U250E Clutch Drum 2002, used and ready to install. Fits the U250E. Ships fast from the USA.
A four-cylinder Camry, Solara, RAV4, Highlander, Matrix or Scion tC that is slow to pick up Drive, slips when you pull away from a light, or bangs on a 5-4 downshift can have a problem in the forward clutch at the front of the Toyota/Aisin gear train. This listing is a good used forward clutch drum from the U241E, U250E and U151E family: the C1 drum and its splined input shaft as one piece, a 5-clutch drum with the molded rubber piston. The 2002 in the title is the start of the range this drum is listed for (2002-up), not a single model year. Buy it when the drum itself is damaged, not just the frictions inside it.
Torque leaves the converter turbine on the input shaft, and on these transaxles the forward clutch drum is built onto that shaft. When you select Drive, oil fed through sealing rings on the shaft pushes the C1 piston into the five-friction pack and the drum starts turning the gear train. Sonnax's clutch and brake chart for the U151E, U151F and U250E lists C1 as the forward clutch and C2 as a separate reverse input clutch, so a C1 failure typically leaves Reverse working while every pull in Drive feels weak.
The piston in this drum is a steel stamping with its sealing lips molded on. That design is quiet and cheap to build, but the rubber can separate from the steel with heat and age. Sonnax names C1 piston debonding as a cause of a clunk on the 5-4 downshift, and a piston that leaks while it is still in one piece lets the pack slip and glaze.
Burnt C1 frictions are not always the drum's fault. Sonnax's U151E/U250E vacuum test guide lists a worn clutch apply control valve in the lower valve body as a cause of burnt forward, direct and 2nd brake clutches, flare shifts and bind-ups. Check the fluid level the Toyota way, scan for codes, and put a gauge on line pressure in Drive and Reverse before you pull the unit. Our guide to Aisin slipping under load walks those checks, and shift flare versus slip helps you tell a hydraulic flare from a clutch that is truly worn. On the bench, air-check C1 through the shaft feed, look at where the rubber meets the steel on the piston, and check the shaft splines and ring lands for steps or scoring.
This drum is listed for 2002-up U241E, U151E and U250E transaxles. The U241E went into the 2002-2005 Camry and Solara four-cylinder, the 2.4L Highlander and RAV4, and the 2005-2010 Scion tC; the U250E five-speed followed in the 2005-2009 Camry and 2006-2009 Solara four-cylinder, the 2009-2014 Matrix 2.4L, the 2009-2010 Corolla XRS and the Pontiac Vibe 2.4L. The Toyota number given for this assembly is 35701-06020. Four-speed and five-speed units differ, so lay your old drum beside this one and match the friction count (five), the molded piston, the shaft length and spline count, and the number of sealing ring grooves. V6 U151E owners should be especially careful to compare. Send us your year and VIN if you want it checked first, and see our Toyota and Aisin parts page for the rest of the unit.
| Fits | U250E 2002 |
| Part type | Clutch Drum |
| Condition | Used |
| Brand | OEM |
| Reference | U241E |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The drum is listed for the U241E, U151E and U250E from 2002 on, and the four-cylinder U241E started in 2002 Camry models. The U250E itself arrived later in the 2005-2009 Camry, so the year in the title marks the start of the range, not a single year.
It is listed for both, but the units are not identical behind the drum. Compare your old drum for friction count, piston type, shaft length and spline count before installing, or send us your year and VIN and we will check it.
It can be. Sonnax lists a debonded C1 piston as a cause of the 5-4 clunk in the U151E/U250E. Worn valve body bores and clutch clearance problems cause similar complaints, so confirm with a pressure test and inspection before replacing hard parts.
No. This is the used drum and input shaft assembly. Plan on new C1 frictions, steels, piston seals and shaft sealing rings, usually from a master rebuild kit.
These transaxles use Toyota WS (World Standard) ATF. Do not fill with older Type T-IV or Dexron, and check the level hot using the overflow plug procedure.
