6T70 Solenoid Kit 2008-2017, remanufactured and ready to install. Fits the 6T70. Ships fast from the USA.
This listing covers the ten model years when the 6T70 was in its widest use: 2008 through 2017 GM crossovers and sedans such as the GMC Acadia and Terrain, Chevrolet Traverse, Equinox, Malibu and Impala, Buick Enclave and LaCrosse, and Cadillac SRX. Owners usually land here after a scan tool comes back with solenoid performance or pressure control codes, the transmission has locked itself in one gear, or shifts have turned harsh and unpredictable. What you receive is the remanufactured TEHCM: the plastic-and-aluminum control solenoid body carrying all eight solenoids, with the transmission control module and its sealed harness connector built in.
Every shift in this transaxle is electro-hydraulic. The module decides which clutches should be applied, and the solenoids on this body convert that decision into oil pressure on the valves below. GM's service manual describes the line pressure control solenoid as normally high and inversely proportional: more current means less pressure. So when the circuit fails open, line pressure goes to its maximum and the transmission shifts hard instead of slipping. The remaining pressure control solenoids each feed a single clutch circuit, while two simple on/off solenoids move the clutch select valves that decide which circuit a pressure solenoid is talking to. A sticking solenoid in that group shows up as a specific wrong gear, which is why the code tells you more than the symptom does.
The assembly is expensive, so prove it is the fault. Pull every code, not just the first one, and check the fluid hot. If there is no reverse, third or fifth along with P0776, the cause is the 3-5-Reverse wave plate inside the case, not this part. GM publishes a line pressure check with a gauge in Park and Neutral, plus a bench test for this exact assembly using shop air and a test block, to confirm each solenoid opens and closes. Our pressure control solenoid symptoms guide covers the gauge test, and the Acadia shift problems guide walks the same diagnosis on the most common vehicle in this range.
2008-2017 spans a major split. GM introduced the second-generation 6T70 control system for 2013, removing the pressure switches and revising the valve body and solenoid damping. A first-generation TEHCM and a second-generation one are not interchangeable, and Sonnax warns that a Gen 2 module will not work properly in a Gen 1 transmission even if it appears to program. So within this year span, the assembly you need depends on whether your vehicle is a 2008-2012 or a 2013-2017 build. Read the M-series transmission RPO code from the Service Parts Identification label in the glove box and send it with your year and VIN, and we will confirm the generation before shipping. If you have a 2008 model, the dedicated 2008 6T70 solenoid kit is listed on its own. All 6T70 and 6T75 parts are on the 6T70 transmission page.
On a high-mileage unit already showing clutch slip, an overhaul kit alongside the new assembly avoids paying for the side cover job twice.
| Fits | 6T70 2008-2017 |
| 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.
2013 and later 6T70 units use the second-generation control system. Confirm with the transmission RPO code and your VIN, since RPO codes are not always unique to one generation.
No. A second-generation module does not work properly in a first-generation transmission. The 2008-2012 units need the first-generation assembly with pressure switches.
A J2534 pass-thru device with GM programming access, or a dealer tool, to program the module to your VIN, plus a scan tool that can run the Service Fast Learn adapt procedure.
If you have 2-3 or 3-2 shudder, GM bulletin 18-NA-358 points to debris and scored valves in the upper and lower valve body, so inspect it closely while the side cover is off.
Dexron VI only. Check it with the transmission hot, around 180-200 degrees F, as GM's procedure describes.
