6L90 valve body for 2006-2017, OEM and ready to install. Ships fast from the USA.
When the control valve body on a 6L90 starts losing clutch apply pressure where it shouldn't, the symptoms show up fast: a hard 1-2 shift, a flare before the 3-4 upshift locks in, converter clutch shudder on the highway, or the transmission dropping into limp mode with a pressure-control or shift-solenoid code stored. This listing is the OEM-numbered 24275873 control valve body with the transmission control module (TCM) already mounted on it, covering 2006-2017 applications, remanufactured with corrected valves and bore work and function-tested before it ships.
The 6L90 is a clutch-to-clutch unit, which means there is no mechanical servo doing the shifting on its own. Every gear change is timed by the TCM reading engine load and throttle position, then commanding the pressure-control and shift solenoids mounted on the valve body to move spool valves inside precision-machined bores. Those valves route line pressure to apply one clutch pack while releasing another, and a separate circuit regulates torque converter clutch apply pressure to control lockup and shudder. Because the TCM ships attached to this unit, the computer and the hydraulic hardware it was calibrated against arrive as one matched assembly instead of a control module paired with a different valve body's wear pattern.
A worn regulator bore or a leaking bore plug inside the valve body produces the same codes as a failing solenoid, so swapping only the TCM on a 6L80/6L90 without addressing the hydraulic side often does not fix the complaint. Our 6L90 valve body testing guide walks through pulling the pan, checking fluid condition for burnt clutch material, and reading stored codes before you commit to a part. If the fluid is clean and the codes point at a specific solenoid circuit rather than a mechanical bind, also check our shift solenoid symptom guide to rule out a cheaper fix first.
This unit is listed for 2006-2017 applications carrying the 6L90, which spans Chevrolet Silverado 2500/3500 HD, Express, Camaro ZL1, Corvette Z06/ZR1, and GMC Sierra HD and Savana across that range. The 6L90 went through several internal revisions in that window, and the TCM calibration is matched to the valve body it ships on, so confirm your casting and connector match, or send us your year, make, model, and VIN before ordering so we can verify the correct application. If your vehicle falls outside 2006-2017 or you only need the valve body without a control module, see the other 6L90 valve body listings we carry.
Drop the pan and change the fluid and filter at the same time you install this unit; debris circulating from the old valve body's failure is one of the most common causes of a repeat comeback. Torque the valve body and TEHCM bolts in the specified sequence rather than a simple criss-cross pattern, and use an ESD ground strap when handling the TCM's connector pins. Because this is a clutch-to-clutch transmission, run the adaptive relearn procedure after the battery has been disconnected and reconnected so the new module's pressure tables start from a known baseline instead of carrying over the old unit's wear compensation. Pair the install with a transmission cooler if the vehicle sees towing duty, since converter clutch shudder complaints on this unit are frequently tied to running hot.
| Transmission | 6L90 |
| Year Range | 2006-2017 |
| Condition | Remanufactured / updated |
| Shipping | Ships from the USA |
Yes, this listing is the control valve body with the TCM mounted on it as one assembly, so you are not pairing a separate computer to a different valve body's calibration.
It is listed for 2006-2017 6L90 applications, which covers Chevrolet Silverado 2500/3500 HD, Express, Camaro ZL1, Corvette Z06/ZR1, and GMC Sierra HD and Savana built in that range. Confirm your casting and connector or send your year, make, model, and VIN before ordering.
Harsh or flared shifts, torque converter clutch shudder, limp mode, delayed engagement, and stored pressure-control or shift-solenoid codes are the most common complaints tied to valve body wear on this transmission.
Change the fluid and filter at the same time, torque the TEHCM and case bolts in the specified sequence, and run the adaptive relearn procedure after disconnecting the battery so the new module starts from a clean baseline.
Often yes, because the lockup apply circuit lives in the valve body and a worn regulator bore there produces the same shudder complaint as a converter problem. If shudder continues after this install and a fresh fluid change, the converter itself should be inspected next.
The 6L90 runs Dexron VI ATF. Use a fresh fill at install and avoid mixing fluid types, since the pressure-control solenoids are sensitive to fluid condition and viscosity.
