What are the differences between dq380 and dq381?
3 Answers
The differences between dq380 and dq381 lie in the fact that dq381 can reduce engine wear and lower fuel consumption compared to dq380 in terms of performance. Here are the relevant details: 1. In the dq380, the oil pump gear meshes with the clutch gear and is powered by the clutch. Therefore, as long as the clutch is engaged, the oil pump operates, creating oil pressure. This means that under any condition, a portion of the engine's kinetic energy is consumed. In contrast, the dq381's oil pump does not mesh with the clutch but has a dedicated power source. It operates only when oil pressure is needed and stops when not in use, thereby reducing the oil pump's consumption of the engine's kinetic energy. In theory, this also reduces emissions and achieves the goal of lowering fuel consumption. 2. Compared to the dq380, the dq381 incorporates several changes, including the use of lower-viscosity ATF oil, friction optimization for seals and bearings, as well as modifications to the clutch module and hydraulic pump system. In the clutch module, the K1 return spring has been changed from a helical type in the dq380 to a diaphragm type. On the hydraulic side, an additional electric oil pump linked to the CAN bus has been added, controlled via valve adjustments. This supports the hydraulic circuit for clamping the clutch plates and operating the shift mechanism. The oil can also flow to the pressure circuit for lubricating and cooling the shafts, gears, and clutch plates. With the addition of the electric oil pump, the transmission can continue to supply oil to components during start-stop operation and coasting mode without being affected by engine speed, improving the responsiveness of clutch re-engagement when the engine restarts.
Last time I heard the master technician in the workshop discussing these two transmissions, and finally got the differences sorted out. The DQ380 is basically the veteran of Volkswagen's third-generation wet dual-clutch, mainly paired with workhorse engines like the 2.0T. The DQ381, however, comes with new tech—it directly upgrades to meet China's Stage 6 emission standards, and secretly adds an independent cooling circuit in the transmission oil path, reducing clutch temperature by over ten degrees Celsius in summer traffic jams compared to the older model. Most crucially, it redesigns the hydraulic system, significantly reducing that jerky feeling during gear shifts, making it drive smoother, almost like an AT transmission. Oh, and its gear ratios have been fine-tuned too—at highway speeds, the RPM drops by about 200, saving nearly half a liter per 100 kilometers. As for durability, both can handle 400 Nm of torque, but the 381's upgraded bearing material makes it better suited for long-term aggressive driving.
After driving cars equipped with these two transmissions, you'll notice quite a noticeable difference. What surprised me most about the DQ381 is its performance during low-speed maneuvering. With the previous 380, I always had to carefully modulate the throttle when starting from a traffic light, but the 381's clutch semi-engagement is tuned more finely, with barely any noticeable shuddering. Moreover, the shift logic is much smarter—when you floor the throttle for a downshift, it directly drops two gears, unlike the older version which would always hesitate before responding. Another easily overlooked improvement is noise control. The 381 adds hydraulic circuit muffler valves, significantly reducing the transmission's 'clattering' sound during hard acceleration. Although the structures appear similar, the 381's valve body oil pressure precision has been upgraded to the 0.1-bar level. These small upgrades combine to elevate the daily driving refinement by half a notch.
