RE0F10A Pressure Control Solenoid, new and ready to install. Fits the RE0F10A. Ships fast from the USA.
Nissan owners who see RE0F10A on a repair estimate are usually dealing with a 2.5L Altima, a first-generation Rogue or a 2.0L Sentra that has started to flare, hesitate or drop into fail-safe with a pressure code stored. RE0F10A is Nissan's name for the Jatco JF011E, the same CVT that Dodge, Jeep and Mitsubishi used. What this listing pictures is not a lone coil: it is the electrical group that bolts to the valve body, including the pressure control solenoids, the longer lock-up solenoid, the primary and secondary pulley pressure sensors and the internal wiring harness with its green connectors. On a high-mileage unit where one pressure circuit has quit, renewing all of them in one pan-off job saves a second teardown when the next tired coil gives up.
A conventional automatic uses pressure to squeeze clutch packs. The RE0F10A uses it to squeeze a steel push belt between two variable pulleys. The pressure control solenoid sets main line pressure for the whole unit, and the secondary pressure control solenoid trims the clamp on the output pulley so the belt does not slip under torque. The primary pulley is moved by the step motor to change ratio. Because the stakes are a slipping belt, the TCM does not trust the solenoids blindly: two pressure transducers report what the primary and secondary pulleys are really seeing. Fender Bender's write-up of this unit notes those sensors read about 0.5 volt at zero pressure and about 4.5 volts near 870 psi, rising in a straight line in between, so a scan tool can tell you whether commanded and actual pressure agree.
Measure before you buy. Fender Bender lists about 6.5 ohms for the pressure control, secondary pressure control and lock-up control solenoids, and about 28 ohms for the lock-up select solenoid. A coil that is open, shorted or far off those numbers is a clear electrical failure. If every coil reads in range and the codes keep coming back, look at the valve body instead: Sonnax ties chatter on acceleration, high or low line pressure, slipping in forward and reverse and even pulley breakage to a worn primary pressure regulator bore. Also pull the pan and look at the magnet; heavy steel paste means the belt or pulleys are already damaged. Our CVT slipping under load guide walks through the road test, and the Jatco CVT problems and fixes guide covers the Nissan failure patterns.
The listing names the RE0F10A (JF011E) and gives no model years. It is not for the bigger RE0F09A behind the 3.5L V6, nor the later RE0F11A or JF016E units. Harness routing, connector bodies and sensor style changed during the production run, so set the photo beside the parts on your valve body and match them before you order, or send us your year and VIN and we will check it. Every version we carry for this transmission is on the CVT parts page, where the JF011E and RE0F10A versions are listed.
If your coils test good and the bores are worn, a complete RE0F10A valve body is the right repair instead. With the pan off, fit a new filter and pan gasket kit as well.
| Fits | RE0F10A |
| Part type | Pressure Control Solenoid |
| Condition | New |
| Brand | OEM |
| Reference | JF011E |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. The photo shows the full set: the pressure control solenoids, the lock-up solenoid, both pulley pressure sensors and the internal harness. That is why it is priced above a single coil.
The 2.5L Altima, the 2008-2013 Rogue and the 2.0L Sentra are the common ones. The V6 Altima and Murano use the larger RE0F09A and are not covered. Send us your VIN if you are unsure.
It is when the line pressure solenoid or its harness has failed. Check the coil resistance first. If it reads close to 6.5 ohms and pressure still does not follow the command, the regulator valve bore in the valve body is the more likely cause.
Genuine Nissan NS-2 CVT fluid for Nissan applications. Do not use conventional automatic transmission fluid, and set the level with the fluid hot.
Not if the original valve body and ROM chip stay with the car. Clear the codes and let the TCM relearn over a normal drive cycle.
