Complete master rebuild kit for the Ford 6F50 and 6F55 six-speed automatic: friction plates, steels, overhaul gasket and seal set, and O-rings.
This master rebuild kit covers the Ford 6F50 and its heavier-duty twin, the 6F55, across 2007-2020 production. Those are the six-speed front- and all-wheel-drive transaxles behind the 3.5L, 3.5L EcoBoost and 3.7L V6 in the Explorer, Edge, Flex, Taurus and Taurus X, and in the Lincoln MKZ, MKS, MKT, MKX and Continental. If you are chasing a slipping gear, a flare on one shift, a soft or late Reverse, or you already have the unit apart with burnt clutch material in the pan, this kit supplies the wear parts for a full overhaul.
Hard parts, bushings and the torque converter are not included.
Ford named the five clutches in this family by the gears they work in: forward (1-2-3-4), direct (3-5-R), overdrive (4-5-6), intermediate (2-6) and low/reverse. Every shift is a clutch-to-clutch handoff, with one clutch releasing as another applies under computer control. Because of that, the symptom usually tells you which pack is in trouble. A 2-3 flare points at the direct clutch picking up late, a slipping 2nd and 6th points at the intermediate clutch, and a slow Reverse engagement involves the direct and low/reverse clutches. The 6F55 is the same design built to handle the extra torque of the EcoBoost V6, which is why one kit can serve both.
A clutch that is slipping because of low apply pressure will burn new frictions just as fast as the old ones. Sonnax lists oversized regulator valve kits for the 6F50 and 6F55 to cure 2-3 flare, 1-2 and 5-6 flare, and burnt clutches caused by worn valve body bores. Before you pull the transaxle, check the fluid level and condition, scan for codes, and read our Ford six-speed problems guide for the valve body and solenoid faults that look like clutch failure.
The listing covers the Ford 6F50 and 6F55 in 2007-2020 Explorer, Flex, Edge, Taurus, Taurus X, Lincoln MKZ, MKS, MKT, MKX and Continental. Ford ran several updates to this family over those years, and Sonnax notes that early and late valve bodies look almost identical but do not interchange. Count the frictions and steels in each pack as you tear down and compare them with the kit before you start assembly. Position 8 of the code on the driver's door pillar tag identifies the unit: J is a 6F50 and C is a 6F55. If you would rather we check, send your year and VIN. For a Generation 1 unit that needs new steels and pistons as well, see our 2007-2012 6F50 super master kit, and find the rest of the parts in the 6F35 and 6F50 collection.
While the unit is apart, a reworked or replacement 6F50 valve body protects the new clutches, and a scored pump is worth replacing with a 6F50 pump before it costs you the rebuild.
| Type | Automatic transmission master rebuild (overhaul) kit |
| Transmission | Ford 6F50 / 6F55 six-speed FWD and AWD transaxle |
| Years | 2007-2020 |
| Fits | Ford Explorer, Flex, Edge, Taurus, Taurus X; Lincoln MKZ, MKS, MKT, MKX; Continental |
| Includes | Friction clutch plates, steel plates, overhaul gasket and seal set, pistons, lip seals, sealing rings, O-rings |
| Does not include | Hard parts, bushings, or torque converter |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes. The 6F55 is the heavier-duty version of the 6F50 used behind higher-torque engines such as the 3.5L EcoBoost, and the listing covers both. Compare clutch counts during teardown, since Ford updated the family over the years.
Hard parts such as drums, planetaries and the pump, plus bushings and the torque converter. Reuse yours only if they measure good; otherwise replace them while the transmission is apart.
The valve body spacer plate changed over the production run, and kits include gaskets for more than one version. Lay each gasket over your plate and use the one whose holes match exactly.
You can, but once the case is open the labor is the same, and burnt material from one pack contaminates the others. A full kit lets you renew every pack and seal at once so the unit is consistent.
Reset the transmission adaptive values with a capable scan tool, then drive gently through all gears several times so the computer can relearn clutch fill. Shift quality improves over the first few drive cycles.
