Having used both BMS and Dinan on the same car the Dinan system makes just as much power but the transmission function is totally stock with the Dinan bc of its integration with the ECU. I agree a full ECU tune is ideal but that's never happening on our cars. Getting the trans in the car- Fitting inside the tunnel. There are a couple different versions of this trans, but for most of our purpose we use the F80 DCT, which also has either a long or short ratio option. ![]() ![]() The Dinan unit is actually fully integrated directly with the ECU and CAN systems so it always knows exactly how much tq is being generated, it doesn't just trick boost sensors etc. We're using the BMW GS7D36SG which is a 7-speed Dual Clutch transmission designed for rear wheel drive applications. Still to this very day flash only on merely stock turbos is able to achieve higher wtq on the N54/S65 "DCT" over the piggyback and the piggyback + back end flash suppliment The same exact folklore started with the conjecture on the N54/S65 DCT with "a certain unmentioned" company and its followers started spewing about the DCT limitations and were proven wrong as the limitation was based on their on method tuning when there was "no backend flash" availableīeing that they were able to NOW achieve 550 wtq on "ugpraded turbos" from what was underated by almost 60 wtq before introducing flash as a suppliment to piggyback tuning. Dinan is much much more conservative when it comes to this when compared to BMS JB4įlash tuning allows absolutely accuracy and proper load to torque reporting by the DME to the TCU to be able to achieve more torque with less risk of slippage. ![]() What this means in reality the TCU is not getting the proper and correct load to torque calculations to apply the proper bar presure to the clutches to avoid slippage " up to a torque output certain point"Īll piggyback manafactures will tune to the point where things become unstable or slippage starts to occur and then back off to a certain point depending on the tuner. The Dinan turned a 12.0-second quarter-mile at 122 mphagain, pretty. A piggyback offsets the signals to the DME in which the DME is communicating its "flash" based calibrated stock algorithm back to the trasnmission's TCU. The S1 M4 ran from zero to 60 mph in 3.8 seconds, a tenth slower than a stock M4 with the DCT automatic we tested last year.
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