When Chrysler re-launched under Fiat, its Five Year Plan called for the Italian automaker’s dual-clutch transmissions (known at Fiat as Twin Clutch Transmission, or TCT) to make their way to the group’s D-segment models by the end of 2010. But here we are, at the end of 2010, and the Chrysler 200 and Dodge Intrepid have not been equipped with the fuel-saving transmissions. So what’s the deal? The only news on the topic comes from InsideLine which reports
By 2013 this TCT gearbox will be offered with all inline-4 and V6 engines from Fiat and Chrysler in North America. The aim is to have C-plus and D-segment cars like the Chrysler 200, V6-equipped Jeep models, and future Alfa Romeo Giulia lead the way with the TCT gearbox here.
But starting when? And with what vehicles? With Ford already offering dual-clutch transmissions in the Fiesta (with more to come), and Hyundai about to bet big on dual-clutch boxes next year, Chrysler is on pace to lag two years behind the market leaders. For a brand in Chrysler’s position, that’s a recipe for perennially playing catch-up on a crucial technology.
There was a plant built (in Tipton Indiana) to make dual clutch transmissions – Gettrag. It probably would be running by now. Gettrag would be making transmissions utilizing Chrysler technology and patents. This plant has been sitting empty for over a year.
The plant died in the Cerebus/Diamler/carmageddon financial meltdown.
The taxpayers in Tipton county aren’t too happy because they gave out tax rebates, etc to encourage the building of the plant. It’s being re-purposed into making solar panels (the administration is handing out incentives for those).
Considering VW had quite a bit of bad luck with these things, I wonder how FIAT/Chrysler will fare, none being famous for excessive quality in new products…
I know….let’s give ’em a bailout.
Intrepid? Set The Wayback Machine to 2004…
I’m not convinced yet by dual clutch manuals. Sure they’re great when they work, but the cost for repairing them is about twice what it costs to replace a conventional clutch. So the question becomes, “how much better is the computer at not abusing the clutch plates?”. In other words, what the expected lifespan before it needs replacing?
Yeah I sort of feel about Dual Clutch transmissions like I feel about the late 40s/early 50s automatics. The manufacturers are still learning the fundamentals.
Not only that — they are expensive to maintain. VW requires service for their DSG trasnmission every 40,000 miles and most garages are ill-equipped to do it, so that means it has to be done at the dealer, usually for a cost in excess of $500.
Also, DSG units are quirky. Starting from a dead stop is often greeted with delay before the clutch software decides you really did mean to go, and downshifts can be jerky. Again, software plays a huge part in the smoothness of the clutch operation.
The VW units are wet clutches, so that may explain the higher cost of maintenance. I believe these just use conventional gear oil in the transmission, so it shouldn’t be any more expensive to maintain than any other manual.
I don’t want a computer in my transmission.
Also, some people seem to be on my lawn.
The Tipton deal was a GF, first word “goat”. Maybe Chrysler will be able to buy dual clutch transmissions from 3rd parties before then.
Re Volkswagen Transmissions: MK – are you lurking? What do the TrueDelta #s say about Volkswagen dual clutch trannies?
Yikes! I had no idea the B-W DSG’s were that bad. Does anyone know if Getrag makes a similar tranny anywhere else? I know that B-W had the inside track with these things and had given VW a 1 year exclusive but if it was me I’d not get any car from any builder if it was a DSG tranny. I wonder if Aisin has one too?
According to Allpar (and others) Chrysler has already announced the dual clutch 6 speed, will be an option (late availability) on 200 Limited 4cyl in 2011. Expanded availability will wait until the Kokomo plant is upfitted.
Dual clutch is just one form of compromise, just like a torque converter auto is another form.
More gears and smart software has them approaching a good manual driver for fuel economy. Complexity is lower and they’re lighter than 8 gear autos while service costs will come down.
Having driven a diesel-turbo VW Golf with DSG for a prolonged period, you can leave the software in lazy/”slurrr’y” fuel-eco mode or you can switch it up to “sport”, or you could control it yourself with the paddles. If you charge your speed suddenly the box takes a moment longer to react as it has a prediction penalty having selected the wrong gear ‘next’. I never noticed it to be bad at all.
The 911 Turbo implementation is brilliant, so to the GT-R. The only thing better would be a true sequential.
So does this mean the NA Fiat 500 will launch soon sans dual clutch? Thats a huge market disadvantage since most buyers will be lumbered with a pricey little ‘robot’ slouch. If Hyundai gets the formula right next year – they’ll take this sectors cake and eat it. Chrysler needs a comparatively priced Hyundai basher that will bring the sales home like the K-car did. Not some quick & pricey boutique fix.
Note: Wet dual clutch for the powerful, dry for the less so.
Dual clutch transmissions look like they are going to be but one of multiple competing technologies over the next several years. I don’t see Toyota, Honda, Nissan or GM making any announcements about upcoming DSGs.
Chrsyler not having any for the next two model years seems rather insignificant.
The 392 challenger uses the tremec 6060 trans with twin 9.5 inch clutch discs.