10 GEARS July 2014

Valve Body Problems

In this issue of Keep Those Trannys Rolling, we’re going to look at some of the valve body problems

we’ve encountered on Toyota’s U660E, U660F, U760E, and U760F transmis-sions over the past few years.

These problems include faulty engagements and shifts, TCC-related issues, and problems with the lube circuits.

Engagement ProblemsDelayed or harsh engagement may

be caused by a worn primary pressure regulator valve and bore (figure 1).

A delayed or harsh engagement into reverse may be caused by a worn

VALVE BODY PROBLEMS with Toyota’sU660E, U660F, U760E, and U760F

Figure 1: Worn Primary Pressure Regulator and Boost Valves

KEEP THOSE TRANNYS ROLLING

by Pete Huschermembers.atra.com

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12 GEARS July 2014

Valve Body Problems

reverse boost valve and sleeve.Continuous modulation of the

primary pressure regulator valve and reverse boost valve can cause premature valve, bore, and sleeve wear. If you find excessive wear in the primary pressure regulator valve and bore or in the reverse boost valve and sleeve, repair or replace the valve body.

A delayed reverse, no reverse, or slipping in reverse may be caused by a worn B2 apply control valve or bore (figure 2), or a worn B2 control valve or bore (figure 3). Continuous modulation of the B2 apply control valve causes premature wear of the valve body bore.

If you find excessive wear in the B2 apply control valve and bore or the B2 control valve and bore, repair or replace the valve body.

Shift ProblemsErratic 1-2 and 5-6 shifts or a

burnt B1 brake may be caused by wear in the B1 apply boost valve or sleeve (figure 4). If you find exces-sive wear in the B1 apply boost valve and sleeve, repair or replace the valve body.

A flaring or harsh 4-5 shift may be caused by a worn clutch con-trol valve or bore (figure 5). This wear can cause a loss of SL1 and SL2 pressure, causing an erratic 4-5 shift. If you find excessive clutch control valve or bore wear, repair or replace the valve body.

Figure 2: Worn B2 Apply Control Valve

Figure 3: Worn B2 Control Valve

Figure 4: Worn B1 Apply Boost Valve and Sleeve

A delayed reverse, no reverse, or slipping in reverse may be

caused by a worn B2 apply control valve

or bore, or a worn B2 control valve or bore.

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14 GEARS July 2014

Valve Body Problems

Erratic shifts, solenoid performance codes, and TCC apply and release problems may be caused by a worn sole-noid modulator valve or bore (figure 6). Excessive wear in the solenoid modulator valve and bore can cause the valve to side load, resulting in errat-ic solenoid supply pressure. Repairing the solenoid modu-lator valve and bore will go a long way to correct erratic shifts.

Harsh or soft shifts into a specific gear may be caused by worn accumulators or accumulator bores (figure 7). Wear in the accumulator bores may allow apply oil to leak, which will cause erratic shifts. Repairing the accumu-lator bores will correct these problems.

Figure 6: Worn Solenoid Modulator Valve

Figure 7: Worn Accumulator Bores

Figure 5: Worn Clutch Control Valve

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16 GEARS July 2014

Valve Body Problems

Erratic shifts, lockup problems, and burnt clutch compo-nents may be caused by worn valve body end plugs (figure 8). Worn OEM end plugs may allow line pressure and SLT pressure to leak from around the valve body bores. Installing

O-ringed end plugs during every valve body repair should correct these problems.

Figure 8: Worn End Plugs

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18 GEARS July 2014

Valve Body Problems

TCC ProblemsTCC apply and release problems,

TCC slip codes, transmission over-heating, and torque converter prob-lems may be caused by a worn lockup control boost valve and sleeve (figure 9). This wear may cause the lockup control valve to stroke on or off prema-turely, causing erratic TCC operation. Repairing the lockup control boost valve and sleeve may correct erratic TCC operation.

Lube ProblemsLube problems, bearing or bushing

failures, and transmission overheating can be caused by a worn secondary pressure regulator valve or bore (fig-ure 10). Excessive valve or bore wear at the solenoid modulator valve will cause EPC oil and balance oil pressure to leak, reducing lube flow. Repairing the solenoid modulator valve and bore will usually correct this condition.

Well there you have it: a brief look at some of Toyota’s U660E, U660F, U760E, and U760F valve body prob-lems and possible fixes. With a bet-ter understanding of these valve body problems, you, too, should be able to keep those trannys rolling.

Figure 9: Worn Lock-up Control Boost Valve and Sleeve

Figure 10: Worn Secondary Pressure Regulator Valve

Lube problems, bearing or

bushing failures, and transmission

overheating can be caused by a worn

secondary pressure regulator valve or bore.

1pete 714.indd 18 6/30/14 3:24 PM

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