"........for smother and more RELIABLE transmissions"

http://www.drive.com.au/motor-news/audi-shifts-away-from-dual-clutch-transmissions-20160616-gpkryu?eid=email:nnn-13omn581-ret_newsl-membereng:nnn-04%2F11%2F2013-drive-dom-motoring-nnn-drive-u&campaign_code=13IAU000&promote_channel=edmail&mbnr=NTM1ODUxMg

The ZF autos are very good and do get praised. But they're not without issues. They also seem sensitive to oil as the miles go on. Supposedly sealed for life but really benefit from regular oil changes.

Wonder what he weight differential is between the ZF and DSG.

Differenced with ZF boxes between manufacturers are quite surprising.

 

I've driven the 8 speed ZF in a BMW 330d and a Jag XF 3.0d, it was sublime in the BMW and although good in the Jag was much more ordinary.

 

All down to software changes by the manufacturers apparently.

They are very good now with much quicker changes compared to old auto boxes. Most can also lock up the torque converter in any gear which helps with fuel economy and driveability (direct drive without that elastic band feel).

 

And with regards to the oil... all manual and torque converter autos are always described as "sealed for life" it's just crazy to never change the oil. It then comes down to how easy it is to change on a box that isn't designed to have regular changes.

 

Wonder what he weight differential is between the ZF and DSG.

 

The ZF 8HP weight 91kg and the DQ250 DSG weighs 93kg.

This can be like a Gerald Ratner type thing for the VW Group.

 

As in they were all for going 10 Speed DSG and now are going some other way.

Almost like saying the DSG / s-tronic that was the greatest thing since sliced bread has been a bit mouldy and has a short life span, 

so for those customers paying more we are going to be producing better products.

 

I like the DSG for what they are and VW should be giving all owners around the world a 150,000 mile / 10 year unlimited warranty on them.

I guess they've got to keep up with the competition. They're all switching to the ZF box.

Not as much weight difference as I was expecting.

I wonder if it's s change worldwide or regional? ZF might be better suited to the Chinese market for instance

Volkswagen need to buy some accurate scales like they do emission testers.

 

They were saying that 1.8TSI engines were lighter than 1.4 TSI Twinchargers, and that manuals were lighter than DSG (DQ200)

Then when the fit a 1.8TSI and Manual box to the facelift models the cars are not lighter but heavier and the Co2 is low in the VW and higher in the Seat they fit them too.

VW media get so used to spinning that they lose out of fact.

Edited 17 June, 20169 yr by GoneOffSKi

Don't for forget too that this isn't anything new.

 

They've used an 8 speed aisin torque converter gearbox in the Touareg and Audi Q7 since 2010/2011 (also the same gearbox used in the Porsche Cayenne). I've driven a 3.0 TDI version and it was a very nice gearbox I have to say. Changes were quick and smooth but without that slushy torque converter feel.

 

Obviously they're not as economical or quite as quick at changing gear as a DSG but they're probably a little more reliable without the clutches to worry about.

I assume they have the normal clutch 'bands' like old ones do, the main difference being just more of them and more locking up also.

The ZF8HP for longitudinal engines is sublime.

 

The ZF9HP for transverse engines is frustrating.

 

So as all Skoda's are transverse engined I hope they stick with DSG.

 

Audi has used the ZF8HP for many years in their current line up in different markets as some markets will not accept DSG in premium models. And of course the new turbo RS4/RS5 will have too much torque for the current longitudinal DQ501 S-Tronic DSG

 

Lee

Edited 18 June, 20169 yr by logiclee

 

The ZF9HP for transverse engines is frustrating.

 

 

Lee

The 9HP48 in the Evoque/Discovery is a disaster.

The 9HP48 in the Evoque/Discovery is a disaster.

Interesting

What is the problem ?.

Interesting

What is the problem ?.

I'm curious to!

Interesting

What is the problem ?.

The last time I was dealing with it they were up to 62 seperate failure modes. Internal failure, software issues, loss of drive, poor shifting to name but a few.

An E-W engine with a 8-10 Spd gearbox must be a challenge I guess.

Interesting

What is the problem ?.

 

The ZF8HP just feels right, it's smooth, nearly DSG fast, and just seems to know what the driver wants. I've owned two and driven many. I'd prefer this box over a DSG or DCT.

 

I've driven three different ZF9HP's now from two different manufacturers. It seems to be forever swapping gears, the changes are no where near as smooth or fast as the ZF8HP and you are often left thinking it's in the wrong gear. 

 

The 8HP being a large longitudinal box has a conventional layout and geartrain, the 9HP  auto has a torque converter and 9 gears squeezed into a compact transverse gearbox.  Although I think the mapping in some models could be improved I think the 9HP is compromised because of it's packaging.

 

Lee

Edited 19 June, 20169 yr by logiclee

The N-S engine is the sweetest but I suspect the sun is setting on them all and it's the last hurrah for the engine transmissions of today.

The ZF8HP just feels right, it's smooth, nearly DSG fast, and just seems to know what the driver wants. I've owned two and driven many. I'd prefer this box over a DSG or DCT.

 

I've driven three different ZF9HP's now from two different manufacturers. It seems to be forever swapping gears, the changes are no where near as smooth or fast as the ZF8HP and you are often left thinking it's in the wrong gear. 

 

The 8HP being a large longitudinal box has a conventional layout and geartrain, the 9HP  auto has a torque converter and 9 gears squeezed into a compact transverse gearbox.  Although I think the mapping in some models could be improved I think the 9HP is compromised because of it's packaging.

 

Lee

They have a 12 speed next lol