Click on the new Golf for a high-res gallery

The sixth generation Volkswagen Golf won't be shown publicly until October's Paris Motor Show. However, VW has just officially released the photos we already saw a couple of days ago along with a slew of details on its new mainstream model. Along with the usual array of refinements that come with almost every new generation of a car, the Golf gets technology like adaptive cruise control, adaptive chassis control and parking assist systems. How many of these will make it to the US market Rabbit are unknown. But that's not why you read ABG.

With the new generation all diesel powered Golfs now get common rail fuel injection like that used on the new US Jetta TDI launching next month. Eventually the Golf will have a range of TDI diesels from 90-170 hp. At launch a pair of 2.0L units with 110 hp and 140 hp will be available. All the new Golf TDIs get particulate filters to eliminate virtually all of the soot emissions. The 110 hp engine improves from 46.1 mpg (US) to 52.3 mpg (US) on the EU combined cycle and is rated at 119 g/km of CO₂ emissions. The 140 hp diesel gets a 48 mpg (US) rating. The direct injected gas engines are also more efficient with power ratings from 80 to 160 hp. Aside from the lowest end models any of the engines can be had with either a manual or a DSG dual clutch transmission which now replaces conventional automatic transmissions across the board. In the top end model a 150 hp 2.0L engine with automatic is replaced by a 160 hp TSI (turbo and supercharged, and direct injected) 1.4L that combined with a 7-speed DSG yields 28 percent less fuel consumption. The full press release is after the jump.


[Source: Volkswagen]

The European people carrier market segment has a new contender coming from the U.S.: The Dodge Journey. However, instead of the array of gasoline engines sold stateside, Europeans will have a well-known diesel powertrain available in their markets, the VW-sourced 2.0-liter TDI that produces 140 HP and 310 Nm of torque (228 lbft). This isn't a surprise, as this engine can also be found fitted to the Euro versions of the Dodge Caliber and Avenger, as well as the Jeep Compass and Patriot. But the combination with the 6-speed double-clutch DSG gear change is new. The new Journey's performance is quite respectable, with a 0-100 km/h (0 to 62 mph) time of 11.8 seconds, and fuel consumption moderate for a vehicle of this size: 6.5 l/100 km with manual and 7.0 l/100 km with the automatic DSG (36 and 34 mpg U.S. respectively).

[Source: Autocity]

A 1.4-liter engine in such a large sedan? The downsized yet powerful 1.4 TFSI engine can now be ordered for the Volkswagen Passat with the new 7-speed DSG dual-clutch gearchange (a combination announced in the Seat Bocanegra concept recently as well). With these options, the car manages to get around with 6.4 l/100 km (6.5 in the station wagon version, which comes to about 37 mpg U.S.) and yet still reaches 200 km/h (115 mph). This Passat can also be ordered with the DCC adaptative chassis for a more sporty experience, although it costs extra. Prices start at €26,600 for Germany.

[Source: Auto News]

We knew already that the 2009 Dodge Journey would be receiving a dual-clutch transmission for overseas markets, but Chrysler has just announced that the '09 Dodge Avenger and 2009 Chrysler Sebring will also offer the tranny. Mated to a 2.0 liter diesel engine, both fuel economy and CO₂ emissions will improve by about six-percent. Chrysler's dual-clutch transmission is jointly produced by Getrag. One clutch engages the even ratios while the other operates on the odd. Efficiency is increased due to increased mechanical efficiency.

We are hopeful that the American market will get some dual-clutch love from Chrysler after their new transmission plant in Indiana is ready in 2009, though we're not expecting it to be mated to the diesel-four if it does show up on our shores ... we're not that lucky.

Audi has announced a new double-clutch 7-speed transmission, named S Tronic. The transmission, which has been developed in-house, will be fitted to mid-range cars with engines up to 550 Nm of torque and all-wheel drive (quattro).

The seven-speed S tronic is composed of two transmission structures. It integrates two multidisk clutches that control different gears. A larger clutch transmits the torque via a solid shaft to the gear wheels for the odd gears 1, 3, 5 and 7. Then, a hollow shaft rotates around the solid shaft and connects the smaller K2 clutch, which controls the gear wheels for the even gears 2, 4 and 6, as well as the reverse gear. The system is well explained in the pictures from the gallery we prepared for you.

Something Audi declared unique for this transmission is two separate oil systems. While the twin clutch, mechatronic module (the "brain of the transmission") and oil pump are supplied by their own oil circuit with seven liters of automatic transmission fluid (ATF) oil, the wheelsets and the central and front-axle differential are lubricated with about 4.5 liters of hypoid gear oil.

As with other double-clutch transmissions, the S Tronic promises not only improved performance because of shorter gearchanges but improved mileage, something very necessary when dealing with AWD.

[Source: Audi]

The Spanish Volkswagen subsidiary Seat has launched a new concept of a vehicle which, although it won't hit the showrooms, gives us cues of Seat's future design plans. The Bocanegra (literally "Blackmouth") is a sporty coupé that foreshadows what the upcoming Ibiza (to be replaced next year) and associated sedan (currently named Córdoba) are going to look like.

The concept is powered by a compact yet powerful twin turbo 1.4 TSI engine and a 7-speed DSG gearbox, which guarantees low CO₂ emissions while offering sport performance. Expect this engine combination to arrive in the Ibizas and Leones very soon, so Seat drivers can start taking advantage of some greener driving sooner rather than later. Full press release after the jump.

Volkswagen announced today that it has produced one million dual-clutch gearboxes, all at the company's Kassel, Germany factory. As we've been writing a lot recently, DSG (VW's name for the boxes) is a way to reduce fuel consumption because they bridge the mechanical efficiency of a manual transmission with an automatic's self-shifting capability.

At the rate VW is installing DSGs, it won't be long before the two million mark is reached. The company started putting DSGs in production vehilces in 2003. It's taken five years to build a million, but 400,000 of those gearboxes were installed last year. Kassel factory manager, Dr. Hans-Helmut Becker, said in a release (after the jump) that DSG output will be pumped up to 1,750 units a day. At that rate, the next million will be built in 571 days (about a year and a half).

Related:

• ADAC awards VW a "Yellow Angel" for DSG transmission
• VIDEO: How dual clutch gearboxes work
• Volkswagen adds new 7-speed DSG to Euro Golf plus
• Volkswagen expands DSG availability on Seat models

[Source: VW]

If you have one of Volkswagen's new DSG transmissions in your Golf, Golf Estate, Golf Plus or Jetta, then you also have the 2008 "Yellow Angel" award from ADAC under the hood. ADAC, the German automobile club, awarded the "Gelber Engel" prize to VW's Dual clutch transmission this week and VW Group CEO Prof. Martin Winterkorn accepted the award by saying that:

We have already sold more than one million cars with 6-speed DSG technology and in so doing have triggered a boom for automatic gearboxes. Thanks to DSG, a growing number of customers is choosing this intelligent automatic transmission even in compact-class cars. We have been running extra shifts at our components plant in Kassel to satisfy the demand. No wonder, given that this comfortable DSG technology is faster, more fuel efficient and sportier than any other gearbox technology. The highly efficient combination of TDI and TSI with super automatic DSG transmission is indisputably the only system of its kind anywhere in the world. We are now taking this success story to the next level with our new 7-speed DSG. And we are very honoured by the fact that the ADAC jury has clearly recognised the potential of this technology and awarded it the prize based on its sincere conviction.

Related:

• VIDEO: How dual clutch gearboxes work
• Volkswagen adds new 7-speed DSG to Euro Golf plus

[Source: VW]

Dual clutch transmissions are all the rage these days because they combine the mechanical efficiency of a manual transmission with the ability of automatic transmissions to self-shift. Volkswagen was the first to introduce them to production cars under the DSG name a few years ago. Now they are starting to appear in vehicles from other manufacturers such as Volvo, Ford and Mitsubishi. Earlier this year, Chrysler announced they were building a joint venture transmission plant to build DCTs with Getrag. Volkswagen produced a video that explains some of the history of the DCT and how it works. Watch it after the jump.

[Source: German Car Blog]

BorgWarner has broken ground for a second manufacturing plant in Arnstadt Germany to build their DualTronic transmission modules. The DualTronic clutch system is the heart of the renowned Volkswagen/Audi DSG gearbox. The clutch system can be used with most conventional manual transmissions to allow them to function as either fully automatic or sequential shift manual transmissions. The system takes advantage of the inherent mechanical efficiency of a conventional manual gearbox but allows two-pedal driving. The new plant will be finished in November and will double BorgWarner's existing capacity.

[Source: BorgWarner]

Volkswagen has added a new version to their range of TSI engines as well as an updated DSG dual clutch gearbox. At the Vienna Motor Symposium they are showing a 122 hp 1.4L TSI that like it's 138 hp and 168 hp siblings uses direct fuel injection and turbocharger. Unlike the two more powerful engines, this new variant has no mechanical supercharger. The 1.4L TSI has seven percent more power and thirty percent more torque than VW's 1.6L FSI engine while consuming six percent less fuel. The TSI engine will be mated up to a new DSG gearbox with an extra cog bringing it up to seven speeds. The new box also uses a dry sump rather than the wet clutches of the first generation DSG. In the Golf the combination yields 40 mpg.

[Source: Volkswagen]

While I was walking down the aisles at the SAE World Congress last week in Detroit, I stopped by the Zeroshift booth to speak with some of the engineers and salespeople from the company. On display was a small demonstration of how their replacement for the common synchro's inside manual transmissions works. I was rather fascinated by the device, to be honest. I could apply torque by turning the output shaft of the transmission and manipulate the two gears in the transmission with my other hand. I can back up their claims, at least in this small example, that the shifting is quick, with no loss of torque while in between shifts. There is a seamless hand-off from one gear to the next. I was also impressed by the simplicity of the design. This is apparently the second version of the transmission that has been developed, and was made to fit inside a standard transmission. The system is also much simpler than other automated manual gearboxes currently on the market.

The salesperson on hand was able to verify that we will soon see versions of their transmission in new vehicles, starting with motorcycles. He indicated that the motorcycle in question would come from overseas, but would be sold in America. I would not be surprised to see automotive applications showing up soon after. The Zeroshift team also mentioned that they had won an engineering award at the SAE show. Why is this a green technology? A certain amount of fuel is saved by using this transmission, as there is never a loss of torque to the output shaft. Think of what you do when you shift a manual transmission. First you step on the clutch, then change gears and lastly let off the clutch and continue on your merry way. Most drivers instinctively smooth out the shifting process by attempting to match the engine speed from shift to shift, and there is a certain bit of "lag-time" where the engine is running at higher than required RPM's and is uncoupled from the driving wheels. This is eliminated with the Zeroshift transmission. In stop and go driving, this could add up to significant savings.

Until the automakers in general start to make a broad switch to petroleum alternatives and electric vehicles, further refining of the existing, established solutions, like the manual transmission, may be the best short-term solution to improving our fuel mileage and reducing harmful emissions.

[Source: Zeroshift]