DRIVELINE FAMILY

Renault/Stellantis e-DCS6 Transmission / Driveline Family

e-DCS6 family transmission type, ratio/speed class, drivetrain layout and diagnostic approach.

QUICK TECHNICAL ANSWERS

What concrete information can you get from this page?

Verified application example: Stellantis Europe hybrid applications · 48 V hybrid generation · Peugeot 208/3008/5008, Corsa hybrid examples · 1.2 L hybrid application family · e-DCS6

VERIFIED FACTModel / system fact

Stellantis e-DCS6 combines a six-speed dual-clutch transmission and electric motor in one electrified drive package.

FAULT SEPARATIONWhen a symptom appears

For a shift fault verify actual ratio from input/output speed first, then separate clutch slip/temperature from actuator command.

FIRST MEASUREMENTBefore replacing parts

Before clearing DTCs record input/output speed, commanded/actual gear, clutch slip/temperature, actuator state and engine torque request.

Primary source: Peugeot – 48 V hybrid / e-DCS6 technology

Technical identity

Manufacturer group: Renault/Stellantis
Transmission family: e-DCS6
Type: hybrid dual clutch
Speeds / ratio: 6
Drivetrain layout: FWD

What to separate first in diagnosis

Test electronic control, hydraulic pressure, clutch/converter and mechanical driveline behaviour separately.
Temperature and fluid level/condition can directly affect pressure regulation and adaptation behaviour.
Verify software, mechatronic and ratio variants within the same family by exact application/part identity.

TRANSMISSION DIAGNOSTIC FLOW

Measurement sequence

Confirm exact transmission code and software/application variant.
Verify fluid level, condition and temperature.
Capture input/output speeds and actual ratio.
Test electronic command, hydraulic pressure and mechanical clutch separately.
Verify shift/adaptation result under load.

Source-verified powertrain relationships

No curated engine-transmission relationship is present in the source graph for this family yet. Exact fitment is not inferred.

OEM EVIDENCE DOSSIER

Verified technical facts and application boundary

Stellantis e-DCS6 combines a six-speed dual-clutch transmission and electric motor in one electrified drive package. [S1]
Manufacturer documentation describes the electric motor, inverter and control electronics as integrated with the transmission architecture. [S1] [S2]
Because 48 V battery and engine torque are coordinated with e-DCS6 clutch/shift control, diagnosis cannot be reduced to mechanical ratio data alone. [S2]

Verified application matches

The matches below are published only within the stated market, model-year and evidence scope. Fitment is not extrapolated to uncited variants.

System architecture and component relationships

Split transmission control into clutch 1/2, input shafts, selector/actuator, oil/thermal state and TCU-CAN torque coordination.
Time-align commanded/actual gear, input/output speed, clutch slip/temperature and engine torque-reduction command.
If an electric motor is integrated into the transmission, correlate motor torque request, inverter voltage/temperature and clutch transition through the same shift.

DTC / SPN-FMI / symptom discrimination map

For a shift fault verify actual ratio from input/output speed first, then separate clutch slip/temperature from actuator command.
Where electric torque assistance is present, correlate engine/e-motor torque coordination with clutch state through the shift event.
If network or low-voltage DTCs accompany the complaint, rule out supply/CAN events before condemning mechatronic hardware.

Measurement and diagnostic strategy

Before clearing DTCs record input/output speed, commanded/actual gear, clutch slip/temperature, actuator state and engine torque request.
Independently verify supply voltage and CAN integrity before condemning mechatronic hardware; use only OEM test ports/procedures for hydraulic/oil pressure.
After repair repeat the same cold/hot shifts and compare slip and torque coordination.

Exact pinouts, torque values, pressure thresholds or service limits are published only when explicitly verified by the applicable OEM service source.

Evidence provenance and primary sources

Peugeot – 48 V hybrid / e-DCS6 technology · OEM-primary · 2026-08-17
Peugeot – New 208 hybrid range · OEM-primary · 2026-08-17

DRIVELINE DIAGNOSTIC DEPTH

Mechanical-hydraulic-electronic architecture

ICE, 12 V, HV/48 V, DC-DC, motor-generator and thermal management are separate control layers; energy flow is aligned with the fault event.
For DCT/DSG, TCU-mechatronics, K1/K2 clutches, actuator/line pressure and input/output speeds are evaluated together.

Driveline live-data package

Freeze frame: first/last fault time, RPM, load, vehicle speed, system voltage, core temperatures and companion DTCs.
Electrified layer: SOC/SOH where available, cell delta, pack temperatures, HVIL/isolation, contactor permission, DC-DC output and 12 V voltage.
Driveline: input/output speeds, commanded/actual ratio, clutch/TCC slip, fluid temperature, actuator/solenoid command and adaptations.

Driveline measurement chain

1) Match vehicle/generation/market/powertrain/driveline identity to the source record; family name alone is not fitment evidence.
2) Preserve freeze frame and companion DTCs before clearing; make the first-fault condition reproducible.
3) Verify power/ground and network communication under load; do not decide from key-on static measurement alone.
5) Compare electronic command → hydraulic/actuator response → mechanical slip/ratio result at the same temperature and load.
6) After repair, recreate the same load/temperature and verify DTC state, live-data deviation and user symptom together.

Fluid type/level temperature, pressure thresholds, adaptation limits and part codes are not asserted without application-specific OEM evidence.

Driveline root-cause split

For READY/charging faults, separate 12 V supply from the HV permission chain first; low 12 V can mimic contactor/HVIL/isolation faults.
For battery performance, use cell delta, temperature spread and voltage deviation under load/charge instead of one SoH percentage alone.
For DCT harshness/slip, separate TCU command from clutch slip and actuator/hydraulic response; adaptation result alone does not prove mechanical wear.

Sources & freshness

Exact technical values, prices and failure rates are not invented without verified vehicle/manufacturer evidence.

Explore →

Renault/Stellantis e-DCS6

Only the application and technical architecture explicitly verified by the OEM sources below for Renault/Stellantis e-DCS6. Fitment is not extrapolated to uncited model years, markets or variants.

Evidence: OEM-primaryFact density: 9.3/10

Verified facts

Stellantis e-DCS6 combines a six-speed dual-clutch transmission and electric motor in one electrified drive package.
Manufacturer documentation describes the electric motor, inverter and control electronics as integrated with the transmission architecture.
Because 48 V battery and engine torque are coordinated with e-DCS6 clutch/shift control, diagnosis cannot be reduced to mechanical ratio data alone.

Verified application examples

Market	Model Year	Model	Engine	Transmission	Scope
Stellantis Europe hybrid applications	48 V hybrid generation	Peugeot 208/3008/5008, Corsa hybrid examples	1.2 L hybrid application family	e-DCS6	Stellantis/Peugeot architecture; exact calibration application requires VIN verification

Architecture and system separation

Split transmission control into clutch 1/2, input shafts, selector/actuator, oil/thermal state and TCU-CAN torque coordination.
Time-align commanded/actual gear, input/output speed, clutch slip/temperature and engine torque-reduction command.
If an electric motor is integrated into the transmission, correlate motor torque request, inverter voltage/temperature and clutch transition through the same shift.

Diagnostic map

For a shift fault verify actual ratio from input/output speed first, then separate clutch slip/temperature from actuator command.
Where electric torque assistance is present, correlate engine/e-motor torque coordination with clutch state through the shift event.
If network or low-voltage DTCs accompany the complaint, rule out supply/CAN events before condemning mechatronic hardware.

Measurement strategy

Before clearing DTCs record input/output speed, commanded/actual gear, clutch slip/temperature, actuator state and engine torque request.
Independently verify supply voltage and CAN integrity before condemning mechatronic hardware; use only OEM test ports/procedures for hydraulic/oil pressure.
After repair repeat the same cold/hot shifts and compare slip and torque coordination.

Sources and scope

Peugeot – 48 V hybrid / e-DCS6 technology · manufacturer
Peugeot – New 208 hybrid range · manufacturer

Exact pressures, torque values, pinouts, fluids, adaptations and part procedures must be confirmed against the VIN/build-date/unit-code matched manufacturer service information.