JF011E Pressure Control Solenoid, new and ready to install. Fits the JF011E. Ships fast from the USA.
Searching for a JF011E pressure control solenoid usually starts with a stored line pressure or secondary pressure code, a CVT that shudders or slips when you lean on it, and a car stuck in fail-safe. That covers the Nissan Altima 2.5, Rogue and Sentra, the Dodge Caliber, the Jeep Compass and Patriot, and the Mitsubishi Outlander and Lancer that share this Jatco unit. The listing photo shows more than a single coil: it is the full electrical group from the valve body, with the pressure solenoids, the larger lock-up solenoid, two pressure sensors and the internal harness with its green connectors. Replacing the whole group at once is the sensible move when one pressure circuit has failed on a high-mileage unit, because the rest of the coils have seen the same heat.
In a geared automatic the pressure control solenoid sets how hard the clutches apply. In the JF011E there are no shifting clutches to speak of; pressure is what holds the belt. The primary pulley pressure moves the ratio, and the secondary pulley pressure clamps the steel push belt so it can carry engine torque. The line pressure solenoid sets the supply for the whole unit and the secondary pressure solenoid trims belt clamp. The two pressure sensors in the set are the feedback: they tell the TCM what the circuit actually delivered, so it can correct. If a solenoid drifts or a sensor reads wrong, the computer either clamps too little and the belt slips, or detects the error and drops into fail-safe.
A pressure code on this transmission does not always mean an electrical part. Sonnax's vacuum test work on the JF011E links slipping in both Drive and Reverse, high or low line pressure and even pulley breakage to a worn primary pressure regulator valve bore, and ties belt slippage and chatter to the secondary pressure regulator. Check the scan data first: if commanded and actual pressure disagree while the solenoid resistance is in range, the valve body casting is suspect. Check the fluid and pan magnet as well, since heavy steel debris means belt and pulley damage. Our CVT limp mode diagnosis guide covers reading these codes, and CVT harsh and delayed engagement explains the engagement complaints.
This set is listed for the JF011E, which Nissan calls RE0F10A, with no year range given in the listing. It does not fit the larger JF010E / RE0F09A used behind the 3.5L V6, or the later JF016E and JF017E. Jatco changed the harness and connector details during production, so compare the harness routing, connector shape and sensor style in the photo with the parts on your valve body before ordering, or send us your year and VIN and we will confirm it. You can compare versions and years on the CVT parts page.
If vacuum testing shows worn bores, a remanufactured JF011E valve body is the better fix. Either way, renew the filter and pan gasket kit while the pan is off.
| Fits | JF011E |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The listing photo shows a full set: the pressure solenoids, the lock-up solenoid, two pressure sensors and the internal harness. If you need only one coil, compare our loose JF011E and RE0F10A solenoid kits.
It fixes P0746 when the line pressure solenoid or its wiring is at fault. If the solenoid measures good and pressure still does not match command, the regulator valve bore in the valve body is the likely cause.
The 2008-2013 Rogue uses the JF011E / RE0F10A, so it is the right transmission family. The 2014 and later Rogue uses a different CVT and is not covered.
Genuine Nissan NS-2 CVT fluid. Never use regular ATF in this transmission, and set the level with the fluid at operating temperature.
No reprogramming if you keep the original ROM chip with the valve body. Clear codes and complete the relearn drive cycle so the TCM adapts to the new parts.
