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6F35N Introduction
Presented by:
Bill Brayton
ATRA Senior Research
Technician

Vehicle Application
2011-2015 Edge 2.0L
2009-2015 Escape All
2011-2015 Explorer FWD 2.0L
2011 Flex 2.0L
2010-2015 Fusion 1.5L 1.6L 2.0L 2.5L 3.0L (V-6)
2013-2015 Taurus 2.0L
2014 Transit 1.6L 2.5L
2015Transit Connect 1.6L 2.5L
2009-2011 Mariner All
2010-2011 Milan 2.5L 3.0L (V-6)

DESCRIPTION AND OPERATION

Transaxle Operation Overview
This automatic transaxle is a 6 speed transaxle with electronic shift control. It is designed for operation in a transverse
powertrain for front wheel drive (FWD) and all wheel drive vehicles.
The 6F35N and the GM 6F40N operate exactly the same and there are no interchangeable parts between the two units.
The most notable difference is that the PCM controls the 6F35N and is external. The GM 6T40 has the TCM bolted to the
valve body.

Torque Converter
This transaxle uses a torque converter with the following elements:
Impeller
Turbine
Reactor
Torque Converter Clutch

Planetary Gearsets
Operation of this transaxle involves the use of the following planetary gearsets:
Front
Center
Rear

Apply Clutches
This transaxle uses the following clutches to operate the 3 planetary gearsets:
Forward (1,2,34) clutch
Low/reverse clutch
Low One-Way Clutch (OWC)
Direct (3, 5, R) clutch
Intermediate (2, 6) clutch
Overdrive (O/D) (4, 5, 6) clutch
Continued

Transaxle Operation Overview (continued)

Hydraulic System
The hydraulic system of this transaxle consists of the following components:
Transmission fluid pump with filter
Transmission fluid filler tube with transmission fluid level indicator
Main control assembly (valve body and solenoid body)

Electronic Operation
The PCM controls the operation of the transaxle with the following solenoids:
Line Pressure Control (LPC) solenoid
Shift Solenoid A (SSA)
Shift Solenoid B (SSB)
Shift Solenoid C (SSC)
Shift Solenoid D (SSD)
Shift Solenoid E (SSE)
TCC solenoid

Transaxle Electronic Control System

Electronic System Description
The PCM and its input/output network control the following operations:
Shift timing
Line pressure (shift feel)
Torque Converter Clutch (TCC)
The transaxle control is separate from the engine control strategy in the PCM, although some of the input signals are
shared. When determining the best operating strategy for transaxle operation, the PCM uses input information from
certain engine-related and driver-demand related sensors and switches.
In addition, the PCM receives input signals from certain transaxle-related sensors and switches. The PCM also uses
these signals when determining transaxle operating strategy.
Using all of these input signals, the PCM can determine when the time and conditions are right for a shift, or when to
apply or release the TCC. It will also determine the best line pressure needed to optimize shift engagement feel. To
accomplish this, the PCM uses output solenoids to control transaxle operation.
The following provides a brief description of each of the sensors and actuators used to control transaxle operation.
Electronic Ignition (EI)
The Electronic Ignition (EI) system consists of the PCM, a Crankshaft Position (CKP) sensor and ignition coils. The
CKP sensor sends a crankshaft position signal to the PCM. The PCM then sends the appropriate ignition signal to the
ignition coils. The PCM also uses this signal as well as Wide Open Throttle (WOT) shift control, TCC control and
electronic pressure control.

Transaxle Electronic Control System (continued)

Accelerator Pedal Position (APP)
The Accelerator Pedal Position (APP) sensor is mounted on the accelerator pedal. The APP
detects the position of the accelerator pedal and inputs this information as a voltage to the
PCM. The PCM uses APP sensor information to aid in determining line pressure, shift
scheduling and TCC operation. Failure of this sensor will cause the transmission to operate at
higher line pressure to avoid damage to the transmission. This higher line pressure causes
harsh upshifts and harsh engagements.
Throttle Position (TP) Sensor
The Throttle Position (TP) sensor is a potentiometer mounted on the Throttle Body (TB). The
TP sensor detects the position of the throttle plate and sends this information to the processor
assembly as varying voltage signal.
The PCM uses the monitored voltage level of the TP sensor for control of Line Pressure
Control (LPC), TCC operation and shift scheduling.
If a malfunction occurs in the TP sensor circuit, the processor will recognize that the TP
sensor signal is out of specification. The processor will then operate the transaxle in a high
capacity mode to prevent transaxle damage.

Transaxle Electronic Control System (continued)

PCM
The PCM controls operation of the transaxle. Many input sensors provide information to the
PCM. The PCM then controls the actuators which affect transaxle operation.
Transmission Range (TR) Sensor Assembly
The Transmission Range (TR) sensor assembly is an internally mounted sensor that
includes the detent bracket and is located above the main control assembly. The
components of the TR sensor are factory adjusted and is installed as a calibrated assembly.
The TR sensor contains electronic circuitry that provides the PCM a fixed frequency duty
cycle for each of the various positions of the manual lever (PARK, REVERSE, NEUTRAL,
DRIVE and LOW to the PCM). The PCM uses the TR sensor signal for engine start, reverse
lamps, LPC, shift scheduling and TCC operation.
Selector Lever Position Range (% Duty Cycle) P 8.0- 25.8 R 37.50- 49.31 N 54.54- 62.49 D
67.35- 81.15 L 81.15- 92
Brake Pedal Position (BPP) Switch
The Brake Pedal Position (BPP) switch tells the PCM when the brakes are applied. The BPP
switch closes when the brakes are applied and opens when they are released. The BPP
signal is used for the brake shift interlock actuation.

Transaxle Electronic Control System (continued)

Turbine Shaft Speed (TSS) Sensor

This Turbine Shaft Speed (TSS) sensor is a Hall-effect pickup that sends a signal to the PCM
that indicates transaxle turbine shaft input speed. The TSS sensor provides converter turbine
speed information for TCC strategy. Also used in determining static LPC pressure settings.
Output Shaft Speed (OSS) Sensor
The Output Shaft Speed (OSS) sensor is a Hall-effect pickup, located on the transfer shaft
drive gear, that sends a signal to the PCM to indicate transmission output speed. The OSS is
used for TCC control and shift scheduling.

Solenoid Operation

Clutch Apply Chart

Gear Ratio Chart

Shift Speed Chart 2.5L

Shift Speed Chart 3.0L

Torque Specifications

Solenoid Body Strategy

The solenoid body strategy is a file programmed into the PCM or TCM.
The solenoid body tag on the transmission case contains the 13-digit solenoid body strategy and
the 8-digit solenoid body identification.

Solenoid Body Strategy (continued)

Anytime a new valve body is installed, a new solenoid body strategy file is downloaded into
the PCM or TCM using a capable scan tool. A replacement solenoid body tag is supplied with the
new solenoid body which contains the 13-digit solenoid body strategy and the 8-digit solenoid
body identification. The new tag is placed over the original solenoid body tag.
If the solenoid body strategy printed on the tag on the solenoid body does not match the
solenoid body tag on the side of the transmission case, a new valve body must be installed
and the solenoid body strategy must be downloaded into the PCM or TCM or harsh shifts
will result.

Note: This is NOT a TCM!

This is a contact plate only.

Solenoid Body Strategy (continued)

1. Using the scan tool, select Module Programming and Programmable Parameters then select
transmission. Follow the instructions displayed on the scan tool.
There are fields to enter the solenoid body eight-digit identification and thirteen-digit strategy
recorded from the tag on the main control.
2. NOTICE: If the solenoid body information is not correct, transmission damage or driveability
concerns can occur. Enter the solenoid body identification and strategy.
The scan tool verifies numbers entered are valid and displays a message if the information is not
valid. The scan tool checks to see if the file is present on the scan tool.
If the file is present, the technician may proceed with downloading the file to the PCM or
Transmission Control Module (TCM). If the file is not present, connect the scan tool to the
Professional Technician Society (PTS) server to download the file onto the scan tool or
www.motorcraft.com.
3. Verify the file is present on the scan tool. If the file is present, go to Step 8. If the file is not
present, continue with this procedure.
4. Connect the scan tool to the PTS server. The screen displays a progress bar when connecting
to the network.
5. Follow the instructions on the network to download the strategy file to the scan tool.

Solenoid Body Strategy (continued)

6. If the scan tool cannot connect to the PTS server, download the file from www.motorcraft.com.
If the scan tool cannot download a strategy from the web site, a partial strategy is downloaded
automatically.
7. Reconnect the scan tool to the vehicle.
8. Follow the instructions displayed on the scan tool.
9. If a new main control was installed, clean the existing solenoid strategy tag on the
transmission case and cover It with the replacement solenoid body tag provided with the main
control service kit.
The scan tool automatically downloads the strategy file or partial strategy file to the PCM or TCM.
The scan tool displays a message when its finished downloading the data stating the file was
downloaded successfully.
10. NOTICE: If the adaptive drive cycle has not been performed, the customer may feel erratic
shifts and driveability concerns. Perform the adaptive drive cycle.
Refer to Shift Point Road Test in this section.

Solenoid Identification
7

Solenoid Identification (continued)

3
1.
2.
3.

Line Pressure Control

SSB
SSD

These solenoids are normally

open (NO)
When current is applied they
regulate fluid pressure. When
no current is applied they are
open to allow max pressure.

2
1

Solenoid Identification (continued)

1.
2.
3.

SSA
TCC
SSC

These solenoids are normally

closed (NC)
When current is applied they
regulate fluid pressure. When
no current is applied they are
closed to block pressure
pressure.

Solenoid Identification (continued)

Shift Solenoid E is a normally
closed (NC) on/off solenoid.
When SSE is off it blocks
pressure When SSE is on it
allows pressure to flow. This
solenoid controls the Clutch
Bypass Valve.

Main Control Valve Identification

2
6
3

7
8

9
10
5

Solenoid Body Valve Identification

Solenoid Body Small Parts Identification

Small filter is open at both ends

Main Control Body Small Parts Identification

Valve Body Issues

Vehicle shows up with possible codes:
P0735 5th gear ratio
P0767 shift solenoid D stuck on
P2704 Overdrive clutch system fault
Early on these units suffered from sever casting wear at the solenoid regulator valve.
There have been changes to this transaxle from the very start, including PCM reprogramming with fewer than 6,500
miles. Perhaps this was to speed up the solenoid pulse so the valve wouldnt oscillate so much. At any rate, it didnt help
the valve or casting last much longer.
The solenoid regulator valve feeds all the solenoids, which regulates apply oil to all the clutches in the unit. The solenoid
regulator valve also regulates oil to the TCC and Line Pressure Control (LPC) solenoids.

Valve Body Issues (continued)

The vehicle may even do this as a result of a worn regulator valve

Valve Body Issues (continued)

The solenoid regulator
valve is one of if not
the most important
valve in this valve
body.

Valve Body Issues (continued)

Valve Update
The valve was updated early on to repair these
concerns.
The original valves were standard Tefloncoated valves. You can recognize the updated
valve by the longer middle land, and its nickel
plated to resist wear.

Updated valve around 2012

Valve Body Issues (continued)

Valve Body Casting
The valve body casting was also changed. The early valve body has an open fourth passage. To better support the valve,
the fourth passage in from the outer edge of the valve body has been filled in.
Changed the casting around 2012

4th passage is open on the early valve body

4th passage filled in for better valve support on

updated valve body

Valve Body Issues (continued)

You can check valve bore wear using a small hole gauge.
1. Remove the regulator valve and insert the hole gauge into the innermost partition of the valve body bore.
2. Expand the gauge, and rotate it until you find the area that has the most wear.
3. Remove the gauge and measure it with a digital caliper.
4. Then zero the caliper and measure the valve.
Your readings will show the difference between the bore and the valve. The valve body in this example had 0.009
wear on the innermost partition and 0.004 outboard. Thats excessive clearance and is the root cause of failure in this
unit.

3
1&2

Valve Body Issues (continued)

Vacuum Testing
Vacuum testing has become popular
lately and its another good way to inspect
this valve body for wear.

16 in-Hg of vacuum here

Check for leaks here

Valve Body Issues (continued)

The solution
Once youve determined that the
solenoid regulator valve needs
replacing, you have a couple
options. If its a later version you can
repair it; contact your parts
distributor. If its an earlier version
you may want to upgrade it. The
part number for just the valve body
is CV6Z- 7A100-B.
NOTE: This is an updated part
number from previously published
numbers.

Pressure Tap Locations and Specifications

Main Line

Cooler Return

4-5-6 Clutch

3-5- Reverse Clutch Clutch

Compensator Feed

Data PID Identification

Data PID Identification (continued)

Data PID Identification (continued)

Drivers Side Axle Seal Leak

The factory bushing is not wide enough to support the axle. The bushing wears slightly and
the seal leaks.
There is a wider bushing being made by Superior Products that is wider and has closer
tolerances to support the axle better.

Drivers Side Axle Seal Leak (continued)

Using the remover/installer tool makes this job a breeze in the car.
Follow the simple instructions included in the kit.

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