6T50 Master Rebuild Kit 2008-11, new other (see details) and ready to install. Fits the 6T50. Ships fast from the USA.
The 6T50 is the strongest member of GM's 6T40 family, built for the bigger four-cylinders and the 3.0L V6 in cars and crossovers like the Buick Verano and Regal, the Chevrolet Captiva and the Opel Antara. When one of those starts leaking from several places, slips into third and fifth, or comes out of the car after a 3-5-reverse failure, this kit covers the reseal side of the overhaul. The listing covers the early, first-generation build range through 2011, and the photo shows what you get: the pan gasket, filter, case and cover gaskets, lip seals, sealing rings, O-rings and a set of bushings.
The 6T50 shares its layout with the 6T40 and 6T45: an on-axis, clutch-to-clutch six-speed with no bands, where every gear is made by applying two of five clutches with oil routed through the case, the drum sealing rings and the piston seals, all controlled by the TEHCM bolted inside the case. GM rates it for more torque than the 6T45, and gearboxlist puts the 6T50 at roughly 350 Nm and 8.2 liters of DEXRON VI. More torque means more heat, and heat is what hardens lip seals and wears sealing rings and bushings. Once a ring or bushing lets oil bypass, clutch apply pressure drops, the TCM sees slip, and it answers with longer, firmer shifts until a ratio code sets. Replacing every gasket, seal, ring, bushing and the filter at once brings the hydraulic circuits back to full pressure.
Set the fluid level first: this family is checked at the level plug with the engine running and the fluid hot, and both low and high levels change how it shifts. Scan for codes, then drop the pan. Clean fluid with one solenoid or pressure code points at the TEHCM, not a rebuild. Metal slivers and wave-plate fragments mean the 3-5-R clutch has let go and the unit has to come apart. Our 6T40-family common problems guide walks through those checks in order, and the wave plate failure guide explains why the 3-5-R plate breaks and what it damages on the way out.
The listing gives a 2008-2011 range because the kit is built for first-generation 6T40, 6T45 and 6T50 units. Be aware that the 6T50 itself arrived later than the 6T40: it went into service around 2010-2011, so a 6T50 from that window is a Gen 1 unit, while GM's Gen 2 changes from 2012 (revised 4-5-6 clutch and removed pressure switches) change some seals and parts. Front-drive 6T50s carry RPO MHK and all-wheel-drive units MHJ. Check the RPO on the glovebox or door label and the tag on the case before ordering, or send us your year and VIN and we will confirm it. You can browse other parts for the 6T family in our rebuild kits category.
If you are weighing a rebuild against a used or reman unit, our 6T40-family rebuild cost guide breaks down where the money goes.
| Fits | 6T50 2008-11 |
| Part type | Master Rebuild Kit |
| Condition | New Other (See Details) |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
The photo shows the reseal and bushing side of an overhaul: gaskets, filter, lip seals, sealing rings, O-rings and bushings. If your frictions are burnt, plan on a friction set or a clutch module as well.
This kit is listed for Gen 1 units through 2011. GM's 2012 Gen 2 update changed parts of the 6T40 family, so a later 6T50 should be checked against its tag and RPO before ordering. Send us the year and VIN if in doubt.
They share the same basic design, but the 6T50 uses heavier-duty internals for higher torque engines. Gaskets and many seals are shared across the family, which is why kits like this one are listed for 6T40, 6T45 and 6T50.
DEXRON VI. Gearboxlist lists about 8.2 liters total capacity, with roughly 5 liters for a drain and fill. Set the level hot at the check plug with the engine running.
Yes. Clear the adaptive values and run the transmission adapt or fast learn with a scan tool, then drive it through all gears so the TCM learns the new clutch fill times.
