Replaces the MPS6 6DCT450 valve body and its shift solenoids to cure harsh engagement, shudder and limp mode on Ford, Volvo and Dodge.
A Volvo, Ford, Land Rover, Dodge or Chrysler with a six-speed wet dual-clutch gearbox that bangs into second gear, develops a shudder as the fluid warms up, or drops into limp mode with a solenoid or clutch-pressure code is almost always pointing at the valve body, not the clutch packs underneath it. This is the complete MPS6 valve body assembly - the same unit Getrag calls the 6DCT450 and Ford badges PowerShift in some markets - and it ships with the shift solenoids already mounted on the casting, so you are installing calibrated solenoids instead of transferring worn ones off a failed core.
The MPS6 is a wet dual-clutch transaxle: both clutch packs run submerged in the same fluid that operates the hydraulics. The valve body is the hydraulic brain of the unit - it routes line pressure through precision bores and spool valves to apply each clutch pack, and because it carries the shift and pressure-control solenoids, it is also what the TCM uses to time every gear change. Worn solenoid bores and sticking regulator valves in the body, not clutch-pack wear, cause most of the harsh and flared shifting reported on this transmission.
Pull the stored codes with a bidirectional scan tool before ordering - a solenoid-performance or clutch-pressure fault that lines up with the symptoms above points at the valve body, while a single clutch-specific code with no pressure complaint can sometimes be a wiring or connector issue instead. The OEM references on this casting are 7M5R-7H035-CA and M5R-7H035-CA; matching those against your old unit is the fastest way to confirm you have the right part before it goes on the bench.
This valve body is built for the MPS6 as installed in the 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-2.2L) and S-Max (2010-2011), Land Rover Freelander/LR2 (2010-2011) and Range Rover Evoque (2011-on, 2.0L/2.2L), and Volvo C30, C70, S60/V60, S80, V50, V70, XC60 and XC90 across their 2008-2011 model years. The MPS6 ran through several casting and connector revisions over that span, so match the OEM reference stamped on your old unit against this one, or send us your year and VIN before ordering. We also list a second MPS6 6DCT450 valve body with solenoids that covers an overlapping but different vehicle list - check that listing if your casting or connector count does not match the photos here.
Drop the pan, drain the fluid, and unplug the internal harness at the mechatronic connector before pulling the valve body bolts in reverse of the factory torque sequence so the casting comes off flat. Keep the unit level going back together so the separator plate gaskets stay seated, plug the harness in before you torque the bolts down, and refill with a fluid rated for a wet dual-clutch pack - dual-clutch fluids are not interchangeable the way a conventional ATF is, so confirm the spec your unit calls for before committing to a fluid such as our Valvoline full-synthetic dual-clutch fluid. Clear codes and run the transmission adaptation relearn with a bidirectional scan tool, such as our Autel MaxiCOM MK808S, before road testing - skipping the relearn is the single most common reason a good valve body still shifts badly. If the transmission is already apart for this, pair the swap with our MPS6 6DCT450 master rebuild kit rather than going back in twice.
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No. The MPS6 (Getrag 6DCT450) is a wet dual-clutch unit where both clutch packs run submerged in fluid, while the DPS6 (6DCT250) used in the Ford Focus and Fiesta is a dry dual-clutch design. The two are not interchangeable and use different service parts and fluid.
The complete MPS6 valve body casting with the shift and pressure-control solenoids already mounted, so you are not transferring solenoids off a failed core.
Harsh or banging 1-2 and 2-3 shifts, a shudder that gets worse as the fluid warms up, flare between gears, and limp mode with a stored solenoid-performance or clutch-pressure code.
A fluid rated for a wet dual-clutch pack. Dual-clutch fluids are not interchangeable across transmission families, so confirm the spec your unit calls for before filling it.
Yes - clear the stored codes and run the transmission adaptation relearn with a bidirectional scan tool so the TCM re-learns clutch touch points against the new valve body.
It's built for the vehicles and years listed in the fitment section, but the MPS6 went through multiple casting and connector revisions. Match the OEM reference on your old unit or send your year and VIN so we can confirm before you order.
