Pulls and reinstalls the dual clutch pack on Ford DPS6 dry DCT units in Fiesta and Focus without replacing the whole clutch assembly.
Ford Fiesta and Focus owners with the PowerShift automatic know the routine: shudder pulling away from a light, a jerky low-speed crawl, and eventually a clutch replacement. For a shop or a serious DIYer, the hard part of that job is getting the dry dual clutch pack off the input shafts and back on without warping it. This three-jaw remover and installer kit is built for exactly that step on the Ford DPS6.
The DPS6 runs two dry clutches in a single pack bolted behind the engine, with no torque converter and no fluid bath around the linings. The pack sits on the splines of two nested input shafts and is retained by a snap ring. Once the ring is out, the pack still will not lift free by hand, and a generic gear puller pulls it off at an angle. This kit uses a three-jaw assembly that grips the pack at three points and a center threaded bar that bears on the input shaft. As you turn the bar, the pack walks straight up the splines. Run in reverse, the same hardware seats the clutch back on the shafts and handles spring pressure during reassembly, so you are not fighting the pack with your hands.
Not every shudder means the transmission has to come out. The two clutch actuator motors and the transmission control module bolt to the outside of the case, and a failing actuator can feel a lot like a contaminated clutch. Pull codes, check battery condition, and swap the two actuators to see whether a code moves. Our PowerShift DPS6 diagnostic guide walks through that order. If the fault follows an actuator, a replacement actuator set fixes it in the car. Buy this puller once you have decided the clutch itself or the input seals behind it need attention.
Listed fitment is the Ford DPS6 dry six-speed dual clutch in the Fiesta 2011-2019, Focus 2012-2018, Transit Connect 2019 and B-MAX 2012 and up. Two cautions. First, the B-MAX was never sold in the United States, and the Transit Connect here was built with a conventional automatic, so for most buyers this is a Fiesta or Focus tool. Second, Ford released different clutch assemblies for the Focus and the Fiesta, so order the replacement clutch by your car, not by the tool. The tool is not made for the wet-clutch MPS6. Send your year and VIN if you want a fitment check. There is no DPS6 collection page on our store right now, so use the related parts below.
The jaws and bar are hardened forged steel. The kit ships in a 22.5 x 15.55 x 3.5 inch case with work gloves, about 23.9 lb shipped.
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It is listed for the Ford DPS6 dry dual clutch in the 2011-2019 Fiesta and 2012-2018 Focus, plus the 2019 Transit Connect and B-MAX 2012 and up in markets that used the DPS6. US Transit Connect vans used a conventional automatic, so confirm your transmission first.
With the jaws attached and the bar seated on the input shaft, the pack typically comes free after about 20 full turns past first contact. If it binds, recheck that the jaws are evenly placed and the bar is centered.
Yes. Reversing the process seats the pack back on the input shaft splines and controls spring pressure during reassembly. Install the retaining snap ring once the groove is exposed.
Yes. Leaking input seals are the main reason DPS6 clutches get oil-soaked and shudder. Ford released improved seals for later builds, and every clutch replacement is the time to fit new ones.
Clear codes and run the clutch adaptive learn with a scan tool that supports the DPS6. Ford service bulletins also call for TCM reprogramming where applicable and a fully charged battery during programming.
