RE0F10A Pump, remanufactured and ready to install. Fits the RE0F10A. Ships fast from the USA.
Nissan techs and DIY rebuilders search for an RE0F10A pump when an Altima, Rogue, Sentra, Murano or Juke, a Dodge Caliber, Jeep Compass or Patriot, or a Mitsubishi Outlander or Lancer sits for several seconds before it moves, slips when the fluid is hot, or shudders on a grade. RE0F10A is Nissan's service name for the Jatco JF011E CVT. This listing is a remanufactured pump body for that unit, and the item pictured is supplied with a Sonnax pump flow control valve and spring, the repair parts aimed at the wear point that kills these pumps. At $139.99 it is the budget way to put a corrected pump into a rebuild without paying for a brand-new assembly.
Everything in this CVT runs on oil pushed by the pump. It supplies the forward clutch and reverse brake, the converter and lock-up clutch, lubrication, and above all the primary and secondary pulley pistons. Those pistons squeeze the steel push belt between the pulley halves, and the squeeze has to rise as torque rises. Pulley pressure can top 800 psi on this family, and the pulley pressure sensors read about 4.5 volts at roughly 870 psi, so the pump has very little margin.
The part of the pump that usually gives up is not the gear set. It is the pump flow control valve in the pump body. That valve meters how much of the pump's output goes to the system. As it and its aluminum bore wear, oil leaks past the spool, pump volume falls, and the TCM can no longer hold clamping force on the belt. Sonnax lists the result as push belt slippage, delayed engagement and low pump volume. Its replacement valve is hardcoat anodized and has a lengthened spool that rides in the unworn part of the bore, which is why a pump rebuilt around it is a sensible fix rather than a used core with the same problem.
Do not condemn the pump on a delay alone. Nissan bulletin NTB10-147 treats a 2 to 3 second delay as normal, and a longer one can also come from TCM software, the lock-up select solenoid (about 28 ohms) or a sticking select switching or select control valve in the valve body. The honest test is pressure. The RE0F10A has taps for line, primary and secondary pulley, forward clutch, reverse brake and converter, and the pulley sensors can be graphed on a scope. Pressure that is normal cold and sags as the oil heats is the classic flow control valve pattern. Work through our CVT harsh and delayed shift guide first, then the CVT slipping under load guide if the complaint is flare on the highway. The Jatco CVT problems and fixes guide covers the faults that tend to show up alongside a weak pump.
The listing names the RE0F10A without a year range. The Sonnax valve it is built around fits 2007-and-later JF011E units, along with the Mitsubishi F1CJA and F1CJB. It is not for the RE0F09 (JF010E) behind the V6 Murano and Altima, and it is not the RE0F11A or RE0F10D used in later Nissans, even though Sonnax uses the same valve in some of those pumps. Pump bodies varied between Nissan, Mitsubishi and Dodge/Jeep builds, so lay your old pump beside the photo, compare the casting and mounting points, or send us your year and VIN before ordering. You can browse every part for this unit on our CVT parts page. If you want a factory-new assembly instead, see the new JF011E oil pump.
| Fits | RE0F10A |
| Part type | Pump |
| Condition | Remanufactured |
| Brand | Sonnax |
| 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.
It is remanufactured. The unit pictured is supplied with a Sonnax pump flow control valve and spring, the parts that correct the most common wear point in this pump. If you want a factory-new pump instead, we also carry a new JF011E oil pump.
They are the same transmission. Jatco calls it the JF011E, Nissan calls it the RE0F10A, and Mitsubishi versions are labeled F1CJA. It is not the RE0F09 (JF010E) V6 unit or the later RE0F11A and RE0F10D CVTs.
Only if low pump volume is the cause. Belt slip can also come from worn pulleys, a damaged belt or other valve body faults. Check pulley pressures hot and cold before buying; pressure that falls away as the fluid warms points at the pump flow control valve.
Probably not. Nissan considers a 2 to 3 second delay normal on this CVT. A delay that is much longer, especially when hot, is worth chasing, and TCM software, the lock-up select solenoid and the select valves should be ruled out along with the pump.
New seals and O-rings, a filter and pan gasket kit, a flushed or new cooler, and fresh CVT fluid at minimum. If the belt or pulley faces are scored, the unit needs more than a pump.
Nissan NS-2 in Nissan vehicles. Dodge, Jeep and Mitsubishi list their own CVT fluid in the owner's manual. Never use conventional automatic transmission fluid in this CVT.
