6T70 Valve Body 2013, remanufactured and ready to install. Fits the 6T70. Ships fast from the USA.
If your 2013 Chevrolet Malibu, Equinox, Impala, GMC Terrain, Buick LaCrosse or Cadillac SRX is shifting harsh or flaring on a shift, shuddering at light throttle, or has set a pressure or solenoid code on its 6T70, the valve body is the usual cause. 2013 is the one model year where this matters more than any other: GM split the 6T70 control system into Gen 1 and Gen 2 hardware for 2013, and which one your specific vehicle carries depends on its RPO code, not just the model year on the title. This listing is built around that split-year application, remanufactured and bench-ready with refreshed bores, check balls, seals, separator plates and gaskets rather than a part pulled off a failed unit.
The 6T70 is a clutch-to-clutch automatic with no mechanical shift valves, so the valve body is the hydraulic brain of the transmission - it routes line pressure through precision bores and spool valves to apply the correct clutch pack and band for every shift, and on this electronically controlled unit it carries the pressure-control and shift solenoids the TCM uses to time the shift and the torque converter clutch apply. ATRA's own technical material on this platform calls out 2013 specifically as the year the Gen 1 and Gen 2 control systems overlapped by RPO code rather than switching cleanly on January 1st, which is why a 2013 built early in the model year can carry different valving than one built later.
Because 2013 straddles both control generations, pull your build's RPO code before ordering rather than assuming based on the model year alone - this is the single most common fitment mistake on this listing. GM's bulletin 18-NA-358 covers the 2-3 upshift and 3-2 downshift shudder complaint across the 6T70/75/80 family and is a useful confirmation that the symptom pattern is a known issue rather than something unusual on your car. Our 6T70 valve body symptoms and testing guide walks through isolating a hydraulic valve-by-valve fault from a solenoid or wiring fault, and 6T70 delayed engagement: causes and fix covers the specific complaint of a slow or missing engagement into gear.
This listing is built for the 6T70 for the 2013 model year specifically, not the wider 2013-2017 range. Send your RPO code or VIN before ordering so we can confirm which control generation your specific build needs - guessing from the model year alone is how the wrong unit ends up installed on a split year like this one. If your vehicle falls in the 2013-2017 range and was built later in that window, our 6T70 valve body 2013-2017 listing is built for the settled post-split Gen 2 application instead, and the full 6T70/6T75 parts collection has every other part sold for this transmission family.
Change the fluid and filter at the same time you swap the valve body so debris from the old unit does not circulate into the new one, and torque the bolts in sequence to GM's spec rather than cranking them down corner to corner. Refill with Dexron VI ATF only. After the install, run the TCM's adaptive relearn drive cycle rather than driving it normally, since the computer needs to relearn clutch apply timing against the new unit. If the original complaint included a stored solenoid or TCM code, pair this with the 6T70 transmission control module rather than bolting new valving behind electronics that are already drifting.
| Fits | 6T70 2013 |
| Part type | Valve Body |
| 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.
GM split the 6T70 control system into Gen 1 and Gen 2 hardware for the 2013 model year specifically, with the split following RPO code rather than a clean calendar cutover. Two 2013 vehicles can need different valve bodies depending on when they were built, so this is the model year where guessing from the title alone is most likely to go wrong.
Check your RPO code or send us your VIN before ordering. We confirm the exact control generation your build needs rather than assuming from the model year printed on the title.
Harsh or flared shifts (especially 2-3 and 3-2), torque converter clutch shudder under light throttle, limp mode with stored pressure-control or solenoid codes, and delayed engagement into gear.
Dexron VI ATF only. Change the fluid and filter at the same time as the valve body so old debris does not circulate into the new unit.
No. This listing is built specifically for the 2013 model year and its Gen 1/Gen 2 split. The 2013-2017 listing is built for the settled Gen 2 application used in the years after the split stabilized.
Yes. Clear stored codes and run the TCM's adaptive relearn drive cycle rather than just driving normally, so the computer relearns clutch apply timing against the new valve body.
