قم بترقية خدمة قابض DSG - DSG DQ250

أرسل لنا كلتش سيارتك، وسنحوّله ليتمكن من تحمّل العزم الإضافي بكل كفاءة. استمتع بتبديل سرعات فائق السرعة وأداء محسَّن سيبهرك. حيث تلتقي الدقة بالقوة.

Presentation of Wet Multi-Disc Clutches

Our team at RTMG Performance, after extensive research and development under the most challenging conditions of dragster racing, managed to solve all the development issues of the 02E DQ250 gearbox clutches. Initially, we tested all friction materials, most of which had a lower friction coefficient compared to the factory clutch. Some of these materials not only had a lower friction coefficient but also produced residues, which clogged or sometimes even damaged the solenoids.

بعد عامين من الاختبارات المتواصلة على حلبة سانتا بود في إنجلترا، جمعنا خبرة لا تُقدَّر بثمن في تحقيق واحد من أصعب الإنجازات – تسجيل الرقم القياسي الأوروبي لمسافة 0–400 متر (ربع الميل) بزمن 7.8 ثانية وسرعة خروج 300 كم/س باستخدام محرك سعة 2.0 لتر.

How did we develop the clutch?

The clutch struggled with the incredible launch control of our engine, which delivers close to 1,400 horsepower in a 2.0L TSI Golf 6. After approximately every 5 passes, we would remove the clutch and inspect the wear. We tested numerous friction materials until we finally selected the current material.

The most critical point, however, was in the metal plates, which deformed as the car had to cover the first 18 meters as quickly as possible from a standstill, while at the same time ensuring the clutch did not overheat to avoid slipping at high speeds and under high turbo pressures. This led to extensive testing with many materials until we found a steel that had a high friction coefficient but was also highly resistant to high temperatures, as its crystalline structure prevented it from deforming as easily as other materials, including the factory parts. The material we use is thermally treated with tempering, which relieves stress and prevents deformation under the extremely high temperatures generated during the clutch's operation during the launch.

لم يكن الإنجاز في الزمن الذي حققناه فحسب، بل أيضًا في رقم قياسي للحلبة وأوروبا لسيارات الدفع الأمامي: 1.3006 ثانية لمسافة 0-18 مترًا.

A few words about power transmission.

يتم توليد العزم من المحرك ونقله عبر مكوّنات نظام الدفع: الفلاي ويل، الكلتش، علبة التروس، الدفرنس، الأعمدة، وفي النهاية إلى العجلات. ما دور الكلتش هنا؟ يجب على الكلتش نقل دورات المحرك وعزمه إلى علبة التروس أثناء الانطلاق، حيث ينتقل المحرك من 5000 دورة/دقيقة في وضع لانش كنترول إلى تدوير علبة التروس من 0 دورة/دقيقة. هناك أجزاء ثابتة وأخرى دوّارة. في الكلتش، الأجزاء الثابتة هي الأقراص العضوية المثبّتة بالآليات على الكلتش والمرتبطة بعلبة التروس، بينما تشمل الأجزاء الدوّارة المحرك، الفلاي ويل، سلة الكلتش، والصفائح المعدنية المدمجة والعائمة عليه.

As the driver initiates the launch by releasing the brake while flooring the throttle, the gearbox control unit compresses a piston that pushes the metal plates, squeezing the organic discs. The friction generated between these components causes the fixed discs to rotate at the same speed as the rotating ones.

To achieve this, several factors come into play, such as the friction coefficient, the surface area, the radius at which the friction materials are located relative to the axis, the cooling rate, and the heat dissipation, which is forced convection. We improved our results by:
a) Increasing the friction surface area.
b) Increasing the friction coefficient.

All of this was achieved by increasing the number of metal and organic discs and installing a bronze bushing instead of a plastic one for the stage 3 setup, to prevent it from melting at high temperatures.

Welcome to our team, welcome to the next generation of performance enhancement!