Ford 6F35 transmission problems: Escape and Fusion

TSS parts for the 6F35 transmission: second-generation filter, friction plates and left axle seal

In short

The 6F35 is Ford's 6-speed automatic: it's in the 2009 to 2019 Escape and the 2010 to 2020 Fusion with the 2.5, 3.0 V6 and 2.0 EcoBoost engines; the 2008 Escape is a 4-speed.
It has two generations that don't interchange: 2009 to 2012, with a dipstick, and 2013 on, without one.
Ford's US bulletins mainly document left axle seal leaks, harsh reverse, 3rd and 5th from shift solenoid B, and being stuck in 1st and reverse with code P07A9.
It's not a PowerShift or a CVT; it's a cousin of GM's 6T40, but they don't share the valve body or solenoids.
The recalls with the most vehicles in Mexico were for the shift cable bushing, not the transmission internals; it takes Motorcraft MERCON LV.

If you have a 2009 to 2019 Ford Escape or a 2010 to 2020 Fusion with an automatic, it most likely has the 6F35, Ford's 6-speed automatic. We explain which models have it in Mexico, how to tell whether yours is a first- or second-generation unit, which failures Ford documented in its bulletins, which codes it sets, what fluid it takes, which recalls there were and which TSS parts are replaced.

What is the 6F35?

It's Ford's 6-speed front-drive automatic, with a torque converter. In May 2008, Ford announced it would debut in the 2009 Escape and Mercury Mariner, replacing the 4-speed, and that it was built at its Van Dyke plant in Michigan. The Fusion got it in 2010, with the 2.5 and the 3.0 V6. The computer that controls it is outside the transmission: Ford describes a single module (PCM) for the engine and transmission, and several of its fixes are reflashes.

It's not a PowerShift or a CVT. The PowerShift is the dual-clutch transmission in the Focus, Fiesta and the 2013 to 2017 EcoSport sold in Mexico, covered in our PowerShift guide, and the only Escape and Fusion models with a continuously variable transmission (eCVT) are the hybrids. The 6F35 is a cousin of Chevrolet's 6T40 and 6T45, as Sonnax puts it: Ford and GM developed their front-drive 6-speeds together. They share some seals, bushings and clutch plates, but the valve body, solenoids and calibration are different.

Which Escape and Fusion models have it in Mexico?

Model (Mexico)	Automatic transmission
Escape, 2001 to 2008	CD4E 4-speed: not a 6F35
Escape 2.5 and 3.0 V6, 2009 to 2012	First-generation 6F35
Escape 2.5 and 2.0 EcoBoost, 2013 to 2019	Second-generation 6F35
Escape, 2020 and later	8-speed (2.0 EcoBoost) or eCVT (hybrid): not a 6F35
Fusion, 2006 to 2009	5-speed with the 2.3 (FNR5) or the Aisin 6-speed with the V6 (AWF21): not a 6F35
Fusion 2.5 and 3.0 V6, 2010 to 2012	First-generation 6F35
Fusion Sport 3.5 V6, 2010 to 2012	Aisin AWF21 6-speed: not a 6F35
Fusion 2.5 and 2.0 EcoBoost, 2013 to 2020	Second-generation 6F35; 2019 and 2020 with the 2.0 only
Mercury Mariner 2009 to 2011 and Milan 2010 and 2011	First-generation 6F35, like the Escape and Fusion
Edge 2.0 EcoBoost, up to 2018	6F35; the V6 models use the 6F50 or 6F55, and from 2019 it's an 8-speed
Lincoln MKC, 2015 to 2019	6-speed: the 6F35, per Ford in the US
EcoSport 2.0 automatic, 2018 and later	6-speed: probably the 6F35, but Ford doesn't publish the name
Focus (every Mexican model)	No: it uses the 4F27E until 2011 and the PowerShift from 2012 to 2018

Ford Mexico spec sheets only say "6-speed automatic" (with SelectShift): we inferred the unit name from Ford's US documents for the same engines and years. For 2009, the automatic Escape we found is the V6; that year's XLS I4 was a manual. For the 2010 Fusion we only found the Sport 3.5 V6 spec sheet, and none for the Lincoln MKZ; in the US, Ford used the 6F35 in the 2.5 and 3.0 Fusion from 2010 and in the MKZ 2.0 EcoBoost from 2013.

In the US, the Escape and Fusion were also sold with 1.6 and 1.5 EcoBoost engines with this transmission, which don't appear in Mexican spec sheets, and the 4-cylinder Explorer, Transit Connect and Mazda Tribute also use it. The 6F15 is the small unit Ford pairs with the 1.0 EcoBoost (US Focus and EcoSport); we found no Mexican application.

First or second generation?

The generation matters when buying parts. Per Sonnax, first-generation (2009 to 2012) and second-generation (2013 on) units aren't interchangeable: the solenoid strategy and valve body change. Transmission Digest adds that from 2013 the pump is higher-volume, for the turbo engines, and that neither it nor its filter interchanges with the earlier ones. That's why there are different filters and overhaul kits for each.

Year: 2009 to 2012 is first generation; 2013 on, second. Shops call 2013-and-later units with an auxiliary electric pump for engine start-stop "third generation", like the Mexican 2018 and 2019 Escape EcoBoost, which has that system.
Dipstick: first-generation units have a fluid dipstick; from 2013 they don't, per Ford's owner's manuals.
Label code: the certification label on the driver's door jamb has a "TR" field with the transmission code; that year's Ford owner's manual explains how to read it.
Valve body: per Sonnax, the casting number starts with 9L8P or BL8P on first-generation units and CV6P on second-generation ones, and it's repeated on the lead frame.

Leaking fluid on the left side

It's the best-documented failure. In a 2016 US bulletin, Ford explains that the left halfshaft seal can leak because the case bushing wears, on 2009 to 2014 Escape, 2010 to 2014 Fusion and other 6F35 models built through October 14, 2013. Ford's repair replaces the bushing, which has a Teflon coating, along with the seal, and checks the halfshaft for metal transfer where it rides in the bushing. If only the seal is replaced and the bushing is still worn, the leak can come back.

Harsh reverse, 3rd and 5th

In a 2017 US technical message, Ford describes harsh reverse engagements and harsh or delayed shifts into and out of 3rd and 5th, with no codes, on 6F35 units built in 2014 and 2015: the cause was a mechanically binding shift solenoid B (SSB). The repair is to clean the valve body and solenoid body, replace the SSB with one with the same band number (the calibration printed on the solenoid) and clear the adaptive tables.

On first-generation units, per Sonnax, a flattened rubber damper in the 1-2-3-4 clutch circuit can cause a harsh or double-bump engagement into Drive and a downshift clunk. On the 2009 Escape, Ford tied codes P0770 and P0772 to P0774, for the shift solenoid E circuit, to erratic shifts and harsh engagements.

Harsh shifts can also be calibration: in the US, Ford released reflashes for the 2016 Escape not upshifting after a downshift with cruise control on, and for the 2016 Escape and Fusion with delayed engagement or shudder on a drive-to-reverse shift. After a battery disconnect or a repair, the transmission relearns: Ford warns that shifts may feel firmer for several days. Sun Transmissions explains why transmissions need to relearn.

The first shifts of the day

On the 2009 and 2010 Escape and the 2010 Fusion, Ford issued a US bulletin for a harsh 1-2 shift or a 2-3 flare on the first shifts of the day, and harsh engagements, mostly into reverse, with no codes: the fix was setting the fluid level at 85 °C (185 °F) to the top of the hash marks and reflashing the computer. On 2013 to 2016 models, by contrast, Ford considers a 2-3 hesitation on the first shifts after a long engine-off period normal, because part of the fluid drains back.

Only first and reverse

If it won't upshift, has only 1st and reverse and sets codes P07A9 and P0767, a 2014 US Ford technical note (2013 and 2014 Escape, Fusion, Edge and others) says P0767 should be disregarded when it comes with P07A9. P07A9 indicates an internal mechanical fault in the low one-way clutch or the low/reverse clutch: it's not a shift solenoid or valve body issue, so the transmission has to come apart.

P0735 and valve body wear

On the 2009 and 2010 Escape and the 2010 Fusion, Ford ties code P0735 to a worn solenoid pressure regulator valve bore in the valve body: if it has never been replaced, Ford calls for a new valve body. Sonnax links wear of that valve to erratic solenoid control, and wear of the converter clutch regulator to overheated fluid and converter clutch lining damage.

A tip for the shop: per Transmission Digest, the 6F35 valve body uses bolts of two lengths. If a long bolt ends up in a short-bolt hole, it goes through the case into the 1-2-3-4 clutch, and then Drive engagement, launch and the 4-5 and 5-4 shifts suffer, sometimes not right away.

The lead frame and the solenoids

The lead frame (TSS sells it as the "tarjeta conectora", or connector board) is the plastic part with the circuits that connect the solenoids to the transmission connector. A 2014 US Ford technical note explains that, after diagnosis, a solenoid, the bulkhead harness or the lead frame can each be replaced without replacing the whole solenoid body, and that the new solenoid must have the same band as the original. Per Sonnax, first- and second-generation lead frames are different.

If the whole solenoid body is replaced, Sonnax explains that the new one's strategy file must be loaded into the computer with a scan tool and its tag placed on the case, and that tag must match the number on the lead frame. Our transmission solenoid guide explains how they're tested.

Shudder, vibration or noise at startup

Vibration can come from the torque converter or the flexplate, not just the transmission. In the US, Ford has a program for cracked flexplates on 2015 to 2018 Edge and 2019 and 2020 Fusion and MKZ models with the 2.0 EcoBoost: it can cause a rattle at startup or while driving, vibration, a no-start or a loss of motive power. When reinstalling any automatic transmission, Ford asks for the converter pilot hub to be greased even if it had no grease from the factory, because without it the risk of a cracked flexplate goes up sharply.

Another US program reflashed the computer on 2015 to 2019 Lincoln MKC and 2016 to 2019 Explorer models with the 2.3, because the torque converter could overheat: vibration in Drive or Reverse, rough idle and sluggish launches.

"Transmission fault": read the codes

The transmission warning on the dash isn't a diagnosis. In the US 2013 Escape owner's manual it reads "Transmission fault Service now"; other Ford Mexico manuals, such as the Fiesta's and EcoSport's, translate it as "Transmisión averiada" and "Servicio inmediato". Read the codes with a scan tool that reads transmission codes: for example, on the US 2013 to 2015 Escape 1.6, which wasn't sold in Mexico, Ford found that the warning with only codes P0741 or P1744 meant internal torque converter damage.

If the warning is for transmission overheating, stop in a safe place and let it cool before continuing. Sun Transmissions has more on the dangers of transmission overheating.

Trouble codes

Ford doesn't publish an owner-level code list for the 6F35: these meanings come from its US bulletins, and the rest are generic.

Code	What it means on a 6F35
P0700	The computer requests the light: read the transmission codes
P0715, P0717 and P0720	Input (turbine) and output speed sensors (generic)
P0735	Gear 5 incorrect ratio (generic); on 2009 and 2010 6F35 units, Ford ties it to valve body wear
P0741 and P1744	Converter clutch; on their own with the warning, Ford found internal converter damage on the US Escape 1.6
P07A9 and P0767	Mechanical fault in the low one-way clutch or the low/reverse clutch; disregard P0767 when it comes with P07A9, per Ford
P0770 and P0772 to P0774	Shift solenoid E (SSE) circuit: erratic shifts and harsh engagements
P0C27	After an engine auto-stop: air in the auxiliary pump supply tube, per Ford (US 2014 to 2016 Fusion and 2015 and 2016 Edge)

What fluid does it take?

Motorcraft MERCON LV, per Ford. First-generation units (2009 to 2012) have a dipstick: check the level hot and on level ground, as that year's manual describes. From 2013 there's no dipstick, and Ford asks for the level and fluid changes to be done by an authorized dealer; its procedure checks the level with the fluid between 85 and 93 °C (185 and 200 °F). The filter is inside the transmission: in bulletin 19-2100, Ford replaces it with the transmission out and the pump removed, so it gets replaced when the transmission is repaired. Ford also says not to use fluid additives or cleaners.

Are there recalls?

Yes. The ones with the most vehicles in Mexico aren't for the transmission internals but for the shift cable bushing, which can degrade and detach: the lever can show P while the transmission isn't in Park, with no warning, and the vehicle can roll. Recall 18S20, from 2018, covered 2013 and 2014 Escape and 2013 to 2016 Fusion models with the 6-speed automatic (8,332 in Mexico, per Ford), and 19S16, from 2019, 2013 to 2016 Fusion 2.5 models (3,765 in Mexico). Ford asked owners to use the parking brake in the meantime.

In the US, recalls 22S25 and 22S43 extended that repair to Escape models up to 2019 and 2015 to 2018 Edge models, and 17S16 covered 2017 and 2018 Edge and Fusion and 2017 MKZ models with the 2.0 for poorly welded torque converter studs, which could cause a loss of motive power (Ford reported 12 in Mexico). We found no warranty extension for the Escape and Fusion 6F35. To check for an open recall, look up your VIN with Ford.

How is it diagnosed and repaired?

Confirm the year and engine: 2009 to 2012 is first generation and 2013 on, second; their parts don't interchange.
Read the transmission codes, not just the dash warning.
Check the level and make sure the fluid is MERCON LV: with the dipstick up to 2012; from 2013, with Ford's procedure.
With harsh shifts and no codes, look for a reflash first: Ford released several in the US.
If it leaks on the left side, replace the seal and check the case bushing.
With P07A9 and only first and reverse, the fault is mechanical: the transmission has to come apart.
If you replace a solenoid, use one with the same band; if you replace the solenoid body, load its strategy with a scan tool.
During assembly, put each valve body bolt in its own hole and grease the converter pilot hub.
After the repair, the transmission has to relearn: shifts may feel firm for a few days.

See TSS parts for the 6F35

TSS parts for the 6F35

The TSS catalog has parts for the 6F35:

First-generation (2009 to 2012) or second-generation (2013 on) filter; both sit inside the transmission.
TSS Dorado overhaul kits for the second generation and for the second and third generations, which also fits the 6F15; we explain the differences in TSS Rojo vs Dorado overhaul kits.
Piston kit, for 2009 on.
Steel plates and first-generation TSS friction plates.
Pump seal and left axle seal.

To buy online in the US, Sun Transmissions has the 6T30, 6T40, 6T45 and 6F35 collection.

TSS is an aftermarket brand with OEM-comparable quality and quality control on every product. It's sold through our authorized distributors: in Mexico, the full TSS catalog is at Transmisiones Veinte 07, and in the United States at Sun Transmissions.

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