Reset fixture and threaded press tool that re-seats a removed Ford DPS6 dual-clutch assembly to spec before it goes back in the bellhousing.
A Ford PowerShift clutch that has already been in a car cannot simply be bolted back on the input shafts. If you pulled the dual clutch out of a 2011-2019 Fiesta or a 2012-2016 Focus to replace leaking input seals, to inspect the linings, or to swap the case, the pack has to be reset before it goes back in. Skip that step and the car comes back with the same shudder from a stop, slip on light throttle and flare between gears that sent it in. This set is built for exactly that reset-and-reinstall step: a large circular reset fixture, center support pieces, a threaded press tool and a round backing plate, packed in a molded case (model DA-WN2205).
The DPS6 (6DCT250) runs two dry clutches in one pack, one for the odd gears and one for the even gears, each fed by its own concentric input shaft. New packs leave the factory with built-in transport hooks set, which hold the self-adjusting mechanism in its installation position. Once a pack has been fitted and driven, that mechanism has moved to compensate for wear. Tool makers that publish DPS6 instructions are clear that a pack removed for any reason other than complete replacement needs its transport hooks reset before it is refitted, and that a brand-new pack should not be put through the reset at all. This kit does the reset with controlled force: the pack sits in the circular fixture, the support pieces center it, and the threaded press is turned down evenly through the reset stroke. That keeps the load square across the whole diaphragm instead of cocking the pack the way a shop press or a pair of screwdrivers will.
Not every DPS6 shudder needs the clutch out. A tired clutch actuator motor or a TCM fault can feel the same, and both are serviced from outside the case. Read codes first and run the actuator checks laid out in our DPS6 shudder, seal leak and TCM diagnosis guide. If the fault follows an actuator, the DPS6 clutch actuator set is the repair and the gearbox stays in the car. If the codes are clean and the linings are oil-soaked or worn, the transmission comes out. At that point decide whether the pack is being reused (you need this reset set) or replaced with a new DPS6 dual clutch kit, which arrives with its hooks already set.
This set is listed for the Ford DPS6 PowerShift dry dual-clutch transmission in the 2011-2019 Ford Fiesta and the 2012-2016 Ford Focus. It is not for the wet-clutch MPS6 used in larger Ford and Volvo models, and it does not apply to Focus models that left the factory with a manual gearbox. Some Focus model years outside the listed range also used the DPS6, so if your car is a 2017 or 2018 Focus, send us the year and VIN and we will confirm the clutch design before it ships. Because there is no part-number match on a tool, the deciding question is simply whether your car has the six-speed PowerShift dry clutch.
Follow the Ford workshop manual sequence for your model and verify the pack is fully seated on both input shafts before the transmission goes back against the engine.
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No. A new DPS6 clutch pack ships with its transport hooks already set. The reset is only for a pack that has been in service and is being refitted, and putting a new pack through the reset can damage it.
No. This set is the reset and reinstall fixture. Removing the pack from the shafts needs a dedicated puller, sold separately as our DPS6 dry dual clutch remover and installer kit.
It is listed for the Ford DPS6 PowerShift six-speed dry dual clutch in the 2011-2019 Fiesta and 2012-2016 Focus. It does not fit the wet-clutch MPS6. If you have a 2017-2018 Focus or are not sure which gearbox you have, send us the year and VIN.
Both input shaft seals, every time. Leaking seals contaminate the dry linings and are the most common cause of DPS6 shudder. Check the release forks and bearings for wear as well.
Yes. The clutch actuators must be reset and the clutch adaptive values relearned with a scan tool that supports the DPS6. Skipping the relearn can leave the car with harsh or slipping engagement even with a good clutch.
