the valve body is like a integrated circuit of hydraulics and the solenoids are like transistors, pressure regulators are amplifiers ... i am truly amazed how complex it is and that it actually works.
Came to make this exact comment... replace every instance of "fluid" or "pressure" with "voltage" and "valve" with "logic gate" you've got a basic transistor and IC course!
My 981 is my daily driver. Passing 78,000 miles now. It's good to know the 'mystery' of these marvelous PDK's is finally being revealed. I'm chaning trans fluids every 40,000 miles. Shooting for 250,000 miles 🤣
What a fantastic video, I worked for Porsche as a technician for 10 years and still found this video very interesting and helpful. Absolute pleasure to watch thank you.
Well done old chap! In my half century of driving Fords to Ferraris I try to keep an open mind about learning new things and though initially daunted by the length of these videos I’ve found them captivating from end to end and learned a whole new slew of insights, even on things I thought were simple and I fully understood. You have an excellent way of explaining and demonstrating through graphics and practicals that very few on UA-cam have been able to achieve, a true talent!😀👍🏎
Man! I am lost for words. Just finished watching both parts of this. Videos like this are the ones that need a million subscribers and views. This is a master class Jeff. Truly appreciate it.
...umm...did you mean "prize"? Jeff, IMHO you deserve an award for this pair of videos!! Big trophy...huge, shiny, heavy,tall, room-filling!! Great stuff!
This is the best PDK description I have ever seen in UA-cam. Thank you so much for the content. Your video really helped me understand the way the PDK transmission works, and I now can really plan on how to maintain this transmission.
Thanks for taking the time to put this together, Jeff! My dad and I have really enjoyed the technical but easy to follow information about this mysterious box living inside my new-to-me 991.1 C2. We're long time BMW DIYers and brand new to Porsche ownership. At this very moment I'm in the lobby of a renown indie after having dropped the car off for its first oil change under my ownership. It's a 2013 with 28k miles. I think I'm going to opt to wait to do the full PDK service (clutch/gear oil/pan/filter) until I hit 30k miles unless you suggest otherwise. No PDK symptoms aside from clunky shift into 1st gear which I'm told is normal. Otherwise shifts like a dream. Thanks again! Cheers from the US.
I wouldn't worry about the pan and filter. It's a waste of money and the majority of the cost. It's going to be the subject of a video in the future. Regular replacement of the fluids, especially the clutch fluid is key. I do it every 10,000 km, which is definitely more than required, but when doing it myself it's dirt cheap insurance. I'd be doing it more than every 30,000 miles.
@@jeffrichardsoncardiy I really appreciate such a timely reply. I'll schedule a more immediate fluid change then having denied the service earlier today. Nice to have someone make this decision for me as there's virtually zero consistent PDK service information online.
Excellent follow-up to the first video, with first class explanation and visuals. This video goes to show why the electro-hydraulic control functions of the DCT/PDK box took so many decades to come to fruition. Kudos on the production of these videos. As a Porsche owner and automotive engineer, they were a pleasure to watch 👍
Excellent illustrative lesson on the excellent PDK. Chalk it up to the Italians for creating the modern Electro/Hydraulic actuated gearbox. Although my old F355 F1 box does not use a twin clutch (single), nor is wet (dry). Fortunately (for it wears faster) it is relatively easy to replace the clutch as it’s at the end of the gearbox. Fortunately too, it is otherwise a robust unit. It’s also much slower to shift, although still faster than the equivalent manual. Throttle blipping by one’s own foot, makes it all the more smoother experience. Oh and the F1 unit does not use a parking pawl, nor does the DCT in my Alfa 4c. I would also submit that the American Engineered Tremic DCT that has been supplied to ford (GT500) and C8 Covette is every bit as good as this PDK unit. Extremely robust unit. And of course let’s not forget Ferrari within multi iterations remains a leader in this field.
Great Videos simplifying complexity! If my mind were a yoga position, I’ve gone from Child’s Pose, to Backbend, to Reverse Warrior, to King Dancer, to Triangle, to Cobra, to Downward Dog, to Happy Baby, and finally, to Corpse! But what a ride! 😊
Great video, and part 1. The valve block strikes me as like a 2 layer printed circuit board with conducting through-holes. I imagine the layout could have been done on PCB layout CAD software and auto-routed. I think this routing would have been an easy job for a PCB engineer. Far more layers are used nowadays in PCBs.
Hell Jeff, what you do is absolutely amazing. Thank you for that. As a suggestion (maybe you are already planning on it) to have a section for common failures and fixes. I see the valves and position sensor as the most possible issues. This can save people a lot of money.
Thanks for all your hard work in producing all these wonderful videos. This is the best video i have ever seen on transmissions. Everything is explained clearly. Throughly a very enjoyable video.
Excellent video. As a mechanical engineer I can see how you did a lot of work to figure this out and create the content. Thank you for that. It’s amazing the GM created the first modern automatic transmission back in 1940! Of course it’s all mechanical but it’s quite the innovation given those times. Those crafty Germans have taken it to the next level with the dual clutch. It solves the race for quick shifting brilliantly.
Very well done and I’m really happy about finding your channel. I‘m a ZF employed student and this transmission has a special place in the museum in the ZF Headquarters, but until now, nobody had really explained to me how it worked. So thank you and keep it up!
A short word of appreciation for creating these 2 fascinating videos sir :) For sure am recommending this to some fellow automotive engineering geeks. Enjoyed watching it thoroughly, cheers!
I read an article by Paul Van Valkenburg on the origin of the automatic transmission. Still can't tell how they work without advanced education. Great job.
Madness, how many people did it take to figur this out, design and prototype, etc? Knowing the principle is one thing but if your prototype does what you want is another. The mechanical basis isn't that complex, but using springs, sync rings, valves, etc, etc & software. The whole choreography?
I hope you can get your hands on the 8 gear pdk2 from a 911 at some point. It has a lot of changes in the oil pressure system. Like injection cooling of the gears and also can lower and higher the pressure from the oil pump for fuel efficiency or speed. The 911 version, also of PDK1, can have a variable differential lock, unlike the boxter one where the locking mechanism is at a fixed rate. Only problem is it's much more difficult to take apart or rebuild it without a large amount of special equipment.
It's not such a big deal. With the pump working, the part associated with pressure, lube and cooling immediately fills. There is an oil fill mode in the diagnostic software that then activates the clutches and shift rods to completely fill everything.
Thank you for the amazing content, everything is well described and easy to understand for the layman. On the duty cycle I'm sorry to nitpick but the duty factor/cycle is a/(a+b) * 100 not a/b * 100 (because otherwise a 50/50 signal would be 100% which it's not)
Great analysis and explanation. I love my 981 and find the PDK to be superb. Hoping to get many more kms out of mine before having to delve into the guts of the beast for repairs. At least it looks like solenoids and electrics are the most likely failure points.
Changing the fluid is a cheap way of ensuring the metal from the gears suspended in the oil gets removed and stays off the magnets that show you what gear you are in.
I'm sure production costs are reasonable once you're making a decent enough volume of them. But they have to amortize the up front expense of designing and engineering that whole mess. I'm quite certain a million ZF personnel gave their lives for the cause, and paying out their families must have cost trillions of dollars.
I have seen valves that take the limited power of a solenoid to open a valve that has flow/pressure requirements that the solenoid can't handle. Since the force needed for a solenoid to move the valve is proportional to the size of the piston it is pushing and or pulling, a small piston is used to allow a small flow of fluid that then pushes open a larger valve to get the flow required. That seems simpler than having a system that needs 2 different pressures.
Awesome videos, it's very interesting. What about Valve Body. It's like a two layer PCB, not that tricky as it looks. For example, a PC motherboard has up to 12 layers and is way more complicated.
The best part is if you get a seal or washer the wrong way around or a blockage due to debris it won't work. You won't have just that gear or area not working as its all pressure linked. You won't just have a rattle or noise that you would if say a 2nd gear syncro is worn in a manual gearbox. Triple the hp and the clutch basket explodes. You should ask Dodson Motorsport to send you a lunched one
Quick question: the PWM of the electrical signals to the valves, I’m assuming this is at a high frequency and the coil damps the effect to open the valve partially and in proportion to the mark space ratio? And not that the bale is flickering up and down in mechanical motion matching the mark space ratio? And many many thanks for these two amazing videos. I’m totally your target audience, not a true mechanic just interest to learn a bit more, and your detail diagrams complexity and pace was absolutely perfect for me.
I didn't show them in the video, but the valve body has a few one way valves that hold fluid in place so the whole system is primed for the next time it's started. So a simple drain and fill doesn't require any bleeding. If there are any air pockets, they simply get pushed out the moment the engine is started and there is fluid flow.
I own a 981 with PDK, I really appreciate if you can give me some advise on a problem I have. Every morning when I start my car after the rpm go down I put it in 1 gear to change to 2 gear is a hard shift and 2 to 3 is the same hard shift but after 10 min drive all shift smooth all day. I appreciate all you do ! Thanks in advance
Clutches and valve bodies work much better when warmed up, which is what you are experiencing. I don't know the mileage of the car, but the first thing I'd recommend is a change of the clutch fluid. The fluid will break down and fill with clutch debris over time, degrading performance, and fluid quality is crucial for smooth clutch engagement. You don't need to drop the pan and replace the filter, which is what a lot of shops will recommend you do, as this will raise the cost substantially. Just drain and refill as per the instructions in my servicing video. If this doesn't help I'd suggest doing a 'calibration without previous part replacement' routine, which is part of PIWIS. This will recalibrate the clutches and may have some effect.
This reminds me, so much of a tipical farm tractor transmission. They also have a button or paddle to push or pull, to shift. Than again, ZF builds transmissions and front axles for farm tractors. The clutch and valve body parts are very similar. 🙄
The magic is to run 2-3 gears at the same RPM (by gear setting angle) and allow the gearbox within millisecods of the pre-syncronised gears to overtake the next gear. No synchro time, as the gears shafts are still running synchron - did i get it right?
There can only ever be two gears selected, one on each shaft. The preselection occurs on the non engaged clutch/shaft, and hence synchros used for gear engagement, well before the clutch is changed over to select that gear.
Terrific content - thank you so much for doing this! Based on the design, how much stress do you think there is on the transmission using the paddles to up and down shift? On my BMW, my dealer says manual shifting stresses the transmission and for optimal longevity, it should be allowed to shift itself. What do you think?
Sounds like a load of crap to me. Why would the physical transmission care whether a shift was commanded by the computer or by the driver? It gets the same signal to shift either way.
I have no idea if it makes any difference, but I drive in manual mode all the time. If you want it to last, change the fluids regularly, especially the clutch fluid, and get it up to operating temp before you flog it. For me this is far more important.
It's my understanding that Porsche has an "Electronic Locking Differential". Can you show how that works? I've also heard the differential design is an improvement on the Torsen design, can you speak to how that works?
The elec diff is only on the 911. Never had my hands on one. There is a separate small valve body that lives behind the clutch that controls the diff clutch pack from what I understand. But that's as much as I know.
@@jeffrichardsoncardiy It's still a Wavetrack diff in the 981 isn't it? I have heard that those are similar to the Torsen diff design, I don't quite understand how the torque bias works in those, can you take one apart and talk about it. I'm guessing that is a part that normally doesn't need replacement parts unless the whole thing goes bad.
@@cdw3423 I don't have one to pull apart. I'm not a workshop. Just a bloke who was donated a transmission and decided to put as much info about it I could. Of note, the torsen diff is a completely different design and looks nothing like a standard differential.
@@cdw3423 The transmission does have a diff, just an standard open differential and not limited slip. I showed removal of this in Part 1 of the two videos. Not much point in pulling it apart as it's exactly the same as any other open differential, and you can find many an explanation of this online. The mechanical LSD was an option on these cars but I've never had the chance to look at one.
Why is it that in all transmissions solenoids dump the pressure outside of valve body when they are turned off why they can't just cut the flow of oil to the valves?
Very reliable. If something is going to fail, the distance sensor is by far the most likely, followed by the speed sensor. Tracking the car regularly will wear out the clutch pack. The problem is there is so little information about them, few spares, and very few shops who do the repairs, so a failure can really leave owners in a bind.
But I would also note that the PDK or other versions are lineier, so you don't have your hand resting on the lever pressing the syncros or a red mist shift.
So using a low pressure fluid valve to contol the position of a second valve to distribute high pressure fluid is similar to an electrical relay or contactor?
Do I own a Porsche? No. Did I still watch and learn something cool? Yes, I did.
the valve body is like a integrated circuit of hydraulics and the solenoids are like transistors, pressure regulators are amplifiers ... i am truly amazed how complex it is and that it actually works.
Ha. You are right….I was thinking the exact same thing. But, I didn’t add the comment thinking no one would get it!
Came to make this exact comment... replace every instance of "fluid" or "pressure" with "voltage" and "valve" with "logic gate" you've got a basic transistor and IC course!
My 981 is my daily driver. Passing 78,000 miles now. It's good to know the 'mystery' of these marvelous PDK's is finally being revealed. I'm chaning trans fluids every 40,000 miles. Shooting for 250,000 miles 🤣
I have 196k miles on my 987.2 cayman s pdk. Still running great!
Fluid changes are the key to long life. 40k or 3-4 years is about right.
by transmission fluid, are you referring to the clutch fluid, and/or the gear fluid?
What a fantastic video, I worked for Porsche as a technician for 10 years and still found this video very interesting and helpful.
Absolute pleasure to watch thank you.
Well done old chap! In my half century of driving Fords to Ferraris I try to keep an open mind about learning new things and though initially daunted by the length of these videos I’ve found them captivating from end to end and learned a whole new slew of insights, even on things I thought were simple and I fully understood. You have an excellent way of explaining and demonstrating through graphics and practicals that very few on UA-cam have been able to achieve, a true talent!😀👍🏎
Kind words. Much appreciated.
You deserve PhDs in mechanical engineering, video production and education for this.
Well done! I can imagine the time you spent but I appreciate it.
Man! I am lost for words. Just finished watching both parts of this. Videos like this are the ones that need a million subscribers and views. This is a master class Jeff. Truly appreciate it.
Glad I drive a manual 😂 I dont think I could work on one of these PDKs, but they are absolute marvels and fascinating to see how it all works.
dude - you deserve a price for that series. Hats off!
...umm...did you mean "prize"?
Jeff, IMHO you deserve an award for this pair of videos!! Big trophy...huge, shiny, heavy,tall, room-filling!! Great stuff!
This is the best PDK description I have ever seen in UA-cam. Thank you so much for the content. Your video really helped me understand the way the PDK transmission works, and I now can really plan on how to maintain this transmission.
Thanks for taking the time to put this together, Jeff! My dad and I have really enjoyed the technical but easy to follow information about this mysterious box living inside my new-to-me 991.1 C2. We're long time BMW DIYers and brand new to Porsche ownership.
At this very moment I'm in the lobby of a renown indie after having dropped the car off for its first oil change under my ownership. It's a 2013 with 28k miles. I think I'm going to opt to wait to do the full PDK service (clutch/gear oil/pan/filter) until I hit 30k miles unless you suggest otherwise. No PDK symptoms aside from clunky shift into 1st gear which I'm told is normal. Otherwise shifts like a dream.
Thanks again! Cheers from the US.
I wouldn't worry about the pan and filter. It's a waste of money and the majority of the cost. It's going to be the subject of a video in the future. Regular replacement of the fluids, especially the clutch fluid is key. I do it every 10,000 km, which is definitely more than required, but when doing it myself it's dirt cheap insurance. I'd be doing it more than every 30,000 miles.
@@jeffrichardsoncardiy I really appreciate such a timely reply. I'll schedule a more immediate fluid change then having denied the service earlier today. Nice to have someone make this decision for me as there's virtually zero consistent PDK service information online.
Excellent follow-up to the first video, with first class explanation and visuals. This video goes to show why the electro-hydraulic control functions of the DCT/PDK box took so many decades to come to fruition. Kudos on the production of these videos. As a Porsche owner and automotive engineer, they were a pleasure to watch 👍
Kind words. Thanks for the feedback.
Excellent illustrative lesson on the excellent PDK. Chalk it up to the Italians for creating the modern Electro/Hydraulic actuated gearbox. Although my old F355 F1 box does not use a twin clutch (single), nor is wet (dry). Fortunately (for it wears faster) it is relatively easy to replace the clutch as it’s at the end of the gearbox. Fortunately too, it is otherwise a robust unit. It’s also much slower to shift, although still faster than the equivalent manual. Throttle blipping by one’s own foot, makes it all the more smoother experience.
Oh and the F1 unit does not use a parking pawl, nor does the DCT in my Alfa 4c. I would also submit that the American Engineered Tremic DCT that has been supplied to ford (GT500) and C8 Covette is every bit as good as this PDK unit. Extremely robust unit. And of course let’s not forget Ferrari within multi iterations remains a leader in this field.
Never seen such a well provided porsche content like the one in this channel.
Much appretiation jeff:)
Great Videos simplifying complexity!
If my mind were a yoga position, I’ve gone from Child’s Pose, to Backbend, to Reverse Warrior, to King Dancer, to Triangle, to Cobra, to Downward Dog, to Happy Baby, and finally, to Corpse! But what a ride! 😊
Amazing tutorial!
Fascinating, well presented description of this PDK transmission. Thanks.
OMG! Hy head hurts so bad now! 😵 Don't think I would go the DIY route on my 981 PDK box...🤔 Great vid! 👍🏻
Bet you would 😂
Great video, and part 1. The valve block strikes me as like a 2 layer printed circuit board with conducting through-holes. I imagine the layout could have been done on PCB layout CAD software and auto-routed. I think this routing would have been an easy job for a PCB engineer. Far more layers are used nowadays in PCBs.
Hell Jeff, what you do is absolutely amazing. Thank you for that. As a suggestion (maybe you are already planning on it) to have a section for common failures and fixes. I see the valves and position sensor as the most possible issues. This can save people a lot of money.
I knew the basics, but after seeing this, I take my head off to the engineers who designed all this.
I meant “hat” not “head” haha.
What a feat of reverse engineering! This is very impressive and helpful work. Thank you for taking the time to do the work and make the video.
Thanks for all your hard work in producing all these wonderful videos. This is the best video i have ever seen on transmissions. Everything is explained clearly. Throughly a very enjoyable video.
First class really was so impressed with this explanation.
This is such a terrific series. I can't imagine the time and dedication invested here but truly appreciate it!
Amazing set of videos... I've wondered how automatic transmissions work for years & with your help, it's beginning to make sense. Thank you!!
Thank you I watched both parts, amazing engineering put into this
This was the best video on UA-cam when it comes to dct transmissions
Been hyped for this video since part 1. Thanks again for ur awesome presentation in both parts
My brain is full. What a great series!
thank you so much for spending time on this Jeff, incredible work on both videos!! Fantastic way to explain it
Excellent video. As a mechanical engineer I can see how you did a lot of work to figure this out and create the content. Thank you for that. It’s amazing the GM created the first modern automatic transmission back in 1940! Of course it’s all mechanical but it’s quite the innovation given those times. Those crafty Germans have taken it to the next level with the dual clutch. It solves the race for quick shifting brilliantly.
Very well done and I’m really happy about finding your channel. I‘m a ZF employed student and this transmission has a special place in the museum in the ZF Headquarters, but until now, nobody had really explained to me how it worked. So thank you and keep it up!
Jeff you're the man, every car guy's buddy!
thank you for the time you spent to make this video its awesome
A short word of appreciation for creating these 2 fascinating videos sir :) For sure am recommending this to some fellow automotive engineering geeks. Enjoyed watching it thoroughly, cheers!
This is a truly excellent production. Thank you for the effort!
Fantastic work, you deserve a medal or two
I read an article by Paul Van Valkenburg on the origin of the automatic transmission. Still can't tell how they work without advanced education. Great job.
Top nerdiness marks tonight Jeff😂😂😂
A really interesting, well explained video. Thanks very much for the hours of work involved.
Brilliant set of videos Jeff - thanks 😄
Amazing! God work explaining a PDK!
感恩了解，謝謝分享！
Amazing content, thank you for taking time to explain and post 🎉🎉🎉🎉🎉🎉
Madness, how many people did it take to figur this out, design and prototype, etc?
Knowing the principle is one thing but if your prototype does what you want is another.
The mechanical basis isn't that complex, but using springs, sync rings, valves, etc, etc & software.
The whole choreography?
Amazing
I hope you can get your hands on the 8 gear pdk2 from a 911 at some point. It has a lot of changes in the oil pressure system. Like injection cooling of the gears and also can lower and higher the pressure from the oil pump for fuel efficiency or speed. The 911 version, also of PDK1, can have a variable differential lock, unlike the boxter one where the locking mechanism is at a fixed rate.
Only problem is it's much more difficult to take apart or rebuild it without a large amount of special equipment.
What a great pair of videos!! (Part 1 and Part 2.) Thank you Jeff for posting these two videos.
Pretty amazing engineering.
I can't imagine what it takes to purge the air from the valve body on first fill.
It's not such a big deal. With the pump working, the part associated with pressure, lube and cooling immediately fills. There is an oil fill mode in the diagnostic software that then activates the clutches and shift rods to completely fill everything.
Great content, thanks so much. I would just offer than the duty cycle at 13:46 is perhaps better described as DC = a/(a+b) x 100
I hate it when I make a fundamental mistake like that in a video I can't take back. Dammit. Thanks for pointing it out.
my brain melted!
Thank you for the amazing content, everything is well described and easy to understand for the layman.
On the duty cycle I'm sorry to nitpick but the duty factor/cycle is a/(a+b) * 100 not a/b * 100 (because otherwise a 50/50 signal would be 100% which it's not)
Unfortunately this was an error I realised soon after being published and there was no way to turn it back. It's something that still bugs me.
Great analysis and explanation. I love my 981 and find the PDK to be superb. Hoping to get many more kms out of mine before having to delve into the guts of the beast for repairs. At least it looks like solenoids and electrics are the most likely failure points.
[rubbing his head] no...it...it was that grey thingy that is the failure point... 9:09 ...the distance sensor
Changing the fluid is a cheap way of ensuring the metal from the gears suspended in the oil gets removed and stays off the magnets that show you what gear you are in.
The explanation of fluid flow & solenoid position is like current flow and switch position in a 3 (or more)-way electric circuit ON STEROIDS. 😂
Might be worth adding that the "Split Ring" Synchromesh was patented in 1947 by a certain Dr. Ing. Ferdinand Porsche...
You're hired! Seriously, having seen the design I start to believe the transmission is actually quite cheap. :)
I'm sure production costs are reasonable once you're making a decent enough volume of them.
But they have to amortize the up front expense of designing and engineering that whole mess. I'm quite certain a million ZF personnel gave their lives for the cause, and paying out their families must have cost trillions of dollars.
I have seen valves that take the limited power of a solenoid to open a valve that has flow/pressure requirements that the solenoid can't handle. Since the force needed for a solenoid to move the valve is proportional to the size of the piston it is pushing and or pulling, a small piston is used to allow a small flow of fluid that then pushes open a larger valve to get the flow required. That seems simpler than having a system that needs 2 different pressures.
+ this vid has made me Subscribe+ don’t think I’m a nerd tho lol just love knowing how mechanic things operate🔥🔥🔥🔥🔥
Awesome videos, it's very interesting.
What about Valve Body. It's like a two layer PCB, not that tricky as it looks. For example, a PC motherboard has up to 12 layers and is way more complicated.
The best part is if you get a seal or washer the wrong way around or a blockage due to debris it won't work. You won't have just that gear or area not working as its all pressure linked. You won't just have a rattle or noise that you would if say a 2nd gear syncro is worn in a manual gearbox. Triple the hp and the clutch basket explodes. You should ask Dodson Motorsport to send you a lunched one
awesome Jeff- would be cool to see how it compares to BMW's getrag DCT. After driving both, both have pros and cons
Quick question: the PWM of the electrical signals to the valves, I’m assuming this is at a high frequency and the coil damps the effect to open the valve partially and in proportion to the mark space ratio?
And not that the bale is flickering up and down in mechanical motion matching the mark space ratio?
And many many thanks for these two amazing videos. I’m totally your target audience, not a true mechanic just interest to learn a bit more, and your detail diagrams complexity and pace was absolutely perfect for me.
Lord is that thing complicated!
Well done!
This is awesome and I have a manual Cayman !
What tha hell did i just watch?? who came up with this stuff?? Damn
Surely only spice consuming wizards from Germany aka mechanical engineers have the magic ability to create the metal labyrinth known as a valve body.
Great video! Many thanks for detailed explanation. I wonder how it bleed out air pockets during oil changes.
I didn't show them in the video, but the valve body has a few one way valves that hold fluid in place so the whole system is primed for the next time it's started. So a simple drain and fill doesn't require any bleeding. If there are any air pockets, they simply get pushed out the moment the engine is started and there is fluid flow.
@@jeffrichardsoncardiy - Thanks for the explanation
My head hurts : )
That's quite a long way to say, "It's magic."
I own a 981 with PDK, I really appreciate if you can give me some advise on a problem I have. Every morning when I start my car after the rpm go down I put it in 1 gear to change to 2 gear is a hard shift and 2 to 3 is the same hard shift but after 10 min drive all shift smooth all day. I appreciate all you do ! Thanks in advance
Clutches and valve bodies work much better when warmed up, which is what you are experiencing. I don't know the mileage of the car, but the first thing I'd recommend is a change of the clutch fluid. The fluid will break down and fill with clutch debris over time, degrading performance, and fluid quality is crucial for smooth clutch engagement.
You don't need to drop the pan and replace the filter, which is what a lot of shops will recommend you do, as this will raise the cost substantially. Just drain and refill as per the instructions in my servicing video.
If this doesn't help I'd suggest doing a 'calibration without previous part replacement' routine, which is part of PIWIS. This will recalibrate the clutches and may have some effect.
This reminds me, so much of a tipical farm tractor transmission. They also have a button or paddle to push or pull, to shift. Than again, ZF builds transmissions and front axles for farm tractors. The clutch and valve body parts are very similar. 🙄
The magic is to run 2-3 gears at the same RPM (by gear setting angle) and allow the gearbox within millisecods of the pre-syncronised gears to overtake the next gear. No synchro time, as the gears shafts are still running synchron - did i get it right?
There can only ever be two gears selected, one on each shaft. The preselection occurs on the non engaged clutch/shaft, and hence synchros used for gear engagement, well before the clutch is changed over to select that gear.
Germanic Technology 💪💪💪
thx for this video
Q:
how hot can oil in PDK get ?
The Macan also has a 7 speed PDK.
Terrific content - thank you so much for doing this! Based on the design, how much stress do you think there is on the transmission using the paddles to up and down shift? On my BMW, my dealer says manual shifting stresses the transmission and for optimal longevity, it should be allowed to shift itself. What do you think?
Sounds like a load of crap to me. Why would the physical transmission care whether a shift was commanded by the computer or by the driver? It gets the same signal to shift either way.
I have no idea if it makes any difference, but I drive in manual mode all the time. If you want it to last, change the fluids regularly, especially the clutch fluid, and get it up to operating temp before you flog it. For me this is far more important.
So does the gear set use the same fluid from the differential then?
Just as I finish watching part 1, this gets published. Coincidence or aliens?
Jeff is an alien.
I’m keen to learn, but I’m off to lie down in a darkened room.
A++++++++++
Does the manual 718 transmission have this same type of fluid cooling system/transmission oil cooler?
Yes, both the 981 and 718 manual transmission have the gear oil cooler.
It's my understanding that Porsche has an "Electronic Locking Differential". Can you show how that works? I've also heard the differential design is an improvement on the Torsen design, can you speak to how that works?
The elec diff is only on the 911. Never had my hands on one. There is a separate small valve body that lives behind the clutch that controls the diff clutch pack from what I understand. But that's as much as I know.
@@jeffrichardsoncardiy It's still a Wavetrack diff in the 981 isn't it? I have heard that those are similar to the Torsen diff design, I don't quite understand how the torque bias works in those, can you take one apart and talk about it. I'm guessing that is a part that normally doesn't need replacement parts unless the whole thing goes bad.
@@cdw3423 I don't have one to pull apart. I'm not a workshop. Just a bloke who was donated a transmission and decided to put as much info about it I could. Of note, the torsen diff is a completely different design and looks nothing like a standard differential.
@@jeffrichardsoncardiy Sorry I thought the diff was inside that transmission, was it removed, or does it have a different type?
@@cdw3423 The transmission does have a diff, just an standard open differential and not limited slip. I showed removal of this in Part 1 of the two videos. Not much point in pulling it apart as it's exactly the same as any other open differential, and you can find many an explanation of this online. The mechanical LSD was an option on these cars but I've never had the chance to look at one.
most sports cars? Perhaps in Europe and Australia, but the manual take rate was substantially higher in the United States
Yeah, 75-80% of all cars sold globally is "most". In the US it may be a much closer split, but it's still majority PDK.
Why is it that in all transmissions solenoids dump the pressure outside of valve body when they are turned off why they can't just cut the flow of oil to the valves?
I expect it's because it's easier to control the output pressure.
I have a question, are you able to change a 981 gt4 Porsche into a pdk from manual ?
Me personally, no. A huge skill set would be required to do this, hardware and a lot of coding.
Question is my pdk in Panamera has 130k and don’t think ever serviced. Should I service now or don’t touch it? That is the wuestion
yes. Absolutely service it.
How can I contact you for a question?
Send me an email to the channel email address. jjrichar12@gmail.com
How reliable are these transmissions?
Very reliable. If something is going to fail, the distance sensor is by far the most likely, followed by the speed sensor. Tracking the car regularly will wear out the clutch pack. The problem is there is so little information about them, few spares, and very few shops who do the repairs, so a failure can really leave owners in a bind.
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Nice work breaking it down. I'm not a fan of PDK as I'm a Driver and love control of manual that is so easy and cheap to service on your own.. ;-D
But I would also note that the PDK or other versions are lineier, so you don't have your hand resting on the lever pressing the syncros or a red mist shift.
So using a low pressure fluid valve to contol the position of a second valve to distribute high pressure fluid is similar to an electrical relay or contactor?
Yes. Very much the same.
Valve body looks complicated to design and machine too 🥲. i think the future trans is automated manual in terms of simplicity and also weight.