6F35 Pump 2009, remanufactured and ready to install. Fits the 6F35. Ships fast from the USA.
This is a complete, remanufactured front pump for the Ford 6F35 six-speed, built for the 2009-and-later units that first went into the four-cylinder Escape, Mariner and Tribute and then the 2.5L Fusion. It is the right part if your transmission is slow to pick up Drive or Reverse when hot, slips in every gear, whines with engine speed, or keeps setting converter clutch codes that a solenoid did not fix. The pump has been fully torn down, cleaned and checked, and any bushing or part that was out of spec was replaced with new before it was reassembled.
The 6F35 pump sits at the front of the case, right behind the torque converter. The converter hub drives it, so it turns at engine speed whenever the engine runs, and every pound of pressure the transmission uses starts here: line pressure for the clutches, the feed the solenoids regulate, converter charge and lube. The stator support tube that the converter rides on is part of this assembly, and its bushing is the 6F35's well-known weak spot. Sonnax notes the factory stator support bushing wears early, and once it is loose, oil meant for the converter clutch leaks past it. The result is lockup slip or no lockup at all, even with a healthy TCC solenoid.
This unit is identified by stator casting EXXDA and a pump body stamped 9L8P-7A105-CB. It also has the front seal retained by a snap ring on the outside of the seal, which is an easy way to match it against the pump you pull out.
Check the fluid level and condition first; a low 6F35 will mimic a weak pump. Then put a gauge on line pressure, or read commanded versus actual pressure with a scan tool, and compare idle and stall readings. Low pressure in every range points upstream of the valve body, at the pump. Converter clutch codes need a closer look, because the solenoid, the valve body regulator bores and the stator bushing can all cause them. Our 6F35 problems guide walks through the common failures in order. If you only have lockup complaints and pressure is normal elsewhere, test the TCC circuit before replacing the pump.
The listing covers the 6F35 from 2009 forward. The 9L8P prefix on the pump body marks it as a 2009 design-level casting, and Ford made changes during 2013 when the second-generation 6F35 arrived, so a 2013-later owner should not assume this one matches. Before you order, compare the stator casting number, the bolt pattern and how the front seal is retained, or send us your year and VIN and we will check it. If your pump says something different, browse every 6F35 part we carry or look at the 2013-2019 6F35 pump.
A pump that failed usually sent debris through the unit. If the clutches are worn, the 2009-2012 6F35 banner rebuild kit covers the overhaul while the case is open, and a first-generation 6F35 solenoid kit is worth fitting if the shift solenoids have been sitting in contaminated fluid.
| Fits | 6F35 2009 |
| 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.
Possibly, but do not assume it. This pump carries a 9L8P body casting from the 2009 design, and Ford introduced the second-generation 6F35 during 2013. Compare the stator casting (EXXDA on this one), the bolt pattern and the front seal snap ring with your old pump, or send us the year and VIN before ordering.
The pump was fully disassembled, cleaned and checked, and any bushing or part not up to specification was replaced with new. That is the area that causes most 6F35 lockup complaints, so it is the first place we look on a returned pump.
Only if the cause is in the pump, usually a worn stator support bushing leaking converter oil. The same code can come from the TCC solenoid, worn valve body bores or the converter itself, so confirm line pressure and solenoid operation first.
Mercon LV. Ford lists it for every 6F35. Do not use a universal multi-vehicle ATF, and check the level hot at the fill or check plug.
Inspect it at minimum. The converter hub rides in the pump bushing and seal, so a scored or worn hub will ruin the new parts quickly. If the old pump failed and shed metal, a new or rebuilt converter is cheap insurance.
