A750E Solenoid Kit, remanufactured and ready to install. Fits the A750E. Ships fast from the USA.
If your Tacoma, 4Runner, Tundra, FJ Cruiser, Sequoia or Lexus GX with the five-speed A750E has started shifting late, skipping a gear, dropping into a limp-home gear or logging solenoid performance codes, the electrical side of the valve body is the first thing worth checking. This remanufactured A750E solenoid kit is the repair for a transmission whose clutches are still healthy but whose solenoids no longer do what the computer asks. It ships fast from the USA and carries a 1-year warranty.
The A750E is Aisin's five-speed rear-drive automatic, and the A750F is the four-wheel-drive version of the same unit. Everything that decides which gear you are in lives on the valve body under the pan. The shift solenoids, named S1 through S4 in the repair manual, are on-off valves that move the shift valves to stage each upshift and downshift. The SR solenoid works alongside them, and the linear SLT and SLU solenoids set line pressure and control lockup clutch apply. Toyota uses three different names for each of these parts depending on whether you are reading the repair manual, the parts catalog or a scan tool, so a P0986 that reads as an SSE fault is really pointing at the SR solenoid, which the parts counter calls a 3-way solenoid No. 2.
When a coil weakens or a solenoid seat wears, the computer still commands the shift but the hydraulics cannot follow it. The transmission responds with the wrong ratio, a flare between gears or a hard engagement, and the computer logs a performance code for the solenoid it thinks is responsible.
Performance codes mean the computer saw the wrong gear ratio, not that a coil has failed outright, so test before you buy. Read the codes with a scan tool, confirm the fluid level and condition, then road test with live data to see which gear is commanded against which gear the speed sensors report. Measure each solenoid's resistance at the case connector and again at the solenoid; our guide on testing a transmission solenoid with a multimeter walks through it. If the readings are fine but the ratio errors persist, a slipping clutch or a worn solenoid modulator valve bore can set the same codes, and the walkthrough on Aisin harsh or delayed shifts helps separate those causes.
This kit is listed for the A750E and cross-referenced to the A750F. The family was used in 2003-2020 Toyota Tacoma, 4Runner, Tundra, FJ Cruiser and Sequoia trucks and the Lexus GX470 and GX460, but the listing does not narrow it to specific years, and Toyota revised the valve body and connectors over that run. Pull a solenoid and compare its connector, body and mounting tab with the product photos, check the transmission code on your build label, or send us your year and VIN and we will confirm it before it ships. If you would rather have a kit tied to a stated year range, see the A750E solenoid kit for 2002-2016. Every other part for this family is on our Aisin transmission page.
If the truck has lockup shudder or a P2757 that survives new solenoids, the A750E TCC solenoid and the valve body bores behind it are the next things to inspect.
| Fits | A750E |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Reference | A750F |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The listing cross-references the A750F, and the two units share the same basic valve body design. Connectors and solenoid styles changed across model years, so compare a removed solenoid with the photos or send your year and VIN and we will confirm the match.
The common ones are shift solenoid performance codes P0751 and P0756, P0776 for a pressure control solenoid and P2757 for the lockup (SLU) solenoid. P0986 is an SR solenoid circuit code. Performance codes can also come from a slipping clutch, so verify with a road test and live data first.
Toyota WS (World Standard) ATF. Do not substitute an older Type T-IV or a generic multi-vehicle fluid, and check the level with the factory procedure at the specified fluid temperature.
Most of the solenoids bolt to the outside of the valve body and can be changed with the pan and filter off. Plan on more time if you also intend to inspect the valve bores or the separator plate.
Clear the codes and reset the transmission adaptive values with a scan tool if yours supports it, then drive gently through all five gears so the computer can adapt to the new solenoids.
