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Ideally, installing the engine and trans together from the bottom is the method to use. It is possible to stab the assembly in from the top, but requires more work and finesse. Both have been done successfully with this kit.
This is the adapter ring to the Engine. Factory alignment dowels are utilized to assure the entire engine-flywheel-damper-DCT transmission assembly is aligned properly.
Gear Indicator Display in a Speedhut Tachometer with custom 9k redline.
Multiple ways! There are a few options for controlling the transmission. I use MAXXECU as it uses CANBUS to control the factory TCU inside the transmission without anything in-between. However, if you already have an engine controller and do not wish to switch, there are other options. You have CANTCU which is a controller that interfaces with multiple brands of aftermarket ECUs and also controls the factory TCU inside the transmission via CANBUS. Another option is the HTG controller. This is a controller that requires one to rewire the transmission. The HTG is then the dedicated TCU with full control over every aspect, and requires more in-depth tuning for your vehicle and usage. They do have a lot of updates like closed-loop and such. For simplicity, I like the MAXXECU, or the CANTCU. If you want absolute full control, go HTG. Links below:
MAXXECU info: https://maxxecu.com/webhelp/wirings-bmw_dct_gearbox.html
CANTCU info: https://www.canformance.net/product/cantcu-transmission-controller/
HTG info: https://www.seemslegitgarage.com/product-page/htg-gearbox-control-unit
Yes! All of the transmission control methods on the market integrate the ability to use paddle shifters.
BMW E92 M3 DCT for manual rear irons on the rotary, F8x DCT for manual AND auto rear irons, and the F10 DCT for manual rear irons.
One day, LPS Fab sent me a message and said "Hey, want to put a DCT in your FD?" .... and here we are.
Washington State.
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