6T40 Clutch Module 2015, new and ready to install. Fits the 6T40. Ships fast from the USA.
If your 2015 or newer Cruze, Malibu, Sonic, Encore or other 6T40-equipped GM flares between gears, slips under load, or came out of the pan with dark, burnt-smelling fluid, the clutches inside are the first thing to suspect. This is a friction clutch module for the third-generation 6T40, the late-build version of the unit. It is made by Exedy under part number EFK425 and is listed for Gen 3 6T40, 6T45 and 6T50 transmissions from 2015 on. A friction module is the set of friction plates for the clutch packs in the unit, so you can re-line every clutch in one order instead of buying plates pack by pack.
The 6T40 has five clutches: 1-2-3-4, 2-6, 3-5-Reverse, 4-5-6 and Low/Reverse. Every gear is made by applying two of them at once. First uses 1-2-3-4 with Low/Reverse, second swaps in 2-6, third uses 1-2-3-4 with 3-5-R, fourth uses 1-2-3-4 with 4-5-6, fifth uses 3-5-R with 4-5-6, sixth uses 2-6 with 4-5-6, and reverse uses 3-5-R with Low/Reverse. Because each clutch works in several gears, one worn pack shows up as a pattern of bad gears rather than a single bad shift. The friction plates in this module are what those packs grip with. When the lining glazes, burns or wears thin, the clutch needs more pressure and more time to hold, and the TCM can only compensate so far.
A slip is not always a clutch. A sticking pressure control solenoid or a low fluid level can make a healthy pack slip, so rule those out first. Check the level hot at the check plug, read the codes and note which gears misbehave, then compare that pattern with the clutch chart above. Our 6T40 common problems and fixes guide walks through the clutch failures in order, and the 6T40 shift solenoid guide covers the control-side faults that mimic worn frictions. If the fluid is burnt and the pan has lining debris, the frictions are done no matter what else you find.
This module is listed for Gen 3 6T40 units from 2015 on, and the same kit covers the Gen 3 6T45 and 6T50. GM revised clutch counts and internal parts between generations, and Gen 1 and Gen 2 parts are not interchangeable, so confirm your generation before you order. The TEHCM label is the fastest check: Gen 1 shows a 1, 2 or 3 as the eighth digit and Gen 2 shows a B, C or D. If your unit is an earlier build, our 6T40 clutch module for 2008-2013 is the Gen 1 version. Not sure which you have? Send us the year and VIN and we will check it, or, for the heavier-duty unit, see the 6T45 version of this module.
Soak every new friction in clean Dexron VI for at least 30 minutes before assembly. Inspect the steels: reuse them only if they are flat, smooth and free of heat bluing, and replace any that are scored or warped. Check the 3-5-R wave plate and drum splines closely, because cracked wave plates are a known 6T40 failure that can destroy a drum; if the splines are notched, a new 6T45 clutch drum for 2012-2021 is listed for later 6T40 and 6T45 units. Replace the bonded pistons and seals during the rebuild, set each pack's clearance with a feeler gauge or dial indicator, and air-check the clutches before the unit goes back together. Refill with Dexron VI, set the level hot at the check plug, clear the adapts and drive the car through 10 to 15 shifts of each type so the TCM can relearn.
| Fits | 6T40 2015 |
| Part type | Clutch Module |
| Condition | New |
| 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.
It is listed for Gen 3 units from 2015 on. A 2014 is most likely a Gen 2 unit with different parts. Check the eighth digit on the TEHCM label or send us your VIN before ordering.
No. It is the friction plate set for the clutch packs. You still need gaskets, seals and bonded pistons from an overhaul kit, and you should inspect the steels and wave plates.
Dexron VI. Soak the new frictions in it for 30 minutes before assembly, then set the level hot at the check plug once the unit is installed.
Yes. Clear the shift adapts with a scan tool, then drive through repeated light-throttle upshifts and downshifts so the TCM learns the new clutch fill times.
Only if the 3-5-R pack is the cause. That pattern often comes from a broken 3-5-R wave plate or a damaged drum, so inspect both when the unit is apart.
