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Learning About A DCT

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  • #16
    Thank you to all the posters on this thread. I just recently reviewed it all and now have a much better understanding of how the DCT works and what circumstances could cause drivers to become annoyed with it.

    Similiarly, many Corvette manual transmission owners do not like the 1-4 skip shift feature and have installed accessories to disable it. I have learned to like it. When it’s appropriate, I let it happen. When I don’t want it, I shift before or after the feature’s mph window. If it catches me unawares and I don’t want it, I’ve learned to immediately shift to 3rd or 2nd before applying power.

    So, I have a question for any of you with DCT knowledge or experience. Like Bikerjulio suggests, do you more or less unconsciously learn to manually compensate for those situations where the DCT logic becomes confused and does not give you the gear choice you really want?
    Last edited by AbqVic; 11-19-2018, 01:56 PM.


    • #17
      Originally posted by AbqVic View Post

      So, I have a question for any of you with DCT knowledge or experience. Like Bikerjulio suggests, do you more or less unconsciously learn to manually compensate for those situations where the DCT logic becomes confused and does not give you the gear choice you really want?
      In short, yes. The only real issue is the "kickdown" response when in auto mode. I find that in town I'm happy to noodle around in "auto". On the highway too. On the Golf R the system will switch to manual just by touching a paddle. So if you are in auto 7th and need a quick burst of acceleration, the answer is to flick the left paddle a few times before flooring it.


      • #18
        Here's the ultimate DCT writeup from the VWVortex forum, courtesy of member TranientMole. And a more complete response to AbqVic. VW's first production DCT was in versions of the 2003 Golf.

        The behavior of the trans is entirely controlled by software, and no doubt this is what GM will have been refining in testing.

        I wanted to start this thread to discuss tips and tricks DSG drivers can use in order to get the fastest shifts, and avoid some "not so obvious" driving style pitfalls which can lead to delayed gear changes and frustrating "*** is this thing doing" moments in MANUAL / TRIPTRONIC MODE. This isn't a discussion of Drive or sport mode, as there's really nothing to decide - Click it and stick it. This is all about shifting manually for those folks who like to drive it like a manual, and want to have the most fun with it I will be more than happy to update this original post with other tips and tricks as they come up and can be verified, and I am more than happy to update any of my findings if they are found to be less than accurate.

        Note : This thread isn't to discuss why like or don't like the DSG compared to a manual. There are lots of debate threads all over, if you don't have a constructive tip or discussion, please vent your opinion elsewhere - I'm not saying its not valid - Its just not constructive here I used to be a hard set manual guy myself, and still drive them *almost* exclusively. But please keep this thread on topic.

        It's All About Avoiding DSG *** Moments
        What is a DSG *** moment? If you have driven a DSG in manual mode, I bet you have had them. You are coming up on a stoplight in 4th gear, slowing down because the light is red, but you think you will catch the green, so you take your foot off the gas to slow down just a little, still in 4th....then right on queue you get the green light....a wave of euphoria sweeps over you for managing the delay (Your caveman ancestors would be beating their chest in this clear triumph) and you slam it down 2 gears and hit the gas the the floor and brace for the impending seat crushing acceleration and......

        .....absolutely nothing happens, its like you ran outta gas..... One thousand one....."What the fu----"...One thousand tw...... **PULL** **NECK SNAP** **Colorful Metaphor**.....

        Thats a *** moment. When you hit the gas expecting the car to move, but the transmission needed 1+ second to get into the right gear during which time you literally hit the engine brakes. You blame the DSG, just as your ancestors would. But unfortunately - this is all perfectly preventable (It was actually your fault) - Thats what this thread is about. Admitting you have a problem (hahah, okay okay) and looking for ways to fix it.

        In almost every scenario I can think of ever having a *** moment, the problems or unexpected behavior showed up when shifting into a lower gear from a higher one - So naturally most of the findings of this thread focus on this scenario. The DSG tends to weigh on the side of economy shifting, and you have to convince it you want anything else. You will almost never have a problem going from 0-100MPH cycling through all gears 1-6 sequentially, its going to be city driving where you downshift and the DSG simply wasn't ready for it. So how do we address that?

        While the DSG is not new, I was amazed at how much misinformation I received on it, and disappointed on the lack of available information centered around how to drive it to get what you want. Everyone had an opinion, but there were very few that were based on facts. I went on a quest some time ago to answer my own questions into its "sometimes seeming bizarre behavior", and found a ton of information about the transmission, but most of it was geared towards maintenance and how it works, but very little was about mastering the use of it. So using this information I started compiling scenarios, and identifying and dissecting *** moments, because this was the kind of information I wanted.

        The DSG is not even close to an automatic - I knew this. But it took understanding some basics about how it worked to move forward in my quest. Now admittedly, I am not an engineer, and I don't pretend to know everything about a DSG, but here are some things that I have found which helped my understanding, and made driving a lot more fun. If there is a DSG engineer out there who wants to call bull**** on any of this, add 2 cents, or even anyone with conflicting findings - please be my guest to discuss it here. My goal is to share things discovered that, through theory as well as trial and error, can help everyone have more fun in the DSG. If I mis-state anything technical, just tell me, I will be more than happy to correct it.

        Things Every Driver Should Probably Understand About Their DSG
        To give a basis for the tips and tricks here, you first have to have a basic understanding about a couple things. Now I don't want to go into how the DSG works in whole, there are a lot of articles and some cool videos - I suggest you watch this video in particular (if you haven't already) as it gives you a nice visual to see how the clutches and gearboxes work, and how the shifts are performed. But there are a couple of key takeaways important to understand :

        1) There are basically (2) gearboxes. So simplistically imagine 2 separate transmissions, each with their own clutch. This basically means that while one gearbox is in second gear with its clutch engaged to the drivetrain, the "other" gearbox is disengaged, standing by in some other adjacent gear - 1st or 3rd - whatever gear which the DSG thinks you will ask for next. This is a very important concept, as you need to realize that the way you drive influences the decision as which one is "Queued up", and the DSG constantly changes this selection based on various environmental and driver inputs.

        2) The gearboxes are gear specific, which means one gearbox handles gears 1,3,5 and the other gearbox handles 2,4, and R (in the NA 6 speed versions). The takeaway here is that each gearbox handles alternating gears. The power of a DSG is that while gear changes on one gearbox are relatively slow (anywhere up to ~800ms), the clutches can hand-off power from one gearbox to the other (changing your gear) almost in-perceptively quick, allowing the unused gearbox to shift to the next anticipated gear without the time being a factor.

        3) The rules that govern the shifting behavior of the DSG are NOT adaptive. Lets be clear about this. The DSG does NOT change the rules governing shifting behavior based on your driving style - It doesn't "Learn" those - These were hard coded sets of rules established by the engineers of the DSG software. It does dynamically change its operating parameters internally to account for clutch wear, etc - But none of that effects the rules for deciding gear changes - these are STATICALLY PROGRAMMED. This means you can reliably use what you know to influence the decision it makes by influencing some of the factors it takes into account. And that 2 drivers with the same DSG software in the same exact scenario will have the same outcome no matter what their previous driving "Style".

        The DSG is a Game - Play it - Really!
        I have written a few other posts here and there, and I always refer to driving with a DSG as a game. Recently one of my friends asked me why I call it that, and I said "Because it literally takes strategy to do properly." This alone accounts for why I personally get more enjoyment out of driving my DSG than I did a manual. A manual let me do exactly what I wanted, when I wanted - But it was always the same motions - I could only improve if I got faster, and this was a physical limit. Driving a DSG on the other hand has serious shift speed potential, limited only by your mental strategy. And if you play the "game" right, you can get more out of it than you would a manual, with shifts a manual could never perform. Think of it like less of a tool, and more of a game. You have to constantly think ahead, to whats coming next - Plan ahead, direct the car to "know" what you will do next instead of reacting in the moment and confusing it. The two things that I isolated which allow you to get the most out of the DSG are :
        • Always do your best to make sure the gear you want to be in next is queued up in the other gearbox. After all, if that alternate gear is queued up correctly, you will get a 800ms (Sometimes a lot more), and possibly some unpleasant side effects.
        • Identify habits *you* have that give the DSG mixed signals and mess up your attempt to perfect your ability to set the alternate gear.

        Disclaimer : These tips are just that - tips. There are MANY factors which influence the gear selection of the DSG, so far I haven't found just ONE thing that always works in every situation. Thats what makes it a game But the things I have listed below seem to be prerequisites to other inputs working. i.e. at certain times, speed and RPM might force a different gear selection even if you do your best with pedal position - So if you can find some methods, post them!

        Tip - Always let your clutch packs warm up.
        I used to not think this was such a big deal, but its probably the biggest deal. Not only for reliability and longevity of your DSG, but for predicting its operation. The brains of the DSG will completely ignore "Driver Input Parameters" if its worried about making sure the "Prime Directive" (Haha - Yeah I know) is met. Don't think for a second that the reason you had odd behavior between hitting the gas and the car starting to move wasn't because you just started the car 20 seconds ago, and no fluid is where its supposed to be yet. Relax. Give it a minute, especially before you ride it hard and put it away wet.

        Tip - Avoiding the Dreaded DSG Startup Lag - Release the brake, and don't throttle up until you feel the car inch forward or until you give it a half second count.
        This is seen when you go from a full stop *BRAKES ON* position directly to the throttle, and there is a half to one second delay before you start moving. It happens regardless of hill hold settings, launch control, or various other settings.

        One thing that is evident is that it is caused by a purposeful delay in the clutch engagement by the DSG when the brakes were *just* released (Including the handbrake, tried that). I am pretty sure the DSG waits until the brakes have been released for a specific amount of time before engaging the clutch. If you release the brake and wait until you feel the car inch forward then hit the throttle - you will start right up with no delay. Hill hold may prevent this workaround if you are on an incline, so if its bothersome you may consider disabling it. Have experiences with this? Post them!

        Incidentally, I believe (my opinion) this is actually a "Feature" - a designed behavior for a DSG, not a bug or unintended effect. Common sense would suggest that if you were stopped at a light, it would be ridiculous for the DSG to be applying partial clutch pressure in the event you might want instant GO - just imagine the excess wear on the expensive clutch packs that would cause. The DSG instead monitors the brakes, and while you are stopped and the brakes on, the clutches have no need to be engaged (No need to cause all that wear). The delay you witness when stomping on the gas from a stopped brake position is likely just the sum of the time it takes for your brakes to release and the clutch to engage, so my guess is there really isn't much you can do to get rid of this designed behavior, just anticipate and work around it using the above tip. My 2 cents!

        Tip - Increase Throttle Position *Before* a Downshift, Not After.
        Accelerator position is a major KEY in influencing the alternate gear selection. While there are many, many factors that go into telling the brains of the DSG what gear to switch the alternate gearbox into (And its impossible to get a handle on them all), "Intent" is a huge one. The DSG uses the throttle position to determine if you are thinking of accelerating (queues up a lower gear for performance) or not accelerating / decelerating (Queues up a higher gear for economy) -Seems pretty "Duh" right? If you are wanting to accelerate, you put the pedal down. If you don't want accelerate, you let off the throttle or hold it at minimal. Nobody would argue with that. But what you may not think about is that if you are used to driving a manual, and are now driving a DSG - your habits may *actually confuse* the DSG and make it think you want the opposite of what you are about to do. Here is what I mean. Lets look at a manual transmission driving scenario for downshifting from 3rd to 2nd to accelerate :

        Let off Accelerator -> Clutch In -> Downshift -> Accelerate / Clutch Out

        So now lets say you do the same thing in a DSG, so out of habit you do everything but the clutch :

        Let off Accelerator -> Downshift -> Accelerate

        If you do this (Which I found is exactly what I did) - This actually gives the DSG the wrong idea. If you are not on the accelerator, it assumes you don't want to accelerate. It assumes you want economy, not performance. So the alternate gearbox had a higher gear (4th) instead of a lower gear (2nd) chosen. Boom. You just caused an 800ms gear change instead of a 200ms one, and during that time you were off the accelerator during a time you could have been on it (You dont have a clutch now, you dont have to let off!) so you didnt even have propulsion the whole time you could have.

        So what if you broke the habit to let off the accelerator before a shift, and instead pressed the accelerator down *then* changed gears? You're letting the DSG know you want to accelerate - It will have the lower gear ready for you because you are telling it from the pedal position you want performance - not economy. Breaking this single habit was personally a game changer for me - I realized it was simply something left over from 20+ years of pressing in a clutch. Now granted, you cant just expect to be at zero throttle position, hit the gas and downshift and expect a quick change. You have to think ahead, and already have been accelerating by the time you need the downshift. Its a habit change to not try to let off the accelerator before a downshift, or at all if you don't need to - and do the opposite. This takes some discipline, and feels odd at first, but once you get rewarded with a quick pick up - It gets easier.

        If you can master this, I bet you will start noticing a substantial difference in gear availability. I noticed that I was able to start predicting when I would need the downshift a second ahead, hit the gas, pause, down shift and -Bam-. You end up not losing that second of "no power" driving during the shift due to your reaction time, momentum isn't broken, and you optimize the DSG's ability to help you out.

        Tip - Avoid downshifting more than 2 gears at once - Manage the gears down one at a time individually.
        This happens a lot to me, and is the source for most of my personal *** moments. I am driving in 4th, and find I need to get on it - HARD - to pass someone. So I do what I did in my manual. Shift into 2nd with 2 quick clicks on the paddles and floor it. And what happens? You feel like you hit the engine brakes - the car actually slows down - You hit your head on your steering wheel, and 1.5 seconds later you go into light speed and your neck snaps back in the seat. Ever had that happen??? (Okay maybe I embellished that a little) This is because you told the DSG to do the one thing it cant, and set it up for the worst case scenario. Remember that if you go 2 gears any direction, the dual gearbox cant help you, because the gearbox you are in handles both your current gear and the one you want. So what does it do? I have found that timing has a lot to do with it, and if the transmission detects the gear request with any delay at all between - but Something like this :
        • The alternate gearbox had 5th gear queued up instead of 3rd because you didn't have the accelerator down (Doh! Tip on accelerator position above), so it cant take the handoff from the current gearbox.
        • The clutch on your current gearbox has to disengage to perform the switch to second gear, but cant because the second gearbox isn't ready yet.
        • At this point Mass chaos ensues. I have personally seen different behavior on what happens next depending on if you have stock software or a custom DSG tune, but both feel close to the same...
        • On one, it seemed to say screw it, disengaged both clutches, you lose all power, it changes both gearboxes (from 4th to 2nd, and 5th to 3rd) but since they both finish at the same time, it skips the handoff to the alternate gearbox and just re-applies the current gearbox which is now in 2nd (And during that entire time you have no power to the wheels - at all).
        • With other software I noticed that there was still an 800ms initial delay (with no power, seemingly limited from the ECU not the clutch) as the alternate gearbox changed into 3rd to receive the switch, then the clutch for the alternate gearbox (now in 3rd gear) engaged, then another delay while the first gearbox changed from 4th to 2nd then did a 200ms switch back. This is like a 2 second+ delay. One was smoother yes, but no matter how you slice it, its a *** moment lasting much longer than it should.

        Avoid this by always having the accelerator significantly down before the gear change, and then managing the down shifts one at a time. While this might technically be slower than allowing the DSG to change as fast as it could, I have found it almost always results in a faster transition with a smoother feel and less downtime - and avoids the DSG getting confused and throwing you around.

        Tip - Be Consistent and Purposeful in Your Throttle Position.
        The only thing worse than having the alternate gearbox being in the wrong gear is having the alternate gearbox "on its way" to the wrong gear when you need it. This doubles the time of your shift because its got to complete the cycle time to the wrong gear before it can start its journey back to the one you wanted.

        What will cause this? Treating the accelerator like your first date, and being all over the place. Accelerating hard then backing off only to feather the throttle. This increases the chance you are gonna be sending the alternate gearbox somewhere you don't want it. I tended to do this sometimes, like when you're on a 2 lane road, backing a semi, and looking for an opportunity to pass. If you play with the throttle up and down, don't be surprised when you pull out into your gap and find that your power doesn't kick in for a good second. Try to be mindful of those situations, as it has an effect on the gear availability. Also, realize that pressing in the throttle 5% isn't likely to sway the DSG into thinking you want performance. You will have to commit to a large enough throttle position change to warrant attention.

        Tip - When Slowing Down, Downshift Accordingly. Don't Wait Until You Need to Re-accelerate to Request a Downshift - from Pelican18TQA4
        While some other methods described help alleviate any pauses in acceleration, if you're downshifting as you slow, you'll already have the appropriate gear for re-accelerating.

        I love this observation. Maybe you already do this - Maybe it matched your previous manual driving style. If so, you probably had fewer issues with gear availability when driving the DSG. But if it wasn't, or if you used neutral and coasted on the clutch a lot, or even if you did a little of both for some passenger comfort - what mattered little in manual matters a lot in the DSG. It's just a matter of changing your mindset to stay in a gear, even if it wraps up the RPM's, adopting the engine brake mentality. If you want instant-on performance, ride the gears down, keep the RPM's in your sweet spot as you slow, and you'll not have to convince the DSG anything if you decide to hit it. (Not to mention your brakes will probably LOVE you for it)

        Last edited by Bikerjulio; 11-20-2018, 02:34 PM.


        • #19
          Bikerjulio, thank you very much for providing us the most valuable post of the day (maybe of the week).

          I am glad this thread is, and will always be, stickied, so that when I get my car and drive my first DCT, I am can easily find this thread, find this post and re-read many more times.

          Thank you again!
          Last edited by John; 11-20-2018, 04:16 PM.
          Some many questions about the ME right now; so few concrete answers yet!

          Excited owners of a 2015 Z06. Lifetime, annual contributors, and 20 year members of NCM. A ME C8 Corvette is coming next.


          • #20
            Thank you Bikerjulio. That last post explains a lot. You need to learn how to work with the programming.


            • #21
              So that we can keep the edjucatin' going on the DCT topic (which is very interesting), here's a video from Jay Leno that does a nice job of describing the operation of this type of transmission:

              Current Vettes:
              '68 Lemans Blue 327/350 Convertible
              '91 Turquoise Convertible w/hardtop
              '14 Lime Rock Green 2LT Convertible, Black Top, Kalahari, 7-Speed, Performance Exhaust - Ordered on 4-1-2014, 2000 Status on 4-10-2014, TPW 5-12-2014, Built on 5-16-2014, Picked-up at dealership on 5-30-2014
              "Delta t = 23"


              • #22
                Thank you Mobius. I have bookmarked it and will double back shortly to view it.
                Some many questions about the ME right now; so few concrete answers yet!

                Excited owners of a 2015 Z06. Lifetime, annual contributors, and 20 year members of NCM. A ME C8 Corvette is coming next.


                • #23
                  My experience was with a 6 speed DCT in a lowly Volkswagen Jetta TDI. I put 80,000 trouble free miles on it. It had two shift modes, normal and sport, and you could either go through the gears sequentially manually, or let the car shift itself. What you could not do is skip gears going up or down. Gear changes were plenty fast. The only thing unusual is the manufacturer wanted the gearbox fluid changed every 40K miles, though many owners never bothered, and went to 100K miles with no problems

                  On the other hand, I understand that Ford had a DCT on some car/SUV models, and they were troublesome

                  Assuming it is properly designed for the application, I would look forward to a DCT on the C8.


                  • #24
                    Thank you Rob. Just read than on a Porsche PDK, you can actually go from 7th down to 2nd, so I guess each one is different. You have hit the nail on the hearing, that they are properly designed for the application!
                    Some many questions about the ME right now; so few concrete answers yet!

                    Excited owners of a 2015 Z06. Lifetime, annual contributors, and 20 year members of NCM. A ME C8 Corvette is coming next.


                    • #25
                      My Volkswagen DCT six speed was, essentially, two three speed gear sets in the same housing. Both were continuously turning. One gear set covered speeds 2-4-6, the other speeds 1-3-5. As the gears changed sequentially, the clutches transferred the engine torque between the two gear sets. I don't know about the Porsche unit, but it would seem to me that, based on the VW design, skipping gears would only be possible if it involved shifting between the two gear sets. In other words, a 6 to 2 would not be possible with the VW DCT, as it involves changing gears without shifting between the two gear sets.

                      A DCT with a gated shift lever and paddles would be the best of all worlds.


                      • #26
                        I've changed my mind...
                        I've gone on record stating that if C8 only offered a DCT and no manual, I was out. After driving my friend's Mercedes SL63 Roadster, I am humbly reconsidering my position. One word: Wow! While technically, the MCT (MB has branded their transmission SPEEDSHIFT) is not a DCT, the performance of the SL63 was impressive. MB specs report 577HP / 664 lb-ft therefore I would consider the performance comparable to what we will see in the first gen C8. In the unlikely event a manual is offered, I'll still take it, but I'm not going to be sidelined by a DCT.

                        AMG SPEEDSHIFT MCT 7-speed transmission
                        The 7-speed AMG SPEEDSHIFT® MCT transmission's innovative multiclutch technology delivers instant response to any driving situation. A wet startup clutch eliminates the torque converter, improving performance and efficiency. AMG DYNAMIC SELECT offers a range of modes from Comfort to Race. The Sport, Sport+ and Manual modes offer 100-millisecond upshifts and rev-matched downshifts.
                        Last edited by LightningBolt; 01-06-2019, 04:34 PM.


                        • #27
                          Thanks LightningBolt for your thread and its on-point comments. Nice to feel your enthusiasm and excitement within it. As one who has only have manual transmission vehicles, now on our 53rd one, it is going to be a jump shift to abandon a manual and go to a DCT.

                          Thanks for making that mental transition easier to me, and for many.

                          I have read many reasons why some have said, “unless X, I am not going to get a Corvette mid engine” (or the reverse). I always keep those posts in the back of my mind, thinking, I wonder how many will change their mind when it comes out looking much better than any renderings, is priced at the very bottom of the imagined cost range, and it has performance specs most have not imagined to be possible.

                          As Doug Fehan just said two days ago, “the C8 will be the most spectacular Corvette ever built, beyond anyone’s wildest dreams.” Many of us are looking forward to that. Even with its having a DCT (joking).
                          Last edited by John; 01-06-2019, 04:42 PM.
                          Some many questions about the ME right now; so few concrete answers yet!

                          Excited owners of a 2015 Z06. Lifetime, annual contributors, and 20 year members of NCM. A ME C8 Corvette is coming next.


                          • #28
                            John - Yes. I'm glad I got to experience the transmission in a car of comparable power to the Corvette. Not to disparage Milliwatt Rob's VW Jetta mentioned above, but a 150 HP car was not going to cut it.


                            • #29
                              Originally posted by LightningBolt View Post
                              John - Yes. I'm glad I got to experience the transmission in a car of comparable power to the Corvette. Not to disparage Milliwatt Rob's VW Jetta mentioned above, but a 150 HP car was not going to cut it.
                              I was determined to not like the paddle shift philosophy, my first exposure was on the track with a Ferrari 360 (not a DCT but a hydro-pneumatic system) that behaved just like the DCT. After two sessions I had to admit that even when I thought that my down-and-up shifting was close to perfect, the DCT was always perfect. Up-shifting in the middle of a long sweeper was consistently faster.
                              My conversion was so complete that I didn't get a Porsche Cayman GT4 because it didn't offer the DCT option, got an Alfa Romeo 4c instead with no other gearbox available other than DCT


                              • #30
                                [From R&T] Road and Track =========

                                The Mustang GT500 and Mid-Engine Corvette Might Share Gearboxes

                                [From R&T] Road and Track =========

                                Ford and Chevy's hottest performance cars will likely share a key component.[IMG]*[/IMG]
                                BY BOZI TATAREVIC
                                JAN 14, 2019
                                DW BURNETT/PUPPYKNUCKLES

                                We’ve heard rumors that dual clutch transmissions are finally going to make their way into domestic muscle cars like the Mustang and Corvette, and an employee newsletter from a supplier may confirm that high-powered variants of both cars will share versions of the same gearbox.

                                Pictured above: 2020 Shelby GT500

                                There has been lots of speculation about the mid-engine Corvette and one of the rumors has stated that it could go dual-clutch only and ditch the manual transmission. The upcoming Mustang GT500 was rumored to be dual-clutch since mules were spotted with fast shifting transmissions and now, with its release this morning, that swap to a DCT has been confirmed.

                                There are multiple dual-clutch transmission on the market that can handle a high amount of torque but the Corvette and the Mustang have traditionally avoided using exotic gearboxes. Speculation has been that they both might use the new DCT that is being developed by Tremec. This type of partnership makes sense as Tremec has traditionally supplied manual transmission for both vehicles.

                                A recently revealed employee newsletter for a Tremec supplier shows that our speculation could be correct. The transmissions that are illustrated in the supplier newsletter are the Tremec TR-7007 and TR-9007 DCTs. Originally sent in late 2017, the newsletter stated that Tremec contacted the supplier, Fassler, in early 2016 regarding a new project called “GM-DCT.” That would be GM's first dual clutch transmission and could support up to 664 lb-ft of torque.
                                [IMG];center,top&resize=480: *[/IMG]

                                The newsletter notes that the transmission was developed in Belgium, with manufacturing in Querétaro, Mexico and final assembly in the US. The supplier says it will provide gear honing machines to Tremec in order to hone all 23 gears, shafts, and wheels that will be going into this transmission. The contract for this gear honing machine was awarded in June of 2017, and the first machine was to be delivered in January, 2018 at which time Tremec started pilot production.

                                That was not the end of the story. Tremec sent an additional order for more machines in late summer 2017, since they had received a new project dubbed “Ford-DCT.” The newsletter states that they had to modify two more honing machines since the new Ford transmission would be a variant of the GM DCT and use similar parts. The newsletter speculated that the two vehicles to receive these new DCTs would be the Mustang Shelby GT350 and the mid-engine Corvette.

                                Although they speculate that the DCT will end up in the GT350, we now know that it will definitely be in the GT500. All of this information leads us to the likely scenario of the Mustang GT500 and the mid-engine Corvette sharing the TR-9007 dual clutch transmission as that variant would support the massive torque.

                                In addition to industry sources and the newsletter above, social media profiles for Tremec employee in Querétaro show that they have been working on gears for a new dual clutch transmission that they list as being for a General Motors & Ford platform.

                                Now we know that the GT500 has the gearbox. We'll just have to wait to find out what Chevy will put in the mid-engine Corvette. Of course, that means they'll have to confirm that they’re building it. We hope to find out more later this year. WATCH NEXT
                                [From R&T] Road and Track =========

                                Racers360 Video Analysis
                                [From R&T] Road and Track =========
                                Last edited by SheepDog; 01-14-2019, 01:02 PM.