Ford DPS6 6DCT250 Dual-Clutch Input Seal Remover/Installer Kit

A Ford Focus or Fiesta with the PowerShift DPS6 that judders pulling away from a light, or a car that started shuddering again not long after a new clutch, very often has gearbox oil getting past an input shaft seal and onto the dry clutch linings. Replacing the clutch without replacing those seals only buys time. This kit is the set of drivers that matches Ford special tools 307-671, 307-672, 307-673 and 307-674, so the inner and outer input shaft seals, plus the differential output seals, come out cleanly and go back in square and to depth.

What the seal tools do on a DPS6

The DPS6, built with Getrag as the 6DCT250, runs its gears and shafts in oil but keeps its two clutches in a dry bell housing. The two input shafts are concentric: a solid inner shaft inside a hollow outer shaft, each with its own lip seal. Those two seals are the wall between the oiled gear train and the dry friction faces. Because the seals sit deep, around a splined shaft, a screwdriver and a socket do not work: the lip folds over the splines or the seal goes in cocked, and the clutch is contaminated again within weeks.

Ford's own tool set solves that with guide tubes and press sleeves, and the equivalent kit referenced in the sources lays it out the same way: a threaded puller that screws into the inner seal and draws it out with a force screw, a guide tube that slides over the inner shaft so the new seal rides past the splines, a press tool that taps the inner seal home until it touches the outer shaft tube, a second guide tube and press tool for the outer seal, and a flat press (307-671) for the differential output shaft seals. The photo of this kit shows the same six pieces in a fitted carry case.

Symptoms that send you to the seals

• Shudder or grab on light-throttle launches, usually worse in stop-and-go traffic and when hot
• Shudder that returned within months of a clutch replacement
• Oil film, wet streaks or glazing on the clutch friction surfaces once the clutch is pulled
• Slipping feel in first and reverse with a burnt smell
• Low gearbox oil with nothing dripping outside the case
• Weeping at the halfshaft seals, which this kit also covers with the output seal press

How to confirm before you buy

Not every DPS6 shudder is a seal. A worn clutch, a binding fork or release bearing, and TCM or actuator faults can all feel similar, and TCM faults usually log U0100, U0101, U1013 or P0606 and cause loss of engagement rather than judder. Scan the car and check the TCM software level first. When the clutch comes out, look at the friction faces and the area around the input shafts: oil there settles it. Our DPS6 shudder, seal leak and TCM diagnosis guide separates these faults step by step, and the DPS6 clutch tool buyer's guide explains which tool set does which job.

Fitment

The listing covers the DPS6 6DCT250 six-speed dry dual-clutch in the Ford Fiesta (2011 and up), Focus (2012 and up), B-Max (2012 and up) and EcoSport (2013 and up). In North America that means the PowerShift automatic in the 2011-2019 Fiesta and 2012-2018 Focus. It does not fit the wet-clutch MPS6 (6DCT450) used in larger Ford and Volvo models, or the manual transmissions sold in the same cars. If you are unsure which gearbox you have, send us the year and VIN before ordering. Other DPS6 tools and parts are in our transmission tools section.

Install notes

• The seals are reached with the transaxle out of the car and the clutch pack removed. Drain the gearbox oil before laying the case on its back. Pulling the clutch pack needs its own puller, such as our DPS6 clutch remover and installer kit (307-675 equivalent).
• Inner seal: screw the puller body tightly into the old seal while pressing down, then turn the force screw to extract it. Oil the guide tube lightly, slide the new seal over it, and tap the press tool with a soft-face or copper mallet until it bottoms on the outer shaft tube.
• Outer seal: pry it out, fit its guide tube, slide the new seal on, and drive it with its own press tool.
• Seals are not included. Use the correct current Ford seals; Ford notes that cars built from June 2013 got improved input shaft seals.
• Clean every trace of oil off the bell housing and fit a clean clutch. If the old one is soaked, replace it; our DPS6 dual clutch kit with forks is the matching part.
• Refill the gearbox with the specified dual-clutch oil, such as Motorcraft XT-11-QDC, then run the clutch and shift learn procedures with a capable scan tool before road testing.

Does this kit fit every Ford Focus and Fiesta?

It fits cars with the DPS6 6DCT250 PowerShift dry dual-clutch automatic: 2011-up Fiesta, 2012-up Focus, B-Max and EcoSport. It does not fit manual-transmission cars or the wet-clutch MPS6 6DCT450. Send the year and VIN if you are not sure.

Are new seals included?

No. The kit is the tool set only. Buy the current Ford input and output shaft seals for your car; cars built from June 2013 on use improved input shaft seals.

Which Ford tool numbers does it replace?

It is listed as equivalent to Ford 307-671, 307-672, 307-673 and 307-674. In Ford's set, 307-673 is the inner seal puller, 307-674 and 307-672 are the inner and outer seal guide tubes, and 307-671 is the differential output seal press.

Can I change the input seals without removing the transmission?

No. The input shaft seals sit behind the dual clutch, so the transaxle comes out and the clutch pack is pulled first. That is also the right time to replace an oil-soaked clutch.

Why does my DPS6 still shudder after a new clutch?

The most common reason is a leaking input shaft seal that was left in place, which puts oil back on the new linings. A binding release fork or skipped clutch adaptive learn can also cause it, so check those too.

What do I need to do after reassembly?

Refill with the specified dual-clutch gearbox oil and run the clutch and shift learn routines with a scan tool that supports the DPS6 before driving normally.

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