JF011E Solenoid Kit 2007-12, new and ready to install. Fits the JF011E. Ships fast from the USA.
This kit is aimed at the early Jatco JF011E years, 2007 through 2012, and the owners who usually come looking for it drive a Dodge Caliber, a Jeep Compass or Patriot, a Mitsubishi Outlander or Lancer, or a 2.5L Nissan Altima, Rogue or Sentra. The complaint is nearly always the same: the car judders pulling away, the revs climb without the road speed following, or the dash lights up and the transmission drops into a weak fail-safe mode until the key is cycled. The photo shows what is in the box: a group of solenoids still joined to sections of the internal wiring harness with its green connector, plus two threaded pressure sensors, so the electrical side of the valve body can be renewed in one pass.
The JF011E has no gear sets to shift. A steel push belt runs between a primary and a secondary pulley, and the ratio changes as the pulley halves move apart or together. Everything that moves them is hydraulic, and the solenoids are how the TCM steers that hydraulics. One family of solenoids sets line pressure, another sets the secondary pulley clamping pressure that keeps the belt from slipping, and another applies the torque converter clutch. The pressure sensors report back what the hydraulic circuit is actually producing, and a step motor works a lever that positions the ratio-control valve. When a coil drifts or a sensor reads wrong, the TCM is steering blind and belt clamp falls behind engine torque.
Sonnax ties several of these complaints to valve body wear, not just solenoids: a worn secondary pressure regulator bore causes belt slip, chatter and rpm surge, and a worn converter regulator causes lockup shudder. That matters, because new solenoids cannot fix pressure lost past a worn valve.
Start with a scan tool and read the stored codes and freeze-frame data rather than going by feel. Check fluid level and condition next; dark, burnt fluid with metal in the pan points to belt and pulley damage, and no solenoid will cure that. Then inspect the 22-pin case connector and the harness for oil wicking, corrosion or heat damage. If codes point to a specific solenoid circuit and the fluid is clean, this kit is a sensible fix. If pressure is low with good electrical readings, a vacuum test of the valve body is the next step. Our JATCO CVT Nissan problems and fixes guide walks through the full diagnosis order, and CVT limp mode causes covers the fail-safe side.
The listing covers the JF011E for 2007 through 2012. That is the same transmission Nissan calls the RE0F10A, so the kit also applies to Nissan vehicles with that code. Not every 2007-2012 unit is identical, and connector and harness routing changed across the run, so compare the connector shape and the parts in the photo against your old pieces, or send us your year and VIN and we will confirm fitment before it ships. Browse everything for this family on our CVT parts page. If you have a later unit, the 2012-specific JF011E solenoid kit may be the better match.
The valve body comes out with the pan off, and Transmission Digest's bench tips for this unit are worth reading first. Before lifting it, slide a 3 mm rod roughly 126 mm long into the access hole beside the filter bracket to hold the pulley-ratio lever, then remove the one short bolt by the manual valve followed by the ten longer perimeter bolts. On Caliber, Compass and Patriot models the ROM on the internal harness carries the calibration matched to the TCM; installing a different ROM can set a P167A calibration mismatch on a Caliber, so keep and reinstall your original ROM. Install new O-rings on every solenoid, use a new filter and pan gasket, and refill only with Nissan NS-2 CVT fluid. Clear codes and let the TCM relearn afterward. If the converter clutch circuit tested bad separately, the JF011E TCC solenoid is listed on its own, and a worn valve body is better replaced as a unit with the JF011E valve body for 2007-2016.
| Fits | JF011E 2007-12 |
| Part type | Solenoid Kit |
| 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 kit is listed for JF011E transmissions from 2007 through 2012, which includes the Caliber CVT. Because harness and connector details changed across those years, compare the photo with your old parts or send us your year and VIN and we will confirm before shipping.
Yes. On Dodge and Jeep applications the ROM stores calibration data matched to the TCM, and a mismatched ROM can set a P167A code. Keep your original ROM and reinstall it with the new parts.
Only if the cause is electrical or a sticking solenoid. Judder can also come from a worn secondary pressure regulator in the valve body or from belt and pulley damage. Check codes, fluid condition and pressure first.
Use Nissan NS-2 CVT fluid. Regular ATF or a universal fluid will not hold the belt properly and can bring the judder back.
Clear the stored codes and allow the TCM to adapt. Many shops run a scan-tool relearn or road-test procedure so the TCM can relearn pressure and lockup behavior with the new parts.
