The Sonnax is a true fix.

 

Has this been talked about on this form? Wondering if anyone has this fix done? Sounds like something that is very easy to do, while having fluid and filter changed. Thanks for any replies.

Feed Limit Low Valve Kit – 105740-54K

Restore proper valve function & prevent future wear in GM 10L1000, Gen. 2 10L60, 10L80, 10L90 transmissions with Sonnax feed limit low valve kit 105740-54K.

www.sonnax.com

185K views · 2.6K reactions | In this 10l1000 valve body only the feed limit low valve was need to be repaired. | Brandon Sloan

In this 10l1000 valve body only the feed limit low valve was need to be repaired..

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Yes, I did a write up on the install.
However it keeps getting drown out by next gen fanboys.
Some people just have to spend more money than is needed.

 

Not sure if this will help anybody.

https://www.duramaxdiesels.com/forum/threads/2020-2023-stock-valve-body-new.90827/#post-1255256

 

Just put the sonnax Low Limit feed valve kit in your existing valvebody and be DONE with it. Its like $35 and was actually engineered and patented. No stupid orings. The orings on the next gen kit scare me more than the OEM VB failing. If orings were the solution then GM would have done it eons ago on all VBs as they are pennies each.

Majority of problems are from the feed limit low valve wearing and causing cross leakage. Yes, the VB themselves can crack which is why you dont want a 'shift kit' as they are already on the edge of cracking between work tracks. I fixed mine on a sunday morning. Easy and cheap. Works great.

 

Curious about this “kit” did it remediate the cardboard separator? If not, I can’t see how the pressure would be improved. I did get a pressure test done when I had the NextGen VB replacement.

 

I think it takes some time to "learn" how to shift smoothly in all situations. Got my '24 2500HD (ok, it's a gasser) and the 10-speed had some rough shifts (even jolts) for hundreds of miles, maybe more than a 1000 miles. I think it has to get experience in different shifting situations to get the timing down. It should be getting better and better as time go by. At 5k miles on my last 1k trip I had one only-slightly-rough shift (not enough that, for example, my wife would ever notice). None since then.

 

Does anyone have any experience with the dirty hooker diesel valve body?

 

I recently had my dealer install a full ready to go valve body from next gen in my 24 2500 as a sort of preventive maintenance, It shifts amazing most of the time but I do still get an odd shift every now and then, usually in cruise going up a steep grade it will kinda feel like a jolt, Unsure if its something I should be worried about or not as I've only had the valve body in for roughly 700 miles as of this comment

 

Some of the 2022's depending on build date already have the TCM "recall" applied. Yours may be one of them, I have a 2022 build date 09/08/2021 and it does need the TCM recall number N242454440. As far as the valve body they didn't come out with a replacement until very recently Q1-2025 with the supposed fix, which I heard was to correct a cracked valve body which is causing the issue.

 

What's strange about this valve body issue is, I have a 2022 Denali Ultimate with 24K on it and do not have a recall on it. Dealer said that my valve body doesn't have the recall because it was made in a different facility and it's not affected by the recall. Who knows till and when it happens.

 

Did you get that in writing? If / when it pukes, you've got evidence that the dealer said it wasn't part of the recall.

Lyle

 

What have been the results after the VB is replaced? My 2023 with 50K on it went down this week and is at the dealer. The parts are on "Galactic Back Order" without a delivery timeline. Are the new replacement valve bodies any good, has the issue been resolved? Or is this a patch to last until the trans is out of warranty? I'm debating whether or not i should have it repaired and trade it in or keep it.

 

I was looking to upgrade my 2024 valve body to prevent any issues, a trans shop told me the 24's were good to go. Anyone have insight on that?

 

The short answer is no. 2025's are still being reported as failing too.

Here is long thread from when mine failed on my 2024

https://www.duramaxforum.com/threads/2024-trans-valve-body-bit-the-dust-anybody-know-how-long-the-backorder-is.1039737/#replies

Right now im starting to think the new "updated" part that's in mine post repair is going to fail again. Shift quality has started to deteriorate and sometimes it shifts harshly in the 7-8 area and its starting to pulse sometimes again before it downshifts.

 

Already seen some low mileage 25s posted with issues so probably not.

 

Yep, this might just end up being a design flaw of this transmission and we won't see it truly fixed until GM redesigns it or goes with another unit for hd trucks.

 

GM appears to be working hard to solve this issue. I understand they have hired hundreds of Oompa-Loompas to fabricate the "new part number" VBs!!

 

I spoke with a service manager at a Chevrolet dealership today about a 2025 Silverado 2500 ZR2 I am looking to purchase. I was told that the service department is replacing failed/failing valve bodies with a new valve body that has A DIFFERENT PART NUMBER. He claimed that this 2025 truck has the new valve body already in it. I have not been able to confirm any of this but I was told this today.

 

Yes there is a new part# out and there is no core charge with that unit either, issue is sourcing one is very hard/near impossible. I have seen a couple 25' failures on the facebook group for this so if that's true the 25's have the new VB part# and they are still failing that is really bad news for everyone. The 25' failures could also be early builds, but all this is speculation, no one really knows, and we still don't even know the root cause for failure yet.

 

Yeah, I think that’s the plate between the two halves of the VB that Nextgen came out with in their kit.

 

Pictures of the plate?

 

Not finding it much in these forums, but on some others the folks are claiming that GM found the issue. Some type of spacer plate that is not machined properly. This all surfaced just a few days ago. Take it with a grain of salt however. Have not seen an official GM document on it.

 

I have seen that for the 6l90 and there is a TSB for it to install the updated plate, I haven't seen this for the 10spd.

 

Lifetime warranty of the valve body. When I spoke to Will he also indicated that if a customer elected to go with a full transmission later on that the price of the valve body would be applied to the trans.

 

What is Nextgen's warranty?

 

Do they also cover the rest of the transmission if you just put a valve body in?

 

I get it…I understand why anyone would say BS and would want to hold GM to account and also understand why anyone would go the preventative/Nextgen route. You have to do what works for you. I’m lucky enough to have the means and the cost benefit works for me but also understand why it would seem ridiculous to others.

 

As you know I did this, lessons learned for me:

1) Be sure you remove the seal that goes from the VB to the transmission from the old unit. You will not get a new one with the NextGen.
2) When you replace the transmission filter, be sure the seal from the filter to the valve body fits securely.
3) There has been a run of bad solenoids, if you are ”lucky” to get these you will have issues changing gears and it will more than likely throw codes.

 

Let alone the moment you do this you're more than likely voiding your warranty.

 

I thought about doing at least the upgrade kit to mine, the full valve body would be easier but I'm not spending $3500 to fix GM's screw up. If we let GM off the hook they are just going to continue this bad behavior of not taking care of the issue.

 

I think I’m going to bite the bullet and get the Nextgen full VB replacement. we have a 3000 mile vacation planned this summer and I‘m not willing to play Russian roulette. If the VB goes the transmission is most likely toast as well. I’ll report back if I do.

 

This is exactly where my head is with this. My "catastrophe-preventing" brain is always seeking and aiming at these scenarios. It was the leading thought process that lead me to spending $10k-15k extra to buy a new truck v.s. a used one. At the time, that was the price difference. Sound examples of used LBZ trucks were being snatched up for $40k +/-, and then there was the gamble of getting one that had been abused. "Great... I saved $15k buying a used truck. But now I have to buy a new Allison 6-speed. Oh, and look, my injectors are going too!"

Why the 🤬 can't we get a good pickup truck anymore?! My '16 Tundra gave me ZERO heartburn in the 54k miles I owned it. One single visit to the dealership early on for a deformed hose nipple on the power steering fluid rez that was leaking. That's it. SOLID truck. Just a wimpy payload.

I hear ya, i don't like hearing of these issues either and I think it's a shock to the dmax owners because the previous true Allison was a great transmission. The fact is though that this is nothing new with GM, my first hd was a 16' 2500 but with the 6.0 and a 6l90. Well if you know about those they suffer torque converter failures that end up taking the whole trans out. I figured I would do 10k fluid intervals, baby the truck and I would not have this issue...55k miles into ownership trans down 3hr from home pulling my trailer. Those convertors were a known failure point in those and gm never did anything about it. So that's how I ended up going to the dmax because at the time the 6.6 gasser still had a 6l90 and I wasn't doing that again. Now I'm faced with another possibility of a known failure point within a GM transmission going out. Mine already suffered the front pump cover leak and had to be removed so I'm just waiting for the VB to strike.

Either way like others have said pick your poison, HD truck game has 3 players..GM, Ford and Ram and each have a known issues right now, Ford might be the one on top right now, then GM and then ram because of the lifter failures in the Cummins and up until the 25' model They didn't have a good transmission unless you went ho and got the aisin.

Yup I had a 2005 Tacoma that I drove for 10 years put over 120k miles on it, thing ran great…but it towed heavy loads like crap, and wasn’t comfortable towing for 7+hrs which I do. Now the Yotas are just as bad, recalls, etc…You name a brand of truck and I can show you problems, its become chose you poison.

I have a 2012 Taco that I bought new and still have, that's my daily driver. Solid truck, been so good to me and pretty much spoils you on what a vehicle should be. Maintenance and run it, but you are correct it's strong suit is not towing at all.

 

Boxer,

The problem… by the time the VB goes “bad”, the transmission is mechanically damaged and needs to be replaced.

 

Boxer,

The problem… by the time the VB goes “bad”, the transmission is mechanically damaged and needs to be replaced.

The transmission shop I went to install the valve body charged me $450 that included the 14 quarts of new fluid. IMO that was a worthy charge, especially after removing the pan two previous times. Removing the pan, is a mess even if you are able to remove it without spilling anything from the pan. The unit bleeds and bleeds and bleeds, makes a mess.

The shop also said that transmission itself is fine, the need to replace the entire thing would be if you improperly secured the transmission filter seal to the valve body or improperly secured the valve body to the transmission (another seal), and or…burning the fluid. The problem would or will be if the existing valve bodies (not the new revised part number) cracks. Which is the claim I have heard, this will impact any existing valve body, whether its NextGen or otherwise until the market is saturated with the new just released valve body from GM.

 

I wrote in another that’s it’s crossed my mind to maybe….big maybe to do the valve body down the road. Would be spendy but way cheaper than changing manufacturers for whatever issues they have. I’m guessing 3-4K to get one of these installed at a shop. Peace of mind, and it may cost at least $1000+ if I broke down in BFE with RV storage, rental vehicle to get the family and dogs home, plus airline ticket and time to retrieve my truck/trailer after weeks of waiting on a new vb etc. Not insurmountable, but a logistical nightmare none the less.

I could handle the old CP4 issues. Get good fuel etc. With this issue, there’s nothing you can do to prevent it and no warning of when it go’s south on you. For those that know RV’s, I’m now going to call this the Scwintek of transmissions.

 

For those that know RV’s, I’m now going to call this the Scwintek of transmissions.

LOL. Thats somewhat fitting given all the issues which those slides…. that whole break down in the middle of a trip deal is exactly what im dealing with now. No VB in site any time soon from what the dealer tells me. We will see..… Im looking for my next truck now.