Clutch plates, steels, seals, O-rings and cork pan gasket to overhaul the Toyota K114 Direct Shift CVT in the 2018-2022 C-HR 2.0L.
A Toyota C-HR that hesitates before it moves off in Drive, clunks into Reverse, or seeps CVT fluid from the axle seals or pan rail usually ends up with the K114 transaxle on the bench. This kit is built for that teardown on the 2018-2022 C-HR 2.0L: six friction plates, six steel plates, the piston and drum sealing rings, a full O-ring set for the valve body and case passages, the axle, input and pump lip seals, and a cork oil pan gasket.
The K114 is not a geared automatic. Toyota's C-HR service manual describes it as a fully electrohydraulic steel-belt CVT. Ratio comes from the belt riding between the primary and secondary pulleys, but a belt cannot pick a direction, so a forward clutch and a reverse clutch sit ahead of the pulley set. Shift solenoid SLU applies those clutches when you select a gear, then solenoid SC switches SLU over to run the converter lock-up clutch. Solenoids SLP and SLS set pulley pressure, and an oil pressure sensor tells the ECM how hard the belt is being clamped.
All of that is hydraulic, and every circuit depends on rubber and sealing rings to hold pressure. When the rings in the clutch drums harden, apply pressure leaks away and the pack fills slowly. When the frictions glaze, the pack slips during the engagement the ECM is trying to smooth out. Fresh frictions, steels and seals put the clutch side of the unit back to a known state.
Start with the fluid. The K114 has no dipstick or filler tube, so level is checked at the overflow plug in the pan with the engine idling at the temperature the manual specifies. A low unit will act exactly like a worn one. Next, pull codes and watch live data. The manual lists P0841 and P2829 for oil pressure sensor range and performance faults; diagnose those before blaming the clutch packs. If codes are clear and engagement is still slow, compare turbine speed against primary pulley speed during the shift into gear: a lag there is a clutch problem, not a belt problem. Our guide to CVT harsh or delayed shifts lays out that order of checks, and CVT slipping under load explains how to separate clutch slip from belt slip.
This kit is listed for the Toyota C-HR with the 2.0L gasoline engine, model years 2018-2022, which in the US used the K114 CVT. Toyota's manual pairs the K114 with the 3ZR-FAE engine. Hybrid C-HR models use a different power-split transaxle and are not covered. Check the transaxle identification before you order, and if anything does not match, send us the year and VIN and we will confirm it. More units for this family are on our CVT parts page. If you have a RAV4 or Lexus NX200 2.0L instead, see the K114 frictions and steels kit for RAV4 and NX200.
Not included: the steel belt, pulleys, valve body, solenoids and filter.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. This kit is for the 2018-2022 C-HR with the 2.0L gasoline engine and K114 CVT. Hybrid C-HR models use a different power-split transaxle with no forward and reverse clutch packs of this type.
Toyota's service manual specifies Toyota Genuine CVT Fluid FE for the K114. Use it to pre-soak the frictions and for the refill. Fill through the refill hole, then set the level at the pan overflow plug with the engine idling at the specified temperature.
Usually not on its own. Whine that rises with road speed on a K114 tends to come from the pulley bearings or a worn belt. This kit covers the clutch packs and seals, so pair it with pulley bearings if the unit was noisy.
Yes. Toyota calls for Reset Memory and then the CVT oil pressure calibration when the transaxle assembly is replaced. Without it the ECM keeps old pressure values, and engagement can feel harsh until it relearns.
No. The kit includes frictions, steels, sealing rings, O-rings, lip seals and the cork pan gasket. The filter, belt, pulleys, valve body and solenoids are sold separately.
Watch turbine speed against primary pulley speed while shifting into gear. If they do not lock together quickly, the clutch pack is slipping. If the primary and secondary pulley speeds drift apart under load, the belt is slipping.
