Which automatic transmission is on focus 3. Why Ford PowerShift boxes break

First of all, you need to figure out what an automatic transmission (automatic gearbox) is, and what its advantages and disadvantages are.

First of all, it simplifies the work of the driver when driving a car. No need to think about the clutch and the smoothness of the shift, the actions take place automatically, which significantly improves the comfort of the driver when traveling. A modern gearbox can already adapt to the driver, to his driving style. It is worth noting another plus that the work of the transmission is significantly increased.

But the disadvantages must also be emphasized:

1. fuel consumption is much higher than with mechanical;
2. expensive car maintenance;
3. efficiency is lower than in mechanics;
4. the design of the box has a complex structure;
5. speed change is slow.

As for the Focus, its “box” includes 5 gears (reverse and 4 forward), which switch themselves, the driver only sets forward or backward and selects the gear using the gas pedal.

Ford Focus 3 transmission is considered one of the best and most reliable.

You need to know a few rules so that the box does not fail:

1. periodically check and change the oil;
2. the selector lever will last a long time if it is smoothly switched;
3. don't drive too fast.

If you follow these three simple rules, then the automatic transmission will serve you for quite a long time.

The system is designed in such a way that it will not go down at high speed. The electronics also checks the engine load and the speed of the machine. When you stop the car on the machine turns on the first speed.

Ford automatic transmission includes 4 components:

• torque converter: it performs the function of a clutch;
• planetary gear set: performs the function of gears and gives smoothness when switching;
• brake band: performs gear shifting;
• control device: transition control function.

The system changes gears independently according to the speed of the vehicle. The driver in this case remains to enjoy and set the direction of movement.

Ford Focus 3 automatic It has a 6-speed PowerShift automatic transmission with two clutches. This allows you to significantly improve the dynamics, smoothness, compared with a conventional automatic transmission. In our article you will find photo Ford Focus 3 automatic and its description.

The main competitor and structurally similar automatic Focus 3 PowerShift is the DSG robotic automatic, which is installed on Volkswagens, Audis, Skodas and other models of the concern.

The robotic automatic transmission is quite popular in Europe, so the American Ford decided to develop its own version of the robot. Initially, he appeared on the Mondeo, and then on the Focus. The first PowerShift boxes on the Ford Focus III did not behave very well, the owners complained about problems at low speeds. Soon the manufacturer solved the problem by simply reprogramming the automatic transmission. Dry clutch allows you to transfer the maximum power of the engine torque to the wheels. This makes the Ford Focus 3 automatic not only dynamic, but also economical.

We all know that a conventional automatic transmission has a certain time delay when switching, sometimes the machine thinks for a very long time that it does not allow certain maneuvers on the road. The main task of Ford designers when creating this machine was as follows, to reduce the switching moment to a minimum, this technology was called Torque Hole Filling Technology (THF). Thus, the torque from the engine is transferred to the wheels almost instantly.

The PowerShift automatic for the Ford Focus 3 is a fusion of high-tech engineering embodied in metal, plus an electronic control unit that monitors engine operation, current speed and makes decisions instantly. Initially, a 6-speed automatic with THF technology was available only for a 2-liter engine, but later it became possible to aggregate the PowerShift automatic transmission with a 1.6-liter engine.

Ford Focus 3 automatic is a combination of mathematical modeling and computer hardware, along with other promising technologies for mechanical transmission of torque. The most interesting thing is that the development of such a transmission began several decades ago. However, at that time there were no powerful computer systems to control such an automatic transmission.

With the advent of the automatic transmission, driving a car has become much easier - in fact, for this purpose it was designed. However, if we compare it with the traditional mechanical one, one cannot fail to note a number of its shortcomings:

The main drawback of the machine is that at the moment of switching from one gear to another, a power failure occurs. There is such a failure in the manual transmission, but when driving a car with a manual gearbox, the driver, focusing on the traffic situation, chooses the moment of transition from one gear to another, the machine immediately decides everything, and this moment may not be the most suitable. Especially when it comes to extreme situations on the road.

Benefits of Powershift

The creators of the Powershift robotic box managed to solve this problem. Its design is as simple as it is original: it is, in fact, two synchronously operating mechanisms: the first is responsible for turning on / off even gears, the second turns odd gears on and off. They work in concert, but are independent of each other. Thus, the power failure at the moment of switching from one gear to another almost completely disappears, which has a beneficial effect on both the car's handling and its dynamic characteristics. But that's not all: the Powershift box allows you to reduce fuel consumption by almost 10% (of course, compared to machines of other designs).

Disadvantages of the "robot": repair Powershift Ford Focus 3

But this box also has two serious drawbacks:

• Firstly, due to the fact that, in fact, it contains two independent gearboxes, the number of possible Powershift malfunctions has also doubled;
• Secondly, the cost of the box has also increased significantly, as has the cost of its diagnosis and repair. In addition, not every specialist will undertake the repair of the Ford Focus 3 robot - for this you need to have experience with a gearbox of this particular design. And since this box was developed in the bowels of the Ford design bureau, it is installed on cars of this brand and on some of Volvo cars. At least for now.

Field notes! Despite the complexity of the design, the Powershift “robot” is relatively small, so it can be found on cars of different classes, from powerful Mondeos to compact tricks.

Given the original design of the automatic transmission of this model, it is not surprising that its failures make themselves felt in a slightly different way than the malfunctions of traditional automatic transmissions. So, for example, a Focus with a Powershift box may have problems switching only to even or, conversely, to odd gears, which indicates a malfunction of one of the two boxes. While in a standard automatic transmission, a malfunction would occur during the operation of all gears.

The most problematic place or, as experts say, the “weak link” of Powershift is its clutch and shafts, which is not surprising - after all, they have to work under conditions of constant increased loads. It should also be noted that Powershift is demanding on oil quality. Firstly, not all engine oils are suitable for it, and secondly, it should be changed more often than in other boxes (this, by the way, is reflected in the Ford Focus user manual). If these requirements are not met, the moving elements of the box wear out quickly, which leads first to single, and soon to permanent failures in its operation.

Another weak point of Powershift is its electronic component. However, breakdowns in the control electronics are characteristic of almost all automatic machines, because the electronics are very sensitive to elevated temperatures, and the gearbox heats up during operation, and quite significantly. Therefore, focus owners should be prepared for the fact that repairing a Powershift Ford Focus 3, no matter what kind of breakdown occurs to it, will cost them a little more than repairing any other type of automatic transmission.

Repair Ford Focus 3: Powershift and other automatic transmission malfunctions

The most common breakdowns of automatic transmission Powershift:

Causes of malfunctions that entail the repair of automatic transmission Ford Focus 3

By and large, the manifestation of a particular malfunction of the Ford Focus automatic transmission can be explained by one of three possible reasons:

That is why it is so important to carry out all scheduled maintenance procedures for the Ford Focus transmission in a timely manner and operate the car according to the manufacturer's recommendations: do not overload and, most importantly, warm up the box before driving, especially in winter.

Max 04.05.2019

Question Dmitry:






Question Dmitry:

Got rid of FF3 late 2012 automatic transmission Power Shiwt 1.6 125ls. He breathed a sigh of relief. The car was bought by my wife.
I started to twitch from 15 thousand. They reflashed my brains. At 30 thousand, the forks and automatics were changed under warranty. At 35 it started twitching again. and the further the more. At speeds of 30-40-50, when the gas is released and pressed again, a metallic pop is heard. 45, 60, 75 - reflashed brains. At 90 under warranty, they again changed the automation. They said the forks are ok with the mangle - nothing squishes. At 95, after the warranty had expired, a tow truck first appeared - the scoreboard lit up with the inscription - Transmission is faulty - contact the service. The engine started - the transmission did not turn on. Reflashed once again. A kilometer after the service (Avtopole) everything was twitching again.
After that they gave up. The car was used as a bicycle, to the store and back. Take mother seedlings to the dacha a couple of times a year. Traveling more than fifty kilometers from home is just scary. It stood under the house - the hijackers don’t need it for nothing, it starts, rides, although it twitches. The pops in the box sometimes frightened the pedestrians passing by. We reached 120 thousand.
Our copy is not unique. Always serviced at OD - all of the above replacements were accompanied by expectations of spare parts from a month to 4! For the problem in St. Petersburg was literally global (according to the dealer). I would not be surprised if the one who decided to put this box on FF3 was shot under the guise.
So far, the point is, my wife has Q3 for the third year, my Q5 has exceeded the 4th. Same type of box. but there has never been such a problem. Q5 has already left 110 thousand. And now the steppe with a torque converter works with a bicycle near the house.
FF3 is the worst car that I have visited in 30 years of driving experience - and this is about a dozen different units. From Golf 2 and 2106 to a motley Japanese and a few Audi.

You got the wrong choice.

Max 04.05.2019

I had a couple of failures during acceleration when shifting, but I slowed down before that. They consider this not a problem, but a dulling of the brains of a box that does not understand what they want from it. I drove a Mitsubishi Colt with a robot, the same story.
In general, I am satisfied with the car Ford Focus 3 2012 125 hp 1.6 PNDA engine, 6DCT250 powershift gearbox with dry clutch, mileage 130,000 km. The car is designed for a quiet ride without traffic jams. In traffic jams, the box begins to blunt kicking. In the heat, the TCM can overheat and fail.
Good luck to everyone on the road.

1. 08/28/2018

   Question Sergey:

   If it's just a little, then it's acceptable.

   Sergey 12.08.2018

   FF3 power shift box 125 l .. when shifting gears, slightly increased speed .. shifts smoothly, does not twitch ... there are no errors in the box .. Guys, tell me what could be.? I washed the throttle and then I don’t know what to do ....

2. Dmitry 01/21/2018

   Got rid of FF3 end of 2012 Automatic transmission Power Shift 1.6 125hp. He breathed a sigh of relief. The car was bought by my wife.
   I started to twitch from 15 thousand. They reflashed my brains. At 30 thousand, the forks and automatics were changed under warranty. At 35 it started twitching again. and the further the more. At speeds of 30-40-50, when the gas is released and pressed again, a metallic pop is heard. 45, 60, 75 - reflashed brains. At 90 under warranty, they again changed the automation. They said the forks are ok with the mangle - nothing squishes. At 95, after the warranty had expired, a tow truck first appeared - the scoreboard lit up with the inscription - Transmission is faulty - contact the service. The engine started - the transmission did not turn on. Reflashed once again. A kilometer after the service (Avtopole) everything was twitching again.
   After that they gave up. The car was used as a bicycle, to the store and back. Take mother seedlings to the dacha a couple of times a year. Traveling more than fifty kilometers from home is just scary. It stood under the house - the hijackers don’t need it for nothing, it starts, rides, although it twitches. The pops in the box sometimes frightened the pedestrians passing by. We reached 120 thousand.
   Our copy is not unique. Always serviced at OD - all of the above replacements were accompanied by expectations of spare parts from a month to 4! For the problem in St. Petersburg was literally global (according to the dealer). I would not be surprised if the one who decided to put this box on FF3 was shot under the guise.
   So far, the point is, my wife has Q3 for the third year, my Q5 has exceeded the 4th. Same type of box. but there has never been such a problem. Q5 has already left 110 thousand. And now the steppe with a torque converter works with a bicycle near the house.
   FF3 is the worst car that I have visited in 30 years of driving experience - and this is about a dozen different units. From Golf 2 and 2106 to a motley Japanese and a few Audi.

Golden 1 million box on the Getrag conveyor 2012

Transmission manufacturer Getrag has entered into a joint venture with FoMoCo (Ford Motor Company) to produce dual-clutch preselective transmissions. As with DSG, they come in two types:

• with wet clutch WD (Wet Dual Clutch)
• with dry clutch DD (Dry Dual Clutch)

The gearbox is identical in design to the DSG wet clutch box, the only difference is in the software and the number of gears: DSG has a maximum of 7, and PowerShift has 6. For VAG, the mechanical part and software were developed by Borg Warner, and for Ford by Getrag and Luk . The DSG is firmer, with a slight jerk at start-up and well-felt engine braking under throttle. PowerShift has a softer shift, almost like a classic hydromechanical machine, but you can effectively slow down the motor only in manual mode. The specialized club service DCT + carries out diagnostics and repair of the Ford Focus 3 automatic transmission in Moscow with a guarantee.

Deciphering symbols (Getrag)

DCL - longitudinal arrangement of the gearbox (L)

DCT - transverse gearbox (T)

6DCT/7DCT - 6/7 speed

250/450/750 - transmitted torque in N/m

For low torque DCTs (up to 300 Nm), DD dry clutch boxes are installed. For more powerful cars, there is a "wet" WD clutch (450/470, etc.).

Ford Focus 3 is equipped with 3 types of transmissions: manual transmission, automatic transmission Ford Focus 3, robot (dry 6DCT250 and wet 6DCT450 for diesel versions).

6F35 complete

Valve body 6F35

6 speed automatic transmission 6F30/F35/6F50/6F15 from Ford - joint with General Motors. In terms of the mechanical part, the 6F35 automatic transmission with a torque converter is almost a complete analogue of the GM 6T40 / 6T45 transmissions, the spare parts for the production of which are maximally unified to reduce the cost of development and differ in the electrical part, filters, pans and outlets for installation on different layouts and other small nuances .

This gearbox model (6F35) is installed on almost the entire Ford range (C-Max, Ecosport, Escape, Fiesta, Focus, Galaxy, Kuga, Mondeo, S-Max). If we take the Focus specifically, then the model with a 1.5-liter engine goes 6F35, with a 1.0-liter engine it goes 6F15.

The transmission is manufactured at factories in the USA (Sterling Heights, Michigan, also Sharonville, Ohio) and in China. In general, the 6F family is, by modern standards, reliable and comfortable automatic transmissions with 6 gears. They differ from previous generations of American 4-speed automatic transmissions in that preventive maintenance and cleaning of the system is required a little earlier, and, like most modern economical automatic transmissions, it does not like aggressive driving.

Unlike the GM 6T series, the 6F series is tuned for a less dynamic and more gentle automatic transmission program. Ford regularly updates the automatic transmission ECU firmware, basically all updates are aimed at cutting the drive and preserving the valve body and torque converter.

Since 2012, significant changes have been made to the design in the hydraulic and electrical parts, as well as consumables. For example, the filter was made entirely of plastic, but retaining a double felt membrane. It's better to change more often.

The filter is disposable and should be changed with every oil change. The oil change interval is highly dependent on the operating conditions. With a quiet ride on the highway, the first oil change may be needed after about 80-100 thousand kilometers. But after prolonged loads near the limiting torque (at low speeds), in urban areas, oil changes may be required after 20 thousand km. In general, as usual, on average once every 60 thousand km. It is also worth proactively repairing the torque converter without waiting for it to fail (for about 150 thousand km). The more aggressive the driving, the faster the clutch is eaten.

The entire 6F series is capricious about the oil level, does not have a dipstick and the oil level is checked by the overflow plug. And like all modern front-wheel drive boxes, it does not like loads with cold oil. Winter warming up the gearbox before driving is strictly recommended.

Typical repair 6F35/6F15

The average typical repair of the box automatic Ford Focus 3 with automatic transmission 6F35 / 6F15 includes:

• mandatory repair of the torque converter
• repair / cleaning of the valve body with the replacement of rings and seals
• set of clutches and steel discs
• replacement of damaged parts in the mechanical part
• Consumables

DCT + specialized service performs diagnostics, maintenance and repair of automatic transmission ff3 in Moscow in a club service. Full repair cycle without third-party contractors: torque converter (own shop), valve body. In the presence of repair and contract automatic transmissions of the 6F series, as well as spare parts for them. We have been working since 2009.

Prices for 6F35/6F15

Diagnostics: free!



Contract (used) gearbox: .

Device 6DCT250 (DPS6)

The Powershift 6DCT250 is the product of Getrag's latest dual clutch transmission. They combine the convenience of a conventional automatic transmission with the performance and high levels of efficiency of manual transmissions. All Getrag dual clutch transmissions operate without interruption in power flow and achieve CO2 reductions of 4-8%. Compared to classic torque converter automatic transmissions with dry double clutch and electromechanical drive, the DPS6 achieves a reduction in fuel consumption of up to 20% (compared to a conventional automatic, not in a car in general).

As usual, Getrag declares that the 6DCT250 is filled with oil for life. But it is still worth changing to avoid problems ahead of time.

The 6DCT250 6-speed transmission has been developed for FWD-transverse applications in the compact car segment and is designed for torques up to 280 Nm. It can be equipped separately with an all-wheel drive system, as well as a Start-/Stop function without modification of the equipment. Also DPS6 can be used in a hybrid drive (combined with an electric motor).

Comparison of the efficiency of a manual transmission and 6DCT250

Main features of 6DCT250:

• Uses a dry clutch that does not cool in oil. Efficiency increases.
• Filled with oil and sealed for life (estimated life 10 years or 240,000 km), does not require periodic maintenance.
• Has a dry weight of 73 kg
• Faster gear shifts and lower torque losses.
• Electro-mechanical actuators eliminate the need for hydraulic lines.
• Dry clutch does not require cooling
• The complexity of the design can lead to problems and difficulties in repair

It is worth noting that manufacturers are switching from dry to wet clutch transmissions due to higher reliability and thermal limitations (even in low torque applications, which is the realm of dry clutches).

What does the Powershift 6DCT250 consist of:

As mentioned earlier, the DPS6 mechanically consists of 2 mechanical boxes that interact using electrical equipment and electronics.

Double clutches and double input shafts

• There are 2 input shafts, one is hollow (blue) and the other is solid (yellow) and sits coaxially inside the hollow shaft.
• The inner shaft (yellow) has fixed gears for gears 1, 3 and 5; while the outer shaft (blue) has fixed gears for 2, 4, 6 and vice versa. Note that this shaft only has 2 gears, each used for 2 gears.
• Each of these shafts is connected to a coupling through splines on the outside of the shaft.
• This arrangement provides a compact package for both couplings.
• Unlike other clutches seen in manual transmissions, at normal rest the clutch is held by springs (i.e. it does not transmit torque) and must be actuated to close and held closed by a holding current applied to the actuator,
• The transmission electronics ensure that only one clutch is closed at any time.

output shafts

• The gearbox has two output shafts (shown in blue). Contrary to initial considerations, they do not carry gears corresponding to the input shafts. Instead, the gears they carry are determined by the order of the selector forks.
• Gears on the output shafts are not fixed, but are free. Like a manual transmission, they are equipped with synchromesh to match speeds and lock gears.
• Gears 1, 3,4, 5, 6 and reverse are equipped with a single synchronizer, and gear 2 is equipped with double synchronization.
• The second gear is connected to the rear gear on the same shaft (although both are free to rotate, they do so together).
• Note that the orange reverse gears on both output shafts are directly connected to each other. However, they do not interact with either the yellow or blue input shafts.
• As a result, the output shafts and input shafts are not in the same plane - instead they are arranged in a triangular formation.

Differential

• Both output shafts transmit torque through the output gear to a common differential shaft (green).
• This differential is not in the same plane as the output shafts, it is offset again - 4 shafts are arranged in a parallelogram shape.
• The differential serves the same purpose as a mechanically equipped car - it allows each of the driven wheels to rotate at a different speed (for example, when cornering).

Sleeves with synchronizer and selector forks

• When discussing the output shafts, it was mentioned that none of the gears are attached to the shafts, but are instead free to rotate.
• There are 4 synchronizers (and matching assemblies) that allow these free spinning gears to match the speed of the output shaft and block the gears. 3 of these bushings are used to engage two gears (at different times) and 1 sleeve is used for one gear only.
• Each of these synchronizer sleeves has a corresponding shift fork that can move the sleeve either side (to lock the gear) or in the middle (to unlock the gear).

Up to this point, the components that have been covered are all familiar, as they closely resemble manual transmissions - rather, two gearboxes since we have two clutches, two input shafts and two output shafts. Only with a differential are both of these units combined into one output. Next, we will consider the components that are just the whole feature of the DCT Powershift 6DCT250.

Shift drives (actuators)

• For now, we need to focus on the two electric motors present in the TCM as they provide rotational output from the TCM to power the selector forks.
• The motors are DC brushless design. They have built-in Hall sensors to determine the position of the rotor and count the number of rotations it has passed.
• Through a system of cylindrical gears, these rotating selector drums pass at a certain angle (the range of travel for these drums is 200 - 290 degrees).
• The side switches have a slot cut into them. The selector plug has a tongue that is located in this socket.
• The slot is angled to the ends of the stroke so that when the selector lever rotates, the tongue is forced perpendicular to the direction of rotation (that is, parallel to the axis of the selector drum). If this is confused, to understand, imagine how a screw converts the rotational movement of a screwdriver into a direct movement.
• Thereby rotational the motion generated by electric motors can be converted into moving selector forks back and forth. This allows the selector forks to move the synchronizer sleeves forward or backward to lock and unlock certain gears.
• By comparison, in a manual transmission, the selector forks are manually operated using the shift levers.

Clutch drives

• Like the shift actuator, the clutch actuator converts the movement of the electric motor into lateral movement.
• Again, a brushless DC motor is used.
• As mentioned earlier, the clutch is held open by spring pressure by default and does not transmit torque.
• To close the clutch, the engine rotates the worm gear, which pushes the clutch actuator.
• To keep the clutch closed, a holding current is applied to the motor.
• The following 2 animations are representative of how each clutch works. In DSG, the principle is the same.

Transmission Control Module (TCM)

TCM 6DCT250 control unit

The image for the shift actuators shows the pink part described as the TCM. Slightly higher in the picture, which has input connectors from the ECU. The opposite side of this has the output of the 2 motors we saw earlier.

The TCM collects input from various sensors, evaluates the input, and controls the actuators accordingly.

The inputs used by the TCM include:

• Transmission distance (P / R / N / D / S / L, etc.)
• Vehicle speed
• Engine speed and engine torque
• Throttle position
• Engine temperature
• Ambient temperature (to determine how viscous the gear oil is, for cold starts)
• Steering wheel angle (to avoid overdrive or downshift when cornering)
• Brake inputs
• Input shaft speed (for both input shafts)
• Vehicle attitude (tilt) from the body control module (BCM)

The TCM controls the actuator motors using open loop control to provide adaptive control. This allows the TCM to identify and adapt to the following:

• Clutch engagement points (F1 fans will hear about "clutch bite point")
• Clutch friction coefficient
• The position of each synchronizer node

The information for the above is stored in non-volatile RAM in the TCM. This is what constitutes the learned control patterns for a particular gearbox.

Sensors

There are several sensors that collect and provide information to the TCM, both from the DCT and elsewhere in the vehicle. Those related to the DCT itself:

• Input shaft speed sensor (ISS sensor) - magneto-resistive sensor - one per input shaft
• Output shaft speed sensor (OSS sensor) - again a magneto-resistive sensor - one sensor attached to the differential
• Transmission range sensor (TR sensor) - to detect the position of the selector lever and convert it into a PWM signal

Powershift DPS6 operating modes

Sport (S) and SelectShift (+/-)

• Sport (S) mode allows the engine to rise higher before shifting up.
• This permits driver requests to upshift and downshift using the +/- button.
• These are only "requests" because the TCM will evaluate this in relation to other inputs before shifting begins - for example, this prevents upshifting to avoid hitting the cutoff

Parking mode (P)

Parking mode

• The output shaft is fixed parking to stop the output shaft from rotating.
• The latch (pin) is spring-loaded to ensure it doesn't jump out unless it's disengaged.
• Both clutches are not actuated, so they both open automatically.
• The shift actuators block gears 1 and R - as pulling the car out of P will select one of those gears.
• The owner's manual also recommends installing a parking brake (handbrake) to ensure that this mechanism does not remove all the load on the vehicle (for example, on a slope).

Hill start assist mode

• This function is not an integral part of the 6DCT250, it also uses the braking system.
• When the vehicle is stopped on a slope greater than 3 degrees, assistance is activated.
• The brake system is pressurized to hold the vehicle until enough torque is set to move the vehicle. This may take 2-3 seconds.
• This allows the rider to move their right foot from the brake to the gas pedal without rolling away.

Neutral mode (N)

• The clutches will be disengaged when the brakes are applied.
• This increases fuel economy, improves downshift for landing and improves grip reliability.

Warning Modes

• If the clutch temperature rises, warnings are generated to instruct the driver to stop the vehicle until the clutch has cooled down. The driver can also speed up the vehicle to cool the clutch through the airflow (clutches can overheat when stopped and driven).
• To reduce clutch heat, the clutch will be engaged faster than normal and engine torque is reduced.
• If the clutch temperature exceeds 300 degrees Celsius, the clutches disengage.
• If one of the clutch drive motors fails, then the transmission will adapt to it using only the gears on the other clutch.
• If the speed sensors do not work on the input shaft, then the gears on this shaft are blocked.
• If the TCM itself or the TR (transmission range) sensor is not working, then both clutches will disengage and the vehicle cannot be steered.
• These failure modes will trigger the MIL/CEL (malfunction indicator light/engine indicator light).

Typical problems 6DCT250

Basically, there are problems with the clutch, the TCM unit, shift forks and, also occurring, problems with the mechanical part of the gearbox (see examples of work). The main shaft seal is also leaking.

Consider the main ones related to the TCM block:

• Gearbox jerks when shifting from 1st to 2nd. A software (firmware) update for the TCM control unit is required.
• During operation, the ESP lamp lights up on the instrument panel and the message "Hill-hill assistance not available" appears.
• Transmissions disappear (not necessarily all), creep mode is disabled

When installing a new robot control unit (TCM), it must be registered (VIN, calibration). We provide this service too.

P0606 - Processor Malfunction
P07A3 - Jamming in the on state of the friction element A of the gearbox.
P0702 - Electrical malfunction of the transmission control system
P0707 - Transmission Range Switch A Circuit Low Input Voltage
P0715 - input shaft speed sensor A circuit
P0718 - Intermittent signal in the electrical circuit of the input shaft speed sensor A
P0720 - output shaft sensor electrical circuit
P0723 - Intermittent signal in the electrical circuit of the output shaft sensor
P0805 - Clutch position sensor circuit
P0806 - clutch position sensor electrical circuit malfunction
P0810 - clutch position sensor
P087A - Limit switch circuit in clutch pedal
P087b - clutch pedal switch electrical circuit malfunction
P0882 - Low voltage input power signal
P0900 - break in the electrical circuit of the clutch actuator
P0901 - quality problems of the clutch actuator
P090A - clutch actuator circuit open
P090b - violation of the clutch actuator circuit parameters
P0949 - Adaptive ASM data acquisition failed.
P1719 - Incorrect engine torque signal.
P1799 - Open circuit between TCM and ABS.
P2701 - Problems with the operation of the friction element of the gearbox.
P2765 - malfunction of the input shaft rotation sensor (turbine)
P2802 - low input voltage in the transmission range electrical circuit
P2831 - Malfunction of shift fork A
P2832 - problems with the quality of the shift fork
P2836 - Shift Fork Position B Circuit
P285C - Fork Actuator Circuit Parameters A
P2860 - Fork B Actuator Circuit Parameters
P2872 - Clutch A stuck in engagement
P287A - Clutch B stuck in engagement
P287B - Shift fork calibration not registered
P090C - Clutch Actuator Circuit Low Voltage B
P0607 - characteristics of the control module
U0294 - Lost communication with PMM
U0415 - Invalid data received from the ABS module
U1013 - Invalid monitoring data of the internal control module received from the TCM
U0101 - Lost Communication with TCM
U0028 - vehicle data bus
U0073 - control module data bus is off

Clutch adaptation

Tips for proper operation of the 6DCT250 from Getrag

• Before putting the car on “P”, the driver must, while holding the brake pedal, raise the handbrake (parking brake), and only after that can the link be moved to “P”.
• In the "R", "D" and "S" modes, the engine must not be allowed to run for a long time with the brake pedal depressed. In the selector position “D” and with the brake pedal depressed, the clutch of the Powershift DPS6 6DCT250 robot does not fully open and slips a little, so after a while local overheating of the assembly is possible. The company's specialists advise advised not to stand like this for more than two or three minutes and move the selector lever to "N" or "P".
• Towing a car in the "N" mode is allowed up to 60 km / h.

Prices for 6F35/6F15 (automatic transmission with gas turbine)

Diagnostics: free!
Partial oil change: 1500 (work) + consumables
Oil change complete: 2000 (work) + consumables
Torque converter repair - 8-12 tr. Valve body repair - from 6 tr. Cap. repair: 10,000 rubles + s/h. Warranty from 6 months.
Contract (used) gearbox: .