A750F Clutch Drum, used and ready to install. Fits the A750F. Ships fast from the USA.
Owners of four-wheel-drive Toyotas with the A750F usually go looking for a clutch drum after the teardown, not before: the truck started slipping on a long grade or with a camper behind it, the pan came off full of glitter, and the drum turned out to have a cracked tooth, a scored piston bore or a bushing that walked. This is a used, original-equipment A750F clutch drum, pictured assembled on its input shaft, ready to go back into a 4x4 4Runner, Tacoma, Tundra, Sequoia, FJ Cruiser or Lexus GX 470 unit.
The F suffix marks the four-wheel-drive version of Aisin's A750 5-speed; the gear train is shared with the A750E and the case is set up for a transfer case. Toyota's service data puts the forward, direct and reverse clutches together under the clutch drum and input shaft section. The drum carries the steel plates on its inner splines, houses the apply piston and its return spring pack, and turns with the input shaft. When the solenoids in the valve body command a clutch, oil is fed through the shaft into the piston cavity and squeezes the pack. A 4x4 truck in low range multiplies torque through the transfer case, but the drum still sees full engine torque at the input, and heat from slipping under load is what cooks the piston seals and the friction plates riding in it.
The A750 is also known for lockup and shift solenoid faults and a worn valve body. A failing torque converter clutch solenoid can feel like slip at highway speed, so scan for codes and check the solenoid side first; a replacement A750F TCC solenoid is far cheaper than a teardown.
Check fluid level and condition hot, then run a line pressure test and a stall test. Toyota lists 52 to 62 psi in Drive at idle and a stall speed of 2,250 to 2,550 rpm in Drive. A stall reading above that range with normal line pressure means a clutch is slipping inside the unit. Our Aisin slipping under load guide covers the test sequence, and because heat is what kills these drums, read our Aisin overheating guide before the rebuilt unit goes back into service. On the bench, look for cracks at the spline roots, grooves in the piston bore, and a reverse clutch hub bushing past Toyota's 35.887 mm maximum inside diameter.
This drum is listed for the A750F and cross-references the A750E. Published A750F applications include the 2003-on 4x4 4Runner, 2003-2009 Lexus GX 470, 2004-2009 4x4 Sequoia, 2005-2015 V6 4x4 Tacoma, 2005-2009 4x4 Tundra, 4x4 FJ Cruiser and the 2003-2007 Land Cruiser and LX 470. No production year is printed on the listing, and Toyota revised internals over the run, so match the shaft length, spline count and drum outside diameter to the part you removed, or send us your year and VIN for a check. Browse the rest of our Aisin transmission parts for supporting hardware.
| Fits | A750F |
| Part type | Clutch Drum |
| Condition | Used |
| Brand | OEM |
| Reference | A750E |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The A750F is the four-wheel-drive version of the same gearbox and the listing cross-references both. Toyota made running changes over the years, so compare the drum and shaft against your original or send us your year and VIN.
The GX 470 uses the A750F. Confirm the drum and shaft match your old part before installing, since internals changed during production.
Heat from slipping under load is the usual cause: towing, long climbs and low line pressure from a worn valve body or boost valve. That burns piston seals and frictions and can crack or score the drum.
Toyota specifies 0.50 to 0.80 mm reverse clutch pack clearance, set by choosing a flange between 2.8 mm and 3.8 mm thick.
Plan on a rebuild kit with frictions, steels and seals, a new filter, and the Toyota ATF your owner's manual calls for. Check the valve body if low pressure caused the original failure.
