4R55E Solenoid Kit 1995, remanufactured and ready to install. Fits the 4R55E. Ships fast from the USA.
This set is aimed at the first-year electronic four-speed: a 1995 Ford Explorer, Ranger or Mazda B4000 with the 4.0L V6 and the 4R55E, where the truck now has no reverse until it warms up, loses third or fourth, will not lock the converter, or slams the 2-3 after a kickdown. The photo shows six remanufactured solenoids: four black-body shift solenoids and the two units that run electronic pressure control (EPC) and the converter clutch (TCC). That is every solenoid on the valve body, so the electrical side of the problem is closed out in one pan drop.
For 1995 Ford gave the old hydraulic A4LD full electronic control and split it into two versions: the light-duty 4R44E for the 2.3L and 3.0L and the heavier 4R55E for the 4.0L Cologne V6. The 4R55E only lasted until the five-speed 5R55E took over during 1997, so 1995-96 trucks are the core of this unit's population. With no throttle valve cable or governor, the EEC module controls everything through these six parts. The on-off shift solenoids position the shift valves for each gear and for coast braking. The EPC solenoid sets line pressure; its output also pushes on an engagement control valve that acts like a boost valve, so EPC output drives line rise on every shift. The TCC solenoid is pulsed to stroke the TCC modulator valve, which hands converter feed over to a TCC regulator that is itself fed by line pressure.
Sonnax's troubleshooting article on this family is blunt about where the faults live: the EPC circuit wears and leaks in several places, and loose end plugs behind the L-shaped retainers bleed off solenoid oil. A new solenoid set fixes a weak coil or a stuck solenoid valve, not those leaks. So ohm each solenoid at the case connector first (our multimeter solenoid test covers it), then put a gauge on the case and follow our line pressure guide. One tip worth keeping: do not throw your old EPC solenoid away. Sonnax describes gutting an old 4R/5R EPC solenoid and sealing it to make an adapter for air-testing the EPC circuit at 50-70 psi with the valve body still bolted to the case. Any visible leakage is lost line rise, and a valve body repair has to go in with the new solenoids.
This listing is for the 1995 4R55E. Wikipedia's history of the A4LD family puts the 4R44E and 4R55E at the 1995 model year, with 4.0L Explorers using them through 1996 and Rangers and Mazda B-series trucks through the end of the four-speed. Sonnax dates the 4R55E version to 1996, so if your 1995 truck is an early build, read the transmission ID tag to confirm you have the electronic 4R unit and not a late hydraulic A4LD. Ford also changed valve bodies, separator plates and solenoids several times from 1995 on, so compare connector style, mounting tabs and the numbers stamped on your old solenoids with the photo, or send us your year and VIN and we will check it. Owners of 1997-up five-speeds should look at the general 4R55E solenoid kit listing instead, and 2.3L and 3.0L trucks run the 1995 4R44E version.
If the air test shows leakage, add a Sonnax 4R44E/5R55E Zip Kit or go straight to a remanufactured 4R55E valve body. A fresh pan gasket and filter from the 1995-1996 4R55E overhaul kit finishes the job.
| Fits | 4R55E 1995 |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
It is listed for the 1995 4R55E, the four-speed used behind the 4.0L in 1995-96 Explorers and in Rangers and Mazda B4000s. Read the transmission ID tag to confirm a 4R55E, and compare your old solenoids to the photo, or send us your year and VIN to check.
The photo shows six remanufactured solenoids: four black-body shift solenoids plus the EPC (pressure control) and TCC (converter clutch) solenoids, which covers every solenoid on the 4R55E valve body.
Possibly, but on this family loose valve body end plugs and EPC circuit wear cause the same complaint. Test each solenoid, check line pressure, and air-test the EPC circuit before deciding whether the valve body needs work too.
Most 1995 Ford trucks use the EEC-IV self-test with three-digit codes instead of OBD-II P-codes, so you need a reader or scan tool that supports EEC-IV.
Use MERCON-family ATF; Ford's current service fluid for these units is MERCON V. Clear codes and drive through a full warm-up in every gear so the module relearns shift pressure.
