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      12-12-2014, 02:39 PM   #1
IenaPliskin
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Exclamation Possible DCT problem in SPORT Mode on my 335i

Hello everybody,
I am a new user and I am happy to share with your the joys and sorrows of our BMW

I think I have possible issue with my DCT gearbox,when i drive in Manual mode and SPORT button ON, at low speed (30-50 km\h) with second gear engaged i push full throttle,
the car accelerates smoothly and when i decide to change the 2nd to 3rd gear between (4500-5000 Rpm range) i loss torque for a seconds.

It only happens in this rpm range (4500-5000),because if i change the 2nd to 3rd gear at 5200,5500,6000 ecc rpm range all works fine
It only happens when i change the 2nd to 3rd gaer,all other gear works fine without any issue...

Please help me
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      12-13-2014, 05:46 PM   #2
old grey steve
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Quote:
Originally Posted by IenaPliskin View Post
Hello everybody,
I am a new user and I am happy to share with your the joys and sorrows of our BMW

I think I have possible issue with my DCT gearbox,when i drive in Manual mode and SPORT button ON, at low speed (30-50 km\h) with second gear engaged i push full throttle,
the car accelerates smoothly and when i decide to change the 2nd to 3rd gear between (4500-5000 Rpm range) i loss torque for a seconds.

It only happens in this rpm range (4500-5000),because if i change the 2nd to 3rd gear at 5200,5500,6000 ecc rpm range all works fine
It only happens when i change the 2nd to 3rd gaer,all other gear works fine without any issue...

Please help me
We see a shed load of Auto's and SMG's with faults and susally get them locked quite quickly the DCT on the other hand is a different beast and at a guess and it is a guess I'd be looking at the following:

Get the car to a specialist that can correctly carry out a probing investigation into any recorded faults within the gearbox(you are looking for recorded incidents that the gear box ECU and the main ECU has recorded and has stored within the memory. Once armed with this I'd do the following as a precautionary measure befoe doing anything else. Remember the DCT has 2 clutches one for the even set of gears one for the odd set of gears which work in unison.

Get the car in the air(remove any obscuring covers) and look for leakage around the plastic sump pan area and also around the pressure filter that lives on the nearside of the gearbox towards the front(it looks like a cannister and has a cap)and has a rubber seal(I've only seen one up close myself)but we don't usually see the DCT box in with any issues as as said a pure guess all this(but there is a logic to this)but remember the set up is a dry sump set up and therefore to see fluid IMO would be unlikly unless a seal is letting go.

If there is any leakage sign then I'm guessing the gearbox is scaveging for fluid that under pressure/demand isn't being delivered and using manual mode there will be more stress/strain and therefore more demand placed on the system but as siad leakage is doubtful.

Another option due to the dry sump set up is the internal sucking pump which may well be scaverging too if there is a lack of internal fluid or fluid delivery(refer to diag report for this). Re the pressure filter if requirdd there is a repair kit for this I'm guessing that the part in question is a superceeded part meaning it may well of been changed or had a design change(again a pure guess)but I know one exsists.

(The big question re DCT's seems to be repairing if there is a fault. I'm not aware of company's activally repairing these like they'd advertise auto's/SMG's but BMW sell the sump kit and other stuff.)

If there is no leakage present then you need to refer back to the diagnosis info really as there will be clues hopefully there re recorded events that have taken place.

I understand from M3 type expierience and customers we see that these gearboxes are very strong and clutch wise are consdered over all to be a durable propersition.

And here's my theory. If I'm right when the DCT's first appeared there were a good few software updates produced to update the boxes due to various gremlins and here might lie the answer to your problem. At higher revs and load the torque limits might actualy of been seen to of been exceeded a blip if you like the car will recpgnise this and act accordingly(cluch slip might have been recorded)

If there are faults stored and all the above has been checked preoviding the garage who's looking after the car is fullly comfortable with this they could clear the codes(if stored)test drive to see if the codes return if they don't then update the software to 2013/14 spec then clear both the gearbox adaptations nad the engine adaptaions together(when you update the software you need to seperatly re set the adaptations too in many cases)but again on the DCT's my knowledge due to lack of issues isn't as thorough as the SMG's and auto's we see all the time.

The vehicles mechatronics unit then will be restored and re set accordingly and you'll need to go through an adaptive re learn process which means you'll need to educate the car in terms of driving and introduce it gently to various loads/speeds allowing it to change gears up and down accordingly say for a good 100k's or more.

Diagnostic wise you need the gen BMW stuff or someone with say the licenced AutoLogic kit to get this done and done correctly.

Please be aware that this is only a guess but the above practice is what we follow re the auto's/SMG's but please remember this is a different beast to both of those gearboxes.

Oh and welcome
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Last edited by old grey steve; 12-13-2014 at 05:56 PM.
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      12-13-2014, 09:03 PM   #3
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Quote:
Originally Posted by old grey steve
Quote:
Originally Posted by IenaPliskin View Post
Hello everybody,
I am a new user and I am happy to share with your the joys and sorrows of our BMW

I think I have possible issue with my DCT gearbox,when i drive in Manual mode and SPORT button ON, at low speed (30-50 km\h) with second gear engaged i push full throttle,
the car accelerates smoothly and when i decide to change the 2nd to 3rd gear between (4500-5000 Rpm range) i loss torque for a seconds.

It only happens in this rpm range (4500-5000),because if i change the 2nd to 3rd gear at 5200,5500,6000 ecc rpm range all works fine
It only happens when i change the 2nd to 3rd gaer,all other gear works fine without any issue...

Please help me
We see a shed load of Auto's and SMG's with faults and susally get them locked quite quickly the DCT on the other hand is a different beast and at a guess and it is a guess I'd be looking at the following:

Get the car to a specialist that can correctly carry out a probing investigation into any recorded faults within the gearbox(you are looking for recorded incidents that the gear box ECU and the main ECU has recorded and has stored within the memory. Once armed with this I'd do the following as a precautionary measure befoe doing anything else. Remember the DCT has 2 clutches one for the even set of gears one for the odd set of gears which work in unison.

Get the car in the air(remove any obscuring covers) and look for leakage around the plastic sump pan area and also around the pressure filter that lives on the nearside of the gearbox towards the front(it looks like a cannister and has a cap)and has a rubber seal(I've only seen one up close myself)but we don't usually see the DCT box in with any issues as as said a pure guess all this(but there is a logic to this)but remember the set up is a dry sump set up and therefore to see fluid IMO would be unlikly unless a seal is letting go.

If there is any leakage sign then I'm guessing the gearbox is scaveging for fluid that under pressure/demand isn't being delivered and using manual mode there will be more stress/strain and therefore more demand placed on the system but as siad leakage is doubtful.

Another option due to the dry sump set up is the internal sucking pump which may well be scaverging too if there is a lack of internal fluid or fluid delivery(refer to diag report for this). Re the pressure filter if requirdd there is a repair kit for this I'm guessing that the part in question is a superceeded part meaning it may well of been changed or had a design change(again a pure guess)but I know one exsists.

(The big question re DCT's seems to be repairing if there is a fault. I'm not aware of company's activally repairing these like they'd advertise auto's/SMG's but BMW sell the sump kit and other stuff.)

If there is no leakage present then you need to refer back to the diagnosis info really as there will be clues hopefully there re recorded events that have taken place.

I understand from M3 type expierience and customers we see that these gearboxes are very strong and clutch wise are consdered over all to be a durable propersition.

And here's my theory. If I'm right when the DCT's first appeared there were a good few software updates produced to update the boxes due to various gremlins and here might lie the answer to your problem. At higher revs and load the torque limits might actualy of been seen to of been exceeded a blip if you like the car will recpgnise this and act accordingly(cluch slip might have been recorded)

If there are faults stored and all the above has been checked preoviding the garage who's looking after the car is fullly comfortable with this they could clear the codes(if stored)test drive to see if the codes return if they don't then update the software to 2013/14 spec then clear both the gearbox adaptations nad the engine adaptaions together(when you update the software you need to seperatly re set the adaptations too in many cases)but again on the DCT's my knowledge due to lack of issues isn't as thorough as the SMG's and auto's we see all the time.

The vehicles mechatronics unit then will be restored and re set accordingly and you'll need to go through an adaptive re learn process which means you'll need to educate the car in terms of driving and introduce it gently to various loads/speeds allowing it to change gears up and down accordingly say for a good 100k's or more.

Diagnostic wise you need the gen BMW stuff or someone with say the licenced AutoLogic kit to get this done and done correctly.

Please be aware that this is only a guess but the above practice is what we follow re the auto's/SMG's but please remember this is a different beast to both of those gearboxes.

Oh and welcome
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      12-14-2014, 12:54 PM   #4
IenaPliskin
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Thanks a lot my friend for your support and for your help
You are right:
The vehicles mechatronics unit then will be restored and re set accordingly and you'll need to go through an adaptive re learn process which means you'll need to educate the car in terms of driving and introduce it gently to various loads/speeds allowing it to change gears up and down accordingly say for a good 100k's or more.

I need to perform an relearn procedures of the DCT at the dealer, i will update the post on Monday.







Quote:
Originally Posted by old grey steve View Post
We see a shed load of Auto's and SMG's with faults and susally get them locked quite quickly the DCT on the other hand is a different beast and at a guess and it is a guess I'd be looking at the following:

Get the car to a specialist that can correctly carry out a probing investigation into any recorded faults within the gearbox(you are looking for recorded incidents that the gear box ECU and the main ECU has recorded and has stored within the memory. Once armed with this I'd do the following as a precautionary measure befoe doing anything else. Remember the DCT has 2 clutches one for the even set of gears one for the odd set of gears which work in unison.

Get the car in the air(remove any obscuring covers) and look for leakage around the plastic sump pan area and also around the pressure filter that lives on the nearside of the gearbox towards the front(it looks like a cannister and has a cap)and has a rubber seal(I've only seen one up close myself)but we don't usually see the DCT box in with any issues as as said a pure guess all this(but there is a logic to this)but remember the set up is a dry sump set up and therefore to see fluid IMO would be unlikly unless a seal is letting go.

If there is any leakage sign then I'm guessing the gearbox is scaveging for fluid that under pressure/demand isn't being delivered and using manual mode there will be more stress/strain and therefore more demand placed on the system but as siad leakage is doubtful.

Another option due to the dry sump set up is the internal sucking pump which may well be scaverging too if there is a lack of internal fluid or fluid delivery(refer to diag report for this). Re the pressure filter if requirdd there is a repair kit for this I'm guessing that the part in question is a superceeded part meaning it may well of been changed or had a design change(again a pure guess)but I know one exsists.

(The big question re DCT's seems to be repairing if there is a fault. I'm not aware of company's activally repairing these like they'd advertise auto's/SMG's but BMW sell the sump kit and other stuff.)

If there is no leakage present then you need to refer back to the diagnosis info really as there will be clues hopefully there re recorded events that have taken place.

I understand from M3 type expierience and customers we see that these gearboxes are very strong and clutch wise are consdered over all to be a durable propersition.

And here's my theory. If I'm right when the DCT's first appeared there were a good few software updates produced to update the boxes due to various gremlins and here might lie the answer to your problem. At higher revs and load the torque limits might actualy of been seen to of been exceeded a blip if you like the car will recpgnise this and act accordingly(cluch slip might have been recorded)

If there are faults stored and all the above has been checked preoviding the garage who's looking after the car is fullly comfortable with this they could clear the codes(if stored)test drive to see if the codes return if they don't then update the software to 2013/14 spec then clear both the gearbox adaptations nad the engine adaptaions together(when you update the software you need to seperatly re set the adaptations too in many cases)but again on the DCT's my knowledge due to lack of issues isn't as thorough as the SMG's and auto's we see all the time.

The vehicles mechatronics unit then will be restored and re set accordingly and you'll need to go through an adaptive re learn process which means you'll need to educate the car in terms of driving and introduce it gently to various loads/speeds allowing it to change gears up and down accordingly say for a good 100k's or more.

Diagnostic wise you need the gen BMW stuff or someone with say the licenced AutoLogic kit to get this done and done correctly.

Please be aware that this is only a guess but the above practice is what we follow re the auto's/SMG's but please remember this is a different beast to both of those gearboxes.

Oh and welcome
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      12-14-2014, 12:57 PM   #5
IenaPliskin
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And many thanks to Kris of sspperformcance,that suggested me to perform a complete relearn of DCT gearbox
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      12-14-2014, 02:52 PM   #6
old grey steve
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Quote:
Originally Posted by IenaPliskin View Post
Thanks a lot my friend for your support and for your help
You are right:
The vehicles mechatronics unit then will be restored and re set accordingly and you'll need to go through an adaptive re learn process which means you'll need to educate the car in terms of driving and introduce it gently to various loads/speeds allowing it to change gears up and down accordingly say for a good 100k's or more.

I need to perform an relearn procedures of the DCT at the dealer, i will update the post on Monday.
Not a problem, but before just re setting the gearbox parameters and performing the required re learn procedure, take a few minutes out to check the fault vides and IMO check the underside for leakage of fluid. Re setting parameters when you've got a loss of fluid isn't the brightest of ideas hence you check to be safe and I falls well and diagnostic wise everything stacks up if there's no supporting software update then re set gearbox parameters and if you have the opportunity the engine ECU too as the engine was of worked in unison with the gearbox.
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