Putting the DCT in P

[GregSM3]

thanks, I made mistake of putting in neutral, which resulted in rolling. Not likely going to be an issue very often but thought I would ask. Thanks for info.

[Super Spartan]

Originally Posted by GregSM3

Likely a silly question - just completed ED with 2018 M3 with DCT. Tracked it at Nurbergring, wanted to let it cool down, i.e. leave engine running but was on a slight hill. Did not want to use parking brake as that is big no - no after abusing them on the track. Anyway could not figure out how to keep car from rolling and engine running and not use hand brake.

2 ways to put it in park!

1) With the transmission in the N position, just turn off the car by pressing the Start/Stope Engine button once, that shuts off the engine, then press it again and you see it goes from N to P. Magic!

2) An easier way, keep the car in the 1st gear, now when you press the Start/Stop engine button once only, you see it go into Park straight away.

[Fast4d]

a slower cool down lap so you don't have to use your brakes much?

[m630]

To put the car in Park, you simply move the shifter to the right until 'D' shows as the selected gear, then hit the start/stop button and P is engaged. Always use the handbrake by first by applying brakes and then put car in Neutral.

[CanAutM3]

Originally Posted by GregSM3

Likely a silly question - just completed ED with 2018 M3 with DCT. Tracked it at Nurbergring, wanted to let it cool down, i.e. leave engine running but was on a slight hill. Did not want to use parking brake as that is big no - no after abusing them on the track. Anyway could not figure out how to keep car from rolling and engine running and not use hand brake.

to most of you. You are not answering the OP's question .

First, it is not possible to put the DCT back in Park after it was put in S or D when the engine is running.

Second, there is no real issue at using the parking brake on the M3/4 after a track session. On the F8X, as was also the case on M3s before it, the parking brake is handled by a separate drum brake system inside the disc hub. The shoes are not used when on track, so they do not get hot. There is therefore no risk of making a pad imprint on the discs when applying the parking brake. I've been using the parking brakes on all my ///M after track sessions for over 16 years at the rate of 16~20 track days per year and never had an issue.

Third, the cooling system of the F8X is very well engineered. There is no need to leave the engine running when you park in the paddock after a session. Look at the coolant needle once you are in the paddock, you'll see the engine temperature is right at nominal. Further, the turbo cooling is handled by a separate system with its own electric water pump. When you shut down the engine, if the ECU deems necessary, it will circulate water through the turbos and keep the radiator fan running until properly cooled.

As a tidbit, right after your next track session, pop the hood and touch the intercooler. You'll be amazed .

[unc879wins]

/end thread

[artbrunson]

Having driven a Cayman the last 5 years I agree with OP. A simple P for park would eliminate me worrying that my wife will let the car roll down hill if she borrows it. Porsche PDK is the best DCT and has a designated P

[M3Tooner]

This recently posted video regarding M-DCT might help some of you understand why they did not include a Park button.

[IM2C]

Originally Posted by evilgabbie

Had the car for over a year and still couldn't figure this out.

How do you put the car in P? Sometimes by pushing the start/stop button it goes into N, then I need to repress it without brake to put into P. Other times one press will put it into P.

Thanks in advance.

User friendly, eh?

[valeram]

It is understandable from a MT driver perspective, that you don't need a P with DCT. Having both PDK and DCT sometimes confuses me. With PDK, you have to shift it to P and will give you an audible warning if your leave it in D when you turn-off the ignition. It is not an issue more of a idiosyncrasies between 2 different Dual Clutch implementations.

I still prefer the simpleness of a MT. Turn-off the ignition, handbrake on and put the gear in 1.

[SD ///M4]

Originally Posted by valeram

It is understandable from a MT driver perspective, that you don't need a P with DCT. Having both PDK and DCT sometimes confuses me. With PDK, you have to shift it to P and will give you an audible warning if your leave it in D when you turn-off the ignition. It is not an issue more of a idiosyncrasies between 2 different Dual Clutch implementations.

I still prefer the simpleness of a MT. Turn-off the ignition, handbrake on and put the gear in 1.

How is that more simple than just turning off the ignition while already in gear and putting on the parking brake? See, I just eliminated one step!

Doesn't matter whether I'm driving my 6MT Z4 M Roadster or my M4. I pull into the garage or a parking space while in first gear, I pull up the parking brake, and then turn off the ignition. Two different transmissions, same sequence, same result.

Actually, I just realized that the DCT is even more simple. After I turn off the ignition I don't have to let out the clutch pedal...

[Prossx]

Originally Posted by CanAutM3

:re.

Further, the turbo cooling is handled by a separate system with its own electric water pump. When you shut down the engine, if the ECU deems necessary, it will circulate water through the turbos and keep the radiator fan running until properly cooled.

As a tidbit, right after your next track session, pop the hood and touch the intercooler. You'll be amazed .

Wondered what all that cooling noise was all about.

[Spritztour]

I never have any problems to get it in P when turning off vehicle.

[Fast4d]

no big deal. just takes getting used to.

[sandjam]

When I bought my M it was the first DCT I had ever driven. I had read these forums prior to the car arriving and was worried about all these posts and how hard it was going to be to use.

OMG, I have never had an issue it is so easy. I actually read the manual (you know that book that explains the car). Tried each scenario out and after 2 years have never once had an issue putting it in park or stopping to jump out while engine is running, etc. and I think its genius. A button is not needed!

I am always baffled why people have a hard time with it. Its a great design.

I always thought M owners were car guys and actually knew how all the mechanics of their cars worked.

Perhaps they should have a Test you need to pass first before you can buy an M, HAHA, J/K

[tropicalypso]

Gotta love a thread that talks about getting the D in the P.

[Wills2]

Originally Posted by tom @ eas

Setting a parking brake on hot rotors is never a good idea.

I believe the F80 parking brake does not engage on the rotors but on a drum inside the hub.

Or have I dreamt that?

[Fast4d]

that's standard bmw

[eonflux]

But if DCT had a P setting, what harm would that cause?

The PDK in my 991 had a P setting, and there was never a problem, or was an inconvenience, or seemed nonsensical, etc, even though I knew it had clutches and operated like a manual, like most of my cars prior.

As an automatic form of transmission with D, N, and R settings, a P would make sense. Changing a very familiar user interface with virtually no benefit and with the risk of confusion seems silly.

In my F86 X6M, which had a ZF torque converter transmission, it didn't have a P setting, to mimic the DCT in other M vehicles, I suppose. The usual creep behavior of a TC transmission was also disabled. Seemed really silly to me. Sure, I know how to set the car in P by having it in D or R and shutting it down, but having to explain that to valets, car washers, family, and friends who drove the X6M was frustrating. I think it's a major user interface fail. And getting into an unfamiliar vehicle, it's not always clear to someone when an electronic parking brake is engaged.

Of all the modes on an automatic transmission, P could be considered the most important from a safety perspective so that one knows the car will not move while the engine is running.

For example, if I was dropping off or picking up someone somewhere quickly, and I'm on a slight slope, and may need to help the person, there's no need to shut down the engine for such a short stop. Would have to shift into neutral, set the parking brake, and hope it'll hold, which isn't as confidence-inspiring as having the transmission in P also. In San Francisco, lots of slopes.

Another example: I'm waiting for someone and need the A/C or heater on, and don't want to stay on the brake pedal because someone coming by may think I'm leaving a parking spot and wait needlessly. Having a P mode would be really helpful. And with a family, that happens regularly.

With the 991 PDK, no concerns at all in those scenarios. And I don't see a real advantage for DCT not to have a P mode.

[Arcades]

Originally Posted by Wills2

I believe the F80 parking brake does not engage on the rotors but on a drum inside the hub.

Or have I dreamt that?

I'm certain a forum member here already gone into specifics about the Parking Brake on the F80/F82 being different. You can definitely engage it after track and it is fine.

I have read this multiple times on the forums. I'm sure I can find it if I really wanted to.

And it isn't hard to do ppl. Describing the process makes it harder than it actually is.

You go into a good parking space, weather you Reversed into it or not, while in D or R, pull the Hand Brake, press Start/Stop with your foot on the Brake Pedal still and the car goes into P. It's all in one motion. When I first picked up my M4, I tried this once, as it was actually my first concern and got it down immediately after first trying it.

This isn't much harder than parking your Bike on the side of the street. Guys who can't do this confuse me.

[Hachima]

So compared to other BMW models its 3 actions vs 2. Non M3 is Stop -> Park and other models it is Stop vs Stop - > Stop -> Start. It's not a terrible difference but from a User experience perspective it is slightly less efficient.

I own 3 different BMWs and while this difference is slightly frustrating the iDrive change from left to right rotation for map zoom is more frustrating.

[eonflux]

Originally Posted by eonflux

But if DCT had a P setting, what harm would that cause?

The PDK in my 991 had a P setting, and there was never a problem, or was an inconvenience, or seemed nonsensical, etc, even though I knew it had clutches and operated like a manual, like most of my cars prior.

As an automatic form of transmission with D, N, and R settings, a P would make sense. Changing a very familiar user interface with virtually no benefit and with the risk of confusion seems silly.

In my F86 X6M, which had a ZF torque converter transmission, it didn't have a P setting, to mimic the DCT in other M vehicles, I suppose. The usual creep behavior of a TC transmission was also disabled. Seemed really silly to me. Sure, I know how to set the car in P by having it in D or R and shutting it down, but having to explain that to valets, car washers, family, and friends who drove the X6M was frustrating. I think it's a major user interface fail. And getting into an unfamiliar vehicle, it's not always clear to someone when an electronic parking brake is engaged.

Of all the modes on an automatic transmission, P could be considered the most important from a safety perspective so that one knows the car will not move while the engine is running.

For example, if I was dropping off or picking up someone somewhere quickly, and I'm on a slight slope, and may need to help the person, there's no need to shut down the engine for such a short stop. Would have to shift into neutral, set the parking brake, and hope it'll hold, which isn't as confidence-inspiring as having the transmission in P also. In San Francisco, lots of slopes.

Another example: I'm waiting for someone and need the A/C or heater on, and don't want to stay on the brake pedal because someone coming by may think I'm leaving a parking spot and wait needlessly. Having a P mode would be really helpful. And with a family, that happens regularly.

With the 991 PDK, no concerns at all in those scenarios. And I don't see a real advantage for DCT not to have a P mode.

Another way to look at this issue:

If DCT had a P setting, would there be threads with complaints that it had one?
My guess would be no, that people would just use DCT as any other transmission with P, D, N, and R modes and likely not try to imagine/propose how it would be better without a P mode.

I've not followed 991 forums since I gave up the car, but I don't recall any threads in which there were complaints about a P setting for PDK.