5R55E Clutch Drum, used and ready to install. Fits the 5R55E. Ships fast from the USA.
A 5R55E Explorer or Ranger that has lost reverse, or that flares and races the engine on the shift into third, is often telling you the direct clutch has stopped holding. When that pack burns up, the drum that carries it tends to come out with a scored piston bore, a worn bushing or heat marks, and a rebuild that reuses it can fail the same way. This is a used Ford direct clutch drum, part number XL2P-7D047 (AA and AB versions), cleaned and checked, and sold empty without frictions. It is the 4-friction design.
The 5R55E is the five-speed version of the small Ford rear-wheel-drive automatic that started life as the A4LD. Sonnax explains that the 4R44E arrived in 1995, the 4.0L version became the 4R55E in 1996, and in 1997 Ford added a fifth ratio by applying the front servo, which produced the 5R44E and 5R55E. The direct clutch drum carried over through that lineage. It holds the direct clutch steels and frictions and the apply piston, and the pack works in reverse and in the upper forward gears. Apply oil reaches the piston through sealing rings at the drum hub, so a leak at the piston seals, the bushing or the ring lands means lower clutch pressure at the exact moment the pack is under the most load.
The same complaints can start in the hydraulics, so rule those out first. Sonnax lists delayed reverse and a flare on the 1-2 or 2-3 shift among the problems caused by the 4R44E/5R55E EPC circuit, whether from a dirty EPC solenoid or a sticking EPC and engagement control valve, and notes that end plug leakage in the valve body can cause no reverse. A line pressure test in reverse and in drive separates a pressure problem from a mechanical one, and our 5R55 harsh or delayed shift walkthrough covers that sequence. If pressure is in spec and the pan shows burnt clutch material, pull the drum and air-check it on the bench. Look for a cracked or scored piston bore, a loose or worn bushing, worn sealing ring grooves and blue heat spots. Any one of those is a reason to replace the drum and not just the frictions.
This drum carries Ford number XL2P-7D047 and is the 4-friction direct clutch design. It is cross-referenced to the A4LD, 4R44E, 4R55E and 5R55E family used in the Ranger, Mazda B-Series, Explorer and Mountaineer, and it is also listed for the 5R55N, 5R55S and 5R55W. Those later units are a different design that shares only some hard parts, so do not take the cross-reference on faith. Count the frictions your old drum held, compare the part number and the hub, and match the photo before you order. If you are not sure, send us your year and VIN and we will check it. Everything we stock for this family is on the 5R55 transmission parts page, including the 5R55E forward clutch drum and the 2-clutch overdrive drum if you need to tell the three drums apart on the bench.
Because the drum ships empty, plan on new direct clutch frictions, steels, piston seals and sealing rings. Soak the frictions in Mercon V, lube the piston seals before pressing the piston home, and air-check the assembled pack before it goes into the case. Set the clutch clearance to spec. Seals and gaskets for the rest of the unit come in a 1997-2005 overhaul kit, and a varnished EPC solenoid should be swapped for a new 5R55E pressure control solenoid so the new clutch gets full apply pressure. Fill with Mercon V. Sonnax notes that the factory fill in these units was an early Mercon V that shortened solenoid life and that Ford's fix was a revised Mercon V, so drain and flush every trace of the old fluid, including the cooler and lines.
| Fits | 5R55E |
| Part type | Clutch Drum |
| Condition | Used |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is the direct clutch drum, Ford number XL2P-7D047, in the 4-friction design. The forward drum and the overdrive drum are separate parts that we list on their own pages.
No. It is a used, cleaned drum sold empty. Install new frictions, steels, piston seals and sealing rings with it.
It can be, but test line pressure first. A dirty EPC solenoid, a sticking EPC valve or valve body plug leakage can also cause no reverse. If pressure is good and the pan shows burnt clutch material, inspect the direct drum.
It is listed for those units, but they are a different design from the 5R55E. Compare the part number, hub and friction count with your old drum, or send us your year and VIN before ordering.
Mercon V. Use current, fresh fluid and flush out all of the old fluid, cooler and lines included, during the rebuild.
