Automatic Transmission Assembly for 2014-2019 Ford & Lincoln

A quick look at your own vehicle makes sure the right transmission shows up:

• Verify the transmission identification tag on top of the current case matches DA5P-7000-EB.
• Confirm the vehicle is All-Wheel Drive (AWD) by checking for a rear driveshaft and PTU.
• Confirm the engine is a 3.5L naturally aspirated or 3.7L V6 (not a 3.5L EcoBoost twin-turbo or 4-cylinder).
• Verify the axle ratio is 3.65 (check the Axle code on the driver's door jamb sticker).
• Check the driver's door jamb sticker under 'TR' to confirm the code is 'C' (designating the 6F55).

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• Engine support bar
• Transmission jack
• Subframe alignment pins
• Professional diagnostic scan tool (Ford IDS or FORScan with OBDLink EX cable)

Budget for these consumables at install:

• Motorcraft MERCON LV ATF (approx. 11.6 quarts for dry fill)
• PTU Fluid: 75W-140 Gear Oil
• Torque converter input seal
• CV axle seals
• PTU input/output seals
• Solenoid filter plate (Part # 25016A) and side cover gasket (Part # 7T4Z-7F396-A) if opening side cover
• Transmission cooler line flush (heated flush or replacement of cooler if previous unit had internal metal debris)

What your vehicle’s computers will need after the swap:

What’s involved: Solenoid Strategy Programming and TCM Adaptive Relearn

You must record the 13-digit Solenoid Body Strategy code and 7-digit Solenoid Body ID code from the tag on top of the transmission case before installation. These codes must be programmed into the vehicle's PCM using a compatible scan tool (such as Ford IDS or FORScan). Skipping this step will cause immediate harsh shifting, slipping, and permanent clutch damage.

Pro tips for a smooth first start-up — hand them to whoever does the install:

• Torque Converter Seating: Ensure the torque converter is fully seated onto the input shaft and front pump gears (must feel 3 distinct drops/clicks). Tightening bellhousing bolts with an unseated converter will shatter the transmission pump.
• PTU Spline Alignment & Lubrication: Clean and apply high-temperature, water-resistant grease to the splines connecting the transmission to the PTU to prevent rust-welding.
• Subframe Alignment: Use alignment pins when reinstalling the lowered front subframe to prevent throwing off steering geometry and wheel alignment.
• Fluid Level Checking Procedure: There is no traditional under-hood dipstick. Check fluid level via the short dipstick/leveling plug on the side of the transmission case while the engine is running, the vehicle is level, and the fluid is at operating temperature (180°F - 200°F).

Easy to get right once you know them:

• Skipping the Solenoid Strategy Update: Driving the vehicle without programming the 13-digit strategy code into the PCM, leading to immediate harsh shifting and clutch failure.
• Reusing the Old Torque Converter: Reusing a contaminated converter which flushes metal shavings and debris into the replacement transmission.
• Mixing up the 6F50 and 6F55: Accidentally ordering a lighter-duty 6F50 from a naturally aspirated 3.5L Explorer instead of the heavier-duty 6F55.
• Using Bellhousing Bolts to Pull the Transmission In: Forcing the transmission and engine block together with bolts when the torque converter is not fully seated.
• Reusing a Contaminated Cooler: Failing to properly flush or replace the transmission cooler after an internal mechanical failure.
• Ignoring the PTU: Forgetting to replace PTU seals and fluid while the unit is out of the vehicle.

Not issues with the units on this page — the manufacturer documented these for every transmission of this family, wherever you buy one. Handy for your installer: