Master rebuild kit for the Toyota U250E five-speed with frictions, steels, gaskets, seals and valve body gaskets, kit T13600D and T13602D.
If your four-cylinder Camry or Solara flares on the 2-3 shift, slips once it is warm, or thumps into 4th, and a fluid change and memory reset did not cure it, the U250E inside has usually worn its clutches and sealing rings. This is a complete master rebuild kit for the Toyota U250E five-speed, cross-referenced to kit numbers T13600D, T13602D, T136080D and T136081D. It puts a new friction and steel in every pack and replaces every seal, sealing ring and gasket in one teardown.
The U250E is a transverse five-speed built from clutches and brakes named C0 through C3 and B1 through B3, plus two one-way clutches. The forward clutch is C1, the direct clutch is C0, reverse input is C2, and the underdrive section uses C3 and B3. Each pack is applied by fluid pressure that has to travel through sealing rings in the rear cover and past rubber piston seals. When those rings wear or the frictions glaze, pressure leaks off during the shift and the computer sees a ratio it did not command. The photos show what comes in this kit: a full set of lined frictions, a full set of steels, the pan gasket, front pump and axle seals, the O-ring and piston seal set, two scarf-cut sealing rings and the valve body separator plate gaskets.
GEARS magazine notes that plenty of U150/U250 units get resealed and still flare, because nobody reset the transmission memory or checked the PCM side. Before you commit to a teardown, reset the adaptive memory with a capable scan tool, then check SL1, SL2 and SL3 command voltage against the gear you are in. If the solenoids are being driven correctly and the unit still slips, the problem is inside the clutch packs. Our guide on Aisin slipping under load walks through the pressure and data checks, and flare versus slip explains how to tell a timing problem from a worn pack.
This kit is for the U250E only. Published applications include the 2005-2009 Camry and 2006-2009 Camry Solara with the four-cylinder, the 2009-2014 Matrix 2.4L FWD, the 2009-2010 Corolla XRS and the 2009-2010 Pontiac Vibe 2.4L FWD. The source listing also names Highlander, RAV4, Sienna and Venza, but most of those vehicles were built with other Toyota transaxles such as the U151E or U660E, so read the tag on the case before you order. If the tag is missing, send us the year and VIN and we will check it. Every U250E part we carry is in the Aisin transmission collection.
Soak the frictions in Toyota WS fluid before assembly and check each pack's clearance as you stack it. Inspect the C1 piston for debonding, replace the rear cover sealing rings even if they look fine, and look hard at the case bearing. If the valve body bores are worn, a fresh clutch set will not fix the shift; consider a U250E valve body or a 7-piece solenoid kit while the unit is apart. Torque the valve body bolts to 11 Nm and the pan bolts to 7.8 Nm, fill with Toyota WS fluid, bring it to about 175 F and set the level through the overflow plug. Then reset the transmission memory with a scan tool and drive 10 to 15 full shift cycles so the computer can relearn. Battery disconnect does not reset it.
| Transmission | Toyota U250E 5-speed |
| Kit numbers | T13600D, T13602D, T136080D, T136081D |
| Includes | Frictions, steels, gaskets, O-rings, seals, valve body gaskets |
| Listed fitment | Camry, Solara, Highlander, RAV4, Sienna, Venza (verify U250E tag) |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It cross-references to T13600D, T13602D, T136080D and T136081D. It covers the frictions, steels, seals, sealing rings, pan gasket and valve body gaskets.
Only if the transmission tag reads U250E. Most Highlander, RAV4, Sienna and Venza models used other Toyota transaxles, so check the tag or send us your VIN before ordering.
Toyota WS (World Standard) ATF. Check the level through the overflow plug at about 175 F, using a scan tool to read fluid temperature.
Yes. Reset the transmission memory with a scan tool, then drive through 10 to 15 upshift and downshift cycles. A small 2-3 flare or a clunk into 4th during that first relearn is common and should fade.
Check the C1 piston for debonding, the case bearing and the valve body bores. A worn valve body or tired solenoids will bring the shift problems right back, so inspect both before reassembly.
