DQ250 Transmission Master Rebuild Kit, 02E DSG 6-Speed

This is the master overhaul set for the DQ250, the 02E six-speed wet dual-clutch gearbox VW Group ran from the mid-2000s through 2014. It covers the whole clutch side of the rebuild: friction discs and steel separator plates for both the K1 and K2 clutch packs, plus the gasket, seal and O-ring set you need to close the case back up. OE references are T19800A, T19802A, T198081A and VWT198080A.

Fitment is broad across the VW Group front-drive platforms: Golf 2004-2014 (1.4, 1.8, 1.9, 2.0, 2.5 and 2.8L), Jetta 2005-2014, Passat 2006-2014 (1.8, 2.0, 2.5 and 3.6L), Beetle 2003-2014, Eos 2007-2014, Audi TT 2013-2014 (1.8 and 2.0L), Seat Leon 2005-2014, Seat Altea 2005-2012 and Toledo 2005-2006. Read the three-letter gearbox code off the case tag before ordering - the 02E DQ250 is the wet-clutch six-speed and takes a completely different plate stack than the dry-clutch seven-speed 0AM DQ200.

What puts a DQ250 on the bench is clutch pack wear: shudder or judder pulling away from a stop, slipping and flaring between gears, harsh 1-2 engagement, or a P17BF / P189C clutch slip code stored in the mechatronic unit. Once the frictions glaze the unit will not hold adapted clutch pressure and no amount of fluid service or basic setting will bring it back. On the bench you split the case, pull the dual clutch assembly with a wet DSG clutch puller, strip the K1 and K2 stacks, measure clutch clearance against spec with the new plates dry-stacked, then soak the frictions in clean DSG fluid before final assembly. Replace the case gaskets and shaft seals while it is apart - they are in this kit and they are the parts that will weep if you reuse them.

Plan on a full DSG fluid and external filter service after the rebuild, then a clutch adaptation reset with a scan tool that can talk to the mechatronic module. Skipping the adaptation is the most common reason a freshly rebuilt DQ250 still shudders on the first test drive.