DQ200

This section provides reference information for the 7-speed direct-shift gearbox DQ200 (0AM) with a “dry” clutch.

Transmission

While the DQ250 has two output shafts, the DQ200 features three. This design ensures maximum compactness of the unit:

  • Shaft 1: 1st, 2nd, 3rd, and 4th gears.

  • Shaft 2: 5th, 6th, and 7th gears.

  • Shaft 3: Reverse (R) and the parking lock gear (P).

Gear sets depend heavily on the installed engine. 1.8 TSI engines (delivering up to 250 Nm of torque) are equipped with “longer” final drives, whereas small-displacement 1.4 TSI and 1.2 TSI engines receive “shorter” ratios to compensate for the lack of low-end torque.

Comparison of typical gear ratios:

Gear

Shaft

1.4 TSI (e.g., code NAT, KMG)

1.8 TSI (e.g., code NQK, MGN)

1st

Shaft 1

3.764

3.764

2nd

Shaft 1

2.272

2.272

3rd

Shaft 1

1.531

1.531

4th

Shaft 1

1.121

1.121

5th

Shaft 2

1.176

1.176

6th

Shaft 2

0.951

0.951

7th

Shaft 2

0.795

0.795

Reverse (R)

Shaft 3

4.169

4.169

Final Drive 1

(1-4 gears)

4.437

3.933

Final Drive 2

(5-7 gears)

3.227

2.955

Final Drive 3

(Reverse)

4.176

3.176

Note

The physical gears themselves (the number of teeth) are often identical for petrol engines; the final output ratio at the wheels is altered specifically by differences in the Final Drives.

Mechatronics

Unlike the DQ250, the DQ200 mechatronics unit does not share oil with the gearbox itself:

  • Approximately 1.7 L of transmission oil is filled in the mechanical part.

  • Approximately 1 L of special hydraulic fluid is filled in the mechatronics unit.

Key Generational Differences:

  • 0AM Generation (until 2013–2014, PQ platforms): The electronic board has no strict immobilizer binding (Component Protection). You can take a donor board from a scrap yard, flash it with ODIS for the required engine, and drive away. A weak point is the hydraulic accumulator, which can rupture the aluminum housing over time due to metal fatigue and constant high pressure (40–60 bar).

  • 0CW Generation (from 2014, MQB and late PQ platforms): The board is hardware-bound to the immobilizer (IMMO 4 / IMMO 5 / MQB).

Tip

While the mechatronics units themselves are interchangeable, only 0AM boards end in the letter D. All others are designated 0CW (G, K, second-generation E, F). Crucially, all can be converted to 0AM via flashing. G and K series boards are simple to reflash, while F and E series are slightly more complex. Differences lie in calibrations for specific engines and gearbox gears.

Gear Shifter

On the PQ platform (Golf 5/6, Octavia A5, Passat B6/B7), shifters for the DQ250 (02E) and DQ200 (0AM) are in most cases identical and interchangeable.

The shifter does not control the gearbox directly. It consists of a board with Hall sensors that reads the handle position and sends status packets (P, R, N, D, S) over the powertrain CAN bus directly to the mechatronics unit.

Part numbers 1K1 713 041 BQ (Octavia A5 / Golf 5) or 5K1 713 025 E (Golf 6) are compatible with both G1A (DQ250) and G1C (DQ200). The main requirement is the presence of the J587 module in the shifter. The difference between 6- and 7-speed DSG is managed solely at the mechatronics software level, not the shifter.

Starter Motor

Since the DQ200 is paired with entirely different engine line-ups, starters are strictly divided by cylinder block architecture:

  • For EA111 / EA211 engines (1.2 TSI, 1.4 TSI, 1.6 MPI): The 0AM 911 023 … starter family is used (e.g., revisions D, G, K). They are mounted at the front relative to the car’s movement and designed for the lighter crankshafts of small-displacement engines. Standard output is 1.1 kW.

  • For EA888 engines (1.8 TSI): Because the 1.8 TSI cylinder block is geometrically related to the 2.0 TSI, 02E 911 023 … starters (from the DQ250) or more modern equivalents with the 06K … prefix (for 3rd gen EA888 engines) are often utilized.