A Ford Focus or Fiesta PowerShift that shudders on takeoff even after a new clutch usually has oil on the clutch faces, and on the DPS6 6DCT250 that oil almost always comes from the input shaft seals. This four-piece set covers the seal work on that gearbox: pulling the inner input shaft seal, guiding the new input seals over the shafts, and pressing in the differential output (axle) seals. The pieces correspond to Ford service tool numbers 307-671, 307-672, 307-673 and 307-674. Hardened steel with an anti-corrosion finish.
What the seals do in a DPS6, and why the tools matter
The DPS6 is a dry dual-clutch transmission. Two concentric input shafts, one for the odd gears and one for the even gears, come through the front of the case into a clutch pack that is supposed to run completely dry, while the gears behind them run in gearbox oil. The seals around those input shafts are the only thing keeping that oil away from the friction surfaces. Once oil weeps past them, the clutches glaze and the familiar judder starts. Ford extended input shaft seal and clutch coverage on many 2011-2014 Fiesta and Focus models under Customer Satisfaction Program 14M01, and that bulletin notes cars built from June 6, 2013 got improved seals. The seals sit on thin, precise shafts, so a seal started crooked or a lip rolled over a shaft edge leaks again quickly. The guide tubes cover the shaft so the new lip slides on undamaged.
Symptoms that send you to the seals
- Shudder or judder when pulling away from a stop, especially in first and reverse
- Shudder that came back after a clutch replacement, a strong sign oil reached the new clutch
- Oil on the clutch pack or inside the bell housing when the clutch is removed
- Gearbox oil wetness at either axle seal or a drip at the inner CV joint
- Low gearbox oil level found at service with no obvious external leak
Confirm the cause before you tear it down
Not every DPS6 complaint is a seal. Loss of engagement, no-start or flashing wrench warnings with U0100, U0101, U1013 or P0606 point to the transmission control module, covered by Ford TSB 16-0129, and actuator faults feel different from shudder. Scan first, then pull the clutch and look for oil. Our Ford PowerShift DPS6 diagnosis guide walks through separating clutch, seal, actuator and TCM problems.
Fitment
This set is for the Ford DPS6 / 6DCT250 six-speed dry dual-clutch gearbox: Focus from 2012, Fiesta from 2011, B-Max from 2012, EcoSport from 2013, and Transit Connect where it uses the same gearbox. It does not fit the wet-clutch MPS6 / 6DCT450 PowerShift used in other Ford and Volvo models. Ford's tool list names 307-673 as the input shaft inner seal puller, 307-674 and 307-672 as the inner and outer input seal guide tubes, and 307-671 as the differential output seal press. Some sets also include separate input seal press sleeves that carry no Ford number, so have a suitable seal driver and soft mallet ready if your kit does not include them. If your car is not on this list, send us the year and VIN and we will check the gearbox.
Install notes
- The gearbox and clutch assembly come out, the gearbox oil is drained, and the clutch pack is removed before the input seals are reachable. That clutch removal needs its own tool, the DPS6 dual clutch remover and installer.
- Thread the inner seal puller firmly into the old seal while pressing down, hold the body and turn the forcing screw to draw it out. Clean the bore before fitting anything new.
- Slide the guide tube over the shaft, lightly oil it, run the new seal over it and seat the seal with light, even taps until the press tool contacts its stop.
- Axle seals can be levered out and pressed in with the 307-671 piece, in or out of the car.
- Never reuse an oil-soaked clutch. Fit a new DPS6 dual clutch kit and refill with XT-11-QDC gearbox oil. Then complete the clutch setup and adaptive relearn per Ford procedure.
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