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Old 02-03-2013, 06:25 PM   #16
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Originally Posted by suss6052 View Post
Other than the noted difference that the later 12B37 programming and the 13 seems to not shift to 6th before 40 mph I don't expect there to be any difference between a 12 that works and a 13 that works, except for the age of the vehicle.

This was something I was trying to gather and figure out also, and other than a few minor ancillary changes that don't directly affect the transmission itself per the other user's description which concurs that BV6Z-7000-F is the latest and greatest transmission assembly and from what I can see was used at least from the timeframe mentioned in the original 12B37 software calibration as being the production applied fix date of 3/28/12 or later.

Noting an axle shaft part number change without documenting what was actually changed as far as the actual part doesn't exactly mean much. Since as far as an engineering change notice something as simple as changing a dimension on the print can call for a new part revision, usually those are minor though like from rev AA to AB, etc. Especially when the main reported problems existed between the clutch plates and the input shaft seals as far as oil contamination was concerned.
The 13's have an updated PCM and BCM as well as input shaft. Yes the -F is the updated tranny, but controlling the transmission is half of how it works... Most '13 owners are claiming smoother work. This could be due to lower mileage and that clutches take ~1k to fully bed in.

We still haven't been able to confirm if 13s are running 12B37.

Your argument about the different part numbers invalidates all of your claims. The engineers are way above your knowledge. Deal with it.

Not sure where else to go with this besides many claims of noting how '13s "feel" smoother. But I've also driven plenty of normal '12s.

So far, the '13s have no indication that they'll have DCT issues.
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