6F35 Shift Kit 2009-13, new and ready to install. Fits the 6F35. Ships fast from the USA.
If your 2009-2012 Ford Escape, Mercury Mariner, Mazda Tribute or Fusion with the 6F35 six-speed has started slipping into neutral on the 2-3 shift, refuses to engage reverse, or keeps setting converter clutch and gear ratio codes, worn bores in the valve body are a likely cause. This listing is a new TransGo SHIFT KIT valve body repair kit for that first-generation 6F35, built from 2009 until the mid-2013 changeover. The box shown holds the replacement valves, springs, bushing and a new separator plate, so you repair the original valve body instead of paying for a complete replacement unit.
Every shift in a 6F35 is a hydraulic event triggered electronically. The TCM pulses a solenoid, the solenoid meters oil to a clutch, and the clutch applies. The solenoids can only meter accurately when the oil arriving at them is held at a steady, capped pressure, and that job belongs to the solenoid pressure regulator valve. Once that valve wears its aluminum bore, the cap leaks and the feed swings with line pressure, so the same TCM command produces a different clutch apply each time. TransGo's Gen 1 kit puts a bushing and a hardened regulator valve into that worn bore without machining, replaces the main pressure regulator valve, adds a TCC regulator valve with a scarf-cut ring to seal a worn converter clutch circuit, and replaces the separator plate that the D2 checkball tends to punch through.
Pull the codes and freeze-frame data, then look at the fluid. Burnt, dark oil carrying friction material means a clutch pack, most often the 3-5-R, is already damaged, and a valve body kit alone will not bring it back. Clean, red fluid with the symptoms above points at regulator bore wear. A line pressure gauge reading that wanders or sits out of range at idle and stall backs that up. Our guide to 6F35 transmission problems covers the differences between a valve body fault, a wave plate failure and a solenoid fault in more detail.
This listing covers 6F35 transmissions from 2009 to 2013, and the kit pictured is the Gen 1 design. TransGo builds its Gen 1 kit for 2009 through the 2013-1/2 build and states it will not fit a Gen 2 unit; the Gen 2 kit uses an oversized valve and a reamer. Vehicles built during 2012 and 2013 can have either version, so confirm the generation by build date and valve body casting, or send us your year and VIN and we will check it. Not sure which kit you need? Compare this one with the other 2009-2013 6F35 kit listing and the 2012 kit, or browse every option on the 6F35 parts page.
For a Gen 1 6F35 with clean fluid and the shift complaints above, this kit is the repair that tackles the root cause rather than just covering the symptoms.
| Fits | 6F35 2009-13 |
| Part type | Shift Kit |
| Condition | New |
| Brand | TransGo |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Gen 1 covers 2009 through the mid-2013 build; Gen 2 started appearing during 2012 and 2013. Go by the vehicle build date and the valve body, or send us your year and VIN and we will confirm before you order.
No. The Gen 1 kit uses a drop-in bushing and valve in the original solenoid regulator bore. Reaming applies to the Gen 2 kit.
If the D2 checkball has blown through the separator plate, yes, because the kit supplies a new plate. If the 3-5-R clutch or its wave plate is burned or broken, those parts must be replaced too.
Only if one tests bad electrically or is stuck. Many solenoid performance codes in this transmission come from incorrect feed pressure, which the kit repairs.
Refill with Mercon LV only, check the level at operating temperature, then reset adaptive learning with a scan tool and road test through all six gears.
