MPS6 Transmission Valve Body with Shift Solenoids

This is the complete valve body assembly for the MPS6 six-speed wet dual-clutch transaxle, also badged 6DCT450 by Getrag and PowerShift by Ford. It carries OEM references 7M5R-7H035-CA and M5R-7H035-CA and ships with the shift solenoids already installed on the casting, so you are not transferring solenoids off a failed core and hoping the old ones hold calibration.

The MPS6 fails in a recognizable pattern: harsh or banging 1-2 and 2-3 engagement, a shudder that builds as the fluid heats, flare between gears, and eventually a hard limp-mode lockout with solenoid performance and clutch pressure codes stored. Most of that traces back to worn solenoid bores and sticking regulator valves in the valve body rather than to the clutch packs themselves, which is why swapping the valve body often puts the car back on the road without splitting the case.

Fitment covers Chrysler Sebring 2007-2010 (2.0L, 2.2L); Dodge Avenger 2008-2010 (2.0L, 2.2L) and Journey 2009-2011 (2.0L, 2.2L); Ford C-Max 2010-2011, Focus and Focus C-Max 2008-2011 (1.6L, 2.0L, 2.5L), Galaxy 2010-2011, Kuga 2010-2011, Mondeo 2010-2011 (1.6L, 2.0L, 2.2L) and S-Max 2010-2011; Land Rover Freelander/LR2 2010-2011 and Range Rover Evoque 2011-on (2.0L, 2.2L); and Volvo C30 2009-2011, C70 2008-2011, S60/V60 2010-2011, S80 2009-2011, V50 2008-2011, V70 2009-2011, XC60 2010-2011 and XC90 2010-2011.

On the bench: drop the pan, drain the unit, unplug the internal harness at the mechatronic connector, and pull the valve body bolts in reverse of the torque sequence so the casting comes off flat. Keep the unit level going back in so the separator plate gaskets stay seated, plug the harness before you bolt it down, then refill with the correct dual-clutch fluid and run the transmission adaptation relearn with a scan tool. Skipping the relearn is the single most common reason a good valve body still shifts badly.