Full clutch, seal and gasket overhaul kit for the Aisin TF70SC six-speed transaxle in 1.6L Peugeot 308, 3008 and 508 automatics.
A Peugeot 308, 3008 or 508 with the 1.6L engine and six-speed automatic that now flares on the 2-3 shift, slips once it is warm, shudders under light throttle or hesitates going into Drive is usually showing worn clutch packs and tired seals in its Aisin TF-70SC. This master rebuild kit, part number BL-I12D0419, carries the frictions, steels, seals, gaskets, o-rings and sealing rings for a complete overhaul of that transaxle.
Aisin released the TF-70SC in 2006 as a lighter version of its TF-80SC, built for front wheel drive Peugeot and Citroen cars with engines up to about 2.0 liters and 300 Nm. PSA calls it the AT6. It uses a Lepelletier gear train, a simple planetary feeding a Ravigneaux set, to get six ratios from 4.043 in first to 0.671 in sixth. Each shift is a clutch-to-clutch handoff timed by the solenoids on the valve body, so the unit is very sensitive to pressure loss. Worn frictions and hardened Teflon sealing rings let apply pressure bleed away, and the computer sees it as slip. This kit replaces both, so every pack holds and every shift circuit seals again.
The TF-70SC wears in a predictable order. The lock-up clutch in the converter sheds material, that debris collects in the valve body, and the small factory cooler lets the unit run hot. Heat hardens the Teflon rings, lube pressure falls, and then the clutch packs burn. If the fluid is clean and the complaint is only a shudder or one bad shift, a valve body clean and converter work may be enough. Our converter clutch shudder guide helps separate a converter problem from a clutch problem. If the pan holds friction material and the fluid smells burnt, the packs are done and this kit is the right repair.
This kit is listed for the 2009-2012 Peugeot 308, 3008 and 508 with the 1.6L engine and the TF-70SC transaxle. Be careful with the PSA codes: the AT6 is the TF-70SC, while the AM6 is a different unit built on the larger TF-80SC and used with bigger engines. In 2013 the AT6 gave way to the EAT6, which is the TF-71SC, and BMW and Mini fitted a TF-72SC; clutch counts differ across that family, so this kit does not cover them. Some PSA cars of this era also used the older four-speed AL4. Read the tag on the case or send us the year and VIN before ordering. If your car turns out to have the TF-80SC, see the TF-80SC master rebuild kit, and the Aisin transmission parts page lists the rest of our Aisin parts.
Pull the transaxle, remove the valve body and pump, and lay the drums out in order. Measure each clutch pack clearance on the way apart and set it back with the selective plates on reassembly. Replace every lip seal, piston seal and Teflon ring in the kit, soak the new frictions for at least 30 minutes in clean fluid, and air check each pack through its feed hole before the next drum goes on. The kit does not include hard parts, the converter, the filter or solenoids, so inspect the pump gears, bushings and drum splines while the unit is open and plan on a converter service, since lock-up debris is what started the failure. Flush or replace the cooler before the rebuilt unit goes back in; our cooler flush guide covers the steps. The TF-70SC holds about 6.8 liters of JWS 3324 type fluid such as genuine Toyota WS ATF, or the 10-quart Idemitsu TLS-LV WS if you are also flushing the cooler. Reset the adaptations with a scan tool after the rebuild, and keep the fluid fresh; heat is what kills this transmission.
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No. The AT6 is the Aisin TF-70SC. The AM6 is based on the larger Aisin TF-80SC and uses different clutch packs, so this kit will not fit an AM6.
No. The EAT6 is the Aisin TF-71SC, an updated design with different internals. This kit is for the earlier TF-70SC, listed for 2009-2012 1.6L cars.
It uses a JWS 3324 type fluid such as Aisin or Toyota WS. A full fill is about 6.8 liters; check the level by the factory procedure with the fluid at the specified temperature.
Plan on a torque converter service, a new filter, and a cooler flush or replacement. Converter lock-up debris and overheating are what usually start TF-70SC failures, so skipping them shortens the life of the rebuild.
Not always, but debris from the converter often clogs them. Clean and test the valve body and solenoids while the unit is apart, and replace any that test out of range or stick.
