All seven shift, pressure control and TCC solenoids for the early Ford 6F35 valve body in 2008-2011 Escape, Fusion, Mariner and Tribute.
This is a complete set of seven new solenoids for the first-generation Ford 6F35 six-speed, the automatic behind the 2.3L, 2.5L and 3.0L V6 engines in the early Ford Escape, Mercury Mariner, Mazda Tribute and Ford Fusion. People land on this part with a familiar list: a hard 1-2 or 2-3 shift, a flare between 3rd and 4th or 4th and 5th, a car that drops into a fixed gear and lights the check engine lamp, or a shudder at highway speed that a fluid change did not cure. Every solenoid comes with its colored O-rings and inlet screen already fitted, so the set drops straight into the valve body.
The 6F35 has no mechanical shift valves that respond to throttle or road speed. The transmission computer decides every shift and carries it out through seven solenoids sitting in the valve body: the shift solenoids that apply and release the clutches, the line pressure (EPC) solenoid that sets the pressure everything else works from, and the torque converter clutch solenoid. A shift is a hand-off between two clutches, so one sticking or weak solenoid usually spoils a pair of shifts rather than just one. Sonnax notes that the first-generation 6F35 solenoid body had no damper assemblies on its solenoid circuits, only a single rubber damper on the 1-2-3-4 (SSA) output, which makes the early unit sensitive to solenoid output that has gone erratic.
On these early cars, the external harness is a frequent impostor. A wire can fracture inside its insulation right at the transmission connector and set solenoid codes on a healthy unit, so wiggle-test the harness at the connector with a meter on the circuit that set the code. Next look at the fluid: dark, burnt Mercon LV causes slip and shudder on its own. Our 6F35 problems guide walks through that order, including the worn solenoid pressure regulator bore that will make even new solenoids misbehave. If the codes follow specific circuits, the harness tests good and the fluid is clean, the solenoids are the logical next step.
The listing covers 2008-2011 Ford Escape and Mazda Tribute (2.3L, 2.5L, 3.0L V6), 2009-2011 Ford Fusion (2.5L, 3.0L V6) and 2009-2011 Mercury Mariner, and the same set fits the 6F15 version of the unit. One honest caveat: the 6F35 went into these models around the 2009 model year, so a 2008 that still has a four-speed automatic will not take this kit. Sonnax identifies first-generation 6F35 valve bodies by the casting numbers 9L8P or BL8P-7A100 on the main valve body, solenoid body and lead frame; check for one of those before ordering. Later units built from 2013 use different solenoids and the one-piece CV6Z-7G391-A solenoid pack, and the generations do not interchange. If you are unsure, send us your year and VIN and we will check it. Everything else for this unit is on our 6F35 parts page.
Want a remanufactured original set instead of new? Compare it with the 2008 6F35 solenoid kit.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. It is for first-generation 6F35 valve bodies cast 9L8P or BL8P-7A100. Units built from 2013 on use different solenoids and a one-piece solenoid pack, and the two generations do not interchange.
Not always, but on a high-mileage early 6F35 it is the usual approach. The solenoids have seen the same heat and fluid, and when one is worn the others are rarely far behind. Doing them together means one teardown instead of two.
Mercon LV. Ford's fluid chart lists it for every 6F35 application. Do not use a universal multi-vehicle ATF in this transmission.
Yes. Clear the stored codes and reset the transmission adaptive shift values, then drive the car through all six gears so the computer relearns clutch fill times. Skipping it can leave harsh or soft shifts for a while.
Check the external harness at the transmission connector for a broken wire, and have the solenoid pressure regulator bore inspected. A worn bore starves the solenoids of steady feed pressure, and new solenoids cannot make up for it.
