4R55E Master Rebuild Kit 1994-1996, new and ready to install. Fits the 4R55E. Ships fast from the USA.
If you drive a 1995 or 1996 Ford Explorer, or a Ranger or Mazda B4000 with the 4.0L V6 and four-wheel drive, the automatic behind the engine is the 4R55E. These trucks were often worked hard, pulling boats and campers with a transfer case bolted to the back of the transmission. When the unit starts slipping out of overdrive on a grade, takes its time finding reverse, or flares between second and third, this master rebuild kit has the wear parts for a complete 4x4 overhaul: BorgWarner frictions with steel plates, a Transtec gasket and seal set, a filter, the pump bushing, the extension housing bushing, and new intermediate, overdrive and reverse bands.
The 4R55E came from the A4LD. For 1995 Ford gave that design full electronic control, and the 4R55E became the heavy-duty member of the family for the 4.0L, rated at 550 lb-ft after converter multiplication against 440 for the light-duty 4R44E. Inside, three bands and a set of clutch packs share the work in every gear, applied by line pressure that the computer sets through the electronic pressure control (EPC) solenoid. At high mileage the band linings, clutch frictions and rubber seals all wear together, so a full kit is the sensible way to reset the whole unit instead of chasing one pack at a time. The steel plates matter here: reusing heat-checked steels against new frictions is a fast way to burn a fresh pack on a heavy 4x4.
Sonnax publishes target numbers that help separate a worn unit from a hydraulic fault: maximum EPC should reach about 125-130 psi in overdrive and up to 144 psi in reverse, and reverse needs roughly 120 psi of line pressure to hold. A gauge on the line port, as shown in our line pressure testing guide, tells you which case you have. Low pressure with clean fluid points to EPC leaks or the valve body, and our harsh and delayed shift walkthrough covers that same valve body family. Good pressure with slipping and burnt fluid, checked against our ATF color and smell chart, means the frictions and bands are worn and this kit is the repair.
The listing is labeled 1994-1996, but the 4R55E itself first appeared for the 1995 model year, so in practice this kit fits the 1995-1996 four-wheel-drive 4R55E: Explorer 4.0L, Ranger 4.0L and Mazda B4000. A 1994 truck normally has the A4LD instead, so read the tag first. This is the 4x4 version; the tailshaft end differs from a two-wheel-drive unit. The 4R55E was replaced by the five-speed 5R55E for 1997, and a 1997 2WD truck should use our 1997 4R55E master kit. Confirm the transmission code on the door label and the case tag, or send your year and VIN for a check. The rest of this family is on our 5R55 and 4R55E parts page.
| Fits | 4R55E 1994-1996 |
| Part type | Master Rebuild Kit |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Yes, if the transmission is the four-speed 4R55E. Check the transmission code on the door label; the five-speed 5R55E took over for 1997.
Usually not. The 4R55E started in the 1995 model year, and 1994 trucks normally have the A4LD. Read the case tag or send the VIN before ordering.
Yes. The kit includes BorgWarner frictions, steel plates, the intermediate, overdrive and reverse bands, a Transtec gasket and seal set, a filter, the pump bushing and the extension housing bushing.
No. This is the 4x4 version with the parts for the 4x4 tailshaft. Two-wheel-drive trucks need the 2WD kit; send your VIN and we will point you to it.
Inspect the pump, servo pistons, sealing ring surfaces and the planetary. Many builders also install a new EPC solenoid and a shift kit, and a contaminated torque converter should be replaced.
Ford specified MERCON-type ATF for these trucks. Use the fluid named in your owner guide or on the dipstick and check the level at operating temperature.
