Five-piece shift control solenoid set for the Toyota K313 CVT that cures harsh engagement, slip under load and pressure codes on 2014-up Corolla.
A 2014-and-later Corolla with the 1.8L engine and the K313 CVT that bangs into drive, flares rpm on a light throttle, shudders at a steady 40 mph or drops into limp with lockup or solenoid codes is often suffering from the solenoids on the valve body rather than a worn belt. This is the complete five-piece solenoid set for the K313 (stamped KA313 on many cases and in parts catalogs), so every solenoid in the valve body is replaced at once instead of one circuit at a time.
Toyota introduced the K313 in 2014 for the 1.8L Corolla. Unlike a stepped automatic, it has no shift valves selecting gears; the computer varies the pressure on two pulleys to change ratio, applies a torque converter lockup clutch, and controls forward and reverse engagement. Transmission Digest's teardown of the unit counts five solenoids mounted in the valve body under the pan. Its fault code list names three of them by Toyota's designation: SL for the torque converter clutch, SLU for lockup pressure control, and SC, which the code table calls shift solenoid G. The rest regulate pulley and line pressure. When any one drifts, the computer commands a pressure the hydraulics do not deliver, and the result feels mechanical even when the belt and pulleys are fine.
Read the codes first and check whether they are circuit codes (open, short, low, high) or performance codes. A circuit code on one solenoid with good wiring and connector pins is a straight solenoid failure. Performance codes and pressure-sensor codes such as P0841 can also come from low or burnt fluid, a clogged filter or a worn valve body, so check the fluid level and condition at the pan check plug before ordering. Our guides on CVT limp mode causes and CVT harsh or delayed engagement walk through what to rule out. If the fluid is dark and smells burnt after an overheat (stuck in snow and rocked back and forth is a classic K313 cause), inspect the filter and converter seal too.
This kit is for the Toyota K313/KA313 CVT. In North America that is the 1.8L Corolla from 2014 up, and the same family appears in JDM Allion, Auris, Premio, Wish and Ractis models. Toyota ran more than one CVT in this period: the earlier K310/K311 in 2009-2013 cars and the later Direct Shift-CVT in 2.0L cars do not use these solenoids. Confirm the unit tag on the case reads K313 or KA313, or send us your year and VIN and we will check it. The rest of our Toyota CVT parts are in the CVT transmission parts collection.
If the valve body itself is worn or the TSB plate noise is present, a replacement K313 valve body is the better repair. For a full overhaul while the unit is out, pair this set with the K313 master rebuild kit and the K313 bearing kit.
| Transmission | |
| Pieces | |
| Fitment | |
| OEM reference | |
| Shipping weight | |
| Package size |
No. 2009-2013 Corollas used a four-speed automatic in North America, and the K310/K311 CVT used elsewhere in that period takes different solenoids. This set is for the K313/KA313 used from 2014 up.
Not the 2.0L cars with Toyota's Direct Shift-CVT, which is a different transmission. Check the tag on the case for K313 or KA313 before ordering.
Five, matching the five solenoids mounted in the K313 valve body.
You can, but the valve body has to come down either way, and the remaining original solenoids have the same age and mileage. Replacing all five in one job avoids a second teardown for a different circuit.
Genuine Toyota CVT Fluid FE. Do not use a universal CVT fluid; the solenoids and valve body are calibrated around the FE fluid's viscosity.
Yes. Clear the codes and reset the transmission's learned values so the computer relearns pulley and lockup pressures with the new solenoids, then road test.
