6R75 Sprag Clutch 2005, used and ready to install. Fits the 6R75. Ships fast from the USA.
The 6R75 sits behind the 5.4L V8 in full-size Ford Expedition and Lincoln Navigator SUVs, trucks that spend their lives towing campers and boats. When one of those starts slipping in certain gears, banging into reverse or flaring on a loaded upshift, and the teardown turns up a damaged clutch housing, a good used OEM drum is the cheapest way to get the unit back together. That is what this listing is. It is titled as a sprag, but the photo shows a used clutch drum: a lugged outer shell built onto a center hub, a separate round mating plate with internal teeth, and the snap ring that retains it. It carries a 1-year warranty and ships from the USA.
The 6R75 is one of Ford's names for the ZF 6HP26 six-speed, the same design as the 6R60 and 6R80. GEARS Magazine lists its working parts as a lockup converter, three driving clutches (A, B and E), two brake clutches (C and D) and a Lepelletier gear train. There is no freewheel in the early design: GEARS notes that before 2011 the D clutch stays applied through all of first gear, and only the 2011 and later 6R80 gained a one-way clutch in the rear planetary. So in a 6R75, the rotating drums do the work a sprag would do elsewhere. Each drum holds a pack of frictions and steels, carries the apply piston in its bore, and receives oil through sealing rings on its hub. If the shell cracks, the splines notch or the ring lands wear, pressure leaks off and that clutch slips.
Drums are rarely the first suspect on this family. A sticking solenoid, worn valve body bore or lead frame fault can rob a clutch of pressure and feel identical, which is why our Expedition shift problems guide walks through scan data and electrical checks first, and the Navigator common problems guide covers what fails on the Lincoln. Note which gears slip and match them to the clutch that is common to those gears. Once the unit is apart, air-check each circuit and inspect the suspect drum around the piston bore and spline lugs for cracks, then look at the bushing and sealing ring lands. A drum with a crack or a stepped ring land must be replaced; new seals will not save it.
The listing is labeled 6R75 2005. GEARS dates Ford's first use of the ZF 6HP26 to the 2005 Expedition and Navigator with the 5.4L engine, which is where the year in the title comes from. The 6R75 name covers those 5.4L SUVs until the 6R80 took over. Ford made running changes inside this family, and the listing does not state which clutch position this drum is or a part number. Put your old drum beside the photo and match the shell height, lug pattern, internal tooth count on the mating plate, and the hub sealing ring grooves before you order. If you are unsure, send us your year and VIN or the case tag. The full range of hard parts is in our 6R75, 6R60 and 6R80 parts collection.
| Fits | 6R75 2005 |
| Part type | Sprag Clutch |
| Condition | Used |
| 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.
No. The photo shows a used clutch drum with its center hub, a mating plate and a snap ring. The 6R75 has no sprag; Ford only added a one-way clutch to the rear planetary of the 2011 and later 6R80.
The 5.4L V8 Ford Expedition and Lincoln Navigator, the first Fords to get the ZF 6HP26 design in 2005. Confirm with the tag on your transmission case or send us the VIN.
The listing does not state it. Compare the shell height, lug pattern and hub ring grooves with the drum you removed. If they do not match exactly, do not install it.
New piston seals, sealing rings, frictions and steels for that pack at minimum. Most builders do a full overhaul kit and filter at the same time, since the unit is already apart.
Fill with MERCON LV, check the level hot at the fill plug, clear the adaptive tables with a scan tool and drive through every gear so shift timing relearns.
