Clutch alignment and installer kit for Ford's DPS6 dry dual-clutch transaxle, with the puller, actuator socket and alignment plate to pull and reseat the clutch pack.
If your Fiesta or Focus PowerShift shudders taking off from a stop, slips on the 1-2 shift, or has gearbox oil weeping from the bellhousing, the fix usually means the dry dual clutch pack has to come off the input shafts. This kit is the bench and under-car hardware for that step on the Ford DPS6: a clutch puller body that threads onto the pack, a splined alignment plate, thread adapters and extension studs to reach through the bellhousing, an actuator socket and a T-handle driver, packed in a molded case. The listing calls out 45-grade carbon steel with a corrosion coating and a packed weight of about 13.7 lb.
The DPS6 (Getrag 6DCT250) is a six-speed transaxle with two dry clutches stacked in one assembly, one for the odd gears and one for the even gears, riding on two concentric input shafts. There is no torque converter and no fluid around the linings; the gearbox oil stays behind the input shaft seals. The clutch pack is held on the shaft splines by a snap ring and has to come straight off and go straight back on. The Laser Tools instructions for their equivalent of Ford's 307-675 tool describe the order: transmission out and drained, drive plate marked, snap ring released, then the pack drawn off the input shaft with the threaded puller rather than levered. Pulling it at an angle or prying on it can bend the plates or damage the shaft splines, and the new pack is not cheap.
The two clutch actuator motors and the transmission control module mount outside the case. Ford's TSB 16-0129 lists no-start and engagement-loss faults with network codes U0100, U0101 and U1013 and P0606 that trace to the TCM, not the clutch. Scan for codes, check the battery and charging system, and read our DPS6 dual clutch diagnosis guide before pulling the transmission. If an actuator is at fault, the DPS6 actuator set bolts on in the car.
This kit is for the Ford DPS6 dry six-speed dual clutch. In the US that transmission was used in the 2011-2019 Fiesta and the 2012-2018 Focus; the 2011 Focus is a different transmission. The listing also mentions some Buick, Chevrolet, Hyundai and Kia dry dual-clutch applications. We have not been able to confirm those, so treat this as a Fiesta and Focus tool unless your clutch hub matches the puller threads. It does not fit the wet-clutch MPS6 used in larger Ford and Volvo models. Send us your year and VIN for a fitment check, and see our full transmission tools range.
| Fits | Ford DPS6 6-speed dry dual-clutch transaxle (2011-2019 Focus, 2011-2019 Fiesta) |
| Also compatible | Select Buick, Chevrolet, Hyundai and Kia LSY/LXH-engine dry DCT applications |
| Kit includes | Clutch puller body, splined alignment/centering plate, actuator drive socket, thread adapters, extension studs, T-handle driver |
| Material | 45# carbon steel, corrosion-resistant coating |
| Case | Blow-molded storage case with cutouts for each piece |
| Weight | 13.67 lb |
| Dimensions | 15.75 x 11.81 x 3.54 in |
It is built for the Ford DPS6 dry dual-clutch transmission, used in the 2011-2019 Fiesta and 2012-2018 Focus sold in the US. Other makes in the listing have not been verified by us.
Yes. The clutch pack sits between the engine and the gearbox, so the transmission has to come out or be separated per the service manual before the puller can be fitted.
No. The MPS6 is a wet dual-clutch design with a different clutch assembly. This kit is for the dry DPS6 only.
The input shaft seals, since leaking seals are a known cause of clutch shudder. Also inspect the forks and release bearings.
Yes. The TCM needs its clutch adaptive learn and related relearns run with a scan tool, as called out in Ford's service bulletins.
