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12-11-2014, 10:55 PM | #1 |
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SSP's Tour Inside BMW's DCT GS7D36SG
SSP's Tour Inside BMW's DCT GS7D36SG
BMW DCT TRANSMISSION OUTER CLUTCH ASSEMBLY COVER OUTER CLUTCH ASSEMBLY REMOVED WITH 3- 5mm bolts Input Basket Cover Removed Input Basket Cover Output basket removed 1-3-5-7 DCT CLUTCH ASSEMBLY PICTURE REMOVING EVEN CLUTCH END PLATE AND SNAP RING (2-4-6) Last edited by SSPKris; 12-17-2014 at 03:11 PM.. |
12-12-2014, 02:14 AM | #3 |
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Agreed. Tear that thing apart
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12-12-2014, 07:01 AM | #4 |
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12-12-2014, 03:25 PM | #7 | |
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SSP is based on principal's. We don't bash other vendors or comment on their products. We believe that we are the best in the industry for this platform. We have over 50 cars running with our products in them. We have been doing R&D on this transmission for over 3 years now. It has taken sometime to perfect this platform. In the beginning we had some minor issues, but have moved thru them now. You will see the DCT platform moving forward quickly in the near future. SSP |
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12-12-2014, 03:27 PM | #8 |
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12-12-2014, 03:44 PM | #10 |
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which part of the DCT makes the clunking noise when lift off or getting on the throttle?
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12-12-2014, 06:21 PM | #11 | |
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Looking forward to a complete teardown. Should be cool to follow |
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12-12-2014, 06:24 PM | #12 | |
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12-12-2014, 08:10 PM | #14 |
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I don't know...looks really scary to me! Sub'd!
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12-12-2014, 09:39 PM | #15 |
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Wow--already this unit looks a bit scary! Thanks for sharing, my interest is piqued!
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12-12-2014, 11:07 PM | #16 | |
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I believe that Drew's car suffered from a solenoid failure not due to clutch install. |
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12-12-2014, 11:12 PM | #17 |
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DCT being such an unknown is the only thing that makes these cars a little scary to own long term. People should be praising companies like this for investing the time and money to see these out, there will come a time when every DCT will require some work I am sure. Anything other than an expensive replacement from the dealer is a win.
Good job guys, sub'd for the tear down.
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12-13-2014, 01:27 AM | #18 |
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What about the issues y'all had with the Frozen Red car?
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12-13-2014, 06:55 AM | #19 |
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That car was a last resort used for testing a SSP trans cooler and clutch kit. The original car that was supposed to be used for testing became unavailable just before installation. The car was test driven with excellent results during its initial start of break in procedure and was given to the owner early in the break in cycle. The owner then did not follow the proper break in settings recommended and therefor burned up the secondary clutch controlling 2/4/6. That same car till this day is still running the SSP clutches on the other half for the last 9 months with trans cooler and billet pan.
Last edited by SJL Custom; 12-13-2014 at 06:57 AM.. Reason: spelling |
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12-13-2014, 11:11 AM | #20 | |
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Post about it going in my car: http://www.m3post.com/forums/showthr...amp;amp;page=2 The car had to be towed back to the shop while it was being tested. Please, humor me with more lies. There are also updates coming very soon about how well those SSP clutches didn't work, but it isn't my place to speak on it until that issue is satisfactorily resolved for the owner. |
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12-13-2014, 11:40 AM | #21 | |
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The car started to have issues after the owner repeatedly accelerated the car in second gear at WOT in traffic. He was under the impression that the clutch clamping control in the centre console was for accelerator sensitivity, and decided to knock it down to minimum. This during the break in time, is killing to any clutch, especially a performance one. I told the owner before he drove the car to turn the traction off and make sure the clamping pressure remain at max. He was also told by me to not surpass 75% throttle during the break in. That was also not followed. Driver error is to blame for malfunction, not hardware. I saw everything firsthand for myself. Second off, the car didn't need to be towed. We chose to tow it. I removed the clutch that same day. The clutch was severely burned up. At this point the car had less than 100 miles put on it since the clutch was installed. We recommend a minimum of 1000 mile break in. I also inspected the other half of the SSP clutch (1/3/5) and it was in perfect condition. I left that half of the SSP clutch in the car. That clutch remains in that car too this day, nine months later. I didn't blame the owner or the product for the error, I blamed myself. I understood the owners confusion with the settings and his wanting to feel the additional power. There was also a VF supercharger package installed at the same time, and that is part of the reason that he was so excited to accelerate the car hard at WOT. This ultimately led to the failure of the 2/4/6 stack, especially at minimum clamping pressure. Repeated WOT pulls in second gear are not part of the break in procedure. |
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12-13-2014, 12:01 PM | #22 | |
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I have installed over twenty sets of SSP clutches myself. Break in procedure is critical. Even after the learn procedure is completed, it still isn't completely done. The trans will do a series of self adaptations as the car drives. I can see all this info on my computer while datalogging. That's why we recommend a 1000 mile break in period. |
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