General information
This DPS6/6DCT250 is a fully automatic, dry dual clutch, automatic shifting manual, electronically controlled 6-speed transmission.
Its abbreviated designation DPS6 means:
- D -- Dry Dual Clutch
- P -- Powershift
- S -- Synchronized
- 6 -- 6-speed transmission
In the parts catalog the DPS6 transmission may also be referred to as the PS195 transmission or the DCPS transmission.
The 6DCT250 is a dry dual clutch, automatic shifting manual transmission.
Its abbreviated designation 6DCT250 means:
- 6 -- Six gears
- D -- Dual
- C -- Clutch
- T -- transmission
- 250 -- Torque
This transmission features the following:
- Computer Control with electro-mechanical actuation
- Two piece aluminum housing design
- Six (6) discrete stepped forward gears and one (1) reverse gear
- Dual Output shafts with two separate final drive ratios
- Full ball and roller bearing design for all gears and shafts
- All gears are bevel cut for improved NVH characteristics and power transfer
- All gears are in constant mesh for no loss of torque during the shifting process
- All cast construction of shift fork/linkage mechanisms
This transmission features two nested input shafts driven by a compact dry dual clutch system. These two shafts are used in conjunction with each other to provide seamless shifting through the six (6) available ratios with overdrive in the two top gears. As each gear is selected, the appropriate clutch is activated to drive the vehicle. Each consecutive gear is then preselected for the next "shift" operation as power is shifted from one clutch to the other and back again as moving up and down through the individual gears
This transmission is designed to be operated in the same manner as a conventional torque converter equipped automatic transmission. It provides the smooth application of power, but with the bonus of efficiencies found only in a manual transmission. By delivering the power with a dual clutch system, fluid volume is limited to less than 2 liters as compared against a conventional automatic transmission, and that is only within the gearbox case itself. The actuation of the clutch system is controlled by a dedicated computer through two individual electrically driven clutch motors and actuator systems.
If a fault occurs continued motoring is guaranteed in the following limited conditions based on the failure: 1st, 3rd and 5th gear if a fault with clutch 2 and/or relational components occurs. 2nd, 4th, 6th and reverse if a fault with clutch 1 and/or relational components occurs.
Internal components are based on manual transmission technologies that include:
- Dry friction clutches to transmit power between the engine and transmission
- Lay shaft gearing for high efficiency and uncoupled ratio selection
- Rotating sequential shift drums for fast response
- Synchronizers with dog clutches to pre-select and direct the power flow
- Splash fluid lubrication without filter and external oil coolers
This transmission is two transmissions within one housing that share a common:
- Final drive which includes two output shaft pinions
- Differential assembly
- OSS sensor
- TR sensor
- Park system
- TCM
The first consists of three odd gear ratios (1st, 3rd and 5th):
- Odd input clutch and actuator system including a clutch motor
- Odd or inner input shaft with input shaft speed sensor A and related speed gears
- Odd synchronizer system including a shift motor (part of TCM), shift drum, shift forks and transfer assemblies
The second consists of three even gear ratios and reverse (2nd, 4th, 6th and Reverse):
- Even input clutch and actuator system including a clutch motor
- Outer or hollow input shaft with input shaft speed sensor B and related speed gears
- Even synchronizer system including a shift motor (part of TCM), shift drum, shift forks and transfer assemblies
The Select Shift ™ selector lever has the following positions:
- P: Park position
- R: Reverse gear
- N: Neutral position
- D: Automatic shifting of all gears
- S: Sports mode and manual shifting (Select-Shift mode)
If the selector lever is in the position P, then 1st gear and reverse gear are engaged via the TCM. This results in a faster response after the starting process.