RE0F10A Valve Body, remanufactured and ready to install. Fits the RE0F10A. Ships fast from the USA.
A Nissan Altima, Rogue, Sentra or Murano, a Mitsubishi Outlander or Lancer, or a Dodge Caliber that revs up without pulling, chatters when you lean on the throttle, or sits stuck in one ratio is often telling you the RE0F10A valve body has lost control of pulley pressure. This is a remanufactured RE0F10A valve body - the same transmission Jatco catalogs as the JF011E - built so you can bolt in a tested hydraulic unit instead of rebuilding worn bores on the bench.
There are no fixed gears in this CVT. The ratio is set by squeezing a steel push belt between a primary pulley and a secondary pulley, and the valve body decides how hard each pulley clamps. A stepper-driven ratio-control motor moves a lever that strokes the ratio-control valve, and a spring-loaded follower riding on the primary pulley feeds the actual pulley position back into that same lever. The secondary pulley control valve holds clamping force on the output side so the belt does not slip. The valve body also carries the pressure control and lock-up solenoids and the ROM calibration chip that the TCM reads.
Check fluid level and condition first, because old or wrong fluid on this CVT can mimic every symptom above. Then look in the pan: a fine gray paste is normal wear, but flakes or a heavy metallic sludge point to pulley bearing or belt damage that a valve body alone will not cure. If the fluid is clean, a vacuum test of the secondary pulley control and ratio-control bores will show whether the valve body is leaking off pressure. Our guide to CVT slipping under load walks through how to separate a pressure problem from a mechanical one, and the Jatco CVT problems and fixes guide covers the common JF011E failure patterns in more depth.
This valve body fits the RE0F10A / JF011E CVT. Across its production that unit went into roughly 2007-2016 Nissan Altima, Rogue, Sentra and Murano, Mitsubishi Outlander and Lancer (where Mitsubishi calls it the F1CJA), and Dodge Caliber, with the Jeep Compass and Patriot carrying it as well. The listing does not narrow it to a single year range, and the RE0F10A received updates over that span, so match the casting and connector on your old valve body to the photos, or send us your year and VIN and we will confirm before it ships. Browse every part for this family on our CVT transmission parts page.
The valve body is held by 11 bolts: one short bolt near the manual valve and ten longer perimeter bolts. Before you pull it, remove the filter and filter support bracket and slide a 3 mm rod about 126 mm long into the access hole beside the bracket. That rod holds the pulley-ratio lever and keeps the spring-loaded ratio-control valve in place. On installation the lever has to index onto the pin of the primary pulley follower; if it misses, the transmission will not shift and will set codes. Many techs unplug the 22-pin harness and ROM and leave them out of the way to make that indexing easier.
Pay attention to the ROM. It carries calibration data matched to your TCM, and a mismatched ROM will set P167A. Move your original ROM to the replacement unit and tag it so it does not get mixed up. Refill with Nissan NS-2 CVT fluid, clear codes and run the CVT relearn before road testing. Install a fresh RE0F10A filter, pan and gasket kit at the same time, and if the old solenoids have high miles, the RE0F10A solenoid kit is the logical companion. Cars that ran hot before they failed benefit from the JF011E transmission cooler.
| Fits | RE0F10A |
| Part type | Valve Body |
| Condition | Remanufactured |
| 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.
Yes. RE0F10A is the Nissan code and JF011E is the Jatco code for the same CVT. Mitsubishi uses the name F1CJA. A valve body for one is the same part family as the other, but you still need to match the revision to your vehicle.
Yes, in most cases. The ROM holds calibration data matched to your TCM, and a different ROM sets a P167A calibration mismatch. Keep your original ROM with the vehicle and plug it into the replacement unit.
It can be. Loss of pressure at the secondary pulley control valve causes RPM surge, chatter and belt slip. Check the fluid and pan debris first, because heavy metal in the pan means belt or bearing damage beyond the valve body.
Nissan NS-2 CVT fluid. Do not use a universal ATF. Fill to the correct level at operating temperature and run the CVT relearn afterward.
The most common cause is the pulley-ratio lever not indexing onto the pin of the primary pulley follower during installation. Use a 3 mm retaining rod through the access hole to hold the lever in position while you set the valve body.
Compare the casting and connector on your old valve body to the listing photos, or send your year, model and VIN and we will confirm the match before it ships.
