Pulls and seats the leaking input shaft seals on the Ford DPS6 dual-clutch in Focus and Fiesta without cracking or cocking the new seal.
If your Ford Focus or Fiesta PowerShift shudders from a stop, slips on takeoff or smells of burnt clutch after a few months on a new clutch, the input shaft seals are the first place to look. On the DPS6 a leaking seal puts gearbox oil on the dry clutch faces, and no clutch survives that for long. This kit, part number IKX-1155, has the drivers to pull and seat both input shaft seals square, and it comes with one large and one small replacement seal, so you can do the seals while the clutch is out.
The DPS6 (Getrag 6DCT250) is a dry dual-clutch gearbox. The gears and shafts run in oil, but the two clutches sit in a dry bell housing on the end of two concentric input shafts. The seals on those shafts are the only thing that keeps gearbox oil on the gear side. When a seal weeps, oil wicks onto the clutch linings, the friction coefficient changes, and the clutch grabs and lets go as it engages. You feel that as shudder.
Ford acknowledged the problem. Its Customer Satisfaction Program 14M01, which references TSB 16-0109 for excessive clutch shudder and fluid leaks, extended coverage on the input shaft seals, the clutch and the software on 2011-2014 Fiesta and Focus to 7 years or 100,000 miles. The same letter notes that vehicles built from June 6, 2013 on have improved input shaft seals that are less likely to leak. On an older car, or one that is now out of coverage, fitting a new clutch without new seals invites the same shudder back.
Shudder on a DPS6 can also come from a worn clutch, a sticking clutch fork or release bearing, or a TCM and actuator fault, so confirm the cause. Check for TCM codes and software level first; a TCM that drops out causes engagement loss, not oil on the clutch. Once the clutch is off, oil on the linings or a wet seal lip settles it. Our DPS6 shudder, seal leak and TCM guide walks through telling these faults apart.
The kit fits the Ford DPS6 6-speed dry dual-clutch transmission in the 2011-2018 Ford Focus and 2011-2019 Ford Fiesta. It does not fit the MPS6 wet dual-clutch used in some Volvo, Land Rover and European Ford models, or the conventional automatic in the Focus ST and RS. If you are not sure which gearbox your car has, send us the year and VIN and we will confirm it.
The seals come out with the clutch assembly removed, so plan the job alongside the clutch work. A typical bench sequence:
Oil-soaked clutches cannot be cleaned and reused reliably, so most jobs pair the seals with a new DPS6 dual clutch kit. A new DPS6 clutch ships already set, so it goes on with the clutch installer and never through a reset fixture. Top up with the correct gearbox oil, Motorcraft XT-11-QDC, then run the clutch adaptive learn with a scan tool. If the forks or release bearings look worn, replace them now with the fork and release bearing kit while it is apart.
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Yes, if there is any oil on the old clutch or the seals are original. A leaking seal is the most common reason a new DPS6 clutch starts shuddering again, and the seals are only reachable with the clutch out.
Yes. The kit includes one large and one small seal along with the large remover/installer, the small remover and the small installer.
No. Those use a manual gearbox, not the DPS6. This kit is for the DPS6 6-speed dry dual-clutch in the 2011-2018 Focus and 2011-2019 Fiesta.
The DPS6 gear side takes Motorcraft XT-11-QDC dual-clutch transmission fluid. The clutches themselves run dry and get no fluid.
Yes. After a clutch or TCM change, the clutch adaptive learn has to be run with a scan tool that supports Ford DPS6 procedures, or the car will engage roughly.
