6R80 Clutch Drum, used and ready to install. Fits the 6R80. Ships fast from the USA.
A 6R80 that flares on the 3-4 shift, hunts between 4th and 5th, or slips once it reaches 5th or 6th on the highway is usually pointing at the overdrive clutch, called the E clutch. This part is a used OEM Ford overdrive E clutch drum, interchange number 49550C, described as the 6-clutch version with the step and a two-ring input shaft. It fits the 6R80 and its smaller 6R60 sibling and carries a 1-year warranty. It suits F-150, Expedition, Navigator, Mustang and Explorer owners or builders whose old drum failed inspection.
GEARS Magazine's guide to the 6R80 assigns the E clutch to 4th, 5th and 6th. It is the clutch that sends input speed straight to the rear planetary carrier, which is how the transmission gets direct drive and the two overdrive ratios. The E drum is built on the input shaft. Apply oil comes in through the sealing rings on that shaft, fills the cavity behind the piston and clamps the pack. A crack in the piston or housing does not always leak enough to fail a quick air-check. Instead it lets pressure fall off under load, so the clutch slips at high input torque and high speed.
Transmission Digest published an ATSG case on a 2014 Expedition that kept slipping in 5th. The E plates were only slightly burned and the drum passed at first. The real fault was a cracked 4-5-6 piston, found on the third teardown. The same writeup notes this failure usually shows on the shift into 4th rather than 5th. Do not stop at an air-check: crack-check the piston and housing under magnification. Rule out the cheaper causes too. In an ATRA case with code P0771, a 6R80 that neutralized on the 3-4 shift had a clean pan and a good E clutch, and a valve body fixed it. Our 6R80 3-4 clutch failure guide walks the full sequence, and the Expedition shift problems guide covers the 5.4L trucks where this case came from.
The 49550C drum is listed for the 6R60 and 6R80. Ford used more than one E drum and input shaft arrangement, so match three things to your old part before installing. The pack should hold six frictions, the housing should have the step, and the input shaft should carry two sealing rings. If any of those differ, or you cannot tell, send us your year and VIN and we will confirm. For the B clutch side, see the 6R80 direct B clutch drum, and browse the rest of the unit on our 6R80 parts page.
Inspect the ring lands on the input shaft and the bore of the stator support they seal against. A worn support will leak E pressure no matter how good the drum is. Fit new sealing rings, new piston seals and new E frictions and steels. The 6R80 master rebuild kit covers those soft parts and frictions. Air-check E alone, then apply air to A and E together while turning the output shaft by hand. That is the ATRA check that caught stripped rear planet splines in the P0771 case. If you feel grinding, you need a 6R80 planetary as well. Set pack clearance to the service manual figure, refill with Mercon LV, and complete the adaptive relearn drive cycle.
| Fits | 6R80 |
| Part type | Clutch Drum |
| 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.
Both names describe the same part. It is the overdrive E clutch drum, built on the input shaft. Rebuilders often list it as the input drum.
They are the identifying details of this version: a pack of six frictions, a stepped housing, and two sealing rings on the input shaft. Match all three to your old drum before installing.
This 49550C drum is listed for both the 6R60 and 6R80. Compare it to your original or send us the year and VIN to confirm.
Yes. An ATSG case in Transmission Digest found a cracked 4-5-6 piston only on the third teardown after it passed earlier checks. Crack-check the piston and housing under magnification.
Plan on installing new E frictions, steels and seals with this used drum. A master rebuild kit supplies the soft parts.
