6F35 Pump 2013-2019, remanufactured and ready to install. Fits the 6F35. Ships fast from the USA.
Second-generation 6F35 owners need a pump that matches the 2013-and-later hardware, and this is that part: an original Ford Gen 2 style front oil pump assembly, remanufactured, cleaned, inspected and tested. It suits the 2013-2019 Escape, Fusion and Lincoln MKZ and other Gen 2 6F35 applications. Buyers usually land here with a transmission that drops into gear late when warm, slips across all six gears, makes an RPM-linked whine, or has lockup codes that came back after a solenoid replacement.
In 2013 Ford moved the 6F35 to a second generation. Sonnax documents the main changes in the valve body: new solenoid dampers for the shift and pressure control circuits, a revised solenoid regulator valve and a CV6P-7A100 casting in place of the earlier 9L8P and BL8P parts. Those dampers and solenoids are only as good as the oil supply behind them, and the supply is this pump. Driven by the converter hub at engine speed, it feeds line pressure to the valve body, charge oil to the converter and lube to the gear train. When its clearances open up, pressure sags at hot idle first, and the computer's pressure control strategy can no longer hide it.
The assembly includes the stator support. Sonnax lists its improved stator support bushing for Gen 1, Gen 2 and Gen 3 6F35s because the factory bushing wears early across all of them. A worn bushing bleeds converter clutch oil and produces lockup slip codes.
Confirm fluid level and condition, then check line pressure against commanded pressure hot. Low pressure everywhere points to the pump; trouble in one gear points to a clutch or valve. On 2015-2019 MKC and 2016-2019 Explorer 2.3L models, a vibration or shudder complaint may be covered by Ford program 20N07, which addresses the torque converter, so check that before blaming the pump. Our 6F35 problems guide lays out the failure patterns on these units.
The listing covers 2013-2019 Gen 2 applications and lists reference numbers 9L8Z-7A103-J, -B, -D, -G and -H. Because Gen 2 production started partway through 2013, a 2013 model can have either generation. Compare the pump casting, stator design, bolt pattern and gear configuration with your original, or send us your year, VIN, transmission tag or a photo of your old pump and we will check it. Earlier units should look at the 2009-up 6F35 pump, and you can see the rest of the 6F35 range here.
Fresh pump pressure exposes tired solenoids, so a 2015-2019 6F35 solenoid kit is a sensible add if yours are original. If clutches burned while pressure was low, the 6F35 rebuild kit with frictions and steels covers the overhaul.
| Fits | 6F35 2013-2019 |
| 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.
It could be either, because Ford changed over during the 2013 model year. Check the valve body casting: 9L8P or BL8P-7A100 is Gen 1 and CV6P-7A100 is Gen 2, according to Sonnax. Or send us your VIN and we will check.
No. The pump itself needs no programming. Clear codes and reset the adaptive values afterward so the transmission relearns shift pressures.
Yes. The stator support bushing in the pump assembly wears early on 6F35s, and Sonnax ties the wear to TCC slip, no TCC and codes P0741 and P1744. A TCC solenoid or the converter can set the same codes, so test before replacing.
The front seal, pump bushing, torque converter hub and pump gears, plus fluid and filter condition. Metal in the pan means the clutches and valve body need checking too.
Mercon LV, the same as every 6F35. Ford's fluid chart lists it for all 6F35 applications.
