Quote:
Originally Posted by Redd
To be fair, not all dual-clutch transmissions shift as quickly as M-DCT. Try the gearbox in a GTR or AMG car, they all exhibit delays.
The fact of the matter is that we've all been a bit spoilt by how good M-DCT is. It's a close second to PDK with other dual-clutchers lagging further behind. In general, ZF8 is better than most dual-clutch 'boxes, even if it is a bit laggy compared to M-DCT and PDK.
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This.
M-DCT is arguably faster than the first generation PDK of 997s. After all, Getrag DCT transmission was originally developed to cater to the needs of Ferrari F458. The transmission control module (TCU) was developed accordingly to achieve consistent state-of-the-art shift speeds.
On the other hand, high-torque application ZF8s (ZF8-75HP) are what you find in the likes of VW Touareg/Cayenne; they are far from sports transmission. Drive any of these in manual mode, you get irritated within seconds due to slow shifting and put it in auto mode.
BMW's favorite marketing term "M-specific steptronic transmission" just means they had to tune the balls out of the ordinary ZF8 TCU to achieve something remotely acceptable from ZF8. It is fast for a ZF8 no doubt, but it is no DCT.
Hype is temporary, substance is perennial.
Compared to every generation of Ms that redefined driving dynamics through the extensive use of racing technology, this generation of M (starting F90) is diluted in that it struggles to propose any novel interpretation of the art of driving but rather react to and feed upon the ephemeral reminiscence of M's heydays, along with numerous cost-cutting in its presentation because "it is close enough".
I fear this generation of M won't be remembered fondly in the years to come.