DL501 Valve Body, remanufactured and ready to install. Fits the DL501. Ships fast from the USA.
The DL501, which Audi also calls the 0B5, is the seven-speed wet dual-clutch S tronic bolted behind longitudinal quattro engines in cars like the S4, S5, S6, S7 and RS5. When one of these starts thumping as it rolls to a stop, engages late into Drive, drops reverse and the even gears together, or throws the gearbox warning and limps home, the repair quote is usually a full mechatronic or a used transmission. If the electronics test good and the trouble is hydraulic, a remanufactured DL501 valve body is the narrower and cheaper fix. This is that part.
In the DL501 there is no torque converter and no band. Two wet multi-plate clutches, K1 for the odd gears and K2 for the even gears and reverse, hand torque back and forth while hydraulic actuators preselect the next gear. The valve body is the hydraulic half of the mechatronic: it carries the pressure regulator, the clutch pressure and cooling circuits, the gear actuator routing and the solenoids the control unit fires to make all of that happen. The unit pictured is the hydraulic assembly with its solenoids in place; it does not show the control unit board. Because clutch pressure is trimmed constantly to manage slip, small leaks past a worn valve or bore turn straight into shift quality complaints.
Do not skip this step on a DL501, because a software problem can feel exactly like worn hydraulics. Transmission Digest documented 0B5 cars that developed a severe shock on clutch release after hard, hot driving: the controller raised clutch adaptation values to cover heat-related slip, and the shock went away once the clutch adapts were reset. Reset the adaptations and check for a software update first. If the shock comes back with the latest software, that same article notes these units are known to develop valve body problems in the clutch cooling circuit, which is when this part makes sense. Sonnax adds that pressure regulator bore wear on the 0B5 causes delayed engagement, harsh or soft shifts, erratic line pressure and pressure control codes. Check fluid level and condition, then work through our dual-clutch pressure testing guide, and read the DSG overheating guide if the faults only show up hot. A scan tool that can read and reset adaptations, like our VW and Audi DSG adaptation scan tool, does most of this work.
This listing covers the DL501 / 0B5 seven-speed S tronic and does not name individual model years. The DL501 ran through several hardware and software revisions, so do not order by car model alone. Match the part number on the label of the valve body or mechatronic you are removing, or send us your year and VIN before ordering and we will confirm the match. The DL501 is not interchangeable with the transverse six-speed DQ250 or the seven-speed DQ500 found in VW and smaller Audi models; those parts sit in the same DSG and S tronic collection but will not fit.
| Fits | DL501 |
| Part type | Valve Body |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is built for the DL501 / 0B5 seven-speed S tronic used in longitudinal Audis such as the S4, S5, S6, S7 and RS5, but revisions differ by year. Match the part number on your current unit or send us your year and VIN and we will confirm before it ships.
No. The part pictured is the hydraulic valve body with its solenoids. The transmission control unit board is not shown, so confirm with us how your existing electronics carry over before you order.
Sometimes. A shock as the car comes to a stop can come from clutch adaptation values that rose after hot, hard driving. Reset the clutch adaptations and install the latest software first. If the shock returns on current software, an internal valve body or clutch cooling problem is likely.
The clutch and hydraulic circuit uses fluid to Audi spec G 052 529 A2. The gear section has its own separate oil fill, so service and level-check the two circuits individually.
Yes. After the swap the controller needs basic settings and clutch adaptation run with a capable scan tool, with the fluid inside the specified temperature range, or shifts will stay harsh.
