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    • DCT Build Part XII - Build complete, pictures of final assembly, transmission cooler, and Viton seals

      Well, this has been a rather lengthy road to completion but the transmission is basically complete. The car was dropped off by SSP last month to Gintani who should have the motor in by the end of this week. The problem is SSP mounted their trans cooler in the location the heat exchanger for the supercharger needs to go so SSP will need to come to Gintani's facility to re-run their lines as the cooler will need to go in a different location. What took so long for this update? Well, we have been waiting, and waiting, and waiting for SSP to send us details on the Viton seals that required 3 redesigns but never received the information on why these seals are superior to the stock units.

      So, I decided to do my own research and here is what I came up with. These are the stock BMW seals used in the DCT. What is wrong with them exactly? We do not know other than they apparently are not up to the task:










      Here are the Viton seals which delayed the project by 3 months. Viton is a synthetic rubber used for seals, O-rings, things of that sort. Viton was likely used as it is less susceptible to decay and already used in BMW applications such as in VANOS. Viton has much higher temperature and chemical resistance characteristics than the stock seals. Here is what they look like:










      This is the DCT cooler that was mounted by SSP up front. This needs to be moved somewhere else as the supercharger heat exchanger will need to go there. This means SSP will need to come out and run their lines again checking all their fluids and so forth before tuning can take place:














      This is the final assembly. So, the transmission is built but it took about a year longer than estimated. I believe I was as patient as possible and hopefully this will all be wrapped up in December with a built motor, built transmission, a YSI, and a ton of horsepower.





































      This article was originally published in forum thread: M3 DCT Build Journal - World's First BMW DCT Build started by Sticky View original post
      Comments 2372 Comments
      1. Velocity26's Avatar
        Velocity26 -
        You decrease the piston height the same amount that you make the rod longer, that keeps the TDC height and compression ratio the same overall, but the longer rod goes through less angular movement through the same revolution of the crank. The only thing that affects the stroke is the crank. If you increase the rod length, without decreasing the piston height, you increase the compression.
      1. lughed's Avatar
        lughed -
        I'm not going to lie, i am not a dct guy but i do like innovation and new things but all the secrecy have caused me to loose some interest. At this point im just awaiting the outcome. I actually thought it was done already.
      1. NikB316's Avatar
        NikB316 -
        This thing is going to be ridiculous!
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bdtsulev Click here to enlarge
        I would think you could essentially use an iron spacer in between the block and head to raise the deck height. Or perhaps the flanges on the sleaves themselves, if widened over the top of the block could be used as the spacer. I think that would also help keep the block from flexing. I guess we will find out soon enough what exactly was done.
        Or not use flanged sleeves and brace them another way so you don't remove material from the top of the block to maintain its strength.
      1. fastgti69's Avatar
        fastgti69 -
        Great info about the rod angle and length. Makes so much sense the way he stated it for me. Thanks @bdtsulev I wish I can rep you more.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by lughed Click here to enlarge
        I'm not going to lie, i am not a dct guy but i do like innovation and new things but all the secrecy have caused me to loose some interest. At this point im just awaiting the outcome. I actually thought it was done already.
        As stated things had to be redone. Whether you lose interest or not is not what's important.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by Velocity26 Click here to enlarge
        You decrease the piston height the same amount that you make the rod longer, that keeps the TDC height and compression ratio the same overall, but the longer rod goes through less angular movement through the same revolution of the crank.
        There you go, it's all about the angular movement.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by NikB316 Click here to enlarge
        This thing is going to be ridiculous!
        Exactly, going to be way cool especially once it's all laid out. Just a process and fun development to see what it takes to do and make it work. I don't know why people don't appreciate the time and effort instead of demanding results as if I don't want my car back myself.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by benzy89 Click here to enlarge
        But not everybody wants a GTR.... Just like not everyone wants a Supra, a Turbo E46 M3, a TT-G or TT-Viper. BUT luckily because they are some very dedicated enthusiasts on each platform, they take the torch and lead the platform into it's next big development (a more aggressive supercharger/turbo kit). It's these enthusiasts that we can thank for taking cars like the Supra, E46 M3, Gallardo + Vipers from their tame stock power levels, to 1.5k-2.k+ WHP monsters. There's no need to be a negative $#@!ing nancy and just $#@! on Sticky (or anybody's) build thread when they're pushing their cars and the motor into unknown territories; they're doing a favor for the community & you should never want to see any vendor fail.
        This. Ditching the S65 to build a GTR isn't the answer for building big HP M3's.

        Even other motors have growing pains as well. It's a process and the GTR didn't make it overnight either.
      1. bdtsulev's Avatar
        bdtsulev -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        Or not use flanged sleeves and brace them another way so you don't remove material from the top of the block to maintain its strength.
        Should be an impressive piece of engineering, can't wait to see it
      1. bdtsulev's Avatar
        bdtsulev -
        Click here to enlarge Originally Posted by fastgti69 Click here to enlarge
        Great info about the rod angle and length. Makes so much sense the way he stated it for me. Thanks @bdtsulev I wish I can rep you more.
        Glad I could help
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bdtsulev Click here to enlarge
        Should be an impressive piece of engineering, can't wait to see it
        Thanks, it's been a lot of work.
      1. singletrack's Avatar
        singletrack -
        Sorry to hear about the challenges with the sleeves and block. Here's hoping they get it sorted and you are back on the road.

        Not sure if you know, but what power levels has VAC hit with their sleeved s65's?
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by singletrack Click here to enlarge
        Not sure if you know, but what power levels has VAC hit with their sleeved s65's?
        No dyno numbers posted.
      1. NikB316's Avatar
        NikB316 -
        Exactly...there are too many people out there who even think that one should just try to build upon an existing kit to try to get the most out of an M3...the same logic would mean that is as far as an e92 M3 will get. If tuners never tried to build a turbo setup, insane transmission setups to handle big power, etc. we wouldn't have the huge power cars we do today. This also takes customer demand and sacrifice as they need to start somewhere! People should appreciate any member of the community who is willing to be without their car for such a long period of time. They could easily be driving around their car and just wait for someone else to do it so they can buy the same kit and be without their car for days opposed to potentially years.

        Innovation requires sacrifice.




        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        Exactly, going to be way cool especially once it's all laid out. Just a process and fun development to see what it takes to do and make it work. I don't know why people don't appreciate the time and effort instead of demanding results as if I don't want my car back myself.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by NikB316 Click here to enlarge
        Exactly...there are too many people out there who even think that one should just try to build upon an existing kit to try to get the most out of an M3...the same logic would mean that is as far as an e92 M3 will get. If tuners never tried to build a turbo setup, insane transmission setups to handle big power, etc. we wouldn't have the huge power cars we do today. This also takes customer demand and sacrifice as they need to start somewhere! People should appreciate any member of the community who is willing to be without their car for such a long period of time. They could easily be driving around their car and just wait for someone else to do it so they can buy the same kit and be without their car for days opposed to potentially years.

        Innovation requires sacrifice.
        Well said.
      1. PEI330Ci's Avatar
        PEI330Ci -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        You're onto something sir.
        If this is the case, the timetable is completely understandable. This involves not only changing the deck height, but also the valve-train drive, and everything in the middle of the "V". (Intake manifold, throttle body assembles, etc)

        If I was doing this, I would be changing one part at a time, then moving onto the next component to avoid compound clearance issues. This takes time....
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by PEI330Ci Click here to enlarge
        If this is the case, the timetable is completely understandable. This involves not only changing the deck height, but also the valve-train drive, and everything in the middle of the "V". (Intake manifold, throttle body assembles, etc)

        If I was doing this, I would be changing one part at a time, then moving onto the next component to avoid compound clearance issues. This takes time....
        You're one of the few people who understands, appreciates, and doesn't criticize.

        You have a wonderful build thread that obviously is time consuming with a lot of engineering and money involved yet people appreciate the project. But since I'm me I get baseless criticism instead.
      1. MisterEm's Avatar
        MisterEm -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        But since I'm me I get baseless criticism instead.
        We all want to see your car run Sticky, but I truly hope you are being sarcastic on that last point.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by MisterEm Click here to enlarge
        We all want to see your car run Sticky, but I truly hope you are being sarcastic on that last point.
        Oh no, not at all. The dynamic changes when I'm involved.