Why Do Domestic Cars Mostly Use Dual-Clutch Transmissions?

[DiLilah]

There are two main reasons why domestic cars have been using dual-clutch transmissions: 1. Market Supply Shortage: There are only a few globally renowned transmission manufacturers. The booming sales of domestic car brands in recent years have led to a shortage of mid-to-low-end transmissions. As a result, most domestic manufacturers purchase whatever transmissions are available. 2. Low R&D Costs: Dual-clutch transmissions have relatively low research and development costs and low entry barriers. 3. National Policy Support: The government supports the development of dual-clutch transmissions. Since the introduction of the new purchase tax policy in 2015, the government has halved the purchase tax for small-displacement vehicles. Small-displacement cars now occupy a larger market share than before. One of the biggest advantages of dual-clutch transmissions is their high thermal efficiency and excellent transmission efficiency, allowing even small-displacement cars to achieve good performance.

[LaEva]

I've thought about this many times, dual-clutch transmissions are really common in domestic cars. I work in auto parts, and to put it bluntly, the most practical reason is the low cost. Aisin's 6AT alone costs 40% more than a dual-clutch in procurement, allowing automakers to save a fortune. Nowadays, domestic brands are particularly active in developing dual-clutch transmissions, like Chery's Getrag and Geely's Volvo technology, which pair exceptionally smoothly with their 1.5T engines. A few years ago, people still complained about jerking, but with the third-generation products now, you barely feel the gear shifts even in traffic jams. The other day, I was helping a friend pick a car and noticed that most domestic cars priced just over 100,000 yuan use dual-clutch transmissions, while joint-venture brands tend to use CVTs more. In the end, it all comes down to the maturity of the supply chain—transmission factories in Chongqing can roll out thousands of units daily.

[LunaMarie]

As a seasoned driver who has driven seven or eight domestic cars, I have a few things to say. The advantage of DCTs in terms of quick acceleration is too obvious. Last time I drove the Xingrui on mountain roads, downshifting for overtaking was crisp and efficient. Manufacturers are also savvy, knowing that domestic consumers love the feeling of crisp gear shifts. In earlier years, domestic AT transmission technology couldn't keep up, and importing from Japan was expensive and came with strings attached. DCTs were a great way to overtake on the curve. Of course, some complain about low-speed jerkiness, but I've found that switching to sport mode helps a lot. Nowadays, many cars come with lifetime transmission warranties. My cousin's Lynk & Co 03 has run 60,000 kilometers without any issues. The only downside might be slightly higher fuel consumption in traffic jams, but compared to the maintenance costs of a ZF 8AT, DCTs are really worry-free.

[DeJulianna]

After over a decade in automotive journalism, I've noticed a pattern: policies are the invisible driving force. When China's Stage 6 emission standards were first implemented, DCT transmissions were 8% more fuel-efficient on average than ATs, prompting manufacturers to install them en masse for fuel consumption credits. After Volkswagen initially popularized DSG, BYD directly reverse-engineered the technology, and now even budget models like the Wuling Xingchen at 60,000 RMB use DCT. During a factory assembly line tour, workers mentioned DCTs have 30% fewer components than CVTs, significantly improving assembly efficiency. Consumers should pay special attention to driving habits – remember to shift to Neutral at traffic lights and switch to manual mode in congested areas. Current domestic DCTs now boast a 300,000-km lifespan, aligning with the increasingly prevalent whole-vehicle lifespan design philosophy.

[LeEzra]

From a transmission repair technician's perspective: The simplicity of dual-clutch structures makes them easier to fix. Last month I disassembled a Haval H6's 7DCT - its electro-hydraulic unit has modular design, replacing the valve body only costs 2,000 yuan. If a ZF 8AT breaks down, you can't get away with less than 8,000. Domestic automakers choosing wet dual-clutch transmissions is really smart - Great Wall uses BorgWarner's technology with oil chambers three times larger than dry types and aluminum alloy cooling fins. Remember handling overheating protection for a client last year, just needed a TCU reprogramming. The new hybrids are even better - like BYD DM-i using DCT as speed regulator with zero shift shock during engine direct drive. In terms of failure rates, transmission issues account for less than one-third of engine problems among vehicles I've serviced.

[MacBethany]

Having followed the automotive industry for a decade, I believe the widespread adoption of domestic dual-clutch transmissions (DCT) is the result of multiple forces. Firstly, in 2012, the Chinese government included DCT in the 863 Program, investing tens of billions in R&D funding. Secondly, the Yangtze River Delta and Pearl River Delta regions have gathered over 300 supporting factories capable of producing everything from dual-mass flywheels to TCU chips domestically. Thirdly, consumer perceptions have shifted—while people feared DCTs a decade ago, now 70% of users in professional reviews like Dongchedi say they can accept them. During a visit to Chongqing Qingshan Transmission Plant, I learned their DCTs supplied to Changan CS75 undergo 500 hill-start tests before leaving the factory. Recently, I've noticed an interesting trend: while European and American brands are abandoning DCTs in the electrification wave, domestic hybrid vehicles are innovatively using DCTs for power splitting—a truly distinctive technological approach.