![]() Keeping good oil in this system is critical. What is clear when you look at one is how finely machined they are. If you ever have the opportunity to look at a valve body when opened, do so. The valve body controls fluid flow to the clutches, shift actuators, etc. These solenoids are controlled by the transmission control module. At the end is has the solenoids that control where the fluid flows. It’s full of small aluminium pistons, springs, valves, etc. The pump is always pumping if the engine is turning. Fluid is sucked from the pan by the pump and sent to the valve body. This is all the crap you see when you drain the fluid. Other particles, like from the clutch frictions disks, continue to circulate in the fluid. Small ferrous particles are caught by the magnets. It’s not designed to catch small particles, only big stuff. They are made from a strong fibrous material that never needs replacing. The filter is not like an engine oil filter. There are some super strong magnets that sit in the pan that grab any ferrous particles circulating in the fluid. The filter sits in the fluid with the input close to the bottom of the pan. There is a big bath of oil at the bottom of the transmission in the pan. It’s not exactly how things are laid out in the transmission, but it shows what flow is happening. It’s a simple diagram of what is going on in the control part of the transmission. Many fluid manufacturers now are making these.Ĭlutch fluid replacement is close to identical to that for an automatic, and much of the discussion below is for this. Do an internet search for 'DCT ATF' for examples. Gear oil is any fully synthetic GL5 75W-90 gear oil.Ĭlutch fluid is a double clutch transmission automatic transmission fluid. This part of the transmission uses a very low viscosity, highly specialized fluid that is similar to ATF. Whilst the gears/diff are close to identical to a manual, and use a standard hypoid gear fluid, the clutch and gear change control is pretty much identical to an automatic. I’ve done the same, but to a lesser extent the same with manual transmissions.Ī double clutch transmission is a combination of both an automatic and manual gearbox. I’ve stripped and rebuilt transmissions, rebuilt valve bodies, etc, and feel very comfortable with what is going on inside. I personally have worked reasonably extensively with ZF automatics for a number of years. I’ve spoken to a number of Porsche techs and attempted to suck their brains of all the information I can. The information below has come from a number of sources. This procedure would be the same for a 911, but the transmission is a mirror image of the Boxster/Cayman due to engine/transmission orientation being reversed. Further below is some info on the gear oil change. The first bunch of information is about the clutch fluid change. Standard caveat: you are doing this at your own risk. Hopefully what I’ve written below will clear up some of the mystique and give you the confidence to do the DIY. I understand that people will be reluctant to touch something that seems on the surface to be complicated, and if performed incorrectly, extremely expensive. I’m just trying to get all that is in my head down on so paper that people will be comfortable with the process. I’ve put some general information prior to getting to the DIY below. Video explaining some of the procedure and comparing fluid level using PIWIS fill mode. But if you are doing any further work, maybe dropping the valve body or replacing the clutch pack, you will need to use PIWIS fill mode. I’m confident it would be the same if you are replacing the pan and filter. ![]() They are identical as long as you are only draining and filling. I’ve compared the fill level I’ve achieved using this method to using PIWIS fill mode. Difficulty level: Similar to an engine oil change.īefore I start, I can confirm that the procedure I’ve put below works. This is a DIY on how to replace the fluids in the 981 Boxster/Cayman PDK transmission without using the PIWIS fill mode.
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