5R55S Clutch Module, new and ready to install. Fits the 5R55S. Ships fast from the USA.
If your Explorer, Mountaineer, Lincoln LS, Thunderbird or Mustang with the 5R55S (or the earlier 5R55W) is slipping, flaring between gears, or the fluid comes out dark and smells burnt, the friction plates are usually where the damage shows up once the case is open. This 5R55S clutch module is a complete set of replacement friction plates for the unit's clutch packs, built for 5R55W and 5R55S transmissions from 2002 forward, with directional grooved friction material throughout. It is a frictions-only pack: steel plates, the filter, seals, gaskets and bands are not part of it, so plan those separately.
The 5R55S gets its five forward speeds by clamping clutch packs and applying bands in different combinations. Each clutch is a stack of lined friction plates interleaved with flat steels; hydraulic pressure on the piston squeezes the stack until the drum and hub turn together. The forward clutch carries the load in every forward gear, and the direct clutch, the one shops call the 3-4 clutch on this unit, is applied in Reverse, 4th and 5th. On the 5R55S that pressure is not fixed. The PCM sets it through variable force solenoids, and the forward clutch is fed through a VFS1 control valve and a forward engagement control valve during each drive engagement. That means a clutch that burns is often the victim of a pressure problem, not just old age.
A worn pack is often the end result of something else, and the 5R55S has a few well-documented root causes. Sonnax points to worn VFS modulator valve bores in the valve body: as they wear, clutch and servo apply pressure drops, adaptive strategy hides it for a while, and then the unit slips or sets ratio codes. Servo pin bore wear and burnt bands are also common on this family. In one documented 2006 Explorer case, the forward clutch was the only damaged part, and the cause turned out to be a leaking end plug on the forward engagement control valve. Read our 5R55S slipping causes and fix guide and, if the problem is the shift into 4th, the 5R55S 3-4 clutch failure guide before tearing the unit down. If you put new frictions in without finding the pressure leak, the new pack will cook the same way.
This pack is listed for the 5R55W and 5R55S from 2002 on. The W went into Explorer and Mountaineer starting in 2002, and the S took over in the later Explorer and Mountaineer, the 2003-up Lincoln LS and Thunderbird, and the 2005-up Mustang. The earlier 5R55N used in 1999-2002 Jaguar S-Type, Lincoln LS and Thunderbird is similar, but Sonnax notes only a few of its parts interchange with the W/S, and the 5R55E used in Ranger and early Explorers is a different transmission entirely. Before ordering, confirm your unit with our 5R55S identification guide or send us your year and VIN and we will check it. Everything else we carry for this unit is on the 5R55 parts page.
| Fits | 5R55S |
| Part type | Clutch Module |
| 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. It contains the friction plates only. Steels, the filter, seals, gaskets and bands are separate. Reuse steels only if they are flat and show no heat discoloration; otherwise replace them along with the frictions.
It is listed for the 5R55W and 5R55S from 2002 on, so a 5R55W Explorer or Mountaineer is covered. The 5R55E in the Ranger and early Explorer is a different transmission and this pack does not fit it. If you are not sure which unit you have, send us the year and VIN.
On the 5R55S the usual culprits are hydraulic: worn VFS modulator valve bores lowering apply pressure, servo pin bore wear, or a leaking valve in the forward engagement circuit. Find and fix the leak before installing new frictions or they will slip again.
Mercon V. Use current-production fluid and flush out the old fluid completely, since the early Mercon V used before May 2005 was linked to solenoid problems on this family.
Yes. The 5R55S uses adaptive shift strategy, so clear the stored adaptives and let the PCM relearn after the rebuild. Expect shifts to firm up and settle over the first drives.
