6F35 Pump 2009-19, remanufactured and ready to install. Fits the 6F35. Ships fast from the USA.
This listing is a remanufactured front pump assembly for the Ford 6F35 six-speed transaxle, offered for Ford, Lincoln and Mazda vehicles built from 2009 through 2019. That span takes in the four-cylinder Escape and Fusion, the Mercury Mariner and Mazda Tribute of the early years, and the later Lincoln models that kept the 6F35. People find this page when the transmission is slow to go into Drive or Reverse once it is hot, slips in every gear instead of one, howls with engine speed, or keeps throwing converter clutch codes after the solenoid has already been changed. The pump was remanufactured and tested before it ships, with new seals and components where needed.
The pump bolts into the front of the case behind the torque converter, and the converter hub turns it at engine speed. Every circuit in the unit is fed from it: line pressure for the clutches, the supply the solenoids meter, converter charge and lube. On the 6F35 the pump does more than make oil. Gears Magazine's teardown of the 6F35 notes that the pump body carries the main line pressure regulator valve and the converter clutch control valve, plus two blow-off check balls and springs. Wear in those valve bores shows up as pressure and lockup problems even when the gears themselves are fine.
The stator support that the converter rides on is part of the same assembly. There are no sealing rings on the 6F35 input shaft, so the stator support bushing is the seal for the converter charge and TCC release circuit. When that bushing wears, converter oil leaks away and lockup becomes unreliable. Sonnax lists this bushing as an early-wear item on every generation of the 6F35.
Start with fluid level and condition. A 6F35 that is a quart low behaves a lot like one with a weak pump. Then check line pressure with a gauge, or compare commanded and actual pressure on a scan tool, at hot idle and at stall. Low pressure in every range points to the pump or its regulator valve. Trouble in one gear points to a clutch, a solenoid or the valve body. Lockup codes need extra care, because the TCC solenoid and the valve body bores can set the same codes. Our guide to 6F35 transmission problems covers the common failures in the order they usually turn up.
The listing covers 6F35 applications from 2009 to 2019 across Ford, Lincoln and Mazda, and it does not give one part number. That matters because the 6F35 changed over its life. Sonnax documents three generations, with the second arriving during the 2013 model year, and the generations are not interchangeable at the valve body. A 2013 vehicle can have either one. Before you order, compare your old pump with the photo: stator support design, bolt pattern, how the front seal is retained and any casting number on the body. If you are not sure, send us your year, model, engine and VIN and we will confirm it fits before it ships. To compare listings, the 2009-up 6F35 pump is identified by its castings, the 2013-2019 Gen 2 pump is built for later units, and the full 6F35 parts range is here.
A failed pump usually sends debris through the unit, so change the filter with a 6F35 filter and pan gasket kit. If the case is coming apart anyway, a 2007-2012 6F35 overhaul kit supplies the seals and gaskets for a first-generation rebuild.
| Fits | 6F35 2009-19 |
| Part type | Pump |
| Condition | Remanufactured |
| 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.
The listing covers 2009-2019, but the 6F35 changed generations during 2013, so one pump does not fit every vehicle in that range. Compare the stator support, bolt pattern and front seal retention with your old pump, or send us your year, model and VIN and we will confirm the match before it ships.
Yes. On the 6F35 the stator support bushing in the pump assembly seals the converter charge and TCC release circuit, and Sonnax ties its wear to TCC slip and codes P0741 and P1744. The TCC solenoid and worn valve body bores can set the same code, so check pressure and the solenoid first.
Some, yes. Gears Magazine reports that most 6F35 pumps, even new or low-mileage ones, show up to 0.006 in. of gear clearance in the pocket, and that is normal. Low pressure combined with wear marks or debris is what condemns a pump.
Mercon LV. Ford's fluid reference chart lists it for every 6F35. Do not use a universal ATF, and set the level with the transmission at operating temperature.
The pump needs no programming. Clear codes and reset the transmission adaptive values with a scan tool so the computer relearns shift pressures against the restored oil supply.
Always the front seal, the pump-to-case seals and the filter. Inspect the torque converter hub. If the old pump shed metal, look at the clutches and valve body too, because the debris goes everywhere the oil goes.
