Quote:
Originally Posted by ghost135i
If you want a more aggressive driving experience, go to stage 3 instead of tweaking torque punch and torque reduction on stage 2. You CAN make it punchier doing that on stage 2, but XHP made the stage 3 map for the exact feeling you are looking for, so I’d go right to it.
On my 1 series, I messed with settings a bit, but not as much as I did with my m4 recently. This is just due to me not racing the 1er. On the m4, I lowered torque reduction a LOT, and altered the shift maps slightly to optimize 60-130 measurements.
|
Alright, makes sense.
I will do this first, before starting to tweak. I guess it would be a shame not using stage 3, and spend much time tweaking stage 2 only to make it stage 3.
Anybody an (ex) E90 M3 DCT owner here? I’m wondering about the no-creep in the M-DCT vs XHP no-creep setting for non-M DCT. Since both transmissions are physically the same, I can only assume that both ‘versions’ of no creep are the same i.e. the M DCT is wet clutch also, so it must have the same issue of some clutch drag, even if it’s just a little.
The creep can be very handy in slow speed situations like reversing / parallel parking. On the M cars you can initiate this with a dap of throttle. I’ll ask XHP if this would be possible to implement.
But what then makes me wondering. With the stock creep on non-M DCT’s, how is this even accomplished? The clutches obviously can’t be fully closed as this would stall the engine. So is it simply a matter of slipping the clutches? If so, this means that at every stop and foot on the brakes, the DCT is slipping the clutches all the time. Doesn’t sound ideal, even with wet clutches.
So I guess in the long run, disabling creep is favorable.
PS: forgot to ask: or does an M3 DCT actually shift into Neutral coming to a complete stop, to have zero creep?