K310 Pump, remanufactured and ready to install. Fits the K310. Ships fast from the USA.
A Toyota Corolla or Auris with a K-series CVT that whines with engine speed, takes a beat to pick up Drive or Reverse, or flares and slips once it is warm may not need a belt or a whole transmission. If the pressure that clamps the belt is falling short, the oil pump is the place to look. This is a remanufactured oil pump assembly for the K310 family, listed with a K313 reference, ready to bolt into a unit that is otherwise worth saving.
A belt CVT lives or dies on hydraulic pressure. The K310 family sets its ratio with two pulleys whose halves are squeezed together by oil pressure, and a steel belt runs between them. The oil pump at the front of the case is turned directly by the torque converter. In the K313, Transmission Digest notes that the converter neck uses a double-ear drive that indexes into the inner pump gear, so every engine revolution turns the pump. That flow becomes line pressure for the primary and secondary pulleys, for the forward clutch and reverse brake that pick direction, for converter lockup, and for lube to the belt. When the gears, bushing or housing wear, internal leakage rises and the pump cannot hold pressure at low engine speed or when the oil is hot and thin. The computer can only command pressure; it cannot make a tired pump produce it.
Check the fluid level the correct way, hot and with the engine running, and look at the condition. Dark, burnt fluid and a pan full of fine metal means the belt and pulleys have already been hurt and a pump alone will not save it. On the K313, the secondary pulley pressure sensor on the rear cover can be read with a capable scan tool, which gives you a real number instead of a guess. Low pressure at idle that recovers with RPM points at the pump; normal pressure with slipping points elsewhere. Our CVT slipping under load guide and CVT limp mode guide walk through both cases, including when a solenoid or the K310 valve body is the real problem.
This pump is listed for the K310 with a K313 reference. The K310/K311 series went into production in September 2006 behind 1.5L and 1.8L engines in models such as the Corolla, Corolla Axio, Auris, Allion, Premio and Wish. In North America the CVT Corolla arrived for 2014 with the 1.8L and the K313. Pump details changed across these versions, so compare the transmission code on the case tag and the casting and bolt pattern of your old pump with the photo before you order, or send us your year and VIN and we will check it. Browse every unit we support on our CVT parts page.
If the unit is coming apart anyway, reseal it with the K310 overhaul kit at the same time, and if the forward clutch or reverse brake is worn, the K310 master rebuild kit adds frictions and steels.
| Fits | K310 |
| Part type | Pump |
| Condition | Remanufactured |
| Brand | OEM |
| Reference | K313 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
US Corollas from 2014 with the 1.8L CVT use the K313, which is the reference listed on this pump. Pump details differ across the K310 family, so match the case tag and compare your old pump's casting and bolt pattern to the photo, or send us your year and VIN to check before ordering.
A pump problem shows as low pressure, mostly at idle and when hot, with whine that follows engine RPM. A damaged belt or pulley usually leaves steel debris in the pan and a grinding or chattering noise. Check the pan and read pulley pressure with a scan tool before you buy.
Use the Toyota CVT fluid specified for your transmission. The K313 takes Toyota CVT Fluid FE, close to 8 quarts for a full fill, and earlier K310/K311 units use CVT Fluid TC. Never use conventional ATF in these units, and set the level hot through the pan check plug.
At minimum a new front seal and pump O-ring. Inspect the converter neck and drive ears, since a damaged neck will chew up the new pump and seal. If the unit is out, an overhaul kit to reseal the rest of the case is cheap insurance.
Clear any stored codes and drive the car gently through normal warm-up so the computer can adapt again. If the valve body or solenoids were also replaced, follow the Toyota initialization procedure with a capable scan tool before judging how it drives.
