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Me too!!!! Should be getting a few items in this week to start back up on the project. I have piles of parts all over, but missing just enough of them to stop progress in its tracks.
All hot wired up and ready to mate to tbe 3.6 block. Hopefully that will happen this month and then the fun of trying to get the shift tuning complete.
Rather than trying to adapt an M3 shifter, which is nothing but a CAN "joystick" I decided to put all the controls for the DCT and the digital dash on the steering wheel. Plenty of room for improvements, but turned out alright. Just sandwiches between my Momo wheel and my Woodward quick disconnect hub with aluminum pillars to support the load. Just 4 wires to/from it for 12v-GND along with CAN HI/LO.
3d printed housing with a carbon fiber cut and engraved front and back plate. Hand full of switches and a couple of paddle shifters controlled by an ECUMasters CAN switchboard and this is what I ended up with.....
Not going to lie...kinda feels like Morotsport LARPing, but it is 100% function and all the buttons would need to be in the car anyway. LOL
Just playing around a bit with the ***** for the 2 rotary switches at the bottom that will control boost level and traction control in the ECU mapping. Will have 8 ECU settings for each function so that is more than enough for my needs and no more wearing out the throttle pedal on wet track days.
Right hand will send CAN signals to the transmission controller along with the paddle shifters.
Left hand will be for paging through the menus on the dash and selecting items.
Radio button will come in handy in the Chihuahua Express when making calls to the team. Driver/navigator communication is already hands-free over the Rugged Radios intercom. Clear button will remove any alerts that pop up on the dash and the other two will go to the PMU to run the wipers or flash the lights for a pass.
All the other power functions to the PMU will be via a CAN keypad.
I think we are dangerously close to having all the hardware needed to mate the BMW dual-clutch to the LFX. HOPEFULLY done by end of February.
While I had the car apart back in October, I decided to cut some weight and make a few improvements I have had on the back burner.
I sold the entire drive terrain to a great guy here locally, and I mean EVERYTHING. Pedals, shifter, subframes...even wheels and tires.
Used the funds to take her to the next level.
New subframes with full V8R suspension front and back, StopTech brakes and decided to try XIDAs.
Since I sold my pedals and no longer need a clutch pedal I decided to do a full manual Tilton under foot assembly.
(Will be cleaned up)
Ditched the e-brake since it was not connected to anything and that led to all new -AN brakes lines with a line lock where the e-brake was.
On the weight loss side of things I ditched the headlights and doors along with a few other things that added up to 112 lbs on the scale.
Since my car has to meet all road legal requirements, I need HI/LO beams. Headlights were converted over to a pair of Hella HI and LO projectors with HID bulbs. Added some halo rings for turn signals and good to go. Still need to trim a few things but they will sit behind the gutted turn signal lenses.
Doors were made easy thanks to CCP Fab.
I'll cover electrical and engine updates a bit later because, well..... it is currently a MESS for testing and verification of CAN BUS messages and the controller for the DCT, but the good news is that everything works. Just need to finish testing the DCT harness and messaging and then make a proper interior harness with new MILSPEC connectors.
I have probably grown the most from this phase of the project so I'll cover it in much greater detail once I have a chance to validate my understanding with a WORKING car. I knew almost nada about CAN messaging going into this and I knew it was going to be a steep learning curve, but I think I finally hit that point in the learning process where it clicked and the understanding is solid enough to get to the creative side of CAN development. This was key because of all the special features I plan to develop and implement on this car.
I knew you were working on a new intake manifold/ maybe an LF4 / another turbo build, but I didn’t realize you were putting a DCT in there too. Super impressive builds individually...no matter together! I can only imagine how great to drive your car is going to be. The LF4 is a beast, a buddy has a tuned ATS-V that’s one of the fastest car I’ve ever been in. I’m guessing your build will be too. I test drove a bunch of DCT M3s. I was amazed at how much faster you are (and not because of shift speed). It instantly made me a better driver. So much easier to focus on the apex / braking etc. vs doing the dance (which I’ve been doing for 25 years now...and I thought was second nature & so it really surprised me about the DCT). You’re going to love it on the track.
I need to get my damn car running with the mv5 first, but I’d be very interested in what you do to get the DCT to work & if you would go through the trouble again or if it’s just too much. It’s an upgrade I would seriously consider.
Sorry folks been tied up with life lately. Lost my mom at the beginning of the month and had to take some time out to get right in my head.
The good news is that I also closed on a new place this month with a real shop for a change. First order of business was to install a lift. If you are on the fence about getting a lift, GET OFF IT and just buy one! It makes thing so easy it is almost criminal!
Progress was made today on the DCT too. Adapter complete and input is still in R&D.
I have done a TON of research on the input design and at a SUPER high level the 3.6 is going to be borderline on a flexplate style input.
This in a direct log from a straight 6 that shows the output torque pulses in relation to the crank.
If the DCT clutch holds 1000nm the rest will be consumed as slippage which will become heat which will become wear on everything in the box. If the clutch slips for 0.5ms 3 times for every crank rotation that energy has to go somewhere.....
I'd love to get a log from the 3.6 just to see but I don't have access to that sort of equipment. I'm thinking that a flexplate will work, but at a cost to the lifespan of the gearbox. For this reason I am going to work with a few folks overseas to see if we can modify the 3.6 dual-mass anchor to not only smooth out the impulses, but also absorb some of the loading. May rev a bit slower, but I really feel it is the better option.
And if that wasn't enough, I have decided to develop a dry sump system for the 3.6 block. Should be pretty easy and my test system will use a Keisler oil adapter, factory pan and a few items from Aviaid. Will give me 2 gallons of oil and I should never spin a main like several others have already done.
We have looked at using the 1 stage Aviaid pump, factory pan and pump and doing the wet/dry sump thing. We think that is the easiest way to do it. Biggest question is where do you put the tank?
On the DCT, the guys from SuperK with the DCT and K swapped S2000 were with us at Barber for the LFX Bar-B-Que. They had SuperK there and made 1 lap before the clutch basket broke. The thing that people are finding out is the DCT needs to be isolated from the harmonics of the crank to last, i.e. the dual mass flywheel on the BMW's. I saw that someone is developing a dampened coupler of some sort.
Yea, the 4 bangers destroy a DCT clutch in nothing flat. Some folks get away with just using a big heavy chromoly adapter. V8 folks are able to get away with just a tiny flywheel adapter and the V6 is obviously right in the middle.
Pretty sure a bigger mass would help it survive and avoid the dual- mass complexity.
08-18-2020, 03:08 PM
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