A750F Shift Kit 2003, new and ready to install. Fits the A750F. Ships fast from the USA.
If your 4x4 Tacoma, 4Runner, FJ Cruiser or Lexus GX470 with the A750F five-speed has started flaring on the 2-3 shift, slipping when you lean on it in 3rd or 4th, or banging into a downshift at highway speed, the cause is very often wear inside the valve body rather than burnt clutches. This TransGo shift kit for the A750F is the valve body repair that rebuilders reach for on this family. The listing is the no-tool version (SK A750-NT), and the 2003 in the title is where coverage starts: TransGo builds it for 2003-and-later units.
The A750F is the four-wheel-drive version of Aisin's 5-speed rear-drive automatic. The F tells you it bolts to a transfer case, but the valve body and the problems it develops are the same as the two-wheel-drive A750E. Shift timing and lockup are run by solenoids, and those solenoids can only regulate accurately if the pressure feeding them stays steady. That job belongs to the solenoid modulator valve. Its spring and valve hold solenoid feed below a set value no matter what line pressure is doing. Once that bore wears, solenoid output drifts high or low and shift quality goes with it.
The second wear point is the TCC relay valve bore, which controls how the converter clutch applies and releases. A sloppy bore lets the computer lose its grip on lockup slip and release rate, and that is where the rough kickdown at cruise comes from. This kit replaces the solenoid modulator (solenoid regulator) valve with a new valve and bushing, adds a hardened TCC relay valve and bushing, and supplies a TCC control boost valve and bushing. Together they put back the hydraulic control the factory parts have worn away.
Start with the fluid. Toyota WS is thin, and if it is dark, low or smells burnt you have a clutch problem to deal with along with the valve body. Pull codes with a scan tool that reads Toyota transmission data. Remember that Toyota names the same solenoid differently in the repair manual, the parts catalog and the scan data, so match the code to the right solenoid before replacing anything. If the solenoids check out on resistance and you still have 2-3 flare or a lockup slip code, the valve body bores are the next suspect. Our Aisin harsh or delayed shift walkthrough covers that test order, and bench testing transmission solenoids shows how to rule out the solenoids first.
The kit fits 2003-and-later A750F valve bodies, and TransGo also lists the A750E, A760E/H, A761E, A960E and AB60E/F. Those units do not share one valve body, though. The instructions split them into types by whether there is a lower solenoid body and how its bolt hole is shaped. A750 valve bodies have no lower solenoid body, so you follow the A750 pages. If you are not sure which unit you have, read the transmission tag or send us your year and VIN before ordering. Every A750 part we carry is listed in the Aisin transmission collection.
| Fits | A750F 2003 |
| Part type | Shift Kit |
| Condition | New |
| Brand | TransGo |
| Reference | A750 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes. The 2003 in the title is where coverage starts. TransGo rates this kit for 2003-and-later A750E and A750F valve bodies, and it also covers the A760, A761, A960 and AB60 families. Confirm your unit from the transmission tag or give us your VIN.
Yes. This is the no-tool version. The TCC relay valve repair needs its bore drilled and reamed with TransGo's guide and stepped reamer. If you have never done this kit before, use a shop that owns the tooling or buy the tool version.
It can when the cause is a worn TCC relay or TCC control valve bore, which TransGo names as a common reason for P2757 on this family. Check the fluid condition, the lockup solenoid and the wiring first. A bad solenoid or burnt fluid will set the same code.
Toyota WS (World Standard) ATF. Do not mix in a multi-vehicle fluid. Check the level by Toyota's temperature-based procedure, not by a cold dipstick reading.
If the fluid is burnt or you find friction material in the pan, yes. The kit restores pressure control, but it cannot rebuild clutch packs that are already worn. Fit it during a rebuild with a fresh master kit for the best result.
