DQ500 Valve Body 2010-2020, remanufactured and ready to install. Fits the DQ500. Ships fast from the USA.
The DQ500 is the seven-speed wet-clutch DSG Volkswagen built for torque the smaller gearboxes cannot take, rated to 600 Nm. It arrived in the Transporter T5 2.0 TDI for model year 2010, went into the Audi TT RS as a seven-speed S tronic the same year, and spread to the Tiguan 2.0 TDI 4Motion, the BiTDI Passat, Tiguan and Skoda Superb, and later R models. This remanufactured valve body covers that whole first decade, 2010-2020. Owners usually find it after a hard engagement into gear, a rough or bumpy shift under load, a pressure fault, or a gearbox warning and limp mode on a heavily used vehicle.
On the DQ500 the valve body is the hydraulic half of the mechatronic unit. Its job is bigger than in a planetary automatic: it regulates main pressure, applies the clutch for gears 1, 3, 5 and 7 and the clutch for the even gears separately, strokes the selector pistons that preselect the next gear, and meters cooling oil to both clutch packs. The control module holds the engaged clutch at a small controlled slip and keeps adjusting pressure to stay there. A worn regulator bore or a sticking valve leaves the module chasing a pressure it cannot reach, which you feel as judder on take-off and shifts that change with temperature. Vans, towing and launch-heavy RS driving all load that circuit hard, which is where most DQ500 valve body wear comes from.
Look at the fluid and service history first. Wet dual-clutch fluid cools, lubricates and controls friction while also doing the hydraulic work, and old or oxidized fluid damages valves and solenoids by itself. Then scan the transmission module, record clutch temperatures and adaptation values, and rule out a wiring or pressure sensor fault behind a P0841 before condemning hydraulics. Our DSG line pressure testing guide covers the readings, and the DSG overheating guide explains why towing and heavy vehicles push clutch oil temperature up. If a single solenoid is at fault, the DQ500 solenoid kit may be enough.
The DQ500 was built as a front-drive -7F and an all-wheel-drive -7A version under the 0BH and 0BT prefixes, and across ten years the mechatronic was revised for different engines and vehicles. Many applications were sold mainly outside North America, so model year alone does not prove fitment. Check the gearbox code and the part number on your mechatronic, or send us your year, model and VIN and we will confirm before it ships. The six-speed DQ250 and the longitudinal DL501 use different valve bodies. The rest of our range is in the DSG and S tronic collection.
| Fits | DQ500 2010-2020 |
| 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.
The VW Transporter T5 and later vans, Tiguan 2.0 TDI 4Motion, BiTDI Passat, Tiguan and Skoda Superb, the Audi TT RS seven-speed S tronic, and later R models. Match the 0BH or 0BT code and your mechatronic part number.
No. The DQ250 is a six-speed transverse unit and the DL501 is a longitudinal seven-speed. Neither valve body interchanges with the DQ500.
G 052 182-specification DSG fluid. Confirm the exact suffix for your gearbox in the service data and change the filter with the valve body.
Yes. Transfer the old coding if possible, then run the DQ500 basic setting with fluid above 15 C, Park, idle and both brakes held. Cycle the ignition when it finishes.
Not always. Low fluid pressure, pressure sensor wiring, the mechatronic and the valve body are all listed causes. Check fluid and wiring first.
