This is a problem with the 7spd DCT transmission. I had a 2021 Kona 1.6T Limited and have a pretty good incline in my driveway. In two years I only backed up the driveway twice, and both times is sounded and felt like the tranny was self-destructing. Hyundai is replacing the 7spd DCT with the 8spd true automatic on the 2024 Konas with the 1.6T engine.

The 8spd DCT is a very different design (used on all models with the 2.5T and the N variants of the Kona and Elantra) and is a much smoother shifting unit. Also doesn't hunt for gears and shudder when coming to a stop, both issues I also had with my 2021 Kona.

 

This is a problem with the 7spd DCT transmission. I had a 2021 Kona 1.6T Limited and have a pretty good incline in my driveway. In two years I only backed up the driveway twice, and both times is sounded and felt like the tranny was self-destructing. Hyundai is replacing the 7spd DCT with the 8spd true automatic on the 2024 Konas with the 1.6T engine.

The 8spd DCT is a very different design (used on all models with the 2.5T and the N variants of the Kona and Elantra) and is a much smoother shifting unit. Also doesn't hunt for gears and shudder when coming to a stop, both issues I also had with my 2021 Kona.

Yeah if you watch the video the tranny sounds like it’s dying when I back into my driveway, think I might just pull in from now on. So backing out of your driveway was never a problem? Seems like the car only has a problem with backing up on inclines. If you’re backing up on a flat surface it seems to be okay.

I was going to show the car to the dealership but just felt like they’d say it’s normal.

 

The incline goes up from the street straight into the garage. I got good at keeping it moving fast enough that the DCT didn't start "slipping" the clutch, and kept it moving until in the garage.

 

Not much of an incline here and no noises but I can’t maintain a steady speed backing up. I gets moving faster than I want, let off the gas a little and it slows to a stop. Otherwise the 7spd works great in our ‘23 limited.

 

Yeah backing up seems a little strange. If I back up on no incline it’s perfect. I have come to the realization that I’ll just never back up my driveway again.

 

My experience with the 7 speed DCT...

At low speeds you are either on or off the throttle. The computer is not smart enough to let the clutch "slip" like a third pedal manual. There is no feathering the throttle or the clutch.

Give it throttle and then let off when you attain the speed you want. When backing up, you may find yourself in a situation where you are on the throttle for 1 sec, then off for a second, then back on for a second....etc.

I have a buddy or mine that his driveway is an "on then off, then back on" throttle to back out of. Once you figure it out, it will become second nature.

 

but it just feels like the transmission is ready to explode when I’m on and off the pedalbacking up my incline driveway. It has slowly gotten better the last week but still a little rough. On flat ground reverse is perfectly fine. Only the incline. How would I remedy this?

 

"There is no feathering the throttle or the clutch. "

This was the problem I had with mine, the clutch at low speed was either engaged or disengaged until almost stopped. I think if the firmware was tweaked to do more "feathering" of the clutch below ~5mph the low-speed drivability would have been better. For me it was especially noticeable when pulling up to a light. Engine would be almost chugging before the clutch disengaged. Wasn't quite as bad starting from a stop as long as you didn't try and take off quickly. Had several tense moments when pulling out onto higher speed roads with traffic. Several times the clutch wouldn't not fully engage until up around 15mph. Which is not good when 50mph traffic is coming.

 

I believe the problem is that reverse uses a higher gear ratio than first gear. Apart from reversing faster or backing into your garage I can’t think of a solution

 

I have never attempted a reverse park on a downslope into a tight space between two other cars and I never intend to. That's nightmare territory! I'll park a couple of blocks away and walk rather than having to try to coax the DCT thru such a stressful manoeuvre.

 

I hope they use either traditional torque converter style or CVT style transmission and bail their DCT.

 

The problem is not the DCT Transmission. Drive a Porsche with their PDK DCT transmission and you will see what a properly designed DCT transmission feels like.
The problem is Hyundai’s DCT. It would have cost too much to design and manufacture a quality DCT for the price point of the Kona.
I believe the Kona is going back to torque converters? CVT transmissions are garbage.

 

I note that the new 1.6T Kona's have an 8 speed auto and the DCT seems to have been discontinued.

Sadly this means that we probably can't expect any tuning solutions that might tweak the thing coming out of Hyundai.

Has anyone heard of any aftermarket tuning being done?

 

I love my Kona DCT!!! Learn how to drive. And who is the guy wishing for a CVT??

 

The answer is not “Learn how to drive” The answer is that Hyundai needs to make a better DCT transmission or go back to torque converters.
Apparently, they have gone back to torque converters.

Why are manufactures of so-called performance vehicles so captivated with DCT transmissions? Because of their precise lightning-fast shifts.

A double clutch Transmission (DCT) is basically two transmissions in a single housing that utilizes two clutch assemblies.

In a seven speed DCT transmission one clutch assembly would handle gear rations for first, third, fifth and seventh gears.
The other clutch assembly handles gear ratios for second, fourth and sixth gears.

The next gear ratio is always pre-selected. Example, when first gear is selected by the driver, the second clutch assembly controlled gears pre-selects second gear. In second gear, the first clutch assembly controlled gears now pre-selects third gear. (and so on)

Moving from a stop in first gear, when the driver, or the transmission’s controller calls for second gear, because it’s already selected, the transmission only has to switch clutches, which are computer controlled and can be switched in milliseconds.

What are the problems with the DCT transmissions? The greatest challenge (apart from cost) is the computer controlling the clutches. From a stop, the transmission computer has to mimic the driver feathering the clutch pedal until the vehicle has reached a certain speed. In addition as the vehicle creeps in traffic the transmission computer has to keep feathering the clutch based on engine and drive train speed.

This requires superior clutch designs and next level computing with superior learning abilities which is simply not cost effective in a $30K vehicle. Hyundai had to cut corners and it shows. The Kona DCT learning abilities are rudimentary when compared to the big boys. So the transmission sometime jerks moving from a stop or when changing from reverse to first gear. Backing up a hill can be problematic as well as creeping in traffic.

The best DCT transmission? Porsche PDK is the gold standard. (Honorably mention, the DCT in the Mustang GT 500) It uses wet clutches with handle heat more effectively along with better transmission logic and learning capabilities. Comparing a $30K vehicle to a $100K (or more) vehicle is not fair, but the Porsche shows what a properly designed DCT transmission is like when money is not a problem. My Porsche Macan never has the issues that my Kona has. If not for the fast shifting, you would never know it’s not a regular torque converter transmission.

Finally, some manufactures (Including Hyundai and BMW) are going back to torque converters. Simply put, non-DCT transmissions have improved where, for a street vehicle, gears shifts are approaching DCT territory, they cost less and with none of the potential problems that DCT’s.

Apologize for the long post (smile)

 

Thank you. A great explanation. I never knew how a dct worked until now. Thanx.