Replacement steel push belt for JF011E and RE0F10A CVT units in 2007-2014 Nissan Altima, Rogue, Sentra, Dodge Caliber and Jeep Compass.
If your Nissan Altima 2.5, Rogue or Sentra, or a Dodge Caliber, Jeep Compass or Patriot, flares RPM on a hard pull while the car barely gains speed, judders at light throttle, or has put glitter on the pan magnet, the steel push belt inside the JF011E is the first part a rebuilder looks at. This is the replacement belt for that CVT, cross-referenced to 901047 and 901066 with manufacturer number AP6549066. Nissan calls the unit RE0F10A and Mitsubishi calls it F1CJA; the belt is shared.
The JF011E has a torque converter and a small planetary set with a forward clutch and reverse brake, but those only pick direction. Every forward ratio comes from two variable-width pulleys and the belt between them. The belt is a stack of several hundred thin steel elements held together by nested steel bands. It does not pull like a bicycle chain; the pulleys squeeze the elements and the elements push against each other toward the driven pulley. Clamping force comes from hydraulic pressure on the primary and secondary pulley pistons, so the belt only holds as well as the valve body and pump let the pulleys grip it.
Those same complaints also come from pulley bearing noise, a sticking secondary pulley control valve, or low pump output, so do not buy a belt on symptoms alone.
Scan for stored codes first, then drop the pan. Steel hair on the magnet with no friction material points to the belt, pulleys or bearings; dark friction debris points more toward the clutch packs. With the unit on the bench, look at the belt elements for chipped edges and the pulley faces for a polished or scored band. Our CVT slipping under load guide walks through separating belt slip from pressure loss, and the JATCO CVT problems and fixes guide covers the valve body wear that starves the pulleys of clamping pressure.
The listing covers the JF011E family: Nissan Altima 2.5, Rogue and Sentra, the 2007-2012 Dodge Caliber, the Jeep Compass and Patriot, the 2009-2012 Suzuki Kizashi, and Mitsubishi Lancer and Outlander versions of the unit. Be careful at the late end of the Nissan years. The JF011E ran in the 2007-2012 Altima, 2007-2013 Rogue and 2007-2011 Sentra; later Altimas and Sentras moved to newer CVTs with a different belt, as do the JF010E (V6 Altima, Maxima, Murano) and the JF015E. Read the JATCO stamp code on top of the case before ordering; Dodge and Jeep units commonly read 1XH00, 1XH01, 1XH02 or 1XH0D. If you are unsure, send us your year and VIN. Every JF011E part we stock is listed in the CVT parts collection.
The belt is a bench job with the case split. Zip-tie the secondary pulley halves before removing the belt and pulleys as an assembly, note the direction arrow, and install the new belt the same way; a secondary pulley spring compressor makes reassembly far easier. If the pulley faces show a scored or glazed band, a new belt will slip on them again, so replace the pulley set. Pulley bearings are cheap insurance while the case is apart: the JF011E 4-piece pulley bearing kit covers them, and the pulley piston rebuild kit restores the seals that set clamping force. Back-flush the cooler and lines so steel from the old belt does not come back, fit new filters, and fill with NS-2 rated CVT fluid on these JF011E applications. Finish with a TCM initialization and test drive so the unit relearns with the new belt.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Only if the car has a JF011E, which the Altima used through 2012. The 2013 and later Altima 2.5 uses a newer CVT with a different belt. Check the JATCO stamp code on top of the case or send us your VIN.
Only if the pulley faces are smooth. A polished, scored or stepped band where the belt rides means the pulleys will slip a new belt too, so replace the pulley set along with it.
Yes. Mark or note the direction arrow before you remove the old belt and install the new one running the same way, with the elements sitting square in both pulley vees.
Use NS-2 rated CVT fluid on JF011E applications. Back-flush the cooler and lines first and fit new filters so steel from the failed belt is not pumped through the rebuilt unit.
Yes. Clear old codes, run the TCM initialization and clutch point relearn, then drive 15 to 20 minutes so the TCM recalibrates for the new belt and clamping pressures.
