Full seal, friction and steel plate overhaul set with the 20-bolt filter for JF011E CVT units in Nissan Altima, Rogue and Jeep Compass.
Rpm flare when you step on it, a shudder around light cruise, or a CVT that now takes a moment to grab Drive: on a Nissan Altima, Rogue, Sentra or X-Trail, a Jeep Compass or Patriot, a Dodge Caliber, a Mitsubishi Outlander or Lancer, or a Suzuki Kizashi, those complaints often trace back to tired seals and a worn forward pack inside the JF011E. This kit, cataloged as JF011E, RE0F10A and F1CJA, is the full overhaul set for that job. It ships compact at about 3.4 lb and contains the complete seal and gasket set, the rubber and metal-clad piston seals, friction plates, steel plates and the internal oil filter the listing describes as the 20-bolt style.
Every job inside this transmission is done with oil pressure. The primary and secondary pulleys are hydraulic pistons that clamp the steel push belt, and the forward clutch and reverse brake are pistons that lock the planetary set for Drive or Reverse. The piston seals in this kit are what let that pressure turn into clamp force. When they harden or nick, pressure leaks past, the belt loses grip, and the forward pack starts to slip and burn. Renewing the piston seals, the plates and the case and cover gaskets together resets the whole hydraulic circuit instead of fixing just the leak you can see.
Separate pressure loss from mechanical wear first. Sonnax lists secondary pressure regulator bore wear as a cause of push belt slip and rpm surge, and torque converter regulator wear as a cause of converter shudder, so a worn valve body can mimic failed seals. Vacuum-test those bores, then read the pan: friction material says clutch pack, while a magnet coated in steel hair points to pulley bearings, which is a hard-parts repair this kit does not cover. Our CVT slipping under load guide lays out that diagnosis, and the CVT failure patterns guide shows how the JF011E compares with other belt units.
The listing fits the JF011E behind the Nissan Altima, Rogue, Sentra and X-Trail, Jeep Compass and Patriot, Dodge Caliber, Mitsubishi Outlander and Lancer, and Suzuki Kizashi. It does not give year ranges, so treat the case tag as the deciding check: it should read JF011E, RE0F10A or F1CJA. The V6 Altima, Maxima and Murano use the larger JF010E, and 2013-on Altima and 2014-on Rogue moved to a newer CVT, so neither is covered. If you are unsure, send us your year and VIN. Browse matching parts in our CVT parts collection.
Split the case and strip the unit down to the pulleys, then lay this kit out by station. Seat new O-rings and lip seals in their grooves, lube them with clean CVT fluid before each piston goes back in, and air-check every clutch drum before the case halves close. If a drum shows a cracked hub or a scored bore, swap it for a 2007-2009 RE0F10A clutch drum or a 2010-2012 JF011E clutch drum to match your build. Soak the frictions for at least 20 minutes, fit the new filter last, and torque the pan bolts in a spiral pattern. Fill and level the fluid at operating temperature with NS-2 in Nissans or CVTF+4 in Dodge and Jeep models. This kit is soft parts only, so inspect the belt, pulleys and step motor separately, and remember that Transmission Digest warns the output speed sensor needs its 0.040-inch shim reinstalled to keep the correct air gap.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
This is a soft-parts and clutch-plate overhaul: seals, gaskets, piston seals, frictions, steels and the internal filter. It contains no steel belt, pulleys or step motor. Inspect those separately and replace them if the pulley faces or belt elements are worn.
The listing does not give a year range. It fits units tagged JF011E, RE0F10A or F1CJA. Check the tag on your transmission case or send us your year and VIN before ordering.
No. Use Nissan NS-2 in Nissan models and CVTF+4 in Dodge and Jeep models. The wrong fluid changes how the belt and clutches grip and can cause slip and shudder.
Soak the new friction plates in clean CVT fluid for at least 20 minutes before assembly so the lining is fully saturated.
The output speed sensor uses a 0.040-inch shim to set its air gap. It falls off easily during teardown, and without it the sensor tip nearly touches the gear and sets a code. Reinstall the shim with the sensor.
