These design flaws result in the dry clutch packs wearing out faster than anticipated, the transmission control module failing, failure of the actuator motors, and failure of the primary shaft seal. The leaks also create a low fluid condition, which leads to the transmission overheating. The design also has problems with leaking around the primary shaft, which allows transmission fluid to get on the clutch packs and cause slipping.

Other drivers have complained of jerking under acceleration, delayed shifting, and even having the vehicle shift into neutral at an inappropriate time.

The primary complaint about the Ford dual clutch transmission is shuddering when accelerating from a stop, along with a harsh 1st to 2nd gear shift. It goes to show quality ideas don’t always translate to quality work. This change to dry clutches in the DCT has led to numerous complaints, class action lawsuits, and even a few fraud investigations. However, Ford decided to use dry clutches when the PowerShift was introduced in the United States in order to cut cost and save on weight. Most other manufacturers of dual clutch transmissions such as Volkswagen and Volvo continue to use wet clutches. The original Getrag dual clutch design used wet clutches, which surround the clutches with fluid in order to dissipate heat. Like so many things, a really great idea can sometimes get screwed up when making it reality. For instance, the computer will apply the brakes in situations where the clutches are not fully engaged, such as when moving forward from a stop on a hill or when creeping forward without normal acceleration.Īdditionally, the system will shift itself into neutral when the brakes are applied under normal driving conditions and then back into gear when the brake is released and the gas pedal is applied again. The alternating shifting, in theory, eliminates the efficiency loss of an automatic transmission’s torque converter and provides a faster, smoother shift.īecause of the unique design, the PowerShift dual clutch transmission (DCT) has some features that aren’t something most drivers will be used to. One clutch covers the reverse, first, third, and fifth gears while the other clutch covers the second, fourth, and sixth gears. The PowerShift acts as if it were two separate manual transmissions, each with its own clutch, operating in parallel (and alternating) shifts. The manufacturer claimed that the new type of transmission design would improve fuel economy by 10% over traditional automatic transmissions. For all your transmission repair, maintenance, and service needs, contact our Denver transmission shop today.įrom rebuilding transmissions to other auto repair services, our experts provide quality workmanship combined with stellar customer service to get you back on the road in no time.įirst introduced overseas in 2008, Ford eventually released the transmission in the United States in 2011 in the Ford Fiesta, followed by the Ford Focus and the Ford EcoSport in 2012. In this blog, our experts at Advanced Transmission Center (ATC) will detail the intricacies of Ford’s dual clutch transmission, why it was a major focus of the company near the early 2010s, and how we can help with any potential issues as a result. This transmission was originally developed in partnership with the German company Getrag through their joint venture company, Getrag Ford Transmissions. A great example of this is the Ford dual clutch transmission, known as the PowerShift. However, Ford is a truly international company and has been designing, building, and selling vehicles all over the world for years.Īs a result, sometimes things that Ford has developed for an international market eventually work their way back to the United States. For those in the United States, it is easy to think of Ford Motor Company being as American as apple pie or baseball.

Ford dual clutch transmission fluid