6L50 Input Drum 2012, used and ready to install. Fits the 6L50. Ships fast from the USA.
This is a used OEM GM 4-5-6 clutch drum with the input shaft for the 6L50, pulled from a good transmission in a wrecked 2012 Chevrolet Camaro with the 3.6L V6 at 54,000 miles. It comes loaded, as shown in the photo. If your 6L50 pulls fine through third but slips, flares or neutrals out on the 3-4 shift, will not hold fifth or sixth on the highway, or you found a scored drum or chewed-up shaft splines on teardown, this is the assembly you are looking for.
The 6L50 is the heavier-duty version of GM's 6L45 six-speed rear-wheel-drive automatic, used with the V6 in the 2010-and-later Camaro. The input shaft is the first hard part engine torque reaches after the torque converter: it is splined to the converter turbine and carries the 4-5-6 clutch housing on its forward end. Inside that housing sits the 4-5-6 clutch pack and its apply piston.
According to the Sonnax clutch application chart for the 6L45-6L90 family, the 4-5-6 clutch is applied in fourth, fifth and sixth gear and is released in reverse and in first through third. That is why a problem in this assembly shows up only once the transmission tries to leave third. The 1-2-3-4 clutch overlaps it in fourth, the 3-5-Reverse clutch in fifth and the 2-6 clutch in sixth, so the 4-5-6 pack is the common thread in every upper gear.
A slipping 4-5-6 clutch is not always a bad drum. Sonnax lists the CBR1/4-5-6 clutch regulator valve and the 4-5-6 clutch boost valve in the valve body as known causes of a burnt 4-5-6 clutch, harsh or soft shifts, and shift concerns in fourth, fifth and sixth gear. A pressure control solenoid or TEHCM problem can produce the same complaint. Read the codes and work through our 6L45/6L50 limp mode diagnosis guide, then vacuum-test those valve body bores. Once the pan is down, check the fluid for burnt friction material. If the hydraulics test good and the 4-5-6 pack still slips, remove the drum and inspect the shaft's sealing ring lands, the bushing journals and the piston seal. Our general slipping diagnosis guide covers how to separate pressure loss from clutch wear.
This assembly came from a 2012 Camaro 3.6L V6 with the 6L50E automatic. GM built the 6L45 and 6L50 for several Camaro, Cadillac and BMW applications, and internal parts were revised over the years, so do not assume a drum and shaft from a different vehicle will match. Compare the overall shaft length, the spline counts on both ends, the number of sealing ring grooves and the plate count in the 4-5-6 pack against your original parts before installing. If you are unsure, send us your year and VIN and we will check it. More parts for this family are on the 6L45/6L50 parts page.
| Fits | 6L50 2012 |
| Part type | Input Drum |
| Condition | Used |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
The 4-5-6 clutch it holds is applied in fourth, fifth and sixth gear. If your 6L50 is fine in first through third and reverse but slips after the 3-4 shift, this pack is a prime suspect.
Yes. It is the 4-5-6 clutch drum with the input shaft attached, loaded with the clutch pack as pictured, removed from a 2012 Camaro 3.6L V6 at 54,000 miles.
It came from a 2012 Camaro 6L50. 6L45 and other model years can differ in shaft length, splines and plate count, so compare those with your parts or send us your year and VIN before ordering.
Yes. Worn CBR1/4-5-6 clutch regulator and 4-5-6 boost valve bores can burn the 4-5-6 clutch and cause upper-gear shift complaints. Test the valve body first so the replacement drum does not burn up too.
New 4-5-6 frictions, steels and piston seals, new input shaft sealing rings, and a valve body inspection. Refill with Dexron VI and run the fast learn after the repair.
