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BMW 3-Series (E90 E92) Forum > E90 / E92 / E93 3-series Powertrain and Drivetrain Discussions > N54 Turbo Engine / Drivetrain / Exhaust Modifications - 335i > DCT slipping with lots of Torque? Nope!



View Poll Results: Does your DCT slip and/or Have Problems with 400tq+ ?
I have a DCT with 400tq+ and my clutch slips (I HAVE abused my transmission) 7 15.56%
I have a DCT with 400tq+ and my clutch slips (I have NOT abused my transmission) 12 26.67%
I have a DCT with 400tq+ and NO problems with my transmission (I HAVE abused my transmission) 13 28.89%
I have a DCT with 400tq+ and NO problems with my transmission (I have NOT abused my transmission) 13 28.89%
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      09-18-2012, 11:34 AM   #23
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Cool Great info

Im lookin at dct 135i hope to acquire one soon ..
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      09-18-2012, 12:40 PM   #24
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Originally Posted by BuraQ View Post
Make sure to get someone to reprogram the mechatronics or else even with the new upgraded clutch pack you will still get slippage cause it will think your still using the stock clutch pack for the specific car it was programmed for.



Oh trust me, the owner will know, torque is diminished, and performance drop will be very noticeble.



Thats interesting, I am 14 months owning my DCT 335iS and have done over 100 launches, 35 in one 90 hot day - recorded and witnessed, and perhaps done more launches than any N54 DCT owner and still running strong.

Have I expereince slippage, yea sure, but the slippage was due to driver error and not understanding how the DCT and its safety mechanisms work

Great comment about the mechatronic, for the ZF this is still undiscovered territory to my knowledge,but do you know if there are shops that can reprogramm the DKG mechatronic?
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      09-18-2012, 02:01 PM   #25
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Great comment about the mechatronic, for the ZF this is still undiscovered territory to my knowledge,but do you know if there are shops that can reprogramm the DKG mechatronic?
I was looking to ask RENNtech if they would be able to do it after doing the SSP clutch pack upgrade on my car. If anyone can do it it would be them. That will be some time down the road after turbo upgrade
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      09-18-2012, 02:46 PM   #26
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Interesting... ;-) Will also check with some German tuners.....
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      09-18-2012, 06:57 PM   #27
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I'm curious, when are your DCTs slipping? Are they not able to hold a gear and slip? Do they slip whrn you shift? Is it when you launch the car? Or is it when you hit the kickdown pedal?


Mine has always slipped when accidentally hitting the kickdown, even stock. I hate that stupid thing, seems retarded that the BMW engineers deaignes it to auto downshift when in manual mode, esoecially when it revs the car past the turbos' efficiency.
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      10-26-2012, 08:52 PM   #28
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Well, so far I've got 20 passes at the drag strip under my belt, and I've done more WOT pulls than I can count. I haven't experienced any slipping yet. I only have 7,500 miles on the car so far, but I'll try to update this on occasion.
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      10-26-2012, 09:52 PM   #29
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Quote:
Originally Posted by Kcyrusm View Post
Well, so far I've got 20 passes at the drag strip under my belt, and I've done more WOT pulls than I can count. I haven't experienced any slipping yet. I only have 7,500 miles on the car so far, but I'll try to update this on occasion.
what was ur hp i have 455tq on mustang dyno never spin before with 11k
e40
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      10-26-2012, 10:04 PM   #30
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I should be around 415whp amd 475wtq after getting my boost curve smoothed out further.
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      10-29-2012, 05:59 PM   #31
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I put out 419whp and 457wtq on a DynoJet. same bolt-ons as you no meth and no race gas on Cobb Protune aswell. Thinking about doing R&B Turbos but not sure if my DCT will handle it. what you think?
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      10-29-2012, 11:45 PM   #32
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I put out 419whp and 457wtq on a DynoJet. same bolt-ons as you no meth and no race gas on Cobb Protune aswell. Thinking about doing R&B Turbos but not sure if my DCT will handle it. what you think?
Only one way to find out do the upgrade, the worse case scenario is to lower boost if you find you reach the DCT stock limit on this car
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      10-30-2012, 12:06 AM   #33
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Only one way to find out do the upgrade, the worse case scenario is to lower boost if you find you reach the DCT stock limit on this car
BuraQ, have you consider doing upgrade turbo? and which? I would do the single turbo but I just want something alittle faster than now. Not too much not too little ya feel me? Thinking of R&B turbos. Would I need anything to go with this?
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      10-30-2012, 02:06 AM   #34
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Quote:
Originally Posted by Yodaime View Post
I put out 419whp and 457wtq on a DynoJet. same bolt-ons as you no meth and no race gas on Cobb Protune aswell. Thinking about doing R&B Turbos but not sure if my DCT will handle it. what you think?
Wow, nice numbers, especially without e85 or race gas!!

If you do go with upgraded turbos, please keep us informed and up to date on how it goes! I'm curious how the transmission will handle it.
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      10-30-2012, 02:20 AM   #35
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Wow, nice numbers, especially without e85 or race gas!!

If you do go with upgraded turbos, please keep us informed and up to date on how it goes! I'm curious how the transmission will handle it.
Same 0___0
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      10-30-2012, 05:31 AM   #36
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Hallo,

I have DCT 2010 and will get bigger turbos next week. Will keep you posted. Car has FBO, E85 without Meth.
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      10-30-2012, 12:14 PM   #37
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BuraQ, have you consider doing upgrade turbo? and which? I would do the single turbo but I just want something alittle faster than now. Not too much not too little ya feel me? Thinking of R&B turbos. Would I need anything to go with this?
Yes I am aiming for an "actual" twin Turbo Upgrade, not overhauled TD03 housing.

Seems ya have all the required boltons for the upgrade. THe only thing in question woul dbe the DCT when getting closer to 500 wtq
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      10-30-2012, 10:13 PM   #38
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I will be doing a FBO/RB install end of november. Will see how the DCT will hold.
What I actually already noticed is that driving in sport+DCT+DS is the best for the gearbox as it shifts quite agresive with limited slipping. I think I will buy a upgraded clutchpack next year when required. Some control on the mechatronic would be very beneficial for adjusting to higher torque specs.
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      10-30-2012, 11:36 PM   #39
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Glad to see some DCT's getting upgraded turbos soon! Can't wait to see the results!
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      11-28-2012, 10:39 PM   #40
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i have bms flash g5 an cobb on e40 im expirencing alot of slippen no compare to when i was pro tune car is way stronger
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      12-03-2012, 09:34 AM   #41
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I might have found somebody who can program the mechatronic. More news in 2 weeks. I do not have more info for now.
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      12-03-2012, 10:58 AM   #42
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I might have found somebody who can program the mechatronic. More news in 2 weeks. I do not have more info for now.
This is good news, but something I recently found which is only considered a theory until I get more qualified poeple to verify:

The DME reports to the DCT values that calculate how much pressure to apply to the clutches to avoid slippage from "increased HP" ie, boost, target, throttle position etc. This will be problematic for piggyback users ie clutch slippage should be more expected on such tuning platform

If your DME "thinks" the turbos are producing only 12 PSI the DCT calculates that into an aproximate HP value and then ups the bar pressure to 10 when in fact you are running more PSI and more HP, which causes the clutches to slip then leading to more heat which will lead to more slip.

Also brake Boosting is harmful to your DCT and will cause slippage if used too many times especially with a piggyback setup on the DCT 335iS exclusively

FYI, I am nearing 200+ launches using LC and my DCT is still STRONG, no slippage whatsoever
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      12-03-2012, 04:54 PM   #43
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Quote:
Originally Posted by BuraQ View Post
This is good news, but something I recently found which is only considered a theory until I get more qualified poeple to verify:

The DME reports to the DCT values that calculate how much pressure to apply to the clutches to avoid slippage from "increased HP" ie, boost, target, throttle position etc. This will be problematic for piggyback users ie clutch slippage should be more expected on such tuning platform

If your DME "thinks" the turbos are producing only 12 PSI the DCT calculates that into an aproximate HP value and then ups the bar pressure to 10 when in fact you are running more PSI and more HP, which causes the clutches to slip then leading to more heat which will lead to more slip.

Also brake Boosting is harmful to your DCT and will cause slippage if used too many times especially with a piggyback setup on the DCT 335iS exclusively

FYI, I am nearing 200+ launches using LC and my DCT is still STRONG, no slippage whatsoever
I can confirm that piggybacks are sending an altered torquo/load number to the gearboxes. This is at least required for the ZF AT's to avoid limp's. How software tunes are dealing with this I do not know.

What I do know is that for example the addaption proces, (you can force this by resetting your gearbox) can actualy harm your internals, because at that moment all the statsistics within the box are also wiped. These figures do also incorporate the wear of the internals. The box needs to "figure out" again how the wear was.
These stats get generated only when the box is within normal operational temps and so it is very important to carefully run the car after an adaption reset. If this is 1 on 1 applicable to a DKG I can not confirm, but that the DKG has a similair kind of logic I'm pretty sure about.
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      02-07-2013, 02:49 PM   #44
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Great info guys, keep it comin!

Can't wait to hear back with updates on the mechatronic tuning and upgraded turbo setups.

BuraQ, I see you broke into the 11's!!!!! Congrats dude!!!!!!




Update: I'm at 11,000 miles now, still going strong on my DCT, no slipping. There is a slight delay in power delivery on WOT, but Jake@PTF had told me previously that it is a known thing with the Cobb tune and is probably saving my clutches. I think I remember him saying it can be removed, but I don't wanna risk the stress.
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