Shop RE5R05A Solenoid Kits →
The RE5R05A is the Jatco JR507E five-speed longitudinal automatic Nissan used behind the VQ35DE, VQ40DE and VK56DE. If you drive a Titan, Armada, Frontier, Xterra, Pathfinder, 350Z, Infiniti G35, M35, FX35 or QX56, this is very likely the transmission under you. Solenoid faults are the single most common electrical complaint on it, and they are also the one failure on this unit that is genuinely worth fixing rather than replacing.
Short version on cost: $200 to $450 DIY for a full solenoid kit with fluid, filter and gasket. $450 to $750 at a shop for one solenoid. $650 to $1,200 at a shop for a complete solenoid kit. $900 to $1,800 installed for a remanufactured valve body that arrives with the TCM and every solenoid already on it.
The spread is almost entirely labor. The parts on this job are not expensive. Getting to them is what you pay for, and the temperature-window refill procedure at the end adds time that a lot of general repair shops underestimate when they quote it.
Cost Breakdown
| Repair | DIY Parts | Independent Shop | Nissan Dealer |
|---|---|---|---|
| Single shift solenoid | $45 – $130 | $450 – $750 | $600 – $950 |
| Complete solenoid kit (6 to 8 pieces) | $180 – $380 | $650 – $1,200 | $900 – $1,500 |
| Solenoid kit plus filter, gasket and fluid | $260 – $520 | $800 – $1,400 | $1,100 – $1,700 |
| Reman valve body with TCM and solenoids | $550 – $1,100 | $900 – $1,800 | $1,600 – $2,600 |
| TCM alone (internal, on the valve body) | $220 – $600 | $600 – $1,200 | $1,000 – $1,700 |
Labor is 2.5 to 4.0 hours. A Frontier or Xterra sitting on a lift with clean access is at the bottom of that. A four-wheel-drive Titan or an Armada, where the exhaust crossover and transfer case crowd the pan, is realistically 3.5 to 4.0. Add roughly half an hour on top for the fill, because the level has to be set through the overflow plug inside a narrow fluid temperature window with a scan tool watching ATF temp.
The Codes and What They Actually Mean
| Code | Meaning | What It Usually Is |
|---|---|---|
| P0745 | Pressure control (line pressure) solenoid A, electrical | Line pressure solenoid, chafed internal harness, corroded TCM pins |
| P0750 | Shift solenoid A malfunction | Shift solenoid A winding open or shorted; sometimes the harness |
| P0755 | Shift solenoid B malfunction | Shift solenoid B, same failure pattern as A |
| P0740 / P0744 | Torque converter clutch circuit / performance | TCC solenoid, or a converter clutch that is genuinely slipping |
| P0778 | Pressure control solenoid B, electrical | Second pressure control solenoid or its circuit |
| P1730 | Interlock / gear ratio mismatch, commands failsafe | A clutch not holding — often downstream of a stuck solenoid |
| P0705 / P0720 | Range switch or output speed sensor | Not a solenoid. Chase these first, they mimic solenoid symptoms |
An important distinction: a code that says circuit or electrical is telling you the TCM cannot see the correct resistance on that solenoid. That is almost always a real solenoid or a real wiring fault, and it is a good candidate for a solenoid job. A code that says performance or stuck, or a ratio code like P1730, is telling you the hydraulics did not do what was commanded. That can be a solenoid, but it can equally be a worn clutch pack, a bore-worn valve body, or low line pressure from a tired pump. Replacing solenoids for a performance code without a pressure test is how people spend $900 and end up with the same symptom.
Symptoms without codes
- Harsh 1-2 or 2-3 shift that feels like the truck got rear-ended, especially cold. Line pressure not being modulated.
- Flared shift where rpm climbs between gears before the next one grabs. Fill timing is off.
- Delayed engagement into drive or reverse, two or three seconds after you move the lever.
- Stuck in one gear. Failsafe holds third with no lockup. Speedometer works, transmission does not shift, check engine light on.
- Shudder at light throttle around 40 to 50 mph. That is TCC apply, not a shift solenoid.
If you are already in failsafe, read our RE5R05A limp mode fix walkthrough before you order parts. Limp mode has several causes and only some of them are electrical.
Solenoid Pack Versus Individual Solenoids
The RE5R05A does not use a sealed solenoid block the way a Chrysler 62TE does. The solenoids bolt individually to the valve body, each with its own connector into the internal harness. In the common configuration there are eight: line pressure, torque converter clutch, shift solenoid A, shift solenoid B, front brake, low coast brake, direct clutch, and high and low reverse clutch. That is why complete kits for this transmission are sold as six to eight piece sets.
Replace one solenoid when: the transmission has under roughly 100,000 miles, you have a single clean electrical code, the fluid is red and does not smell burnt, and there is no history of overheating. In that situation you have an isolated failure and the rest of the pack has life left.
Replace the whole kit when: mileage is over 120,000, the truck has towed, you have more than one solenoid code, or the fluid is brown. Every solenoid in that valve body has the same hours and the same heat cycles on it. You are already paying three to four hours of labor to get in there; going back in six months for the next one costs more than the extra parts do today.
Replace the valve body assembly when: you have ratio codes, a performance code that persists after new solenoids, or evidence of valve bore wear. A remanufactured unit arrives with the TCM and all solenoids installed and tested, and it takes the guesswork out. Costs and details are on our RE5R05A valve body replacement cost page.
Where to Buy RE5R05A Solenoids
Complete solenoid kits, valve bodies with TCM and solenoids installed, TCMs, filter and pan gasket kits, and master rebuild kits for the Nissan and Infiniti RE5R05A. Same-day ship on orders placed before 2pm Eastern.
Shop RE5R05A Solenoid Kits → Core Transmission Parts →The Job: Valve Body R and R
You cannot reach the solenoids without pulling the valve body, and on most RE5R05A applications you cannot pull the valve body without dealing with the internal TCM that is bolted to it. Rough sequence:
- Drain first. Pull the drain plug and let it out warm. Dropping a full pan is a mess you do not need.
- Pan and filter. Break the pan loose evenly. Read what is on the magnets before you clean anything. Gray paste is normal steel wear; black fiber is clutch material; bronze glitter is bushings and means stop and reassess.
- Disconnect the internal harness at the TCM. The connectors are fragile after a decade in hot fluid. Release the lock tab, do not pry on the body of the connector.
- Support the valve body before the last bolts. It is heavy enough to fall and the separator plate gaskets will tear if it drops on an angle. Note bolt lengths; they are not all the same and a long bolt in a short hole cracks the casting.
- Swap solenoids on the bench, one at a time, with the old one still in front of you. Check the O-rings on every new solenoid before it goes in. A pinched O-ring gives you a fresh pressure code and a second teardown.
- Torque properly. Valve body and solenoid retaining hardware on this unit is in the 7 to 8 Nm range, roughly 62 to 70 inch-pounds. This is not a place for a half-inch ratchet and a feeling. Use an inch-pound torque wrench.
- Refill through the charging pipe, then set the level at the overflow plug with ATF temperature inside the specified window, roughly 95 to 115 degrees Fahrenheit on most applications. Fluid trickles and stops when it is right. A steady stream means overfilled.
Fluid is Nissan Matic-S on later applications, which supersedes the earlier Matic-D and Matic-J in this family. Do not substitute DEXRON VI, MERCON LV, or Nissan NS-2 and NS-3 CVT fluid. The CVT fluid mistake happens at parts counters more often than it should and it will destroy this transmission. Full detail is on our RE5R05A fluid change cost and spec page.
What Else to Replace While You Are In There
The labor is the expensive part of this job. These are the parts worth adding while the pan is off, in order of how much regret they save:
- Filter and pan gasket. Non-negotiable. The filter is in the pan and you are already looking at it. Twenty-five to sixty dollars.
- Drain plug crush washer. A dollar. Reusing it is how you get a weeping plug you have to go back under for.
- Internal wiring harness. If the insulation is stiff, chafed where it crosses the case, or the connector terminals are green, replace it. A perfect solenoid on a bad harness still sets the same code.
- TCM, if the terminals are corroded. The TCM on this unit lives inside the transmission, submerged in fluid. Contaminated fluid attacks the terminals. If you see corrosion, the TCM is on borrowed time.
- Look at your coolant. On many 2005 to 2010 Xterra, Frontier and Pathfinder models the trans cooler is inside the radiator. When the internal barrier fails, coolant and ATF mix into pink milkshake-colored fluid. If you see that, stop. No solenoid kit fixes it and the transmission is usually finished.
Two things that do not need doing: there is no adaptive programming or module configuration required for solenoids alone, and you do not need a dealer scan tool unless you are replacing the TCM itself. Clear the codes, reset adaptives if your tool supports it, and drive a light-throttle relearn cycle so the TCM re-learns clutch fill times. Shift quality typically settles within 30 to 50 miles.
When Solenoids Are Not the Answer
Be honest about the transmission's condition before you spend the money. Solenoid replacement is a good repair on a transmission with worn electronics and healthy mechanicals. It is a waste of money on a unit with burnt clutches. Signals that you are past the solenoid stage:
- Fluid is dark brown or smells burnt.
- Black friction material or bronze particles in the pan.
- Slipping under load in a specific gear, not a shift quality complaint but actual rpm flare while accelerating.
- Ratio codes that come straight back after fresh solenoids and correct fluid level.
- Any history of pink or milky fluid.
In those cases you are looking at a rebuild or a replacement unit, which on these platforms runs $3,500 to $6,000 installed. Our RE5R05A problems and repair cost page breaks that down by symptom, and Nissan Titan RE5R05A problems covers the truck-specific failures.
FAQ
How much does RE5R05A shift solenoid replacement cost?
DIY with a full solenoid kit runs about $200 to $450 in parts including fluid, filter and pan gasket. An independent shop charges roughly $650 to $1,200 because the pan drop, valve body removal and temperature-controlled refill take three to four hours. A single solenoid at a shop is usually $450 to $750. A remanufactured valve body arriving complete with TCM and solenoids runs $900 to $1,800 installed.
Can you replace just one solenoid on an RE5R05A?
Yes, they bolt on individually. It is only worth doing on a lower-mileage transmission with one clean electrical code and good fluid. Past about 120,000 miles, replace the set. The remaining solenoids have identical hours on them and the labor to go back in a second time costs more than the extra parts.
What does code P0745 mean on a Nissan Titan?
Line pressure solenoid circuit fault. The TCM is not seeing the electrical response it expects from the pressure control solenoid, so line pressure is no longer being modulated and shifts go harsh or start slipping. Causes are the solenoid, a chafed internal harness, corroded TCM terminals, or varnish from broken-down fluid holding the valve.
How many solenoids does an RE5R05A have?
Eight in the common configuration: line pressure, torque converter clutch, shift solenoid A, shift solenoid B, front brake, low coast brake, direct clutch, and high and low reverse clutch. That is why complete kits are sold as six to eight piece sets.
How long does it take to replace RE5R05A solenoids?
About 2.5 to 4.0 hours. Frontier and Xterra are at the low end, four-wheel-drive Titan and Armada at the high end. Add roughly half an hour for the temperature-window fill procedure, which cannot be rushed.
Will bad solenoids put an RE5R05A in limp mode?
Yes. Once the TCM sets a solenoid performance code it commands failsafe, which locks the transmission in third with no converter lockup. The truck drives badly and will not shift. That is protection, not destruction, but driving it that way hot is what turns a solenoid job into a rebuild.
Do you need to reprogram anything after replacing RE5R05A solenoids?
Not for solenoids alone. Clear codes, reset adaptive values if your scan tool supports it, and drive a light-throttle relearn cycle. Replacing the TCM itself is a different job and does require configuration.