What is the gearbox on the Ford Focus III generation. What is the gearbox for the Ford Focus III generation What is the gearbox for the Ford Focus 3

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 robot box 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 with torque converter, ff3 Powershift robot box (dry 6DCT250 and wet 6DCT450 for diesel versions).

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 - ASM adaptive 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.

Examples of our work

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 Powershift's demands 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.

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

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Robot on Focus 3

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 of 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 transmission 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.

Watch an interesting video on this topic

The 3rd generation Ford Focus replaced its predecessor, and did it quite successfully. The car remained reliable, became more modern, equipped with up-to-date electronics.

This is not the most expensive representative of the Ford concern, but it is the Focus that is among the best-selling cars in the world.

Automatic transmissions installed on Focus 3 raise many questions. This is a rather controversial version of the gearbox, the purchase of which is not decided by everyone. Although in practice the transmission works clearly, without any complaints about efficiency and durability.

Until now, motorists and experts cannot come to a consensus on changing the oil in an automatic transmission on a Ford Focus 3. Therefore, it is necessary to consider this issue in detail and give appropriate recommendations to car owners.

Replacement frequency

Let's start with the information provided by the official instruction manual for the 3rd generation Ford Focus. It indicates that the oil poured into the automatic transmission (PowerShift) serves for the entire period. That is, you don't need to change it. Because of this, some difficulties arise regarding the replacement procedure for those who, contrary to the manual, decide to change the working fluid in the automatic transmission.

Experts still advise not to start from the official instruction manual, but to periodically change the lubricant in the gearbox. The only question is when you will be, and at what mileage a replacement will become a necessity.

In the case of an automatic transmission installed on a Ford Focus 3, replacement should be carried out every 100 thousand kilometers. This is the average optimum life of the lubricant.

If the operating conditions are severe, then the service interval is reduced to 60 - 80 thousand kilometers. Practice shows that even in Russia Focuses 3 behave well, the boxes withstand the local climate and the rather poor quality of roads. Therefore, most car owners will pass 100 thousand kilometers and even more without problems.

Nothing is eternal, so the statement about the “indestructibility” of factory grease in the Focus automatic transmission cannot be considered fair. With use, the oil will lose its properties and characteristics. The box will start to work intermittently, there will be serious malfunctions and breakdowns. As a result, costly repairs will be required.

Given these facts, it is better to periodically change the lubricant and extend the life of the gearbox than to engage in complex and financially costly repairs. In case of severe wear of the automatic transmission, its complete replacement may be required.

Try to keep track of how many km. you passed on the old oil, periodically checking its condition. If you notice obvious signs of fluid wear, be sure to send the car to a car service or change the lubricant yourself. In the case of a Ford Focus 3 car, an oil change in a robotic automatic transmission can be done by hand with the appropriate tools, conditions and skills.

Volume and condition

Since the gearbox on the Ford Focus 3 model is a maintenance-free automatic transmission, there is no traditional dipstick here. This somewhat complicates the procedure for measuring the volume of liquid in the crankcase, but does not make it impossible.

Consequences of running on worn out oil

The automatic transmission installed on the Ford Focus 3 has a rather complex design and general organization of its work. It is difficult to repair it, and therefore it is in the interests of the car owner himself to maintain the operation of the box throughout the entire operational period.

There are several reasons not to follow the manufacturer's guidelines and still periodically change the lubricant in the transmission. Gradual wear and further driving with oil that has lost its original properties leads to the following consequences:

• the internal components of the gearbox wear out faster;
• scuffs are formed;
• corrosion occurs.
• sealing elements wear out;
• operating temperature changes
• oil seals lose their properties;
• increases the risk of transmission failure.

So that you do not encounter such problems, and you do not have to pay a lot of money for repairing or replacing automatic transmissions, monitor the condition of your car, change all consumables on time and do not forget about the importance of periodic preventive inspections.

Powershift automatic transmission from Ford is a preselective box with two clutches and a double clutch. One of the features of this gearbox is extremely smooth gear changes that occur without power interruption.

To the benefits of automatic transmissions powershift include reduced fuel consumption and improved vehicle dynamics.

Ford Powershift box - working principle

The design of this gearbox is an assembly of dual parallel mechanical gearboxes that operate independently of each other. During movement, one part of the clutch includes even gears, and the other is responsible for the inclusion of odd steps. In this way, power interruption is avoided, which increases the safety of operation of a car with an automatic transmission. PowerShift automatic transmissions have been found to reduce fuel consumption by 8%.

Power Shift transmission diagram

Which cars are equipped with Powershift

This modification of preselective gearboxes is installed on a Ford car. PowerShift is structurally related to wet clutch transmissions, as well as dry ones. This has a positive effect on the indicators of reliability and trouble-free operation of the gearbox. At the same time, it is necessary to remember the obligatory regular oil change (regarding wet boxes). In the event that the car owner neglects the oil change procedure, there may be problems with cooling and lubrication of a large number of moving parts.

Powershift transmission is compact and can be installed on various vehicles

Due to its compact dimensions, the PowerShift automatic transmission can be installed with equal success on both the powerful Mondeo sedan and the compact Ford Focus cars. Automatic transmission can be used with a longitudinal and transverse engine. This allows you to significantly expand the number of Ford and Volvo car models on which this transmission modification is installed.

Automatic transmission Powershift control

The Ford Powershift transmission is controlled entirely electronically. Built-in automatic systems monitor oil pressure, its temperature and the speed of rotation of the internal shafts and coupling. The computer brain (mechatronics) correlates engine speed and vehicle speed. Electronics decides to change gears and does it as quickly as possible. The change of steps occurs in a fraction of a second and is completely invisible to the driver. There are no power interruptions, which increases safety when overtaking and other high-speed maneuvers. PowerShift transmissions have a manual shift function that allows you to change the steps at the request of the car owner. Note that certain modifications of gearboxes involve the installation of special steering column switches on the steering wheel, which allow the car owner to change gears without an automatic transmission selector lever.

In the "D" mode, the gearbox automatic changes gears when the engine speed reaches 2500 - 3000 rpm. It is possible to turn on the sport mode, in which the gearbox allows you to spin the engine up to 5000 - 6000 rpm. This activates a special system that allows you to protect the engine from prolonged operation at high speeds even when the manual gearshift mode is turned on. In this case, the gearbox will not allow car owners to independently engage in a lower gear, in which the engine will operate at its maximum performance. This ensures the durability of the work of both the box itself and the car engine. There is also a built-in oil temperature sensor, which not only determines the temperature of the lubricant, but also analyzes the quality of the lubricating compounds. If necessary, automation warns the car owner about existing problems with the transmission.

What kind of oil to fill

What oil is filled in the gearbox from the factory?

• Part No. WSS-M2C200-D2
• Transmission fluid volume -2.1 liters.

The recommended frequency at which an oil change in the gearbox is necessary is indicated in the car's operating manual, but it should take into account many other factors: season, pollution, weather conditions, intensity of car use. The oil in the gearbox is needed for smooth operation, as well as so that the gearbox gears do not rub against each other. The oil binds the products of corrosion and operation of the mechanical parts of the gearbox, and also removes heat from the parts.

What does the inside of the box look like?

The gearbox basically consists of two independent sections.

When driving, one section of the gearbox is constantly kinematically closed, and in the other section the next gear is already engaged, but the clutch of this gear is still off.
The input shaft consists of two parts and is the heart of the gearbox. It consists of an outer primary (hollow) shaft and an inner primary (central) shaft.
The primary (hollow) shaft drives the even gears (2nd, 4th and 6th gears) as well as through the reverse idler gear.
The primary (central) shaft drives the odd gears (1st, 3rd and 5th gears).
Both input shafts are respectively connected via external gearing to the clutch disc.

The transmission of torque is carried out through the corresponding clutch disc, located in parallel for both sections of the gearbox. For safety reasons, the double clutch is designed in such a way that it is open when at rest. This type of clutch is referred to as the so-called "closed clutch". In closed clutches, the downforce is zero as long as no force or little force is applied to the lever spring. The clutches are equipped with an internal wear correction follow-up control, which keeps the necessary stroke of the actuator within narrow limits and thus the necessary installation space. Torsional vibration dampers are built into the clutch discs to dampen the torsional vibration. The drive pulley of the dual clutch is mounted on the primary (floor) gearbox shaft.

Powershift 6DCT250 gearbox problems - what can you encounter?

At the moment, the main malfunction is a leak in the input shaft seal, oil enters the clutch and slippage occurs. So, there were cases when the clutch forks (actuators) jammed. In case of oil leakage from the gearbox, 2 oil seals and the clutch itself must be replaced. At the beginning of 2012, the firmware was changed in the box, before that Focus annoyed with jerks and vibration - when starting, shifting gears or driving at low speed.

In most cases, due to improper operation of the gearbox and lack of proper service, problems with PowerShift occur. That is why, when operating this modification of gearboxes, it is recommended to perform all the necessary procedures for servicing the transmission. It is also necessary to warm up the gearbox in the winter season, which will improve its lubrication and extend the trouble-free life of the automatic transmission.

Problems with the PowerShift transmission can also occur with an active and aggressive driving style. According to experts and owners of cars with this type of automatic transmission, this transmission does not like fast driving and frequent gear changes.

Emergency mode

There are functions in the TCM software that take over control of the transmission in the event of a serious malfunction.
The choice of the applied strategy is made on the basis of the nature of the fault.
The vehicle remains operational to a limited extent unless there is an error in the TCM itself or in the TR (transmission range) sensor
NOTE: If the TCM is faulty, both clutches will disengage and further travel is no longer possible. If the TR sensor fails, the vehicle cannot be started or the transmission is in position N and further travel is no longer possible.
Depending on which gear position and in which driving situation the fault occurs, different measures are taken.

If the motor that powers the clutch lever actuator fails, the TCM only controls the good motor. For example, if the electric motor 1 fails, this gearbox path is blocked (1st, 3rd and 5th gear). The TCM now only controls motor 2. It activates the reverse gear clutch as well as 2nd, 4th and 6th gears via a lever actuator.

In the event of a failure of the shift system or speed sensors, the error reaction can range from blocking individual gears and blocking the entire gearbox path (even / odd gears) up to the possibility of driving only in the gear already engaged.

In emergency mode, the instrument panel will display a text message corresponding to the type of fault and/or the MIL (Engine Management System Warning Light) and/or the Transmission Warning Light will be on.
When restarted (ignition off for approx. 15 seconds), a self-test is performed to check for errors in the system. If the fault then recurs, the emergency mode is reactivated. If there is no error, there will be no indication on the instrument panel and the MIL and/or transmission warning lamp will not come on. However, the fault remains in the TCM memory. In the event of a malfunction, it is recommended to continue driving, if possible, along the shortest route to the workshop or park the vehicle in a safe place.