Full overhaul kit for the MPS6/6DCT450 six-speed Powershift dual-clutch: friction and steel plates, bonded pistons, seals, gaskets and O-rings for Volvo, Ford, Volvo and Land Rover.
Volvo, Ford and Land Rover owners searching for an MPS6 rebuild kit are usually dealing with one of three complaints: a shudder or slip pulling away from a stop, a lurch or bang when the gearbox changes between first, second and reverse at parking speed, or a fluid leak that has already cost the clutches their oil. This master kit is for the first-generation Getrag 6DCT450, the six-speed wet dual-clutch sold as Powershift, and it is listed for the Volvo C30, S40, V50, S60, V70, S80, XC60 and XC90, the Ford Focus, C-Max, Kuga, Mondeo, Galaxy and S-Max, the Land Rover Freelander 2 (LR2) and Evoque, and the 2.0L/2.2L Chrysler Sebring, Dodge Avenger and Journey that carried it. It packs the friction plates, steel plates, bonded clutch pistons, lip seals, sealing rings, O-rings and full gasket set into one order.
The MPS6 works like two manual gearboxes sharing one case. One clutch drives reverse, first, third and fifth; the other drives second, fourth and sixth. While you accelerate in first, the computer pre-selects second on the idle shaft, then releases one clutch as it applies the other, so the shift happens without a torque converter in the path. In this unit both clutch packs run in oil, which is what separates it from the dry-clutch DPS6 (6DCT250) in the US Focus and Fiesta. Wet packs tolerate heat far better, but they still glaze with mileage, and the bonded pistons and sealing rings that apply them harden and leak pressure. Because the computer controls clutch slip by pressure alone, a pack that has lost friction or a piston that leaks shows up immediately as shudder and flare. This kit renews both packs and every seal that holds that pressure.
First confirm you have the wet MPS6 and not the dry DPS6; our Ford Powershift DPS6 guide explains the dry-clutch version and its separate problems, and nothing in this kit fits a DPS6. On an MPS6, check fluid level and condition, read stored codes, and watch clutch slip data on a capable scan tool. A slip that appears on only one clutch with clean, full fluid can come from the valve body and solenoids rather than the frictions; in that case one of our MPS6 valve bodies with solenoids is the cheaper fix.
The listing covers 2008-2011 applications and cross-references T20900A, 209300A, T20902A, T209080A, T209081A, 209400A-NAKGJ, 7M5R-7G186-AC and 7M5R-6C631-AD. Two cautions. Many of the listed nameplates were also built with conventional torque-converter automatics, so a Sebring, Journey or XC90 is only a candidate if it actually has the dual-clutch MPS6. And Getrag later released a second-generation MPS6 for 2014-on vehicles, which uses its own overhaul parts. Read the transmission tag, or send us your year and VIN before ordering. More overhaul kits are on our rebuild kits page.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. The DPS6 (6DCT250) used in the US Focus and Fiesta is a dry dual-clutch with different internals. This kit is for the wet MPS6 (6DCT450) only.
The kit is listed for 2008-2011 vehicles, which are first-generation units. The second-generation MPS6 used from 2014 has its own overhaul parts, so send your year and VIN if your vehicle is 2012 or newer.
Friction plates, steel reaction plates, bonded clutch pistons, lip seals, sealing rings, O-rings and the full gasket set needed to reseal and re-clutch the transmission. The shipping weight is about 13 lb.
Use the wet dual-clutch transmission fluid your vehicle's maker specifies for the MPS6. Conventional automatic transmission fluid has the wrong friction characteristics for these clutches and can cause shudder.
Yes. The control unit learns each clutch's touch point. After new frictions and pistons go in, run the clutch adaptation or relearn routine with a bidirectional scan tool before the first drive.
