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U660E/7 U760E
Internal

Presented by:
Mike Souza
ATRA Senior
Research Technician
U660E/U760E Internal Webinar ©2015 ATRA. All Rights Reserved.
 Strategy Similarities
Toyota introduced the U660E in 2007 in a wide range of models. As manufacturers develop 4 and 5
speed transmissions they simply add gear train components. They just add another gear set
to an existing design.
This is a popular design strategy since it incorporates already existing components. The
downside is it also makes the transmission bulkier with additional weight.
Toyota used this strategy quite a bit as they increased the gear ranges for newly designed
transmissions.
But with the U660E they’ve switched to something similar to the Lepelletier gear train, which is
commonly used among several manufacturers.
The Lepelletier gear train is a combination of a simple planetary gear set and a Ravigneaux gear
set. It uses two drive clutches, three clutch brakes and one sprag.
The telltale of a Lepelletier gear train is that at the front of the gear train it has a stationary sun
gear and a planet that’s driven by the input shaft.
This transmission is a bit different: the sun gear is driven by the input shaft
The beauty of the U660E design is it’s compact. It’s more compact than many transmissions with
fewer gears. It’s small enough that you might think it’s a 4-speed when you first see it.
 U660E / U760E Bell Housing Comparison
The bell housings side by side you can see the difference because of engine size.

The U660E is behind the V6 engine while the U760E is behind L4 cylinder engines.

The U760E shown here is an all wheel drive unit.

U660E U760E

2WD AWD
 U660E / U760E Bell Housing Identification
The identification number is embossed just above the axle on top of case.

U660E

U760E
 U660E / U760E AWD Cases
Both the transaxle and transfer oil must be drained when the axles are removed.

Tag Located
Just Below Axle
 U660E Main Case Identification
The identification number is embossed near the shift lever shaft.

U660
 U760E Main Case Identification
The U760E main case is identified in the same way, but the identification number is embossed
closer to the identification tag shown here.

U760
 U660E / U760E Back Cover Comparison
The U760E has an embossed number shown below the U660E does not.

U760E
U660E
 Transmission Disassembly
The first thing to do before disassembling this unit is to set it on a couple of 2X4 pieces of wood
with the bellhousing facing down.
This way the transmission will be stable and not rock around on the input shaft.
 Valve Body Removal
Then remove the 18 bolts from the pan and the 2 bolts holding the filter to gain access to the
valve body.

18 bolts
 Valve Body Removal
Remove the only the 11 bolts shown below to remove the valve body as one assembly. This will
prevent the valve body from separating and losing any small parts. We’ll get to the valve body
internal components later.

C B A

D 11 Bolts
*B

*E

B B B
B
B

Note: * These bolts are used for positioning and will

assist in aligning the rest of the bolt holes.
 Rear Drivetrain Disassembly
The next step would be to remove the back cover bolts (14 ) to gain access to the forward / direct
drum assembly.

The 2 bolts circled in blue have a lower torque (12ft lbs. vs. 17ft lbs.) and require a thread-locking
compound. They may be gold in color.

Race Bearing
U660E

Gold

12mm Bolts (14)

Sealing Rings
 Rear Drivetrain Disassembly
The bolt torque in the area of the case where these bolts are located is critical according to the
factory specifications and may distort or damage the case if over torqued.
You’ll see this on the bell housing also, which we’ll get to later in the presentation.

Gold
 Forward/Direct Drum Removal
The forward / direct clutch drum assembly lifts right out from the transaxle case.

Forward/Direct
Drum Assembly

Forward/Direct
Drum Assembly
 Forward C1 / Direct C2 Drum
The forward / direct drum contains the C1 and C2 clutches. The C1 clutch is used in 1st through
4th and the C2 clutch is used in 4th through 6th. 4th gear is a 1:1 ratio.

Remove the snap ring holding the C2

apply sleeve to the direct drum assembly.

Think of the C1 as a forward clutch drum

and the C2 as a direct clutch drum.

And just like those old Ravigneaux gear

trains the direct clutch is used for reverse.

The same thing applies here.

 C1 Forward / C2 Direct Clutch Disassembly

Now the C2 direct piston assembly components can be removed.

Retainer
(snap) Ring Retainer
Housing

Return
Spring

C2 Clutch (Direct)
Apply Piston

C2 Clutch
(Direct)
Apply Sleeve

Forward/Direct Drum
 C2 Direct Clutch Assembly
Flip the drum over and remove the C2 direct clutches, thrust bearing (open side faces down), rear sun gear snap
ring followed by the sun gear. Clutch clearance is 0.544 to 0.744 mm (0.0214 to 0.0293 in.) .
There are 6 different flange (pressure plate) thicknesses to adjust clutch clearance.

Thrust Bearing

3 C2 Direct
Clutches (U660E)
Snap Ring

Flange
(Pressure
Plate)

Flange thickness:
3.0 (0.118) 3.3 (0.130)
3.1 (0.122) 3.4 (0.134)
3.2 (0.126) 3.5 (0.138)

Snap Ring
 C1 Forward Clutch Assembly
Remove the two snap rings and now the C1 forward clutch assembly and components can be removed. Clutch
clearance is 0.806 to 0.974 mm (0.0317 to 0.0383 in.).
There are 4 flange (pressure plate) thicknesses to adjust clearance..

2 Snap Rings

4 C1 Forward Clutches
(both U660/760E)

Flange
(Pressure
Plate)

2
Snap Rings
Flange thickness:
3.0 (0.118) 3.3 (0.130)
3.1 (0.122) 3.4 (0.134)
 C1 Forward Clutch Exploded View

Snap Ring Apply Piston

Snap Ring
Thrust
Bearing

Balance Piston
Sun
Gear

Forward C1 /
Direct C2
C1 Clutch
Drum
Bearing Hub Return Spring

Race
 Low One Way Clutch (Sprag) Removal
Remove the snap ring holding the low sprag into the case. Be careful not to lose the anti rattle
spring while removing the low sprag assembly.
Anti Rattle Spring

Snap Ring

Anti
Anti Rattle Spring
Rattle
Spring
 Low One Way Sprag Rotation

3 O-rings
 B2 Low Reverse Brake Clutch Disassembly
Remove the snap ring, ring gear, low sprag and B2 brake clutch hub as one assembly. Then
remove B2 brake clutches.
The clutch clearance is 0.884 to 1.196 mm (0.0348 to 0.0471 in.). There are 5 different flange
(pressure plate thickness to adjust the clearance.

Snap Ring Thrust

Bearing

Flange thickness
4.0 (0.157) 4.3 (0.169)
4.1 (0.161) 4.4 (0.173)
4.2 (0.165)
 B2 Low Reverse Brake Clutch Disassembly
Remove the snap ring that holds return spring and apply piston in place.

Bearing

Snap Ring

Return Spring
Apply Piston

Output Planet
 Front Drivetrain Disassembly
Ok, now we can flip the unit over and start taking the front drivetrain apart. Remove all 20 bolts shown below
and tap the bell housing off.
The 3 bolts circled in blue have a lower torque (17ft lbs. vs. 23ft lbs.) and require a thread-locking compound.
They may be gold in color.
The bolt torque in the area of the bellhousing where these bolts are located is critical according to the factory
specifications and may distort or damage the bellhousing if over torqued.
Now we can remove the pump/stator assembly (7 bolts) and lift the differential out. There is an o-ring located at
the top of the stator.
O-Ring

Bolts (7)
Bolts (20) Gold
 Front Drivetrain Disassembly
Don’t remove the counter driven gear yet, we will need to lock the transaxle in park to remove the
counter drive nut from the planetary.
Toyota has a Special Service Tool (SST) to remove counter drive gear nut. SSTs can be ordered
through the Toyota/Scion SST program by calling SPX/OTC at 1-800-933-8335; the part number for
this is #09387-00130.
This socket is also available from the aftermarket so check with your tool supplier.
First un-stake the output planetary nut. Toyota also has an SST (09930-00010) for this, or you can
use a suitable punch.
The counter drive gear nut should be #09387-00130
replaced at rebuild. The Toyota
part number for the nut is
#90179-60001 and it costs
around $12.
 Front Drivetrain Disassembly
Move the manual valve lever to neutral and remove the counter driven gear and planetary
assembly.
Use a bushing driver that fits inside the planetary to drive the output planetary out of the bearing.
 Front Drivetrain Disassembly
This is the time to check the bearing race in the case. The race should fit snug with no free play.
This is the bearing that commonly fails as mentioned in the U660E introduction webinar.

Drive Transfer Gear

Pinion Gear
Press Fit Counter Driven
Gear

Park Gear

Bushing Driver
Fits Here

O-Ring
Output
Planet
 Pump /Stator Disassembly
At this point we can remove all the Torx bolts (9) holding the pump body to the stator support.

There are still some more Torx bolts (7) on the other side that will have to be removed but we’ll
get to that part a little later

O-Ring
 B3 Brake Clutch Assembly
On the other side of the pump stator support is the B1 and B3 brake clutch assemblies. First
remove the thin hooked snap ring to the B3 brake clutch assembly. The B3 brake clutch clearance
is 0.599 to 0.761 mm (0.0236 to 0.0300 in.).

There are 6 different size flanges (pressure plates) to adjust the clearance. Make sure to note the
location of the ends of the thin hooked snap ring.

Flange thickness
3.80 (0.150) 4.10 (0.161)
3.90 (0.154) 4.20 (0.165)
4.00 (0.157) 4.30 (0.169)
 B1 Brake Clutch Assembly
Then remove the two larger snap rings to the B1 brake clutch assembly. The B1 brake clutch
clearance is 0.807 to 0.974 mm (0.0318 to 0.0383 in.).

There are 6 different size flanges (pressure plates) to adjust the clearance. Make sure to note the
location of the ends of the larger snap rings.

It’s important to make sure both snap rings are placed back at their location.

Snap Rings
Openings 2 Snap Rings

Flange thickness
3.0 (0.118) 3.3 (0.130)
3.1 (0.122) 3.4 (0.134)
3.2 (0.126) 3.5 (0.138)
 Pump Disassembly
Remove the 7 Torx bolts from the pump support to remove the pump. The two dimples shown on
the inner and outer pump gears face up.
 U660E / U760E Pump Body Comparison
There are two different pump bushings for the U660E transmission.
The early had an outside diameter of 1.820“ and the later one is 1.858"od, a difference of .038”.
The U760E pump bushing outside diameter is the same as the late U660E 1.858”. Inner diameters
are all the same on all, although the converter hub is taller on the U760E.
All other dimensions are the same on both pumps.

Pump Body

Special thanks to Dalyn Hester at What Ever It Takes for this information.
 Pump Stator Support Comparison

U760E U660E
Stator Support

Larger
No Cutout Large Cutout
Holes Smaller
Holes
Large Hole
No Hole
 Input Shaft Assembly

Race
Underdrive
Sun Gear
Stator Support

Bearing

Bearing

Input Shaft
Input Shaft
Stator Support

Checks For Nicks

Or Burrs Here
There no seals on this shaft for the lockup clutch and in most cases there would be seals or
bushings inside the converter. But in this particular case there are none.
So this shaft will seal inside the converter metal to metal. Any nicks, burrs or wear on the input
shaft may cause a leak in this area and result in a TCC slip and/or chatter.
As you can see here there are no bushings or seals for the converter clutch. The splines aren’t
wearing out their breaking off. The smooth area just past the spline is wear the tip of the input
shaft contacts

Input Shaft Contact

Snapped off splines

from the turbine hub

Special thanks to Steve Jaussaud at Sonnax for the heads up along with the photos and this information.
 Underdrive Planet Assembly

Bearing & Race

Stator Support B1 Clutch Hub

Output
Sun Gear

Underdrive Planet
Underdrive Planet Assembly (B3 Clutch Hub)
 Valve Body Disassembly
Start by removing the internal harness/case connector and speed sensors shown below.

ISS / OSS

Harness
Connector
 Solenoid / Lower Body
Then remove all the bolts shown below.
 Solenoid / Lower Body
There is one spring and check ball (line pressure relief) found in this location of the valve body.
Remove the remaining bolts.

Carefully remove one section of the valve body off without moving the plate to prevent small parts
from falling out of position.

Line Pressure
Relief Ball
(Not Found In The U760E)

Temperature
Sensor

Pressure
Switch
Assembly
 Middle Valve Body Small Parts
Unlike the A340, these filters don’t snap into the plate. They sit in the channel casting with the
open end facing up.
.393 Dia.
(C1 Relief Ball)

.393 Dia.
(B1 Relief Ball)

.393 Dia.
(B3 Relief Ball)

Open end of .218 Dia.

filters face up (C1 Orifice Control Ball)
 Upper Valve Body Small Parts
Lube Relief
This Check Check Valve
Valve was found .393 Dia.
in place of this (C2 Relief Ball)
Check Ball on .820x.282x.031
a 2010 Camry U760E
with a smaller Strong Spring
hole in the plate

Converter Relief
Check Valve

Tan/Blue
Plastic

.852x.275x.019
Light Spring

.218 Dia.
.218 Dia. .393 Dia. (B2 Orifice Control Ball)
(Line Lube Ball) (B3 Kickdown Relief Ball)
 Valve Body Separator Plate
Pay close attention to the separator plate and check balls for wear.
When placing gaskets on the separator plate make sure there are no holes being covered.

A smaller
hole will be found
here in the plate
with this plastic
Check Valve

Tan/Blue
Plastic

Special thanks to Dan at C&M Automotive and Transmission in Simi Valley California for this information.
 Upper Valve Body

Check Bores for Wear

B1 1.677x.473x.078

B2 1.854x.467x.075

C1 2.349x.556x.062

1.423x.388x062
Upper Valve Body
Middle Valve Body

Pay close attention to the

settings on the solenoid modulator
end plug #1 and mark it.

It’s adjustable; if you take it apart

without marking its position, you
have just a 1-in-3 chance of getting
it back together properly.

There are no factory settings from

Toyota; each vehicle model is
different, depending on engine
and load.
 U660E Valve Body Identification
There is an identification number embossed on the lower side (facing the sump) of the valve body
to quickly identify it.

U660E
ID Mark

Pressure Switch Assembly

Temperature Sensor
 Two Pressure Switches Eliminated Some 2011-13 Models
The separator plate will have the two holes blocked with the only one pressure switch.
Be careful not to mismatch these parts.

Special thanks to Jeff Parlee at Valve Body Xpress for the photos and this updated information.
We recently discovered that the valve bodies with only 1 pressure switch will also have no ID
mark like the U760E.
Some valve body repair shops are referring to these as a U670E although there is no
documentation for that model identification.

No
ID Mark
 U660E Valve Body Identification
There is an additional identification number embossed on the upper side of the valve body also.

ID Mark
 U760E Valve Body Identification
The first thing you will notice is there is no pressure switch assembly on the U760E valve body.
There is also no identification number embossed on the lower side (facing the sump) like the one
found on the U660E valve body.

No ID #
No Pressure Switch Assembly

Temperature
Sensor

Part of
Internal Harness
 U760E Valve Body Identification
There is no an additional identification number embossed on the upper side of the valve body like
the one found on the U660E.

No ID #
 U760E Crossed Solenoid Wiring
Pay close attention when connecting the solenoid connectors for SL4 and SL3 on the U760E. If crossed will
cause shift issues. The SL3 has a blue wire the SL4 has a green wire.
This mistake can happen as well with the SLT and SLU solenoids.
This mistake would cause the engine to stall when placed in gear just as if the solenoids were swapped
(mentioned in the U660E introduction webinar).

SL3 SL4
(PCS C) (PCS D)

All ground
wires to each
solenoid is black

SL4
(PCS D)

SLT
(Line) SL3
SLU (PCS C)
(TCC)
 U660E Solenoid Wiring
It’s not as easy to cross the wiring on the U660E because of the wire ties holding the connectors
in place.
Case Air Checks
 U660E / U760E Pan (Sump) Comparison

U660E

U760E

Service information was covered in the U660E introduction webinar

 U660E / U760E Filter Comparison

U660E
U760E

Bottom
Bottom

Top Top
 U660E / U760E Filter Comparison

U660E

U760E

Special thanks to Robert Bateman at SAP for his help with the some of the photos
One of the biggest problems with this unit appears when someone doesn’t use the
right type of transmission fluid. This transmission requires ATF WS.

Using the wrong type of transmission fluid can cause many types of problems, such
as a shift flare, harsh shifts, and TCC shudder.

Similar to ZF, Mercedes, Honda and Chrysler units.

Most common complaint is the transmission runs hot.

U660E/U760E Internal Webinar ©2015 ATRA. All Rights Reserved.
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