4R55E Clutch Drum, used and ready to install. Fits the 4R55E. Ships fast from the USA.
On a 1995 or 1996 Explorer or Ranger with the 4.0L V6, a reverse that hesitates before it bites, or a shift into third that slips under load, often traces back to the direct clutch pack and the drum it lives in. This is a used Ford direct clutch drum, part number XL2P-7D047-AB, sold clean and empty with no frictions or steels installed. It is the 4-friction drum used across the 4R55E and its relatives.
The 4R55E was the heavy-duty half of Ford's 1995 split of the A4LD into electronic units, built for the torque of the 4.0L Cologne V6. Sonnax describes it as the 4R44E with beefed-up drive components. The direct clutch works in reverse and in the upper gears, so this drum is loaded every time the Explorer backs a trailer up a driveway or pulls through third. The drum carries the apply piston and gets its oil through the center support, its sealing rings and a sleeve on the drum itself. With the extra torque of the 4.0L, any leak in that path shows up as slip and heat faster than it would in a 4-cylinder truck.
Sonnax's 4R44E/5R55E tips explain that reverse on these units depends on line rise and on the SSA solenoid; without it, the direct clutch waits until EPC reaches about 20 psi. So a dirty EPC circuit or a bad solenoid can imitate a bad drum. Run a line pressure test in reverse first and compare it with drive. If pressure is good and the pack is burnt, use our flare vs slip guide to match the symptom to the clutch, then inspect the center support sleeve, sealing rings and the direct drum sleeve for cracks, as Sonnax recommends. Air-check the piston on the bench before deciding.
The 4R55E was used only with the 4.0L V6, in the 1995-1996 Explorer and Ranger, before the 5R55E replaced it for 1997; the door sticker code for these trucks is T. The XL2P-7D047-AB drum is cross-referenced across the A4LD, 4R and 5R55 family, but Ford revised these drums over time. Count the frictions in your old drum (this is a 4-friction drum), compare the hub and photo, and read the part number if you can. When in doubt, send us your year and VIN. You can also compare it with the 4R55E overdrive drum and planetary set, and browse the rest of the family on the 5R55 parts page.
Build the drum with new direct frictions, steels and piston seals from the 4R55E master rebuild kit; if only seals are needed, the 4R55E overhaul kit covers them. Fit new center support sealing rings, lube the piston seals, seat the piston evenly and air-check the loaded drum before installation. Set clutch clearance to spec. Since a burnt direct pack sends debris through the cooler, flush the cooler and lines before the new unit goes in. Refill with the MERCON-type fluid listed in your owner guide, and replace a varnished EPC solenoid so the new clutch gets full apply pressure.
| Fits | 4R55E |
| Part type | Clutch Drum |
| Condition | Used |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
The 4R55E was used with the 4.0L in 1995-1996 Explorers and Rangers. Confirm door code T, compare your old drum to the photo and count its frictions, or send us your VIN.
The part number XL2P-7D047-AB is cross-referenced to both, and the drum is the 4-friction design. Ford beefed up other drive parts for the 4R55E, so compare your old drum before you order.
No. It is sold empty. Install new frictions, steels and seals from a 4R55E rebuild kit.
Yes. Sonnax notes the direct clutch will not apply in reverse until EPC reaches about 20 psi unless the SSA solenoid is on. Test line pressure and the EPC circuit before replacing the drum.
Yes, if the old direct pack burned. Debris left in the cooler and lines will go straight back into the rebuilt transmission.
