Why Ford PowerShift boxes break. What is the gearbox for the Ford Focus III generation What is the automatic for focus 3

01.09.2019

Engine

Now there are almost no cars left where there would be no automatic transmission. Malfunctions in her work are more common in pairs than with manual transmission, however, this does not affect the annually growing demand for cars with automatic transmission.

In this article, we will look at the Ford Focus 3 and its modern inclusion in the latest transmission called Power Shift. First, I will describe brief description the car itself, and then we'll look at possible faults automatic boxes that drivers can meet with this wonderful car.

Ford Focus 3

New PowerShift transmission

What awaits us when buying this car model? Preselective Power Shift transmission with two clutch packs, turbo engines of the EcoBoost series, electric amplifier, with which the car parks itself, and also adheres to its lane line.

There is even a robotic electronic eye that can distinguish between the most common road signs. From such unusual and useful innovations in the Ford Focus 3, any car enthusiast will be delighted.

Some even listed this model as a competitor for the A3. Auto with automatic transmission this moment breaks all sales records in Russia. Its popularity is the fruit successful work highly qualified specialists.

The new Focus 3 family of vehicles is a truly ambitious project for Ford Corporation. They are produced in Spain, Thailand, China, Germany, and of course, in the USA and Russia. And on sale this model can be found in 129 countries of the world. During these 2 years, the car showed itself perfectly and fully met the expectations of both developers and motorists around the world. Ford Focus 3, on which the automatic transmission is installed, is becoming an even more popular option among other representatives of this class.

Choice between automatic and manual

Resources modern boxes gear is high enough. Judge for yourself, up to 250 thousand kilometers with correct operation any box survives. To significantly extend the service life this mechanism be sure to study the rules for using the automatic transmission. This is very important factor in vehicle operation. So, the performance of the box largely depends on the driving style. Professional racers and just drivers who love fast driving, knowingly prefer "mechanics". Of course modern machines can allow you to move quite quickly and dynamically. But if you look from the point of view of endurance, then urban racing in the “gas to the floor - sharp brake” mode is categorically contraindicated for the machine.

After all, it was not in vain that only cars were equipped with an automatic transmission in the past. executive class, whose task was the comfortable and safe delivery of passengers from one point to another. Well, now automatic transmission can be found in every car: from small cars to overall SUV. And it is not surprising that a person who takes a car with a powerful five-liter engine prefers to squeeze the maximum out of it, for which, sooner or later, you still have to pay by busting the box.

Salon Ford Focus 3

Another problem that is an edge for owners of cars on which an automatic gearbox is installed is towing. The problem is this: the pump that supplies the lubricant when idle engines naturally does not function, while other parts rotate "forced". Surely you know about the consequences of dry friction: parts wear out much faster and fray.

There are also a few very important subtleties associated with driving a car with an automatic transmission, for example, some inexperienced drivers they think that when stopping in front of a traffic light, you need to turn on the “P” mode (parking mode), and when you start coasting from a hill, you should activate “neutral”. Such touching and strange care is absolutely useless. Experienced car enthusiasts recommends moving the selector handle only twice during the entire trip: before starting the movement, set the position “D” (drive), and after the end of the trip - into the parking mode.

As an exception, there may be a situation when you need to tow a car out of a quagmire, deep snow or dirt. In such cases, forced automatic transmission restrictions are usually used - this is position "1" or position "2". Of course, it is better to use third-party help with such a problem. Do not be suspicious - enjoy the convenience and comfort that an automatic transmission gives us.

Possible failures in the operation of the automatic transmission

We propose to consider possible malfunctions of the automatic transmission using the example of some of the most common breakdowns.

If the automatic transmission does not go forward and the car is towing in place. Such a problem may be due to wear of the friction discs, cuff, or breakage of the oil sealing rings of the clutch. If the automatic transmission does not want to go back, and only the 1st and 2nd speeds are switched on forward, then it is possible that the piston cuff is worn or broken.

It also happens that the automatic transmission only goes forward and all the shifts are present, but does not want to move back to any, then most likely the piston rod of the brake band has broken. Or, again, the wear of the friction layer or the piston cuff.
When the automatic transmission does not go forward or backward, but when switching from the “P” or “N” mode to any other speed, there is no noticeable push to activate the gear. Or the drive gear of the pump does not work, in connection with which it has moved away and there is no clutch. With this problem, you need to check the presence of oil in the automatic transmission. Check the 1st speed valve, it may be stuck.
If, when moving from a stop, the car slips a little, but after a few seconds it picks up normal speed if you switch to other speeds. This indicates that the hub splines are worn out. turbine wheel, as a result of which slippage of the gearbox shaft occurs at high speed engine.

new Ford

Another one common problem- this is slipping of the clutches when changing gears. This is due to the average clogging of the filter mesh. It may also be a low oil level or a faulty clutch C1. If the car twitches while driving and slips from time to time, then this is clearly a clutch failure. freewheel. Malfunctions in the box machine can be very different. And you need to understand what complex mechanism, as an automatic transmission, you do not need to repair it yourself, you just need to take the car to a car service center for professionals.

Robotic gearboxes with two clutches are by no means a conspiracy of manufacturers. This is an attempt to combine all the advantages in one unit classic slot machine and mechanics. From the first preselective "robots" got everyday comfort, from the second - the overall efficiency and relative cheapness of manufacture. The owner receives a bonus high speed change of steps, and most importantly - the continuity of the flow of thrust. Who has tried - he understands, and who did not have a headache with the "robot" - will never refuse it!

"Ford" Powershift transmission - perhaps the second largest "robot" in automotive industry after the notorious DSG, and the Russians are well acquainted with this unit. The preselective gearbox is installed on almost all modern models Ford, however, today we will talk about the most problematic version of the 6DCT250 - with "dry" clutches. Today it can only be found in conjunction with a 1.6-liter aspirated 105/125 hp, and earlier such a box was combined with a 2-liter engine.

After restyling, the role of the flagship engine was taken by a 1.5-liter EcoBoost turbo engine with 150 hp, which is equipped with a conventional automatic.

Here is how the manufacturer himself describes the operation of the Powershift robotic gearbox on Focus:

This modern 6-speed automatic transmission combines the convenience automatic box and mechanical efficiency. PowerShift preselects next gear, which avoids power loss during switching. With this automatic transmission, you can change gear quickly and at the same time smoothly, reducing fuel consumption and CO2 emissions.

From Ford marketing materials.

Everything sounds nice in press releases, but in reality? But in fact Ford owners Focus III generation have earned so much trouble on their necks that it is time for them to intermarry with the owners of fragile DSG copies! Thousands of angry posts on club forums about breakdowns, hundreds of calls to Russian representation Ford - The scale of problems with Powershift is staggering. This "robot" has several sores at once, but the symptoms are the same - jerks and vibrations when switching and starting off, as well as the transition of the box to emergency mode.

The most common diagnosis is a profuse gland leak. input shaft, as a result of which transmission oil gets on the clutch, which leads to slippage. Trouble can happen regardless of the mileage - at least 5,000, at least 50,000 km. The clutch forks often jam - Powershift, naturally, has two of them at once. The problem is solved by replacing the clutch, forks and seals (new model). A lot of trouble is also delivered by the TCM module with executive electric motors, which is responsible for gear shifting and clutch release. There is also no other remedy for a failed manual transmission control unit, except for replacing it with an improved unit.

The saddest thing is that these defects could fall on the head of the "focus guide" not only individually and in various combinations, but also in one magnificent bouquet! AvtoVesti simply could not pass by without understanding the real cost of repairing the "robot" Powershift. We took the most difficult case (and this, believe me, is not uncommon), when in one order or another it is necessary to eliminate all the above malfunctions, and turned to official Ford dealers in Moscow.

Here's what happened in the end: a set of two new original clutches it costs 86,760 rubles, for large and small forks (actuators) for engaging clutches, you will have to pay 67,780 rubles, and the TCM control module draws 48,920 rubles. Let's add here 1,300 rubles for new input shaft seals and another 17,850 rubles for work on replacing problematic parts. All together - 216,610 rubles! An absolutely shocking figure for owners of a relatively budget Ford Focus ...

Spare parts

Installation work

The situation, of course, is frightening, but not always fatal. Firstly, Ford company Sollers is well aware of weak points Powershift and has already carried out work on the modernization of problematic parts. When the robot breaks down official dealers promptly repair and replace necessary spare parts within the warranty. Secondly, the manufacturer has an extended warranty program, when for a certain amount warranty obligations Ford are expanding for a certain period (we recommend using this service to owners of those Focus units that have not yet had the box repaired).

And if at choice of Ford Focus III on the secondary, you should still exercise increased vigilance, then new cars after restyling with the Powershift "robot" seem to be more or less easy to buy. At the very least, the manufacturer swears that the number of complaints about the box for such machines is practically reduced to zero.

PRICES

EXAMPLES OF RECENT WORK

When overhaul the gearbox is dismantled from the car. At this stage, the mechanic carefully inspects the condition of all systems serving the gearbox, mounting supports power unit etc.

After dismantling from the car, the automatic transmission enters the overhaul site. It should be noted that in this section, as well as in all the previous ones, experienced craftsmen who have a higher technical education (engineering and physics) work. Here, the Ford Focus 3 automatic transmission is being repaired, and after washing and drying all the parts, their fault detection is carried out, i.e. the possibility of further use of each part or the need to replace it is determined.

If desired, any customer can be present both during the disassembly of the gearbox and during the inspection of its parts. At the end of this procedure, a list of replaceable parts is compiled, which is then without fail agreed with the customer. It should be especially noted that during the overhaul, it is necessary, regardless of the condition of the automatic transmission, to replace all seals and gaskets. The use of original spare parts only from manufacturers of gearboxes increases the service life of the repaired Ford automatic transmission Focus 3, but leads to a significant increase in the cost of spare parts. To achieve the most optimal combination of “price-quality” ratio allows the use of “aftermarket” parts, i.e. companies specializing in the production of spare parts for automatic transmissions.

The installation is made taking into account all technical requirements. At this stage, the failed fastening elements are replaced and auxiliary systems gearbox service. In addition, during installation, preliminary adjustments are made to the elements of the external part of the control system.

Output diagnostics and running-in of the car. They are carried out according to the same methods as the input diagnostics. In addition, all previously appeared fault codes are erased from the memory of the control unit.

Specialized auto service "Automatic Master" will solve any problem, work-related powershift boxes for Ford Focus 3 (6DCT250, 6DCT450). We guarantee the quality of parts and work. Power shift repair for Ford Focus 3 in 1 day .

Our addresses in the Contacts section on the right->>>>>

The most common symptoms of PowerShift breakdown on Focus 3.

Jerks and vibrations when shifting gears
jerks and vibrations when starting off
PowerShift transition to emergency mode.

These symptoms may appear on PowerShift as early as the first 5,000 km. Ford run.

The root causes may be different. The most common is a strong leakage of oil seals. Precisely because of this transmission fluid gets on the clutch, which leads to its slippage.

It can also jam the clutch forks (two of them) or the control unit robotic box gears on Ford.

If the TCM module on PowerShift breaks down, it must be replaced with a more advanced one.

It doesn’t matter at all what kind of breakdown caused jerks and kicks when switching to Power Shift, You will receive an absolutely serviceable car in 3-5 days. We achieve such deadlines thanks to the skill of our employees, our own warehouse of spare parts, both original and analogues.

7 915 222 07 31

7 965 222 56 72

Service	Price
Powershift Overhaul	10 000 rub. (removal and installation 5 - 8 tr.)
clutch replacement 6DCT250 DPS6
clutch replacement 6DCT450 MPS6	complex with adaptation of 13,500 thousand sq.
Replacing the Dual Mass Flywheel
Dual mass flywheel repair	30-40 thousand rubles.
Power Shift robot adaptation on Focus 3
Repair (Powershift) Power Shift
Repair of TCM (manual gearbox control module)
Transmission oil change
replacement of the input shaft / crankshaft oil seal
drive seal replacement	500 rub.
Prices are valid for all Powerhift models

When dealing with the entire "bouquet" of problems to the officials, you will be given approximately the following numbers:

a set of original clutches for PowerShift 24,000 rubles,
for large and small plugs (actuators) for engaging clutches 27,000 rubles,
TCM control module - 35,000 rubles
.new input shaft seals -2,000 rubles.
for work - 17,850 rubles.

All together - 106 850 rubles! An absolutely shocking figure for owners of a relatively budget Ford Focus ...

Golden 1 million box on the Getrag conveyor 2012

Transmission manufacturer Getrag created joint venture with FoMoCo ( Ford motor Company) for the production of double-clutch preselective gearboxes. As with DSG, they come in two types:

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

Gearbox design is identical DSG box with wet clutch, the difference is only in the software and the number of gears: DSG has a maximum of 7, and PowerShift has 6. For VAG mechanical part and software was 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" clutch WD (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 step automatic transmissions 6F30/F35/6F50/6F15 from Ford - joint with General Motors. Mechanically, 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 details.

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 in 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. At 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 sideways may require an oil change 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 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)

Powershift 6DCT250 box is a product latest developments double clutch gearbox from Getrag. They combine the convenience of a conventional automatic transmission with the performance and high level efficiency of manual transmissions. All Getrag gearboxes with double clutch operate without interruption in power flow and achieve CO2 reductions of 4-8%. Compared to classic torque converters automatic transmissions The DPS6 with dry dual clutch and electromechanical drive achieves up to 20% reduction in fuel consumption (compared to a conventional automatic, not 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 designed for FWD-transverse installation in the compact cars and is designed for torque up to 280 Nm. It can be equipped with a separate system all-wheel drive, as well as the Start-/Stop function without hardware modification. Also DPS6 can be used in a hybrid drive (combined with an electric motor).

Efficiency comparison 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 ( settlement period service life of 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 more high reliability and thermal constraints (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 couplings seen in manual boxes gears, at normal rest the clutch is held by springs (i.e. 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 with different speed(for example, when turning).

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 (in different time), and 1 sleeve is used for only one gear.
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.
For comparison, in mechanical box The selector fork gears are operated manually using the gear 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 principle 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
Temperature environment(to determine how viscous the gear oil is for cold starts)
Steering wheel angle (to avoid overdrive or downshift when cornering)
Brake inputs
Speed input shaft(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 shifting to more high revs 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 user manual also recommends installing parking brake (hand brake) to ensure that this mechanism does not remove the entire load on the vehicle (e.g. 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 air flow(clutches may 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 vehicle cannot be controlled.
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. Update needed software(firmware) of the TCM control unit.
While working on dashboard the ESP lamp comes on 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 fault transmission control systems
P0707- low voltage input signal in the transmission range switch circuit A
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- Electrical circuit clutch position sensor
P0806 - clutch position sensor electrical circuit malfunction
P0810 - clutch position sensor
P087A - circuits limit switch In the 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 - open circuit executive mechanism couplings
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, do not allow long work engine 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: .