6F35 Banner Rebuild Kit 2013-2014, new and ready to install. Fits the 6F35. Ships fast from the USA.
This kit is built for the second-generation Ford 6F35, the six-speed automatic that went into the 2013 and 2014 Escape and Fusion when Ford redesigned both cars. Those transmissions are now well past 100,000 miles, and the usual complaints are the same: a flare on the 2-3 or 3-4 shift once it is warm, a slow or slipping Reverse, or a pan full of dark friction material after the unit finally gave up. If the case is coming apart anyway, this kit supplies the soft parts and the clutch pistons in one box.
Those four items are the full contents list. Steel plates, bushings, hard parts and the valve body are not listed, so plan for them separately if your teardown shows they are needed.
The 6F35 gets its six ratios by swapping between five clutches: 1-2-3-4, 3-5-R, 4-5-6, 2-6 and low/reverse. Every shift drops one clutch as another applies, so a single worn pack shows up as a problem on one particular shift rather than everywhere. The pistons that squeeze those packs are steel with rubber bonded to them. Years of heat harden that rubber, and once a lip stops sealing the clutch applies late and soft even with new frictions behind it. That is the reason this version includes pistons. A kit without them asks you to bet the rebuild on 10-year-old rubber.
Ford revised the 6F35 for 2013, changing the valve body casting and adding dampers to the solenoid body, and kit makers split their sets at that same line. A 2009-2012 unit takes a different kit, which is why we list the 2009-2012 6F35 banner kit separately.
Not every slip on a 6F35 is worn clutches. The external harness can break a wire at the case connector and set P0715, P0720 or P0705 on a healthy unit, old Mercon LV can cause slip and shudder on its own, and a worn regulator bore in the valve body causes soft, flaring shifts that a rebuild will not cure. Our Ford 6F35 transmission problems guide covers the order to check them: harness wiggle-test, fluid condition and level, then valve body. If the fluid is burnt and the magnet is furred with friction material, the unit needs to come apart.
This listing covers 2013-2014 6F35 applications, the Gen 2 unit used in the Escape and Fusion of those years. Year alone is not a guarantee because model years and build dates overlap at changeovers. Check the casting: a 2009-2012 Gen 1 case carries a 9L8P or BL8P-7A100 casting number, and if you see one of those, this kit is the wrong one. When in doubt, send us your year and VIN before ordering and we will confirm. You can see everything we stock for this transmission on the 6F35 parts page.
| Fits | 6F35 2013-2014 |
| Part type | Banner 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.
It is listed for 2013-2014 Gen 2 6F35 units, which covers the 2013-2014 Escape and Fusion with this transmission. Confirm the case is not a Gen 1 casting (9L8P or BL8P-7A100), or send us your year and VIN and we will check it.
No. The contents are an overhaul gasket and seal kit, a GFX friction pack, a GFX piston kit and a filter. If your steels are heat-marked or warped, buy a steel set or a kit that includes steels.
The 6F35 uses clutch pistons with rubber bonded to the steel. Heat hardens that rubber over time, and a leaking piston makes a clutch apply late and soft even with new frictions. Replacing the pistons removes that risk.
Only if the clutches are the cause. Harness breaks at the case connector, old fluid and worn valve body regulator bores cause the same complaints. Rule those out first, as our 6F35 problems guide explains.
Ford specifies Mercon LV for every 6F35 application. Do not mix in older Mercon V or a generic multi-vehicle fluid.
No. Ford changed the transmission for 2013 and the kits are split at that point. Use the 2009-2012 6F35 banner kit for first-generation units.
