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Hasan Can Midi
AuthorHasan Can Midi

Stellantis e-DCS6 Gearbox Problems & User Complaints

Punch Powertain Mhev

Who is Punch Powertrain and Which Brands Have They Worked With?

Belgium-based Punch Powertrain is actually one of the hidden giants in the transmission industry. Founded by DAF in 1972, the company made history by introducing the famous "Variomatic" system, considered the ancestor of continuously variable transmissions (CVT), to the automotive world. Although most consumers are just starting to hear this name alongside Stellantis, Punch Powertrain has previously manufactured automatic transmissions for industry leaders like BMW and ZF. Gaining significant momentum, especially in the Asian market, it has become a supplier for many brands such as Geely, Proton, BAIC, Dongfeng, and JAC. Today, it stands out with its expertise in electric and hybrid powertrains.

The Sharp Transition from EAT8 to e-DCS6

For years, the Stellantis group (Peugeot, Opel, Jeep, Citroën) used the Japanese Aisin-manufactured EAT8 fully automatic transmissions, which received full marks from users for their smoothness and durability. However, with the transition to the new 1.2-liter hybrid (MHEV) engines, a sharp shift was made to the e-DCS6 dual-clutch transmission, developed jointly with the Belgian Punch Powertrain.

Promising fuel savings and emission reductions on paper, this hybrid architecture unfortunately turned into a major disappointment for drivers in practice. So, what are users experiencing with this new transmission used in models like the Peugeot 3008, Jeep Avenger, and Opel Astra; what path are the service centers taking, and what is the situation on the Stellantis front?

User Complaints: Jerking, Hesitation, and Locking Up

The field feedback from owners of vehicles with the e-DCS6 transmission mainly gathers around three points:

  • Transition Jerks (Knocking) and Delays: Especially in stop-and-go city traffic, severe mechanical knocking is felt from underneath when the vehicle transitions from the electric motor (EV) to the gasoline engine. When the gas pedal is pressed suddenly, the transmission cannot decide which motor's power to use, leading to dangerous hesitation.
  • Error Codes and Mechanical Noises: Users report rubbing noises coming from the wheel/transmission side, particularly when driving at low speeds like 30-50 km/h. Furthermore, when the system suddenly gives an error and locks up, drivers frequently encounter P1749 00 and P28EA 62 error codes.
  • Early Mileage Failures: In vehicles still in the 10,000 - 15,000 kilometer range, situations such as the breaking of the transmission's eccentric parts, the gear refusing to shift into "D" or "R", and the vehicle completely losing electrical power and being towed to the service center are frequently reported.

Stellantis's Solution Move: Full Control in the Factories

Stellantis

Stellantis

Increasing complaints across Europe, the risk of losing brand prestige, and quality control inadequacies in the production of the e-DCS6 pushed Stellantis to make an unavoidable move. As is known, Stellantis established a joint venture with Punch Powertrain in 2018 to develop this transmission. To take direct control of production quality, a very critical strategic step was taken in early 2025, and Stellantis announced that it had acquired the remaining shares of the Punch Powertrain partnership, becoming the 100% owner of the company.

Thanks to this move, Stellantis has become the sole manager of the design, development, and production processes of the eDCT production lines in France (Metz) and Italy (Mirafiori/Torino). The main goal is stated to be increasing quality by personally correcting hardware tolerance errors internally in the new generation of productions.

Our Advice for Our Readers

If you are considering buying a new generation 136-horsepower MHEV vehicle from the Stellantis group (Peugeot, Opel, Jeep, Citroën), you should not expect the flawless smoothness of the old EAT8 transmission. Before purchasing the vehicle, be sure to take a comprehensive test drive by getting into stop-and-go city traffic and test for yourself whether the jerks during transitions between the electric and gasoline motors suit your personal comfort expectations.

Frequently Asked Questions

The e-DCS6 dual-clutch transmission was initially developed through a joint venture between Stellantis and Belgium-based Punch Powertrain. However, in early 2025, Stellantis acquired 100% of the company's shares, taking full and direct control of the production lines.
Drivers frequently report severe transition jerks (knocking) and hesitation, especially when the system switches between the electric and gasoline engines in city traffic. Mechanical rubbing noises at low speeds and sudden transmission lock-ups with error codes (P1749 00 and P28EA 62) are also widely reported.
Stellantis phased out the smooth EAT8 automatic transmission to accommodate their new 1.2-liter hybrid (MHEV) engines. The e-DCS6 was introduced to integrate an electric motor directly into the gearbox, aiming to reduce emissions and improve fuel economy.