On this page
This is the entry page of our JF016E reference cluster, written the same way as our JF015E cluster: from the bench outward. Everything here exists because a repair shop somewhere asked it while holding a part. The CVT8 generation is now the single most common CVT family in independent rebuild shops worldwide — it went into the Altima, X-Trail, Qashqai, Rogue, Outlander, Eclipse Cross and a long list of Renaults for a decade — and its repair logic is different from the JF011E it replaced in ways that matter when you are ordering parts.
What this page gives you
- The complete code map — JATCO, Nissan, Mitsubishi and Renault names for the same unit.
- What changed from the JF011E, and why those changes decide which parts you order.
- The application chart across Nissan, Mitsubishi and Renault, with the boundaries marked honestly.
- JF016E versus JF017E — the belt-versus-chain split inside CVT8, and what does not interchange.
- The valve body reference (31705-28X0B), the worn-bore pattern, and the calibration step most installs miss.
- The fault-code table — P17F0/P17F1, P0868, P0746 and friends — mapped to the part each one points to.
01The one-line answer
If you only read one line: every CVT8 code — JF016E, RE0F10D, RE0F10F, F1CJC, W1CJC, FK0, FR8 — describes one family of transmissions, and within that family the version that matters is decided by the housing stamp and the casting on your own unit, not by the vehicle's year and model. Two cars with the same badge can carry different final drives, different driveline arrangements and different valve body calibrations.
And one line that saves the most parts: JF016E and JF017E are both "CVT8", and they share nothing you can bolt across. One moves power with a steel push belt and is rated to 250 Nm; the other uses a chain and is rated to 380 Nm. The codes look similar — RE0F10D versus RE0F10E — and that similarity causes a steady stream of wrong orders.
02Every code the family answers to
The CVT8 generation is the most code-fragmented family JATCO sells, because it is the one they sell across the most brands. This is the map we keep on the bench:
| Brand | Code | What it is |
|---|---|---|
| JATCO | JF016E | The manufacturer's model code. The family name used across the aftermarket. |
| Nissan | RE0F10D / RE0F10F | Nissan service codes for the belt-driven CVT8 branch. The D and F suffixes mark development variants; both appear on JF016E-family units. |
| Mitsubishi | F1CJC / W1CJC | Mitsubishi's codes for the same family — F1CJC for two-wheel drive, W1CJC for all-wheel drive. |
| Renault | FK0 / FR8 | Renault internal designations for their CVT8 applications, including Latitude and Koleos. |
| Platform name | CVT8 | The generation. Covered by both JF016E (belt) and JF017E (chain) — the platform name alone never identifies a part. |
| Look-alike, not the same | JF017E / RE0F10E, RE0F10H, RE0F10J | The chain-driven high-torque CVT8 branch (380 Nm) for 3.5L V6 applications. Same generation, different architecture. |
Notice the trap in that last row: RE0F10D and RE0F10E differ by one letter, and both live under the "CVT8" name. If your work order says "CVT8" and nothing else, the next ten minutes of identification are the most valuable ten minutes of the job.
03What changed from the JF011E — and why it changes your parts order
JATCO designed the CVT8 as a direct answer to the JF011E's known fault list. The changes are not cosmetic; each one moves a part from "always fails" to "mostly fine", and moves the repair focus somewhere new:
| Item | JF011E (CVT2) | JF016E (CVT8) | What it means at the bench |
|---|---|---|---|
| Ratio control | Step motor | Eliminated — solenoids set the ratio | The JF011E's signature failure does not exist here. Suspect valve body wear and pressure instead. |
| Hydraulic valves | 12 | 8 | Simpler circuit, fewer wear points — but the surviving valves carry more duty. |
| Line pressure | Higher | Lower | Less parasitic loss; also means small bore wear shows up as driveability complaints sooner. |
| Operating temperature | 90–110 °C | 75–90 °C | Runs cooler by design. If this unit runs hot, something is genuinely wrong — flow, cooler or load. |
| Lock-up zone & ratio spread | Narrow | Widened | Better launch and cruise efficiency; virtual paddle-shift steps possible. |
| CVT fluid | NS-2 | NS-3 | Not interchangeable in either direction. The friction spec moved with the belt and pulley design. |
| Torque class | 250 Nm | 250 Nm | Same class, but the CVT8 spends it with a wider effective spread. |
The practical summary: the JF011E died of its step motor and its heat; the JF016E removed both, and moved the wear into the valve body bores and the belt-and-cone interface. That is where the repair volume on this family actually sits.
04The application chart
The CVT8 belt branch went into an unusually wide spread of vehicles across three brands. The table below is the family-level chart — model generations that the major catalogues file under JF016E / RE0F10D / F1CJC:
| Brand | Model (generation) | Years |
|---|---|---|
| Nissan | Altima (L33) 2.5L | 2013–2018 |
| Altima (L34) 2.5L | 2018– | |
| Rogue / X-Trail (T32) 2.5L | 2013/2014– | |
| Qashqai (J11) | 2013– | |
| Juke (F15) 1.6L Turbo | 2014/2015–2019 | |
| NV200 2.0L / Chevrolet City Express | 2015/2017– | |
| Murano (Z51) | 2013–2014 | |
| Teana (J32 facelift / L33) | 2012/2013–2020 | |
| Elgrand (E52) | 2014– | |
| Serena (C26 / C27) | 2012– | |
| Mitsubishi | Outlander (GF) 2.0/2.4 | 2014–2022 |
| ASX / RVR (GA) | 2014– | |
| Eclipse Cross (GK) | 2017– | |
| Delica D:5 (CV) | 2013– | |
| Renault | Koleos I (HY) / II (HC) | 2013–2016 / 2016– |
| Latitude | 2013– | |
| Fluence | 2013–2016 | |
| Megane III / IV | 2013–2020 | |
| Scenic III | 2013–2016 | |
| Duster II (HM) | 2019– | |
| Arkana | 2019– | |
| Kaptur | 2020– |
This is a family-level chart, not a fitment confirmation. Three honest boundaries sit inside it. First, several of these models were offered with more than one engine, and the smaller-displacement versions of the same nameplate can carry the JF015E or another unit — the engine column and the housing code both have to agree. Second, some Renault applications in European catalogues are filed with variant-level differences (final drive, control valve calibration) that a family chart cannot show. Third, market matters: the US-market Rogue ran this family for the 2.5L, and the same nameplate in other markets does not always match. The housing stamp overrules this table in every case, which is why we ask for it before confirming anything.
For a gear-ratio reference point: a 2015 Qashqai 2.0 with this unit runs a forward range of roughly 2.631 to 0.378 (reverse 1.960, final drive 6.386). Ratios differ by application — another reason the complete assembly and the parts inside it are matched to the code, not the badge.
05JF016E versus JF017E: one generation, two architectures
Both are CVT8. Both arrived in 2012. They are not two sizes of the same transmission — they are two different ways of moving power:
| Item | JF016E / RE0F10D | JF017E / RE0F10E, H, J |
|---|---|---|
| Power transfer | Steel push belt | Chain |
| Torque capacity | 250 Nm | 380 Nm |
| Typical engines | 2.0–2.5L four-cylinders, 1.6L turbo | 3.5L V6 — Altima V6, Pathfinder, Murano V6, Quest, Infiniti QX60/QX70 |
| Nissan service codes | RE0F10D, RE0F10F | RE0F10E, RE0F10H, RE0F10J |
| Valve body | JF016E casting (see section 06) | Different casting, different calibration |
| Belt / chain, pulleys | Push belt 901074 family | Chain and pulley set — not shared |
The interchange answer is short and absolute: valve body, belt or chain, pulley set and torque converter do not cross between JF016E and JF017E. A "CVT8 valve body" listing that covers both is a family heading, not a part. We cover the chain branch in detail on the JF017E assembly page, and both branches live side by side in our JATCO CVT parts hub.
06The valve body: 31705-28X0B and the worn-bore pattern
The valve body is the most-ordered part on this family, and the reference number the US aftermarket files the CVT8 casting under is 31705-28X0B (with later superseding numbers in the same stream). It is a complete assembly with the solenoid pack mounted — the way we stock it: see the JF016E/JF017E valve body page for what ships.
What actually wears, in the order we see it arrive:
| Wear point | Symptom | The fix that holds |
|---|---|---|
| Pump flow control valve bore | Pressure dips under load; P0868; judder that fluid service does not cure | Replace the valve body — bore wear is the reason fluid changes stop working. The aftermarket (Sonnax and others) documents oversized repair valves for exactly this bore. |
| Secondary pulley control valve bore | Ratio flare, delayed engagement | Same answer: the casting with the worn bore goes, not the solenoids on it. |
| Solenoids | Intermittent pressure control codes | Solenoids are sensitive to contaminated fluid — they are often the messenger, not the failure. We stock the JF016E/17E/18E solenoid kit for the cases where they are genuinely the failed part. |
| Calibration mismatch | P17F0 / P17F1 right after a new valve body or unit goes in | Not a defective part — see the calibration note below. |
Every CVT8 unit and valve body carries factory test data that normalises its small manufacturing variations. When a new one goes in without that data being written to the TCM, the car can return a persistent P17F0 or P17F1 that no scan tool will clear. Nissan's own procedure: there is a QR code on the range switch — the code identifies the correct calibration file, and dealer programming with that file resolves the DTC. Nissan Consult software calls the valve-body portion of this the Write IP Chara routine. Skipping it is the single most common reason a correctly matched JF016E valve body "comes back faulty" that never was.
07The belt and pulleys: 901074 and the cone-grooving limit
The JF016E keeps the family's fundamental architecture: a steel push belt running between two pairs of movable cones. The belt for this unit is the 901074 pattern — the number the aftermarket files for Altima, Juke, NV200, Rogue and Chevrolet City Express applications — and we stock it: belt 901074, alongside the JF016E pulley set.
Three bench facts decide whether a belt job is a repair or a waste of a good belt:
| What you find | What it means | What to do |
|---|---|---|
| Belt worn, cone faces smooth | The belt did its job and reached the end of its life | Belt — and inspect the pulley bearings and their housing seats while the unit is open. |
| Concentric grooves scored into the cone faces | The belt has been machining its own track. A new belt on a grooved cone re-wears immediately and slips under load. | Belt and pulley set together — they wear as a matched pair. This is the point where a repair either becomes complete or becomes a comeback. |
| Glitter or debris in the fluid, pressure loss codes | Wear debris has circulated — and on this family it characteristically clogs the oil pump's pressure relief valve, starving the unit of clamping pressure | Strip and flush the hydraulic circuit; the pump relief and the valve body both need inspection before anything new goes in. |
One more failure mode to respect: pulley bearing failure damages the housing seats it sits in. The bearings are parts; the housing is not. When the bearing has spun or hammered its seat, the conversation moves from parts to complete assembly — which is exactly the situation our remanufactured assemblies exist for.
08The fault codes this family sends
The CVT8's code vocabulary is smaller than the JF011E's, and most of it points at pressure. The table is the one we work from — what each code measures, and the part it actually points to:
| Code | What the TCM is seeing | What it usually points to | Check first |
|---|---|---|---|
P17F0 / P17F1 | Vibration pattern consistent with belt-to-pulley friction loss (judder) | In daily driving: degraded fluid or worn valve body bores. Immediately after a new valve body or unit: calibration not yet written (QR-code procedure, section 06). | Ask when the part was installed. Fluid condition second. Nissan TSB NTB17-076 covers the judder path: fluid replacement plus TCM reprogramming. |
P0868 | Line pressure lower than commanded | Worn pump flow control valve bore; clogged pump pressure relief; internal leak-down | Fluid level and condition; pressure test against spec before ordering anything. |
P0746 | Pressure control solenoid performance / low hydraulic pressure | The same worn bores reporting through the solenoid circuit — or a genuinely failed solenoid | Live pressure data. If pressure tracks the command, suspect the bores, not the solenoid. |
P0841 / P0847 | Fluid pressure sensor / switch range faults | Sensor or wiring — but commonly stored alongside valve body wear because the pressure it reports is genuinely unstable | Verify with a mechanical gauge before condemning the sensor. |
P0744 | Torque converter clutch circuit intermittent | TCC solenoid or converter itself | Stall test; converter condition on the bench. |
| Limp mode, no code | TCM protective strategy — overheat or critical pressure loss | Restricted cooler, degraded fluid, or the pressure-loss chain above | Fluid temperature on a road test. Above roughly 220 °F in normal driving, the cooling side is the story. |
The shape of the table is the message: this family reports its hydraulic wear through pressure codes. A code list on its own cannot tell you whether the valve body is the patient or the witness — which is why our fault-code method page (written for the JF015E, the logic carries over) starts with what the code measured, not what it is called.
09Fluid, heat and the service interval
The CVT8 takes NS-3 only. Total fill is about 7.9 litres; the maintenance guidance the catalogues converge on is fluid and filter every 40,000 km — a fraction of Nissan's original "lifetime fluid" marketing, and the single highest-return preventive service this family offers.
Two details worth knowing beyond the interval:
- The fluid carries the friction spec. NS-3's job is to let the belt grip the cones without wearing them. Filling NS-2 (or a generic "CVT fluid") into a CVT8 is not a small economy — it moves the friction coefficient off the value the whole control strategy assumes.
- Heat still ends these units. The CVT8 runs cooler by design (75–90 °C working window), but sustained heat — towing, hot climate, restricted cooler — degrades the friction modifiers exponentially. Nissan's Consult software exposes a fluid deterioration counter that tracks the temperature history; when it crosses the threshold, the TCM starts protecting the belt rather than trusting the fluid.
10Ordering a JF016E part from us
Everything below is in stock and bench-tested before shipping:
| Part | Our page | Tested as |
|---|---|---|
| Valve body (JF016E / JF017E casting) | products/valve-body/jf016-17e | Flow- and pressure-tested on a computerised bench |
| Pulley set | products/cvt-hard-parts/jf016e | Run-out and surface condition inspected |
| Push belt (901074 pattern) | products/cvt-hard-parts/901074 | Matched to the pulley set it ships with |
| Solenoid kit (JF016E / 17E / 18E) | products/solenoids/jf016e-jf017e-jf018e | Electrical and response tested |
What to send for a fitment confirmation in writing within four business hours:
| Send us | Where it is | What it settles |
|---|---|---|
| Housing stamp code | Stamped or cast on the transmission case | Which unit is actually in the car — including JF016E versus JF017E, which no badge can tell you. |
| Engine and drivetrain | Vehicle badge or VIN | Development stream and final drive family. |
| Photograph of the part being replaced | Valve body solenoid side / belt and cones | Casting revision, solenoid type, and whether the cone faces are still serviceable. |
| Stored fault codes | Any scanner with CVT live data | Whether the part you plan to replace is the failed part. |
| Fluid condition | Drained sample or dipstick | Whether debris has circulated — which changes the answer from one part to a strategy. |
Minimum order is one piece. If the photograph is easier than the explanation, our nameplate photo guide shows exactly what to frame and send — the method is the same for every JATCO family.
Codes, architecture and the JF011E comparison are cross-checked against GEARS Magazine's CVT platform reference, JATCO-generation listings (Gearboxlist, CarGeek) and Mitsubishi code documentation (F1CJC/W1CJC). Valve body number 31705-28X0B, the worn-bore symptoms and the P17F0/P17F1 calibration procedure are cross-checked against US aftermarket references (Gearbox Insider CVT8 valve body listing; Berkeley Standard's CVT8 P17F0/P17F1 note, including the range-switch QR code; Sonnax's oversized valve kits for the JF016E pump flow control and secondary pulley control bores). Belt number 901074 is confirmed across multiple independent hard-parts catalogues. Torque and fluid specifications follow JATCO's published CVT8 data. Where catalogues disagree on an application's year boundary or market split, we show the range rather than picking one. Nothing on this page replaces the code stamped on your own transmission housing.
11Frequently asked questions
Is the JF016E the same transmission as the JF017E?
No. Both belong to JATCO's CVT8 generation and their codes look similar (RE0F10D versus RE0F10E), but they move power differently: the JF016E uses a steel push belt and is rated to 250 Nm, while the JF017E uses a chain and is rated to 380 Nm for the 3.5L V6 applications. The valve body, belt or chain, pulley set and torque converter do not interchange between them.
What fluid does a JF016E take, and how much?
Nissan CVT fluid NS-3 only — the same fluid the JF015E takes, but it is not interchangeable with the NS-2 the older JF011E used. Total fill is approximately 7.9 litres. The practical service interval the catalogues converge on is fluid and filter every 40,000 km, which is far shorter than the "lifetime fluid" the owner's manual implies.
Why does P17F0 come back right after I replaced the valve body?
Almost always calibration, not a defective part. Every CVT8 valve body and unit carries factory test data that normalises its manufacturing variations. Until that data is written to the TCM — Nissan identifies the correct file by the QR code on the range switch, and the valve-body routine is called Write IP Chara in Consult — the car returns a P17F0 or P17F1 that no scan tool will clear. Dealer programming with the correct file resolves it.
Can I fix the judder with a fluid change alone?
Sometimes. If the judder comes from degraded fluid and the valve body bores are still within tolerance, a genuine NS-3 service plus a TCM relearn can resolve it, and Nissan's own TSB NTB17-076 starts there. If the judder returns quickly after a proper service, the control bores are worn or the cone faces are scored, and fluid will not restore either — the valve body or the belt-and-pulley set is the repair.
Is belt 901074 the right belt for my Altima?
901074 is the pattern the aftermarket files for the JF016E / RE0F10D in Altima, Juke, NV200, Rogue and Chevrolet City Express applications. What decides in every case is the unit in the car, not the badge: send the housing stamp code and a photograph of the old belt and cones, and we confirm in writing before anything ships.
Does the JF016E still have a step motor like the JF011E?
No — and that is the single most important difference between the families. JATCO eliminated the step motor in the CVT8 generation; solenoids set the ratio, the hydraulic valve count dropped from twelve to eight, and the operating temperature window came down from roughly 90–110 °C to 75–90 °C. The JF011E's signature failure simply does not exist on this unit.
My unit came out of a Renault or Mitsubishi. Do you cover it?
Yes — it is the same family. Mitsubishi documents the JF016E as F1CJC (two-wheel drive) and W1CJC (all-wheel drive); Renault catalogues use the FK0 and FR8 designations for applications such as Koleos, Latitude, Fluence and Megane. Send the housing code and the part you are replacing, and we match it the same way as a Nissan application.
What do you need from me to confirm the right JF016E part?
Five items: the housing stamp code, the engine and drivetrain, a photograph of the part being replaced (solenoid side for a valve body, cone faces for a pulley), the stored fault codes, and a note on the fluid condition. We confirm the version, the part number, stock and lead time in writing within four business hours. Minimum order is one piece, and every valve body is flow- and pressure-tested on a computerised bench before dispatch.