6L90 Master Rebuild Kit 2006, new and ready to install. Fits the 6L90. Ships fast from the USA.
If you are pulling an early GM 6L90 out of a heavy-duty Silverado, Sierra, Express or Savana because it slips, flares between gears or has a pan full of burnt friction material, this is the kit that puts the soft parts back to new in one pass. It is listed for 2006, the year GM introduced the 6L80 family the 6L90 belongs to, and it is aimed at the first-generation units that now have the most miles and the most heat on them.
The kit photographed for this listing carries a complete set of friction plates laid out by clutch pack, the valve body separator plate gaskets, the pan and case gaskets, the front and rear lip seals, a large assortment of O-rings and sealing rings, and the bonded seals for the solenoid and passage areas. That covers every rubber and paper sealing point plus the frictions for all five clutch packs: 1-2-3-4, 3-5-Reverse, 4-5-6, 2-6 and Low-Reverse. No steel plates and no filter are shown, so plan on measuring your steels and buying the filter separately. GM now sells the 6L90 filter and its seal as two separate parts under bulletin 23-NA-224, which is worth knowing before you order.
Pull the pan first. Clean fluid with a light haze is a sign to look at the valve body, solenoids or wiring before committing to a rebuild. Heavy friction debris, metal on the magnet or a burnt smell means the clutch packs are already damaged. Sonnax's tech advisory on full-size 6L80 and 6L90 trucks names the torque converter as the most common root failure, so if the converter shed material, the converter and the pump have to be dealt with alongside this kit or the new frictions will be contaminated within miles. Our 6L90 rebuild wear points guide lists what to inspect once the case is open, and the 6L90 pump failure guide covers the line pressure checks that tell a pump problem from a clutch problem.
This kit is listed for the 6L90 from 2006. The 6L90 itself went into production trucks for the 2007 model year, so most early units you will see are 2007 heavy-duty pickups and vans; the 2006 date reflects when the family was launched. The important check is that you have a 6L90 and not a 6L80. Transmission Digest notes about a quarter of the 6L90's internal parts were upgraded for torque, and ATSG documents fifteen components that differ between the two, including the 3-5-R clutch hub. Compare the friction count and diameter against your old plates before you install anything, confirm RPO MYD on the glovebox or door label, or send us your year and VIN and we will check it. For a later unit, the 2007 6L90 master kit is the better match. All 6L90 parts are on the 6L90 parts page.
If the old unit shifted harshly under load before it failed, a 6L90 shift kit installed now addresses the valve body side while everything is apart.
| Fits | 6L90 2006 |
| Part type | Master Rebuild Kit |
| Condition | New |
| Brand | GM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Neither is shown in the kit photo. It covers the frictions, gaskets, lip seals, O-rings and sealing rings. Measure your steels for flatness and heat marks, and buy the filter and its separate seal for a complete job.
No. The 6L80 and 6L90 share a design but have different internal dimensions, including the 3-5-R clutch hub, so the frictions and some seals are not interchangeable. Confirm RPO MYD on the vehicle label.
Send us your year and VIN, or compare the frictions with your old plates. The 6L90 entered production for 2007, and the 2007 kit is the closer match for most of those trucks.
Service or replace the torque converter if it left debris, inspect the pump and the 3-5-R drum, and flush the cooler and lines. Reusing a contaminated converter is the fastest way to ruin new frictions.
GM lists 6.0 quarts of Dexron VI for a fluid change, but a rebuilt unit with a dry converter and cooler takes more. Fill, run the engine, and set the level hot at the check plug.
