Replaces the solenoid pack and internal wiring harness inside the 0B5 DL501 mechatronic on Audi A4, A5, A6, A7 and Q5 S-tronic.
If your Audi A4, A5, A7 or Q5 with the seven-speed S tronic throws a "Gearbox malfunction" warning that clears after a restart, drops gears when it gets hot, or stores a pile of sensor and circuit codes that point in different directions, the internal wiring is one of the first things a transmission shop looks at. This kit replaces the solenoid set and the internal harness carriers on the 0B5 (DL501) mechatronic, listed under 0B5398009C and 0B5398048D, so you can repair the electrical side of the unit without buying a complete mechatronic.
The DL501 is Audi's longitudinal dual-clutch gearbox. Audi describes it as two wet clutches: K1 on the outside drives gears 1, 3, 5 and 7, and K2 nested inside it drives 2, 4, 6 and reverse. The mechatronic unit bolted inside the case decides which clutch is applied and how hard, and it moves the shift forks with oil pressure. Solenoids turn those electrical commands into hydraulic pressure. The harness carriers are molded plastic rails with the conductors embedded in them. They route every signal between the module and the solenoids, and they sit in hot transmission fluid for the life of the car.
As pictured, the kit contains two harness carriers, one of them with the main connector, plus two large solenoids, one smaller solenoid and two seal plates.
Audi has published service bulletins on 0B5 internal circuitry. One of them, TSB 2032211 for 2010-2014 S4 and S5 and 2013-2014 RS5, S6 and S7, covers P179E, P179F, P0715, P0716 and P2765 and calls for the sensor module with circuit board to be replaced together with its wiring loom. That repair is not this kit, but it shows how often these failures trace back to the internal wiring rather than to clutches or valves.
Read all fault codes from the transmission module and note the order they were stored. Check the outer mechatronic connector first. Coolant or water getting into the 0B5 connector is a known problem, and it causes no-communication faults and a scatter of codes such as P1890 through P1894 and U0100. Clean or repair that connector before you open the transmission. If the connector is dry and clean, monitor the speed and temperature data while the car warms up and see whether the faults appear at a particular temperature. Our DSG line pressure testing guide helps you separate a hydraulic fault from an electrical one, and our DSG overheating guide explains how heat damages the internal parts.
The listing covers the 0B5 seven-speed S tronic in the Audi A4 and A4 allroad 2009 and newer, the A5, A5 Cabriolet and A5 Sportback 2008 and newer, the 2011 A6, the A7 2010 and newer, and the Q5 2008 and newer, with engines from the 2.0L to the 4.0L. The DL501 is the longitudinal gearbox. It does not interchange with the transverse DQ250 or DQ200 used in the Golf, GTI and A3. Audi revised 0B5 hardware and software during production, so compare the connector and carrier shape with your old parts, or send us your year and VIN to check before ordering. The full range of 0B5 parts is on our DSG and S tronic page.
If the valve body bores are worn or the unit has had metal through it, new wiring will not fix it. A complete DL501 valve body is the better repair in that case.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The same Audi models were also sold with a CVT or a conventional automatic, depending on year, engine and market, and those use completely different parts. Check the transmission code on the vehicle data sticker in the spare tire well or the service book. It should start with 0B5. If you are unsure, send us your VIN and we will check it.
No. Those cars use the transverse DQ250 or DQ200, which have different mechatronic units. This kit is only for the longitudinal 0B5 (DL501) used in the A4, A5, A6, A7 and Q5.
Faults that come and go with temperature are the main sign, especially when several unrelated speed and position sensor circuit codes (such as P0715, P0716, P2765, P179E or P179F) are stored at once. Clutch wear usually shows as slip or temperature-protection codes along with judder, not as a scatter of electrical faults.
The kit installs on the mechatronic unit, which you reach by removing the oil pan. Many shops pull the mechatronic out to bench it. Plan on new pan seals, a filter and a full refill with the correct fluid.
Yes. Run the 0B5 basic settings in order (erase counter, clutch valve calibration, distance sensor calibration) with the fluid at 40 to 100 C, then clear codes and test drive. The car may shift poorly until this is done.
