Master overhaul kit with friction plates, steel plates and O-rings for the Toyota K313 K310 K311 K312 CVT family used in Corolla and RAV4.
A Toyota Corolla with a K31x CVT that takes a second to pull into Drive, shudders as it rolls away from a light, or flares when you ease onto the throttle is usually telling you the direction clutch pack and its seals are done. This master overhaul kit is built for that rebuild across the K310, K311, K312 and K313 family. It carries clutch friction plates, steel plates, and the O-ring and seal set you need once the case is split, and the listing references Toyota number 35330-12050. Shipping weight is about 2.1 lb.
In these Aisin-built CVTs the belt and the two pulleys handle the ratio, but they cannot choose a direction. That job belongs to a small planetary set with a forward clutch and a reverse brake ahead of the primary pulley. Every engagement into Drive or Reverse is hydraulic: line pressure from the pump fills a piston, the piston squeezes the frictions against the steels, and torque passes to the pulley set. The same pump pressure also clamps the pulleys on the belt. If piston seals harden or O-rings flatten, the clutch fills slowly and slips, and the leak steals pressure the pulleys need. Replacing frictions, steels and rubber together restores both.
The K310 and K311 arrived in 2006 for 1.5L and 1.8L cars. The K313 is the later version Toyota put behind the 1.8L Corolla for 2014, and Transmission Digest notes it uses a torque converter and is filled with Toyota CVT Fluid FE.
Check the fluid level and condition first, at the correct temperature, because a low CVT behaves exactly like a slipping one. With a scan tool, compare input (turbine) speed with primary pulley speed after engagement: if they disagree, the direction clutch is slipping and this kit is the right fix. If the speeds match but the car still shudders, the problem is more likely solenoid or pulley related. Our CVT slipping under load guide walks through that split, and the harsh or delayed engagement guide covers cold-engagement complaints.
The listing covers Toyota K313, K310, K311 and K312 CVTs, mainly the Corolla. The family code is stamped on the transaxle tag, and it must read one of those four before you order; this kit does not fit the K114 or K120 CVTs used in other Toyotas. Inside the family there are real differences in clutch counts and seal sizes between early K310/K311 units and the K313, so lay the old frictions next to the new ones and count them before you build. If you are unsure, send us the year and VIN. The earlier K310 overhaul kit for 2006-up units is the alternative for first-generation cars, and the full range is on our CVT parts page.
This kit does not include the belt, pulleys, pump or valve body. Inspect the belt and pulley faces for scoring before you reassemble; if they are damaged, new clutches alone will not cure a slip.
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The Toyota K31x CVT family: K310, K311, K312 and K313, used mainly in the Corolla. Read the code on the transaxle tag before ordering. It does not fit the K114 or K120 CVTs.
Yes. It contains clutch friction plates, steel plates, and the O-ring and seal set. It does not include the belt, pulleys, pump, bearings or solenoids.
The K313 is filled with Toyota CVT Fluid FE. Earlier K310 and K311 units use the CVT fluid listed in the owner's manual for that car. Use the correct one and do not mix them.
If the shudder comes from a worn direction clutch or leaking seals, yes. If scan data shows input and primary pulley speed matching while it shudders, look at the solenoids, belt and pulleys first.
Plan on resetting the transmission learned values with a capable scan tool after the rebuild, then road test with gentle starts so the control module can adapt to the new clutch clearances.
