Complete JF011E CVT valve body with solenoids, filter and pan gasket for Nissan Altima, Rogue and Sentra with slip or ratio faults.
Judder pulling away from a light, an rpm flare on gentle throttle, or a torque converter that never locks up on a Nissan Altima 2.5, Rogue or Sentra with the Jatco JF011E CVT usually starts in the valve body. This assembly replaces OE numbers 31705-1XF1A and 31705-1XF0D and arrives with the pressure-control, ratio-control and lock-up solenoids already mounted, plus the main filter 31728-1XF02, the secondary oil filter 31726-1XF00 with its O-ring, and a 20-hole pan gasket - so the pan side of the job is covered in one box.
The JF011E (Nissan RE0F10A, Mitsubishi F1CJA) has no gearsets doing the ratio work. A steel push belt runs between a primary and a secondary pulley, and the valve body sets how hard each pulley clamps that belt. The TCM sends a pressure command; the solenoids and spool valves in this casting turn it into actual oil pressure. A pulley-ratio lever links the primary pulley follower, the ratio-control valve and the step motor, so the valve body also decides how fast the ratio moves. When a bore wears or a solenoid coil drifts, clamp pressure lags what the computer asked for and the belt starts to slip on the sheaves.
A valve body only fixes this car if the belt and pulleys are still healthy. Sonnax documents that low pressure to the secondary pulley causes chatter, belt slip, surface fretting and metal contamination - so heavy glitter on the pan magnet means the variator may already be damaged, and a JF011E master rebuild kit or a replacement unit is the better spend. Clean fluid, a stored pressure-solenoid code and a shudder that follows temperature point at the valve body. Our JATCO CVT problems and fixes guide lays out the belt-versus-valve-body decision step by step, and the CVT slipping under load guide covers what to log on a road test.
Listed fitment covers the 2.5L Nissan Altima, Rogue and Sentra, Mitsubishi Lancer, Outlander and Outlander Sport, Dodge Caliber, and Jeep Compass and Patriot built with the JF011E. Be careful at the end of the Nissan range: Nissan moved the redesigned Altima and Rogue to the newer JF016E (RE0F10D), and this body does not fit that unit, the JF017E, or the larger JF010E/RE0F09A behind the 3.5L V6. Read the transmission tag and the number cast or labeled on your old valve body and match it before you order. Unsure? Send us the year and VIN and we will check it. Every compatible part we stock is in our CVT parts collection.
Drain the fluid, drop the pan, and pull both filters. Transmission Digest's bench procedure for this unit is worth following exactly: unplug the internal harness and the ROM calibration chip, remove the manual lever, and do not lose the manual control shaft sleeve, which can fall out in the car. Before lifting the body, slide a 3 mm rod about 126 mm long through the access hole beside the filter bracket to hold the pulley-ratio lever so the spring-loaded ratio-control valve stays seated. Eleven bolts hold the body: one short bolt near the manual valve, ten longer ones around the perimeter. On install, the ratio lever has to index on the primary pulley follower pin again. Keep the original ROM with the vehicle - it is calibrated to the TCM. Fit the new filters and gasket from this kit, fill with genuine NS-2 such as our Idemitsu NS-2 CVT fluid, and set the level hot, not cold. If you are already in the pan and the car has towed or run hot, a JF011E auxiliary cooler is cheap insurance for the new body.
| Transmission | |
| Replaces OE | |
| Included filters | |
| Pan gasket | |
| Solenoids | |
| Fluid required |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Only if the transmission tag reads JF011E or RE0F10A. The redesigned 2013-up Altima and the 2014-up Rogue use the JF016E (RE0F10D), which takes a different valve body. Rogue Select models kept the older JF011E, so check the tag rather than the model name.
No. The solenoids come installed. The one item to carry over is your original ROM calibration chip on the internal harness, which stays with the vehicle because it is matched to the TCM.
Nissan NS-2 CVT fluid for Nissan applications. Fill and then check the level at operating temperature; a level set cold is one of the most common reasons a fresh valve body still slips.
Usually not. Whine and a rising howl with speed point at pulley or bearing wear. The valve body fixes pressure problems such as judder, flare and lock-up faults when the belt and pulleys are still in good shape.
Clear codes and let the TCM relearn on a road test with gentle stops and starts. Some vehicles need a scan tool reset of learned values, so follow the procedure for your make.
