The clutch packs are internal, instead of being external like in a manual transmission and are either ‘wet’ or ‘dry.’ Enthusiasts would be most interested in ‘wet’ gearboxes, as the clutch packs are bathed in oil to cool them down. The shifts are all electronically controlled and do not require input from the driver, but can be actuated with paddles or a lever. There are two input shafts, with one fitting inside the other. One transmission and clutch control the even numbered gears and the other controls the odd numbered gears. Imagine you have two transmissions with two separate clutches. Let’s break down what a DCT is in the simplest way. You can watch that report here: 2021 Hyundai Santa Fe dual clutch transmission extreme endurance test >Īlternatively, if you just cannot stomach the idea of using the DCT in this way - or if you’re likely to abuse it by reversing up the North Face - you could just opt for the V6 with a conventional epicyclic torque converter automatic transmission.What’s the latest buzz in the racing community? “It’s got the shifting speed of a sequential, with the maintenance and reliability of an OEM gearbox.” That’s right, we are talking about DCT or dual-clutch transmissions! I’ll shed some light on what the heck they even are, pros, cons, and some of the parts you’ll need to put one in your race car. I tried recently to invoke the thermal protection on a Santa Fe Elite diesel on my own driveway from hell, which is much like Larry’s driveway, only twisty which means inevitably slipping the clutch somewhat in order to go slow and not hit anything. Wongy also says a half-tonne landscaping type trailer would not be an issue in these circumstances, unless of course you’re deliberately abusing it. Wongy further opines there are limits to anything, and of course, if you put a 2000kg caravan behind a Santa Fe diesel and you stall it out on purpose using the throttle on a steep driveway, it won’t be long before you engage the thermal protection system and disengage the clutch, thereby saving it from any further lack of mechanical empathy on your part. I’m thinking this cooling arrangement means fragments in the cooling oil, if any, from clutch wear over time, don’t get into the valve bodies or filters in the gearbox. This cooling system makes the transmission quite durable. Yeah dude, the 8spd DCT has a liquid reservoir that runs through an oil cooler, somewhat like a convention hydraulic auto, but it is dedicated to the wet clutch only, so the fluid is not shared with the transmission’s gearset. So I reached out to Hee Loong Wong (general manager of product engineering) who, I’m paraphrasing, says: While Sorento and Santa Fe are identical in the powertrains, the two operations have separate engineering departments here in Australia. While all this was happening I also reached around to the dudes at Hyundai Australia, because I anticipated getting enquiries about the Santa Fe about reversing trailers uphill. But the variables are, obviously, how often you do it, how steep and long is your driveway, how heavy is your trailer, and how capable/mechanically sympathetic are you, as the driver. I must say, this all seems quite reasonable to me. In other words, ‘we did our best to idiot-proof things - even though humanity always invents a better idiot when we do that’.Īnd if that happens (the thermal protection clutch release trigger) you will lose tractive effort, so wait a couple of minutes, dude, and leave the engine running (presumably to maintain oil circulation through the cooler). And if that triggers, the clutch is programmed to release at a pre-set temperature, to prevent serious damage. They also go (again, paraphrasing): this is a relatively severe operating condition, because of the low speed and low airflow and high load from gravity and therefore high input heat and low forced convective cooling effect - even though the clutch system is wet and features a dedicated cooling system.įurthermore, the clutch system features self-protection. Pro tip: Do try to avoid hill-holding using the throttle and slipping the clutch - because in the domain of transmission good things and transmission bad things, that’s generally bad. Like: ‘He wants to do what?’ Anywho, Namyang dudes give Lazza’s driveway and trailer due consideration, then they go (I’m paraphrasing): I’m sure there was some brow-furrowing up there on this. Because I had no idea about the duty cycle for this new transmission, I reached out to Kia’s top engineering dude in Australia, Roland Rivera and he reached up to Hyundai/Kia HQ, where the R&D brainiacs hang out, in a very cool place called Namyang.Įveryone should go to a place like Namyang, once in their lives - just for the test tracks and the wind tunnels and the anechoic chamber and the rooms where they bake, freeze and break various parts - and whole cars - with great precision.
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