Bare Gen 2 valve body casting for 6T40 and 6T45 transmissions, RPO MH7/MH8/MHH, on 2012-2017 Cruze, Equinox, Malibu, Regal and Terrain.
If your 2012-2017 Chevrolet Cruze, Equinox or Malibu, Buick Regal, Verano or LaCrosse, or GMC Terrain is banging the 1-2 shift, flaring between second and third, slipping under light throttle at cruise, or taking a beat too long to engage drive on a cold start, the valve body casting underneath your solenoids is usually why a solenoid swap alone never fixes it. This is the bare Gen 2 aluminum valve body casting for RPO codes MH7, MH8, MHH and MHC - the machined bores and spool valves that hold pressure once a worn casting starts leaking it past the valve instead of to the clutch.
The 6T40 and its wider sibling the 6T45 are GM's 6-speed, front-wheel-drive electronic automatics behind the 2.4L Ecotec and 1.4L turbo. The valve body routes line pressure through precision bores to apply each clutch and band, and the solenoids bolted to it time every shift. On a Gen 2 unit, the bores that feed the 1-2-3-4 and 3-5-reverse clutch circuits wear oval over time, and once that happens, pressure that should be holding a clutch applied leaks past the valve no matter how good the solenoid on top of it is.
Scan for codes and note whether a fresh solenoid or TEHCM actually clears the complaint - if the ratio fault keeps coming back after the electronics are swapped, the bore itself is worn and cleaning or replacing the solenoid will not restore pressure. Our 6T40/6T45 valve body symptoms and testing guide walks through isolating a hydraulic casting fault from a solenoid-only problem, and 6T40 common problems and fixes covers the wave plate and pressure-switch failures that show up alongside it on this generation.
Read the RPO label in your glove box before ordering: MH7, MH8, MHH and MHC are the Gen 2 units this casting fits, covering 2012-2017 Cruze, Equinox, Malibu, Regal, Verano, LaCrosse and Terrain with the 2.4L four or 1.4L turbo. MNH and MNK are Gen 3 start-stop units and will not interchange, the 2008-2010 Gen 1 body is a different casting entirely, and the 3.0L/3.6L V6 cars run the larger 6T50 or 6T70. This listing is the casting only - it ships without solenoids, without the TEHCM, without pressure switches and without wiring, because you transfer those off your original body. That is normally what you want anyway: the TEHCM is VIN-married to the vehicle, and a swapped module means a trip to a scan tool that can program it. The full 2010-2017 remanufactured 6T40 valve body if your unit turns out to be a different generation
Pull the pan and filter first and photograph the solenoid and TEHCM harness routing before disturbing anything, then move the solenoids across one at a time so nothing lands in the wrong bore. Keep the checkballs and separator plate oriented exactly as they came out, seat the manual valve on the detent lever pin, and torque the valve body bolts evenly from the center outward to your service manual spec rather than running them down in a circle - doing it corner to corner will distort the casting and cross-leak. Refill with Dexron VI ATF and a new filter, and pair the swap with a 6T45 clutch module if your original complaint included burned frictions rather than just a pressure fault. If the shift quality issue started after 2013 and you are rebuilding rather than replacing, a 6T45 shift kit for 2013-17 firms up the circuits this casting feeds. Clear codes and let the TEHCM relearn the shift adaptives over a few miles of light-throttle driving before judging the result.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The bare Gen 2 aluminum valve body casting only. It ships without solenoids, the TEHCM, pressure switches or wiring - you transfer those off your original body, which keeps your VIN-married TEHCM from needing reprogramming.
Check the RPO label in your glove box. MH7, MH8, MHH and MHC are Gen 2. MNH and MNK are Gen 3 start-stop units and do not interchange, and 2008-2010 trucks run a different Gen 1 casting.
If the casting bores are worn oval, pressure leaks past the valve regardless of how good the solenoid on top of it is. A ratio code that keeps returning after a solenoid or TEHCM swap usually points to the casting, not the electronics.
No - the 3.0L and 3.6L V6 versions of these cars use the larger 6T50 or 6T70 transmission, which takes a different valve body entirely.
Transfer your solenoids and TEHCM across, refill with Dexron VI, clear codes, and drive a few miles at light throttle so the TEHCM can relearn the shift adaptives against the new casting.
If your original complaint included burned frictions rather than just a pressure code, pair this with a 6T45 clutch module, and if you are rebuilding a 2013-17 unit, a matching shift kit firms up the same circuits this casting feeds.
