Guys the time has officially to come to take my beast to another level. I was experiencing numerous problems with my SMG transmission and I didn't like the jerkiness. I am a huge fan of the E92 M3 DCT transmission because of how instant and quick the shifts are. Not to mention the less problem it causes; the DCT on those are solid reliable transmissions. BMW did a great job with the glorious NA V10 engine but did not perfect the automated transmission. I ordered the E92 M3 DCT transmission and flywheel yesterday and will start shipment next week. The shop who is going to make this amazing build is going to be Gintani. Gintani is well-known for their supercharger and twin-turbo kits they offer for M cars. At there facility, I saw an amazing build project which was a 2010 M6 with a twin-turbo kit pushing easily over 1000+ horsepower also equipped with their DCT transmission to handle perfect with the beast. My whole build is going to take roughly a month to complete and I can't wait till the parts come in! I will update you guys every time I have new updates on this build.
DinanE60M5
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I have spoken with Gintani brother. They are working on it as we speak. I have recently done a CIC retrofit four months ago and whoever installed it messed up and coded it to another car instead of coding to my car's vin number. That's what is causing the shifters to not be functional. Gintani informed me about it and is doing everything possible to get this coded to my car and fix this hiccup and make the DCT fully functional and compatible with my CIC iDrive.
Hopefully they sort it out. Please post pics and vids of finished product.
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Not to go off topic but quickly - I just don't buy some of the **** times out there for DCT-type gearboxes...especially not when VAG products are all in the single-digit range and all the others seem to shift just as fast..but are listed at many times the interval. Makes no sense.
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@DinanE60M5 can you not get a couple of photos or even a video of your car with the transmission in. It will shut us all up until your ready to reveal the project.
I've followed along and kept my thoughts much to myself as I feel it would be inappropriate to voice anything other than a technical opinion.
CIC would only interface with the DME on one bus, the K-CAN bus as transported over the gateway to PT-CAN via the KGM module. You can remove the CIC or CCC entirely from an E6x SMG or E9x DCT vehicle and the car will still drive and shift via GWS (gear lever for DCT) or paddles and lever and paddles for SMG. There are hundreds of cars out there that have had CCCs replaced without VIN programming (dealerships are not capable/will not do it) as well as many CIC retrofits done without writing the UIF when programming.
I certainly think this is possible and in what little time I've had to investigate binaries, I'm starting to think this is not as difficult as it's been made out to be and certainly not reliant on a single very clever individual with OEM level developmental software access to see it through.
From the CIC/CCC/iDrive perspective, the only powertrain related functionality that is of concern is the passing of the appropriate commands to the DME to set the default shift mode, DSC setting, EDC setting, Power setting, etc to the M drive configuration. These functions are all signaled in reality by the DME, not the CIC. All the iDrive does is give a nice menu to select the appropriate settings which are then transmitted via K-CAN through the KGM (for conversion to PT-CAN) to be received by the DME and saved. These settings are then acted upon when a press of the M button is detected and the DME transmits the M Drive configuration signals back out over PT-CAN to the DSC and EDC for the appropriate settings.
I'm hopeful that Gintani will complete this soon. I think it's a viable option for the future of this platform, but certainly not for everyone as the diagnostics/calibration(adaptation)/maintenance of the car will be impossible for anyone other than the shop that installed it. ISTA would never even probe the DCT for errors or be able to perform an adaptation. Maintenance would forever more require a custom written set of .IPS scripts for INPA and there are few shops anywhere that go into that level of INPA. Hopefully that's something that was considered up front in this case as well.
CIC would only interface with the DME on one bus, the K-CAN bus as transported over the gateway to PT-CAN via the KGM module. You can remove the CIC or CCC entirely from an E6x SMG or E9x DCT vehicle and the car will still drive and shift via GWS (gear lever for DCT) or paddles and lever and paddles for SMG. There are hundreds of cars out there that have had CCCs replaced without VIN programming (dealerships are not capable/will not do it) as well as many CIC retrofits done without writing the UIF when programming.
I certainly think this is possible and in what little time I've had to investigate binaries, I'm starting to think this is not as difficult as it's been made out to be and certainly not reliant on a single very clever individual with OEM level developmental software access to see it through.
From the CIC/CCC/iDrive perspective, the only powertrain related functionality that is of concern is the passing of the appropriate commands to the DME to set the default shift mode, DSC setting, EDC setting, Power setting, etc to the M drive configuration. These functions are all signaled in reality by the DME, not the CIC. All the iDrive does is give a nice menu to select the appropriate settings which are then transmitted via K-CAN through the KGM (for conversion to PT-CAN) to be received by the DME and saved. These settings are then acted upon when a press of the M button is detected and the DME transmits the M Drive configuration signals back out over PT-CAN to the DSC and EDC for the appropriate settings.
I'm hopeful that Gintani will complete this soon. I think it's a viable option for the future of this platform, but certainly not for everyone as the diagnostics/calibration(adaptation)/maintenance of the car will be impossible for anyone other than the shop that installed it. ISTA would never even probe the DCT for errors or be able to perform an adaptation. Maintenance would forever more require a custom written set of .IPS scripts for INPA and there are few shops anywhere that go into that level of INPA. Hopefully that's something that was considered up front in this case as well.
And he has spoken. I do hope they get this working in Dinans car. We have all talked about this before it seems to be the holy Grail of the S 85 platform.
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And if my car ever needs any SMG work it's getting flatbedded up to Maine....
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Jim, I left you a message and texted you but have not heard back. Can you give me an update on our project :smile
I did but life events took priority and now that I am pretty much back to "normal" I want to finish off this project along with the other 2 I have going and get this car to around 1000bhp and then call it a day.
I'm glad all is well I noticed you haven't posted in quite a while. Glad you're back up and on the board.
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No problem, I know we all have our own projects to get finished, I will wait to hear from Jim on where we are and what he needs to still complete.
Getting back on point, we are all still waiting for something other than posts as to how great Gintani is.....
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This thread is officially on life support, only to die like all the other S85/DCT myths
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