RE0F10A Solenoid Kit 2009-2012, new and ready to install. Fits the RE0F10A. Ships fast from the USA.
Owners of a 2009-2012 Nissan Altima 2.5, Rogue or Sentra, or a Dodge Caliber, Jeep Compass or Patriot with the CVT, usually land here after the same story: the car shudders as it pulls away, the tach climbs without the car picking up speed, or the dash lights up and the transmission drops into a low-power fail-safe. This is a new RE0F10A solenoid kit cataloged for 2009-2012 builds. As the photo shows, it is the loose electrical set for the valve body: the internal wiring harness with its connectors, the ratio step motor, a large pressure control solenoid, three smaller control solenoids and two pressure sensors. It is not a valve body assembly.
RE0F10A is Nissan's code for the Jatco JF011E, a steel push-belt CVT with no fixed gears. The transmission computer reads the two pressure sensors and drives the solenoids to set line pressure, the clamp pressure on the secondary pulley, and torque converter lock-up. The step motor moves a lever that positions the ratio-control valve, and the other end of that lever rides on a follower on the primary pulley, so the pulley position feeds back into the ratio valve mechanically. If a solenoid coil weakens or a sensor reads wrong, the pressure the computer thinks it is commanding is not what reaches the pulleys, and the belt either slips or the computer locks the unit in a protective mode.
Start at the 22-pin case connector. Oil wicking into the connector or a rubbed spot on the internal harness produces the same codes as a dead solenoid, and this kit replaces that harness too. Then drain the fluid and check the pan magnet. A coating of fine steel means belt or pulley wear, and Sonnax ties worn regulator valves in this valve body to the same chatter and rpm-surge complaints, so new electrical parts will not cure a damaged belt or a worn valve bore. Our Nissan Jatco CVT problems and fixes guide walks through separating an electrical fault from belt damage, and the CVT limp mode guide explains what each fail-safe trigger means.
The listing covers the RE0F10A (JF011E) for model years 2009 through 2012. In that span the unit sat behind the 2.5L Altima sedan and coupe, the Rogue, the Sentra 2.0L and 2.5L, the Caliber, the Compass and Patriot CVT models, and the Mitsubishi Lancer and Outlander CVT models. It does not fit the 3.5L V6 Altima, Maxima or Murano, which use the larger JF010E. Jatco revised harness connectors and calibration over the production run, so compare the connector shapes and the numbers on your old solenoids with this set before you order, or send us your year and VIN and we will check it. If your car is a 2007 or 2008, look at the 2007-2012 RE0F10A solenoid kit instead, and the full lineup is in our CVT parts collection.
The valve body has to come out to reach the harness and step motor. Transmission Digest's bench procedure is worth following exactly: unplug the ROM and main harness connector, pull the filter and its bracket, and slide a 3 mm rod about 126 mm long through the access hole to hold the pulley-ratio lever before removing the eleven valve body bolts, short bolt by the manual valve first. Keep your original ROM with the vehicle. On a 2008 Caliber a mismatched ROM sets P167A, and the calibration on that chip has nothing to do with the solenoids you are replacing.
Swap the solenoids one position at a time, since the pressure control and lock-up units are not interchangeable, and fit the step motor so it engages the lever. On reinstall, index the lever to the pin on the primary pulley follower and remember to pull the rod out; a missed index or a forgotten rod gives a no-shift complaint. Refill with Nissan NS-2 CVT fluid and check the level hot, then clear codes and do a relearn drive. If the old filter is collapsed or the pan gasket is hard, the valve body and filter kit is the step up when the casting itself is suspect, and a tired converter clutch circuit can be checked with the separate JF011E TCC solenoid.
| Fits | RE0F10A 2009-2012 |
| Part type | Solenoid Kit |
| 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.
Just the electrical parts. The kit is the internal harness, the step motor, the pressure and lock-up solenoids and the two pressure sensors that bolt onto your existing valve body. If your valve body bores are worn, buy a complete valve body instead.
No. The 3.5L V6 Altima, Maxima and Murano use the larger JF010E (RE0F09A) CVT. This kit is for the 4-cylinder JF011E / RE0F10A only.
Keep the original ROM chip that came off your valve body and plug it back in, and no programming is needed for the solenoids themselves. Clear the stored codes and drive the car through light and moderate acceleration so the computer relearns pressure and lock-up.
Nissan NS-2 CVT fluid. Do not top up with a universal ATF; the belt and pulleys rely on the friction properties of the CVT fluid.
Shudder alone often comes from pressure control and is worth checking here first. A loud whine that rises with road speed plus metal on the pan magnet points to belt or pulley bearing wear, which this kit will not repair.
