When Dual Clutch Transmission disappears, it’s undoubtedly a sign of the times. Whether you love it or detest it, it will be missed! The DCT proved that BMW truly is the Ultimate Driving Machine and was the best there is!
The popularity of the dual-clutch transmission (DCT) used by BMW M, a multi-speed transmission technology that uses two distinct clutches for odd and even gear sets, cannot be questioned. In fact, drivers who had M vehicles with it were head over heels in love with it! This is due to the fact that it produced rapid-fire shifts, was simple to use in any traffic, and provided more theater than the standard automatic. Bottom line: DCT sped up automobiles!
The DCT’s gear selector, which was described as a “bizarre type of transmission,” had the look of a frozen tear drop and had the most peculiar pattern. However, that pattern gave it personality and made it evident that it wasn’t your ordinary automatic gearbox. On the contrary, it was far more intriguing and unusual. The ancient DCT was in so many fantastic automobiles. It had excellent paddle shifters behind the wheel and had many levels of shift aggressiveness. You could be certain that you were operating a performance vehicle with a DCT and extremely quick, jerky shifts.
Fans of the DCT were a little miffed when the F90 M5 moved to a traditional, torque-converter 8-speed automatic from ZF. Even though the 8-speed was a top-notch automatic, people craved the quicker, full-throttle upshifts of the previous DCT. So, fans were much more disappointed when BMW gradually stopped offering the DCT for the M. That’s because the original DCT was associated with so many fantastic automobiles.
However, BMW has made the decision to abandon Dual-Clutch Transmissions in favor of conventional 8-speed torque converters, even in the M vehicles. The F90 generation M5’s 2018 model year launch marked the start of this transformation.
Following the phase-out of the DCT were the F10 BMW M5, F06/F12/F13 BMW M6, F80 BMW M3, and F82 BMW M4. DCT was originally an option for these cars, but it is no longer available. The new G80 BMW M3 and the G82 BMW M4 have both switched to the ZF 8-speed, hence the M Division no longer offers a dual-clutch option. And that modification is long-lasting.
Fans of the DCT should be aware that the BMW M2 is the only vehicle still using the BMW DCT.
All self-shifting transmissions for the M Division moving forward, whether they be the present ZF 8-speed or an upgraded model, will be conventional torque-converter automatics. Sadly, neither now nor in the future will there be a dual-clutch option. The DCT has officially said goodbye since efficiency is of the utmost importance in today’s automated environment!
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SKILLS, M, VOL.
Want the benefits of a torque converter gearbox with the ability to manually shift gears? With the M DCT, this combination activates BMW M for sporty drivers (M double-clutch transmission). This is made possible by the incredibly quick M DCT, which can be used either automatically or manually without affecting traction. You experience more driving pleasure and even better performance both off-road and on the racetrack as a result.
Even in M cars, BMW is switching from dual-clutch transmissions to eight-speed automatics.
Before the new 2-series is released, you should probably buy an M2 if you enjoy BMW’s dual-clutch transmission. According to BMW Blog, BMW is abandoning its dual-clutch transmissions across its lineup in favor of conventional eight-speed torque-converter automatic transmissions. Indeed, even in M vehicles.
Fortunately, a six-speed manual will still be available, according to the BMW representative. But depending on the model, there will be different iterations of an eight-speed automatic transmission listed there in place of the DCT.
The current M 8-speed automatic (8HP) has the following advantages over a 7-speed M dual-clutch transmission (DCT):
- matches the DCT’s performance
- More gears can be placed more closely together.
- increases fuel efficiency.
- enables use with xDrive all-wheel drive, whereas the DCT transmission was only intended to be used with rear-wheel drive vehicles.
The BMW Blog provided their own explanations for why this is plausible. Right now, efficiency is king, and the ZF eight-speed is simpler to tune for that. BMW’s significant electrification aspirations, though, are also set to materialize soon. When you know electric M vehicles are on the road, investing in the development of an upgraded DCT that could equal the performance of the eight-speed automatic doesn’t make sense.
With the new toothy G80 M3 and G82 M4 being the latest to swap the DCT for ZF’s eight-speed auto, that leaves the M2 as the final M-car with a DCT. The silent phase-out of the DCT began with the 2018 model-year launch of the F90-generation M5, according to BMW Blog. The M2 is already outdated, and spy images of the upcoming model are already circulating.
Given the current confusion around BMW’s marketing and overall direction, you might want to buy a new M2 nevertheless. It’s a tiny rocket that might end up being remembered as one of the greatest internal-combustion BMWs ever produced.
Actually, BMW Has a Good Reason for Not Including a DCT in the M3 and M4
Instead of the DCT system we are accustomed to seeing on the previous generation M-cars, BMW has opted to use the ZF eight-speed torque-converter automatic. Karsten, the person in charge of M GmbH’s transmission design, discusses in this video why an advanced performance vehicle like the BMW M3 or M4 would benefit from traditional transmission technology.
Karsten contrasts the benefits and drawbacks of the torque converter with the dual-clutch automatic. He instantly brings up the fact that dual-clutch automatic transmissions can use inertia to shift gears more quickly than torque converters. Using torque converters won’t work for it.
Torque converters, on the other hand, have always been incredibly smooth, especially at low speeds, which makes them perfect for high-end applications. It’s important to note that modern torque converters have advanced much from the clunky, performance-robbing “slush o’matics” of the 1990s and early 2000s. BMW is a luxury brand, but it’s easy to forget that with so many high-performance M models. Their transition back to more opulent cars includes the usage of a torque converter.
The new M3 and M4 won’t be any less thrilling because of this, either. A extremely capable device, the M8HP76 torque converter can change gears in as little as 150 milliseconds. The torque converter has additional benefits.
“We now have, in theory, all gears pre-selected with the torque converter transmission, through the converter lock-up clutch and the direct clutch to clutch shift,” says Karsten. He continues by saying that just one gear is pre-selected in a dual-clutch automatic. The rapid shift to the pre-selected gear follows from this. It will not be ideal to change to a different gear that has not been preselected, which is why some dual-clutch systems may feel clumsy or insufficient in low-speed applications.
Another factor in the new M3 and M4’s torque converter inclusion is packaging. DCT units are bigger, heavier, and more complicated because they are essentially two gearboxes in one. Whatever the case, modern torque converters have advanced significantly, and as Karsten says, “the gear shift is fairly close to perfection both in terms of speed and comfort.”
Is BMW DCT reliable?
The DCT (Dual-Clutch Transmission) used by BMW M received almost no criticism. Owners of M cars with the DCT raved about how much faster the shifting was, how much easier it was to use in traffic, and how much more entertaining it was than a conventional automatic, especially with that quirky gear selection.
The operation of a BMW DCT transmission
When operating in automated mode, the conventional DCT will pre-select the next gear and then carry out all the operations required to switch between gears. The two clutches will be activated and deactivated by the DCT as required to upshift during acceleration and downshift while braking. Sequential gear changes occur up and down, in numerical order. The dual-clutch gear pre-selection procedure allows a DCT to quickly shift through its whole range of gears.
A contemporary DCT can function as a clutchless manual in addition to automatic operation. This implies that the next gear can be chosen manually by the driver, typically utilizing levers (paddle shifters) on the steering wheel. There is no requirement for the driver to press a clutch pedal or engage a clutch in any other way. Both internal clutches in the transmission are automatically engaged by its hydraulics and electronics. Fast up-and-down gear changes are made possible by manual shifting, which also offers the driver total control over the way the transmission behaves.
How quick is the BMW DCT?
DCT is a product of BMW Motorsports, where winning on the racetrack depends on every tenth of a second.
The Performance Option 7-Speed Double-Clutch Transmission, which first appeared in the M3 Coupe, Sedan, and Convertible, is currently available for the new M3 and M4 vehicles and costs $2,900.
The BMW gearbox mechanism that enables quick gear changes is the 7-speed M DCT. Without interfering with the tractive forces like power and traction, it can reach 9,000 RPM.
BMW DCT uses a wet clutch.
The DCT clutches should wear much more slowly than an MT clutch because they are “wet” (immersed in oil), there are two clutches instead of one (half the wear on each clutch), and they are computer controlled (not subject to excessive operator-induced slippage).
Is DCT entirely automated?
Triple-Clutch Transmission (DCT) Typically, these gearboxes can be controlled fully automatically or manually using the paddle shifters on the steering wheel. Among other vehicles, a DCT is available in the Hyundai i20, Kia Sonet, and Volkswagen Tiguan All-Space.
Is DCT preferable to manual?
DCTs can shift more quickly than a person can, and they can be as efficient as manual transmissions. Because of this, it makes perfect sense to use DCTs in performance vehicles. DCTs will, however, find it difficult to squeak through traffic and up hills in normal driving. DCTs’ innate tendency to judder at low speeds is a flaw.
Is DCT superior to CVT?
As it doesn’t allow gasoline go to waste during transmission shifts, DCT is the most efficient transmission type available. Contrarily, CVT isn’t too far behind and is also reasonably effective. Power to the wheels is not interrupted by the belt’s constant movement between the pulleys. Both CVT and DCT have good fuel economy; but, if you want a transmission that gives you an advantage, choose a DCT.
DCT is it automatic or manual?
Although a few DCTs include manual driving modes, most dual-clutch gearboxes operate much like automatic transmissions, at least to the untrained eye. However, there is a lot more activity going on inside. A DCT isn’t actually an automatic, though. It’s a manual transmission that is automated.
Can you fix a DCT?
There aren’t many reports of dual clutch transmissions needing repairs.
As a result, unlike traditional automatic transmissions, a DCT cannot be rebuilt. It is necessary to buy and install a new unit.
If a replacement DCT transmission is necessary, budget at least $4,000 for the repair.
To extend the life of your DCT transmission, make sure to change the fluid at the suggested period or earlier.
Jason, a Canadian automotive content writer with experience in the auto service sector, has always had a fascination with vehicles and mechanics.
His first car was a 1980 Mazda RX-7, which is still dearly missed today. His portfolio of automobiles, motorcycles, and trucks has included a ’68 Ford Torino GT, a ’66 Ford Country Squire Woodie station wagon, and a ’96 Suzuki GSX-R 750 throughout the previous 20 years.
The 1988 Mazda RX-7 convertible with a turbocharger is Jason’s pride and joy. His résumé also lists his formal CASCAR accreditation.