4R44E Clutch Drum, used and ready to install. Fits the 4R44E. Ships fast from the USA.
A 4R44E Ranger or Mazda B-Series that is slow to back up, or that slips when it should pick up third, may have a direct clutch drum that no longer holds pressure. This is a used Ford direct clutch drum, part number XL2P-7D047-AB, cleaned and sold empty without frictions or steels. It is the 4-friction version, sized for the light-duty 4R44E that Ford put behind the 2.3L, 2.5L and 3.0L engines.
The 4R44E is the electronic successor to the A4LD, which Ford built by adding an overdrive section to the front of the C3 three-speed. Inside the C3-based gear train, the direct clutch (the reverse and high clutch in the older C3 naming) drives the input in reverse and in the upper gears. Its drum holds the steels and frictions and the apply piston, and it takes apply oil through a sleeve and sealing rings on the center support. Sonnax points out a 4R44E detail that matters here: unless the SSA solenoid is on, the direct clutch will not apply in reverse until EPC pressure climbs to about 20 psi, after which direct clutch pressure rises slowly with EPC. A drum that leaks makes that slow build even slower.
Check the hydraulics first. Sonnax says to confirm the truck has line rise in reverse and to inspect the center support sleeve, its sealing rings and the direct drum sleeve for cracks, because any of those leaks will look like a bad clutch. A line pressure test in reverse and drive tells you whether pressure is reaching the drum, and our slipping diagnosis guide walks through the rest. On the bench, air-check the piston and look for a scored piston bore, a cracked sleeve, worn ring lands or blue heat marks. Any of those means replace the drum, not just the plates.
The 4R44E was used from 1995 to 2001 in the Ranger and Mazda B-Series with 4-cylinder and 3.0L V6 engines, and in 1995-1997 Aerostar; the door sticker transmission code is V. The direct drum part number XL2P-7D047-AB carries across the A4LD-derived family, but drums changed over the years, so count the frictions in your old drum (this one is for 4), compare the hub and the photo, and match the part number if yours is readable. Not sure? Send us your year and VIN. If you need the forward drum instead, see the new 4R44E forward clutch drum, and find the rest of the family on our 5R55 and 4R44E parts page.
Because this drum ships empty, load it with new direct frictions, steels and piston seals; the 4R44E master rebuild kit carries them, and the overhaul kit covers seals and gaskets if your frictions are still good. Replace the center support sealing rings and inspect the sleeve before the drum goes on. Lube the piston seals, press the piston in evenly, air-check the loaded drum, and set clutch clearance to spec. A sticky EPC solenoid keeps reverse slow even with a good drum, so test or replace it. Refill with the fluid printed on your dipstick; Ford's Ranger guides of this era warn against mixing MERCON and MERCON V unless the fluid is labeled for both.
| Fits | 4R44E |
| Part type | Clutch Drum |
| Condition | Used |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
It is the direct clutch drum (reverse and high clutch), Ford part number XL2P-7D047-AB, the 4-friction version. It is not the forward drum or the overdrive drum.
The 4R44E was used behind the 2.3L, 2.5L and 3.0L in 1995-2001 Rangers. Confirm the door code is V for 4R44E, compare your old drum to the photo and count its frictions, or send us your VIN.
No. It is sold empty. Use new frictions, steels and piston seals from a 4R44E rebuild kit.
Yes. The direct clutch applies in reverse, so a cracked drum sleeve, scored piston bore or worn ring lands can cause slow or no reverse. Check line rise and the center support sealing rings first.
Use the fluid printed on the dipstick. Ford warns not to mix MERCON and MERCON V unless the fluid is labeled for both.
