5R55E Master Rebuild Kit 1997, new and ready to install. Fits the 5R55E. Ships fast from the USA.
A five-speed 5R55E that slips into second, flares on the 2-3 or 3-4 shift, loses fifth or engine braking, or leaves band lining and black fluid in the pan has worn past the point where a valve body or solenoid swap will save it. This new master rebuild kit is built for the two-wheel-drive version of the 1997-up 5R55E and its four-speed relatives, the 4R44E and 4R55E, found in Ford Explorer, Mountaineer, Ranger and Mazda B-series trucks. It is a full overhaul in one box: Borg-Warner frictions, the steel plates, a complete soft parts set, all three bands, a filter and the two bushings that wear in this case.
The 5R55E began life as the four-speed 4R44E in 1995 and the heavier-duty 4R55E behind the 4.0L in 1996. For 1997 Ford made it a five-speed by adding a front servo apply, which gives the unit an extra overdriven ratio. That design means the bands carry a lot of the load: the intermediate and overdrive bands are applied by servos fed through the valve body, and the reverse band holds the drum in reverse. When line pressure drops, those bands slip, glaze and shed lining long before the clutch packs give up. This kit replaces every clutch friction and steel plate, all three bands (intermediate, overdrive and reverse), every rubber seal and gasket, the filter, the pump bushing and the extension housing bushing. Many low-cost kits leave the steels out; this one includes them, which matters because a heat-discolored or warped steel will burn a new friction quickly.
Pull the pan first. Clean red fluid with no lining on the magnet usually means the problem is hydraulic or electrical, not worn hard parts. In that case check the EPC circuit, the solenoid pack and the servo bores before committing to a teardown, because Sonnax documents that EPC circuit leakage on this valve body causes the same flares and can even break bands. A worn servo pin bore is another common cause of slipping that a rebuild kit alone will not fix. Our 5R55 harsh or delayed shifts walkthrough explains how to separate pressure faults from mechanical wear. If the fluid is burnt and the magnet is furry with lining, the unit needs this kit.
Although the listing is titled 1997, the kit is made for 1997-up 5R55E, 4R44E and 4R55E transmissions in two-wheel-drive trucks. It is a 2x4 kit: four-wheel-drive units use a different rear case section, so the extension housing bushing in this box is for 2WD only. Ford made many valve body, plate and solenoid changes through the life of this family, and the 5R55E is a different transmission from the later 5R55W, 5R55S and 5R55N, which use another solenoid body and case. Check the transmission code on the door-jamb label and the tag on the case, and send your year, drivetrain and VIN if you are unsure. Every year range we carry for this family is on our 5R55 parts page. If your truck turns out to be 4x4, compare the other 5R55E master rebuild kit for 1997-2011 and check its fitment details.
| Fits | 5R55E 1997 |
| Part type | Master Rebuild Kit |
| Condition | New |
| 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.
No. This is the 2x4 version for 1997-up 5R55E, 4R44E and 4R55E units. The extension housing bushing is for the two-wheel-drive case. For a 4x4, send us your year and VIN and we will match the correct kit.
Yes. The kit includes Borg-Warner clutches, the steel plates, the intermediate, overdrive and reverse bands, a full seal and gasket set, a filter, a pump bushing and an extension housing bushing.
No. The 5R55W, 5R55S and 5R55N are a later design with a different solenoid body and internal parts. This kit is only for the 5R55E family and its 4R44E and 4R55E relatives.
Mercon V ATF. Flush the cooler and remove as much of the old fluid as you can, because degraded early-production fluid has been linked to solenoid problems in these units.
Inspect and replace any worn hard parts. The pump, the clutch drums, the planetary and the servo bores are the usual problems. Many builders also service the valve body or replace the EPC solenoid, because low line pressure ruins new bands quickly.
Clear any stored codes and road test once the fluid is at operating temperature. Then recheck the fluid level hot, as specified for your vehicle. Shift feel can take a few drive cycles to settle.
