Who says a dual clutch can't be bought? Obviously you won't pick! Choosing a double clutch in this way is cooler than AT!

Many keyboard car gods have a strange view, that is, the hardware determines the experience, a typical example of which is that the dual clutch must not be as smooth as the AT, and after a few years of use, it will fail frequently, is this really the case? Who says a dual clutch is necessarily not as smooth as an AT transmission? In fact, this kind of hardware theory is fundamentally nonsense, the driving experience of the powertrain, in fact, three points to see the hardware, seven points to see the tuning, the importance of tuning is sometimes more important than the hardware itself. Bite the person who can't buy the double-clutch model, either the car is blind or the car is black!

To give a few very simple examples, say that the AT transmission does not stumble, the failure rate is low. GM's 6AT low-speed slump? Did most models come with ZF's 9AT setback? Ford's 8AT crash? Not to mention these unpopular gearboxes, even aisin's 8AT, mounted on some models, the latest BMW 3 Series equipped with ZF 8AT, low speed is still frustrated, because there is no power matching. Can I say responsibly that the wet dual-clutch transmission on the new Audi A6L is much smoother than many AT transmissions, can you believe it? If you don't believe me, please go to the test drive yourself, go to verification, and don't type the keyboard on the Internet.

Why is the reputation of the dual-clutch transmission so poor? Why do dual-clutch transmissions give the impression of setbacks, phony noises, and high failure rates? That's because Volkswagen did have frequent failures when it first introduced the dry dual-clutch transmission, coupled with the later dry dual-clutch of GM, Ford, SAIC, Fiat and other car companies is also notorious, which also leaves a negative impression. Moreover, the dual-clutch transmission is more testing than other gearboxes.

Structurally, the dual-clutch transmission is simpler than the AT, generally connected by two clutches and two input shafts, one clutch corresponds to odd gears, and the other clutch corresponds to even gears. When the vehicle is put into one gear, the other clutch and the corresponding next gear are already in the ready state, as long as the current gear is separated, the next gear can be immediately engaged. The structural characteristics of the dual clutch bring the advantages of direct gear change, fast speed, more driving pleasure and high transmission efficiency, but it also brings the disadvantages of setbacks, abnormal noise and overheating. Compared to the AT transmission with hydraulic torque converter buffer, the CVT transmission steel belt drive has no real sense of shifting at all, and the dual-clutch transmission engine and clutch are rigid connections. If the control program is not smart enough at low speed, it is impossible to judge whether it is time to increase or downshift, which will produce a setback, and the frequent combination of low-speed peristaltic clutches is prone to overheating.

The correct purchase posture of the dual-clutch transmission is aimed at this problem, and each double-clutch has different coping methods, which also avoids this problem to a certain extent, so it cannot be generalized.

The first is to reduce the speed of shifting gears and sacrifice power responsiveness in exchange for smoothness, which many domestic brands of dual-clutch transmissions are doing, such as the Great Wall, Geely and so on.

The second is to rely on the tuning experience and try to ensure the smoothness of the double clutch tuning under the premise of ensuring the speed of the shift. In this regard, Volkswagen's high-end brand Audi has done the best, and Hyundai and Lynk & Co's dual clutches have also done well.

The third is to change the structure of the double clutch. Aren't your dual clutches rigid connections? Then I will add a hydraulic torque converter, sacrifice a certain transmission efficiency, and solve the problem of double clutch setbacks from the structure, and Honda's double clutch is such a measure.

So what should I choose for a model with a dual-clutch transmission? When buying, we first look at the hardware, and then look at the brand.

The first recommendation is that we give priority to the wet double clutch, dry double clutch can not touch without touching, unless you rarely run the city, often run high-speed, national highway, in this case, high transmission efficiency, fast shift speed of dry double clutch than other gearboxes are more suitable for you.

The second recommendation is that you choose the dual clutch of Volkswagen, Hyundai, and Lynk & Co, and buy these brands of wet double clutch models, and the probability of you stepping on the thunder is very low. If you can accept that the power response is slower, geely, the double clutch of the Great Wall can also be chosen, provided that you personally go to test drive, personally go to test drive, personally go to test drive, important things to say three times! AT、

CVT, DCT these three gearboxes actually have their own advantages and disadvantages, if which gearbox is all advantages, it has long occupied the market. When buying a car, there is no need to be a double-clutch model as a flood beast, according to the above purchase method, it can basically avoid lightning.