I remember when the Dart was slated to receive a DDCT and evaluations led to instead purchasing a conventional automatic transmission from Hyundai (AKA Powertech America).
DCT transmissions in general (and dry clutch’s even more) tend to have a jerky startup. Through lots of engineering and tuning, the VW group has been able to smoothen this in their products but it seems that this is difficult and expensive. At the same time, there has been great progress by ZF in their conventional automatics (in faster shift times and their ability to lock the torque converter at very low speeds) that the justification for DCT’s has been greatly diminished as you can get the best of both worlds with conventional automatics. Even the new BMW M5 is coming with the same ZF as the Quadrifoglio. More extreme cars like Ferraris and Porsches will have DCT’s at least for now. Some of this is speculation on my part, but you get the drift.Any reason why?
Most likely the 800mS number for a "traditional" system is only for the ABS. Brake actuation and booster responses are for all intents instantaneous in a traditional hydraulic system. I wonder if there is a delay in the actuation and booster response that wouldn't be there with a traditional system?"Integrated Brake System"
Giulia's "Integrated brake system" is based on the Continental MK C1, that is an electro-hydraulic system that combines the functions of three "traditional" different systems: brake actuation, booster and control systems (ABS, ESC) .
It allows for very fast response times, down to 120 ms from the 800 ms of a "traditional" system.
Going from a 800 ms to a 120 ms response time = 9 m (29.5 ft) less space to go from 50 km/h (31 mph), to a full stop.
This performances allows an easier integration with ADAS (advanced driver assistance system) needs.