The real reason is that the ZF eight-speed is more efficient and easier to calibrate for ultimate efficiency. While there are whispers about the decision being made over torque, with some rumors that modern DCTs can’t handle the torque of new M cars, they’re nonsense. Still, if you don’t want three pedals, the BMW M2 is the last bastion of DCT goodness from BMW M.įor the foreseeable future, all self-shifting transmission for the M Division will be traditional torque-converter automatics of some kind be it the current ZF eight-speed or an updated unit. While great, the paddle-shift ‘box just isn’t as engaging as a proper manual and the M2 is a car that prioritizes engagement and fun over outright performance. However, ironically, it’s the M car that benefits most from not having the DCT equipped. That only leaves the current BMW M2, as the only car to still use BMW’s DCT. ![]() It’s not that the ZF eight-speed auto is bad but it certainly lacks some zing, versus it’s older dual-clutch counterpart. But fans still do miss, maybe irrationally so, the sort of rapid, manic and almost violent full-throttle upshifts of the older DCT. It works so well in the BMW M5 that’s it is objectively hard to fault. Sure, the ZF eight-speed is about as a good of an automatic as there can be with silky smooth, yet lightning quick shifts and it’s been calibrated by magicians. So when the F90 M5 switched to a conventional, torque-converter eight-speed automatic from ZF, fans were a bit disappointed. ![]() Yet even BMW M customers that drove manuals respected the DCT for just how much faster it made cars, while also not taking away as much soul as a conventional auto ‘box would. Fans who owned M cars with the DCT absolutely loved it for its rapid-fire shifts, ease of use in traffic and added theater over a traditional automatic, especially with that funky gear selector. BMW M’s DCT (Dual-Clutch Transmission) was one that had almost no critics.
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