K310 Valve Body, new and ready to install. Fits the K310. Ships fast from the USA.
If a Toyota or Scion running the K310 continuously variable transmission is shuddering under light throttle, slipping or hesitating when it should accelerate smoothly, or has dropped into limp mode with a pressure or ratio-related code, the valve body is the usual starting point before chasing the belt or pulleys. This is a new K310 valve body, built to replace a worn or failed unit so you are installing a known-good part instead of reusing a casting that already has wear in it.
Unlike a stepped automatic, the K310 has no fixed gears to apply - it relies entirely on hydraulic pressure to clamp two pulleys against a steel belt and vary their effective diameter smoothly across the ratio range. The valve body is what generates and directs that clamping and shift pressure, and it carries the solenoids the transmission computer uses to command ratio changes and lockup. Because there is no mechanical fallback gear doing the work, a worn valve body bore or a weak solenoid in a CVT shows up immediately as a ratio, shudder, or clamping-pressure complaint rather than a single bad shift.
CVT shudder and slipping can come from degraded fluid, a weak belt, or pulley wear just as often as from the valve body itself, so it is worth ruling the easy causes out first. Our CVT slipping under load guide walks through separating fluid-condition slip from a hydraulic or mechanical failure, our CVT harsh or delayed shifts guide covers the engagement-delay symptom specifically, and our CVT limp mode guide explains what the computer is protecting against when it locks the unit into one ratio.
The K310 is part of Toyota's Aisin-built K-series CVT family used across multiple Corolla-platform vehicles, and Toyota revised the design more than once over the production run - the related K313, for example, moved to a different fluid specification and solenoid layout than the earlier K310. Interchange listings for this part number do not agree on an exact year range, so do not buy on model year alone: pull the valve body you're replacing and match the stamped casting or part number, or send us your VIN and we will confirm the correct unit before it ships. See our CVT failure patterns guide for how the K-series compares to other CVT designs on the road.
Change the fluid and filter in the same job so wear debris from the old valve body does not recirculate through the new one - the K310 uses Toyota's TC-specification CVT fluid, which is not interchangeable with the newer FE-spec fluid used on later Toyota CVTs, so confirm the fluid code on your own fill plug or dipstick before refilling. Torque the valve body and pan bolts to spec, and run the manufacturer's relearn procedure with a scan tool after the swap so the computer is adapting to the new unit instead of the old one's wear pattern. Pairing the job with a K310 solenoid kit is worth it if any of the individual solenoids are original, since they wear on the same timeline as the valve body bores.
| Fits | K310 |
| Part type | Valve Body |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Pull your current valve body and match the stamped casting or part number, or send us your VIN. The K310 is part of a multi-generation Aisin CVT family and interchange listings disagree on exact years, so year alone is not a reliable fitment check.
Shudder under light throttle, slipping or a delayed response to throttle, harsh or delayed engagement into gear, and limp mode with a stored pressure or solenoid code all point to the hydraulic side (valve body) rather than belt or pulley wear.
Toyota's TC-specification CVT fluid. It is a different formulation from the newer FE-spec fluid used in later Toyota CVTs like the K313, so check your fill plug or dipstick label before topping off or refilling.
No. They are related Aisin-built CVTs used in the Corolla platform, but the K313 is a later design that changed the fluid specification and solenoid layout. Parts are not interchangeable between them.
Yes - run the transmission computer's relearn/adaptation procedure with a scan tool. Skipping it leaves the computer adapted to the old, worn valve body's behavior.
It can, if the shudder was actually caused by degraded fluid or belt/pulley wear rather than the valve body. Check our CVT slipping guide to rule those out before you order.
