Overhaul, friction and steel kit for the Toyota K310 / K311 CVT behind the Corolla 1.8L and 2.4L, for a slipping or shuddering unit.
A Toyota Corolla with the K310 or K311 Super CVT-i that sits in gear without moving, flares the engine on takeoff, or thumps hard when you pull the lever into Drive or Reverse is often suffering from a worn clutch pack, not a dead belt. This kit pairs a full overhaul set of seals, gaskets and O-rings with new friction plates and steel plates, so one box covers the forward clutch, the reverse brake and every soft seal in the case. It is listed for the 2006-2015 Corolla 1.8L with the Aisin-built K310 family.
The K310 family changes ratio with a steel belt running between two variable pulleys, but the belt can only turn one direction. Toyota handles Drive and Reverse with a small planetary gearset ahead of the primary pulley. In Drive, the forward clutch locks that gearset solid so engine torque passes straight through. In Reverse, the reverse brake holds the ring gear so the output turns backward. Each of those is a multi-plate pack: friction discs bonded with lining alternate with plain steel plates, and a hydraulic piston clamps them. When the lining glazes or wears thin, the pack slips during engagement, the transmission computer sees the input and output speeds disagree, and you feel a delay, a flare or a bang. New frictions and steels, plus new piston seals so the pistons hold pressure, bring that clamping force back.
Belt and pulley wear also causes shudder, but it leaves fine steel on the magnets rather than friction dust. Our CVT failure patterns guide explains how to tell the two apart.
Check fluid level hot with a scan tool reading fluid temperature, then scan for codes. A solenoid fault or low line pressure can imitate worn packs, so walk through the harsh or delayed engagement checklist before opening the case. If the car only slips under load at speed, read the CVT slipping under load guide as well; that pattern points more toward the belt and pulleys than toward these clutches.
The listing names the K310 and K311 in the 2006-2015 Corolla 1.8L and also the 2009-2013 Corolla 2.4L. Treat the 2.4L line with caution: Toyota pairs its 2.4L engines with the larger K112 CVT, and most North American Corollas of these years were built with a conventional automatic. US Corollas from 2014 on use the newer K313, which needs the K313 master rebuild kit instead. Read the model code on the transmission tag, compare plate tooth count and pan gasket shape with your old parts, or send us the year and VIN and we will check it. Other belt-type units are on the CVT parts page.
| Fits | Toyota K310, K311 CVT |
| Vehicles | Corolla 1.8L 2006-2015, Corolla 2.4L 2009-2013 |
| Includes | Overhaul kit (seals, gaskets), friction plates, steel plates |
It covers the same ground: overhaul seals and gaskets plus frictions and steels. Compare the contents list on each page and pick the one that matches what your teardown shows you need.
Check the transmission tag first. Toyota's 2.4L CVT applications use the K112, and many 2.4L Corollas have a conventional automatic. Send us your VIN if you are unsure.
No. It covers the forward clutch and reverse brake plates and the soft seals. Belt and pulley damage needs separate parts.
No. The forward clutch and reverse brake are inside the case, so the transaxle has to come out and be split on the bench.
Use the Toyota CVT fluid listed in your owner's manual, which is CVT Fluid TC on most K310 and K311 cars. Do not use regular ATF or the FE fluid meant for the later K313.
