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Wheel change
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History 1
History 2
Var. Speed Gearbox 1
Var. Speed Gearbox 2
Var. Speed Gearbox 3
Var. Speed Gearbox 4
Var. Speed Gearbox 5
Light commercial veh.
Shift Possibilities
Gearshift Lever
Transmission (truck)
Ecosplit Gearbox
Gearshift (truck) 1
Gearshift (truck) 2
Truck Multi-axle Gearbox
Group/Splitter Gearb.
Gearbox Lubrication
Axilliary Drive
Retarder 1
Retarder 2
Retarder 3
Synchronising 1
Synchronising 2
Two-Shafts Gearbox
Gearbox (de)mounting 1
Gearbox (de)mounting 2
Dismantling Gearbox
Front - Cross-engine
3 Shafts (not coaxial)
Gear Shaft
Transmission Design
Tractive Power
Dual Clutch Gearbox 1
Dual Clutch Gearbox 2
Dual Clutch Gearbox 3
Dual Clutch Gearbox 4
Form. 1 Transmission
Motorcycle Gearbox

Transmission Ratio
Three-shafts Gearbox
Two-shafts Gearbox
Gear Spreading

Gearbox 1
Gearbox 2
Gearbox 3
Gearbox 4
Gearbox 5
Gearbox 6
Gearbox 7
Manual Gearbox 1
Manual Gearbox 2
Manual Gearbox 3

Dual Clutch Gearbox DSG 1

Shifting times of 40 milliseconds are possible.


The sequential gearbox has many advantages. Unfortunately, the gear changing operation still lasts rather long. A twin-clutch gearbox in which two gear shafts, one running inside the other, and each combined with a clutch, offers a solution without a great deal of effort. The aim is to use the components of a dry clutch. In spite of the somewhat increased space needed, it can be also installed in a transverse mounted, front-wheel drive. The gear changing can be either manual or automatic.


Although we have here a non-coaxial gearbox the input shaft is divided. Whereby, the (green) shaft with the 1st, 3rd and 5th gears, runs through the (blue) hollow shaft with the 2nd, 4th and 6th gears. Each group has a clutch. The sliding collars and clutches are electrically operated.
The reason for the complexity, is the possibility of changing a gear in one group, while the torque is transferred by one gear of the other group. Without gear-changing delay through simultaneous engaging of one clutch and disengaging of the other, can the process of changing into the next gear be carried out without hesitation.

If the manual gear-change is no longer necessary, the number of gears possible is practically unlimited. Then more frequent gear-changing e.g., on the motorway, is hardly a problem at all. The advantage is, having the most favourable gear-ratio at a constant speed, which adds the benefit of a low CO2 emission. This is the reason why the VW boss announced the introduction of up to 10 speeds. 04/13

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