U660E Valve Body 2011, remanufactured and ready to install. Fits the U660E. Ships fast from the USA.
If you are shopping for a valve body for a 2011 V6 Toyota or Lexus - a Camry or Avalon that buzzes through the floor at 30 to 45 mph, a Venza or Sienna that bangs into third, an ES 350 that sits in a gear too long before it upshifts - this is the part built for that single model year of the U660E six-speed. It is a remanufactured, bench-ready assembly, so you bolt in one finished hydraulic and solenoid package rather than gambling on a used core with the same wear as the one you are pulling out.
The U660E is the Aisin six-speed front-drive transaxle Toyota paired with its 3.5L V6. Its valve body is where every shift actually happens: pump pressure enters the casting, the linear solenoids bolted to it meter that pressure, and spool valves in machined aluminum bores send it to whichever clutch applies the next gear. The same casting runs the torque converter clutch, and on this unit the TCC is not simply on or off. The computer holds it in a controlled slip, called flex lockup, across a wide speed band. That constant metering is why a few thousandths of bore wear shows up as a drivability complaint long before anything inside the gear train breaks.
One note specific to 2011 shoppers: the four-cylinder versions of these vehicles moved to the related U760E in 2010, so a 2011 2.5L Camry needs a different part. Four-cylinder owners should look at the U760E valve body for 2011-2022 instead.
The fastest test costs nothing. Reproduce the shudder, then move the shifter to the manual range and hold third. Selecting a manual range turns off the flex-lockup strategy; if the vibration stops, the problem is in the converter clutch apply circuit rather than the engine. From there the order of work matters, and our U660E/U760E shudder and valve body wear guide lays it out: correct WS fluid at the correct level first, then valve body bore wear, then calibration, and only then the converter. Plenty of 2011 cars have been cured by a proper drain-and-fill, so do that step before you spend money on hard parts.
This listing is for the U660E as installed in 2011 production. Toyota used the U660E across the Camry V6, Avalon, Venza, Sienna, Highlander and RAV4 V6 and the Lexus ES 350 and RX 350, and the internal calibration was revised over the run, so the model year alone is not the final word. Compare the casting numbers and the solenoid connector layout on your old unit to our photos, or send us your year, model and VIN and we will confirm it matches before it ships. Other year ranges and the rest of the parts we stock for this transaxle are in the U660E parts collection.
The valve body comes out from underneath once the pan, filter and harness connectors are off; mark or photograph the bolt positions as you remove them because the lengths differ. Install a new U660E filter and pan gasket kit at the same time so debris left from the old unit is not pulled straight into the new one. Run the bolts down in the factory sequence to the factory torque. Refill with Toyota Genuine ATF WS only - there is no dipstick, and the level has to be set through the overflow plug with the fluid between 185 and 194 F, as our U660E fluid type and capacity guide explains step by step. Finish by clearing codes and resetting the transmission adaptive values so the computer relearns clutch fill against the new valve body. If your old solenoids were the root of the complaint and you are rebuilding rather than swapping, the separate U660E solenoid kit is the matching electrical piece.
| Fits | U660E 2011 |
| Part type | Valve Body |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. Four-cylinder models of that era use the U760E, which arrived for 2010. This valve body is for the V6 U660E. Check the transaxle tag or send us your VIN if you are not sure which unit you have.
Hold the transmission in manual third and drive the same speed. If the shudder goes away, it is the converter clutch apply circuit. Fix fluid type and level first; if it returns, worn lockup and modulator bores in the valve body are the next most common cause before the converter itself.
Toyota Genuine ATF WS, part number 00289-ATFWS, or a fluid that states it meets the WS specification. Set the level through the overflow plug with the fluid at 185-194 F read on a scan tool.
Yes. You need one to read fluid temperature for the level check, and you should clear codes and reset the transmission adaptive learning so shift and lockup timing are relearned against the new part.
Compare casting numbers and the solenoid connector layout on your old valve body with our photos, or send us year, model and VIN and we will confirm the match before shipping.
