JF011E Valve Body 2007-2015, remanufactured and ready to install. Fits the JF011E. Ships fast from the USA.
If your 2007-2015 Nissan Altima, Rogue, Sentra, Murano or Juke, Mitsubishi Outlander or Lancer, or Dodge Caliber is juddering at light throttle, hesitating on takeoff, holding a ratio too long, or has gone into limp mode with a transmission light on, the JF011E valve body is one of the first places to look. This is a remanufactured, bench-ready valve body for the JF011E CVT so you install a known-good unit instead of chasing a hydraulic or electrical fault piece by piece.
The JF011E is a belt-and-pulley CVT, not a geared automatic, so there is no fixed set of ratios for the valve body to shift between - instead it has to hold a continuously variable ratio steady under load. It routes line pressure to the primary and secondary pulleys and the torque converter clutch, and it carries the pressure-control and TCC solenoids plus a ratio-control (stepper) motor. That motor moves a spring-loaded ratio-control valve through a lever connected to the primary-pulley follower, and that lever is what actually sets how far apart the pulley halves sit. When the valve body's bores wear or a solenoid sticks, the computer loses fine control of that ratio and pressure, not just a single gear.
A ratio-control code is frequently blamed entirely on the stepper motor, but the motor only moves a valve inside this valve body - a worn bore, contaminated fluid, or a stuck ratio-control valve can produce the same code and symptom. Before replacing anything, pull the stored codes, check fluid condition and level, and have a shop vacuum-test the valve body's wear areas rather than condemning the stepper motor on the code alone. If a magnet in the pan is pulling steel hair rather than clutch material, that points to pulley bearing wear instead of (or in addition to) a valve body problem, and the unit will need to come apart further than a valve body swap to fix it.
This listing fits the JF011E CVT as used across 2007-2015 Nissan Altima, Rogue, Sentra, Murano and Juke, Mitsubishi Outlander and Lancer, and Dodge Caliber. Jatco revised this unit several times over that span and the same core transmission is also sold under Nissan's own RE0F10A part designation, so match your casting marks, connector count, and the ROM/ID tag on the old unit against the listing photos, or send us your year, make and model so we can confirm the right revision before it ships. The full CVT parts collection has the rest of what we stock for this transmission.
Drop the pan and change the filter at the same time as the valve body so metal or sludge from the old unit doesn't circulate through the new one, and refill with Nissan NS-2 CVT fluid - running the wrong fluid in this unit is a common cause of repeat shudder complaints. When the valve body comes off, a spring-loaded ratio-control valve and lever are held in place only by spring tension once the case bolts are out; a retaining pin or rod through the access hole in the casting keeps that lever from dropping out during removal and reinstall. If you're swapping the whole transmission control module along with the unit, keep the original ROM with the vehicle - on a Dodge Caliber in particular, mismatching the ROM to the TCM during a swap can set its own calibration code. Pair this valve body with a filter and pan gasket kit and, if your original complaint was a solenoid-specific code rather than a hydraulic or ratio fault, a cheaper 9-piece solenoid kit may solve it without a full valve body. If pulley bearing wear turned up metal in the pan, you'll also want to inspect the drive belt before buttoning the unit back up.
| Fits | JF011E 2007-2015 |
| Part type | Valve Body |
| Condition | Remanufactured |
| 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.
Yes - JF011E is Jatco's own designation for this CVT, and Nissan sells the same core unit under the RE0F10A part designation. The valve body is built for this transmission family either way, but always match casting marks and connector count to your exact vehicle.
A ratio-control (stepper) code can come from the motor itself, or from a worn valve body bore, stuck ratio-control valve, or bad fluid that produces the same ratio error. Check fluid condition and have the valve body vacuum-tested before assuming the motor is bad.
Judder, hesitation, flaring, holding a ratio too long, and limp mode with a pressure, TCC, or ratio-control code point to the valve body. A whining noise and steel hair on the pan magnet point to pulley bearing wear instead.
Nissan NS-2 CVT fluid. Running a different fluid in this unit is a common cause of repeat shudder complaints after a repair.
Change the filter and fluid at the same time, keep the original ROM paired with its original TCM if you're also swapping the transmission control module, and clear codes after the install.
It fits the JF011E as used across this span, but Jatco ran multiple revisions. Send us your year, make and model and we'll confirm the exact revision before it ships.
