Also known as: e-dct, edct, psa e-dct, stellantis e-dct, punch e-dct
Stellantis's electrified six-speed dual-clutch — in the Opel Corsa F, Astra L and Mokka, and their Peugeot and Citroën equivalents.
It is a hybrid transmission rather than a gearbox with a motor beside it, and that changes what a symptom means: the electric motor sits inside the case, drives the wheels on its own, and fills the gaps the clutches leave. A hesitation or a shunt from rest may be the clutch, or it may be the handover between electric and engine drive — the two feel similar and are unrelated.
So a scan showing no transmission fault has not exonerated the clutch, and a road test that never lets the engine start tests only half of it.
It is a DRY dual-clutch, so it shares the family weakness: the clutches have only air to cool them, and holding the car on an incline with the throttle is what wears them. The brake and the hill-hold cost nothing.
It is too new for a settled failure pattern, which is worth saying plainly rather than repeating what is written about older units. What is established is that the software matters: Stellantis has issued transmission and hybrid control updates, and a relearn after one is part of the work rather than optional.
Cars fitted with this gearbox
3 generations. Only where a source names the model and the generation together — a gearbox is documented as a product far more often than as a fitment, so this list is deliberately shorter than the truth.
Information, not instruction
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Have anything you intend to act on checked by a trained person against the manufacturer's own procedure for your vehicle. Nothing here replaces that procedure.
Community experience
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What makes one worth reading:
- The car — make, model, year and engine. The same fault behaves differently on each.
- What you measured, not only what you replaced.
- What actually fixed it — or that nothing did, which is worth knowing too.
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