6T70 Tcc Solenoid, remanufactured and ready to install. Fits the 6T70. Ships fast from the USA.
If your Chevrolet Traverse, Equinox, Malibu or Impala, GMC Acadia or Terrain, Buick Enclave or LaCrosse, or Cadillac SRX with the 6T70 six-speed has set P0741 or P0742, shudders on the highway like it is rolling over rumble strips, or cruises a few hundred RPM higher than it used to, the converter clutch control is the first place to look. Here is the part most buyers do not realize until they open the pan: GM never made the 6T70 torque converter clutch solenoid as a separate plug-in piece. It is one of eight solenoids molded into the control solenoid valve assembly, the same housing that carries the transmission control module. That is exactly what this listing is - a remanufactured control solenoid body with its TCM, as the photo shows: the solenoid row, the module cover and the sealed harness pass-through.
GM's 6T70/6T75 service information calls it the TCC pressure control solenoid and describes it as a normally low unit. With no current, it sends no pressure. When conditions allow lockup, the TCM raises current to the solenoid, which feeds the TCC regulator valve in the valve body and the TCC control valve in the pump cover. Those valves set how hard the converter clutch clamps. To release, the TCM simply cuts current. ATRA's 6T70 training lists it among six variable bleed solenoids running at about 3000 Hz on a regulated 8.3-9.3 volt feed. Because control is modulated rather than on-off, the TCM can hold a few RPM of deliberate slip at cruise, and it compares engine speed against input shaft speed the whole time to judge whether the clutch is doing what it was told.
GM's own procedure for P0741/P0742 starts with fluid level and condition, then checks the input and output speed sensor signals, then a road test logging TCC pressure command and TCC slip speed. Only after a line pressure check does it pull the solenoid body for a bench performance test. Just as important, GM's table lists other causes: a stuck TCC control valve or TCC regulator valve, a cracked filter plate or gasket leaking control fluid, and inside the converter a worn or delaminated clutch lining. A $400 solenoid body will not fix a burned converter clutch. Our 6T70 P0741 diagnosis guide walks through those checks, and the TCC lockup explainer covers how each code maps to the hydraulic loop.
This assembly is listed for the 6T70, which GM ran from 2007 through 2019 in the crossovers and front-drive cars named above. The critical split is generation, not model year alone. GM introduced a Gen 2 control package for 2013 (RPO M7W and M7U on the 6T70) and phased it in, so 2013 and 2014 vehicles exist in both versions. Sonnax warns that a Gen 2 module will not work properly in a Gen 1 unit and that you should not identify it by the old module's part number alone. Check the RPO codes on the Service Parts Identification label, or send us your year and VIN before ordering. Browse every part for this unit on the 6T70 collection page.
| Fits | 6T70 |
| Part type | Tcc Solenoid |
| 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.
Not from GM. The TCC pressure control solenoid is built into the control solenoid valve assembly with the other seven solenoids and the TCM, and GM lists that assembly as having no serviceable components. Replacing the whole body is the factory repair.
Only if the solenoid side is the cause. P0741 can also come from a stuck TCC regulator or control valve, a leaking filter plate gasket, or a worn converter clutch lining. Run the line pressure check and review TCC slip data first.
Yes. The TCM is part of this assembly, so it must be programmed to your vehicle and then the Service Fast Learn Adapts procedure run so the shifts and lockup are calibrated.
Read the RPO codes on the Service Parts Identification label. On the 6T70, M7W and M7U are the 2013-up Gen 2 units; other 2013 and some 2014 vehicles are still Gen 1. Send us your VIN if you are unsure.
DEXRON-VI. Check the level hot, at 180-200 F transmission fluid temperature, with the engine idling on level ground.
