How many years can a dual-clutch car use?

How many years can the dual clutch last? According to the manufacturer, the car has passed the rigorous durability test, and it is definitely no problem to run 300,000 kilometers. However, many car buyers use 70,000 to 80,000 kilometers to ridicule all kinds of vibration, jitter and various shift delays. Some car buyers think that powershift has no problem at all, and they have driven more than 100,000 kilometers, which is still the same as at that time.

How long will those clutches last? The advantages of wet clutch are smooth operation, large torque of transmission system, gentle engagement and comfortable application aspect ratio. The disadvantage is incomplete separation at ultra-low temperature, which requires timely maintenance and oil change. In addition, the wet dual-clutch refrigerant must be disassembled and replaced on time for maintenance, while the dry power shift is more economical in maintenance.

The biggest difference between dry dual clutch and wet dual clutch is the way of heat dissipation. Dry clutch is air-cooled, and wet clutch is water-cooled to dissipate heat. Because there is no friction resistance of hydraulic oil, the dry dual clutch is separated and engaged, and the teeth are fast and rigidly connected, reducing the loss.

Tell me about the double clutch car between my friend and my next-door neighbor. There is a Magotan in front of my house and downstairs. The car next door to the gate is the same as mine, and the equipment is the same. The only difference is the color, and I bought it three months before me. The car next door downstairs is Magotan B6 1.8T, equipped with a 6-speed wet dual-clutch automatic gearbox. I bought it more than two years before me, and it has been more than eight years. I usually drive very little, just100000 kilometers. Usually my car is restricted, so I borrow their car to help him walk.

Besides, my friend's Magotan from another company, her car is the first batch of Magotan 1.4t, and it is also equipped with a 7-speed dry dual-clutch automatic gearbox, which has been changed twice long ago. In the case of 1 exchange, it is less than 30,000 kilometers, and the second exchange is even shorter, and the distance from the last exchange is less than 1 10,000 kilometers.

I heard her say that every time it was because of the feeling of shaking when driving at a low speed or developing, it was stipulated that the 4S shop of the car should be changed. Up to now, because I don't know what tests the 4S shop did before replacing it, it was actually disassembled and replaced twice. Because her family immigrated overseas from Hong Kong two years ago, it is not clear about the application of this car at this stage.

The problem of dual clutch is structural. For so many years, DSG, represented by everyone, changed the clutch, changed the more heat-resistant raw materials, improved the shift logic, and really improved the dual clutch, but the real problem is not easy to figure out. The low-speed gear congestion still caused the clutch to heat up and the consumption accelerated. However, if the driver grasps the situation, he should try to bypass the heavily congested road section and enter the manual mode when the low gear is slow.

It is understood that the dual clutch can improve the shift efficiency in sports cars without durability as a support point, but in production cars, it is not a thing for unscrupulous ejection and acceleration cars. The more important advantage is fuel economy, not characteristics, so most drivers can do it until you are ready to change cars.

Frequently asked questions: 1, powershift is not suitable for frequent development, driving at low speed for a long time, or parking with the traffic flow, which is very easy to overheat, leading to common failures. Once the on-board computer gives a warning, you must stop immediately and cool the transmission.

2. If there is no way to prevent congestion, try to follow the car with a low gear, including manual gear or S gear, which can largely prevent the clutch from overheating due to the continuous shifting organization of the transmission.