Showing posts with label gearbox. Show all posts
Showing posts with label gearbox. Show all posts

Thursday, March 2, 2017

RECALL

FLASH OF DEATH

The Volkswagen emissions scandal has hardly died down, when we heard that Volkswagen is in the dog box once again. The German car giant is in the process of 
'recalling  as many as 3 million 
Volkswagen's, Audi's, Seats 
and Skoda's  worldwide'
due to DSG (direct-shift gearbox) "gearbox problems" that causes loss of power. This is probably one of the biggest recalls in VW's history. Though in comparison  to Toyota's recall of 10 million cars between 2009 and 2010, amid accident fears over sticky accelerator pedals and floor mats, Volkswagen’s recall is but minuscule.  Some believe that the Volkswagen  recall is  bogus. But it's really good to see that Volkswagen is "stepping up to the plate"


VOLKSWAGEN RECALL

The recall reports that the dreaded 7-dry DSG malfunctions are the result of faulty "temperature sensors" (NTC - thermister) caused by the use of synthetic oil in 7-speed dual-clutch gearboxes.  As such synthetic oil will be replaced with traditional mineral oil. Somehow the Audi 2L TFSI models, the Golf GTI's with the 6-wet DSG and the reliable Tiptronic A/T  are not affected. But that doesn't mean that the wet DSG's are not totally immune to mechatronic failure in the future.  Jetta SportsWagen, GTI and Eos vehicles built between September 2008 and August 2009 and a limited number of 2010 Jetta seem to be most affected. It was probably a bad batch of DSG's.

One is the "false neutral syndrome" where the flashing PRNDS occurs with the car losing all motive power without warning, (traced to a faulty DSG heat/temperature sensor) and the other is where the DSG (direct-shift gearbox; German:- Direkt-Schalt-Getriebe) suffers severe delays at shift points, causing erratic shifting, jerking, long stall pauses, clutch slipping, surging in forward and reverse, etc. 

The "gearbox problem" previously mentioned is non other than the "Flash of Death" aka "DSG Flash of Death" aka "false neutral syndrome", resulting in  a flashing PRNDS. When this happens,  the car loses all motive power without warning, as its transmission goes into limp mode by selecting  3rd gear. But this isn't always the case because subject to the actual "gearbox problem", because the transmission may not disengage. So when the engine is switched off, it may not start thereafter. A second transmission problem revolves around causing erratic shifting, jerking, severe delays at shift points, clutch slipping, surging in both forward and reverse. This  often happens when accelerating, overtaking  or cruising and your VW or Audi is also prone to slip gears and judder at low speeds, even though clutch adaptation may have been done. These faults have been associated with the Mechatronic Unit, bent clutch forks and warped clutch packs. If you have vag-com, you will see that your car threw one or more of the following DTC's, or a variation of them.

17090 - Transmission Range Sensor (F125): Implausible Signal
P0706 - 000 - -

17106 - Transmission Output Speed Sensor (G195): No Signal
P0722 - 000 - - - Intermittent

17114 - Gear Ratio Monitoring: Incorrect Gear Ratio 
P0730 - 35-10 - - - Intermittent

17114 - Incorrect Gear Ratio
P0730 - 000 - - - Intermittent

18113 - Gear Ratio Monitoring: Adaptation Limit Reached
P1705 - 09-10 - Adaptation Limit Surpassed - Intermittent

18149 - Clutch Pressure Adaptation: Limit Reached 
P1741 - 001 - Upper Limit Exceeded - Intermittent

18149 - Clutch Pressure Adaptation: Limit Reached 
P1741 - 35-10 - - - Intermittent

18149 - Clutch Pressure Adaptation: Limit Reached
P1741 - 002 - Lower Limit Exceeded - Intermittent

18151 - Clutch Slip Monitoring: Signal too Large 
P1743 - 35-00 - -

18172 - Transmission Temperature Monitoring
P1764 - 000 - - - Intermittent

18201 - Transmission Output Speed Sensor 2 (G196): No Signal
P1793 - 000 - -

18226 - Pressure Control Valve 2 (N216): Electrical Malfunction
P1818 - 007 - Short to Ground - Intermittent

18226 - Pressure Control Valve 2 (N216): Electrical Malfunction
P1818 - 006 - Short to Plus - Intermittent

28775 - No communication with Gear Selector Module 
U0103-000--MIL ON

28775 - No Communication with Gear Selector Module
U0103 - 004 - No Signal/Communication

MECHATRONIC UNIT

Long story short, your VW or Audi is more likely than not going to need a mechatronic replacement when you experience the above. However, that doesn't mean every transmission problem can be solved by replacing the mechartonic unit.  I know of someone who experienced the "VW DSG Flash of Death". So, he took his Audi to the VW service agents who diagnosed a faulty Mechtronic unit and a faulty wiring harness. Charged him $3500 for parts and labour and three weeks later, "DSG Flash of Death" struck again. The peculiar thing about the "DSG Flash of Death" is that it affects  brand new vehicles. Cars with as little as 3K kilometers on the clock and virtually none of them exceeding 50K on the clock before the DSG (Dreaded Spiteful Genie / direct-shift gearbox) takes revenge. But a faulty mechatronic unit isn't the only problem Volkswagen is facing. Some 30,000 Volkswagen Tiguans are being recalled in the UK alone because of an intermittent fuse / blown fuse problem that causes headlights to cut out. 

The amount of transmission complaints that NHTSA received prompted their lawyers to get Volkswagen to initiate the recall. 
Be that as it may, VW and Audi branded cars sport really great technology, engineering and performance as well as beautiful aesthetics, but what good is all that if the darned car leaves you stranded every so often, costs a bundle to repair and maintain, besides the darn thing can kills you, when limp mode kicks in on the freeway, with fast flowing traffic on your tail.


OTHER VEHICLE RECALLS

Recalls are common in the motor industry but getting the incumbent to take responsible can be a painful as pulling teeth. Recalls are also as common as sand and by the looks of things,  no auto manufacturer is except.  For example, Ford Kuga SUV fire recall goes all the way back to 2013 in South Africa. Now, they are  in the process recalling thousands of its Kuga (fireball) models following client reports that the SUVs self-combusts.  

Honda is recalling an  additional 775 000 vehicles for defective front passenger airbag inflators that was manufactured by the Japanese supplier Takata.

Toyota is globally recalling all the Mirai fuel-cell vehicles  due to a software bug that can shut off its hydrogen-powered system without warning. Toyota is  also recalling more than 300 000 hybrid Prius vehicles globally due to a defect in their parking brakes. 

Volkswagen will recall an additional 50 000 vehicles in China due to brake problems when the cruise control is activated

BMW is recalling some 150 000 cars and SUVs in the US and Canada due to wiring problem to the fuel pumps inside the gas that can cause its engines to suddenly stall.

Mazda is recalling almost 175 000 cars in the US due to the seats can suddenly change angles, making driving difficult.


And the list goes on.

Monday, August 1, 2016

COMMON VOLKSWAGEN PROBLEMS

COMMON VOLKSWAGEN PROBLEMS


I've owned no less than 20 cars, the bulk of which were VW vehicles. I am thus qualified to say that the most troublesome car in the Volkswagen stable without any doubt is  the VW Jetta but it is very closely followed by the Volkswagen Polo, regardless of winning  2010 World Car of the Year. 

Whether you drive an older 6n Polo or a later 9N3 Polo classic 1.6 or 2.0L Highline, or a newer Polo Vivo 1.4 Trendline, or a VW hatch 1.4TDI Highline or a VW sedan 1.5TDI Comfortline, or a VW hatch 1.2TSI Highline, or a Polo BlueMotion or a Polo GTI, or a CrossPolo, or even a Polo 6R, either manual or auto, you are bound to encounter some or all of these problems listed below over time or even perhaps in very close proximity to one another.

Since I've had my VW Polo 2.0L Highline, I've personally experienced most of them and the only reason I know that these are common problems is because I've encountered so many people with similar problems. They go as far as to say the VW Polo is a thoroughly unreliable car, adding that it's poorly built and that they should have stuck to Japanese cars. Some complain about the high repair bills they had to foot for problems that shouldn't be haunting fairly new cars,  let alone the atrocious VW customer service they experienced. Their final words - "Stay away from Volkswagen".  "I'll never buy Volkswagen again!"

Soon after I purchased  my VW polo 2.0L highline I noticed an above normal level of cabin noise. The conclusion I came to, was that the door rubbers doesn't seal very well allowing type road noise to enter. This was even confirmed by water droplets falling onto the door panel armrest and on me when it rains. In fact when I open the back doors and look at the B-post and front door rubbers seals, I can see a air gap of about 5mm between the B-post and the rubbers door seals. I would agree that the Polo isn't  built very well. 

At another time, I noticed a humming sound emitting from its gearbox when accelerating.  Convinced that it wasn't there before, or if it was, it was hardly noticeable, I took the Polo to a VW service centre, only to be told, "There is no problem with the gearbox, that sound is perfectly normal for all Polos."  Ya right! Like its normal for a person to have 4 ears.

A friend who owns a 2011 Polo Vivo 1.4 Trendline also noticed the interior cabin noise was getting quite annoying when driving at speeds above 100 km per hour. As a result he had both front wheel bearing replaced thinking that may be the problem but it didn't make any difference. The VW service centre says it has much to do with wheel balancing and alignment.

Something else I'm quite unhappy about is that the interior fabric has  separated from the roof lining of my 2007 Polo Highline  and hanging as if filled with water. However I'm not as pissed about it as my neighbour is, who ownes a 2011 VW Polo Vivo 1.4 Trendline. He says it's totally unbelieveble that a five year old car should be falling apart whereas as his 20 year old Mercedez Benz's fabric ceiling still looks new, like the day he bought the car.

The airbag malfunction light seems to be another VW problem on an epidemic scale. Once its on, it cannot be turned off, not even by experienced auto shops. Replacement of the airbag is the only way that light is going to turn off and stay off. This was a problem that originated with the 2006 VW jetta when nearing 160,000 kilometers.  Somehow this problem found its way into other VW's especially the Polos.

Another Jetta problem that seem to have infected VW Polo, is Ignition Coil failure which tend to  appear around 120,000 kilometers. Its a good idea to keep one or two spare coils in your repair kit because they die when you least expect it.  When they do, your car shakes as if its a washing machine in spin dry mode. I've also had one or two of my radiator fan lades snap off and when it engaged shook my entire car as if I small tree in a blizzard. After the initial fright when this happens is the thought of cost immediately springs to mind.  So some reason or the other my radiator fan just disintegrated.

The Check Engine light and the EPC light turning on, are classic VW Polo problem that just waits for an opportunity to present itself. This often occurs when your decelerate, or yielding or driving slowly or when you start it first thing in the morning. Its perfectly normal or the EPC light to come on during a 3 sec self test when the ignition is turned on but should turn off when the vehicle starts. If it doesn't, your in or a very long day. 

EPC problems sometimes evokes limp mode which I found can be quite dangerous even life threatening because I've experienced limp mode with a 30 ton road-train just meters from my rear bumper, with just fractions of a second to get out of its way. I've experience EPC problems on the freeway on-ramp in peak hour traffic. I've experience EPC problems on a lonely stretch of road in the dark of the night. I've experience EPC problems to the point that I didn't want t drive my Polo anymore and even contemplated selling it.

Wiring harness problems especially on the doors and the alarm system and the DSG gearbox. The headlight connectors tend to melt from the heat of the lights and contact becomes intermittent to the point that whilst driving they go on and off.

Leaking coolant from under the water pump or from the black metal hose that runs along two side of the engine. Either the water pump needs to be replaced or the corroded pipe needs to be replaced. 

Monday, January 4, 2016

TRANSMISSION LIMP MODE

TRANSMISSION LIMP MODE 


During the late 1970's to the early 1980s, the on-board computer made its first appearance, responsible for monitoring and controlling the vehicle's engine. It started out with better fuel economy in mind,  followed by a  electronic capacitive discharge ignition systems (CDI), then electronic points and engine timing were introduced. Soon thereafter it encompassed anti-lock braking (ABS), airbags (SRS), climate control (HVAC), electronic stability control (ESP) and emissions control among several others. Today, virtually every subsystem in your vehicle is controlled by a computer  interfaced with sensors of sorts – including the automatic transmission’s shift timing sequence and line pressure.   The manifold absolute pressure (MAP) sensor and throttle position sensor (TPS), among several other, supplies the engine’s load signals and information which is used by the  Engine Control Unit (ECU) to inform the Transmission Control Unit (TCU) when to manage gear up-shift and down-shift, especially when you’re driving up an incline or inclined toward spirited driving. Since there is so much electronics, there is so much more that can go wrong,  so a  "fail safe" system had to be employed as a safety feature just in case of signal errors  that occur  outside of its expected range.  A feature that would protect the engine / transmission from "runaway" that could cause it to self destruct. 

There is even an Electronic Pressure Control (EPC) valve safety circuit, integrated directly in the transmission hydraulic circuit of all VAG vehicles. When necessary, a part of the gearbox is depressurised to prevent any transmission clutches from closing uncontrolled due to  excessive clutch pressure. This is feature is called the "Emergency Program" aka "Limp Mode"  or "Limp Mode Home".

When your Audi, Volkswagen, Seat or Skoda's  EPC light,  and or the Check engine light,  and or DPF (Diesel Particulate filter) light turns on, your car is likely to go into limp mode, if  it hasn't  already entered into Limp mode. Other than the illuminated light or lights in the instrument panel, and an engine that will not rev more than 2000 revs, neither exceed 30 kph, it gives you absolutely no explanation why it happened.  To make matters worse, there is no definitive list of what causes this elusive limp mode but I have tabulated some of them from personal experience. 


How to fix limp home mode


  • Throttle Pedal Sensors (TPS), G79/G185
  • Throttle body Position sensors, G187/G188 
  • Throttle Valve Control Module, J338
  • Engine Component Power Supply Relay, J757
  • Intermittent Ignition Coils, N, N128, N158, N163
  • Fuel Injectors N30, N31, N32, N33
  • Transmission Control Module J217
  • Waste-gate Actuator Valve, N75
  • Knock Sensor, G61 
  • Fuel pressure sensor G247 
  • Fuel pressure regulator valve, N276 
  • Automatic transmission electronic pressure control (EPC )   solenoid / stuck solenoids
  • Transmission solenoid harness
Volkswagen Automatic Transmission Solenoid and Harness kit.
The only way to repair an EPC fault (Limp Mode) or for that matter any fault on any VAG vehicle, is to do a DLC scan to pull the Diagnostic Trouble Codes (DTC) to at least point you in the right direction. One of the most miserable Limp mode experiences ever is a Transmission Limp Mode. They range from a transmission that is low on fluid, to stuck in 2nd gear, to jumping out of gear, to noisy gears selection. But the worst is when  engine antifreeze water from the radiator enters through the corroded ATF cooler lines into the transmission, also allowing the ATF to leak  into the engine coolant, radiator and engine. 


Knowing the Germans, their just had to be a oil cooler for the automatic gearbox integrated somewhere into the radiator. Even though VW claim that ATF is a lifetime fluid", it is only a matter of time before it mixes with antifreeze and water. Anyway, this happens to  the all-in-one radiators  of Volkswagen Jettas, VW Golf 4, Passat B6, Audi A4 Quattro  and I suspect other VAG vehicle which I havn't personally experienced. It also happens to the Mercedes Benz C250, but it's  not an exclusive German car design flaw. It s also prevalent in the Nissan Pathfinder, Fords and Pontiac as well as several Asian vehicles.

Once the oil cooler lines spring a leak inside the plastic radiator, it messes-up the entire system by mixing the anti freeze water mixture with ATF. Yet with all the vehicle on-board electronics there is no visible sign that this cross flow happened nor any electronic detection or indication. Since oil is less dense than water, the gears in the transmission runs in water which causes the  metal gears to rust besides taking  the facings off the clutch plates. Beside the water shorts out the printed circuit board driving the solenoids on the valve body. This type of extensive damage can result in a very expensive transmission replacement if it isn't detected before the damage is done. 


Volkswagen  valve body
An easy way to identify this problem, is to check the ATF dipstick level often, which needs to be between the two notches marking min and max. Much more than that can indicate ATF floating on water. Also verify that the colour of the ATF is translucent red and not brown or black. Bi-annual ATF replacement, though expensive should almost guarantee a trouble free transmission. The logic behind an all-in-one radiator ATF cooler is to heat-up the ATF with the hot radiator water during cold conditions because oil tends to become thick and gel when very cold.  But is may be in your interest to replace your all-in-one ATF cooler with a separate / free standing oil cooler as used in the new cars if you live in a country where it never snows or never experience freezing cold weather.

Universal Aluminum  after market Automotive 13-Roll Transmission Oil Cooler

Monday, October 12, 2015

VW AND AUDI EPC SOLENOID

VW AND AUDI EPC SOLENOID REPLACEMENT 


Its been four months since the accident that triggered both my VW Polo's airbags. Even though damage to the body was slight, my polo has been standing for all this time while repairs were effected. Now that everything is fixed and ready to take the Polo on the road once again, there appeared to be a huge problem. I couldn't select any gears whilst the engine idles because it grinds horribly but was able to select them when the engine is off. I have even selected a gear then turned the ignition, just to see it the clutch and pressure plate engages. After several attempts at grinding every gear, I came to the conclusion it may not be the gearbox that's at fault but perhaps the clutch that is not disengaging from the flywheel sufficiently.  So I started the engine and pumped the clutch for a several minutes. Thereafter it started selecting gears with difficulty and after several attempts it was back to normal. I took the Polo on the road and every thing was just great. 


02E  Automatic Transmission EPC Solenoid DSG  Gearbox  valve body   (Electronic Pressure Control) solenoid 

This so reminds of my friend Aron who also had or rather is still having a nasty transmission problems with his Jetta.  When he selects a gear, there is  loud thud coming from the transmission, then the  P, N, R, 1, 2, 3 light in the  instrument cluster flash red for a while then just stays on. In fact the light display is reversed, solid red back ground with whiteout text.  His car is fitted with DSG transmission. Direct-Shift Gearbox (DSG), Multitronic DSG / CVT Transmission  repairs can be and are invariably quite expensive and this problem looked and sounded very expensive. So to save money, he decided to repair it himself.  After watching what he had to do, I realized that a bad transmission is definitely not a DIY project, unless you have the mechanical and electronic expertise and the necessary specialized equipment. 

A 02E transmission scan came up with the following data:- 

 Address 02: Auto Trans Labels: 09G-927-750.LBL
Control Module Part Number: 09G 927 750 HJ HW: 09G 927 750 CJ
Component and/or Version: AQ 250 6F 1068
Software Coding: 0000072
Work Shop Code: WSC 31414 000 00000
4 Faults Found:

17104 - Transmission Output Speed Sensor (G195): Circuit Malfunction
P0720 - 012 - Electrical Fault in Circuit - MIL ON
Freeze Frame:
Fault Status: 10101100
Fault Priority: 2
Fault Frequency: 1
Reset counter: 44
Mileage: 104552 km
Time Indication: 0
Date: 2010.10.19
Time: 16:39:08

17099 - Transmission Input Speed Sensor (G182): Circuit Malfunction
P0715 - 012 - Electrical Fault in Circuit - MIL ON
Freeze Frame:
Fault Status: 10101100
Fault Priority: 2
Fault Frequency: 1
Reset counter: 39
Mileage: 41353 km
Time Indication: 0
Date: 2015.08.08
Time: 00:00:00

17094 - Transmission Fluid Temp.Sensor (G93), Circuit Malfunction
P0710 - 010 - Open or Short to Plus - Intermittent
Freeze Frame:
Fault Status: 00101010
Fault Priority: 2
Fault Frequency: 1
Reset counter: 184
Mileage: 41353 km
Time Indication: 0
Date: 2015.08.08
Time: 00:00:00

01680 - ABS Wheel Speed Signal; Front Right
013 - Check DTC Memory
Freeze Frame:
 Fault Status: 00101101
Fault Priority: 2
 Fault Frequency: 7
Reset counter: 201
Mileage: 41353 km
Time Indication: 0
Date: 2015.08.08
Time: 00:00:00

The transmission gets  a speed signal from the front right side wheel which is needed by the TCM to determine the speed of the car and when it should change gears hence there is an ABS fault listed above. After stripping the valve body, he found that the transmission oil looked like there was water in it, a sort of milky grey instead of reddish translucent. It turned out that the previous owner never bothered to replace the transmission oil at all. There were iron fillings attached to the magnets in the sump and some black plastic bits from the solenoid plugs could be seen in the oil, liquidized by the gears.  This most likely caused solenoid EPC (electronic pressure control) solenoid to seize, preventing it from moving when pulsed because it caked-up around the plunger.  In fact the entire loom was so brittle when  it was unplugged that it just disintegrated into crumbs.  Considering that the engine is attached to the transmission, both of which produce tremendous heat which virtually "cooks" the transmission oil at 40 degrees C. Its no wonder the transmission harness  is overcooked hard and brittle because it lies in this hot oil. It's also very surprising that VAG cars with DSG transmissions aren't more trouble some than they already are, because the electronic mechatronic unit sits inside the gearbox. As bad luck would have it, Aron's Jetta's mechatronic device was fried and needed to be replaced along with the internal harness.  No electronic component other than "military spec electronic components" was designed to withstand of survive such huge amount of heat.  



Anyway, the EPC (Electronic Pressure Control) solenoid was replaced after the valve body tunnels was cleaned with a rifle cleaning wire brush and reassembled. Two more rubber seals on two other solenoids were also replaced and as mentioned earlier, the mechatronic unit and the internal harness.

Wednesday, September 16, 2015

DSG MULTITRONIC TIPTRONIC

DSG MULTITRONIC TIPTRONIC


There is  a common saying that goes something like this, "You can call a dog my any other name, but its still a dog." So whether you  call your Volkwagen, Audi, Seat or Skoda's multitronic transmission a gearbox or call your Direct Select Gearbox a transmission, it is still the same DOG, even though it is spelt DSG. The 02E Direct Shift Gearbox (DSG) is known  as the S-tronic 02E twin-clutch gearbox in Audi circles, and this 02E VW, Audi, Seat, Skoda – Multitronic DSG / CVT Transmission has a fully fledged Electronic Controller (TCM / TCU) onboard-- internal. Because of this, virtually all automatics and semi-automatics, wheter S-Tronic, Mechatronic, Multitronic, Tiptronic,  Continuously Variable Transmission (CVT) or a Direct-Shift Gearbox (DSG),  seems to be extremely troublesome. In fact VW,  Audi, Seat, Skoda owners have so much transmission trouble that in VAG circles it is notoriously known as DOG common. transmission trouble vary from difficulty with the gear selector lever, to stripped gears, to a stretched CVT chain, to faulty solenoids, all of which can cause the transmission to enter emergency mod a.k.a limp-home mode and present you with a flashing P R N D S display or a permanently lit reverse image display.  



In certain cases some of these faults may be corrected by simply renewing the Gearbox oil, or even software update but the bulk of the trouble is caused by the aforementioned Transmission Control Module (TCM), which is also also known as the Gearbox ECU or the Transmission Control Unit (TCU). A faulty Transmission Control Module (TCM) can cause a number of  faults ranging from an intermittent fault that  progressively gets worse.  It can cause the gearbox not to go into gear or to automatically go into neutral or loose power, or stop working when it gets hot. At times the Transmission Control Module (TCM) may be faulty yet not turn on any warning lights and the only way forward, is to scan the TCM to locate the problem.

"DOG COMMON" DSG DIAGNOSTIC TROUBLE CODES.

18223 P1815 Pressure Control Solenoid 1 (N215) Short to B+
18227 P1819 Pressure Control Solenoid 2 (N216) Open / Short to Ground
18228 P1820 Pressure Control Solenoid 2 (N216) Short to B+
18231 P1823 Pressure Control Solenoid 3 (N217) Electrical malfunction
18232 P1824 Pressure Control Solenoid 3 (N217) Open / Short to Ground
18233 P1825 Pressure Control Solenoid 3 (N217) Short to B+
18236 P1828 Pressure Control Solenoid 4 (N218) Electrical malfunction
18237 P1829 Pressure Control Solenoid 4 (N218) Open / Short to Ground

18241 P1833 Pressure Control Solenoid 5 (N233) Electrical malfunction
18242 P1834 Pressure Control Solenoid 5 (N233) Open / Short to Ground
18243 P1835 Pressure Control Solenoid 5 (N233) Short to B+
18246 P1838 Pressure Control Solenoid 6 (N371) Electrical malfunction
18247 P1839 Pressure Control Solenoid 6 (N371) Open / Short to Ground
18248 P1840 Pressure Control Solenoid 6 (N371) Short to B+

18222 P1814 Pressure Control Valve 1  - (N215) Open / Short to Ground
18226 P1818 Pressure Control Valve 2  - (N216) Electric Error
18238 P1830 pressure control valve 4  - (N218) Short to Plus

17106 P0722 Gearbox Speed Sensor 1 G195 No Signal
18201 P1793 Gearbox Speed Sensor 2 G196 No Signal
17111 P0272 Rounds Count Signal From Engine ECU, No Signal
17090 P0706 F125 Drive Position Sensor Signal Implausible
17134 P0750 Control Valve 1/Solenoid Valve (N88) Function Disturbance
17137 P0753 Control Valve 1/Solenoid Valve (N88) Electric Error
17114 P0730 Gearshift-/ Transmission Surveillance Wrong Gear Ratio
19143 P2711 Unexpected / Implausible Mechanical Gear Disengagement

The 6-Speed Direct-Shift Transmission (DSG) with Mechatronic J743 shares the same construction of a manual transmission but has the operation of an automatic transmission and fitted into the New Beetle, Golf, Golf R32, the Touran, Audi and so many other models, especially matched to the 2.0L TDI and 2.0L TSI Engines. 

SOME DSG UNITS

02E 300 041 N
02E 300 041 R
02E 300 042 Q
02E 300 046 D
02E 300 046 F
02E 300 046 K
02E 300 146 D
02E 300 146 F

02E 325 025 AD
02E 325 025 AD Z01
02E 325 025 AD Z02
02E 325 025 AD Z03
02E 325 025 AD Z04
02E 325 025 AD Z05
02E 325 025 AD Z06
02E 325 025 AD Z07
02E 325 025 AD Z08
02E 325 025 AD Z09
02E 325 025 AD Z0A
02E 325 025 AD Z0B
02E 325 025 AD Z0C
02E 325 025 AD Z0D

02E 927 770 AD
02E 927 770 AE
02E 927 770 E
02E 927 770 AJ
02E 927 770 F
02E 927 770 G
02E 927 770 L
02E 927 770 M

02E 927 777 D
02E 927 777 OE
02E 927 777 OF
02E 927 777 OL
02E 927 777 OM

The cost of repairing  a DSG Gearbox ECU can easily set you back a good $1200.00 or more, and this  excludes  the cost of reprogramming (coding) the TCM, even though it is a fairly simple repair. The most common transmission problems are solenoids that get stuck in an open or closed position because  the transmission oil isn't replaced at the proper intervals, which then loses its viscosity and because of the heat, hardens between the valve body and the solenoid piston (plunger) causing it to seize.  When this happens the solenoid winding burns out or becomes high resistive. If the transmission oil is replaced as regular as it should, it will in fact lubricate the solenoid plunger (piston) and not get stuck. Problem is, the 7 litres of oil is also quite expensive but rather cost of the oil than an expensive TCM replacement and downtime of the vehicle.
The other problem is the engine heat and the gearbox heat and the transmission oil heat affects the wiring in the enclosed TCM, resulting in the ribbon cable becoming brittle which needs to be replaced when ever the TCM is serviced. The Gear selector switch also have several solenoids that could make you think that the transmission module is faulty even though its not. Its probably best to test all the solenoids before deciding to take out the gearbox.