DPS6 6DCT250 Dry Dual Clutch Remover & Installer Tool Kit

If you are pulling the dual clutch out of a 2011-2019 Ford Fiesta or 2012-2018 Focus with the PowerShift automatic, this is the fixture that does the work Ford's own service tool 307-675 does. Most people land here after chasing shudder from a stop, a clutch that slips under light throttle, or an input seal leak that has soaked the dry linings. This kit removes the clutch pack, unlocks and resets it, and puts it back on the input shafts, so a shop can reuse a good clutch after a seal job or fit a new one without bending it.

What this tool does in a DPS6

The DPS6 (6DCT250) has two dry clutches stacked in one pack, one driving the odd gears and one driving the even gears through two concentric input shafts. The pack is a press fit on those shafts and is held by a snap ring, so it cannot be pried or tapped off without damage. The fixture bolts to the pack with three jaws and uses a threaded center bar that pushes on the input shaft, drawing the whole assembly straight up and off. This kit also includes two clutch adjusters and an unlocking tool for the reset side of the job: the clutch adjusters fit the two electromechanical units, and turning each one counterclockwise until it clicks releases the locked pack so it can be reset and refitted. That reset step is what separates this set from a plain puller.

Symptoms that lead to a clutch-out repair

• Shudder or judder when pulling away, worst in stop-and-go traffic
• Slipping, flare between gears or a burnt smell after a hill start
• Oil on the clutch linings from leaking input shaft seals, the root cause Ford addressed in TSB 16-0109
• A replacement clutch that needs to go in, or a good clutch that has to come out so the input seals can be serviced
• Damaged splines or bent pressure plates from a previous attempt with a generic gear puller

How to confirm before you buy

Do not order tools until the diagnosis points inside the bellhousing. Shudder on a DPS6 can also come from a weak clutch actuator motor or a TCM fault, and those are serviced from outside the case. Scan for actuator codes such as P0901 or P090B first and do the actuator swap test described in our DPS6 shudder, seal leak and TCM guide. If the codes follow the motor, the DPS6 clutch actuator set is the fix and the transmission stays in the car. If the codes are clean and the shudder is still there, oil-contaminated linings are the usual answer, and that means the transmission comes out and this tool comes off the wall.

Fitment

The listing covers the Ford DPS6 6DCT250 in the Fiesta 2011-2019, Focus 2012-2018, Transit Connect 2019 and the European B-MAX from 2012. In North America the clutch job is almost always a Fiesta or Focus. The Transit Connect line sold here used a conventional automatic, so check that your van actually has the PowerShift dry dual clutch before ordering. This kit is not for the wet-clutch MPS6 used in larger Ford and Volvo models. If you are unsure, send us your year and VIN and we will confirm it before it ships. We do not have a separate DPS6 transmission collection page yet; the related parts below cover the common clutch-job purchases.

Install notes

• Remove the transmission and drain the gearbox oil before tipping the case onto its back for clutch access.
• Mark the clutch center drive plate position before you take it off, and line it back up on assembly.
• When freeing the snap ring, press the pack only enough to release it. Over-compressing the springs is how packs are damaged.
• Pulling should take hand force on the screw. If it binds, stop and recheck jaw alignment and that the bar is centered on the input shaft.
• If you are reusing the same clutch, put the transport fastener back in before it goes on the input shaft, as the kit instructions state.
• Inspect and service the input seals any time the clutch is out. Pair this with the DPS6 seal installer tool kit, and replace worn forks and bearings with the clutch fork and release bearing kit.
• Refill with the correct gearbox oil, such as Motorcraft XT-11-QDC.
• Run the shift drum relearn, TR sensor relearn and clutch adapts with a capable scan tool afterward. A new clutch can feel slightly harsh or shudder lightly until it beds in.

The set is hardened steel, packed in a carrying case with gloves, and weighs about 25 lb shipped. Manufacturer part number GJ-48-01.

Is this the same as Ford tool 307-675?

It is built to do the job of Ford special tool 307-675, the DPS6 dual clutch remover and installer. It is an aftermarket kit, not a Ford-branded tool. Follow the Ford workshop manual procedure for your vehicle.

Can I reuse my DPS6 clutch after pulling it with this tool?

Yes, if the linings are clean and within spec. The kit's adjusters and unlocking tool let you reset the pack, and the transport fastener must be reinstalled before the clutch goes back on the input shaft. Clutches soaked with oil from a seal leak should be replaced.

Does the transmission have to come out to use it?

Yes. The clutch pack is accessed from the bellhousing side with the transmission removed and laid on its back. Actuator motors and the TCM can be serviced in the car, so confirm the fault is in the clutch before pulling the gearbox.

What else should I replace while the clutch is out?

Service both input shaft seals every time, and inspect the release forks and bearings. A seal installer kit, a fork and bearing kit and fresh gearbox oil are the usual companions to this tool.

Do I need a relearn after the clutch job?

Yes. Replacing the clutch requires the shift drum relearn, transmission range sensor relearn and clutch adapts, done with Ford IDS or a capable aftermarket scan tool, followed by a relearn drive.

Will it fit the MPS6 or a DSG?

No. It is made for the dry-clutch DPS6 6DCT250 only. The wet-clutch MPS6 and VW DSG units use different clutch designs and different tools.

• Ford PowerShift DPS6: Diagnosing Dry-Clutch Shudder, Seal Leaks, and TCM Failures