Best DCT Clutchpacks - SSP vs Dodson
- Thread starter doublespaces
- Start date
Do not mean to thread jack I am local to @doublespaces and will also be performing a DCT swap on my 135i with upgraded twins in order to hold more torque as i previously had issues with the auto trans slipping. I have been debating on what clutches to order because i need something that can hold 600 to 700 ftlbs consistently. @DMS how much torque will the plus kit support?
I have attached my previous dyno below for feedback
@BMWJunkie do you know if it is possible to perform a DCT swap and use the 3.15 M3 final drive in conjunction with the M3 gts software?
Lets assume the 3.15 works with the gts software and the n54. I think that it will be drivable but may have other slight annoyances. The main issue with that setup is the 3.15 gearing itself. If you run 130ish mph in the quarter mile you will need to shift into 6th gear before the finish and have a top speed of 170-175mph in 7th
You also have to keep in mind the 3.15 was used on a car with a 8400rpm redline.
I currently use a 2.81 gear in a m3 differential and even at 500hp/550tq I feel I am shifting to much and could benefit a taller final drive ratio.
Crap, that's kinda what I expected, but I was hoping not. Mfactory diff it is. Thank you for the information.
See we have a great debate going on here. Just wanted to chime in here to say hi to everyone.
We appreciate all the business from everyone.
We appreciate all the business from everyone.
SSP will be releasing our new Spec-Z Performance Clutch System for the BMW DCT. Our new 10/10 plate clutch system will hold 1200 ft/lbs of torque. This is the largest torque handling clutch on the market for the BMW DCT transmission. Our entire clutch line drive like stock, adapt on the very first try, thus eliminating down time.
The way I understand it there’s no point having all that capability until someone can reprogram the torque tables in the box??
There are 2 known vehicles here in the US that are making 1000 ftlbs at the wheels already without touching torque tables. FYI
I get that they are hanging in there but no one knows if they’ve hit the maximum clamping pressure on those clutches or if they can take much more....
Why would you need more clamping pressure if the clutch is holding the power? Makes no sense. By adding more line pressure to the vehicle you risk the chance of damaging other components. Raising the pressure would put the shift forks, synchros, and synchro sliders at risk to name a few parts. Proper tuning, adaptation, and matching a clutch to the correct power level is key. Why risk damaging the transmissions internals..... JM2Cnts
Precisely - We dont know if we are or we aren’t achieving any pressure difference when we are reporting more torque. All we know is that the transmission isnt slipping when we dont want it to. We are going to be dropping 1000hp on those clutches without any real idea or control over what’s happening or how the box is handling it. Is that wise ? essentially we are throwing hardware at a problem and we dont know what the problem is.
With these better friction materials could we not be operating at lower pressures and prolonging the life of our gearbox components as well? I’d buy a clutch pack that enabled me to do that.
Then why would you be commenting about "cracking" the software to obtain higher line pressures? You make no sense.
The BMW transmission, no matter the material will apply adequate pressure to obtain the target torque request by the ECU. The amount of friction plates in a clutch basket increase the frictional surface area exponentially. The ECU will automatically reduce pressures because increased friction material is being used. In essence increased friction surface will need less pressure to accomplish the same end result....
The BMW transmission, no matter the material will apply adequate pressure to obtain the target torque request by the ECU. The amount of friction plates in a clutch basket increase the frictional surface area exponentially. The ECU will automatically reduce pressures because increased friction material is being used. In essence increased friction surface will need less pressure to accomplish the same end result....
I dont make sense to you because you dont think like me and that’s just a communication issue.
Please answer my question. Could we run lower clamping pressure with the increase in friction area? I think the answer is yes. You’ve said that the box does this automatically... great...How do you know that the BMW ecu is “automatically reduce(ing) pressures” ? Have you got some logs that show this happening ?
Please answer my question. Could we run lower clamping pressure with the increase in friction area? I think the answer is yes. You’ve said that the box does this automatically... great...How do you know that the BMW ecu is “automatically reduce(ing) pressures” ? Have you got some logs that show this happening ?
I am not commenting on what I know about what the transmission does. We spend tons of hours logging this car to produce transmission products. Lets just say that the transmission is very smart and can adapt according to frictional surface area.
Im aware of that because the clutches wear over time and in order to maintain consistent engagement it would have to adapt. I dont think that leaving stock programming in a box where you are doubling or even tripling the torque input whilst changing friction coefficients drastically is the best way to do this is all. If i had two businesses selling me the same or similar product and one offered reprogramming and one didn’t i know which one I’d pick.
Well, I think if they work then they work. The transmission hasn't been cracked, at least not publicly in a meaningful way so we can't do anything about it. If the existing or new clutches work, I'm interested to hear what they can or are doing. I know there is an M5 that is putting down good power with the Spec R but needed to upgrade them. I haven't kept up with the progression however so I'm a bit out of that loop.
