6R60 Overhaul Kit 2006, new and ready to install. Fits the 6R60. Ships fast from the USA.
The 2006 model year is where the Ford 6R60 story starts. It was the first year the six-speed went into the redesigned Explorer and Mercury Mountaineer with the 4.6L V8, and twenty years on, a first-year unit is usually running on its original piston seals and sealing rings. If your 2006 Explorer or Mountaineer V8 now drips fluid under the transmission, sits for a beat before it takes Drive or Reverse on a cold morning, or slips once it is hot and loaded, this Precision overhaul kit is the reseal set for rebuilding that early 6R60.
Ford produced the 6R60 itself starting in 2006 under its agreement with ZF, and it is a near copy of the ZF 6HP26. Six forward speeds come from a Lepelletier geartrain (one simple planetary set feeding a Ravigneaux-type set) controlled by five clutch packs: three driving clutches, A, B and E, and two brake clutches, C and D. The 2006 unit has no one-way clutch; Ford did not add one until the 2011 redesign of the later 6R80, so every shift in a first-year 6R60 is a timed hand-off between two clutch packs. That makes the job of each seal critical. A piston seal that has gone hard lets its pack fill slowly, and a worn Teflon sealing ring on a drum or the input shaft bleeds off apply pressure, so the shift overlaps badly and the pack slips. The overhaul kit replaces those piston seals, sealing rings, O-rings and gaskets throughout the unit, plus the external seals that cause leaks.
Start with the fluid level checked hot and by the factory method, because a 6R60 that is a quart low slips just like a worn one. Then scan for codes. The 6R family puts its solenoids and sensors on the valve body, and a drifting solenoid will produce a shift complaint that no amount of new rubber will cure. Our 6R family common problems guide lays out the electrical checks, and the shift problems diagnosis guide separates hydraulic slip from a timing or solenoid fault. If the circuits are electrically clean and the unit still leaks or engages late, it is time for this reseal.
This listing is for the 6R60 as built for 2006, which in the US means the Explorer and Mountaineer with the 4.6L V8; the V6 versions of those SUVs used a five-speed, so check the transmission tag on the case before you order. The early 6R60 is easy to tell from a 6R80 once it is apart: Transmission Digest notes its pump stator support carries a front bushing, its input shaft has a matching bushing journal, and the input runs two sealing rings where a 6R80 runs three. Ford also superseded the original 6R60 pump (6L2Z-7A103AA) to a later number, and other parts changed through the run, so lay the old seals and rings next to the new ones as you go. If your build is a 2007 or later, or you are not sure, send us your year, model and VIN and we will match it. The 2007-2008 6R60 overhaul kit covers the next years, and every part for the family is on the 6R60, 6R75 and 6R80 collection page.
| Fits | 6R60 2006 |
| Part type | Overhaul Kit |
| Condition | New |
| Brand | Precision |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. In 2006 the six-speed 6R60 went behind the 4.6L V8 in the Explorer and Mountaineer. The V6 models used a five-speed automatic, so read the tag on the transmission case to confirm you have a 6R60.
An overhaul kit is the sealing package: piston seals, sealing rings, O-rings and gaskets. If your frictions are glazed or burnt, choose the 6R60 kit with clutches or buy frictions and steels separately.
Not as a straight swap. The 6R60 input shaft carries two sealing rings where the 6R80 carries three, and the pump stator support differs. Order a kit for your exact unit or send us your VIN to match it.
Plan on a filter and pan gasket, and inspect the overdrive clutch hub, input planet and bushings. Ford upgraded the original welded overdrive hub to a two-piece steel design after failures, so it is worth checking on a first-year unit.
Yes. Reset the transmission adaptive values with a scan tool and drive through several full shift cycles so the controller can relearn clutch fill times on the fresh seals.
