K110 Torque converter Transmission parts, repair guidelines, problems, manuals
Transmission general data
| Number of gears | Transmission Type | Drive | ATF (full capacity) L | ATF (change) L | ATF type |
|---|---|---|---|---|---|
| ∞ | CVT | FWD | 8 | 5 | Aisin CVTF7004, Toyota 08886-02105 |
What are you looking for?
Overhaul Kit | Friction Kit | Friction | Steel Plate | Steel Kit | Band | Solenoid Kit | Solenoid EPC | Solenoid TCC | Pump | Shaft | Drum | Valve body | Torque converter | Hub | Piston | Piston Kit | Planetary Gear | Filter | Gasket | Bushing | Seal | Bearing | Pressure Plate | Stator | Differential | Retainer | Inhibitor Switch | Instruction manual | TOOLS & ACCESORIES | Sensor
Technical issues and repair guidelines
The first
car with the K110 CVT was Toyota Opa, 2.0 (2000-2005), which was sold
exclusively in the domestic market of Japan. A year later (in 2011) the K110
transmission was installed on sedans Toyota Alion/Toyota Premio and minivans
Toyota Voxy/Toyota Noah/Toyota Estima, etc. All these right-hand drive cars
were originally intended for sale at the domestic market of Japan as well as in
some Asian countries. For 4 years of production, Toyota managed to fix some
standard issues related to this CVT. In 2004, Toyota released an improved
version of K110 which was named as K111/K111F (prefix “F” means that this CVT
is intended for all-wheel drive vehicles).
The K111
transmission was designed on the basis of K110, and these two transmissions are
very similar in terms of technical solutions. The K111 transmission (in
contrast with K110) has a new belt as well as linear control over the N gear
and acceleration. It has a positive impact on fuel efficiency and transmission
performance characteristics.
For some
time, Toyota was actually “catching up” with other Japanese companies in terms
of CVT application. Therefore, Aisin (which produced CVTs for Toyota) had to
use spare parts of different manufacturers for assembly of K110 and K111.
Moreover, Aisin heavily depended on third-party suppliers and on quality of
supplied spare parts. For example, belts for Aisin CVTs were produced by the
German company Bosch. Toyota didn’t want to put up with such state of affairs.
The Japanese auto giant wanted (via its subsidiary Aisin) not only to fully
control the whole process of transmission production, but also to develop and
introduce new CVT technologies. Thus, in 2002, Aisin jointly with Bosch
established a joint company Shivutech Co., Ltd. (trade mark CVTEC). The purpose
of this company was the development and production of components for CVTs.
Three years later in 2005, CVTEC developed the belt for a new type of CVT.
According
to the original technology, this new push belt consists of thin steel sheets
with high-precision gaps (equal to several microns). This solution ensures high
strength of belt elements. In addition, the durability of this belt was
enhanced by the sandblasting procedure. These measures made it possible to
launch in production a new series of CVTs K112/K112F in October of 2005. These
CVTs with higher torque transmission capacity were initially intended for
coupling with 2,4-liter engines. The first car equipped with the K112/K112F
transmission was Toyota Rav4. Later this CVT was applied in Toyota Estima,
Toyota Blade, Toyota Vellfire and many other cars.
Typical
problems in K110/K111/K112
Transmission
specialists often have to deal damage of bearings on the input shaft of K111
and K112. This problem may be caused by production defects or contaminated ATF
with metal shavings. These metal shavings reach the bearing via a small hole in
the gearwheel. As a result, balls in the bearing become cemented leading to its
wear. Over time, the “dying” bearing damages the gear-wheel itself
If K110 / K111 / K112 transmissions get overheated (ATF has a “burning” smell), then it may lead to replacement of the complete set of friction clutches. In this case, transmission specialists also replace gaskets, rings, and seals (the reason is simple – rubber hardens affected by temperature and becomes less flexible; eventually, it leads to oil leakages. Long-term usage of the car with worn friction clutches and rings leads to overheating of pistons and their consequent replacement.
Acceleration from rest with the cold CVT (in winter time) leads to curving of the CVT belt on cones (on minimum radius). At the same time, the belt touches cones on the minimum area. It often leads to the belt slippage (with cold ATF). In this case, the belt wears down and scratches cones. With time surfaces of cones will have tears. The belt slippage also will have a negative impact on solenoid-operated valves.