4T40E Clutch Module 1995, new and ready to install. Fits the 4T40E. Ships fast from the USA.
This is the A14119 friction module for the GM 4T40E and 4T45E, 1995 and later. It is the high-energy friction set rebuilders reach for when a front-drive Chevrolet, Pontiac, Oldsmobile or Saturn with this transaxle comes in slipping, flaring on upshifts or with fluid that smells scorched. The module is made by Alto; when supply is short an equivalent Allomatic or Raybestos module can ship in its place, built to the same application.
A friction module is every lined clutch plate for the transaxle in one box. The 4T40E uses five clutch packs, each one a stack of friction plates splined to one member and steel plates splined to another. When the valve body sends oil to a piston, the pack is squeezed together and the two members turn as one. The bands and roller clutches handle the rest of the shift pattern, but the clutch packs carry most of the work, and worn lining is the number one reason these units slip.
For reference, the industry parts catalog lists these friction counts per pack in a 1995-up unit: 2nd clutch 3 plates at .070 in., direct clutch 4 to 6 plates at .070 in. depending on application, forward clutch 7 plates at .069 in., reverse clutch 3 plates at .070 in. and coast clutch 4 plates at .070 in. The A14119 is the high-energy version of that set. Steels, pistons and seals are not included.
Before you pull the unit, prove that the slip is mechanical and not a pressure problem. Pressure control solenoid faults and worn valve body bores are known 4T40E weak spots, and both cut clamping force on the packs. Read stored codes, check fluid level hot, then run a line pressure test in each range. The transmission pressure testing guide shows how. If pressure is in spec and it still slips, worn frictions are the likely answer; the slipping diagnosis guide covers the rest of the checklist, and rebuild vs replacement costs helps you decide if a re-clutch is worth it.
A14119 is listed for the 4T40E and 4T45E from 1995 up, used in vehicles such as the Chevrolet Cavalier, Malibu, Cobalt and HHR, Pontiac Sunfire, Grand Am and G5, Oldsmobile Alero and Saturn Ion. The direct clutch plate count varies by application, which is why the catalog gives a range. Lay your old plates out by drum when you tear down, compare tooth count and diameter to the new plates, and use the same number in each pack. If you would rather confirm fitment first, send us your year and VIN. Everything we stock for this transaxle is on the 4T40E parts page, and if you prefer the Raybestos HT set, see the RHT96-088 4T40E clutch module.
| Fits | 4T40E 1995 |
| Part type | Clutch Module |
| Condition | New |
| Brand | OEM |
| Reference | A14119 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is the Alto A14119 high-energy friction module for 1995-up 4T40E and 4T45E units. If Alto is short on stock, an equivalent Allomatic or Raybestos module for the same application may ship instead.
The 1995-up catalog counts are 3 in the 2nd clutch, 4 to 6 in the direct clutch depending on application, 7 in the forward clutch, 3 in the reverse clutch and 4 in the coast clutch. Always match the count you remove from each drum.
Not always. Reuse steels only if they are flat, unscored and show no heat discoloration. Units that slipped hot for a long time usually need new steels, especially in the forward and direct packs.
It will if the 2nd clutch frictions are worn. Check line pressure first, because pressure control solenoid and valve body wear can cause the same slip and will damage new plates if left in place.
The catalog lists one friction module for all 1995-up 4T40E and 4T45E units, with the direct clutch count varying by application. Compare your old plates to the new ones before assembly.
