U760E Solenoid Kit, remanufactured and ready to install. Fits the U760E. Ships fast from the USA.
This is a remanufactured set of seven valve body solenoids for the Toyota U760E, the six-speed automatic behind four-cylinder engines in the 2.5L Camry and RAV4 and the 2.7L Highlander and Venza. Buyers usually land here because the car has started to shift hard from first to second, slurs the 2-3 shift, shudders under light throttle, or sat in one gear with a solenoid code. It is the solenoids only, with no harness, which suits a U760E whose harness and case connector are still in good shape.
The U760E runs entirely on electronic control. The transmission computer reads speed, throttle and fluid temperature and then commands the solenoids bolted to the valve body. Most of them are linear, pulse-width-modulated units that build a pressure in proportion to the current they receive: one sets main line pressure, others apply and release individual clutches during each shift, and one controls the converter lockup clutch. GEARS Magazine explains that Toyota's flex lockup strategy partially applies the converter clutch from first through sixth gear at light and moderate throttle, and even while coasting, so the lockup solenoid in a U760E is working nearly all the time the car moves. A set of seven covers every solenoid position in one job instead of replacing the one a code happened to name.
A performance code does not prove the solenoid is bad. GEARS Magazine notes that Toyota solenoids rarely fail electrically and instead stick from degraded or contaminated fluid, and that the wrong fluid alone can set solenoid performance codes. Check that the unit has Toyota WS at the correct hot level first. For a harsh coasting downshift with no codes, the same article points at a dirty throttle body or a slow mass airflow sensor, so look there before opening the pan. Next, think about the valve body: Sonnax shows that a worn solenoid modulator bore sends excess pressure to the SL, SLT and SLU solenoids, and new solenoids will not correct a worn bore. Our U660E and U760E problems guide covers the Manual 3 shudder test and Check Mode code setting. If the bores are worn, price a complete U760E valve body for the Camry instead.
The listing names the Toyota Camry, Highlander, RAV4, Venza and Sienna with four-cylinder engines. Two cautions keep you from ordering the wrong part. First, GEARS Magazine dates the U760E to the 2010 model year, so an earlier four-cylinder Camry does not have this transmission, and early 2.5L RAV4s were built with a four-speed automatic. Second, the listing also mentions the Lexus RX350 and ES350, but those are V6 models with the U660-series transaxle, which uses different solenoids; V6 owners should look at the U660E solenoid kit with harness. Confirm U760E on the build label or by VIN and compare connector colors and solenoid sizes with your old parts, or send us your year and VIN. All U760E parts are on the U660E/U760E collection page.
Our WS fluid and capacity guide explains the level check step by step.
| Fits | U760E |
| Part type | Solenoid Kit |
| 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.
Seven transmission solenoids. No harness, filter or fluid is included, so inspect your existing harness and connectors and reuse them if they are in good condition.
Those are V6 vehicles with the U660E or U660F, not the U760E. They need a U660-series solenoid set. Confirm the transmission code on the build label or by VIN before ordering.
No. The U760E entered production for the 2010 model year, so earlier four-cylinder Camrys use a different transmission. Match the transmission code, not just the model.
A filter and pan gasket kit and enough Toyota WS fluid for a full refill. If the valve body bores are worn, a shift kit or a complete valve body is worth pricing at the same time.
You can, but the solenoids age together in the same fluid. Replacing the full set in one pan-down job avoids opening the transmission again when the next one sticks.
