The clutch engagement with this gearbox seems directly proportional to the accelerator pedal. If you ease the pedal, the clutch eases out, if you punch the accelerator pedal, the clutch gets "dropped". The oem set up allows for give through both the dual mass flywheel, and the sprung hub on the clutch. Typically, as I ease the accelerator pedal, with the oem clutch, you can feel this movement being taken up, then the clutch slip, and if you are having a bad "pedal" day, chances are you will be bunny hopping through an intersection! Firm acceleration is required. Not with the twin disc. The twin disc slips till it is engaged, and is then locked. Under extremely light acceleration, the transition from standing to motion, fully engaged clutch is seamless. It is not possible to take off as slowly with the oem, as with the twin disc. The oem also feels controlled, the twin disc feels a lot more user controlled because of this. With the oem installed, you get used to it, but you are never positive how your going to start rolling at any given pedal position/transition. 9 times out of 10, it was within a range, but that 1 out of 10 mystery launch usually lead to either a bunny hopping experience, or traction control taking over. The twin disc is 100% predictable, and despite my best attempts, is yet to allow any on/off bunny hopping.

Medium acceleration gives a nice smooth transition between being stationary and in motion with a locked clutch. Again, I find my self thinking "if I had a clutch pedal, that is exactly how it should happen", the clutch engagement is smooth, it feels perfect. The oem feels clunky in comparison. In fact, the oem feels like your missing the rear diff bolt in comparison to the twin disc, the twin disc feels correct, the oem just feels completely wrong in comparison.

Yes, yes, yes!!! For manual drivers, this will be no surprise, punch the accelerator and the clutch is instantly locked, and your making some nice white smoke from the rear tyres. Sounds standard? Not with the oem. What I have become accustomed to for the past two years, is firstly the big "piggy" squeal from the dual mass, then clutch slip to about 2500rpm, then that magic white smoke at the tyres, combined with the scent of burning clutch! By this point, the GS30 has sent a fault code through to the dme, the gearbox goes into fault, and when you go to change to second, the shift, the engine revs, delays, and then engages. Again, not with the twin clutch. The twin clutch engages instantly, and with no delay, the tyres are spinning, and the cars rear is kicking out, ye ha! No fault codes, no embarrassment when the car you just left behind overtakes you during gear change!

The SSG has squealed for so long with up shift anywhere from 3200rpm up. The more power I've added, the more it has just been lost through upshift slip. The oem was past its limits some time ago. Again, the ssg bases speed of shift off different parameters. It will upshift slow, or fast. On slow engagement upshift, the twin disc again feels as if you just performed the perfect shift manually, instead of the oem feeling a bit clunky and automated. Under hard acceleration, with traction off, shift is hard and fast, no squeal, no slip, just on and off, power is straight to the wheels, any slip that needs to happen, happens at the wheels.

Again, smoother and more natural than the oem ever was. There seems to be less delay in downshift also. The clutch seems to start engaging smoother, and achieves rev matching speeds sooner. Downshift is truely flawless.

Overall, with this transmission, the twin clutch isn't a trade off to run more power, it enables more power, and transforms the box to what it should be. It honestly feels like the program for the GS30 was written for the twin clutch, and the oem setup is foreign.