U250E Master Rebuild Kit 2005, new and ready to install. Fits the U250E. Ships fast from the USA.
The 2005 model year is when the four-cylinder Toyota Camry moved to the five-speed U250E, and plenty of those cars are now showing a flare on the 2-3 upshift, a clunk into fourth, or slipping after years of short trips and missed fluid changes. This master rebuild kit is built for that unit from 2005 on. It is the T13600D master set, which combines an overhaul gasket and seal kit, a friction plate kit and a steel plate kit in one box, so every clutch and brake is renewed and the whole transaxle is resealed in a single teardown.
The U250E is a front-wheel-drive five-speed transaxle that shares its design with the U151E. Each gear uses three or four apply elements working together: the forward clutch C1, reverse clutch C2, direct clutch C0, underdrive clutch C3, the second brake B1, low and reverse brake B2, underdrive brake B3, and two one-way clutches. Linear solenoids meter the pressure that applies them. When frictions glaze, pistons start to debond or sealing rings wear, those elements slip during the overlap of a shift. The kit replaces the frictions, steels, piston seals, sealing rings and gaskets that make that overlap clean again.
Not every U250E shift complaint is internal. Low battery voltage, poor grounds, a sticking linear solenoid or a bad speed sensor can all produce flares or bind-ups. Check grounds and battery voltage, scan for codes, and reset the transmission memory with a capable scan tool before condemning the clutches. A disconnected battery does not clear the learned values. Our guide on telling a flare from a slip and the walkthrough on Aisin slipping under load cover the road test. If the problem traces to the solenoids, a U250E seven-piece solenoid kit may be all you need.
This listing is for the U250E from 2005 onward. Published application lists show the U250E in the 2005-2009 Camry four-cylinder, the 2006-2009 Camry Solara four-cylinder, the 2009-2014 Matrix 2.4L, and the 2009-2010 Corolla XRS and Pontiac Vibe 2.4L. The year that catches people out is 2005 itself: a 2005 Camry 2.4L should have the U250E, but other 2005 four-cylinder Toyotas, including the 2005 Solara, used the four-speed U241E, which this kit does not fit. V6 models use different transaxles as well. Read the model code on the transaxle tag or send us your year and VIN before ordering. See more Aisin-built parts in our Aisin transmission collection.
During teardown, inspect the rear cover sealing ring bores, the C1 piston bond, every bushing and the case bearings; a spun case bearing leaves aluminum that hangs up valves, so flush the cooler and clean the valve body if you find it. A worn or scored pump should be replaced, and we carry a U250E pump for 2005 units. Soak the new frictions, set each pack clearance, and air-check the circuits before the valve body goes back on. The valve body bolts torque to 8 ft-lb and the pan bolts to 69 in-lb. Fill only with Toyota WS fluid to factory spec, warm it to about 175 degrees F while watching fluid temperature on a scan tool, reset the transmission memory, then drive 10 to 15 full upshift and downshift cycles so the unit relearns its shifts.
| Fits | U250E 2005 |
| Part type | Master Rebuild Kit |
| Condition | New |
| Brand | OEM |
| Reference | U250 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
A 2005 Camry with the 2.4L four-cylinder should have the five-speed U250E. V6 Camrys and the 2005 Solara four-cylinder use different units, so read the transaxle tag or send us your VIN to be sure.
It is the T13600D master set: an overhaul gasket and seal kit, a friction plate kit and a steel plate kit. Bushings, the filter, pistons and hard parts are not part of it.
Toyota WS only. It is a low-viscosity fluid and T-IV or generic ATF is not a substitute. Fill to factory spec and check the level at operating temperature with a scan tool reading fluid temperature.
Yes. Reset the transmission memory with a scan tool, since a battery disconnect will not do it, then drive 10 to 15 shift cycles through all five gears. A small 2-3 flare or 3-2 clunk during that period is normal and usually settles.
That clunk is commonly linked to a debonded C1 piston. The kit replaces the seals and plates, but if the piston rubber has separated you will need a new piston as well, so inspect it during teardown.
