts in the specified order
connector of old oil and dirt and lubricate the new
Tightening torque: 5 Nm + 90˚ 10. Install the new bolts and tighten them crosswise.
O-rings with DSG oil.
Tightening torque: 10 Nm.
6. Secure the wiring for the G182 and G509 sensors with
clamps: first the upper clamp, then the lower clamp.
7. Mount the plug of sensors G182 and G509.

66
 Installing the Mechatronic after remanufacturing DSG 6 - DQ250

VAS 6262

Filling with gearbox oil

11. Fit the oil pump cover and fit the bolts. 1. Check that the overflow pipe is present in the hole of 7. Disassemble (with engine running and gearbox
the drain plug. temperature 35°C to 45°C) adapter “A” from VAS
12. Tighten the bolts crosswise in several steps. Tightening
6262.
torque: 8 Nm. 2. Mount adapter “A” of VAS 6262 hand-tight in the
drain opening.
13. Mount the wire guide bracket and tighten the two 8. Excess oil will now flow over the overflow pipe. If
M6 nuts to 10 Nm. 3. Fill the gearbox with at least 5.5 litres of DSG oil via this is not the case, oil must be added. Wait until
adapter “A” of VAS 6262: shake the DSG oil bottles the overflow turns to a drip. The gearbox is now
14. Place the round connector on the Mechatronic plug
before opening them. full.
and tighten the bayonet fitting clockwise.
4. Read the gearbox oil temperature using the factory
15. If applicable, install the connecting hose between
scan tool (VAG-COM or VAS 5051). 9. Install the drain plug with a new sealing ring.
the intercooler and the intercooler tube.
Tightening torque: 45 Nm.
5. Start the engine, hold down the brake pedal and
16. Connect the battery ground cable, but do not start
select each selector lever position for about 3 10. Now turn off the engine.
the engine yet!
seconds.
11. If applicable, install the soundproofing panel under
6. Return the selector lever to “P” and let the engine the gearbox.
run.

67
DSG 6 - DQ250 Teaching the basic Mechatronic settings

TEACHING THE BASIC MECHATRONIC 4. Clutch setting

NOTE:
SETTINGS For Mechatronic software version:
› Go to [Basic Settings 062] and select [Go!]. It is normal for the gearbox to make a noise while
performing the learning procedure. Do not close the
The DSG 6 gearbox (DQ250, 02E) is a self-learning trans- › Activate the ‘Basic Settings’ [ON/OFF/Next].
‘Basic Settings’ sequence prematurely, even if you
mission. After the Mechatronic has been remanufactured
hear chattering sounds.
and installed, only the basic settings need to be reset. For Mechatronic software version ≥ 0800:
› Go to [Basic Settings 067] and select [Go!].
The easiest way to set the basic settings is to use the fac- › Activate the ‘Basic Settings’ [ON/OFF/Next].
tory scan tool (VAG-COM or VAS 5051) with VCDS Version If necessary, perform the defined test drive:
10.64 or equivalent. 1. The DSG oil temperature must remain between
5. Resetting the values of the clutch safety function
30 °C and 100 °C.
› Go to [Basic Settings 068] and select [Go!].
The following description is based on the use of VAG- 2. Do not use Cruise Control.
› Activate the ‘Basic Settings’ [ON/OFF/Next].
COM:
3. In Tiptronic mode, drive from stationary through
6. Resetting clutch pressure values all gears up to and including 6th gear.
1. Preconditions
› Go to [Basic Settings 065] and select [Go!].
› DSG oil temperature between 30 °C and 100 °C 4. When driving, make sure you drive in 3rd and 5th
(read this via [02] - [Auto Trans] - [Measuring block › Activate the ‘Basic Settings’ [ON/OFF/Next].
gear for about 5 minutes and then in 4th and 6th
019]) gear for about 5 minutes.
› Selector lever in P 7. Resetting the values of the steering wheel paddles
› Go to [Basic Settings 063] and select [Go!]. 5. Keep the engine speed for all gears at between
› Ignition on 1200 and 3500 revolutions per minute.
› Activate the ‘Basic Settings’ [ON/OFF/Next].
› Engine on (idle) for at least one minute
6. Perform a powerful braking action in “D” (Drive)
› Keep the brake pedal depressed for the entire
8. Resetting ESP / Cruise Control values followed by full throttle acceleration.
procedure
› Go to [Basic Settings 069] and select [Go!].
› Do not operate the accelerator pedal 7. Evaluate the creep and driving behaviour of the
› Activate the ‘Basic Settings’ [ON/OFF/Next].
gearbox.
2. Synchronisation 8. After the test drive, check the gearbox for leaks.
9. Closing comments
› Go to [02] - [Auto Trans] - [Basic Settings 060] and
› Press [Done, Go Back].
select [Go!].
› Turn off the ignition.
› Wait until the measured values stabilise and the NOTE:
gearbox no longer makes any noise. › Wait 15 seconds and turn on the ignition again.
If the test drive cannot be performed in the
› The screen then displays ‘Basic Settings: ON’. › Read out any error codes and delete them via
recommended manner or in the time required, the
[Fault Codes - 02].
remaining adjustments will be made automatically
3. Calibration › To finalise, select:
during normal driving. This may take a few more days.
› Go to [02] - [Auto Trans] - [Basic Settings 061] and [Close Controller, Go Back - 06].
select [Go!].
› Wait until the measured values stabilise and the
gearbox no longer makes any noise. The screen then
displays ‘Basic Settings: ON’.
68
DSG 6 - DQ250

69
 AUDI A1 8X 2010-2018
DSG 7 - DQ200

AUDI A3 8P 2003-2012
DSG 7 - DQ200

AUDI TT 8J 2006-2014
DSG 7 - DQ200

SEAT ALTEA 5P1, 5P5, 5P8 2004-2015

DSG 7 - DQ200

SEAT IBIZA V 6J5, 6J1, 6J8 2008-2017

DSG 7 - DQ200

DSG 7 SEAT LEON 1P1 2005-2012

DSG 7 - DQ200
DQ200
SEAT TOLEDO III 5P2 2004-2009
After the success of the DSG 6, a successor was DSG 7 - DQ200
inevitable. Having said that, a DSG 7 gearbox
can’t really be called a successor. This newer
DSG version uses a dry clutch and can handle a ŠKODA FABIA 5J 2007-2014
bit less torque than its older brother. So why did DSG 7 - DQ200
Volkswagen AG make this choice? The answer
can be found in weight and resistance. With
ŠKODA OCTAVIA 1Z 2004-2013
regard to the environment and fuel consumption,
DSG 7 - DQ200
the DSG 7 is the better option, as long as it doesn’t
require too much torque, that is...

70
ŠKODA ROOMSTER 5J 2006-2015
DSG 7 - DQ200

ŠKODA SUPERB 3T 2008-2015

DSG 7 - DQ200

ŠKODA YETI 5L 2009-2017

DSG 7 - DQ200

VW NEW BEETLE 5C1 2011-2019

DSG 7 - DQ200

VW CADDY III 2K, 2C 2004-2015

DSG 7 - DQ200

VW GOLF V 1K 2003-2009
DSG 7 - DQ200

VW GOLF VI 5K1, 517, AJ5 2008-2012

DSG 7 - DQ200

VW JETTA III 1K2 2005-2011

DSG 7 - DQ200

VW JETTA IV 162, 16A 2011-2019

DSG 7 - DQ200

71
DSG 7 - DQ200 Known complaints and Error codes

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› The gearshift indicator (“PRNDS”) on the dashboard will flash OBDII VAG Description
› The gearbox does not shift P0562 16946 System voltage, voltage too low
› Short circuit: 30A fuse blown
P0841 17225 Sensor / pressure switch transmission fluid pressure A, implausible signal
› Leakage and/or pressure loss
P1604 18012 Control module defective
P177F - Hydraulic pump system, supply voltage too low
P17BF - Hydraulic pump system, overload protection
P1895 18303 Functional limitation due to pressure drop
P189C - Functional limitation due to insufficient pressure
U0101 28773 No communication with TCM

72
 Error codes DSG 7 - DQ200

REMANUFACTURE MAY BE POSSIBLE CANNOT BE REMANUFACTURED

ADDITIONAL DIAGNOSIS REQUIRED

OBDII VAG Description OBDII VAG Description

P173A - Position sensor 1 for gear selector, implausible signal P072A - Neutral not selectable
P173B - Position sensor 2 for gear selector, implausible signal P072B - Reverse gear not selectable
P173C - Position sensor 3 for gear selector, implausible signal P072C - 1st gear not selectable
P173D - Position sensor 4 for gear selector, implausible signal P072D - 2nd gear not selectable
P072E - 3rd gear not selectable
Check the position sensors and the corresponding magnets for contamination by P072F - 4th gear not selectable
metal particles.
P073A - 5th gear not selectable

If there is any contamination, check the gearbox thoroughly for mechanical wear/ P073B - 6th gear not selectable
damage. Then clean the sensor and check that the error code is still present. If this is P073C - 7th gear not selectable
the case, then it is still plausible that the TCU is defective and needs to be remanufac-
tured. The above error codes usually appear after installing the Mechatronic. These error
codes indicate that one or more shifting pins are not properly mounted in the forks of
If in doubt, please contact our Customer Service. the gearbox.

Telephone: 01206 849920 In “Installing the Mechatronic” on page 84, we give tips on how to avoid this situation.

73
DSG 7 - DQ200 Pin assignment

PIN ASSIGNMENT

Pin 8 Ground 31
Pin 9 Power supply 12V 30+ (30A)
Pin 10 Power supply 12V 15+ (10A)
Pin 11 K-line
Pin 12 CAN low
Pin 13 CAN high
Pin 16 P/N signal (start control)
Pin 24 Ground 31
Pin 25 Power supply 12V 30+ (15A)

1 4 6 8 9

10

17 20 22 24 25
Connector on harness side. Connector on DSG 7 side.
74
 Schematics DSG 7 - DQ200

ELECTRIC SCHEMATIC

E438 E439

F319 N110

J119/Y6 J285

PRNDS
E313
J519

J681 J453 J527

x 58d

50

G487 G489 G617 G618 G632

M J533

N433 N434 N437 N438 V401 N435 N439 N436 N440

J743

G270 G488 G490 G510 G612

G182

31 31

75
DSG 7 - DQ200 General operation

GENERAL OPERATION Because the gears for 1st, 3rd, 5th and 7th gear are on drive shaft 1 and the gears
for 2nd, 4th, 6th gear on drive shaft 2, shifting takes place from one drive axle to the
The DSG 7 gearbox is an auto- other when shifting to the next gear.
matic double clutch gearbox.
DSG stands for “Direktschalt- The next gear is already engaged on the corresponding output (main) shaft. When
getriebe” or “Direct Shift Gear- shifting gears, the clutch to the drive shaft of the ‘old’ gear is decoupled in one
box” and the 7 indicates that smooth movement and the clutch to the drive shaft of the ‘new’ gear is coupled
there are seven forward gears. in one smooth movement. So there is an overlap in the drive through both gears. In
For this gearbox the designa- addition, when shifting up, the engine torque is slightly lowered, while when shifting
tion ‘DQ200’ is also used. The down, the engine torque is slightly increased. All in all, this ensures a fast and smooth
Q (‘Quermotor’) indicates that shifting action with no noticeable interruption in propulsion.
this gearbox is used for trans-
verse engines.

Mechanically, the DSG 7 gear- Torque limitation

box can be described as a
manual gearbox with two dry
plate clutches, two drive shafts
(input, primary) and three out-

Torque
put shafts (secondary). An
Coupling Decoupling
electronically controlled hydraulic control (Mechatronic) ensures that the gearbox
clutch clutch
can operate fully automatically. As an option, an additional manual shifting option
can be selected (Tiptronic).

A dual mass flywheel connects the crankshaft of the engine with the drive plate that
rotates in line with the crankshaft. Two dry clutches on either side of the drive plate Time
rotate independently of each other around the same shaft and each drives its own Torque transition
drive shaft by means of a ‘spline shaft’. Drive shaft 1 rotates inside the hollow drive
shaft 2.

On drive shaft 1 are the gears for 1st, 3rd, 5th and 7th gear. The gears for the 2nd, 4th,
6th and reverse gear are on drive shaft 2.

From drive shaft 1, the gears for 1st and 3rd gear are driven on the first output shaft
and the gears for 5th and 7th gear are driven on the second output shaft. From drive
shaft 2, the gears for 2nd and 4th gear are driven on the first output shaft and the
gears for 6th and reverse gear are driven on the second output shaft. Sprocket R1 on
the second output shaft drives the third output shaft for reverse gear via sprocket R2.
All three output shafts drive the differential gear.
76
 General operation DSG 7 - DQ200

Schematics of the DSG 7 gearbox

Output shaft 3 Clutch K2 Dual mass flywheel

Output shaft 2
Clutch K1

5 6
7

Drive shaft 1

Drive shaft 2

3 4
2
Output shaft 1 1

Final drive gear Differential

77
DSG 7 - DQ200 The Mechatronic in detail

THE MECHATRONIC IN DETAIL system pressure in the control unit remains between 40
and 60 bar.
Oil pressure accumulator
The electro-hydraulic control unit has eight control valves.
Valves N433, N434, N437 and N438 operate the shift forks
that engage the gearwheels on the output shafts. Control
Hydraulic valves N435 and N439 operate both clutches. Valves
pump N436 and N440 regulate the required system pressures in
both gearbox halves:

Control valve N436 controls the pressure in gearbox

N435 N438 half 1 for valve N435, which controls clutch K1, for
valve N433, which controls the shift fork for 1st and 3rd
N434 N440 gears, and for valve N434, which controls the shift fork
for 5th and 7th gears.
N436 N439

N433 N437
Control valve N440 controls the pressure in gearbox
half 2 for valve N439, which controls clutch K2, for
valve N437, which controls the shift fork for 2nd and
V401 4th gears, and for valve N438, which controls the shift
fork for 6th and reverse gears.

Shifting, clutch activation and clutch de-activation are

Actuator Function
controlled from the central gearbox control unit, the
N433 Shift valve for shifting 1st and 3rd gears
Mechatronic (J743). This consists of an electronic control
N434 Shift valve for shifting 5th and 7th gears device and an electro-hydraulic control unit.
N435 Pressure control valve for clutch K1
N436 Pressure control valve for system pressure in gear- The Mechatronic is attached to the gearbox and has its
box half 1 own oil circuit, independent of that of the actual gearbox.
N437 Shift valve for shifting 2nd and 4th gears This means that the hydraulic part of the DSG 7 DQ200 has
N438 Shift valve for shifting 6th and reverse gears its own oil pump, valves and cylinders. These cylinders are
directly connected to the shift forks and the clutch levers.
N439 Pressure control valve for clutch K2
N440 Pressure control valve for system pressure in gear- The electro-hydraulic control unit incorporates an
box half 2
electrically driven V401 hydraulic pump and an oil
V401 Hydraulic pump motor
pressure accumulator, which together ensure that the

78
 The TCU in detail DSG 7 - DQ200

THE TCU IN DETAIL

G617 & G618 Always check the three speed sensors for metal
G490 (rear, near connector) particles. If there is any contamination, check
the gearbox thoroughly for mechanical wear/
damage. Then clean the sensor

In order to provide the Mechatronic with the necessary

G489 information, the TCU receives information from a number
G612
G632 of sensors. The overview alongside shows exactly what
G270 information is received. Almost all of these sensors are
(rear, center) built into the Mechatronic. However, speed sensor G182
is located outside the Mechatronic.

G488 The TCU not only receives the necessary information from
its own sensors but also exchanges information with the
various measuring and control devices in the car via the
CAN bus, for example:
G510 (inside)
G182 E313 Gear selector lever
G487
J104 ABS (with EDL) control device
Sensor Function J248 Control unit for diesel direct injection
J285 Control unit for display instrument panel
G182 Speed sensor input shaft gearbox
J453 Control unit for multifunction steering wheel
G270 Pressure sensor for the hydraulic pressure of the
J519 Control unit for electrical installation
gearbox
J527 Control unit for steering column electronics
G487 Position detection sensor for the selector fork for
2nd and 4th gears
J533 Diagnostic interface for data bus
J623 Engine control unit for diesel engines
G488 Position detection sensor for the selector fork for
1st and 3rd gears
G489 Position recognition sensor for the shifting fork for
5th and 7th gears
G490 Position detection sensor for the selector fork for
6th and reverse gears
G510 Gearbox oil temperature sensor in the electronic
control unit
G612 Speed sensor for drive shaft 2
G617 Clutch path sensor for clutch K1
G618 Clutch path sensor for clutch K2
G632 Speed sensor for drive shaft 1

79
DSG 7 - DQ200 Removing the Mechatronic

REMOVING THE MECHATRONIC

Prior to disassembly Removing the surrounding parts Sealing the Mechatronic

1. Set the selector lever to “P”. 1. Remove the battery. 1. Now remove the breather plug (see figure) and seal
the opening oil-tight.
2. If there is a radio with a radio code, make sure that 2. Remove the battery support: the support is secured
the radio code is known before disconnecting the with 3 large bolts.
battery. ATTENTION:
3. Remove the starter motor. The above step is very important, because the
3. Turn off the ignition and disconnect the battery oil level in the Mechatronic cannot be checked
4. Pull the plug off the Mechatronic and remove the
ground lead. and therefore cannot be topped up correctly.
cable supports.
4. Use the VAS or ODIS diagnostic test to set all gear No hydraulic oil should leak out of the Mecha-
shifting mechanisms to “neutral”. If such a diagnostic tronic at all, not even after disassembly!
ATTENTION:
test is not available, it can also be done manually. Due to the high number of cars in which the
We will describe this in the last step. DSG 7 Mechatronic is mounted, this chapter
5. Drain the transmission oil from the gearbox through only focuses on the steps that are universally
the bottom plug. applicable. For specific instructions, always refer
to the manufacturer’s official documentation.
6. Reinstall the plug. Tightening torque: 30 Nm.

80
 Removing the Mechatronic DSG 7 - DQ200

Releasing the control arms from the tappets

1. Carefully push the speed sensor out of the housing 2. Insert the mounting lever T10407 (original Volkswagen 4. Now slowly turn the mounting lever anticlockwise to
with a screwdriver. AG tool) to the right of the control arms. release the control arms from the tappets.
3. Slide the mounting lever all the way through until the
rear end is against the gearbox housing: the groove When turning, apply some downward force to
of the mounting lever must be in a straight line with the mounting lever to prevent slipping.
the edge of the housing.

ATTENTION:
Then leave the mounting lever in exactly the
same place. Removing it may have a negative
effect on the clutch adjustment mechanism.

81
DSG 7 - DQ200 Removing the Mechatronic

Removing the Mechatronic Set the gearshift mechanisms to “neutral”

1. Remove only the 7 bolts that hold the Mechatronic If the mechatronic is stuck and cannot be removed,
in place, see arrows in the illustration: 4x long, 3x secure it again with a bolt and follow the next steps:
short, Torx 45.
1. Disconnect the shift cable from the gearbox.
2. Remove the Mechatronic from the gearbox in a
straight line and keep it upright so that no oil can 2. Remove the shift fork (purple).
escape from the Mechatronic.
3. Remove the cover (red).
4. Now push the selector fork (purple) aside by hand.
5. It is now possible to remove the Mechatronic.

82
 Offer for remanufacture DSG 7 - DQ200

OFFER FOR REMANUFACTURE

Sign up online Shipping

Go to www.actronics.co.uk and click on “Free search”. To prevent transport damage, the Mechatronic of the
› Then enter “DSG 7” and the product will immediately DSG 7 must be sent in specially designed transport pack- IMPORTANT:
appear on the screen. aging. Before sending the Mechatronic, please contact Enclose the printed Remanufacture Order Form
our Customer Service: 01206 849920. They will then send with the product in the transport packaging.
› Click on “View product” and follow the dropdown
you the transport packaging free of charge. This is crucial for identification upon receipt.
menu.
› You have now selected the right product.
› Now click on “Next” and log in to complete the Pack the Mechatronic in such a way that absolutely no
registration. oil can leak out of the unit during transport. It is very im-
portant that the oil level is maintained at all times. Save
› Print the Remanufacture Order Form after registration.
the vent cap. This is necessary when the Mechatronic is
placed back in the vehicle.
ACTRONICS 471830
Volkswagen - Golf

83
DSG 7 - DQ200 Installing the Mechatronic after remanufacturing

INSTALLING THE MECHATRONIC AFTER REMANUFACTURING

Prior to assembly
1. Check that all shift forks (4x) are still in neutral 2. Insert 2x guide bolt T10406 (original Volkswagen AG 3. Check that the 4 tappets of the Mechatronic
position. Each fork has 3 positions: gear, neutral, tool). all protrude by 25 mm, see dimension “a” in the
gear. All forks must therefore be in the middle illustration.
position.
4. Check that the seal of the Mechatronic is
undamaged and leak-proof.

If the Mechatronic is remanufactured by us,

we always send a tool (in the form of a black
bushing) to help with point 3. This tool can be
slid over the tappet. The tool will then always
depress the tappet to the correct length.

84
 Installing the Mechatronic after remanufacturing DSG 7 - DQ200

Mounting the Mechatronic

1. Place the Mechatronic gently over the guide bolts 4. Check the position of the clutch cylinders in relation 6. Turn the mounting lever clockwise and remove it
into the correct position. to the clutch levers. Incorrectly attached clutch from the shift mechanism.
cylinders can damage the Mechatronic.
2. Tighten the Mechatronic by hand-tightening the
7 bolts. 5. Tighten the 7 fixing bolts crosswise. Tightening torque: ATTENTION:
10 Nm. It is important that the clutch cylinders engage
3. Remove the guide bolts. correctly in the clutch levers.

85
DSG 7 - DQ200 Installing the Mechatronic after remanufacturing

Filling with gearbox oil

7. Put the speed sensor back in position. The clip must 8. Remove the bleed plug and replace the original 1. First follow the steps of “Setting the gearshift
not be broken and the sensor must be completely bleed plug. mechanisms to “neutral”” in “Removing the
attached to the housing as shown by the arrows in Mechatronic”.
9. Click the plug back onto the Mechatronic.
the illustration.
2. Pour exactly 1.9 litres of the prescribed gearbox oil
10. Refit the cable supports
into the opening by the fork.
3. Also apply some oil to the O-ring before replacing
the cover plate.

86
 Installing the Mechatronic after remanufacturing DSG 7 - DQ200

Mounting the cover and surrounding parts Programming the basic Mechatronic settings
1. Refit the cover and tighten the screws. Tightening There are several diagnostic testers in circulation that can
torque: 8 Nm. all perform the basic setting. For example: VAS, ODIS and
VCDS. The aforementioned diagnostic testers all use a
2. Refit the fork and tighten the screws. Tightening
program with easy to follow steps.
torque: 15 Nm.
3. Secure the shift cable to the fork by clicking it onto
the ball.
4. Insert a new mounting clip to secure the shift cable
to the mounting point (see arrow).
5. Refit the starter motor.
6. Refit the battery support.
7. Insert the battery.

87
 VAUXHALL AGILA A 2000-2007
Bosch Easytronic - F13/F17 MTA

VAUXHALL ASTRA G 1998-2004

Bosch Easytronic - F13/F17 MTA

VAUXHALL ASTRA H 2004-2010

Bosch Easytronic - F13/F17 MTA

VAUXHALL ASTRA J 2009-2015

Bosch Easytronic - F13/F17 MTA

VAUXHALL COMBO C 2001-2011

Bosch Easytronic - F13/F17 MTA

BOSCH EASYTRONIC VAUXHALL CORSA C 2000-2006

Bosch Easytronic - F13/F17 MTA
F13/F17 MTA

Manual gearboxes are frequently robotised.

Which is actually quite a nice solution because
you can basically build any car with the same
manual gearbox. The only thing that needs to be
added to turn it into an automatic is a piece of
mechatronics that controls the clutch and gears,
such as, for example, the Easytronic F13/5 from
Bosch. Problem solved!

88
VAUXHALL CORSA D 2006-2014
Bosch Easytronic - F13/F17 MTA

VAUXHALL MERIVA A 2003-2010

Bosch Easytronic - F13/F17 MTA

VAUXHALL TIGRA TWINTOP 2004-2009

Bosch Easytronic - F13/F17 MTA

VAUXHALL SIGNUM 2003-2008

Bosch Easytronic - F13/F17 MTA

VAUXHALL VECTRA C 2002-2008

Bosch Easytronic - F13/F17 MTA

VAUXHALL ZAFIRA B 2005-2011

Bosch Easytronic - F13/F17 MTA

89
BOSCH EASYTRONIC
Known complaints and Error codes
F13/F17 MTA

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› “F” appears in the display OBD II Description
› The car does not start P1607 Position control error coupling actuator
› The gearbox doesn’t shift at all or doesn’t shift smoothly
P1609 Position sensor clutch actuator
› The clutch does not operate smoothly
P1700 Gearbox steering system operating problem
P1723 Selector delivers data via unused cable
P1728 Shift motor mechanical failure
P1729 Shift motor electrical failure
P1730 Fault control gearbox
P1735 Gearbox parameters not learned
P1740 Shift motor malfunction (often in combination with P1728)

IMPORTANT:
Some malfunctions may be caused by worn contacts on the gear
selector lever. By this we mean the contact points of the different positions
(“P”, “N”, “R” and “D”).

90
 BOSCH EASYTRONIC
Error codes
F13/F17 MTA

REMANUFACTURE MAY BE POSSIBLE CANNOT BE REMANUFACTURED

ADDITIONAL DIAGNOSIS REQUIRED

OBD II Description OBD II Description

P1725 Shift motor sensor supply voltage P1734 Touchpoint adaption not done
P1726 Select motor sensor supply voltage P1735 Gearbox parameters not learned

These error codes often appear when a problem occurs in the Easytronic system These error codes only appear if the learning process has not been completed cor-
wiring. Check in particular the wiring harness between the shift motors and the rectly. Without the presence of other error codes, this means that the learning process
Mechatronic. simply has to be repeated.

Is the wiring really OK? If so, then the shift motor may really be defective. OBD II Description
In this case, the Mechatronic must still be remanufactured. P1703 Brake light switch signal not in nominal range

If in doubt, please contact our Customer Service. This error code also causes an “F” in the display and the car cannot be started, but in
this case the problem really lies with the brake lights themselves. Think of moisture in
Telephone: 01206 849920 the rear lights or a wire break. A defective reversing light switch or brake light switch
can also activate this fault code.

OBD II Description
P1733 Wrong variant configuration

There is an incorrect type of Easytronic built into the car. Pay close attention to the
part numbers when exchanging.

91
BOSCH EASYTRONIC
Pin assignment
F13/F17 MTA

PIN ASSIGNMENT FOR TCU CONNECTOR 1 (XC13/X68) PIN ASSIGNMENT FOR TCU CONNECTOR 2 (XC14/X69)

Pin 45 K-line Pin 106 Sensor input 2 (counter)

Pin 47 Power supply 12V +15 Pin 107 Sensor input 1 (direction)
Pin 48 Ground 31 Pin 108 Sensor input 2 (counter)
Pin 49 Power supply 12V +30 Pin 109 Sensor input 1 (direction)
Pin 52 Brake light switch Pin 114 Engine ground
Pin 54 CAN high Pin 115 Engine ground
Pin 56 CAN low Pin 116 Power supply 12V motor
Pin 57 Complement from pin 74 (interspersed with ecu check pulses) Pin 117 Power supply 12V motor
Pin 61 Link CAN high Pin 118 Power supply 12V sensor
Pin 63 Link CAN low Pin 119 Power supply 12V sensor
Pin 74 Manual position = pulse train to 12V Pin 120 Ground sensor
Auto position = pulse train to 10V
Pin 121 Ground sensor
Pin 76 Data burst signal
Pin 77 Clock burst signal

The pin numbers in bold refer to the selector lever, which can be used to change
gears manually if necessary. See also the wiring diagram for both types (2-wire or
4-wire)

73 81 66 74 47 45 90 82 97 89 114 116

65 57 58 50 49 48 XC13/X68 98 106 105 113 119 121 XC14/X69

92
 BOSCH EASYTRONIC
Pin assignment
F13/F17 MTA

PIN ASSIGNMENT FOR THE CONNECTORS OF

THE SHIFT MOTORS (XC25/X74 AND XC26/X75)

Pin 1 Power supply 12V motor

Pin 2 Ground sensor
Pin 3 Power supply 12V sensor
Pin 4 Sensor output 1 (direction)
Pin 5 Sensor output 2 (counter)
Pin 6 Engine ground

1 2 3 4 5 6 4XC25 / X74 1 2 3 4 5 6 4XC26 / X75

Grey connector Black connector

93
BOSCH EASYTRONIC
Schematics
F13/F17 MTA

ELECTRIC SCHEMATIC
Easytronic with 2-wire lever (Corsa-D, 2012, A12XER)

FE29
7.5A IRL FE19 FE29
30A 30A HSCAN-H HSCAN-L HSCAN-L HSCAN-H
15 1027 1006 1009 1004
X37 X31 30 15

2 3

7 8

A163
1 6 12

X31 X37
1 6 4

XC13
77 76 49 47 54 56 63 61

A112
114 120 119 107 106 116 115 121 118 109 108 48

XC14 XC13

31 31

XC25 XC26 744

1 6 2 3 4 5 1 6 2 3 4 5

M M
.1 .2
Y144
94
 BOSCH EASYTRONIC
Schematics
F13/F17 MTA

Easytronic with 4-wire lever (Corsa-C, 2002, Z12XE)

F32
5A BCM F51 F32
149 422 60A 5A IMO STA STA WEG ABS WEG RFS BCM BCM
15 248 147 2349 108 107 2737 2813 2747 613 1321 1327 Z10XE 344 340
30 15 2804 2812 1521 1527 Z12XE

7 8

A163
1 6 12 9 10

X1
28 29 26 30

BKRD 0.5
77 76 74 57 49 47 45 46 78 80 58 79 64 54 56 63 61

A112B
114 120 119 107 106 116 115 121 118 109 108 48

X69 X68

X74 X75
1 6 2 3 4 5 1 6 2 3 4 5

M M
.1 .2
Y144
95
BOSCH EASYTRONIC
General operation
F13/F17 MTA

GENERAL OPERATION 3. Crankshaft sensor

Check carefully that the crankshaft sensor is doing its job all the time. Failing
The Easytronic F13 system is a so-called robotised gearbox, based on Vauxhall’s manual crankshaft sensors are commonplace. The common “F” will also appear in
five-speed gearbox with type number F13. This gearbox allows both automatic shifting the display. You disassemble the entire gearbox and send the Mechatronic
and shifting with a selector lever. for repair, only to find out right at the end that a simple sensor is defective...

For hydraulic disconnection, an electric motor (basically a large actuator) drives a

hydraulic pump in the clutch actuator. The gearbox is shifted by two electric motors:
the shift motors. In terms of power and size, the electric motors are comparable to
wiper motors, for example.

The system is controlled from the TCU (Transmission Control Unit) which is mounted on
the clutch actuator and is connected to the two shift motors and to the car’s wiring
via a wiring harness. The TCU receives the required signals via the CAN network.

Furthermore, this gearbox functions in the same way as a conventional manual

gearbox: there is a clutch plate with a pressure group and the different gears are
selected in the same way.

Possible causes of gearbox problems

A non-working robotised gearbox does not necessarily mean that the Mechatronic is
faulty. We can identify three specific components that are more likely to fail:

1. Clutch system Complaints because of contaminated hydraulic fluid

A clutch is always subject to wear and tear, so it is wise to check the clutch and Unfortunately, the periodic change of the hydraulic fluid is often neglected. What
the pressure group before focusing on the rest of the gearbox. Because the clutch is many people don’t seem to think about is the fact that old/dirty hydraulic fluid can
operated automatically, the driver does not notice that the clutch is starting to wear cause a lot of problems. Moving parts can cause excessive wear and therefore even
out or not working as well. To the layman, the mechanism seems to be “suddenly” leaks. It is also possible that certain channels may become clogged.
faulty.
Sometimes these complaints can be solved by flushing and venting the system with
2. Hydraulic fluid a suitable diagnostic device. However, excessive wear may already have occurred.
There are many cases where the system has not been maintained for years and where
extensive flushing and bleeding has completely solved all problems. The flushing and
bleeding of the hydraulic circuit has even more advantages: possible malfunctions
of the clutch actuator can be detected relatively easily (see also “The Mechatronic
in detail”). This is because the bleeding procedure is so extensive that deviations can
easily be spotted when operating the clutch actuator. It is not uncommon for this
actuator to stop working properly.

96
 BOSCH EASYTRONIC
The Mechatronic in detail
F13/F17 MTA

THE MECHATRONIC IN DETAIL The gear selector lever

The gear selector lever occasionally
causes strange malfunctions. The
The Mechatronic consists of three different parts: the Easytronic (the actual mechanism is not entirely mechanical,
mechatronic part), the gear selector and the gear selector lever. Unfortunately, the as in a normal manual gearbox: the
name “Easytronic” is alternately used in various documentation for the system as selector lever operates the gears by
a whole or just to indicate the mechatronic part. So pay close attention to what is sending an electrical signal (so no CAN
meant! message!) to the TCU in the Easytronic. It
is therefore more like a joystick. The signal
Easytronic sent depends on the position in which the
Easytronic is the name of the mechatronics selector lever is set. It often fails as soon as
that control the clutch and the gear selector. the contact points become worn out: the
The component consists of a TCU, a clutch correct signal is no longer sent to the TCU.
actuator and an electric motor.

The most vulnerable part of the Easytronic is Want to check if the signal is still being sent? Under “Pin assignment”, you
the clutch actuator. It is mounted in a plastic can see which pins in the TCU connector are intended for the gear selector
housing and can quickly start leaking. If you lever. For example, the signal at pin 76 should change when the selector
suspect that the clutch actuator is leaking, lever is moved from “N” to “R”.
carry out the official bleeding procedure at all
times (see later in this document). The clutch For the luxury (4-wire) versions:
actuator will certainly leak if it is defective. A pulse train to 12V must be visible on pin 74 in manual mode. In automatic
mode, the pulse train must drop to 10V.
The gear selector
The gear selector consists of two
electric shift motors. These shift
motors are used to select the gears.
As explained above, both motors
are controlled by the TCU, which is
located in the Easytronic.

The gear selector is still controlled in

the “old-fashioned” way by the TCU.
This means that CAN messages are
not used, but power, ground and signals for direction and time are used. Because
both signals are necessary to activate these “smart” electric motors, it is unfortunately
not possible to connect power and ground to test the electric motors yourself.

97
BOSCH EASYTRONIC
Disengaging a stuck gearbox
F13/F17 MTA

DISENGAGING A STUCK GEARBOX

If the gearbox cannot be set to “N” – e.g. due to 4. Turn the adjustment screw “2” clockwise (to the right) The emergency control must, of course, be switched off
a malfunction or a flat battery – the clutch can be until resistance is felt. Do not turn any further, as this again after use. To do so, follow these steps:
disengaged with an emergency control. To do so, follow may damage the Easytronic.
1. Turn the adjustment screw “2” anticlockwise (to the
these steps:
The clutch is now free. The gearbox is no longer stuck left) until resistance is felt.
1. Turn off the engine and apply the parking brake. and the car can be moved.
2. Install a new sealing cap “1”.
2. Clean the area around the sealing cap “1”
3. Turn on the ignition and wait at least 5 seconds. The
thoroughly.
clutch will adjust itself during this time.
3. Turn the sealing cap “1” and pull it upwards.

98
 BOSCH EASYTRONIC
Removing the Easytronic components
F13/F17 MTA

REMOVING THE EASYTRONIC COMPONENTS

1 2 3
1 2 3 4

10

5
8

7 6
4

The Easytronic The wiring harness

1. Remove the cover of the hydraulic fluid reservoir. 6. Disconnect the clutch pressure line “8” by releasing 1. Unlock and remove the wiring harness plug “3” from
the clamp “6” and collect the escaping brake fluid. the Easytronic.
2. Unlock and remove the wiring harness plug “3” from
the Easytronic. 7. Remove the clutch actuator and the TCU together 2. Unlock and remove the wiring harness plugs “1” and
by loosening the clutch actuator screws “1”, “7” and “4” from the shift module.
3. Remove the lower engine panelling (if applicable).
“10”.
3. Loosen the cable tie “2”.
4. Disconnect the wiring harness holders “4” and “5”.
Unlock and remove the wiring harness plug “2” from 4. Remove the wiring harness.
the TCU.
5. Disconnect the brake fluid supply hose “9” and
collect the escaping brake fluid.

99
BOSCH EASYTRONIC
Removing the Easytronic components
F13/F17 MTA

2
1
3

The gear selector (shift motors) If removal is not possible

1. Turn the ignition on and keep the brake pedal 5. Unlock and remove the wiring harness plugs “1” and If it is not possible to remove the actuator (e.g. due to a
pressed. “2” from the gear selector. defect or external cause) as described below, consider
both shift motors as separate components. Proceed as
2. Set the selector lever to “N”. 6. Loosen the cable tie “3”.
follows:
3. Release the brake pedal and turn off the ignition. 7. Remove the bolts “4” and “5”.
1. Remove the bolts “1” of the 1st shift motor.
8. Lift the gear selector and tilt it forward to remove it.
2. Remove the 1st shift motor.
4. Only for motors Z13DT and Z13DTJ:
9. Clean the sealing surface and the threaded holes
Remove the crash box and the pressure filling tube. 3. Remove the screws “2” of the 2nd shift motor.
where the shift module is mounted on the gearbox.
To do this, remove 4 bolts.
4. Remove the 2nd shift motor

100
 BOSCH EASYTRONIC
Removing the Easytronic components
F13/F17 MTA

Only perform in case of a defective gear selector

Should the gear selector have to be removed because it
is defective, then it is necessary to carry out an extra step:

1. Move the gearbox to neutral by allowing the

selector forks “1” to coincide: use a screwdriver to
move the selector forks.
2. Reverse gear must not be engaged.

101
BOSCH EASYTRONIC
Offer for remanufacture
F13/F17 MTA

OFFER FOR REMANUFACTURE

Sign up online Shipping

› Go to www.actronics.co.uk and click on “Free When an Easytronic is offered for revision, the TCU with
clutch actuator, the shift motors and the TCU wiring har- IMPORTANT:
search”.
ness must be sent together. In this way, the entire system Enclose the printed Remanufacture Order Form
› Then enter “Easytronic” and the product will
can be tested and a complete system remanufacture with the product in the transport packaging.
immediately appear on the screen.
can be carried out. This is crucial for identification upon receipt.
› Click on “View product” and follow the dropdown
menu.
Because the clutch pump is very vulnerable, it is better
› You have now selected the right product.
not to send it along so as to prevent transport damage.
› Now click on “Next” and log in to complete the
Therefore, before sending the TCU to us, disassemble the
registration.
clutch pump. For further instructions on how to remove
› Print the Remanufacture Order Form after registration. the clutch pump, look on page 103.
ACTRONICS 471830
Volkswagen - Golf

102
 BOSCH EASYTRONIC
Installing the Easytronic components after remanufacturing
F13/F17 MTA

INSTALLING THE EASYTRONIC COMPONENTS AFTER REMANUFACTURING

The clutch pump

If (to prevent transport damage) the clutch pump has 3. Screw the clutch pump hand-tight. 4. The piston rod must be clamped back onto the drive
been disassembled, it must first be reassembled: rod. By applying air pressure to the pump outlet, the
piston pushes the piston rod back onto the drive rod.
1. Pull the piston rod all the way out, as shown by the
You will hear a click when the clutch locks securely.
red arrow in the illustration.
2. Place the clutch pump on the TCU.

103
BOSCH EASYTRONIC
Installing the Easytronic components after remanufacturing
F13/F17 MTA

5. Remove the clutch pump screws. 6. Now carefully pull out the clutch pump as indicated 7. Has it been established that the piston rod is
by the red arrow. correctly mounted? Then finally screw the clutch
pump in place.
If the piston rod is mounted correctly, the pump can
now only be pulled out of the TCU a small distance:
resistance can be felt.

The piston rod is not properly mounted if the pump is

easily pulled out of the TCU.

104
 BOSCH EASYTRONIC
Installing the Easytronic components after remanufacturing
F13/F17 MTA

2
1 2 3 4 1
2 1
3
9

10

4
3

5
8

7 6

The Easytronic The gear selector

1. Fasten the Easytronic with bolts “1”, “7” and “10”. 1. Align the marking “1” of the shift shaft “2” with the 3. Fit the gear selector with a new gasket and fit four
Tightening torque: 11 Nm. pinion of the shift motor. new bolts in places “4” and “5”. Tightening torque:
11 Nm.
2. Push the brake fluid supply hose “8” onto the 2. Set the shift axle to the neutral position. Groove “3” is
connection of the clutch actuator as far as it will go. then visible and in line with the collar of the bushing. 4. Re-attach the wiring harness plugs “1” and “2” to the
gear selector. (The fit of both plugs is different, so it is
3. Press the clutch pressure line “6” firmly onto the
not possible to confuse them)
clutch actuator connector until you hear and feel a
click. 5. Secure the wiring harness with 2 cable ties in place
“3”.
4. Connect the wiring harness plug “2” to the Easytronic
and lock the plug.
5. Re-attach the wiring harness holders “4” and “5”. 6. Only for motors Z13DT and Z13DTJ:
Reinstall the crash box and the pressure filling tube.
6. Mount the lower engine panelling (if applicable). To do this, install 4 bolts.
7. Connect the wiring harness plug “3” to the Easytronic
and lock the plug.
The wiring harness
Please refer to the instructions for further details.

105
BOSCH EASYTRONIC
Procedures after installation
F13/F17 MTA

PROCEDURES AFTER INSTALLATION The simplest way of bleeding is to use a retention vessel 18. Screw the cover onto the hydraulic fluid reservoir.
(liquid vessel with a pressure of 2 bar). Always use at least 19. Clear the error code memory, take a test drive, and
Dot 4 brake fluid. read out the error code memory.

1. Only for motors Z13DT and Z13DTJ: Determining the clutch touch point
Remove the crash box and the pressure filling tube. 1. Connect the TECH 2 diagnostic device.
To do this, remove 4 bolts. 2. Select the corresponding auto-identification.
3. Select [Transmission] from the [System Selection]
2. Remove the valve cap from the bleed valve. menu.
3. Connect a hose with a suitable brake fluid collection 4. Select auto-identification [Easytronic (MTA)].
reservoir to the bleed valve. 5. Select [Additional Functions] in the [Transmission]
4. Remove the cover from the hydraulic fluid reservoir. menu.
5. Screw the brake bleed adapter onto the hydraulic 6. Select [Touch Point Determination] in the [Additional
fluid reservoir. Functions] menu.
6. Connect the TECH 2 diagnostic device and select 7. Retrieve the programming permission from TIS 2000.
[Auto Diagnostics] from the main menu. 8. Select [Touch Point Determination] again in the
7. Select the corresponding auto-identification. [Additional Functions] menu.
8. Select [Transmission] from the [System selection] 9. Follow the further menu structure of TECH 2.
menu.
9. Select auto-identification [Easytronic (MTA)]. Learning the transmission parameters
10. Select [Additional functions] in the [Transmission] After reinstalling the Easytronic system, it is important that
menu. the transmission parameters be taught correctly:
11. Select [Bleeding the clutch hydraulics] in the
[Additional functions] menu. 1. Connect the TECH 2 diagnostic device.
12. Retrieve the programming permission from TIS 2000. 2. Select the corresponding auto-identification.
13. Reconnect the TECH 2. 3. Select [Transmission] from the [System Selection]
14. Select [Bleeding the clutch hydraulics] again in the menu.
[Additional functions] menu. 4. Select auto-identification [Easytronic (MTA)].
15. Follow the further menu structure of TECH 2 until the 5. Select [Additional Functions] in the [Transmission]
end of the program. menu.
Bleeding the clutch
Bleeding is not only necessary after installation but also 6. Select [Learn Transmission Parameters] in the
for locating leaks. 16. Only for motors Z13DT and Z13DTJ: [Additional Functions] menu.
Reinstall the crash box and the pressure filling tube. 7. Retrieve the programming permission from TIS 2000.
In Opcom, the bleed program is located under the [Pro- To do this, install 4 bolts. 8. Select [Learning Transmission Parameters] again in
gramming] menu. It describes each step of the bleed the [Additional Functions] menu.
process. 17. Attach the valve cap to the manifold bleed valve. 9. Follow the further menu structure of TECH.

106
BOSCH EASYTRONIC
F13/F17 MTA

107
 FORD FIESTA V 2001-2008
Ford Durashift - EST

FORD FUSION 2002-2012

Ford Durashift - EST

MAZDA 2 2003-2007
Ford Durashift - EST

MAZDA 2 2007-2014
Ford Durashift - EST

FORD DURASHIFT
EST

Manual gearboxes are frequently robotised.

Which is actually quite a nice solution because
you can basically build any car with the same
manual gearbox. The only thing that needs to be
added to turn it into an automatic is a piece of
mechatronics that controls the clutch and gears,
such as, for example, the Ford Durashift. Problem
solved!

108
109
FORD DURASHIFT - EST Known complaints and Error codes

KNOWN COMPLAINTS CAN BE REMANUFACTURED

› The gear indicator in the display shows “--” or “N” OBD II Description
› The “powertrain” warning light is illuminated P0810 Clutch position control error
› The car goes into limp mode
P0919 Gearshift position control error
› The gearbox no longer shifts
- The “powertrain” warning light is illuminated
› The gearbox shifts randomly to “N” or an illogical gear
- The gear indicator in the display shows “—“
› The car won’t start

110
 Error codes FORD DURASHIFT - EST

REMANUFACTURE MAY BE POSSIBLE CANNOT BE REMANUFACTURED

ADDITIONAL DIAGNOSIS REQUIRED

OBD II Description OBD II Description

P0614 ECM / TCM Incompatible P1750 Maximum adapted (EPC) pressure for reverse

Remanufacture is only possible on petrol models. In this case, please also send the This complaint usually has a mechanical cause. Check the gearbox carefully for
ECU! damage/wear. Furthermore, dirty hydraulic fluid can be the cause. More information
about this can be found in the chapter “General operation” at page 115.
OBD II Description
P0919-20-TCM CAN fault with gear selector

For these and other gear selector errors, the problem may be either on the TCU or on
the selector lever. In this case, please contact our Customer Service

In many cases, you will be asked to send both the TCU and the selector lever.

OBD II Description
P0915 Shift position circuit range/performance
P0916 Shift position circuit low
P0917 Shift position circuit high
P2793 Gear shift direction circuit range/performance
P2794 Gear shift direction circuit low
P2795 Gear shift direction circuit high

These error codes often appear when there is a problem in the Durashift system wiring.
Check in particular the wiring harness between the shift motors and the Mechatronic.

Is the wiring really OK? If so, then the shift motor may really be defective.
In this case, the Mechatronic must still be remanufactured.

If in doubt, please contact our Customer Service.

Telephone: 01206 849920

111
FORD DURASHIFT - EST Pin assignment

PIN ASSIGNMENT FOR CONNECTOR 1 OF THE TCU (C-676) PIN ASSIGNMENT FOR CONNECTOR 2 OF THE TCU (C-712)

Pin 45 K-line Pin 106 Sensor input 2 (counter)

Pin 47 Power supply 12V +15 Pin 107 Sensor input 1 (direction)
Pin 48 Ground 31 Pin 108 Sensor input 2 (counter)
Pin 49 Power supply 12V +30 Pin 109 Sensor input 1 (direction)
Pin 52 Brake light switch Pin 114 Engine ground
Pin 54 CAN high Pin 115 Engine ground
Pin 56 CAN low Pin 116 Power supply 12V motor
Pin 57 Complement from pin 74 (interspersed with ecu check pulses) Pin 117 Power supply 12V motor
Pin 59 Front door alarm switch Pin 118 Power supply 12V sensor
Pin 61 Link CAN high Pin 119 Power supply 12V sensor
Pin 63 Link CAN low Pin 120 Ground sensor
Pin 74 Manual position = pulse train to 12V Pin 121 Ground sensor
Auto position = pulse train to 10V
Pin 76 Data burst signal
Pin 77 Clock burst signal
Pin 78 Start signal

The pin numbers in bold refer to the selector lever, which can be used to change gears
manually if necessary. See also the wiring diagram for both types (2-wire or 4-wire).

73 81 66 74 47 45 90 82 97 89 114 116

65 57 58 50 49 48 C-676 98 106 105 113 119 121 C-712

112
 Pin assignment FORD DURASHIFT - EST

PIN ASSIGNMENT FOR THE CONNECTORS

OF THE SHIFT MOTORS (C-677 AND C-678):

Pin 1 Power supply 12V motor

Pin 2 Ground sensor
Pin 3 Power supply 12V sensor
Pin 4 Sensor output 1 (direction)
Pin 5 Sensor output 2 (counter)
Pin 6 Engine ground

1 2 3 4 5 6 C-677 1 2 3 4 5 6 C-678
Grey connector Black connector
113
FORD DURASHIFT - EST Schematics

ELECTRIC SCHEMATIC

33-TA75 YE-BU WA2.5

M

32-TA75 WH-BU WA2.5

9-TA75 BN-BU WA0.50
10-TA75 GY-VT WA0.50
8-TA75 WH-BU WA0.50
7-TA75 YE-BU WA0.50

33-TA76 YE-GN WA2.5

M

32-TA76 WG-GN WA2.5

9-TA76 BN-GN WA0.50
10-TA 6 GY-OG WA0.50
7-TA76 YE-GN WA0.50
8-TA76 WH-GN WA0.50

IGNITION C1-47

91-TA55 BK-GN WA 4,0

START C1-78
C1-48 GND

+BATT C1-49

114
 General operation FORD DURASHIFT - EST

GENERAL OPERATION of the clutch actuator can be detected relatively easily (see also “The Mechatronic
in detail”). This is because the bleeding procedure is so extensive that deviations can
The Durashift system is a so-called easily be spotted when operating the clutch actuator. It is not uncommon for this
robotised manual gearbox based on actuator to stop working properly.
Ford’s iB5 five-speed manual gearbox. The
Durashift gearbox allows both automatic
3. Crankshaft sensor
shifting and shifting with the selector lever.
Check carefully that the crankshaft sensor is doing its job all the time. Failing
In both cases, the clutch is operated
crankshaft sensors are commonplace. In this case, too, the common “N”
automatically.
appears on the display. You disassemble the entire gearbox and send the
Mechatronic for repair, only to find out right at the end that a simple sensor
For hydraulic disconnection, an electric
is defective...
motor drives a hydraulic pump in the
clutch actuator. The gearbox shifts via
the two electric motors in the gearbox Complaints because of
actuator: the selection motor and the shift motor. The selection motor selects the shift contaminated hydraulic fluid
area and the shift motor engages the gearbox. Unfortunately, the periodic
change of the hydraulic
The system is controlled from the TCU (Transmission Control Unit) which is mounted on fluid is often neglected.
the clutch actuator and is connected to the switching actuator and to the car wiring What many people don’t
via the wiring harness. The selector lever allows the driver to select whether he wants seem to think about is the
to shift automatically or manually. It can also be used to select reverse gear and fact that old/dirty hydraulic
neutral. In the case of manual shifting, the selector lever is used to shift up and down. fluid can cause a lot of
problems. Moving parts can
Possible causes of gearbox problems cause excessive wear and
A Durashift gearbox that does not work does not automatically mean that electrical therefore even leaks. It is
components are faulty. We can therefore identify three specific components that are also possible that certain
more likely to fail: channels may become
clogged.
1. Clutch system
A clutch is always subject to wear and tear, so it is wise to check the clutch and Sometimes these complaints can be solved by flushing and venting the system with
the pressure group before focusing on the rest of the gearbox. Because the clutch is a suitable diagnostic device. However, excessive wear may already have occurred.
operated automatically, the driver does not notice that the clutch is starting to wear
out or not working as well. To the layman, the mechanism seems to be “suddenly”
faulty.

2. Hydraulic fluid
There are many cases where the system has not been maintained for years and where
extensive flushing and bleeding has completely solved all problems. The flushing and
bleeding of the hydraulic circuit has even more advantages: possible malfunctions

115
FORD DURASHIFT - EST The Mechatronic in detail

THE MECHATRONIC IN DETAIL Want to check if the signal is still being sent?
On page 112 you can see which pins in the TCU connector are intended
The Mechatronic consists of three different parts: the Durashift (the actual mechatronic for the gear selector lever. For example, the signal at pin 76 should change
part), the gear selector and the gear selector lever. Unfortunately, the name when the selector lever is moved from “N” to “R”.
“Durashift” is alternately used in various documentation for the system as a whole or
just to indicate the mechatronic part. So pay close attention to what is meant! And a pulse train to 12V must be visible on pin 74 in manual mode. In
automatic mode, the pulse train must drop to 10V.
Durashift
Durashift is the name of the mechatronics that control the clutch and the gear
Durashift. It is therefore more like a joystick. The signal sent depends on the position in
selector. The component consists of a TCU, a clutch actuator and an electric motor.
which the selector lever is set. It often fails as soon as the contact points become worn
out: the correct signal is no longer sent to the TCU.
The most vulnerable part of the Durashift is
the clutch actuator. It is mounted in a plastic
Differences compared to Bosch Easytronic
housing and can quickly start leaking. If you
The fact that Ford has chosen to use the name “Durashift” does not mean, of course,
suspect that the clutch actuator is leaking,
that the Easytronic system from Bosch suddenly works completely different . In fact,
carry out the official bleeding procedure
the components have all been taken over
at all times (see at page 124). The clutch
unchanged! For those who are already
actuator will certainly leak if it is defective.
familiar with Easytronic, Durashift is a feast of
familiarity.
The gear selector
The gear selector consists of two electric shift motors. These shift motors are used to
Real differences should be sought more in
select the gears. As explained above, both motors are controlled by the TCU, which
the assembly of the components. Ford has
is located in the Durashift.
applied the Mechatronic to a gearbox of
its own and therefore the mounting position
The gear selector is still controlled in the
differs from that of Vauxhall. The wiring has
“old-fashioned” way by the TCU. This means
also been modified slightly: whereas Vauxhall
that CAN messages are not used, but
always uses a standard wiring harness, Ford
power, ground and signals for direction and
has some variations.
time are used. Because both signals are
necessary to activate these “smart” electric
motors, it is unfortunately not possible to
connect power and ground to test the
electric motors yourself.

The gear selector lever

The gear selector lever occasionally causes strange malfunctions. The mechanism is
not entirely mechanical, as in a normal manual gearbox: the selector lever operates
the gears by sending an electrical signal (so no CAN message!) to the TCU in the

116
 Removing the Durashift components FORD DURASHIFT - EST

REMOVING THE DURASHIFT COMPONENTS

25 Nm

The Durashift The gear selector

The Durashift is mounted in the engine compartment on 5. Remove the torque limiter and the TCU together by The gear selector is best disassembled from below. The
the side member at front left. loosening the torque limiter bolt. use of a lift is therefore recommended.
1. Remove the cover of the hydraulic fluid reservoir. 1. Remove the cover of the shift actuator.
2. Release and remove the wiring harness plug from
the Durashift.
3. Place a container to catch the brake fluid.
4. Remove the spring clip from the brake fluid supply
hose and pull out the brake fluid supply hose. Collect
the escaping brake fluid.

117
FORD DURASHIFT - EST Removing the Durashift components

2. Disconnect both plugs from the shift actuator: the 3. Click the black “bowl” of the control rod out of the
black plug is on top of a shift motor, the grey plug is “sphere” of the ball coupling.
blocked on the side of a shift motor. See illustrations
4. Loosen the three fixing bolts and remove the shift
above.
actuator with base plate from the gearbox.

118
 Offer for remanufacture FORD DURASHIFT - EST

OFFER FOR REMANUFACTURE

Nieuwe foto

Sign up online Shipping

› Go to www.actronics.co.uk and click on “Free When a Durashift is presented for remanufacture, the
search”. TCU with clutch actuator, the shift motors and the TCU IMPORTANT:
wiring harness must be sent together. In this way, the Enclose the printed Remanufacture Order Form
› Then enter “Durashift” and the product will
entire system can be tested and a complete system with the product in the transport packaging.
immediately appear on the screen.
remanufacture can be carried out. This is crucial for identification upon receipt.
› Click on “View product” and follow the dropdown
menu. Because the clutch pump is very vulnerable, it is better
› You have now selected the right product. not to send it along so as to prevent transport damage.
› Now click on “Next” and log in to complete the Therefore, before sending the TCU to us, disassemble the
registration. clutch pump. For further instructions on how to remove
› Print the Remanufacture Order Form after registration. the clutch pump, look on page 120.
ACTRONICS 471830
Volkswagen - Golf

119
FORD DURASHIFT - EST Installing the Durashift components after remanufacturing

INSTALLING THE DURASHIFT COMPONENTS AFTER REMANUFACTURING

The clutch pump

If (to prevent transport damage) the clutch pump has 3. Screw the clutch pump hand-tight. 4. The piston rod must be clamped back onto the drive
been disassembled, it must first be reassembled: rod. By applying air pressure to the pump outlet, the
piston pushes the piston rod back onto the drive rod.
1. Pull the piston rod all the way out, as shown by the
You will hear a click when the clutch locks securely.
red arrow in the illustration.
2. Place the clutch pump on the TCU.

120
 Installing the Durashift components after remanufacturing FORD DURASHIFT - EST

5. Remove the clutch pump screws. 6. Now carefully pull out the clutch pump as indicated 7. Has it been established that the piston rod is
by the red arrow. correctly mounted? Then finally screw the clutch
pump in place.
If the piston rod is mounted correctly, the pump can
now only be pulled out of the TCU a small distance:
resistance can be felt.

The piston rod is not properly mounted when the

pump is easily pulled out of the TCU.

121
FORD DURASHIFT - EST Installing the Durashift components after remanufacturing

23 Nm

16 Nm

25 Nm

The Durashift The gear selector (shift motors)

1. Assemble the torque limiter and the TCU together by 2. Replace the brake fluid supply hose on the 1. Mount the gear selector by tightening the 3 bolts.
tightening the torque limiter bolt. Tightening torque: connection and mount the spring clip. See illustration for correct tightening torques.
25 Nm.
3. Install the wiring harness plug of the Durashift. 2. Click the black “bowl” of the control rod back on
the “sphere” of the ball coupling.

122
 Installing the Durashift components after remanufacturing FORD DURASHIFT - EST

3. Attach both plugs to the shift actuator: the black 4. Install the cover of the shift actuator.
plug belongs on top of a shift motor, the grey plug
belongs on the side of a shift motor. See illustrations
above.

123
FORD DURASHIFT - EST Procedures after installation

PROCEDURES AFTER INSTALLATION

416 - D001

Preparation Performing procedures via Ford IDS

1. Check the level in the brake fluid reservoir. 1. First, delete all error codes with a diagnostic device of your choice.
2. If necessary, top up with DOT4 brake fluid to the “MAX” mark on the reservoir.
3. Connect the suction line of the manually operated fluid pump to the plastic The following steps are explained using Ford IDS, but can also be carried out with
bleed nipple. alternative software.

The bleed nipple can be opened and closed by hand or with a spanner. 2. Start the Ford diagnostic unit IDS and connect to the vehicle via the DLC
Make sure that the reservoir of the manual fluid pump is below the level of diagnostic plug.
the bleed nipple during bleeding (see illustration).
3. Select the Toolbox in the header (3rd icon) and then click on [Powertrain] and
[ASM Service Functions]. Confirm your choice with the check mark in the lower
4. Continuously monitor the brake fluid level throughout the procedures and top right corner.
up if necessary.
4. Now follow the procedures that appear on the screen. These should be: “Shift
actuator bleed, “Learn transmission” and “Learn clutch touch point”.

124
FORD DURASHIFT - EST

125
 INDEX Index: search by brand and model

AUDI MERCEDES-BENZ CLK W209, A209, C209 2002-2009 SEAT TOLEDO III 5P2 2004-2009
AUDI A3 8P 2003-2012 Mercedes-Benz 722.9 - 7G-tronic.........................................32 DSG 7 - DQ200.........................................................................70
DSG 6 - DQ250.........................................................................48 MERCEDES-BENZ E-CLASS W211, S211 2002-2008
DSG 7 - DQ200.........................................................................70 Mercedes-Benz 722.9 - 7G-tronic.........................................32 ŠKODA
AUDI TT 8N 1998-2006 MERCEDES-BENZ E-CLASS W212 S212, C207, A207 2009-2016
ŠKODA FABIA 5J 2007-2014
DSG 6 - DQ250.........................................................................48 Mercedes-Benz 722.9 - 7G-tronic.........................................32
DSG 7 - DQ200.........................................................................70
AUDI TT 8J 2006-2014 MERCEDES-BENZ CL-CLASS W215 1998-2005
ŠKODA OCTAVIA 1Z 2004-2013
DSG 6 - DQ250.........................................................................48 Mercedes-Benz 722.9 - 7G-tronic.........................................32
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70 MERCEDES-BENZ CL-CLASS W216 2006-2013
DSG 7 - DQ200.........................................................................70
AUDI A1 8X 2010-2018 Mercedes-Benz 722.9 - 7G-tronic.........................................32
ŠKODA ROOMSTER 5J 2006-2015
DSG 7 - DQ200.........................................................................70 MERCEDES-BENZ CLS W219, C219 2004-2010
DSG 7 - DQ200.........................................................................70
Mercedes-Benz 722.9 - 7G-tronic.........................................32
ŠKODA SUPERB 3T 2008-2015
MERCEDES-BENZ S-CLASS W220 1998-2005
FORD Mercedes-Benz 722.9 - 7G-tronic.........................................32
DSG 6 - DQ250.........................................................................48
FORD FIESTA V 2001-2008 DSG 7 - DQ200.........................................................................70
MERCEDES-BENZ S-CLASS W221 2005-2013
Ford durashift - EST...............................................................108 ŠKODA YETI 5L 2009-2017
Mercedes-Benz 722.9 - 7G-tronic.........................................32
FORD FUSION 2002-2012 DSG 6 - DQ250.........................................................................48
MERCEDES-BENZ SL W230, R230 2001-2012
Ford durashift - EST...............................................................108 DSG 7 - DQ200.........................................................................70
Mercedes-Benz 722.9 - 7G-tronic.........................................32
MERCEDES-BENZ SL W231, R231 2012-2019
MAZDA Mercedes-Benz 722.9 - 7G-tronic.........................................32 VAUXHALL
MAZDA 2 2003-2007 MERCEDES-BENZ R-CLASS W251, V251 2006-2014 VAUXHALL AGILA A 2000-2007
Ford durashift - EST...............................................................108 Mercedes-Benz 722.9 - 7G-tronic.........................................32 Bosch Easytronic - F13/F17 MTA............................................88
MAZDA 2 2007-2014 MERCEDES-BENZ VITO / V-CLASS W447 2015-2019 VAUXHALL ASTRA G 1998-2004
Ford durashift - EST...............................................................108 Mercedes-Benz 722.9 - 7G-tronic.........................................32 Bosch Easytronic - F13/F17 MTA............................................88
MERCEDES-BENZ G-CLASS W461, W463 1979-2019 VAUXHALL ASTRA H 2004-2010
Bosch Easytronic - F13/F17 MTA............................................88
MERCEDES-BENZ Mercedes-Benz 722.9 - 7G-tronic.........................................32
VAUXHALL ASTRA J 2009-2015
MERCEDES-BENZ A-CLASS W168 1997-2004 MERCEDES-BENZ GL-CLASS X164 2006-2012
Mercedes-Benz 722.9 - 7G-tronic.........................................32 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.7 - Siemens FTC......................................4 VAUXHALL COMBO C 2001-2011
MERCEDES-BENZ VANEO W414 2002-2005 MERCEDES-BENZ GLK-CLASS X204 2008-2015
Mercedes-Benz 722.9 - 7G-tronic.........................................32 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.7 - Siemens FTC......................................4 VAUXHALL CORSA C 2000-2006
MERCEDES-BENZ A-CLASS W169 2004-2012 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.8 - Temic VGS......................................18 SEAT VAUXHALL CORSA D 2006-2014
MERCEDES-BENZ B-CLASS W245 2005-2011 SEAT ALHAMBRA 710 2010-2019 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.8 - Temic VGS......................................18 DSG 6 - DQ250.........................................................................48 VAUXHALL MERIVA A 2003-2010
MERCEDES-BENZ M-CLASS W164 2006-2012 SEAT ALTEA 5P1, 5P5, 5P8 2004-2015 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.9 - 7G-tronic.........................................32 DSG 6 - DQ250.........................................................................48 VAUXHALL TIGRA TWINTOP 2004-2009
MERCEDES-BENZ M-CLASS W166 2011-2015 DSG 7 - DQ200.........................................................................70 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.9 - 7G-tronic.........................................32 SEAT LEON 1P1 2005-2012 VAUXHALL SIGNUM 2003-2008
MERCEDES-BENZ SLK W171, R171 2004-2011 DSG 6 - DQ250.........................................................................48 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.9 - 7G-tronic.........................................32 DSG 7 - DQ200.........................................................................70 VAUXHALL VECTRA C 2002-2008
MERCEDES-BENZ C-CLASS W203, CL203, S203 2000-2007 SEAT TOLEDO III 5P2 2004-2009 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.9 - 7G-tronic.........................................32 DSG 6 - DQ250.........................................................................48 VAUXHALL ZAFIRA B 2005-2011
MERCEDES-BENZ C-CLASS W204, C204, S204 2007-2014 SEAT IBIZA V 6J5, 6J1, 6J8 2008-2017 Bosch Easytronic - F13/F17 MTA............................................88
Mercedes-Benz 722.9 - 7G-tronic.........................................32 DSG 7 - DQ200.........................................................................70

126
 Index: search by brand and model INDEX

VOLKSWAGEN DISCLAIMER
VW CADDY III 2K, 2C 2004-2015 ACtronics takes the utmost care to ensure that the data in this diagnostic guide are reliable and up to date. However,
DSG 6 - DQ250.........................................................................48 the data shown may still contain inaccuracies or be incomplete. ACtronics does not accept any liability for any
DSG 7 - DQ200.........................................................................70 imperfections or inaccuracies in the information provided in this diagnostic guide and reserves the right to change
VW CC 358 2011-2019
the content of the information provided. ACtronics is not liable for damages resulting from inaccuracies or omissions
DSG 6 - DQ250.........................................................................48 in the information and services offered. If in doubt, always consult the manufacturer’s official documentation.
VW EOS 1F7, 1F8 2006-2015
DSG 6 - DQ250.........................................................................48 COPYRIGHT
VW GOLF IV 1J 1997-2004 All ACtronics LTD publications and statements are protected by copyright and other intellectual property rights. All
DSG 6 - DQ250.........................................................................48
VW GOLF V 1K 2003-2009
rights reserved. Except for personal and non-commercial use, no part of these publications and statements may be
DSG 6 - DQ250.........................................................................48 reproduced, copied or otherwise disclosed in any way without the prior written consent of ACtronics LTD.
DSG 7 - DQ200.........................................................................70
VW GOLF VI 5K1, 517, AJ5 2008-2012
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70
VW JETTA III 1K2 2005-2011
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70
VW JETTA IV 162, 16A 2011-2019
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70
VW NEW BEETLE 5C1 2011-2019
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70
VW PASSAT 3C2, 3C5 2005-2010
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70
VW PASSAT 362, 365 2010-2014
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70
VW SCIROCCO 137 2008-2014
DSG 6 - DQ250.........................................................................48
VW SHARAN 7N 2010-2019
DSG 6 - DQ250.........................................................................48
VW TIGUAN 5N 2007-2016
DSG 6 - DQ250.........................................................................48
VW TOURAN 1T1, 1T2 2003-2010
DSG 6 - DQ250.........................................................................48
DSG 7 - DQ200.........................................................................70

127
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