Toyota Corolla CVT: reviews, is it reliable, how long does it last, how to drive

CVTs for front-wheel drive (CVT) K310-K111 since 2000 on exotic Priuses, trying to catch up with the competitor that had taken the lead - Nissan\Jatko with its mega-successful CVT JF011E .
Toyota began working on a new middle-class series under the name K110-112 (engines over 2 liters) at the end of the 20th century. The first CVT K110 went into production in 2000 and works on Estims, Opa, Corollas, Yaris and some other right-hand drive cars for the Japanese (Australian) markets.

In 2004, after running-in, an upgrade was made and a more advanced modification was released - K111, and in 2005 - an enhanced modification for engines up to 2.4 liters - K112 , which, as “indestructible”, began to be installed on the RAV4 and other models of the Japanese market.

Enthusiastic reviews of the reliability of this series led to numerous orders for sub-modifications - K114...K115. All changes were mainly related to aggregation with its own engine, electrical updates and computer settings. In repairs, a variator coupled with a 2-liter engine is more common. The most popular modification for repairs is K111-K112 . In second place in repairs there is a modification K114 , and then - K110 .

In 2002, the K210 series of CVTs was released, which was recognized as “passing” and did not receive further development.

In 2003, they launched a new (already international) series of mini-class CVTs for sedans - CVT K310 (with 1.5 and 1.8 liter engines) of an already well-developed design that few people manage to kill with the gas pedal in the first 200 tkm.

K310 series is adapted for lower torque from engines up to 1800 cm³. Almost from the launch, the K310 was devoid of “childhood” diseases and began to be installed on all production Toyota models, starting with the local Allion, ending with the world-class Corolla, RAV4 and Yaris. The K310-311 variator is also known by its maiden (Aisin) name: XB-20LN. The most popular box in overhaul.

At the same time (2004), a new series of micro-class CVTs was launched - K410, unified with K210, which was tested on Vitz and IQ with engines up to 1.3 liters. Since 2011, a proven and already “indestructible” modification of this K411 variator began to be installed en masse on local Corollas, Auris, Vitz and IQ with a minimum engine capacity (1.0 and 1.3L).

In parallel (2002), Aisin was developing for the foreign market a related modification of these micro- and mini-class CVTs called XA-10LN and XA15-LN, for the external non-Toyota world, in order to squeeze out competitors from Jatko - JF011E-JF015E. It cannot be said that the previous Jhatka JF011E occupied the entire market because it was better than Toyota CVTs. Jatko rather took advantage of the serialization of its CVTs on popular cars and the associated low price of the unit. Therefore, Toyota and Aisin decided to occupy their niche here too, launching their very reliable mini-class CVT in millions of copies.

The rare XA10-LN (K410) has been tested with 1.3-liter engines on small Toyota Vitz since 2005, and since 2007 it has been offered for production Suzuki Swifts for the Japanese market. And then we tried betting on Splash. Later, this variator in modification K411 (410) was found on Yaris, Wish, Ractis, etc.

Toyota CVTs are noticeably more reliable than Jatko CVTs, in particular due to the fact that the designers have tightened the acceleration modes at low speeds to save the belt and cones. This “slowness” is a problem for marketers, who consider CVTs to be significantly less attractive to buyers than DSGs. And the latest Toyota CVTs solved this problem by connecting Direct Shift-CVT gears to the CVT circuit, which allow acceleration without the help of a belt and cones.

It is better to carry out their repair and maintenance in specialized services that know the specifics of overhauling these very technologically advanced and complex units. And you should change the oil regularly along with the filter and cleaning the pan.

Toyota CVTs last their life quite dullly and reliably. Aggressive driving and harsh operation leads to the need for early overhauls. When rebuilding Toyota CVTs:

• change the consumables of the indestructible torque converter (mainly the locking clutch) - 348001. Leaking oil seals (348070) are often an indication for its repair.
• Repair kits for gaskets and seals - Overol Kit #348002. On the right is a repair kit of gaskets and seals for the popular CVT K310-312. It is very important to timely replace worn Teflon rings, which do not maintain oil pressure and thereby provoke accelerated “aging”/wear of iron.

For different modifications, the Teflon kit may vary. The first modifications of the K310 K110 had 3.5 mm cone rings. Therefore, sets of large rings for overhauling cones must be ordered separately (348199).

During major repairs, clutches are most often replaced with a kit (both clutches: Forward + Reverse) - 348003.

Few craftsmen try to save on Reverse clutches, so as not to check the gaps in this package and provide a guarantee for the next period of operation until the next overhaul.

During major repairs, the heat exchanger must be washed. The heat exchanger serves well for the first 4-5 years, after which it is recommended to either rinse it thoroughly at every oil change or replace it with a new one or an external radiator. If you protect the variator from overheating, then in most cases their first overhaul will be required after 300-400 tkm. Naturally, the resource of Aisin CVTs is lower, the higher the engine power and the driver’s testosterone level.

What kind of variator is on the Toyota Corolla?

Since 2009, a Toyota Corolla with a CVT transmission has appeared on the domestic market, which replaced the single-disc robot.
During its production, this unit gained fame as an unpretentious and very reliable device with a minimum of maintenance problems. This car is equipped with a variator from Aisin, which was also installed on other models of this brand. During production, the box model did not undergo major changes, since, according to the designers, the reliability of all systems was quite sufficient. Also, during use, the owners have accumulated considerable experience in both repair work and identifying various rare faults. Another important indicator of the success of the system is the enormous popularity of these models in both the primary and secondary car markets. Subsequently, Toyota completely abandoned the use of a robotic gearbox in favor of a CVT.

The design and principle of operation of the Toyota Corolla variator

The design of this box is represented by a classic V-belt system. The operation of the unit is based on the principle of changing the belt tension between two shafts with changing the gear ratios of the shaft tension ratio.

Important! The main feature of this design is the virtually endless change in gear ratios; accordingly, this box does not have steps in the classical sense.

For ease of use, engineers have introduced virtual gears into the design, which the driver can switch either independently or automatically.

Also in the design, in addition to a polymer belt made of a high-strength alloy, there are two main shafts, which are driven by special couplings. When you press the pedal, one of the shafts is pressed against the engine system, changing the belt tension and its gear ratio, thereby transmitting variable torque directly to the wheels of the car. In addition, the system contains bearings, cuffs, a hydraulic plate, and a housing that contains the entire system. Another important element is transmission oil, which serves to protect the mechanism from damage due to friction and additional cooling. As part of the oil's operation, there is an oil filter and magnets that filter out metal shavings that appear as a result of friction.

At the same time, despite the classical principle of operation, this unit is largely devoid of many of the “childish” sores of a variator, and theoretically it has the potential to “digest” a fairly large torque. Accordingly, the safety margin of the unit is quite large.

avtoexperts.ru

Of all types of automatic transmissions, the CVT today has the reputation of being the most actively developing. Engineers constantly think about the design and periodically undertake technical experiments. For example, Toyota has been producing cars with a Direct Shift CVT for a couple of years now, which is considered a product of crossing with a manual transmission. The mechanics in it are responsible for first and reverse gears. How it works is discussed in this article.

In the photo - a Toyota CVT with a 2.0 149 horsepower engine

The phrase “variator with first manual gear” is terrifying from the driver’s point of view - does it mean you need to squeeze the clutch, engage the first gear with the lever, move off, and then switch into drive and only then drive the variator? Of course not, the hint of kinship with mechanical transmissions in the new Toyota CVT is not in the issue of manual gear shifting, but in the principle of torque transmission. And there is a lot of interesting things here.

A typical variator, as you know, consists of two pulleys that can change the diameter, and a belt between them. The pulleys become smaller or larger, and the gear ratio between them changes. CVTs have been operating on this principle for several decades, but they still have not been able to overcome the problem of belt slippage. In difficult conditions - fast starts, slipping, driving onto curbs - there is a chance that the belt will slip over the pulley and leave micro-scores. When there are a lot of such scuffs, the box will have to be repaired. This is a generic disease of CVTs, which still limits this type of transmission.

For example, Nissan JF011E CVT

The solution from Toyota engineers looks like genius. They took and added a couple of extra gears between the pulleys, exactly the same as those used in manual transmissions. These gears stand as if parallel to the variator chain. Using a special actuator, they can close and open, and when the gears close, no torque is supplied to the variator belt. The car drives exclusively through a mechanical transmission. Not surprisingly, the gear ratio of these gears is chosen in such a way as to simulate the first speed of a manual transmission. After all, starting is the most difficult operating mode for a CVT; changing gears on the go is much easier for the box.

The photo shows how the mechanical part in the box is used

What does this look like in practice? Of course, there is no lever to engage first gear, nor is there a clutch pedal. Like all modern CVTs, Direct Shift-CVT is equipped with a torque converter, so it does not need a clutch. The electric drive for connecting the gears is controlled by the box ECU, the driver’s actions are no different from a conventional variator: he selected “D” and pressed the gas. For the first meters and up to a speed of 20-25 km/h, the car drives through the gears, then they open, and the torque is transmitted through the CVT part.

You can see how the CVT part is involved

The logical question is, why such troubles? Having mechanical gears with a high ratio allows you to dump all the hard work on them: sudden accelerations, slipping in mud, curbs, and so on. The delicate pulleys and variator belt do not like all this and this is where they lose their resource. In Direct Shift, in theory, it should be noticeably higher, because the most fragile elements were left only with what they are good at doing - changing gears in motion. By the way, Direct Shift has 10 quisi-gears.

There is another advantage - engineers no longer need to limit torque. It is known that in order to save pulleys and belts, designers forcibly reduce engine power and speed in certain driving modes, and also reduce fuel supply when slipping. Because of this, acceleration is sluggish or the car gets stuck in the mud. With the mechanical first, this is no longer relevant; you can give full power.

Direct Shift-CVT

But the advantages don’t end there either. Taking into account the new power transmission, engineers were able to reduce the size of the pulleys, because now the CVT part does not need to provide the maximum gear ratio, it is implemented by mechanics. And this is a reduction in size and weight, which benefits any mechanism.

If everything is so simple and great, then why is the market not yet flooded with similar boxes? We see several reasons for this. Firstly, the gearbox turns out to be noticeably more complex. Mechanical gears are simple and cheap, but they need to be positioned correctly, they require an electric motor for closing and unlocking and a very intricate control system. This complexity will probably come back to haunt you during repairs, as there is simply no experience in mass repairs of such transmissions. Secondly, it is necessary to achieve a smooth transition from mechanical torque transmission to CVT. Judging by the reviews from the owners of the new RAV4, which have had this box installed for two years now, the engineers were unable to completely solve the problem; during sharp acceleration, the car “kicks” a little. Thirdly, there are no reliable statistics yet that the presence of a mechanical part seriously improves service life and reliability. Yes, theoretical calculations speak about this, but so far the cars with this gearbox are too young in age and mileage to draw far-reaching conclusions. In addition to the RAV4, the new CVT also appeared on the recently updated Camry, which means there will be more and more statistics and reviews over time.

Toyota RAV4 variator handle

In any case, it’s great that engineering doesn’t stop, and at the same time creatively comprehends even such seemingly outdated technologies as transmitting torque through gears. If this helps CVTs get rid of their weak points, then this type of transmission could be the future.

Author: Alexander Nechaev.

Is the CVT reliable on a Toyota Corolla?

The overall service life of the Toyota Corolla CVT is determined not only by the design features of the structure and operation of the system, but also by the conditions in which the owner uses the unit. In addition, the manufacturer regulates certain prohibitions that significantly reduce the reliability of the unit as a whole.

1. Prohibition on prolonged high loads while driving on highways. This leads to overheating of the mechanical parts of the unit; the transmission oil cannot cope with its cooling functions, which, accordingly, can lead to system failure.
2. A ban on towing trailers and other vehicles, which can lead to a malfunction of electronic systems and the mechanical part of the unit. At the same time, the system itself is not designed for an excessive increase in load while driving, which is what happens during towing transportation.
3. Timely replacement of transmission oil in accordance with regulations. The manufacturer provides for replacement every 130 thousand kilometers, but experienced owners significantly reduce the interval to 40-50 thousand kilometers. This is due both to the structural features of the variator itself and to the properties of modern oils.
4. Prohibition of long-term slipping and disabling of exchange rate stability systems. When slipping briefly on a snowy or icy surface, the unit also receives increased load on the drive shaft, which leads to overheating of the system. This will be indicated by a special lamp on the control panel. In case of such overheating, it is necessary to turn off the system and allow the unit to cool for 10-15 minutes.
5. The need to warm up the Toyota Corolla CVT before driving. Regardless of the ambient temperature, before driving, the responsible owner must warm up the unit for 10 minutes, thereby the transmission oil reaches the optimal temperature and the system does not receive additional high load.

Which cars were this CVT family installed on?

How long does a CVT drive on a Toyota Corolla last?

The service life of the unit and the service life of the Toyota Corolla CVT are also determined by the nature of its use. Despite the enormous reliability potential, if the system is handled incorrectly, the service life can be reduced to 100 thousand kilometers. According to the manufacturer, the declared service life of the box is 200-230 thousand kilometers with appropriate care and timely maintenance. However, many experienced car enthusiasts can easily overcome this milestone. Cases are known for certain when the unit's mileage covered a distance of 300-350 thousand kilometers without major overhauls.

In general, in comparison with other automatic transmissions, this unit is considered very reliable and durable, even if operating requirements are violated.

Common CVT-8 Problems

Motorists have probably heard about the problematic oil pump JF015E. So, the pump remained the same, and the problem with the pressure relief valve getting stuck due to prolonged operation in dirty oil was even more acute at first. The box does not tolerate long-term operation at maximum pressure: the belt begins to slip, which leads to serious damage to the cones.

Common faults include:

1. Regulator solenoids. Expensive (linear, Aisin type) devices received a built-in anodized manifold valve. The valves have been unified, they are the same, which in theory makes them easier to repair/replace. Overall, they are quite reliable and durable. Most problems with linear solenoids are caused by deviations from the box maintenance regulations.
2. Valve unit failure. At first, the valve body in this variator did not last even 100 thousand km. The main reason is aggressive software settings. So the client was lured by the dynamics of acceleration. Later, the settings were “twisted”, allowing the valve body to operate in optimal load conditions. The problem is no longer so relevant today.
3. GDT locking clutch. The Japanese borrowed from their German colleagues the technology of expanding the blocking zone. On the one hand, dynamics have increased, and fuel consumption has decreased. But at the same time, the locking clutch began to wear out quickly and contaminate the oil. Wear products can damage the torque converter.

Another fairly common reason why drivers go to workshops for repairs is wear of the cone bearings. In addition, bearings can break their seats, which only aggravates the process of restoring the unit.

How to drive a Toyota Corolla CVT

The structural features and design of the variator require a certain procedure for controlling the unit while driving. The box has a manual mode for switching virtual gears, with which the owner can independently control the level of traction and torque. When driving in manual mode, a sudden transition down several steps is prohibited, thereby critically increasing the load. This is allowed only in emergency situations to sharply increase traction in order to avoid a traffic accident.

Also, when starting to drive after warming up, it is not recommended to make sudden starts with the gas pedal to the floor. This leads to a significant increase in power and, accordingly, increases the load on the unit. Also, when driving at high speeds, high engine speeds should not be allowed, which also increases the load on the system. When changing the oil, you must use only original spare parts, including the oil filter and magnets, which serve to filter waste material and clean the system from metal shavings. If counterfeit products are used, the service life of the variator will be significantly reduced.

Typical problems with a variator

When operating the JF011E variator, malfunctions occur due to overheating of the unit. Increased temperature negatively affects the electric drive for gear ratio adjustment. An additional problem is clogging of the oil pump valve, which occurs due to untimely replacement of the working fluid and filter elements. The CVT is not designed for long-term operation at high speeds and sharp accelerations, so for drivers with an aggressive driving style, the box fails ahead of schedule.

Overheat

There is no additional radiator for cooling the box. Under normal operating conditions, the crankcase and parts are cooled by the air flow passing through the engine compartment. But when driving at speeds above 140 km/h in the summer, the transmission overheats, which causes destruction of the power drive cones and oil supply components.

Oil pump pressure reducing valve failure

Pressure reducing valve jf011e cvt.
The rotary-type high-pressure oil pump is equipped with a pressure reducing valve, which gets stuck in an intermediate position due to the ingress of wear products. A drop in pressure in the system leads to accelerated abrasion of the working surfaces of the cones and elements of the lamellar belt. The owner of the car notices the malfunction by jerking and twitching that occurs during uniform movement or acceleration.

Step motor failure

If the electric stepper motor breaks down, the box operates with a constant gear ratio and does not respond to pressing the gas pedal. The reason for failure of the element is overheating or natural wear of the components (the service life of the part is no more than 150 thousand km). It is forbidden to check the operation of the unit by applying voltage to the contacts; the motor operates from alternating current pulses generated by the box control unit. Instead of a worn-out step motor, a new unit or engine that has undergone restoration repairs (rebuild version) is installed.

Bearing problems

The design of the box uses radial ball and roller bearings. Roller elements are used at the most loaded points, as they can withstand increased dynamic and static loads. Wear of rolling elements and running tracks occurs due to natural causes and due to the ingress of destruction products of the belt and cones.

Maintenance of Toyota Corolla CVT

Maintenance of the unit is carried out in accordance with the recommendations of the manufacturer and experienced owners. The CVT operating book contains recommendations for both preventive inspections and transmission fluid replacement intervals. Also, once every 20-30 thousand kilometers, it is necessary to visually inspect the gearbox, crankcase and system housing for the presence of drips and leaks, which may appear as a result of depressurization of oil seals, microcracks as a result of natural wear or for other reasons.

The visual inspection procedure is carried out by lifting the car on a lift and removing the crankcase protection, if any. If leaks or mechanical damage are detected, additional transmission fluid is added and the crankcase housing is dismantled for an internal inspection. Routine internal inspection is also carried out as a result of an oil change when there is a need to open the housing.

Advantages and disadvantages

When choosing a CVT or automatic, we recommend that you familiarize yourself with the pros and cons of CVT gearboxes.

Let's start with the advantages:

1. There are no jerks or jerks typical of automatic transmissions. CVT gearboxes accelerate faster, unlike automatic transmissions.
2. Reliability of the unit. When compared with automatic or manual transmissions, CVT transmissions are in no way inferior to these types of gearboxes in terms of reliability. Bad reviews about the operation of CVTs appear due to motorists’ failure to comply with operating rules. If you comply with all the conditions, and also take into account the nuances noted in the service book for the car, then the CVT transmission will last a long time.
3. A CVT is a good option for novice motorists. Unlike manual cars, such cars have only two pedals, which greatly simplifies driving.
4. Less fuel consumption, ensured by a smooth ride and dynamic acceleration of the car. Thanks to reduced fuel consumption, the machine emits fewer harmful substances through exhaust gases into the environment.

The main disadvantages characteristic of CVT gearboxes:

1. The cost of repairs or oil changes at a service station will be high. This is due to the fact that at Russian service stations there are few specialists who can properly repair or service the box. And those that exist put a high price on such services.
2. Failure of one of the sensors can lead to the inoperability of the unit as a whole. Even if the broken controller is not the main one.

Weaknesses and disadvantages of Toyota Corolla 10 (E150) with mileage

Unlike many Japanese-made cars, the paintwork on the body of the Toyota Corolla 10 is of good quality and can remain in good condition for a long time. There are no complaints about the corrosion protection of the body - even after many years of operation, the body steadfastly resists the onslaught of the red disease. Minor traces of rust and spiders on the car body, as a rule, are the result of poor-quality body repairs after damage. On pre-restyling versions, the headlight washer mechanism can periodically cause trouble. For example, over time, nozzles may become stuck in the open position due to the large amount of dirt collected in them - periodic cleaning is required. If the injectors begin to jam during the cold season, to eliminate the problem, it will be enough to lubricate them with WD-40 (the return mechanism freezes). Also, with the arrival of frost, door locks may freeze, and the windshield may become heavily covered with frost.

Problem areas of power units

Under the hood of the Toyota Corolla 10 (E150) gasoline engines were installed - 1.3 (85, 101 hp), 1.4 (97 hp), 1.6 (110, 124 hp), 1.8 (136, 140 hp). s.), 2.0 (145 hp), 2.4 (158 hp), as well as diesel engines - 1.4 (90 hp) and 2.0 (126 hp). All engines are quite reliable and rarely cause serious breakdowns.

The weak 1.3 and 1.4 engines are not known for their good dynamics, but they are quite enough for quiet city driving. Among the disadvantages of engines, one can note increased oil consumption (appears closer to 150,000 km). With increased oil consumption, you need to decarbonize, or prepare to replace the oil scraper rings and caps. Less significant ailments include unstable idling. There can be several causes of the disease - severe contamination of the throttle valve (needs cleaning) or failure of the idle air sensor/valve. Also a weak point is the gasket under the valve cover; it can start leaking quite early (after 50,000 km). Closer to 150,000 km, the front engine mount needs to be replaced. Symptoms – engine vibration increases, however, such symptoms can also be caused by severe contamination of the fuel injectors or filter. It is also worth noting the unreliability of the oil pressure sensor and the rear crankshaft oil seal (it begins to leak over time). The cylinder block of this engine cannot be repaired, so after its service life has expired it will have to be replaced with a contract one. Engine life is 200-250 thousand km.

Power units with a volume of 1.6 and 1.8 liters are not only the most popular on our market, but are also famous for their standard reliability, however, they also have a couple of weak points. The most significant drawback of these engines is their increased appetite for oil, especially if you drive at speeds over 120 km/h. Oil consumption can reach 1-2 liters per 10,000 km. Only the pre-restyling Toyota Corolla 10 had problems with the coolant pump and the timing chain tensioner seal - both of them were leaking. The rear engine mount is also not known for its long service life - it asks for replacement after 100-120 thousand kilometers. At low temperatures, there is a high probability of failure of the starter retractor relay. Unfortunately, heating the unit does not always help, and the entire starter had to be replaced. Over time, the generator pulley may begin to make unpleasant sounds and needs to be replaced.

A common problem is thermostat failure; if it malfunctions, the power unit refuses to warm up to operating temperature. This problem can lead to jamming of the VVTi valve with subsequent dullness of the car and loss of power. Also, do not forget that this engine is afraid of overheating. As a rule, overheating of the engine leads to loss of engine geometry and replacement of the cylinder block. With proper maintenance, the engine life will be more than 350,000 km. The two-liter engine is structurally no different from previous engines and has identical problem areas.

The timing belts of all gasoline engines are equipped with a durable metal chain designed for the entire service life of the engine. If there are no characteristic noises (they may appear closer to 150,000 km), then mechanics do not recommend touching the “chain”. Iridium spark plugs do not cause much trouble either. If you don’t pour outright “bad stuff” into the tank, they cost 100,000 according to regulations.

Transmission

Toyota Corolla 10 (E150) was equipped with three types of transmissions - manual (5 and 6-speed), four-speed automatic transmission (since 2008) and MMT robot (MULTIMODE). There is nothing special to say about the manual transmission and hydromechanical automatic transmission - both units are devoid of any obvious design flaws. But a robotic gearbox can spoil a lot of blood. The main troubles are jerks, shocks when switching, spontaneous transition to neutral, an increase in engine speed without changing to the next gear, lack of assistance at start and transition to emergency mode, overheating of the clutch friction linings... This is an incomplete list of breakdowns that plague an extremely unsuccessful unit.

Rare owners of cars with MMT have driven more than 50-60 thousand km without malfunctions. The average mileage before the first problems was 30-40 thousand km. For cars driving in large cities in gas-stop mode, with numerous intersections and traffic jams, problems could have started earlier. To extend the service life of the robot, it is recommended that when stopping at traffic lights or in traffic jams, switch the selector to the neutral position and release the brake pedal. If this is not done, wear of the clutch, actuator and control unit will accelerate. Repairs will cost at least 1000 USD. Proper operation and use of the box in manual mode can extend the life of the robot up to 130,000 km. Due to low reliability, the robotic gearbox was no longer installed on the Corolla in 2009. A typical problem for all types of gearboxes is the possible loss of sealing of the axle shaft seals after 100 thousand kilometers. A feature of manual gearboxes is increased operating noise.

An approximate range of spare parts for repairing this automatic transmission

How to repair a variator on a Toyota Corolla: main stages

Preparation: new fine and coarse filters for hydraulic oil. Original catalog numbers: PFBN 2824A006, IPTS313AS. A set of automotive tools, rags, a container for draining waste, additional lighting, new hydraulic oil (3.95 liters).

1. The car is in the transport position on the inspection hole. Draining hydraulics from automatic transmission;
2. In the engine compartment, remove the battery and its metal base to provide access to the heat exchanger for replacing the fine filter. Filters are always replaced with every repair or oil change;
3. The technician unscrews the oil pan to remove the valve body and then replace the second filter.

A stepper motor is installed on the basis of the hydraulic unit, which should be replaced with a new one. At the same time, the technician diagnoses adjacent parts and mechanisms. Perhaps some of them need replacement or repair.

Upon completion, installation is carried out in its regular place, the oil pan is screwed on, and if necessary, the gasket is “slung” onto the sealant for tightness.

NOTE TO THE DRIVER. After filling the oil, you do not need to operate the car immediately. It is necessary to start the engine and let it warm up to a temperature of 40℃. Without moving, activate each gear one by one, turn off the engine, and read the readings of the electronic control unit again. Stepper motor error P1777 should go away.

Toyota Corolla CVT repair: cost of CVT restoration

As a bonus, we provide owners of the Toyota car brand with the opportunity to purchase spare parts and components for the CVT at prices from the manufacturer. This will allow you to significantly save on automatic transmission maintenance.

If you do not have experience in purchasing spare parts for a CVT gearbox and do not know how to choose the right one, then our specialists will help you buy an original product at the best price. If necessary, you can place a pre-order at the service station.

In order to attract customers, we systematically hold promotions and provide discounts. All components have a certificate of quality and compliance with standards. We systematically review our pricing policy in order to make repairs in our service more affordable.

Overhaul of the Corolla variator: the cost of a CVT malfunction

Characteristic symptoms of a malfunction:

• Power reduction;
• Error indication on the central instrument console;
• Vibration when switching speed and speed modes;
• Jerks when moving;
• Floating tachometer speed;
• Complete refusal to move.

Frequent causes of breakdowns:

• Violation of vehicle operating conditions;
• Duration of use without intermediate prophylaxis;
• Lack of oil or low level;
• Damage, accident, collision, impact;
• Poor installation.

Our workshop provides a full package of guarantees for all types of work carried out within the framework of the placed order. If a defect is detected, we undertake to eliminate it free of charge.

The warranty period is subject to adjustment if the customer provides non-original spare parts for repair.

Reliability of the Toyota Corolla E150 chassis

The car's chassis is equipped with a simple semi-independent suspension with a satisfactory ride: MacPherson struts are used at the front and a torsion beam at the rear. Despite the rather modest service life of some elements, the suspension of the Toyota Corolla is considered reliable. The weak points here include stabilizer bushings (rarely last more than 50,000 km), support bearings and front shock absorber cushions (they had a bad reputation on pre-restyling cars).

Resource of original suspension parts:

• Stabilizer struts - 50-70 thousand km
• Wheel bearings - the front ones last about 120,000 km, the rear ones can last up to 200,000 km
• Ball joints - 140-160 thousand km
• Shock absorbers - 150-180 thousand km
• Silent blocks of levers - up to 200,000 km
• Silent blocks beams - withstand about 300,000 km

Steering - a rack and pinion mechanism with electric power steering is used here. Traditionally, for modern cars, the problem area of ​​the rack is the plastic bushings (they break closer to 100,000 km), when they wear out, extraneous sounds appear when driving over potholes. Also, the cause of extraneous sounds may be excessive wear of the gearing of the electric motor and the steering shaft. As for the reliability of steering consumables, there should not be any special problems - the original tie rod ends last about 200,000 km, the rods last even longer.

Brakes - for trouble-free operation of the brakes, periodic cleaning and lubrication of the guides is required, otherwise, over time they will begin to jam. On a car with a mileage of over 100,000 km, the ABS system may not work correctly (sensors fail).

CVT K114, K114F Toyota RAV4, Lexus NX200 General overview

The K114, K114F transmission is manufactured by Toyota for vehicles with all-wheel drive and front-wheel drive.
The K114 variator has been installed since 2014 on cars: Lexus UX200, Lexus NX200, Toyota Avensis, Toyota Harrier, Toyota Noah / Voxy, Toyota CH-R. The K114F variator has been installed since 2013 on cars: Lexus NX200, Toyota Harrier, Toyota Noah / Voxy, Toyota RAV4. All Toyota / Aisin CVT transmissions (including K310, K311, K312, K110, K111, K112, K410, XA-10LN, XA-15LN) are structurally similar. There are no significant differences other than engine size and dimensions.

In Russia, K114 K114F CVTs are represented mainly by Toyota RAV4 and Lexus NX200.

Design features of the K114/K114F variator

The key feature in comparison with CVTs from Nissan (Jatco) is the pump. The pressure reducing valve from the pump is located in the hydraulic unit. On Nissan CVTs, the pressure reducing valve is located inside the pump itself. In all other respects, Jatco and Aisin are similar: a belt made by Bosch, cones (pulleys) of the same design, a starter pack and housing parts.

Toyota K114 K114F variator pump

Separately, we can highlight the presence of a pump for the “Start-Stop” system. This is an electric motor that builds up pressure when the engine is turned off.

Pump of the "Start-Stop" system of the Toyota K114 K114F variator

For Toyota CVTs, the electronic transmission control unit is located separately in the engine compartment. Therefore, there is no mechatronics, there is a conventional hydraulic unit.

As such, Toyota CVTs are among the most reliable in the world. One of the starting points for reliability is a well-thought-out cooling system. It is implemented in the form of lines into the main engine cooling radiator. Nissan (until 2011), for example, instead has a conventional heat exchanger only for heating the box in winter.

Another reason for reliability is the high-quality and durable materials of the cones and valve body.

Toyota K114 K114F variator valve body

CVT cooling K114/K114F

Some cars already have additional automatic transmission cooling, while others have the cooling installed in the main radiator and cooled by antifreeze + oncoming air flow. For those who want to maximize the service life of the box, you can “embed” an additional radiator into the existing circuit with its extension behind the front bumper. This increases the degree of cooling of the variator.

It is recommended to clean existing radiators every 2 years. The regulations depend on the operating conditions of the vehicle.

CVT Toyota K114 K114F

Main malfunctions of the K114/K114F variator

The problem with all Toyota CVTs is the upper and lower pulley bearings. Symptoms are the presence of extraneous noise from the variator in all operating modes. Bearing life varies over very wide ranges. Average resource indicators in conditions of traffic jams in megacities and overheating are 170-180 thousand km. mileage

Toyota K114 K114F variator pulley bearing

If the bearings are destroyed, their seats on the housing also break. It usually doesn’t come to this, since car owners cannot drive for a long time in conditions of strong bearing noise.

The hydraulic unit also fails. If you do not pay attention to this in time, the hydraulic unit will damage the belt. The belt becomes skewed and, thus, begins to lift up the cones (pulleys). Symptoms of a valve body malfunction are shocks and jerks when operating the variator and switching the gearbox selector. They are observed mainly on a well-heated variator.

Toyota K114 K114F variator belt

The average life of the hydraulic unit is from 200 thousand km. mileage A shorter resource is the result of either a rare manufacturing defect or difficult operating conditions: off-road, traffic jams, towing. Many people do not know that the variator does not like high loads.

The faulty valve body can be successfully repaired.

The differentials performed well and there are no problems with them. The same applies to housing parts, covers and electrical components (sensors and wiring). With braids and wiring harnesses, malfunctions are expected closer to 300-350 thousand km. mileage

Toyota K114 K114F CVT differential

So far, no breakdowns have been recorded with the pump. But you should expect its breakdowns due to a malfunction of the valve body and the pump of the start-stop system. Oil starvation will occur. Accordingly, it will rotate the pump bushing and expel all the oil from the variator.

If the variator pump fails, it is replaced with a new one or restored. This depends on the severity of the wear of its bushing and gears.

There were no problems with the Start-Stop pump.

Tow truck

We rely on the distance that needs to be covered to the service. If a bearing is noisy, the average car owner will not be able to determine the criticality of its malfunction by ear. A broken bearing begins to create chips, which enter the hydraulic unit and break up the seats for the housing parts. The hydraulic unit begins to jam and the pulleys and belt do not work properly. Accordingly, you can get into more trouble than just replacing bearings. Therefore, there is no need to take risks and it is recommended to use a tow truck.

If there is a hydraulic malfunction - small jerks and kicks - you can get to the service center on your own. In case of strong impacts, it is again better to call a tow truck. Otherwise, if the belt breaks, you need to prepare for a major repair.

Toyota K114 K114F variator clutches

CVT repair K114/K114F

In terms of repair costs, the K114 variator is comparable to the Jatco JF011E variator. If the technical center does not stock up on cones from warranty transmissions in a timely manner, it may face a shortage. If the pulleys are available, then there are no problems with spare parts. A specialized technical center for repairing Toyota CVTs always keeps a supply of pulleys.

During a typical repair of a K114 variator, the valve body is repaired, the cones are ground, the belt, bearings, clutches are changed, and the torque converter is repaired. Consumables: oil, filter, gasket kit.

Toyota K114 K114F variator housing

Is it worth buying a used K114/K114F variator?

Transmissions of this marking are not old yet; The mileage on them is still small. Anyone who wants can buy a used K114. But these CVTs are not cheap at all. In addition to the main costs, there will be the cost of oil with a filter and removal/installation of the gearbox. Adaptation and firmware are not required. The selection of a contract variator must be made based on the car, engine size and variator number.

Toyota K114 K114F variator pulley (cone)

Maintenance of Toyota K114/K114F CVT

The oil change regulations are as follows. The first two replacements should be made every 60 thousand km. mileage Subsequent replacements in conditions of the formation of more and more wear products - every 35 thousand km. mileage

If the car owner “missed” one of the replacements, then after 120 thousand km. mileage, it is recommended to perform only a partial replacement of the transmission fluid. Otherwise, you can damage the valve body.

When partially changing the oil in the K114 variator, about 4 liters will be required. The full oil filling volume is about 9 liters.

The K114 variator filter is located in the pan and is changed at every oil change. The K114/K114F pan gasket is metal and is designed for approximately 2 oil changes. Before changing the oil, the technician must assess the condition of the pan gasket. If the gasket is worn out, it must be replaced with a new one, otherwise the pan will lose its seal.

Replacing transmission fluid in a variator that is already showing signs of malfunction not only does not help, but in 90% of cases it does even more harm! First, call the specialized service, name the symptoms and get a consultation. Make a diagnosis. First you need to fix the problem and then change the oil. Changing the oil on a faulty gearbox is a waste of money.

CVT filter Toyota K114 K114F

How to check the Toyota K114/K114F variator before purchasing?

It is recommended to perform an initial comprehensive diagnosis of the variator in a specialized technical center: do computer diagnostics, remove the pan and take an oil sample. The K114/K114F tray contains magnetic catchers that collect chips. If there are shavings, it is better to refuse such a purchase.

You should also do a good test drive of the car: warm up the car well, drive it in a traffic jam. Please note that it is better to keep the car cold before the test drive. As it warms up, pay attention to the operation of the variator and the absence of jerks/kicks.

Toyota K114 K114F CVT Wiring

General recommendations for the Toyota K114/K114F CVT?

There are two of them: do regular maintenance and keep the box cool. Maintenance includes changing the transmission fluid and cleaning the cooling radiators.

With all this, careful city use is expected without loads and aggressive driving. Any towing is undesirable. The variator is not intended for this - it is a transmission for the city. Otherwise, the valve body will overheat a little, one of its valves will jam, and one slip of the belt will be enough for the cones to scuff.

CVT Toyota K114 K114F

If you have any questions, write comments under this article, or call our specialist directly. The phone number is listed in the “Contacts” section. Also, through any messenger you can send the technician photos of spare parts, error codes, etc., or you can also call and consult on any issue.

Features of changing the oil in the Toyota Corolla variator

This model on the domestic market from 2013 to the present is produced with a proprietary automatic transmission - a variator. This unit is a stepless V-belt type system. One of the main and important procedures when operating this system is the timely change of oil in the 2013 Toyota Corolla variator. This procedure is regulated by the manufacturer, taking into account the features of the transmission.

The variator installed on this model is considered one of the most modern with a long service life, which is stated at a level of 250-300 thousand km. Based on this, a fluid change prescribed by the manufacturer is prescribed as part of preventive maintenance once every 150 thousand kilometers.

However, this period differs from the time and mileage of warranty service, which is 5 years or 100 thousand kilometers. Accordingly, the owner will have to independently carry out this procedure during the post-warranty period. However, this recommendation is given taking into account the special handling of the unit. The manufacturer has prescribed the following when using the vehicle:

1. Do not load the system on long trips at high speeds. CVTs do not like being loaded with high speeds, therefore, on long trips on the highway you cannot drive at a constant high speed, which entails gradual destruction of the mechanical parts of the unit and overheating of the oil. And, consequently, it leads to breakdowns of the entire assembly.
2. Avoid slipping in winter or other periods. This recommendation particularly applies to crossovers, although it partially applies to Corolla-class passenger cars. On an icy winter road, slippage is quite possible, which leads to overheating of the variator and its failure. A control lamp will signal such overheating, and if such a signal is ignored, the box may suffer significant defects.
3. Avoiding towing various loads, most often trailers, over long distances. Such procedures are allowed, but not recommended by the manufacturer, as well as towing the car itself, which also entails more than one-time destruction, but negatively affects the long-term resource of the box.
4. Maintaining temperature conditions and minimizing time spent in traffic jams, especially in the summer, which residents of megacities often cannot avoid.

Based on these recommendations, the manufacturer declares the service life of the gearbox and the absence of the need for replacement. However, in real life it is sometimes impossible to meet such conditions, which affects the life of the unit and the transmission fluid replacement interval. The first signs of malfunctions, in addition to diagnosing the state of the system, require topping up or changing the oil.

Important! Responsible drivers reduce the replacement interval by half from the recommended one and change the substance every 70, or even 5-60 thousand kilometers. This allows you to preserve all the properties of the box longer - for many years.

When to change

In addition to the recommended period, which is relevant only for ideal operating conditions, owners most often, depending on operating conditions, change the oil in the Toyota Corolla Axio variator:

1. In severe temperature conditions, in the presence of low or especially high temperatures, owners replace the transmission every 50 thousand kilometers. This is due to the properties of the material, since at the same time the oil serves as a washer fluid for mechanical parts, as well as a cooling fluid at high temperatures. When using a car in extreme conditions, the properties of the substance decrease over time, the liquid thickens, waste appears during operation, and accordingly all its properties deteriorate.
2. When towing or long highway journeys, the change interval can be extended to 70 thousand km. Since such loads are not recommended by the manufacturers themselves and harm the structure of the box itself, it is desirable to constantly have a fresh product in the system, as well as its timely replacement.

Typical CVT repairs

In general, Aisin\Toyota CVTs last a very long time, are not very expensive to repair (compared to DSG robots), but their lifespan is limited by the cost of the cones. You can extend the life of the variator by following simple operating and maintenance rules.