It has nothing to do with a formula. Torque is sent to the DCT TCU, the TCU uses the torque value sent as an axis lookup value in a table, and the table spits out clamping pressure. I'd imagine that much like the AT TCU, it is these internal TCU tables that are in fact limiting clamping pressure. Sending max TQ from the DME is getting you everything you can out of the DCT stock calibration. You will need to reverse engineer the DCT TCU, find the appropriate tables, and raise the right most cells to a higher line pressure.
Absolutely. Nailed it.
Hence our pressure on anyone who will listen (MHD, xHP, MagicMotorsports, God, the bum on the street) that this transmission is used in TONS of high end sports cars where people would pay good money for a solution:
M6
M5
M4
M3
M2
335is
z4 35is
135is
335i (non NA market)
135i (non NA market)
235M
Plus all the non-BMW uses of this transmission too. You are looking at a potential market population that dwarfs anything xHP or MHD have targeted combined and then multiplied by a factor of 4-5.
xHP, MagicMotorsports, and MHD have all proven their technical acumen...
And all have shown they are absolutely lousy at the business side of running a business. Magic won't respond to emails and requests, xHP can't forecast potential revenue based on business development, and MHD undervalues their product based on obvious market input and sits back complaining how they don't have the money/time to move development faster.