Replaces the failure-prone 6R80 lead frame (conductor plate) that triggers P0700/P2701 limp mode and gear hunting on Ford F150, Mustang, and Expedition.
If your F-150 suddenly takes off in a high gear, the wrench light comes on, the speedometer falls to zero and the odometer turns to dashes, the 6R80 lead frame is the first suspect. This kit is built for that repair on the F-150 and its 6R80 siblings: a new lead frame that replaces 926-149 and Ford AL3Z-7G276-A, -B and -D, plus the round valve body connector (6L2Z-7G276-AA), the valve body seal (AL3Z-7F401-A) and a filter with pan gasket (FT-188, BL3Z-7A098-A). Everything that gets disturbed on this job is in the box, so the pan only comes down once.
Ford calls it the molded leadframe. It is a plastic carrier that bolts to the top of the main control (valve body) with six long bolts and acts as the wiring bridge between the case connector and the solenoids. Molded into it are the sensors the powertrain control module relies on to run the transmission: the turbine and output shaft speed sensors, the transmission range sensor that reads the manual valve, and the fluid temperature sensor. The PCM compares turbine speed to output speed to calculate gear ratio, so when one of those signals drops out it no longer knows what gear it is in and defaults to a protective strategy.
Ford documented this exact pattern in TSB 13-6-8 for 2011-2013 F-150 trucks built on or before April 8, 2013, and later extended coverage on the molded leadframe for 2011-2013 F-150 under Customer Satisfaction Program 19N01. That coverage ran 10 years or 150,000 miles from the warranty start date, so on almost every truck it has now expired, but a Ford dealer can confirm with your VIN in a few minutes.
Read codes with a scan tool that shows PCM transmission data, not just a basic code reader. Watch the turbine speed and output shaft speed PIDs on a drive: a lead frame fault shows a speed reading that drops to zero or jumps while the truck is clearly moving. Check the external connector at the case for green corrosion or a pushed-back pin before condemning internal parts. On a 2011-2013 F-150, also make sure the 19S07 PCM software update for the sudden downshift into first gear has been done, since Ford required it before the leadframe repair. Our 6R80 F-150 shift problems guide walks through separating a sensor fault from a worn valve body or a slipping clutch.
Listed for the Ford 6R80 in the 2010-2020 F-150, 2017-2020 F-250 and F-350 Super Duty, 2012-2017 Expedition, 2012-2017 Navigator, 2011-2017 Mustang and 2015-2019 Transit 150/250/350. The 6R80 was revised several times over that span, so compare the part number on the lead frame you remove to the numbers above, or send us your year, model and VIN and we will check it for you. The 2009 F-150 is not on the listed fitment. Browse the rest of the 6R80 parts collection for matching valve body and solenoid parts.
Drain and drop the pan, pull the filter and unplug the internal connector, then remove the main control assembly per the workshop manual. Ford's procedure is short from there: remove the six long bolts, lift the old frame off, set the new one on with the range sensor pin engaged in the manual control valve, and tighten the six bolts to 53 lb-in (6 Nm) in sequence. Transfer your solenoids, fit the new connector and valve body seal, reinstall the main control, then the new filter and pan gasket. Refill with Mercon LV, check level hot, clear codes and run the adaptive relearn drive. If the solenoids are original and the truck had shift quality complaints before the frame failed, swap in a 6R80 solenoid kit while everything is apart, and if your steel pan is rusted or leaking at the flange, the aluminum 6R80 pan kit fixes it for good. For worn bores and line pressure complaints, start with the 6R80 valve body testing guide.
| Fits | Ford 6R80: 2010-2020 F-150, 2012-2017 Expedition, Super Duty, Mustang, Transit, Navigator |
| Replaces OE | 926-149, AL3Z-7G276-B, AL3Z-7G276-D, AL3Z7G276A |
| Includes | Lead frame with range sensor, valve body connector, valve body seal, filter and pan gasket |
| Connector OE | 6L2Z-7G276-AA |
| Filter OE | FT-188, BL3Z-7A098-A |
| Ships | From the USA |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
That symptom, with the wrench light, zero speedometer and P0720 or P0722, is the condition Ford tied to the molded leadframe in TSB 13-6-8 and CSP 19N01. Confirm the codes and the speed sensor readings first, then replacing the lead frame is the repair Ford specified.
Not for a lead frame failure. Ford's bulletin states solenoid replacement is not required for this procedure, so you can move your existing solenoids over. Replace them only if they were already causing shift quality problems.
The lead frame with its built-in sensors, the round valve body connector (6L2Z-7G276-AA), the valve body seal (AL3Z-7F401-A), and a filter with pan gasket (FT-188, BL3Z-7A098-A). You still need Mercon LV fluid for the refill.
Ford's leadframe procedure has no module programming step. Clear the codes and let the PCM relearn shifts through normal driving or a scan tool adaptive relearn. On 2011-2013 F-150 trucks, make sure the 19S07 PCM update was already done.
CSP 19N01 extended leadframe coverage on 2011-2013 F-150 to 10 years or 150,000 miles from the warranty start date. That window has closed on nearly every truck, but a dealer can check your VIN for open coverage before you pay for the repair.
Ford allowed 2.2 hours of labor for the leadframe replacement. Expect longer at home, mostly spent draining fluid and carefully removing and reinstalling the main control assembly.
