BMW Factory training-ST813 - M DCT Drivelogic - Double Clutch Manual TX PDF
BMW Factory training-ST813 - M DCT Drivelogic - Double Clutch Manual TX PDF
BMW Factory training-ST813 - M DCT Drivelogic - Double Clutch Manual TX PDF
M Double-Clutch Transmission
with Drivelogic
Subject Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Special Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Principles of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Comparison of the M DCT to the Manual and SMG . . . . . . . . . . . . . . . .9
Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
BLANK
PAGE
M Double-Clutch Transmission with Drivelogic
(M DCT Drivelogic)
4
M DCT Drivelogic
Introduction
BMW has introduced the new generation of sequential transmissions. The M Double-
Clutch Transmission with Drivelogic (M DKG) GS7D36SG is available as an option on
the entire E9x M3 series and is referred to as M DCT Drivelogic.
The M double-clutch transmission combines the benefits of a sequential M transmission
with that of an automatic. Like the SMG, it can be used in automatic mode "Drive" and
in manual mode "Sequential".
There are 5 Drivelogic programs in automatic “Drive” mode and 6 Drivelogic programs
in “Sequential” mode. In sequential mode shifting can either be done with the new
electronic sports shift lever, exclusive to the BMW M3, or with paddle shifters on the
steering wheel. The main characteristic of this system is that there is no longer an
interruption in driving force during the shifting operation.
Shifting is controlled by the M DCT electronics and executed by the M DCT hydraulic
components. These are combined into one mechatronics module and integrated into
the transmission. The M DCT has a dedicated system to directly lubricate all of the
relevant transmission components. The transmission oil temperature is regulated by
a special two stage cooling system.
An electric automatic parking lock has been integrated into the system. Selection of
the driving programs and gears are controlled using the (M GWS) electric gear selector
switch. Different driving modes and settings can be selected through the controller and
the fifth settings menu of the CID (option dependent).
5
M DCT Drivelogic
Special Features
GS7D36SG M double-clutch transmission features:
• Hydraulically operated double (wet) clutches
• Integrated mechatronics module, that consists of the M DCT electronics
and the M DCT hydraulic components
• Internal direct lubrication of key transmission areas and components
• Special two-stage oil cooling system
• New M DCT electronic gear selector switch M GWS
• Automatic parking lock mechanism
• Drive shaft length has been adapted (shortened) to fit the M DCT transmission
• Fully variable M limited-slip differential with a modified gear ratio of 3.154
(without M DCT 3.846) and modified housing cover
6
M DCT Drivelogic
M DCT Applications
Transmittable
Transmission Model Engine/torque torque rating
E90 M3
S65B40O0
GS7D36SG E92 M3
400 Nm
520 Nm
E93 M3
Predecessor Basic
Series Model Engine Introduced
manual transmission transmission
1st generation
E36 M3 S50B32 Sequential M transmission GS6S420BG 10/1996
Not US
Sequential manual
E85 Z4 M54B25/30
transmission
GS6S37BZ 04/2003
3rd generation
E6X M5/M6 S85B50O0
Sequential M transmission
GS7S47BG 09/2005
7
M DCT Drivelogic
Principle of Operation
The M DCT consists of two sub-transmissions, each with its own clutch. Clutch 1 with
sub-transmission 1 and clutch 2 with sub-transmission 2. Sub-transmission 1 consists
of the gears 1, 3, 5, 7 and Reverse while sub-transmission 2 consists of gears 2, 4 and 6.
This means that the your next gear is always pre-selected in the other sub-transmission,
regardless of whether you are shifting up or down (with the exception of "R").
For example, while still in the acceleration phase of the currently selected gear, if on sub-
transmission 1 the next logical gear on sub-transmission 2 is engaged in advance, in a
process similar to the Shift Overlap function of an automatic transmission.
Precise control of the clutches when upshifting will allow the driving force to be
transferred very quickly and smoothly from sub-transmission 1 to sub-transmission 2
without an interruption in driving power. This results in significant benefits not only for
the available driving force but also in terms of shift comfort.
By combining the seamless driving force and comfort of the automatic with the
direct connection to the engine as a manual, M DCT provides the benefits of both
transmissions.
A B C
1 2
1 3 5 7 R
3 4
2 4 6 TT07-1380
4 Sub-transmission 2
8
M DCT Drivelogic
Comparison of the M DCT to the Manual and SMG
t
2 3 4
Note: Smooth gear changing without loss of driving force becomes clear
when compared to the previous manual and SMG transmission.
9
M DCT Drivelogic
Technical Data
A 7 speed manual transmission with wet double-clutch, parking lock, integrated
mechatronics module and sport gear ratio.
Control Electrohydraulic
10
M DCT Drivelogic
System Overview.
The components of the 2-stage transmission oil cooling system are built into the left
side of the transmission.
The mechatronics module is integrated into the transmission on the right side. The oil
lines lead to the oil to air heat exchanger (coming from the left side of the transmission).
External right side view of the M DCT transmission
The electronic M DCT transmission control is networked with the M gear selector
switch and the interfaces to the E9x M3 vehicle electrical system. The E9x-M3 vehicle
electrical system has been expanded to include the M double clutch transmission.
11
M DCT Drivelogic
M DCT System Circuit Diagram
2
4
1
3
PT-CAN
DME
DSC
DKG
5 6 WUP
KOMBI CAS3
PT-CAN
K-CAN
Kl. 30g
8 JB
7
SZL 9
10
11 12
LIN-Bus
FRM
13
GWS
14 15
16
Kl. 58g
17
F-CAN
DSC_SEN
TT07-0884
12
M DCT Drivelogic
M DCT System Circuit Diagram Legend
13
M DCT Drivelogic
14
M DCT Drivelogic
ASP
2x JB
EDC-K
RAD2
GWS
KOMBI
KOMBI CON
SMC CCC SZL
2x > 09/07
FS
QLT
E92 DSC
GBFA SMFA SMBF CDC SBX High
DSC-SEN IBS
E92
GBBF FLA TPMS TPM-SEN TOP-HIFI
4x
LLS
E93
G
MW-SEN
4x
E93 OC3 EKP DME
E90/E92
SDARS
SINE USIS E93
ROC
E93
RLS FZD ACSM TCU IBOC
EDR
2x
MRS5
E90/E92
K-CAN BSD
TAGE
2x
8x (4x) MOST LIN-Bus
IHKA CA
PT-CAN Lo-CAN
E93 F-CAN
E9x M3 M DCT System Circuit Bus Overview and Terminal Status
CTM
TT07-1325_2
Index Explanation Index Explanation
Advanced Crash and Safety
ACSM Management (E93 only)
JB Junction box
CAS3 Car Access System 3rd generation LWS Steering angle sensor
MW-
CCC Car Communication Computer Microwave sensors (E93 only)
SEN
Multiple restraint system, 5th generation
CDC (Compact) CD changer MRS5 (E90 and E92 only)
CID Central information display OC3 Seat occupancy detector mat (US only)
DSC-
DSC sensor SBFA Switch block, driver's door
SEN
SBX
EDC-K Continuous Electronic Damping Control High-level interface box
High
EDR Throttle valve actuator motor SDARS Satellite tuner (US only)
GBFA Seat belt extender controller, driver (E92 only) TCU Telematics Control Unit
TOP-
GWS M gear selector switch Top-HiFi amplifier
HiFi
Ultrasonic passenger-compartment
IBS Intelligent battery sensor USIS sensor (E90/E92 only)
Integrated automatic
IHKA heating/air conditioning system
15
M DCT Drivelogic
Operation and Power Flow
2 3
7
2 3
4 R 1 5 7
1 8
6 4 5 7
TT07-1719
9 10
Operation
The driving force is guided into the transmission by a central input shaft (1)
through wet clutches 1 and 2, which are integrated into the transmission.
Clutch 1 (2) transmits the power to inner input shaft 1 (5).
Clutch 2 (3) transmits the power to inner input shaft 2 (4).
The torque is then transferred to the output shaft (8) via the countershaft (6).
The constant gears (7) are always engaged regardless of the gear selected.
The countershaft and the output shaft are also always engaged.
The respective gear pairs are selected via the sliding clutches (9).
The 7th gear is the direct gear, the sliding clutch connects inner input shaft 1
directly to the output shaft.
The parking lock (10) is located directly on the output shaft.
16
M DCT Drivelogic
Power Flow
2 3
M DCT "Neutral"
R 1 7
6 5
4
TT07-1379
2 3
R 1
1st gear
7
power flow
6 5
4
TT07-1322
2 3
R 1 7
2nd gear
power flow
6 5
4
TT07-1324
17
M DCT Drivelogic
2 3
3rd gear
R 1 7
power flow
6 5
4
TT07-1363
2 3
R 1
4th gear
7
power flow
6 5
4
TT07-1364
2 3
R 1
5th gear
7
power flow
6 5
4
TT07-1365
18
M DCT Drivelogic
6th gear
2 3
R 1
power flow
7
6 5
4
TT07-1366
2 3
7th gear
7
R 1
power flow
6 5
4
TT07-1367
Reverse gear 2 3
power flow
R 1 7
6 5
4
TT07-1368
19
M DCT Drivelogic
Shifting Operation From 1st to 2nd Gear
The following is a diagram demonstrating the shifting operation from 1st to 2nd gear with
regulated transmission of the driving force between clutch 1 and clutch 2.
2nd gear is already pre-selected, while the driver accelerates in first gear (not shown).
During the first phase, clutch 2 begins to engage as clutch 1 begins to disengage.
3
M DCT power flow
2
R 1
route 1st gear
7
6 5
4
The greater portion of the driving force is still being transferred by clutch 1. The pressure
on clutch 1 is still significantly higher than the increasing pressure on clutch 2.
3
M DCT gear shift from 1st
2
R 1
to 2nd gear, first phase
7
6 5
4
20
M DCT Drivelogic
During the second phase, the driving force is distributed proportionally to clutch 2, which
is engaging and clutch 1 which is disengaging. In this diagram both clutches have nearly
the same pressure.
2 3
R 1
M DCT gear shift from
7
6 5
4
During the 3rd phase, clutch 2 carries the greater portion of the driving force, while clutch
1 disengages further. The pressure on clutch 2 is now significantly higher than the
decreasing pressure on clutch 1.
6 5
4
21
M DCT Drivelogic
The gear shift from 1st to 2nd gear is complete, 3rd gear can now be pre-selected.
The same process applies for further gear shifts. The process runs in the reverse order
when downshifting.
2 3
2nd gear power flow
R 1 7
6 5
4
22
M DCT Drivelogic
System Components
Housing Structure
The GS7D36SG transmission housing consists of three main components:
• The transmission housing
• The intermediate Case
• The rear housing cover
The main opening at the front is closed with the clutch cover. The case openings on
the right side are closed with the mechatronics/hydraulic components cover. The lower
openings are closed with the oil sump cover and on the left side with the oil filter cover.
TT07-1717
7 6 5
23
M DCT Drivelogic
Internal Structure
In the M DCT, driving force is transmitted in gears 1, 3, 5, 7 and R from clutch 1 to inner
input shaft 1 and sub-transmission 1.
M DCT Sub-transmission 1
1 2
TT07-1682
4 3
In gears 2, 4 and 6 the driving force is transmitted from clutch 2 to inner input shaft 2
and sub-transmission 2.
M DCT Sub-transmission 2
1 2
TT07-1683
4 3
24
M DCT Drivelogic
Clutch 1, clutch 2, input shaft 1, input shaft 2, the countershaft and the output shaft form
the total gear set of the double-clutch transmission.
1 2 3 4 5 6
TT07-1685
10 9 8 7 5
25
M DCT Drivelogic
The driving force is transmitted from the dual-mass flywheel over the central input shaft
and the external double-clutch housing into the M DCT. The oil pump drive gear is
connected at this point to the central input shaft.
There are four hydraulically operated selector rods and four sliding clutches, with one
selector rod and one sliding clutch for each gear pair 4/6, 2/R, 1/3 and 5/7. Gears 1, 2, 3
and Reverse are equipped with double taper synchronization and gears 4, 5, 6 and 7 with
single taper synchronization.
Carbon friction material is used for taper friction lining on all gears. The gear set
assembly is mounted on three bearings that are evenly distributed along the length of
the transmission shafts.
26
M DCT Drivelogic
Automatic Parking Lock
This is the first time that an integrated automatic parking lock has been used in an M
vehicle. When the engine is turned off, there is no mechanical connection between
engine and drive wheels (clutches are at zero pressure and disengaged).
M DCT parking lock lever, M DCT parking lock lever, (cut away view
(view from rear right of transmission) from rear right of transmission)
2
T07-1704
27
M DCT Drivelogic
There is no parking lock button on the selector lever of the M GWS. The parking lock
position is determined by the M DCT electronics. The parking lock is engaged with the
use of a parking lock electromagnet. This electromagnet is built into the gear selector
switch housing and is activated directly by the M DCT electronics. It transfers its
movement (stroke) to a Bowden cable. The parking lock Bowden cable transfers the
movement directly to the external parking lock lever on the transmission and then to
the inner parking lock lever.
1
5
2
TT07-1681
Note: The parking lock Bowden cable does not need to be adjusted.
28
M DCT Drivelogic
The parking lock disengages hydraulically in the transmission. To engage the parking
lock using the electromagnet, the parking lock hydraulic components must be at zero
pressure.
The parking lock will always be automatically engaged once the engine has been
turned off, except in "N".
When in "N" the parking lock is engaged:
• when vehicle remote control is not in the ignition lock (Comfort Access)
• when removing the remote control from the ignition lock
• 30 minutes after the engine has been turned off.
Note: At the car wash, before stopping the engine you must deliberately shift
to "N" and leave the transmitter in the ignition lock. (With Comfort
Access it must remain in the car or be inserted in the ignition lock).
29
M DCT Drivelogic
Mechatronics Module
The mechatronics module integrated into the M DCT transmission housing consists of
the M DCT electronics and the M DCT hydraulic components.
The selector rod position sensors are mounted directly on the M DCT electronics. The
speed sensors for inner input shafts 1 and 2 are integrated in the upper position sensors.
The parking lock sensors are integrated in the second position sensor from the bottom.
30
M DCT Drivelogic
M DCT Electronic Components
4 1
Index Explanation
1 M DCT electronics
TT07-1699
1 2
Index Explanation
1 Take up shift valve
3 Shift cylinders
31
M DCT Drivelogic
The eight individual gears are engaged by four hydraulic cylinders and four individual
selector rods. The selector rod positions are detected without the need for direct contact
with the use of the selector rod position sensors.
32
M DCT Drivelogic
Sensors and Communication
M DCT basic layout with clutches, shafts, M DCT electronics and sensors
2 3
6
DCT
8
2 3
4 R 1 5 7
1 9
6 4 5 8
10 11 12 13 14 15 16 17 18 19
Note: The engine speed signal is provided from the DME through the PT-CAN
to the M DCT electronics.
33
M DCT Drivelogic
M DCT Transmission Sensors
The following sensors are mounted in the transmission and their signals are sent directly
to the M DCT electronics:
• Input shaft 1 speed (Hall) sensor monitors rotation and direction of transmission
shaft 1.
• Input shaft 2 speed (Hall) sensor without rotation direction detection for the
transmission shaft 2.
• Clutch oil pressure (Piezo) sensors for clutch 1 and 2.
• 3 temperature sensors (NTC), one for the ejected clutch oil and two redundant
temperature sensors for the M DCT electronics.
• 4 linear (Hall) sensors monitor the selector rod position.
• 1 double (redundant) parking lock (Hall) sensor.
The oil sump temperature is measured using a complex temperature map and checked
against the temperature of the clutch oil by the M DCT electronics.
Torque Intervention
The M DCT mechatronics module sends a torque requirement to the engine control
module on the PT-CAN in order to achieve a torque intervention when shifting gear under
load or when coasting. This is negative when upshifting so that the engine speed is
reduced. When downshifting the torque intervention is positive, in order to increase the
engine speed. Gear shifting is supported by the engine control module through this
torque intervention strategy.
LIN-bus Module
There is a LIN-bus connection in the M DCT electronics for redundant communication
with the gear selector switch (GWS).
34
M DCT Drivelogic
M-Gear Selector Switch (M GWS)
The double clutch transmission in the E9x M3 has an M specific gear selector switch.
It is operated in a similar way to the one in the E6x M5/M6 with the sequential M
transmission (SMG).
The M GWS consists of the selector lever with indicator, the housing with control module
and the external but electrically connected Drivelogic program selector button.
35
M DCT Drivelogic
Selector Lever Indicator and Function
The shift pattern, driving program, gear selection indicator on the selector lever are all
similar to that of the E6x M5/M6 with SMG. The main difference is that the selector lever
on the gear selector switch in the E9x M3 no longer snaps into the "N" and "R" positions,
instead it only snaps into "R".
The M GWS selector lever is self centering as it returns back to its normal starting
position on its own, after the driver selects the desired gear. Reverse gear is an
exception; because once the shifter lever is moved left and into the "R" position the
gear must be manually unselected by the driver.
The shift pattern, driving program, gear selection indicator on the selector lever are all
displayed in red, depending on the position of the selector lever and driving program
selected.
The indicator displays the currently selected driving program and the gear selection
options. The indicator consists of the locating light that indicates the shift pattern and
the function indicator lamp. These are two different red position LEDs that show the
currently selected driving program and the gear selection options.
The function indicator lamp in the M GWS is controlled by the M DCT electronics. The
function indicator lamp is monitored, read back and compared with the required indicator
for plausibility.
In addition to the PT-CAN connection; there is a LIN-bus connection built in to the
M GWS for redundant communication with the M DCT electronics.
36
M DCT Drivelogic
The M GWS one-touch function is pushed to
the right once to start automatic gear mode
37
M DCT Drivelogic
In sequential mode there are two additional indicators,
one for 1st gear and one for 7th gear.
Downshifting
In 1st gear the "-" is no longer lit up in red,
because it is no longer possible to downshift.
Upshifting
In 7th gear the "+" is no longer lit up in red,
because it is not possible to shift higher.
38
M DCT Drivelogic
Gear Selection "N" Neutral
The driver can consciously shift into neutral by
pressing the selector lever briefly to the left.
"N" will light up in red in the selector lever
indicator. This is useful for example in a
car wash.
Note: At the car wash, before stopping the engine you must deliberately shift
to "N" and leave the transmitter in the ignition lock. (With Comfort
Access it must remain in the car or be inserted in the ignition lock).
39
M DCT Drivelogic
Drivelogic Program Selection
The controls and indicators in the vehicle are similar to the SMG II and SMG III vehicles.
The Drivelogic program switch gives you the option of choosing between six driving
programs in sequential mode and five driving programs in drive mode.
The selected driving program is displayed as a bar chart in the instrument cluster.
In sequential mode the switching speed is affected which has a direct effect on the
shifting firmness.
The sixth shift program can only be selected when the DSC function is de-activated.
In drive mode the shift points and the shifting speed are affected, as a higher shift
program means a higher gear changeover speed and thus a higher shifting speed.
In addition to the Drivelogic program selection, the shift time is also dependent on the
position of the accelerator pedal and how quickly it is operated.
40
M DCT Drivelogic
M GWS Shifter Sensor System
The selector lever position is detected with the use of Hall sensors. These are available
mostly in groups of 2 or 4. In total there are 14 Hall sensors. This ensures maximum fault
handling and diagnostic capacity.
M GWS arrangement of Hall sensors for determining the selector lever position
1 2 3
Index Explanation
1 Gear selection "R" reverse gear
2 "-" downshifting
Driving program "D/S" automatic
3
or sequential mode
4 Selector lever start position
5 "+" upshifting
6 5 4
TT07 1653
Interface to the M DCT
The selector lever position is transmitted through the PT-CAN and a LIN-bus. In the
event of a failure of one of the two communication lines, a signal is still sent to the
M DCT.
The M GWS wake up is done by a high signal on the PT-CAN wake-up line.
The M GWS itself has no active wake-up capabilities. The indicator on the selector lever
is active as soon as bus communication is active on the PT-CAN or the LIN-bus.
41
M DCT Drivelogic
Transmission Oil System
Pressure and Flow Regulation
A gear driven pump is integrated into the M DCT transmission and is responsible for
circulating the oil through the unit.
The transmission oil pump is driven by a gear on the drive input side which connects to
the center input shaft of the M DCT. The engine must be running for the oil pressure to
build up.
1
4
3
TT07-1697
Note: Because transmission oil pressure cannot be built up when the engine
is not running, a M DCT vehicle should never be push-started.
42
M DCT Drivelogic
The operating pressure is determined by a regulated control valve depending on the load
and the function selected. The system is protected by a pressure relief valve in the pump.
The pressure is regulated according to the following priorities:
• Clutch engagement and disengagement
• Gear changes
• Cooling the clutch
• Lubrication cycle.
The transmission oil pressure should be high enough to:
• Be able to engage the clutches reliably.
• Allow the gear selector rod to reach the required control shift speed.
The normal operating pressure range is between 5 and 20 bar, although it can be
increased up to 30 bar if necessary to maintain proper transmission operation.
At maximum shifting force, the pressure required to operate the selector rods can be the
same as the operating pressure.
The pressure required for the clutches is limited to 18 bar. The clutch is regulated by an
integrated proportioning valve.
Overpressure protection is ensured by a pressure relief valve.
Clutch cooling is map-controlled using a proportional valve.
Note: The M DCT Drivelogic transmission has a new long-term rated oil,
DCTF-1, which requires no replacement unless specified for a repair.
43
M DCT Drivelogic
M DCT gear set with lubricating pipe
1 2 3 4 5 6
TT07-1685
10 9 8 7 5
Oil-spray Lubrication
45
M DCT Drivelogic
M DCT Two Stage Transmission Oil
Cooling (view of system components)
1 2
3 2
TT07-0946
6 5 4
46
M DCT Drivelogic
Oil to Air Cooling
An oil thermostat is used to direct the oil flow through the oil to air heat exchanger. There
is a by-pass passage in bore of the oil thermostat which is located between the supply
and the return flow from the oil to air heat exchanger.
Oil “Warm-up”
When the oil temperature is below 95°C
(203°F), the oil by-pass passage in the
thermostat is open. Oil flows out of the oil
to coolant heat exchanger directly through
the oil thermostat and back into the M DCT.
This by-passes the oil to air heat exchanger
completely and allows the system to reach
operating temperature.
TT07-1661
M DCT oil thermostat at an oil temperature
below 95 °C
Oil “Cooling”
When the oil temperature is above 95°C
(203°F), the oil by-pass passage is closed
by a thermal control valve in the oil
thermostat. The hot oil is now directed to
the oil to air heat exchanger for cooling
before it flows back into the M DCT.
This design enhances the overall thermal
efficiency of the oil to air heat exchanger
while maintaining the proper transmission
TT07-1662
Note: In the event that the transmission oil temperature increases above the
allowable limit, the engine torque is reduced and the maximum rpm is
limited as a safety measure.
47
M DCT Drivelogic
Service Information
Parking Lock
The parking lock Bowden cable does not need to be adjusted.
CAUTION!!! The vehicle will roll with the emergency parking lock
released.
The emergency release is described in detail in the vehicle’s Owner's Manual and
in the Repair Instructions.
Note: Releasing the parking lock using the emergency release can cause
a fault code entry in the M DCT electronics.
Car Wash
At the car wash, before stopping the engine, you must actively switch to "N". Vehicles
with “Comfort Access” must leave the transmitter in the vehicle or in the ignition lock.
Transmission Oil
48
M DCT Drivelogic
Transmission Oil Cooling
In the event that the transmission oil temperature increases above the allowable limit, the
engine torque is reduced and the maximum rpm is limited as a safety measure.
1 2 3 4 5
Index Explanation
28.00-XXXXXXX-01 Transmission designation in accordance
1
M
W
B
49
M DCT Drivelogic
Service Functions
The following Service Functions are currently available on the
BMW diagnostic equipment (GT1 Tester) for the M DCT transmission:
• Clutch adaptation
• Transmission adaptation
• Oil calibration
• Parking lock hook test
Clutch Adaptation
The Clutch adaptation teaches the clutch engagement points for each clutch and
saves the data in the M DCT control module.
Clutch Adaptation should always be performed after the following service procedures :
• Clutch replacement
• Mechatronic module replacement
• Replacing the speed sensor or oil temperature sensor
• Replacing the oil pump
• If any work was done to the internal transmission components
Transmission Adaptation
The transmission adaptation service function ensures that the neutral positions and
mechanical end stops will be learned and saved in the M DCT transmission control
module.
Transmission adaptation should always be performed after the following
service procedures :
• After replacement of the mechatronic module
50
M DCT Drivelogic
Oil Calibration
This service function relates to the control and monitoring of the M DCT transmission
oil temperature, which governs the function of specific components and relevant
transmission controls.
The Oil Calibration should always be performed after the following service procedures:
• Clutch replacement
• Mechatronic module replacement
• Replacing the speed sensor or oil temperature sensor
• Replacing the oil pump
• If any work was done to the internal transmission components
• After a change or repair of the parking lock linkage
• If any work was done to the Gear Selector
51
M DCT Drivelogic
Possible Fault Messages
The following is an overview of possible fault indicators and the associated Check Control
Messages.
Transmission Temperature
Transmission Temperature. Risk of transmission overheating.
Drive carefully! Shift program with restricted vehicle operation
active. Avoid high engine loads.
Reaction:
The engine torque is reduced.
The shift program is adjusted to lower the temperature.
Action:
Check driving profile and environmental conditions.
Look for a possible fault in the transmission oil cooling system.
It may be necessary to check the M DCT using BMW Diagnostic Equipment.
2. When the transmission oil temperature has overheated (oil sump or clutch).
Transmission Temperature Stop and shift the transmission position into “P” after
it has cooled down, drive on carefully.
Drive carefully!
If overheating re-occurs, visit your nearest BMW
Service Center to check this.
Reaction:
The engine torque is greatly reduced. The current gear remains engaged until you reach a standstill.
After reaching a standstill, the parking lock is engaged.
Action:
Look for a fault in the transmission oil cooling system.
Check the M DCT transmission using BMW Diagnostic Equipment.
52
M DCT Drivelogic
Internal Transmission Faults
(Implausible sensor, valve readings and limit value infringements)
Transmission Fault
Transmission fault. The journey can be continued.
Visit your nearest BMW Service Center to check this.
Reaction:
None.
Action:
Check the M DCT using BMW Diagnostic Equipment.
53
M DCT Drivelogic
Check Control Message 365 may display:
• In the event that the temperature sensors and pressure sensors do not detect
cooling oil flow, for example, because a valve has jammed while other valve problems
or sensor failure are being experienced.
• With persistent pressure limit infringements.
• In the event of mechanical selector rod problems or sensor faults (position sensors
for the selector rods).
• Because the temperature measured in the M DCT electronics does not match the
value range of the other temperature sensors.
Transmission Fault
Faulty transmission. Emergency program activated.
Drive carefully Visit your nearest BMW Service Center to check this.
Reaction:
A clutch may be blocked. Clutch 1 (the gears R, 1, 3, 5 and 7 can no longer be selected) or clutch 2
(the gears 2, 4 and 6 can no longer be selected). Individual or gear pairs are blocked.
Action:
Check the M DCT using BMW Diagnostic Equipment.
54
M DCT Drivelogic
Check Control Message 254 may display:
Transmission Fault
Faulty transmission. Reduced acceleration may occur.
Drive carefully Visit your nearest BMW Service Center to check this.
Reaction:
The journey can be continued with limited engine performance.
Action:
Check the M DCT using BMW Diagnostics Equipment.
Transmission Fault
Reaction:
Only 2nd and R gears are available.
Action:
Check the M DCT using BMW Diagnostic Equipment.
55
M DCT Drivelogic
Faults Related to Implausible Readings
(with the brakes, parking lock or gear selector switch [GWS])
Check Control Message 250 may display:
• When there is a fault with the brake light switch or implausible reading.
• In the event of unrealistic driving conditions, such as excessive deceleration without
brake operation.
• lengthy simultaneous accelerator pedal and brake pedal operation, for more than
1 min.
Important!
It is still necessary to step on the brakes before
shifting into gear.
Gear can be engaged without braking. The journey can be continued.
Turn off the engine before leaving the vehicle.
Have it checked by your BMW Service Center as
soon as possible.
Reaction:
If the brake light switch is defective, starting the engine may not be possible.
Action:
Check driving profile, vehicle may need to be checked using BMW Diagnostic Equipment.
Transmission Position
Transmission position “P” Position “P” is not selected.
is not selected.
Caution! The vehicle may roll in this condition.
Reaction:
Inoperative parking lock function, the vehicle must be secured with the hand brake/parking brake when
switching off the engine.
Action:
Check for proper functioning parking lock electromagnet in the M GWS.
Check the routing path of the Bowden cable between the parking lock electromagnet in the M GWS
and the parking lock lever on the M DCT.
Check for proper functioning parking lock lever on the M DCT.
Check M DCT using BMW Diagnostic Equipment.
56
M DCT Drivelogic
Check Control Message 175 may display:
• In the event of a parking lock sensor fault.
Faulty Transmission
Transmission position “P” may not be possible.
Transmission position “P” is faulty.
When at a standstill activate the parking brake.
Visit your nearest BMW Service Center to check this.
Reaction:
Parking lock may not be selected.
Action:
Check if the parking lock is selected. Check the M DCT using BMW Diagnostic Equipment.
Faulty Transmission
To pull away, unlock the parking lock manually, see
Transmission position “P” is faulty.
Vehicle Owner's Manual.
Visit your nearest BMW Service Center to check this.
Reaction:
Parking lock must be disengaged via the emergency release.
Action:
After emergency release, check the M DCT using BMW Diagnostic Equipment.
57
M DCT Drivelogic
Check Control Message 394 may display:
• In the event of a M GWS malfunction.
Reaction:
One or more M GWS functions may be faulty.
Action:
Repeat driving program selection on the M GWS or use the gearshift paddles on the steering wheel.
Check the M GWS using BMW Diagnostic Equipment.
Faulty Drive
The journey can be continued.
Faulty drive
Reduced acceleration.
Visit your nearest BMW Service Canter to check this.
Reaction:
Clutch is not operating smoothly. Shifting between gears is not smooth.
Action:
Check vehicle by using BMW Diagnostic Equipment.
58
M DCT Drivelogic