2011 BMW M3 - BMW DCTF-1 / Pentosin FFL-4 - 51k

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OIL BMW DCTF-1 (Pentosin FFL-4)

MILES IN USE 51,108

MILES 51,108

SAMPLE TAKEN 12/13/13

MAKEUP OIL 0



ALUMINUM 12

CHROMIUM 0

IRON 34

COPPER 5

LEAD 0

TIN 0

MOLYBDENUM 0

NICKEL 0

MANGANESE 5

SILVER 0

TITANIUM 0

POTASSIUM 3

BORON 67

SILICON 11

SODIUM 5

CALCIUM 41

MAGNESIUM 2

PHOSPHORUS 263

ZINC 11

BARIUM 0



SUS VIS @ 210ºF 50.9

cSt @ 212ºF 7.55

FLASHPOINT ºF 405

FUEL NA

ANTIFREEZE 0.0

WATER 0.0

INSOLUBLES 0.2

TAN 1.5





This is the factory-fill dual-clutch transmission fluid from my BMW M3. The fluid is BMW DCTF-1, which is Pentosin FFL-4 (basically a 75w85 GL-4). The transmission is a Getrag 7DCI600, which BMW labels as M-DCT/M-DKG and is the same unit as the Ferrari California. The fluid is classified as lifetime, but I don't trust that. Sump capacity is 7.8L. Worth noting that I usually drive the car in the more aggressive shift settings and am not shy about downshifting to get some engine braking. I've never used launch control.

Blackstone actually does have data from this fluid/vehicle and showed my wear to be much better than their averages! They specifically called out the copper and lead (from brass/bronze parts) as "amazingly low". They agreed that it's probably not a lifetime fluid, but said it could go to 70k or further.

I replaced it with Motul Multi DCTF, but due to the change process, we only got 4 of the 7.8L out though after seeing the analysis I have no worries about that. There is a transmission filter that was changed too.

So like my UOAs have shown, I definitely got a good one!
 
Originally Posted By: martinq
Any idea what kind of filtration is used on this tranny? Internal/external, magnets, etc?


Beyond the big cartridge filter below, unsure.

482398_x800.jpg
 
Ahhh NTZ, that's the good stuff! I believe they usually have a small magnet incorporated into the housing. Each application is different no doubt.

If it was mine I'd see about getting a magnet inline with the cooling loop. Something like Magnefine that can be opened & inspected.
 
No standalone cooler for the DCT. The Europe-only GTS model has a cooler, but that's because it is a track-version of the car with a higher-output version of the motor and bigger clutches/faster shifts.
 
I like reading DCTF reports because my car has such a transmission.
My Mitsubishi has a Getrag unit, but the filter is much different from yours. Mine looks like a generic cartridge engine oil filter.

I took a careful look at my filter and it did have lots of metallic sparkles, but the fluid didn't seem dirty. How did your old filter look?
 
Originally Posted By: martinq
Is this a wet-clutch or dry? The GTR had big problems keeping the DCT fluid cooled.


It is a wet-clutch system.


Originally Posted By: artificialist
I took a careful look at my filter and it did have lots of metallic sparkles, but the fluid didn't seem dirty. How did your old filter look?


To be honest I didn't see the filter since a shop changed it out for me.
 
I'm amazed they are able to keep the fluid temps under control without a good cooling loop. The (2009) GTR can only last about 20mins on the track (summertime) before needing a couple cool-down laps.
 
Originally Posted By: martinq
I'm amazed they are able to keep the fluid temps under control without a good cooling loop. The (2009) GTR can only last about 20mins on the track (summertime) before needing a couple cool-down laps.



Some guys do experience DCT overheating, but that's only after they've been on track for 20+ minutes and the ambient temps are over 100.

My car is also not putting out GT-R power/torque, and isn't 4WD.
 
The GT-R isn't the only car to have overheated fluid. The Evo X would sometimes experience it on track day. It also used a wet clutch system, but I don't know if that is the cause.

Evo X racers sucessfully prevented this by installing larger transmissions coolers, is installing a larger cooler on a GT-R an effective solution? Can it even be done?
 
Originally Posted By: artificialist
The GT-R isn't the only car to have overheated fluid. The Evo X would sometimes experience it on track day. It also used a wet clutch system, but I don't know if that is the cause.

Evo X racers sucessfully prevented this by installing larger transmissions coolers, is installing a larger cooler on a GT-R an effective solution? Can it even be done?

Yes I remember an EvoX at the track going for cool-downs due to tranny temps. A proper air-oil cooler setup is probably the best way to address this. There's plenty of options for the GTR but they're pricey just like anything else GTR related.

http://www.amsperformance.com/cart/hks-nissan-gt-r-r35-dct-dual-clutch-transmission-cooler-kit.html

http://sheptrans.com/products/gtr-r35/billet-alloy-transmission-pan-sump/
 
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