5R55S Master Rebuild Kit 2000-2010, new other (see details) and ready to install. Fits the 5R55S. Ships fast from the USA.
Owners usually land on this page after a shop tells them their 5R55S needs a full overhaul: a Lincoln LS or Thunderbird that slips into fifth, a V6 Mustang that hangs in a gear and sets a ratio code, or a later Explorer or Mountaineer that bangs into reverse once it is hot. This 5R55S master rebuild kit is listed for 2000-2010 units and is sold in new-other condition, meaning new parts packaged for the job rather than a sealed factory carton. It is meant for a teardown where every friction surface and every seal is being replaced at once instead of one failed piece at a time.
The 5R55S is a five-speed rear-drive automatic that leans heavily on bands. The overdrive band holds in second and fifth, the intermediate band in third, and a low/reverse band handles reverse and manual low. Clutch packs and one-way clutches fill in the rest of the gear chart. Because the S is calibrated for tightly timed apply and release, small losses of apply pressure turn into flares and soft shifts quickly, and by the time the pan is full of lining the frictions and seals are all tired together. A master kit is how a rebuilder renews the clutch packs and reseals the whole case in one pass so the unit comes back to a known baseline. Check the contents against your teardown list on arrival, and source any hard parts the kit does not cover, such as drums, the pump or the solenoid body.
Pull the pan and look at what is on the magnet. Clean fluid points to electrical, solenoid or valve body faults, which our 5R55 harsh and delayed shift walkthrough takes in order with pressure tests. If the bands are burnt, find out why. The most common reason in this family is case wear at the overdrive and intermediate servo pin bores, which leaks apply oil and will cook a fresh band. Our servo pin bore wear guide shows how to check it, and the 5R55S rebuild cost breakdown helps you decide whether the case is worth repairing.
The listing covers 5R55S units from 2000-2010. Be careful at the early end of that range. Sonnax documents that the 1999-2002 Lincoln LS and Thunderbird used the 5R55N, and the S replaced it in those cars for 2003. The N has two cast bosses behind the intermediate servo cover and a reverse pressure switch, while the S has one boss, and only a handful of N parts interchange with the S. At the late end, ATRA notes that later units moved to an updated solenoid pack, so the solenoid base plate and filter must match your unit. Confirm with the ID tag on the case, use our 5R55S identification guide, or send us your year and VIN before you order. Every other part for this family is on the 5R55 collection page.
| Fits | 5R55S 2000-2010 |
| Part type | Master Rebuild Kit |
| Condition | New Other (See Details) |
| 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.
Probably not without checking. Sonnax lists the 1999-2002 LS and Thunderbird with the 5R55N, which shares only a few parts with the S. Look for one or two cast bosses behind the intermediate servo cover, or send us the year and VIN and we will confirm.
No. A worn overdrive or intermediate servo pin bore is case damage. It needs a sleeve repair or a replacement case, otherwise the new bands will slip and burn again.
Mercon V. A dry unit takes about 11.2 quarts behind the 3.0 or 3.9L and about 12.4 to 12.7 quarts behind the 4.0 or 4.6L. Finish by checking the level hot at the T30 plug.
Inspect and replace worn bushings, the pump if it is scored, and an original solenoid pack. A shift kit and a converter service are common add-ons on a high-mileage S.
Yes. Ford units built after 2002 run adaptive shift strategy, so clear the adaptive tables and drive the vehicle through a relearn so shift feel settles in.
