A750F Tcc Solenoid, remanufactured and ready to install. Fits the A750F. Ships fast from the USA.
If your four-wheel-drive Toyota with the five-speed automatic has started to sit a few hundred RPM higher on the highway, feels like it is rolling over rumble strips at a light cruise, or has a check engine light with P2757 stored, the converter lockup circuit is where to look. This is a remanufactured torque converter clutch solenoid for the A750F, the 4WD version of Toyota's A750 five-speed used in trucks like the 4Runner, Tacoma, Tundra, Sequoia, FJ Cruiser and Lexus GX. Toyota's service information names it solenoid valve SLU, and some scan tools and catalogs use a different name for the same part, which is why it helps to know both.
The A750F is a rear-drive based five-speed with a transfer case bolted to the back. Inside the valve body, the SLU is a linear solenoid: the engine computer does not just switch it on and off, it varies the current to control how hard the converter clutch is applied. That lets the transmission run a partial, slipping apply that Toyota calls flex lockup at lower speeds, then a full lock at highway speed in 4th and 5th. When it works, engine speed and turbine speed match at cruise, heat drops and fuel economy improves. When the SLU sticks, leaks or loses its screen to debris, the converter clutch either never fully applies or slips, and the computer sees the speed difference and flags it.
A P2757 does not automatically mean a bad solenoid. Transmission Digest documented a 2005 Tundra A750F where the code came back after a used transmission, a new converter, a different valve body and a new SLU had all been installed. The useful takeaway is the test they ran: with a voltmeter across the SLU wires, the signal should sit near 3.5 volts when flex lockup is commanded and near 7.0 volts once the scan tool shows full lockup above about 45 mph. If the signal is right and the code still sets, the fault is hydraulic or in the converter, not the solenoid. Also check the fluid; factory WS fluid that has degraded is known to cause flex lockup shudder by itself, and a fresh change often cures it. A worn pressure regulator boost valve can also cause low line rise and lockup slip with the same code. Our converter clutch shudder guide and solenoid multimeter test show how to separate these causes before you spend money.
This listing is for the A750F and references the A750E, the 2WD version, which uses the same style of valve body solenoids. Because the A750 family ran from 2003 into the 2020s across several Toyota and Lexus trucks, the safest check is a side-by-side comparison with the solenoid you remove: connector, snout length and mounting tab should all match. If your truck is a 2003 to 2009 model, compare it with our 2003-09 A750F TCC solenoid as well. If you are not sure, send us your year and VIN before ordering and we will confirm it. Other A750 parts are in our Aisin transmission parts collection.
If the pan shows heavy debris, one solenoid will not be the whole fix. The A750F solenoid kit replaces the set in one service, and the A750F shift kit addresses worn valve body bores that cause pressure loss.
| Fits | A750F |
| Part type | Tcc Solenoid |
| Condition | Remanufactured |
| 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 that mates to a transfer case; the A750E is the rear-wheel-drive version. The valve body solenoids are the same style, but always compare the part you remove with the new one before installing.
No. Toyota lists the solenoid, valve body, converter clutch, line pressure and internal faults as possible causes. Check the SLU signal voltage and the fluid condition before replacing parts.
Sometimes. Degraded WS fluid is a known cause of flex lockup shudder in the 32 to 42 mph range. If the solenoid tests good, a fluid change with fresh Toyota WS ATF is the first step.
No. The solenoid is on the valve body under the pan. You drain the fluid, drop the pan and filter, and replace it from below.
There is no special tool procedure for the solenoid itself. Clear the codes, check the fluid level hot, and drive through several lockup cycles so the computer can confirm the converter clutch is applying.
