Replaces the valve body solenoids, step motor and internal harness on a Jatco JF011E / RE0F10A CVT in 2007-2012 Altima, Rogue, Sentra and Caliber.
If your Altima 2.5, Rogue, Sentra or Dodge Caliber CVT judders when you take off, hangs at high rpm on a gentle throttle, never settles into lock-up on the highway, or keeps throwing you into limp mode, this nine-piece kit renews every electrical part on the JF011E valve body in one job. It includes the pressure and lock-up solenoids, the ratio step motor, both pressure sensors and the internal wiring harness that ties them to the case connector. The parts cross to common references 33446-JF011, 33435J, D33439N, 203452A, G7T23082 and S98530.
The JF011E (Nissan RE0F10A, Mitsubishi F1CJA) moves a steel push belt between two variable-width pulleys. Hydraulic pressure squeezes each pulley onto the belt, and the solenoids in this set decide how much. The line and secondary pressure solenoids set belt clamp, the lock-up solenoid applies the torque converter clutch, and the two sensors report actual pressure back to the computer so it can correct. The step motor is the ratio actuator: it moves a lever tied to the ratio-control valve, and the other end of that lever follows the primary pulley. The harness is part of the kit because its thin wires and plastic connectors sit in hot fluid for years and crack or chafe, which looks exactly like a failed solenoid on a scan tool.
Pull the codes and look at freeze-frame data, then inspect the case connector for fluid and the harness for rubbed insulation. Check the fluid condition and the pan magnet next. Clean fluid with a light grey paste on the magnet is normal; steel slivers mean the belt or pulleys are wearing and an electrical kit will not save the unit. Sonnax's vacuum test map lists worn regulator valves in this same valve body as a cause of chatter and rpm surge, so a car with high mileage may need a valve body rather than just solenoids. Our Jatco CVT problems and fixes guide lays out that decision, and the CVT harsh and delayed engagement guide helps if your complaint is a slow bump into Drive or Reverse.
Listed applications are the 2009-2012 Nissan Altima 2.5L (QR25DE), 2009-2012 Rogue 2.5L in 2WD and AWD, 2007-2010 Sentra 2.0L (MR20DE) and 2.5L, and 2007-2012 Dodge Caliber 1.8L, 2.0L and 2.4L with the CVT. It is a JF011E-only part. The 3.5L V6 cars use the bigger JF010E (RE0F09A), and nothing in this kit fits it. Because connectors and calibrations changed during the production run, lay your old harness next to the photos and compare the solenoid numbers before you buy; if in doubt, send us the year and VIN. Other years and complete valve bodies are in our CVT parts collection.
Drop the pan, remove the filter, and lift out the valve body following the Transmission Digest bench tips: unplug the ROM and the main harness connector, hold the ratio lever back with a long 3 mm rod through the access hole, and remove the short bolt by the manual valve before the ten perimeter bolts. On the bench, change parts one at a time so nothing ends up in the wrong bore. The pressure and lock-up solenoids are not interchangeable even though some look alike. Seat each part square, snug the small bolts gently into the aluminum, and route the new harness along the same clips as the old one so it cannot rub on the case.
Plug your original ROM back in; it holds the calibration matched to your computer. When the valve body goes back in, the ratio lever must hook the pin on the primary pulley follower or the unit will not change ratio. Fill with Nissan NS-2 fluid for most years covered here (some later cars call for NS-3, so check your owner's manual), clear codes and complete a relearn drive. If you find a scored casting, a remanufactured JF011E valve body is the better buy, and a full overhaul calls for the JF011E master rebuild kit with filter.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Yes. The nine pieces are the pressure and lock-up solenoids, the ratio step motor, two pressure sensors and the internal wiring harness.
The listed fitment includes the 2007-2012 Caliber 1.8L, 2.0L and 2.4L with the CVT. Compare the harness connectors with your old part, since the Caliber ROM and calibration differ from the Nissan cars.
You can, but the solenoids and harness have the same age and heat exposure. If one coil has drifted, the others are close behind, and the harness is the most common hidden fault. Doing the set once avoids pulling the valve body twice.
Not for the solenoids. Keep the original ROM chip connected to the harness. Clear codes and drive gently through a few stops and steady cruise so the computer relearns pressure and lock-up.
Genuine Nissan CVT fluid of the grade specified for your year, NS-2 for most of these cars. Check the level at operating temperature.
