6R80 Valve Body 2007-2010, remanufactured and ready to install. Fits the 6R80. Ships fast from the USA.
If you're chasing harsh shifts, a slipping gear, or a torque converter shudder on an early 6R80 - anything from the 2007 through 2010 production run - the valve body is the most common cause once the transmission has racked up real miles. This remanufactured OEM valve body is built to the early 6R80 casting and solenoid calibration, covers the 2007-2010 range, and ships with a 1-year warranty.
The valve body is the hydraulic and electrical switchboard of the 6R80. Line pressure from the pump travels through its bores and spool valves to apply each clutch pack and band, and the shift solenoids, pressure control (EPC) solenoid, and torque converter clutch solenoid bolted to the casting are what the powertrain computer fires to time every shift and manage lockup. Every 6R80 built in this early run uses Shift Solenoid E, the transmission's only on/off solenoid, in its original 10.5 ohm design with a tan snout connector (Ford part 6L2Z-7G484-AA) - Ford did not move to the later 18 ohm design until production reached November 2010, so anything in the 2007-2010 range uses the earlier calibration.
That last pattern is common on units this old: the bores the spool valves ride in wear enough to leak pressure even after a fresh solenoid goes in. Sonnax sells a zip kit built specifically to reseal the main line, solenoid regulator, reverse, and clutch control circuits on a worn 6R80 casting, which is usually cheaper than a full rebuild and a good sign the casting, not the solenoid, is the real problem.
Pull codes first, but on an early 6R80 a hard slip or a recurring solenoid code after a solenoid has already been swapped once both point at the casting rather than the part bolted to it. Check the lead frame and its connector too - it carries the ATF temperature sensor and solenoid wiring, and on a transmission this old, corroded or worn pins there can mimic a valve body fault. Our 6R80 valve body testing guide walks through separating the two before you order a part.
This valve body is built to the early 6R80 casting and the pre-November 2010 Shift Solenoid E calibration used through the 2007-2010 range. If your truck is a 2009 or 2010 F-150 or Expedition, fitment is straightforward; if you're working from an earlier build date, match your old unit's casting number and connector, or send your VIN, before ordering. Every other 6R80 valve body year we carry is grouped on the 6R80 parts page.
Change the fluid and filter at the same time, using a fresh filter and pan gasket kit, so debris from the old unit does not circulate through the new solenoids. If the lead frame or its connector plate shows corrosion, replace the lead frame conductor plate kit while the pan is down rather than reusing a 15-plus-year-old harness. Torque the valve body bolts in the sequence Ford specifies, refill with Mercon LV ATF, and run the adaptive shift relearn with a scan tool once it's back together. If the transmission was already slipping hard, check the clutch packs against an overhaul kit rather than assuming the valve body alone fixed it.
| Fits | 6R80 2007-2010 |
| Part type | Valve Body |
| Condition | Remanufactured |
| 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.
It's cataloged for the 2007-2010 range. If your truck is a 2009 or 2010 F-150 or Expedition, fitment is straightforward; for an earlier build, match your old unit's casting number or send your VIN before ordering.
Yes, it's remanufactured and bench-checked with the solenoids installed, built to the original pre-November 2010 Shift Solenoid E calibration used across this range.
That pattern usually means the bores the spool valves ride in have worn enough to leak pressure even with a good solenoid. A full valve body replacement, like this one, is the fix; a Sonnax zip kit can reseal a casting that's only moderately worn.
A 1-year warranty. It's OEM sourced and remanufactured, not a used take-off.
No reflash is required for a straight valve body swap. Run the adaptive shift relearn with a scan tool, or let it relearn over several drives.
The lead frame and connector plate, which carries solenoid wiring and the ATF temperature sensor - corrosion there can mimic a valve body fault on a 15-plus-year-old unit.
