6T70 Valve Body 2014, remanufactured and ready to install. Fits the 6T70. Ships fast from the USA.
A 2014 Chevrolet Traverse, Equinox or Malibu, GMC Acadia or Terrain, Buick Enclave, LaCrosse or Cadillac SRX running the 6T70 that slips or hesitates going into first gear, flares on an upshift, or sets a solenoid or pressure code is dealing with the valve body more often than any other single part on this transmission. 2014 falls squarely inside GM's Gen 2 control hardware - the revision that followed the mid-2013 model-year split and that every 6T70/75 built from 2014 forward carries without exception. This listing is remanufactured for that settled Gen 2 casting: refreshed bores, check balls, seals, separator plates and gaskets, bench-tested rather than pulled off a failed unit and resold.
The 6T70 is a clutch-to-clutch design with no mechanical shift valves, so the valve body is the hydraulic brain of the unit - it routes line pressure through precision bores and spool valves to apply the right clutch pack and band for every shift, and on this electronically controlled transmission it carries the pressure-control and shift solenoids the TCM uses to time the shift and the torque converter clutch apply. Because 2014 sits after the Gen 1/Gen 2 split rather than inside it, there is no RPO ambiguity to sort out the way there is on a 2013 - every 2014 6T70/75 runs the same Gen 2 control generation.
A slip or delay specifically in first gear on a Gen 2 unit has a documented cause that is not the valve body at all: Transmission Digest's "GM 6T70/75 Slips and Delays in First" covers shops finding a Gen 1 piston - built with 0.638 in. apply fingers and 0.058 in. frictions instead of the Gen 2 spec of 0.785 in. and 0.061 in. - installed inside an otherwise Gen 2 unit, almost always from a prior rebuild that used the wrong parts bin. If a teardown turns that up, no valve body fixes it; the clutch pack itself needs the correct Gen 2 piston and frictions. Our 6T70 valve body symptoms and testing guide covers isolating a true valve body fault from a mechanical clutch-pack mismatch like this one, and 6T70 common problems and fixes runs through the model's other known failure points.
This listing is built for the 6T70 2014 model year, which runs Gen 2 control hardware without the split-year ambiguity a 2013 build carries. If your vehicle falls anywhere in the 2013-2017 Gen 2 window and you would rather buy one listing that covers the whole settled range, our 6T70 valve body 2013-2017 listing is built for exactly that, and the full 6T70/6T75 parts collection carries every other part sold for this transmission family.
Change the fluid and filter at the same time as the valve body so debris from the old unit does not circulate into the new one, and refill with Dexron VI ATF only. Torque the bolts in GM's sequence and run the TCM's adaptive relearn drive cycle after the install rather than driving normally, since the computer needs new data to retime clutch apply against the fresh unit. If the complaint included a slip specifically in first gear that does not clear up after the valve body swap, a 6T70 transmission master rebuild kit Gen 2 2013-up addresses the clutch pack itself rather than just the hydraulics feeding it, and a sealing ring installer kit is worth having on hand for the reinstall.
| Fits | 6T70 2014 |
| 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's Gen 1/Gen 2 split landed mid-way through the 2013 model year by RPO code. Every 6T70/75 built from 2014 forward runs the settled Gen 2 control hardware with no split-year ambiguity to sort out.
Not always. Transmission Digest documented a known issue where a prior rebuild installed a Gen 1 piston (0.638 in. apply fingers, 0.058 in. frictions) inside an otherwise Gen 2 unit instead of the correct Gen 2 spec (0.785 in., 0.061 in.). If that's the cause, the clutch pack itself needs the correct piston and frictions, not a new valve body.
Harsh or flared upshifts (especially 2-3 and 3-2), torque converter clutch shudder at light throttle, and limp mode with a stored pressure-control or shift-solenoid code.
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.
Yes. Run the TCM's adaptive relearn drive cycle after the install rather than driving normally, so the computer relearns clutch apply timing against the new valve body.
No. This listing is built specifically for the 2014 model year. The 2013-2017 listing covers the broader settled Gen 2 range for buyers who want one listing across several years.
