Yet another big advantage for DCTs.

Commentary on DCT, unrelated to the OP question, offered in the spirit of general forum knowledge...


DCTs are not the panacea the industry hoped. In the early days, both the gearbox and the launch clutches had the same lubricant sump. The need for wet clutch friction control prompted lubricant formulation much like ATF, with attendant friction control additive degradation. However, the gearbox, with its mechanical synchros, required different frictional characteristics. Metal on metal synchronizer teeth engagement has a different friction profile, compared to a large area paper on steel friction profile. So, some OEMs went to "dry" launch clutches. Some went with two lubricant sumps. All complex solutions. At my former company, formulations were quite challenging.

The DCT, for all of its advantages, on paper and in certain VW vehicles, never seemed to reach effective mass market penetration. Particularly in the USA, where manufacturing focused on planetary gearsets rather than manual transmission helical gears. This created a bifurcation of lubricant formulations, and often this is suboptimal for the industry.

I love my DCT in my MINI Cooper Clubman. It still requires lubricant change at reasonable distance. MINI has reverted to step AT transmissions again.

https://www.fortunebusinessins...ission-market-108016 offers some insights.

Did a spill n fill on my 07 Tundra at 100k and 200k. Still shifting and towing fine when a collision got it retired. On my '18 Tundra, did it at just over 50k, plan to do it every 50k after that. Used Maxlife.

Drop the pan and replace the filter and do it right.