RE0F10A Solenoid Kit, new and ready to install. Fits the RE0F10A. Ships fast from the USA.
Searching for an RE0F10A solenoid kit usually means a Nissan, Dodge, Jeep or Mitsubishi with the 4-cylinder Jatco CVT has started acting up: a vibration like driving over rumble strips when pulling away, the engine racing ahead of the car, a converter that will not lock at 50 mph, or a warning light with the car stuck in a weak limp mode. This is a new RE0F10A kit at an entry price, and the photo shows what is in the box: the internal harness on its mounting plate with the green and black connectors, the ratio step motor, the control solenoids including three mounted on a common bracket, a separate lock-up style solenoid on its own bracket, and two threaded pressure sensors. It replaces the parts that bolt to the valve body, not the valve body itself.
RE0F10A is the Nissan designation for the Jatco JF011E. Instead of gears it uses a push belt between a primary and a secondary pulley, and the ratio changes as hydraulic pressure moves the pulley halves. The solenoids meter that pressure: one sets line pressure, one sets the secondary pulley clamp that keeps the belt from slipping, and others control converter lock-up and engagement. The two sensors tell the computer what pressure it actually achieved. The step motor drives the ratio lever, so a sticking motor shows up as a ratio that will not move or a car that will not reach highway rpm targets. Every one of those signals passes through the internal harness, which is often the real failure on a high-mileage unit.
An electrical kit is the right repair only when the mechanical side is healthy. Scan for codes and note which circuit they name. Pull the case connector and check for oil inside it, a common cause of intermittent pressure sensor and solenoid codes. Drain the fluid: dark fluid with a burnt smell or steel flakes on the magnet means the belt has slipped hard enough to damage the pulleys. Sonnax also links worn regulator valves in this valve body to belt slip and chatter, so a car that judders with new solenoids may need valve work. Read our CVT slipping under load guide to separate pressure loss from belt wear, and the Nissan Jatco CVT shop guide for the common failure patterns on this unit.
This listing is cataloged by transmission, RE0F10A (JF011E), without a specific model-year range. That transmission was used in the 2.5L Altima and Rogue, Sentra, Dodge Caliber, Jeep Compass and Patriot CVT, and Mitsubishi Lancer and Outlander CVT models from roughly 2007 on. It is not the JF010E found behind 3.5L V6 engines. Because Jatco changed harness connectors and calibrations during production, check before ordering: compare the connector shapes and the markings on your old solenoids, which are stamped on the coil end, with the photo. If you want help, send your year, model and VIN. Year-specific versions such as the 2009-2012 RE0F10A solenoid kit and complete valve bodies are listed in our CVT parts collection.
Plan on removing the valve body. With the pan and filter off, disconnect the ROM chip and the main harness plug, then use a long 3 mm rod through the access hole to hold the ratio lever in place while you take out the eleven valve body bolts. Transmission Digest's bench tips also warn about the 0.040-inch shim under the output speed sensor if you have that sensor out, since installing it without the shim damages it.
Swap one solenoid at a time to keep positions straight, replace any O-rings, and route the new harness exactly where the old one sat. Keep your original ROM; it carries the calibration your computer expects. Index the ratio lever onto the primary pulley follower pin when the valve body goes back in, remove the rod, then fill with Nissan NS-2 CVT fluid, clear codes and relearn on a test drive. If the converter clutch still slips afterward, the dedicated JF011E TCC solenoid is worth checking, and a worn casting calls for a JF011E valve body.
| Fits | RE0F10A |
| 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.
The year-specific kits are cataloged for a defined model-year range, and some versions come preassembled on a valve body. This one is the loose electrical set: harness, step motor, solenoids and pressure sensors, matched by transmission type rather than year, so you need to compare it with your old parts.
The Patriot and Compass CVT use the JF011E / RE0F10A family, but connectors changed during production. Compare the photo with your harness and send us the VIN if anything looks different.
Usually not. Whine comes from pulley bearings or the belt. This kit targets pressure, ratio and lock-up control faults such as judder, flare and limp mode.
Yes. The ROM holds calibration matched to your transmission computer. A mismatched ROM sets a calibration code, so plug your original back into the new harness.
Nissan NS-2 CVT fluid for these units, filled and checked at operating temperature. Do not use ordinary ATF.
