P177c clutch 2 tolerance limit reached

The most common reported symptom is a complete loss of drive due to not being able to select any gears, this will cause the EPC light to remain illuminated and the gear symbols will continually flash on the instrument panel. Often the main amp fuse will be blown, if you try to replace the fuse it will blow again while the DSG control unit remains connected.

If you attempt to read the fault codes stored in the gearbox system, then you may also notice the gearbox system fails to communicate with your diagnostic scanner, preventing you from reading any fault codes.

However, if you are able to communicate with the DSG gearbox system, then you may have the following fault codes stored:. If you are experiencing any of the above issues, then this is usually a clear indication that your DSG 7 control unit has failed. We are able to remanufacture rebuild your own DSG unit and supply an unlimited mileage lifetime warranty as standard.

If we rebuild your own unit then it will cost a small fraction of the cost of a new unit, and you will not need to program the unit back onto your car — simply refit, replace the oil and away you go. A brand-new unit from the main dealer is very expensive and will require programming onto the vehicle which adds further labour costs.

Most worryingly is that the brand-new unit that we have seen still have the original design flaw, so if you purchase a replacement unit from the dealer then you can expect it to fail again at some point down the line. This is a complete re-engineered solution for the DSG-7 family of mechatronics units, all failing components are replaced with our own re-engineered versions, designed from scratch to outperform the original OEM parts.

Common OBD faultcodes

Employing our in-house designed reinforced stainless-steel pressure build-up controls, polymer clutch actuation protection and control unit revision, complete HIL simulation redesign to ensure all shift actuators are meeting and exceeding original OEM specifications in real-world conditions. We fully test every Mechatronics unit before first line test and after end of line test the rebuild, using our HIL Hardware In-the-Loop DSG-7 Gearbox rig, this allows us to test your Mechatronics unit under real-world load conditions.

This ensures that each rebuilt unit meets and exceeds OEM specifications. All common failing components are replaced with versions that are higher rated than standard, so you can be assured that once your unit has been rebuilt it will perform as good as, if not better than a brand-new unit from the manufacturer.

All coding is retained during test and rebuild — no need for programming once you receive your rebuilt DSG7 unit back.

Our strict quality control: encompassing testing, components and workmanship will ensure only the highest level of work is carried out to meet our lifetime warranty standards. Package the DSG7 transmission control unit inside a sturdy box with plenty of packaging material make sure you include your confirmation email in the box.

Send us your package by tracked courier the shipping instructions are on the confirmation email. Once received we will test, rebuild and return your DSG7 transmission unit with an unlimited mileage lifetime warranty.

Fill in and submit this test form. We will then rebuild your DSG7 transmission control unit and return it to you with an unlimited mileage warranty. All NHS staff, emergency workers, care workers and delivery drivers will receive priority turnaround on their units. English English Italiano. Outperforming the original: This is a complete re-engineered solution for the DSG-7 family of mechatronics units, all failing components are replaced with our own re-engineered versions, designed from scratch to outperform the original OEM parts.

Audi A3 - Audi Q2 - Audi TT - Seat Altea - Seat Ibiza - Seat Toledo - Guys, had the truck inspected and there where no faults, they moved the truck and the above code came up. It is a transmission fault, air leak or clutch out of adjustment??

Cost to fix?? Need to panic or is it something that could wait a week or two?? At this time that is all I have, as the truck and I are miles apart. There were no fault codes, inspector moved truck to inspect and then got code after. Everything else on truck looks good. Sounds like it could be as simple as have tried to put it in gear and move with not quite as much air pressure as needed.

I-shift MID codes listed here. You can post now and register later. If you have an account, sign in now to post with your account. Paste as plain text instead. Only 75 emoji are allowed.

Display as a link instead. Clear editor. Upload or insert images from URL. By SuiteSuccess Started 3 hours ago. By Pieere Started 36 minutes ago. By Tucsontech Started July 8, By Pieere Started 37 minutes ago. HDT Search In. Reply to this topic Start new topic. Recommended Posts. Report post. Posted April 24, Forum, Guys, had the truck inspected and there where no faults, they moved the truck and the above code came up.

Thank you for all the help in advance, Chris. Share this post Link to post Share on other sites. Any other symptoms?John is a fervent writer, gamer, and guitar lover.

Former automatic-transmission repairer, welder and hobbyist game developer. The 7-speed DSG automatic transmission—or DQ—is a transmission that is growing rapidly in popularity. And with that growing popularity comes a growing number of people who may fall victim to some of the faults that can occur with this transmission. Unfortunately, the faults we have seen so far can be quite pricey to repair.

The previous 6-speed direct shift gearbox DSG —the DQ—was a single chamber affair, meaning that all the components within the gearbox shared the same fluid. This had the disadvantage that contamination from any component within the transmission could impact any other component within the transmission. The DQ made a lot of changes that brought about better efficiency and weight-savings over earlier models. But the two most significant changes were separating the hydraulic system from the rest of the transmission, and moving to a dry dual clutch assembly.

In moving the hydraulic system—the valves and solenoids and other delicate mechanical components that is the control centre of the gearbox—into its own enclosed system, the transmission has a greatly reduced chance of suffering a fault as a result of oil contamination clogging up vital components, since the only contamination that can get into that chamber would come from the components within.

Simultaneously, moving to a dry clutch assembly removed the biggest source of the aforementioned contamination from the transmission fluid altogether. It also made it so you no longer have to open up any of the transmission in order to change replace the clutch assembly.

7 Speed DSG repair / replace advice please

An unavoidable aspect of any clutch system is that it will wear down over time. The new dry clutch assembly in the DSG DQ is much more akin to a regular manual transmission clutch than the previous DQ wet clutch. The control module for the transmission will attempt to adapt and compensate for clutch wear over time, however it will eventually reach a point where the clutch is simply too worn to function properly. Slipping will often manifest as the the engine revving higher than it should.

In extreme cases, it may not be possible drive at all. The way the dual clutch system works means that one clutch is responsible for odd-numbered gears, the other for even-numbered. For this reason, having issues in all the odd or even numbered gears as opposed to specific gears is a big indicator that you have a clutch problem. The dual clutch assembly in a DQ 7 speed DSG looks much more like a regular manual clutch than in previous versions of the DSG, but is not as simple to fit!

It requires special tools and a certain procedure that, if done incorrectly, will damage the new clutch, and can even damage the transmission itself. Due to the expense of the clutch assembly and the technicalities of fitting it, some manufacturers will only sell these clutches to fitters that have passed a course and are qualified to fit them. This is the separate hydraulic system mentioned above. It is located on the side of the transmission—which is towards the front of the vehicle when fitted—and is a self-contained unit, meaning it can be removed entirely and replaced without having to dismantle any part of it.

p177c clutch 2 tolerance limit reached

The mechatronic can be replaced within the module itself, however this is an involved task and requires manufacturer-specific diagnostic capabilities. If the electronic component fails, unfortunately, it can manifest in a number of ways as it is responsible for all the actions that take place in the transmission during use.

Failsafe will be the most likely outward symptom, but some diagnostic hardware will be required to get any more information as to why. An easier to diagnose fault is a relatively common problem with the pump inside of the hydraulic control unit.

This fault will often result in little or no drive, failsafe mode, and quite often the unit will spit hydraulic fluid out of the breather on top.

This fluid is distinctive from regular transmission fluid due to the fact that it is green. Fortunately, this problem can be repaired by a specialist, or the entire unit can be replaced entirely. It would need to be the whole unit, however, as the fault involves more than just the electronic component.

The control module for the DQ 7 speed DSG has a number of components that need to be correctly configured in order to fit back into the transmission. Sheng Hai Autoparts. As with the clutch assembly, this is not a task to undertake without the right tools and expertise. The transmission needs to put into a specific configuration before removing the unit, and the unit itself needs to be in that same configuration before being fitted back onto the transmission.

Failure to do so can result in breaking the unit, or the transmission simply not working. The transmission can be set to the correct configuration for removal of the control module using diagnostic tools, however if such tools are not available, it can also be done manually. Be warned, however, it is impossible to see if everything is lined up correctly once the unit is lifted into place.

How to solve problems of a DSG 7 speed dry dual-clutch in the Audi A1

Content is for informational or entertainment purposes only and does not substitute for personal counsel or professional advice in business, financial, legal, or technical matters.Welcome to world's most trustworthy automotive forum. Thread Rating: 42 Vote s - 3. Reputation: I am looking for help to update a model Audi A3 with a 7 speed automatic transmission.

p177c clutch 2 tolerance limit reached

Is there anyone who can help me, I don't want it for free, please advise In my country there is no access to Audi website to buy the flash. Reputation: 0. There are no symptoms, the car runs OK, just the error comes on an does not go away. Reputation: 8. On a regular circumstances this code PB - - Tolerance Limit Reached - Intermittentyou will need to change clutch on this soon, will develop juddering on low rpms later and may cause mechatronic to malfunction also, ive had dealings with this DSG7 DQ a few times.

Reputation: 1. After the engine swap: All gears are hit in and fault godes: - PB - - Clutch 1 - Tolerance limit reached - PC - - Clutch 2 - Tolerance limit reached After succesfull basic setting - it takes couple of minutes drive and we are back in almost not drivable car.

The gears are changed smoothly when the ATF oil is cool though. As soon the engine gets warm - the problems start. Basic setting in group is un succesfull. Same fault codes. The Mechatronic was changed by the dealer inthe software was updated. This was done at km. The car has now run km Could it be the the electronic control module it self, that has got damaged during the engien swap - leaked oil into it or similar? Thank you Shawnp! The flywheel followed with the changed engine - that had run for km.

So, not the same flywheel. So the only thing different was the year model.Set the desired torque and the driver indicates when it's reached. These sets include an adjustable torque driver, bits for different drive styles, and a socket adapter. Also known as ESD-safe screwdrivers, the handle drains static away from your application, preventing buildup from electrostatic discharge ESD that can damage sensitive equipment.

When set torque is reached, these drivers slip to disengage and prevent overtightening. An insulated handle and shaft protect against shock from accidental contact with live electrical circuits.

Seat Ibiza Cupra 1.4 TSI DSG – Stage 1, 2, 3

These tools are tested to 1, volts to meet IEC standards. When set torque is reached, these drivers signal with an audible click.

Choose a handle based on torque, and a shaft with the size you need. Set includes a handle and six shafts. Remove and replace the shaft to use a different size or drive style. Reach the same torque every time with factory-set screwdrivers that slip to disengage and stop turning the fastener when the set torque is reached, preventing overtightening.

Also known as impact-free torque screwdrivers, these tools minimize reaction force when the set torque is reached. They reduce user fatigue when installing many fasteners in a short period of time.

When working in tight spaces, these short drivers fit where others can't. They're factory set to ensure you reach the same torque every time. Factory-set screwdrivers ensure you reach the same torque every time. Choose a handle based on torque and change shafts to use a different size or drive style. Rated for ISO Class 5 Class clean rooms, these tools have a sealed handle to keep lubrication in and contaminants out.

Ensure carbide inserts are tightened to the correct torque. These tools are set to the recommended torque values for each screw size. A dial shows how torque measurements change as you turn the driver. Use these tools to fasten to a specific torque, determine fastener torque specifications, and identify the torque required to loosen tightened fasteners.

Set your torque in cNm, cm- Kg, or in.

p177c clutch 2 tolerance limit reached

A red light warns if you begin to overtighten. These tools have a dial that shows how torque measurements change as you turn the driver. Use to fasten to a specific torque, determine fastener torque specifications, and identify the torque required to loosen tightened fasteners. The motor shuts off when the set torque is reached to prevent overtightening and damaging fasteners. These tools provide the most torque control of any electric screwdriver.

Set torque and the clutch slips to prevent you from exceeding it. The motor shuts off when the set torque is reached to provide the most torque control of any air-powered screwdriver.

Rechargeable batteries keep these tools powered wherever you need them. Adjust the nosepiece to set the depth and prevent fasteners from being driven too deep. These drivers are good for use with soft materials such as wood, fiberboard, drywall, and insulation board.

They are powered by rechargeable batteries. An angled handle makes it easier to drive and remove fasteners in tight spaces. Connect these tools to your shop air. Connect these tools to your shop air to install and remove fasteners.It has a 1.

As a company we decided to purchase this particular platform for developing some custom functions for our customers. Before we show our results on our on-going project we are going to write about some things that had to be done in order to have a good working engine and transmission with no future damages.

The car was bought used so we needed to address and repair any potential mechanical or electronic issues as we all know that over the years this platform has shown a lot of flaws that could end up in catastrophic engine or gearbox failures. Our Bocanegra was purchased with That did not stopped us from doing the right thing and fix everything that needs to be fixed before we start tuning this car for various stages with various hardware upgrades, that we will do over the next months.

Yes you guessed right, this will be a build thread starting from timing chain replacement to gearbox replacements and numerous upgrades so lets start from the beginning. Our engine is the well known 1. Here are the official timing data for our model with stock software :. A good presentation video of this engine can be found here :.

Lets get back to our project now and what has to be done in order to have a healthy running engine. Further more we replaced our spark plugs and our water pump which is one piece with the compressor clutch engagement pulley as you will see in the following photos.

Both cases of Engine and Gearbox repair, require special tools in order to adjust and lock the timing and the gearbox discs into the right positions.

The engine needs to be locked in a position from the crankshaft pin and from the back side of the camshafts with a special tool that locks both of them in the top dead center.

Once we removed everything it was time to replace the timing chain, the tensioner, the variable cam gear, basically everything that is related to the timing chain.

Here is the list of the parts we changed with code numbers:. Since the previous water pump has to be removed in order to access the timing chain cover it was time to replace that as well with a new one.

Now who would have thought that an owner will be so irresponsible and a car seller will be so idiotic that has never changed the stock original spark plugs from the day that the car was purchased. Here is how the stock spark plugs looked like after around Lean and burned out with so much carbon buildup car had many many misfires registered in the ecu from past usage and you can easily see that with vcds or any other proper diagnostic system. Now here is a quick way to see if the car had an actual issue with any of the 4 coil-packs which is very very common among vw-group vehicle owners.

P177C Fault code being read any ideas what would be causing this?

Without even checking the coils physically, we see that cylinder 1 had a history of In our engine the first case was true since one of the coil-packs was a different brand from the other three and yes it was in the first cylinder. Now Here is a trustworthy solution for upgrading both spark and coil packs at once without the need of upgrading to the red R8 Ngk ones since the only difference is that you will need to buy some special spacers and relocate a bunch of sensors and things from your factory looking engine.

There are some more choices that will be discussed later on the same build. Those NGK coil packs with the code : u are used on hp builds in rb26 Engines and not only, so be sure that they can definitely fit the needs of a 1. Most owners neglect to change a very important part that is required on every 1. Sometimes the part is replaced with the wrong one too and that is bad because the fuel filter affects directly the fuel pressure, as it is also a fuel pressure regulator.

Be sure to double check the required code number that vw suggests using the factory VIN number. It is not bad to use the higher pressure filter to a car that requires less but it is bad to use the smaller one if VW requires to install the biggest which is 6.

The oil is a crucial point for the longevity of this small twin-charged engine and the original long life oil from vw will not even come close to providing that. Since we are going to use this engine for several power stages, we recommend either 10w Motul V chrono racing oil or the Ravenol RCS SAE 5W or any other 5w oil with ester-core and race specs you can find.

The 5W fits more the factory requirements of this engine but we prefer the Motul 10w for our case. Now that our engine is running safely and fault free, with new oil, spark plugs, coil packs, oil and fuel filter lets proceed to the next possible reliability issue which is the DQ DSG 7 automatic gearbox.I recently brought my car and had it scanned and this came up, can anyone tell me more about the potential problem as I'm confused with the date and what it all means.

Well to be fair I wouldn't really be bothered with that now as it was over 5 year ago that it registered the fault. Date and time are often wrong so shouldn't be relied on. If I recall, the fault was in the last few hundred miles of the current milage so is probably current. DSG's aren't something I know much about so I suggested asking here to see if someone had hit something similar.

I is that something I can do or somebody with the software? I got the car from a Mazda garage with 6 months warrenty if that would be of any use to me, I'm really annoyed as I love the car. As James has said, it depends what happens after you erase the code to see how quickly it returns, if at all, as to whether you should begin to worry or not.

I would erase the code and run the car normally for about a week, assuming you don't do a really small mileage. Re-scan the car, and see what has returned. If the fault is still there and reporting itself more regularly, then I would consult the supplying garage about the issue. How recently have you purchased the car?.

I would do some investigation without breaking into a panic, about what is covered under your used car warranty package, as forarmed is forwarned. You need to be a member in order to leave a comment. Sign up for a new account in our community.

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