I’ve never driven a DCT equipped vehicle. Automatic transmission cars have a torque converter to smooth out starts & stops and low speed maneuvering and essentially takes the place of the clutch in a manual. A clutch in the normal sense has a pressure plate to allow some slip for the same function. I know the DCT doesn’t have a clutch pedal, and assume this slip function is electronically managed (for lack of a better term). I wonder about the around town drivability of the DCT, and the long term maintenance of this transmission’s internals as the clutch plates wear, or am I totally wrong?

Really looking forward to the Oct 16 embargo lifting so we can hear from the press opinions of the transmission.

 

^^^
We'll only know how well the C8 DCT pair of wet clutches perform when we get input from auto magazines and owners.

But Porsche, Ferrari and many other cars have been using DCT for efficiency and performance for some time and have solved the issues you mention. The latest are reported to resolve the starting issues.

In fact Tremic bought a DCT company in Europe several years to learn the technology and issues. Europe has been using them for some years, mostly for the improved efficiency over a "slush box" with a torque converter. The C8's DCT has a pair of multiplate wet clutches that can handle some slipping. Don't know how much is needed or programmed into the system. However they are warranted just like an automatic NOT like a manual clutch (which can be abused.) The computer will control engagement and should prevent abuse.

We'll soon see.

 

DCT clutches should last the life of the vehicle. The whole concept of having to replace a clutch is now a thing of the past, compared to what we used to see with manual cars and the few cars our there with automated manuals (Ferrari F1, Lambo e-gear, etc).

Volkswagen had troubles with DSG in the early days, and Ford had some trouble with their DCTs awhile back in stuff like the focus, but that was out of the ordinary and I believe resulted in a recall. I have heard of a transmission replacement in an early McLaren 12C, and the first-year Nissan GTR had issues with launch control starts way back in 2009.

But in more recent memory, all of the performance cars with DCTs have been effortless, more or less bulletproof. You can check forums for stuff like porsche, ferrari, bmw, nissan gtr, etc. for real-world reports.

I would have been a little happier if we got a getrag box but I am pretty confident tremec will give us a solid DCT. If not, that's what the warranty is for. But these days every other company makes a reliable DCT, and tremec has a lot riding on this one so I expect they'll get it right. No reason they shouldn't.

 

I imagine that GM and the Corvette development team have as much riding on the success of the DCT as Tremec, so figure that there has been a lot of due diligence done on the selection of Tremec as the supplier.

 

set in let it eat mode with solid traction you won't likely beat the car shifting in auto

I'd paddle it though for the control if you get wheelspin you sometime want to short shift to regain traction

My bet is that leave in drive, use launch control, go done. this vette should 60 ft better

 

I have driven both the BMW DCT and the Porsche PDK...the issue of stopping/starting in a traffic jam is a bit overblown, the dct has a minimum speed the car will go at lockup and if you touch the brakes at that point to slow the car the clutch will engage to slip just like you would in a manual if you were sitting on a modest hill and wanted to hold your position. Long term it is not an issue, unless you lived in near never ending traffic jams...of course you also have the option to go to neutral when you think that would be advantageous. The only real issue I noticed in a DCT is that their software predicts which gear you will next choose, so if you are modestly accelerating it will expect you are going to need the next higher gear so that gear will already be selected, just waiting for engagement. If you then need the next lower gear (say entering a corner) the clutch will then need to engage to change to the gear you require, so you can encounter a slight delay. The PDK seems to handle this better then the BMW DCT.

 

If the time marker doesn't work, start at the 3:27 mark.

 

We can only hope the Tremic unit is as good as the Porsche PDK. For the price point it probably won't be. I had a PDK in a 991 911S. It was awesome, it shifted so fast and so hard it was amazing. I also had a PDK in a Porsche Macan. It was tuned differently, it did not shift as hard but a launch control start in an all wheel drive SUV was interesting, it could put you back in the seat. I also recently drove a VW GTI with a dual clutch and it felt nothing like the PDK. I did not like it at all. It felt like it had a torque convertor or something, it was odd for sure.

I have a manual in my Z06, given a choice in the C8, if the Dual clutch was good I would probably go that route. There is no way you can shift that fast. I have seen many a drag video where you can see the other car shift, it steps back so it is obvious.
It is also easier to drive on the track, just one less thing to think about.

 

I had a Porsche Carrera S with a dual clutch transmission and it was very smooth when you’re driving around town. But in manual mode it was very responsive. Porsche has gotten the shifting program right so that it really does a very nice job. It is way smoother than the older sequential transmissions. Driving a sequential was somewhat like driving with
someone who did not know how to drive a manual transmission. I do believe once people start using the DCT they will realize how obsolete a manual transmission really is. It will take people a few months to learn how to use it properly before they’re able to appreciate it. In the beginning I anticipate a lot of people will be critical of it during the learning curve.

 

Of course, to come to some conclusion regarding the quality of the DCT, we can get only after a series of experiments and practice. After all, no one will turn to https://uk.edubirdie.com/personal-statement-writing for a detailed report, but most likely, everyone will wait for the opinions of the press after several user surveys. Yes, and I do not think that personal statement writing will especially help in drawing up a single authoritative conclusion.

 

Say what?

 

Like other DCTs, the fluid and filter will need to be changed every 30,000 to 40,000 miles.

 

^^^
The C8 DCT oil filter needs to be changed more frequently BUT apparently accessible from the outside

 

Dont know much about DCT myself. What about adding 100-200-250 WHP?

 

with the z06 coming I think we'll see an upgraded gearbox

the dct doesn't worry me as much as the transaxle gears that take the place of the ring and pinion. Drive axles, spindles, and the whole drivetrain is new so I expect to see some issues there when boosting power.

nitrous hits especially hard and while the DCT might live ok on street tires, once you put enough meat under there I expect to see issues just like we did with vettes since c4

other issue is that "upgrades" will be longer to arrive, while you could blueprint, cryo, and micro polish, it will take a while for tooling and parts to hit the pipeline

for what you (we@) like to do, the older platforms will likely be a better choice until GM gets off the schneid to unlock the tune

I think the "mod darling" for a while will be the "old" KOTH C7 ZR-1 While the stock numbers leave many "less than impressed" over the base z06, the lt5 has lots more headroom to unlock HP up and over 1200

not cheap, but getting those kind of numbers from the stock short block and having both the auto and the stick live behind it without busting the diff all over is a great testament to how much GM over engineers things

the dct is likely similar. For example, on the "older" dohc Lt5, GM "only" rated the gear box for 400 ft lbs and yet we put 600 + ft lbs through the box without breakage

the c4 rear spindles, well not so lucky

 

I hear you and points taken except for the LT5 vs LT4. Same setup, only difference is blower and port injection. We regularly run 1000+ whp and wtq on the 16 Z. Car was 69k new, OTD and our EV1150 package is less than $15k customer cost. Guarantee we skull drag a max modded LT5 blower car with same peak numbers

We will watch C8 ZO6 updates

 

I has the same position as you, until I had a specific conversation with someone who knows.
Expect the same DCT for all models in the C8 generation.
Shocking to hear at first, I know.
But, a good thing when you think about it.

 

My bet is that at stock power levels they will live but when you start pushing it as you point out it will wear much more quickly. The lack of a rear diff, as mentioned, is another area that may need attention as well.

 

I think it’s interesting that it says a track vehicle requires extra fluid, why wouldn’t you just put the maximum amount of fluid in there all the time?

 

^^
Wondered the same!