Expands and guides the Teflon sealing rings into the piston and hub grooves on GM and Ford transverse 6-speed and 9-speed units, so the rings seat clean instead of pinching or twisting.
If you are rebuilding a 6T70 or 6T75 out of a Traverse, Acadia, Equinox or Enclave, a 6T40 out of a Cruze or Malibu, or the Ford 6F35 and 6F50 twins in an Escape, Fusion or Edge, the solid Teflon fluid seal rings on the case cover hub are where a clean rebuild most often goes wrong. This two-piece installer guides each new ring down into its groove without stretching it out of shape, so the 3-5-R and 4-5-6 clutch circuits hold pressure the first time the unit runs. The listing also covers the GM 9T45, 9T50 and 9T65 nine-speeds.
In the 6T70 the 3-5-Reverse and 4-5-6 clutches are fed through the case cover hub, which carries four solid fluid seal rings that separate those oil circuits. Solid rings have no scarf cut, so they cannot be spread by hand without permanently stretching them. GM's procedure uses a dedicated installer: a tapered guide sits over the hub so only the target groove is exposed, the new ring is set on the guide and pushed down over it with a pusher until it snaps into the groove, and the guide is moved down for each of the four rings. A sizing sleeve is then held over the rings so they shrink back to a size that lets the drum slide on without cutting them.
This kit gives you a tapered guide and a sleeve in non-marring plastic, the two pieces that do that job. The plastic will not nick the ring or scratch the aluminum hub the way a pick or screwdriver does.
A cut ring leaks clutch apply oil, the clutch cannot hold, and the unit has to come back out. That is the failure this tool exists to prevent.
Air check before the unit goes back in. GM's 6T70 procedure is to apply regulated shop air, 40 psi maximum, to the 3-5-Reverse and 4-5-6 clutch feed passages and watch the piston move. Minimal piston travel with heavy air leakage points to damaged seals or a mistake in assembly. If you are rebuilding because of a known failure, our 6T70 common problems and fixes guide covers the broken 3-5-R wave plate and the other faults that bring these units apart, and the 6T70 Acadia shift problems guide helps separate a hydraulic leak from a calibration or adapt complaint.
The listing covers GM 6T40, 6T70, 9T45, 9T50 and 9T65 and Ford 6F35 and 6F50 front- and all-wheel-drive automatics. The 6F50 is the Ford version of the 6T70 design and the 6F35 the Ford version of the 6T40, which is why one set of tapers serves both makers. The 9T family is a different transaxle, so check the guide against your ring and hub diameters before you start. The rest of our 6T70 parts are on the 6T70/6T75 collection page.
| Pieces | 2-piece installer set |
| Fits | GM 6T40, 6T70, 9T65, 9T50, 9T45; Ford 6F35, 6F50 |
| Drivetrain | FWD and AWD 6-speed and 9-speed automatics |
| Material | Non-marring plastic |
| Use | Installing Teflon sealing rings on clutch pistons and hubs |
The solid Teflon fluid seal rings on the case cover hub that feed the 3-5-Reverse and 4-5-6 clutches. GM uses four of them, and each has to be guided into its groove and then sized.
Not reliably. Solid rings have no cut, so stretching them by hand distorts them. A distorted or nicked ring leaks clutch apply oil and causes slipping in the gears that clutch serves.
Yes, they are listed. The 6F50 shares the 6T70 design and the 6F35 shares the 6T40 design. The GM 9T45, 9T50 and 9T65 are also listed; check the taper against your ring diameter on those.
Air check the 3-5-Reverse and 4-5-6 feed passages with regulated shop air, 40 psi maximum, and watch the pistons move. Little movement with heavy leakage means a damaged seal or an assembly error.
A full overhaul kit so all rings and seals are new, an internal filter if the old unit shed debris, and DEXRON VI fluid for the refill.
