A760E Valve Body, remanufactured and ready to install. Fits the A760E. Ships fast from the USA.
A Toyota or Lexus with the A760E six-speed automatic that shifts harshly, hangs in one gear under light throttle, or shudders when the torque converter clutch locks up at cruise is a textbook case for a worn valve body. This remanufactured A760E valve body is bench-tested and ready to bolt in as a direct replacement for the factory unit.
The A760E is a fully electronic six-speed, which means the valve body is not just a hydraulic manifold - it is also where the shift solenoids and pressure control solenoid physically live. The transmission control module fires those solenoids to move internal spool valves through machined bores, and those valves meter line pressure to the clutch packs and bands for every gear change. As the bores wear from normal fluid flow over time, pressure leaks past the valves instead of applying the clutch firmly, and that shows up as soft, flared or harsh shifts long before anything else in the transmission fails.
Because Toyota uses three different naming conventions for the same solenoid across the repair manual, the parts catalog and generic scan tool data, two shops can describe the exact same failed part with different names. Confirm the actual component application for your solenoid position before ordering parts based on a code alone.
Scan for codes first. Shift solenoid performance faults, pressure control solenoid faults, and TCC performance or stuck-off codes are the ones most consistently linked to worn valve body bores on this platform. A road test with live scan data, watching commanded gear against actual gear and line pressure against throttle position, will tell you whether the valve body is really the cause before you spend money replacing it.
This listing covers the A760E valve body used across Toyota and Lexus six-speed applications. Because this transmission carries several internal revisions depending on model year and platform, match the casting, connector and solenoid count against your old unit, or send us your year, model and VIN so we can confirm the correct version for your vehicle before it ships. If your build date falls outside this range, check the A760E valve body for 2010-19 or the A760E valve body for 2010 instead.
Replace the fluid and filter at the same time as the valve body - Toyota WS ATF is correct for this transmission, and running the wrong fluid spec will reproduce the same harsh or flared shift symptoms a bad valve body causes. Torque the valve body bolts in the factory sequence to spec; uneven clamping can warp the casting and open up the same bores you just replaced. After the valve body is installed, cycle the transmission through a full relearn so the control module resets its clutch fill timing against the new hardware instead of carrying over values tuned to the old, worn part. If the internal wiring harness or input drum shows wear while you have the pan down, it is worth addressing in the same job - see the A760E internal wiring harness and A760E input drum.
| Fits | A760E |
| Part type | Valve Body |
| Condition | Remanufactured |
| Brand | OEM |
| Reference | A760 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The A760E was built with several internal revisions across its production run, so match the casting, connector and solenoid count against your old unit, or send us your year, model and VIN before ordering so we can confirm fitment.
Harsh engagement, flared or slipping shifts under load, torque converter clutch shudder at steady highway speed, and a stuck or delayed upshift are the most common complaints, often paired with a shift solenoid, pressure control solenoid, or TCC performance code.
Change the fluid and filter so debris from the old unit does not circulate through the new valve body. While the pan is down, check the internal wiring harness and input drum for wear, since both are known issues on this transmission and are easier to address in the same job.
Toyota WS (World Standard) ATF. The wrong fluid spec will cause the same harsh-shift and flare symptoms as a worn valve body, so rule that out before assuming the part has failed.
Yes - run a full key-cycle relearn after installation so the transmission control module recalculates clutch fill times for the new hardware rather than using values tuned to the old, worn valve body.
