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This has been an on again/off again project now for about a year.
Knowing what I do now it would have been done and dusted long ago, but you only really learn by doing right?
First up I'll post the thank yous to those who have assisted me in this project -
David from Pacortech and Alex from UGP
Tuggeranong Transmission
avwboy
Required parts for VR6 install:
DQ500 from a PQ platform car - eg Transporter T5/T6, Tiguan including transfer case (TDI has the same 1-3 ratios as TSI, with longer 4th-7th. Final ratio difference is around 9% longer for TDI)
Driveshafts left (5N0407763F) + right (5N0407764F)
Starter motor 02E911023SX
16 pin TCU connector 8P0971499A
Pendulum mount 3C0199855M
90 degree coolant pipes for trans cooler
10 hole dual mass flywheel 03H105266E
Flywheel bolts x10 N90665001
DQ500 clutch cover
Custom gearbox software
Custom bowden cable mount
Custom milled bell housing (not required for inline 4/5 engines)
Custom adapter plates for bell housing (not required for inline 4/5 engines)
Once the research was done I sourced a Tiguan TSI gearbox from a wreck with 45k on it along with driveshafts and starter motor. Gearbox code NZT.
The bell housing, adapter plates and shift adapter were supplied from a guy in Europe who unfortunately no longer supplies them.
modified bell housing with adapter plates attached to gearbox
Bell housing
gearset
Back of the bell housing
Timing chains - gearbox was out so perfect opportunity to renew chains and guides
Clutch basket with top cover removed
Modified shift linkage
New dualmass flywheel
After the initial attempt at install which you can read about in the Ross-tech thread here, this got put on the back burner while I pondered the future of the project. It was a big disappointment to myself and to Dave and UPG who had put a lot of time and effort into trying to get this working for me but it wasn't looking promising.
After a few weeks of frantically searching world-wide for a solution, and taking out and inspecting the clutches, replacing the main solenoids etc I had to get my car back on the road so had to get the DQ250 back in the car (with some new clutches and another mechatronic).
Fast forward 12 months...
Eventually the decision was made to try again, but this time in a test mule of avwboy's so that I wouldn't have my car off the road again whilst trying to work through the issues (a wise decision as it transpired).
In the mule the symptoms were the same. Can't complete basic settings and fault indicates an obstruction on the K1 clutch.
I took the gearbox down to Tuggeranong Transmission who identified the source of all my woes - a rookie mistake in assembling the clutch basket.
They also removed the custom bell housing and checked all the internals before reassembly - just to be sure.
Engine and gearbox ready for install #3 in the test mule
The source of all my woes
it sits in here on the inner clutches. It's keyed but you can still put it in out of alignment - check this!!!
Rotate it until it slots into place. Do this AFTER the clutch basket is dropped into the top of the gearbox. THEN assemble the rest and attach all the circlips and NEW top clutch cover.
The keyed thrust washer (not sure the correct terminology) pictured CAN be installed out of alignment, whilst still allowing the rest of the clutch basket to be fully assembled including all the circlips. However it results in the K1 clutch from not being able to engage.
This needs to be checked with the rest of the basket seated in place in the gearbox, not on the bench. THEN assemble the remaining inner clutch components above it.
After having a good talk to the guys at Tuggeranong trans about the project and my mistake I was confident that the gearbox itself was ready to go. So I made the decision to go straight into my car, skipping yet another test fitting in the mule.
After a full day of work with avwboy (after already having done 2 complete installs in testing) the gearbox was again installed and the moment of truth arrived....basic settings in ODIS. This time it completed first go!
Time for the first test drive! Now around 10pm...
Got out onto the road and slowly drove through the gears....shifts were smooth but there was something not right...the car was wobbling pretty substantially even at low speeds.
Got back onto the hoist and after some poking and prodding discovered that the right driveshaft was...shafted.
It looked like it was damaged in the crash. Looked ok externally but the inner CV was in bad shape. Some temporary repairs involving zip ties (now approaching midnight, avwboy is like Macgyver with problem solving) and the next test drive was much more successful - some minor oscillations around 60-80kmh but otherwise all good at highway speeds. I could actually drive the car back home with a DQ500!!!
A few hundred kms of testing and a few tweaks to the software and it is working really well. Silky smooth shifts and and even more capable cruising car. Highway speeds have the rpm dropped by about 450 with the 7th gear and consumption down about 1L/100kms.
Replaced the damaged driveshaft and as well as front wheel bearings (as one was getting a bit noisy and probably due now given the car has 160k on it) and the slight wobble is now gone and car drives like a dream!
Knowing what I do now it would have been done and dusted long ago, but you only really learn by doing right?
First up I'll post the thank yous to those who have assisted me in this project -
David from Pacortech and Alex from UGP
Tuggeranong Transmission
avwboy
Required parts for VR6 install:
DQ500 from a PQ platform car - eg Transporter T5/T6, Tiguan including transfer case (TDI has the same 1-3 ratios as TSI, with longer 4th-7th. Final ratio difference is around 9% longer for TDI)
Driveshafts left (5N0407763F) + right (5N0407764F)
Starter motor 02E911023SX
16 pin TCU connector 8P0971499A
Pendulum mount 3C0199855M
90 degree coolant pipes for trans cooler
10 hole dual mass flywheel 03H105266E
Flywheel bolts x10 N90665001
DQ500 clutch cover
Custom gearbox software
Custom bowden cable mount
Custom milled bell housing (not required for inline 4/5 engines)
Custom adapter plates for bell housing (not required for inline 4/5 engines)
Once the research was done I sourced a Tiguan TSI gearbox from a wreck with 45k on it along with driveshafts and starter motor. Gearbox code NZT.
The bell housing, adapter plates and shift adapter were supplied from a guy in Europe who unfortunately no longer supplies them.
modified bell housing with adapter plates attached to gearbox
Bell housing
gearset
Back of the bell housing
Timing chains - gearbox was out so perfect opportunity to renew chains and guides
Clutch basket with top cover removed
Modified shift linkage
New dualmass flywheel
After the initial attempt at install which you can read about in the Ross-tech thread here, this got put on the back burner while I pondered the future of the project. It was a big disappointment to myself and to Dave and UPG who had put a lot of time and effort into trying to get this working for me but it wasn't looking promising.
After a few weeks of frantically searching world-wide for a solution, and taking out and inspecting the clutches, replacing the main solenoids etc I had to get my car back on the road so had to get the DQ250 back in the car (with some new clutches and another mechatronic).
Fast forward 12 months...
Eventually the decision was made to try again, but this time in a test mule of avwboy's so that I wouldn't have my car off the road again whilst trying to work through the issues (a wise decision as it transpired).
In the mule the symptoms were the same. Can't complete basic settings and fault indicates an obstruction on the K1 clutch.
I took the gearbox down to Tuggeranong Transmission who identified the source of all my woes - a rookie mistake in assembling the clutch basket.
They also removed the custom bell housing and checked all the internals before reassembly - just to be sure.
Engine and gearbox ready for install #3 in the test mule
The source of all my woes
it sits in here on the inner clutches. It's keyed but you can still put it in out of alignment - check this!!!
Rotate it until it slots into place. Do this AFTER the clutch basket is dropped into the top of the gearbox. THEN assemble the rest and attach all the circlips and NEW top clutch cover.
The keyed thrust washer (not sure the correct terminology) pictured CAN be installed out of alignment, whilst still allowing the rest of the clutch basket to be fully assembled including all the circlips. However it results in the K1 clutch from not being able to engage.
This needs to be checked with the rest of the basket seated in place in the gearbox, not on the bench. THEN assemble the remaining inner clutch components above it.
After having a good talk to the guys at Tuggeranong trans about the project and my mistake I was confident that the gearbox itself was ready to go. So I made the decision to go straight into my car, skipping yet another test fitting in the mule.
After a full day of work with avwboy (after already having done 2 complete installs in testing) the gearbox was again installed and the moment of truth arrived....basic settings in ODIS. This time it completed first go!
Time for the first test drive! Now around 10pm...
Got out onto the road and slowly drove through the gears....shifts were smooth but there was something not right...the car was wobbling pretty substantially even at low speeds.
Got back onto the hoist and after some poking and prodding discovered that the right driveshaft was...shafted.
It looked like it was damaged in the crash. Looked ok externally but the inner CV was in bad shape. Some temporary repairs involving zip ties (now approaching midnight, avwboy is like Macgyver with problem solving) and the next test drive was much more successful - some minor oscillations around 60-80kmh but otherwise all good at highway speeds. I could actually drive the car back home with a DQ500!!!
A few hundred kms of testing and a few tweaks to the software and it is working really well. Silky smooth shifts and and even more capable cruising car. Highway speeds have the rpm dropped by about 450 with the 7th gear and consumption down about 1L/100kms.
Replaced the damaged driveshaft and as well as front wheel bearings (as one was getting a bit noisy and probably due now given the car has 160k on it) and the slight wobble is now gone and car drives like a dream!
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