Quote:
Originally Posted by swamp2
These particular results assume equal drivetrain losses between the cars. Although this technically isn't true, it is obvious from prior real world performance numbers (E9X M3, F10 M5, etc.), that there are solid performance gains despite some additional losses for the mechatronics. If you think about how much power is required to move a clutch and move a syncro it surely isn't much power, regardless of being moved by a human or by hydraulics. Yes the M-DCT system moves those parts very fast but still, very little power is required. Thus I believe the losses are only insignificantly higher in the M-DCT.
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Coupla points here. First (and on direct point), the power you need to shift isn't the direct issue. The power you need to drive an oil pump to xx psi is what you need to look at. One might assume the oil pressure will be fairly high, since speed is of the essence for the shift. Probably still not a ton of power, but...
Second, in your post showing comparison numbers between the stick and DCT, you used three tenths of a second for shift speeds. Way back when, we looked at shift speeds with an accelerometer, and deduced that two tenths was the actual shift speed, across a couple of speed-crazed drivers (with me being one). Best shifts were in the .18 -.19 second range, but two tenths seemed close enough.
Last, does your software allow for powershifting?
If so, it would be interesting to compare a two-tenths, powershifted MT against a 55-pound heavier (according to BMW) DCT. Not trying to prove anything here (DCT will still be quicker), but just curious.