JF011E Tcc Solenoid

When a JF011E has one bad lock-up coil and everything else in the valve body is healthy, there is no reason to buy the whole solenoid group. This listing is a single solenoid: a steel can with a black connector, a mounting tab and a plastic valve nozzle carrying two O-rings. The JF011E, called RE0F10A by Nissan, is the CVT in the Dodge Caliber, Jeep Compass and Patriot, Mitsubishi Outlander and Lancer, and the 2.5L Nissan Altima, Rogue and Sentra 2.0. Owners usually land here after a lock-up code, a shudder at cruise, or a tachometer that sits higher on the highway than it did last year.

What the lock-up solenoid does in a JF011E

The JF011E pulls away through a torque converter and then locks the converter clutch so engine power goes straight into the primary pulley without fluid slip. The lock-up control solenoid sets the apply pressure on that clutch, and a separate lock-up select solenoid, an on/off coil, decides when the oil is routed to the lock-up circuit instead of the forward and reverse clutches. If the control coil weakens, the converter clutch slips and shudders. If it fails open, the converter never locks, the fluid gets hotter and fuel economy drops.

Symptoms

• A shudder or vibration at light throttle on level road, typically 40 to 60 mph
• Cruise rpm noticeably higher than normal with no lock-up felt
• Fluid running hot on long highway drives
• Rough feel or stalling as the car slows to a stop
• Lock-up codes: P0740 or P0744 on Nissan models, and P2770 (lock-up control) or P1723 (lock-up select) reported on the Dodge Caliber

Measure first: which coil failed?

This is where a single solenoid purchase can go wrong, so test before ordering. Fender Bender's JF011E write-up gives about 6.5 ohms for the lock-up control solenoid, the same as the two pressure control coils, and about 28 ohms for the lock-up select solenoid. Read each at the case connector. Then measure the coil you pull out: its resistance, its connector and its nozzle tell you which position it came from and whether this part matches it. If every coil reads correctly and the shudder remains, a worn converter regulator or lockup control valve bore, or a worn converter clutch, is the likely cause; our converter clutch shudder guide and lockup diagnosis guide cover how to tell them apart. On a Caliber, check the case harness for battery acid corrosion as well, since a damaged harness sets solenoid codes on good coils.

Fitment

The listing is for the JF011E and gives no year range. It is not for the JF010E (RE0F09A) behind the V6 or the later JF015E and JF016E. Terminal numbering and grounding differ between the Nissan and the Dodge, Jeep and Mitsubishi versions, so lay the old solenoid next to the photo and match the connector, the nozzle and the mounting tab before you install it. If you would rather we check it, send us your year and VIN. Compare all versions on the CVT parts page. If more than one coil is out of range, the complete RE0F10A lock-up solenoid set with harness is the better buy.

Install notes

• Drain the fluid, remove the pan and strainer, and unbolt only the retaining tab for the solenoid being replaced.
• Fit new O-rings on the nozzle, wet them with CVT fluid and push the solenoid squarely into its bore so the O-rings are not cut.
• Plug the connector fully and make sure the harness is clear of the pulleys and the pan.
• Clean the pan and magnet, install a new filter and pan gasket kit, and refill with Nissan NS-2 on Nissan models or the CVT fluid named in the owner's manual on Dodge, Jeep and Mitsubishi models.
• Clear codes, then hold steady cruise speeds until you feel the converter lock and the rpm drop.

Is this the full solenoid kit?

No, it is one solenoid. If more than one coil tests bad, or the harness is damaged, the complete RE0F10A lock-up solenoid set with harness and sensors is a better choice.

How do I know it matches the coil in my transmission?

Measure the old one and compare it to the photo. The lock-up control solenoid reads about 6.5 ohms and the lock-up select solenoid about 28 ohms. Match the connector, nozzle and mounting tab, or send us your VIN.

Will it fix my Dodge Caliber shudder?

It will if the lock-up control solenoid has failed. Check the case harness for battery acid corrosion first, because a damaged harness can set solenoid codes on good parts.

Do I need to remove the valve body?

Usually not. With the pan and strainer off, the solenoid comes out after removing its retaining tab. Keep the valve body and its ROM chip in place so the calibration stays matched.

Which fluid do I refill with?

Nissan NS-2 for Nissan models. Dodge, Jeep and Mitsubishi list their own CVT fluid in the owner's manual. Do not use regular ATF.

• Torque Converter Clutch Shudder Diagnosis
• Torque Converter Stall Test and Lockup Diagnosis
• CVT Transmission Failure Patterns
• JATCO CVT Nissan Problems and Fixes: The Complete Shop Guide