I would not put too much weight on indivdual test 1/10 ofa seconds numbers. The gearbox is great and shifts wihout any hesitation. Here is my testdrive back in May:
They are comparing the M-DCT performance numbers to another M3 which was tested several months ago. Obviously different conditions, perhaps drivers. So you can not really make this conclusion that M-DCT is slower than 6MT. M-DCT should be and has faster acceleration times.
I recall that when Gustav originally released the videos, the M3 was brand new, so they were not able to fully get on it to see what the car can do. (Not past the break-in period). I apologize beforehand if I am mistaken.
Hmm, from the sound of the article, it appears to at least partially be a programming issue:
First off, the throttle response from a standstill is annoyingly lazy. Most times we found ourselves pushing the pedal about halfway down just to get a reasonable response. When attempting to merge into busy traffic, we often used so much pedal as to hit the kickdown switch on the floorboard to get the M3 moving. And then once the clutch finally engages, you get too much acceleration and, often, wheelspin. This slow clutch engagement is disconcerting, and we all agree that it’s far quicker and easier to get a swift, predictable step-off in the manual version.
Second, when you accelerate hard, there’s a fair amount of lag between the time you pull the shift paddle and when it actually upshifts. On an aggressive shift from first to second, you have to shift around 7200 rpm—nearly 1000 rpm early—to effect the gearchange before the engine hits the 8400-rpm limiter. We never had this issue with SMG in the M5 or M6, and after hitting the limiter multiple times, we yearned for the manual. And when M DCT finally does shift, it often slams into gear so violently it upsets the car.
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