6T30 Solenoid Kit 2008-2011, remanufactured and ready to install. Fits the 6T30. Ships fast from the USA.
The 6T30 is the lightest-duty version of GM's 6T front-drive six-speed, paired with small engines such as the 1.4L, 1.6L and 1.8L four-cylinders in the Cruze and its global cousins. When one of these starts dropping into neutral on an upshift, skipping gears, or refusing reverse, the problem is often a solenoid on the TEHCM. This is a remanufactured set of all seven solenoids, laid out for Gen 2 modules, for 2008-2011 applications.
Inside the 6T30, the transmission computer and the solenoid body are one assembly mounted on the valve body. The computer varies current to six pressure control solenoids, and each one sets the apply pressure of a single circuit: line pressure, converter clutch, or one of the four clutches. The seventh solenoid is a simple on/off valve for the clutch select circuit. There are no bands and no mechanical shift valves deciding gear changes on their own, so the quality of every shift depends on how accurately each solenoid follows its commanded current. In a light-duty unit behind a small turbo or naturally aspirated four, a lazy solenoid usually shows up first as a flare when the engine is working hardest.
Low fluid hurts a 6T30 quickly because of its small capacity, so set the level first: cycle the ranges, idle about three minutes, and check at the level set plug at 85-95 C. Then scan for codes and test the solenoids off the module; good pressure control solenoids read 3-5 ohms at about 70 F. If a P0776 comes with no reverse, GM's PI0670A asks for a look at the 3-5-R clutch piston before the controls are blamed. Read our 6T40 delayed engagement causes if your main complaint is a slow pull into gear, and the shift solenoid symptoms guide for the bench tests.
The small-engine applications in this listing include 2009-2011 Cruze 1.4L and 1.8L, 2010-2011 Cruze 1.6L, Opel Astra 1.4L and 1.6L, Optra 1.8L and Buick Excelle 1.6L; most of those years and engines were sold outside North America, and the Cruze did not reach US showrooms until the 2011 model year. The kit is built to the Gen 2 solenoid pattern, while GM did not begin its Gen 2 changeover until 2012, so a 2011 Cruze on its original module is most likely Gen 1. Check the eighth character of the TEHCM ID before ordering: B, C or D confirms Gen 2 and this kit; 1, 2 or 3 means you want the Gen 1 6T30 solenoid kit. Gen 1 and Gen 2 solenoid sets are not interchangeable. Your RPO code on the service parts label confirms whether the unit is a 6T30 or a 6T40. Send us the TEHCM ID or your year and VIN and we will match it; other transmission families are on the shop by transmission page.
On a high-mileage 6T30 that is coming apart anyway, pair the solenoids with the 6T30 overhaul kit, and check the low sprag while it is open; the 6T40 sprag clutch is shared across the family.
| Fits | 6T30 2008-2011 |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Only if its TEHCM is Gen 2. A 2011 Cruze on its original module is most likely Gen 1, so read the eighth character of the TEHCM ID. B, C or D means this kit fits; 1, 2 or 3 means order the Gen 1 kit.
Use the RPO code on the vehicle's service parts label or the identification on the transmission case. The two share the same solenoid layout within a generation, which is why one kit is listed for both.
No. On units with no reverse and a 3rd/5th slip, GM's diagnostic tip calls for checking the 3-5-R clutch piston first, because a damaged piston sets the same code.
Clear adapts with a scan tool, then drive normally. Shift feel typically settles over about 10-15 shift cycles as the computer relearns clutch fill.
Dexron VI only. Set the level at the level set plug with the fluid between 85 and 95 C after the repair.
