Thanks all, so after a bit of back and forth with the garage I'm dealing with here, he's said that there is another solution...

He's said that he can source a mechatronics unit from VW, as it's the same spec as the Macan uses, just different software. He's told me he can fit it to my car, clone my current software, and put it onto the new mechatronics unit from VW.

I guess I have a couple questions on this (apologies, my technical knowledge of this area isn't great):

1. Can this work? Is there a possibility of any issues down the line, or could this stop me from taking out an extended warranty with Porsche at a later date?

2. Is this actually the same unit? The mechanic sent me the quote from his contact in Europe for the mechatronics part, and I can see that he's tried to order one for my Macan, a GTS, and also a Macan S - the quote is in Dutch, but I can see that the item number for both cars is the same, but then the GTS has: DCNA-A5B02, and the S has: CTMA-A5B02.

So my options here are either I fit a VW mechatronics unit, and have my car on the road in 10 days. Or I wait for a unit direct from Porsche, and wait 12+ weeks.

What would you do?..

 

Don't you have junkyard somewhere where you could just grab a unit from a wrecked macan?

Not sure which specific VW has the same mechatronic unit. Did he specify the model? I know audis are somewhat similar but never heard about VW.

He's told me he can fit it to my car, clone my current software, and put it onto the new mechatronics unit from VW.

This guy is either a genius or he's full of chit.

 

In my extensive research on DL501 repairs, your DTC trouble codes point to the need to replace the vertical PCB2 "Circuit Board", which contains the clutch temperature sensor. These "circuit" boards are a common failure, the internal connections open, or become intermittent, and then the TCU computer can't "see" the clutch temperature (because the sensor is not connected), causing it to trigger these DTCs. There is another board ("PCB1"), for connections between the solenoid valves and the TCU, and this board often fails the same way. Both boards can be easily replaced (a few screws and they unplug), after the entire Mechatronics unit is dropped out of the bottom of the transmission, after the pan is removed. I would try this first, much cheaper than replacing (and reprogramming) the entire Mechatronics unit.
Audi B8/B8.5 S4 Quattro 3.0T Drivetrain DSG Transmission - 0B5398009F - Mechatronics Repair Kit 0B5398009F (0B5 398 009 F) (ecstuning.com)

These board repair kits are available from lots of different vendors, don't know if the cheaper ones are any different.

See "PCB1" and PCB2" in the below pic of the Mechatronics unit. There are YouTube videos of this type of repair.

 

Vagfan you seem to be the authority on this topic! Please help. 2015 Macan Turbo P2737 DTC F solenoid performance. I cannot find good info on this specifically. Would a repair kit with new filter and fluid solve this? Not sure if the issues lies in the circuit boards or the F solenoid only? Not sure which is the F solenoid? All the repair kits include 2 solenoids only (are they the common ones to go bad?) any insight please and thank you so much!

 

There is no VW model which uses this DL501 transmission. It is used in some Audi models, S4, S5, RS5.

 

Apologies all, it's from Audi, not VW. He did say that it was the circuit board that is causing the issue, and that when he reads the Macan codes there isn't the sensor for the clutch, even though there is on the Audis with the same unit.

Anyway, I've bit the bullet, Audi mechatronics unit is on it's way, and I'll soon know if this fixes the issue or not!

Again, thank you all for the help and advice, really do appreciate it!

 

Apologies all, it's from Audi, not VW. He did say that it was the circuit board that is causing the issue, and that when he reads the Macan codes there isn't the sensor for the clutch, even though there is on the Audis with the same unit. Anyway, I've bit the bullet, Audi mechatronics unit is on it's way, and I'll soon know if this fixes the issue or not! Again, thank you all for the help and advice, really do appreciate it!

Let me know the Audi part so I can order it myself. I too I’m having the same issues and would love to get it fixed without having to pay 20k to the dealer

 

Hello all, little bit of an update!

So after waiting 3 weeks for the new mechatronics to arrive from Europe, the part was fitted, and all seems (fairly) fine.

All faults have gone, the car flicks through the gears much quicker and smoother, and it feels like it has more "get-up-and-go".

However... I'm noticing the car clunks when I come to a stop, going from 2nd to 1st, and then almost seems hesitant to pull away, again clunking and juddering a bit as it goes through 1st and into 2nd.

As this mechatronics is from an audi, I'm not sure if it's an issue with the unit and it not being happy that it isn't a Porsche part. But the mechanic did also mention that the dual mass flywheel is on its way out, and will need replacing in the near future. From what I've heard this isn't an overly expensive part as such, but there's a lot of work to actually get to it, and replace it. He's said that whilst the transmission is out, I might as well look at putting a new clutch in, and gear position sensor.

Car will be going back to the garage and plugged in to see what may be causing it, but I'm interested to know if anyone else has had this issue (regardless of mechatronics being replaced), and what it might be. At this rate, Christmas is cancelled in our household!

 

The entire transmission is an Audi part....if you buy any of its parts from a Porsche dealer, it is the same part in a box with a Porsche label, and a higher price.

Concerning the clunking behavior, sounds like they need to run the numerous transmission adaptation/calibration routines with a scan-tool (PIWIS, Autel, X431, iCarSoft.....). These calibration routines need to be run whenever the Mechatronic (or some of its components) are replaced.

Why do they think the DMF needs to be replaced? I don't that has anything to-do with your clunk issue.

 

@YorkshireDan respectfully, I would get a second opinion. Having to replace these units is highly unnecessary unless you're speaking with the dealer. Consult a mechatronic expert with experience working on these Audi units. Most deficiencies can be fixed for $1,500 to $3k with labor. Good luck.

 

Thanks all, the guy I've taken it to is regarded as the best in the region, even the Porsche specialists take cars to them if its anything gearbox related. I'm booking the car in with the main dealer for the transfer case recall, in the hope that this might help with the clunking from 2-1-2.

The mechanic said that the clutch usually needs replacing around 160k km - which sounds about right to me?...

With the DMF - he mentioned a clicking/clunking noise which could be a sign of the bearings on their way out in the DMF.

He's offered to plug the car back in and see what the computer says, it may be that it just needs to be calibrated properly.

All of this is way way over my head, so apologies if I'm sounding stupid or naive with all of this.

 

Sounds like you're in good hands. Hopefully things get sorted out quickly. Keep us posted.

 

So... A further update to what seems like a never ending saga!... Mechatronics has been replaced as mentioned.

We noticed a slight judder when the car goes from 2nd - 1st, and 1st -2nd, especially at low speed.

Took the car into Porsche, who recon it needs a new transmission [sic] transfer case. I'm hoping this is covered under the extended warranty, but I don't know if this was a world-wide warranty, or region specific? Porsche have said they need to contact the head office in the Middle East to get approval, and then it's a case of if they have the parts, or need to order from Germany.

Seems like it's never ending at the moment!

This thread has shifted more from me looking for advice, to keeping you guys updated. I didn't know anything about the extended warranty for the transmission [sic] transfer case, where Porsche should replace this free of charge, and if you've paid to have this done, they will refund you the money - just in case anyone may be interested. HERE is a link to one of the articles about the warranty for anyone who wants to look.

 

Do you mean that Porsche said you need a new TRANSFER case?

 

Apologies, yes it's the transfer case. They've just called this morning to say Porsche have approved the replacement of the transfer case, and the car will be ready to be collected later today.

Will let you know how we get on!

 

Good luck !!

 

New year, new update!

So the car had its transfer case replaced by Porsche under the extended warranty. They didn't pick up on the fact that the mechatronics unit in the car is actually from an Audi, as I was a bit worried this might flag up, and void any warranty with them, but thankfully nothing was said.

One thing I had noticed since the new mechatronics was fitted, is that it is a little clunky shifting from 1st to 2nd when pulling away, and there had been a couple incidents where I'd come to a stop at the lights, still in drive, press the accelerator and the car would just rev, but not actually move.

I did some digging around on the forum, which is a treasure chest of knowledge, and font a post from almost 10 years ago with a similar issue, and it was resolved by updating the PDK software.

So I took the car back to the gear specialist, who plugged it in, made sure it was on the latest software, and since then I've had no issues with it at all, I finally feel like I can start to enjoy the car!

Just wanted to give a huge thanks to everyone who chipped in with suggestions, seems like I got there in the end!

 

Great outcome !
But what did replacing the transfer case solve ??

 

Absolutely no idea if I'm honest!

After the mechatronics was replaced, I started having some clunking/juddering between 1st and 2nd, which when I was researching about the transfer case, it sounded like that could be the cause (on Porsche's website it says "This interruption in traction can be perceived as jerking or longitudinal vibration during acceleration.")

When I took it into Porsche, they agreed that there was a recall on the car for the transfer case to be replaced under warranty, so they replaced it.

As this didn't fix the issue, it went back to the gear specialist, who put the latest PDK software onto the car, and so far all seems fine.

In hindsight, I think Porsche would have replaced the transfer case regardless, and I believe it's the same for anyone with a 2014-2018 Macan. As we didn't buy the car new, we wouldn't have got an email saying the work needs doing.

 

Glad things worked out for you in the end. Not a nice way to start your ownership journey but hopefully it's in the past now.

 

Another week another issue!

Car was due a minor service, so took it in to the specialist.

Flagged a few issues which I'll need to address, some more urgently than others.

The engine mounts have degraded. Due to the heat and dryness we get in Dubai, it's caused the rubber in the mounts to start to perish. He's said they're "OK" for now, but at some point in the near future they'll need replacing.

The other slightly more concerning issue, which will need addressing asap, is the driveshaft support bearing.

The mechanic mentioned that the OEM part for this can be a little pricey, but has recommended a company called JBX, who apparently deal more with VAG cars, but do also seem to make them for the Macan

Another month... Another repair bill...

 

So my 2015 Macan Turbo's mechatronics unit just failed. It got the "Gearbox Fault possible no R-gear. Possible to drive on" error. It lost reverse and 2, 4, and 6th gear. My mechanic had a Porsche tech confirm that it is the mechatronics unit. I was given the option of buying a new unit from Porsche and with all the labor it will end up around the 5200$ mark. From this thread I brought up the option of buying this kit, https://www.shenghaiautoparts.com/s...-0b5398048-transmission-solenoid-and-internal-wire-harness-repair-kit-for-audi/

He said that he is not sure if it would need to be reprogrammed after the rebuild and if it did, he wasn't sure if he could do it or not. If not, the car would have to go to Porsche to get reprogrammed and he wasn't sure how Porsche would react to it since they are recommending a new unit. Has anyone gone the rebuild route? It is quite a bit cheaper, but I don't want to go down that road if I'm going to just have to buy a new unit anyway.

Thanks!

 

Try that kit, no reprogramming is needed for that.

If that doesn't solve your problem, buy a new Mechatronic unit, and transfer your TCU from the old Mech to the new one. Most likely the old TCU is fine. Then some simple "adaptations" need to be run (with an aftermarket scan-tool like X431, Autel.....) but you won't need a Porsche dealer to program a new TCU with your VIN.

 

I did this and still have the 2-1 downshift issue. Must be changes in the module. At any rate , I'm real good at taking out and putting in the Mech unit. I should have just bought tires.

 

Hello. I have 2017 macan turbo. Looks like I my mechatronic is bad.
would like to mask you guys if you all know what’s the part number of that mechatronic. Thank you so much

 

Hello. I have 2017 macan turbo. Looks like I my mechatronic is bad.
would like to mask you guys if you all know what’s the part number of that mechatronic. Thank you so much

In less than 0.7 seconds, my friend Google provided the answer. It took longer than the 0.7 seconds to type my search string.

Be sure to add its functionality to your browser!

 

Rebuilt valve-body portion of the Mechatronics. You transfer your original TCU to this rebuilt valve-body.

Valve body (mechatronics) without electronic control unit, automatic transmission 0B5 (DL501) 0B5325025T 0B5325031N regenerated 0B5325031N — $700.00 (maktrans.net)

 

Try that kit, no reprogramming is needed for that.

If that doesn't solve your problem, buy a new Mechatronic unit, and transfer your TCU from the old Mech to the new one. Most likely the old TCU is fine. Then some simple "adaptations" need to be run (with an aftermarket scan-tool like X431, Autel.....) but you won't need a Porsche dealer to program a new TCU with your VIN.

Rebuilt valve-body portion of the Mechatronics. You transfer your original TCU to this rebuilt valve-body.

Valve body (mechatronics) without electronic control unit, automatic transmission 0B5 (DL501) 0B5325025T 0B5325031N regenerated 0B5325031N — $700.00 (maktrans.net)

@VAGfan, just to clarify, if you transfer your TCU to the rebuilt Mechatronic unit, then neither of these repairs would require a trip to the Porsche dealer, correct?

It appears the repair kit is $580 versus the rebuilt Mechatronic being $700. Other than saving $120, is there any advantage to doing the repair kit over just purchasing the rebuilt Mechatronic?

After reading through some of the other transmission repair threads, I see a lot of good advice from you, so I was wondering what percentage of Macans with transmission problems do you think could be repaired with either the Mechatronic repair or rebuild? And if the rebuilt or repaired Mechatronic doesn't work and it needs a replacement transmission, what’s your opinion on buying a used transmission to swap in?

Thanks very much in advance!

 

Hi folks,I have a 2016 Porsche Macan S with 82k miles on it. A couple of days back I had the transmission fault message appear. It doesn't reappear after restarting the car and the car drives fine.
After having it scanned at a local indi the PIWIS returns "P17E100 2nd gear actuator - mechanical fault" code in the vehicle memory. At the time of scanning the vehicle was driving normally and all PDK parameters read normal on PIWIS. The indi shop did not have much idea on the error code. Does anyone have any suggestions/experience with this code? Do you folks think it's a bad mech unit?

 

If you transfer your old TCU to the new (or rebuilt) Mechatronic (valve-body portion), then no Dealer-only reprogramming is needed, but you probably need to have the calibration routines performed, which can be done at a Dealer, or with a clone PIWIS, Autel, or Launch scan-tool. The calibration routines would be needed if the new Mechatronics does not operate smoothly (shifts, clutch engagements/disengagements).

If a new TCU is installed, then a programming of the VIN, into the new TCU, is needed, as that is tied to the anti-theft system. I believe, only a dealer can do that.

The repair kit (which is only the two black interconnect boards) is expensive if a genuine kit is purchased (like what ECS sells), but much cheaper if aftermarket/clone kits are bought (like on Amazon or Ebay). If you are willing to take the risk that you may need to repeat the board replacement process, if a cheaper board fails, then it might be worth trying the cheaper board kits before I would try replacing the Mechatronic valve-body unit. Pulling the Mechtronic out, to replace the board, or replace the valve-body section is not a major undertaking for a mechanically inclined person, but following the instructions is critical to prevent damage to the ribbon cable that runs to the circular electrical connector that passes thru the transmission case. Of course a lift makes the job much easier, but I have heard people doing this on ramps too.

I think earlier DL501 transmissions had more issues with the black interconnect boards, like DTCs related to open circuits, or implausible clutch fluid temperatures, open electrical circuits of the solenoid valves, or open or implausible input speed sensors. The later production of these boards were improved to be more durable.

But if your DTCs are like clutch pressure too high/low, or "adaptations limits" exceeded, or mechanical "blockage" type of faults, then it is more likely a problem with the Mechatronic valve-body section. I don't think the TCU itself is a typical failure area.

One last area of issues are with the position sensors on the Mechatronic, which sense the position of the shift-forks. These sensors are opposite a small magnet which is part of the shift fork. Small ferrous magnetic particles, in the fluid (normal) can "stick" to these magnets, which can make the sensor read an inaccurate position of the shift fork, thereby causing DTC codes related to mechanical shift fork positions. The fix for these is to remove the Mechatronic unit, and wipe the magnetic particle sludge off of the ends of the four shift forks.

I think 99% of DL501 problems are with Mechatronic issues. The rest of the transmission is pretty robust, consisting of a 7 speed gear-box, and an oil-pump, and the dual-clutch assembly. There is one more electronic item inside the gear-box section, the "Gear Selector/Drive Range sensor, and the gearbox input speed sensors", but that rarely fails in later production DL501 transmissions. (This sensor does fail more often in the PDK of the 911, but that is a different transmission design/manufacturer).

Concerning a used DL501 transmission, that would be a last resort, but be aware that the DL501 fitted to the Macan had two different transmission cases, one for Porsche V6 engines, and a different one for the 2.0 4-cylinder and Audi V6 equipped Macans. This is because the engine bell-housing bolt patterns are different.
One risk with a used DL501 is that the wear condition of the dual-clutch may be unknown.

 

Wow! Thanks very much for the thorough answer. The 2015 Macan Turbo I just bought last week just has a transfer case problem, and I have a new (reman) one coming this week. I do have a lift, so I'm hopeful that the swap of a transfer case is not that big of a deal.

I ask about the transmission issues for 3 reasons. First, I'd like to be prepared if I do have a transmission problem on the car I just bought. Second, I have seen another Macan on the market with a bad transmission, and I'm considering taking a risk on buying it to repair and then either use for my wife or just sell. Third, I really, really like the Macan (much more than I thought I would), yet I see a lot of complaints about the vehicle. Having been around Porsches for a while, it seems to me like these issues are kind of running through the normal Porsche "gestation" period - new model, has some serious flaws for the early purchasers that gives the model a bad reputation, the aftermarket steps in and comes up with effective repairs, then the model becomes well respected in the end. The 996 series is a perfect example (I've had 3 of them), but honestly there are many examples. So, because I think they are just such great little SUVs, I'd like to be able to chime in on the common misconceptions when visiting with friends about them. The transmission problem seems to be the most serious Achilles heel of this model, but if a repaired/rebuilt Mechatronic unit can be installed as a DIY for around $1,000, and there's a good chance that will take care of the problem (like 80% or more), then it really isn't a fatal flaw with the model. Just my 2 cents worth.

 

I agree with you 100%, VW / Audi / Porsche engines and transmissions need at least 4 to 5 years of production before the serious design flaws are addressed. The DL501 transmission has been in production since 2009, and by 2018 or 2019 it has gotten all (most?) issues fixed. You see the same issue with the Macan Transfer Case, which was designed and built by Magna, starting production in 2015. By 2018/2019 they got it right. And by then, they usually introduce a whole new engine/transmission design, and they start back at square-zero with design issues, sometimes the same as what they fixed in the prior generation!

I think your DIY replacement of the Transfer Case is certainly very doable, getting the damper off is the biggest challenge. Note that IF you need to remove the cross-brace, under the transmission, for better access, Porsche specifies that the brace can only be removed when the vehicle weight is off of the front wheels. I use a Quick-Jack on the ramps of my 4-post lift, when I need to remove the cross-brace, like when I service the internal filter of the DL501.

Please take lots of pictures of your replacement effort.

 

I agree with you 100%, VW / Audi / Porsche engines and transmissions need at least 4 to 5 years of production before the serious design flaws are addressed. The DL501 transmission has been in production since 2008, and by 2018 or 2019 it has gotten all (most?) issues fixed. You see the same issue with the Macan Transfer Case, which was designed and built by Magna, starting production in 2015. By 2018/2019 they got it right.

I think your DIY replacement of the Transfer Case is certainly very doable, getting the damper off is the biggest challenge. Note that IF you need to remove the cross-brace, under the transmission, for better access, Porsche specifies that the brace can only be removed when the vehicle weight is off of the front wheels. I use a Quick-Jack on the ramps of my 4-post lift, when I need to remove the cross-brace, like when I service the internal filter of the DL501.

Thanks for the tip as I do have a 4-post lift. I'll use the jack tray to take the weight off the wheels if I do that.
Do you happen to know if the Genuine Porsche reman transfer case comes with a vibration damper installed? Although I have one ordered, none of the parts suppliers (Porsche dealers included) show a picture of the part anywhere. I've asked @Cookem16 to borrow his custom-made damper puller, but he said he thought the reman unit would come with one already installed. I hate to bother him to ship it out to me if I don't need it, but I also don't want to delay another week or so waiting for the puller if the reman transfer case doesn't come with a damper installed.

 

No idea if the damper comes with the rebuilt TC, but I would guess that it is not included.

 

Sitting at a stoplight, the transmission started going from 1rst to 2nd making clunking noises just like when when you’re calibrating the PDK. Sport mode made it go away. Gear position sensor?
No codes.
I do like the idea of cleaning the forks.
Time to research the gear sensor.
Your thoughts?

 

Thanks for the tip as I do have a 4-post lift. I'll use the jack tray to take the weight off the wheels if I do that.
Do you happen to know if the Genuine Porsche reman transfer case comes with a vibration damper installed? Although I have one ordered, none of the parts suppliers (Porsche dealers included) show a picture of the part anywhere. I've asked @Cookem16 to borrow his custom-made damper puller, but he said he thought the reman unit would come with one already installed. I hate to bother him to ship it out to me if I don't need it, but I also don't want to delay another week or so waiting for the puller if the reman transfer case doesn't come with a damper installed.

y

Thanks for the tip as I do have a 4-post lift. I'll use the jack tray to take the weight off the wheels if I do that.
Do you happen to know if the Genuine Porsche reman transfer case comes with a vibration damper installed? Although I have one ordered, none of the parts suppliers (Porsche dealers included) show a picture of the part anywhere. I've asked @Cookem16 to borrow his custom-made damper puller, but he said he thought the reman unit would come with one already installed. I hate to bother him to ship it out to me if I don't need it, but I also don't want to delay another week or so waiting for the puller if the reman transfer case doesn't come with a damper installed.

from suncoast
Genuine Porsche factory remanufactured transfer case and installation hardware. If you have an unusual shuttering effect under acceleration, this could be the issue. Have your Macan inspected to verify before you order. Our kit comes with a factory remanufactured transfer case, vibration damper, gaskets, and hardware recommended by Porsche.