JF017E Input Drum, used and ready to install. Fits the JF017E. Ships fast from the USA.
The JF017E sits behind the 3.5L V6 in the 2013-2018 Nissan Altima and Pathfinder, the 2015-2018 Murano and Quest, and the 2014-2018 Infiniti QX60, and plenty of those vehicles tow or haul family loads. When one of them refuses to pull away in Drive, bangs into gear late, or keeps slipping after a fresh rebuild, a worn or cracked input drum is a common reason the job is stuck. This is a used OEM input drum for the Jatco JF017E, which Nissan calls RE0F10E. As shown in the photo, it is the drum and shaft together, a hard part that does not come in any overhaul or banner kit.
Jatco built the JF017E as the heavy-duty CVT8, with a steel chain between the pulleys in place of the push belt used in the 2.5L JF016E. Ahead of the chain and pulleys is a simple planetary gearset that selects direction through a forward clutch and a reverse brake, both fed by the select solenoid circuit. Turbine torque from the converter enters on the input shaft, and the drum on that shaft holds a clutch pack and its apply piston. Because this unit handles V6 torque, the clutch it carries works harder at every launch than the one in a four-cylinder CVT. Any leak at the piston bore or the shaft sealing rings, or a crack at the drum splines, lets that clutch slip, and slip turns into heat, debris and contaminated fluid that then reaches the chain and pulleys.
Start with the hydraulics. Sonnax links Forward and Reverse slipping on the JF017E to wear in the primary pulley reducing valve bore, and GEARS notes that the pump flow control valve wears and sticks. Measure line pressure and check the select and line pressure solenoids before blaming hard parts; GEARS gives a 5.5 to 8.5 ohm range for the JF017E linear solenoids. Our CVT harsh or delayed shifts walkthrough covers the order of tests, and the CVT failure patterns guide helps separate clutch slip from chain or pulley wear. With the unit apart, air check the clutch, look for cracks around the drum splines, and check the shaft journals and ring grooves for scoring.
This drum is listed for the JF017E (RE0F10E) and also carries a JF016E reference. Do not treat those two as interchangeable on that basis. The JF016E is the 2.5L push-belt unit, and its internals are not guaranteed to match the 3.5L chain-drive transmission. Compare your old drum to the photo for spline count, outside diameter and shaft length, check the code on your transmission tag, or send your year and VIN and we will confirm it before shipping. Owners of a 2.5L Altima or Rogue should look at the JF016E input drum. The full range of Nissan CVT parts is on our CVT transmission parts page.
| Fits | JF017E |
| Part type | Input Drum |
| Condition | Used |
| Brand | OEM |
| Reference | JF016E |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The 3.5L V6 in the 2013-2018 Nissan Altima and Pathfinder, 2015-2018 Murano and Quest, and 2014-2018 Infiniti QX60. Confirm with your transmission tag or send your year and VIN.
No, it is a used OEM drum. Inspect the bushing, ring lands and splines before installation and replace all seals and rings.
Do not assume it will. The JF016E is the push-belt 2.5L unit. Match your old drum's spline count, diameter and shaft length, or ask us to check by VIN.
Line pressure, the select and line pressure solenoids, and the pulley reducing and pump flow control valves. Hydraulic wear causes the same slipping and delayed engagement.
Genuine Nissan NS-3 CVT fluid, with the fluid deterioration counter reset afterward.
