Catalog

GENERAL MOTORS 2644086Z00 TRANSMISSION FILTER

GENERAL MOTORS 2644086Z00 TRANSMISSION FILTER

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
On request
bolt MOQ (Minimal order)
1 pcs
local_shipping Production time
30-45 days
package_2 Shipping Weight: —
add_shopping_cart BUY NOW
GENERAL MOTORS 2644086Z00
GENERAL MOTORS 0501315183
Overview & Operating Principle
▲

The TRANSMISSION FILTER is the automatic transmission internal oil filter — a pleated synthetic fibre or fine-mesh screen element mounted inside the transmission valve body or in the transmission sump that removes metallic wear particles, friction material debris, and contaminant particles from the automatic transmission fluid (ATF) before it enters the hydraulic control valve body, clutch pack hydraulic circuits, torque converter lockup clutch solenoids, and lubrication passages. The ATF circuit in an automatic transmission is the working fluid for the hydraulic control system — it simultaneously provides the hydraulic pressure that actuates shift clutch packs and bands, lubricates all rotating components, carries heat from the friction elements to the transmission cooler, and conditions the friction material surfaces of the clutch plates — and its cleanliness is critical to solenoid valve function, clutch pack longevity, and shift quality. The filter element traps particles above 20–60 microns depending on the application; particles below this threshold circulate freely but are diluted and their concentration reduced by ATF renewal. Unlike engine oil filters which operate under positive pump pressure, many automatic transmission filters operate on the suction side of the ATF pump — they are low-pressure designs that would collapse under positive pressure but must resist the pump's inlet suction without reducing flow below the pump's minimum inlet requirement.

This unit — GENERAL MOTORS 2644086Z00 — is manufactured to OEM-equivalent specifications: filter body outer dimensions for the transmission sump or valve body mounting position, inlet and outlet tube geometry, filter element media type and micron rating, bypass valve opening pressure where integrated, and sealing interface geometry for the housing or sump mounting are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 0.18 USD, MOQ 1 pcs, production lead time 30-45 days.

Automatic transmission filters fail through progressive loading with metallic wear particles and friction material debris that increases flow restriction below the pump's minimum inlet flow requirement, causing pump cavitation — the pump attempts to draw more fluid than the restricted filter allows, creating vapour bubbles that collapse with sufficient force to erode pump impeller and valve body surfaces; through bypass valve fatigue that causes the valve to open prematurely, bypassing all filtration and allowing contaminated fluid to reach the solenoid valves and clutch pack hydraulic circuits; and through filter body cracking from thermal cycling at the operating temperature range of 80–140°C. A heavily loaded filter that causes pump cavitation produces a characteristic hissing or whining noise from the transmission that mimics a failing torque converter — the distinction is that cavitation noise appears at all temperatures while a torque converter issue typically varies with load and speed.

Symptoms & Diagnostics
▲
Harsh, delayed, or erratic gear shifts — particularly from P to D or between drive gears — that have developed progressively over time — a loaded filter is restricting ATF flow to the valve body solenoids and clutch pack hydraulic circuits; reduced hydraulic pressure causes incomplete clutch engagement producing slip and harsh shifts as the TCU increases line pressure to compensate; the progressive nature distinguishes filter restriction from a sudden solenoid or clutch failure.
Whining or hissing noise from the transmission at all operating temperatures that increases with ATF temperature — ATF pump cavitation from a severely restricted filter; the noise is continuous at all speeds and increases as the fluid thins at operating temperature, making the suction restriction more severe; this noise disappears immediately when the filter is replaced and the ATF is changed, confirming the filter as the source.
Transmission that engages drive smoothly when cold but shows delayed engagement or neutral slipping when fully warmed — a filter that provides adequate flow when the cold, viscous ATF is drawn slowly through its restricted mesh but cannot flow the required volume when the warm, thin ATF must flow faster to supply the hydraulic demand at normal operating temperature; the temperature-correlated shift quality change is characteristic of filter restriction rather than solenoid or clutch wear.
ATF that is dark brown or black with a burned smell when checked on the dipstick or during drain — severely degraded fluid indicates the transmission has been running with a restricted filter that has been causing clutch slip and overheating; the dark, burned ATF confirms the filter replacement interval has been significantly exceeded and the transmission requires a thorough fluid change and inspection for clutch material contamination.
Fine metallic particles or black friction material sediment visible in the drained ATF — the filter has been bypassing contaminated fluid through its bypass valve from restriction overload; the metallic particles and black friction material in the drained fluid confirm that the solenoid valves and clutch pack passages have been receiving unfiltered contaminated ATF; inspect the solenoid valve screens and clean the valve body passages before fitting the new filter.
Transmission fault codes for solenoid circuit resistance out of range combined with no external solenoid wiring fault — ATF contamination particles that have passed a bypassed or failed filter have deposited on solenoid valve plungers, increasing their operating resistance beyond the TCU's acceptable range; the solenoids are mechanically intact but their electrical resistance has been shifted by the conductive metallic particle coating on the plunger and core surfaces.
Logistics & Customs
▲
International HS Code
8421.23
EAEU Customs Code (TN VED)
8421 23 000 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1 pcs
Production Lead Time
30-45 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
▲
  1. Drain the ATF completely before removing the transmission sump — position a drain pan of sufficient capacity (4–10 litres depending on the transmission) under the sump drain plug or sump before loosening any fastener; ATF at operating temperature is 120–140°C and causes severe burns; always allow the transmission to cool or work with a cold fluid; the filter is accessible only after the sump is removed on most automatic transmission designs.
  2. Inspect the removed filter and drained ATF for the type and quantity of debris present — cut open the old filter element where possible and examine the captured debris under good lighting; fine iron powder is normal clutch wear; large metallic flakes indicate bearing or gear failure requiring internal transmission inspection; significant quantities of black friction material indicate clutch pack overheating from either the filter restriction itself or an underlying hydraulic fault; the debris type guides further diagnosis before completing reassembly.
  3. Clean the transmission sump interior thoroughly before refitting — the sump collects settled metallic particles and friction material that the filter cannot retain in suspension; wipe all sump surfaces with a lint-free cloth, remove all magnetic drain plug deposits, and flush the sump interior with a small quantity of clean ATF of the correct specification before installing the new filter; any debris left in the sump will immediately load the new filter from the first circulation cycle.
  4. Replace the sump pan gasket simultaneously with the filter — the sump gasket is compressed when the sump is removed and cannot reliably reseal the sump on reinstallation; a reused sump gasket that fails produces an ATF leak at the sump perimeter that requires a repeat sump removal to address; always include a new sump gasket in the parts order before beginning filter replacement.
  5. Torque all sump bolts to OEM specification in a diagonal sequence in two passes — the sump on most automatic transmissions is aluminium and the bolt threads engage the transmission case directly; overtightening strips the case threads; undertightening leaves the gasket unsealed; typical sump bolt torque is 6–12 Nm; always use a calibrated low-range torque wrench for sump bolts — hand tightening by feel consistently produces either over or undertightening.
  6. Install the new TRANSMISSION FILTER (GENERAL MOTORS 2644086Z00), refill with fresh ATF of the correct OEM specification to the correct level, start the engine and cycle through all selector positions P-R-N-D-3-2-1 to prime all hydraulic circuits, recheck the ATF level with the transmission at operating temperature, road test confirming smooth shift quality at all speeds and loads, and check for sump gasket leaks after the first heat cycle before returning the vehicle to service.
Tools: drain pan of appropriate capacity, lint-free cloths for sump cleaning, low-range torque wrench (6–12 Nm for sump bolts), fresh ATF of exact OEM specification, new sump gasket, OBD-II scanner with transmission live data for shift quality verification.
Frequently Asked Questions
▲
What is the correct ATF change and filter replacement interval for automatic transmissions, and does "lifetime fill" mean no service is needed?
The term "lifetime fill" used by many manufacturers refers to the fluid meeting the transmission's warranty requirements under normal use conditions — it does not mean the fluid and filter do not degrade. ATF degrades through oxidation, additive package depletion, and contamination from clutch friction material and metallic wear particles over time; most transmission engineers consider a 60,000–80,000 km service interval appropriate for normal use, reduced to 40,000–60,000 km for vehicles used for towing, stop-start urban driving, or performance use. A transmission with "lifetime fill" that has not been serviced by 100,000 km typically contains ATF that has darkened, smells burned, and has a significantly elevated metallic particle content — all of which accelerate clutch pack and solenoid wear. The filter replacement interval should match the ATF change interval — the filter's capacity is finite and should be renewed with every fluid change. ok.parts supplies automatic transmission filters at wholesale MOQ from 0.18 USD per unit.
Is ATF specification critical, and what happens if the wrong specification is used?
ATF specification is one of the most critical fluid specifications in the vehicle — using the wrong ATF type causes transmission failure faster than any other fluid substitution. Each automatic transmission manufacturer's friction modifier package is specifically formulated for their clutch plate material — the modifier determines how the clutch plates engage and disengage, affecting shift feel, clutch capacity, and durability. Using a generic ATF or an incorrect specification on a transmission designed for a specific fluid type causes clutch shudder from incorrect friction characteristics, seal degradation from incompatible seal conditioners, and accelerated clutch wear from insufficient friction modifier protection. Always use the exact ATF specification printed on the transmission dipstick label, in the vehicle handbook, or in the OEM parts catalogue — never substitute based on viscosity grade alone.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
▲
PartReason for Combined Replacement
Automatic Transmission Fluid (ATF)
OEM specification — quantity per transmission capacity		The transmission filter and ATF must always be replaced simultaneously — fitting a new filter in degraded ATF immediately begins loading the new element with the existing contamination that was already circulating in the old fluid; the new filter's service life is dramatically shortened because it must capture the entire contamination load of the old fluid from its first use. Always drain completely, refill with the exact OEM ATF specification, and confirm the correct fill level at operating temperature.
Transmission Sump Pan Gasket
Application-specific gasket or RTV		The sump gasket is disturbed every time the sump is removed for filter access and must be replaced every time without exception — a compressed gasket that has been sealed at operating pressure and temperature for a full service interval cannot reliably reseal the sump on reinstallation. Fitting a new filter with a reused sump gasket frequently produces an immediate ATF leak at the sump perimeter that requires the complete service to be repeated. Include a new sump gasket in every filter replacement order.
Transmission Solenoid Valve Set
Shift solenoids — OEM ref. varies by transmission		A filter that has been bypassing contaminated ATF from overload will have deposited metallic and friction material particles on the solenoid valve plungers and spool bores throughout the valve body. Solenoids that have been exposed to contaminated ATF for an extended period may have plunger surface deposits that affect their electrical resistance and mechanical response — producing shift quality faults that persist after filter and fluid replacement. If shift quality does not fully restore after a filter and ATF service, the solenoid valves require inspection and cleaning or replacement.