6L90 Governor Pressure Solenoid

If you typed "6L90 governor pressure solenoid" into a search bar, you are probably chasing a heavy-duty GM truck or van that is stuck in one gear, shifting hard, or showing a line pressure or solenoid code. Here is the short answer: the 6L90 has no governor. Governor pressure solenoids belong to older Chrysler rear-wheel-drive automatics such as the 46RE and 47RE, where a solenoid and pressure sensor stand in for a mechanical governor. On the 6L90 the job of reading road speed and setting shift pressure is done electronically, and every pressure solenoid sits in one control solenoid valve body with the transmission module attached. That assembly, which GM calls the TEHCM, is what this listing is: a remanufactured GM unit, shown in the photo with its solenoid stack and circuit board.

What this solenoid assembly does in a 6L90

Instead of a governor building pressure from output shaft speed, the 6L90 module reads its speed sensors and throttle data, then drives a set of variable bleed solenoids. One sets main line pressure. Four more each feed a single clutch circuit, so the module can blend one clutch off while the next comes on for every shift. Two on/off shift solenoids position the clutch select valves. In a 2500HD towing at its limit, that is the hardware deciding how hard each clutch clamps. When one solenoid sticks or loses its circuit, the module protects the transmission by freezing its adaptive learning, raising line pressure and in some cases holding a fixed gear, which is why the driver feels a harsh, stuck or default-gear truck rather than a slow failure.

Symptoms that lead buyers to this part

• Truck starts in second and will not upshift, with Reverse still available, the default the module uses when it sets P0756 for shift solenoid 2
• Harsh shifts everywhere and no converter clutch apply after a P0776 (clutch pressure control solenoid 2, the 3-5-R circuit) or P0796 (solenoid 3, low and reverse/4-5-6)
• Line pressure flat at about 60-68 psi with no rise on throttle, a known sign of the line pressure solenoid stuck in exhaust
• Shift quality that changes from one drive to the next as adapts freeze and reset
• A no-movement or no-upshift condition after a module was swapped from another truck without programming

How to confirm before you buy

This is an expensive part, so prove it first. Pull the codes and note whether they are circuit faults, which point at the electronics, or performance faults, which can also come from a sticking clutch regulator valve in the valve body casting. Put a gauge on the line pressure tap: a solenoid stuck in exhaust shows the same flat reading with the connector unplugged. Our 6L90 shift solenoid testing guide walks through each code, and the 6L90 valve body testing guide covers the bore wear that imitates a bad solenoid. If pressure is low across the board, the pump is the better suspect; see our 6L90 pump failure symptoms article.

Fitment

This assembly is listed for the 2007-2013 6L90 (RPO MYD): the 2007-2013 Silverado and Sierra 2500HD/3500HD, the 2008-2013 Suburban 2500 and the 2010-2013 Express and Savana 2500/3500/4500. The same assembly family was also used on 2008-2010 6L80 and 6L50 units. Later 6L90 trucks use different TEHCM part numbers and software, so this is not for a 2014-and-up unit. Read the part number on your old assembly, confirm MYD on the glovebox or door label, or send us your year and VIN and we will check it before it ships. If your problem turns out to be the castings rather than the electronics, look at the 6L90 valve body with transmission control module or browse the 6L90 parts page.

Install notes

• Program the module to your VIN with a GM-capable scan tool after installation. A wrong part number or wrong program file can leave the truck with no movement or no upshift.
• If the truck will not move right after programming, remove the scan tool and key, open and close the driver door, and give it 15 to 20 minutes before trying again.
• Use a new TEHCM filter gasket; leaving it out causes no movement with low or no line pressure.
• Refill with Dexron VI. GM lists a 6.0-quart fluid change for the 6L90; set the level hot with the engine running.
• Clear and relearn the adaptive values so the clutch fill times match the new solenoids.
• If the old fluid was full of debris, inspect the 6L90 pump and its pressure regulator bore before trusting the new assembly to it.

Does the 6L90 have a governor pressure solenoid?

No. Governor pressure solenoids are used on older Chrysler automatics like the 46RE and 47RE. The 6L90 controls shift pressure with variable bleed solenoids in its control solenoid valve body, which is the assembly sold on this page.

Can I replace just one solenoid?

The solenoids, pressure switches and module are built into one assembly on the 6L90, so the practical repair is replacing the assembly.

Does it need programming?

Yes. The module must have the correct part number and software for your VIN. Plan on programming it with a GM-capable scan tool, then relearn the adapts.

My truck is stuck in second with Reverse available. Is this the part?

Possibly. That is the default action when the module sets P0756 for shift solenoid 2. Confirm the code and whether it is a circuit or performance fault before buying, since a sticking valve in the casting can cause similar symptoms.

Which trucks and years does it fit?

It is listed for 2007-2013 6L90 applications: Silverado and Sierra 2500HD/3500HD, Suburban 2500 (2008-2013) and Express and Savana vans (2010-2013). Match the part number on your old unit or send us your VIN.

What fluid goes back in?

Dexron VI. GM lists a 6.0-quart fluid change capacity for the 6L90; check the level hot with the engine running.

• 6L90 Shift Solenoid Symptoms, Testing and Replacement
• 6L90 Valve Body Problems: Symptoms, How to Test, and Replacement
• 6L90 Silverado 2500 Shift Problems: Diagnosis and Fix
• 6L90 Pump Failure Symptoms and Replacement