5R55W Governor Pressure Solenoid, new other (see details) and ready to install. Fits the 5R55W. Ships fast from the USA.
Explorer and Mountaineer owners often search for a 5R55W governor pressure solenoid when the truck starts slamming into Reverse, flaring on the 1-2 or 2-3, or dropping into limp mode with a stored code. The 5R55W has no governor and no governor pressure solenoid; that name belongs to Chrysler's RE transmissions. What does that job in your Ford is the solenoid body, and that is what this listing is: a genuine Ford 5R55W/5R55S solenoid body removed from a working transmission and tested so every solenoid functions before it ships. It is a used, tested OEM part, not a new one.
Ford's 5R55W/S service information lists eight solenoids in this one assembly: four on/off shift solenoids, one pulse width modulated converter clutch solenoid, and three pressure control solenoids called PC-A, PC-B and PC-C. The PCM uses the speed sensors in place of a governor, picks the gear with the shift solenoids, and then uses the three pressure control solenoids to set line pressure and the apply pressure for each clutch and band. Because each PC solenoid feeds different apply circuits, one tired solenoid can make a single shift flare or bang while the rest of the shifts feel normal.
The 5R55W also has failures that copy these symptoms. Worn servo pin bores in the case cause the familiar slip and P0735, and worn modulator bores in the valve body starve clutch and servo pressure even with a perfect solenoid body.
Pull codes and check fluid level and condition first. Watch commanded gear and pressure control values on a scan tool while you drive; a shift that flares while the command looks right is often a pressure or bore-wear problem, not an electrical one. Our 5R55W Explorer shift problems guide covers the order of checks, and the servo pin bore wear guide explains how to rule out the case before spending money on solenoids.
This solenoid body is for Explorer and Mountaineer transmissions coded 5R55W and for the 5R55S, which uses the same assembly. Sonnax dates the W in the 2002-2003 Explorer and Mountaineer before Ford moved those trucks to the S. Year matters: ATRA lists an early 1L2Z-7G391-AG body for 2002-2003 and a later 4L2Z-7G391-AA, updated to 9L2Z-7G391-A, from 2004 on. Read the number on your old body and compare its connector to the photo, or send us your year and VIN before it ships. It does not fit the older 5R55E in Ranger pickups. Other parts for these trucks are on the 5R55 parts page.
If you would rather install a new updated assembly, compare the 9L2Z-7G391-AA solenoid block.
| Fits | 5R55W |
| Part type | Governor Pressure Solenoid |
| 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.
No. The 5R55W is fully electronic. The PCM reads the speed sensors and controls shifts and pressure through the solenoid body, which holds four shift solenoids, one converter clutch solenoid and three pressure control solenoids.
No. It is a genuine Ford part removed from a working transmission, then tested so every solenoid operates correctly before shipping.
Ford used an early 1L2Z-7G391-AG body on 2002-2003 units and a later 4L2Z-7G391-AA / 9L2Z-7G391-A from 2004. Compare the number on your old body, or send us your VIN and we will check it before it ships.
The transmission stays in the truck. Ford's procedure drains the fluid, then removes the solenoid body from the side of the case with eight Torx bolts after unplugging the connector and moving the shift cable bracket.
71 lb-in (8 Nm), tightened in Ford's sequence. Ford warns that over-tightening damages the assembly.
Prime the solenoids with Mercon V before installing, refill and check level at the fill plug, then clear codes, reset adaptive values and road test through all gears so the PCM relearns.
