The PDF was salvaged from the M3 Post side <---Click to view PDF
DCT Model # GS7D36SG
Clutch Pack Upgrade Provided by: SSP Performance
This is the exact same DCT found in the M3, 335iS, 135i, 135iS, & Z435iS
See PDF for more specifics and knowledge base. Information collected will be added "progressively"
DCT Hydraulic Clutch Pressure Data
The 18 bar clutch pressure limitation is here specific to the M3. Being that the N54 DCT stock torque is significantly more, and launch control RPMs are set to 5k RPMs(static) then the 335iS bar pressure more than likely was increased.
The good news is when we add more power the clutch pressure can be increased to a max of 30 bar via Mechatronics reprograming.
Bar pressure is limited differently per model BMW series cars. So a M3 or a 135i example of clutch slippage will be inaccurate to determine when slippage will occure when adding more power to the N54 DCT (335iS and Z4-35iS)
The PDF attachment also educates when slippage can occure even on a stock DCT car. One prime example is overheating and what the DCT logic does with clutch pressure to cool down the transmission.
******* More To Add ******
DCT Model # GS7D36SG
Clutch Pack Upgrade Provided by: SSP Performance
This is the exact same DCT found in the M3, 335iS, 135i, 135iS, & Z435iS
See PDF for more specifics and knowledge base. Information collected will be added "progressively"
DCT Hydraulic Clutch Pressure Data
Quote:
Originally Posted by Page 43
The operating pressure is determined by a regulated control valve depending on the load
and the function selected. The system is protected by a pressure relief valve in the pump.
The pressure is regulated according to the following priorities:
Clutch engagement and disengagement
Gear changes
Cooling the clutch
Lubrication cycle.
The transmission oil pressure should be high enough to:
Be able to engage the clutches reliably.
Allow the gear selector rod to reach the required control shift speed.
The normal operating pressure range is between 5 and 20 bar, although it can be
increased up to 30 bar if necessary to maintain proper transmission operation.
At maximum shifting force, the pressure required to operate the selector rods can be the
same as the operating pressure.
The pressure required for the clutches is limited to 18 bar. The clutch is regulated by an
integrated proportioning valve.
Overpressure protection is ensured by a pressure relief valve.
Clutch cooling is map-controlled using a proportional valve.
and the function selected. The system is protected by a pressure relief valve in the pump.
The pressure is regulated according to the following priorities:
Clutch engagement and disengagement
Gear changes
Cooling the clutch
Lubrication cycle.
The transmission oil pressure should be high enough to:
Be able to engage the clutches reliably.
Allow the gear selector rod to reach the required control shift speed.
The normal operating pressure range is between 5 and 20 bar, although it can be
increased up to 30 bar if necessary to maintain proper transmission operation.
At maximum shifting force, the pressure required to operate the selector rods can be the
same as the operating pressure.
The pressure required for the clutches is limited to 18 bar. The clutch is regulated by an
integrated proportioning valve.
Overpressure protection is ensured by a pressure relief valve.
Clutch cooling is map-controlled using a proportional valve.
The good news is when we add more power the clutch pressure can be increased to a max of 30 bar via Mechatronics reprograming.
Bar pressure is limited differently per model BMW series cars. So a M3 or a 135i example of clutch slippage will be inaccurate to determine when slippage will occure when adding more power to the N54 DCT (335iS and Z4-35iS)
The PDF attachment also educates when slippage can occure even on a stock DCT car. One prime example is overheating and what the DCT logic does with clutch pressure to cool down the transmission.
******* More To Add ******