We’re starting to see CVT transmissions coming to our workbench. One of the most common is the JATCO CVT7 platform JF015E called the RE0F11A in Nissan applications. We’re also starting to see a variant of the RE0F11A called the RE0F11B in 2018 – 2021 Nissan Kicks and the 2020 Versa (Figures 1 & 2). In this article we are using the 2018 Kicks. But wait, just when you thought you knew which CVT was which, our friends at Jatco decided we needed more CVTs in the United States.
There are many major differences between the RE0F11A and RE0F11B. The pulley ratio for the RE0F11A is 7.3:1 and the RE0F11B, as per the 2020 factory manual, is 8.7:1. Let’s take a look at how this ratio is calculated.
As per the factory manual, the pulley ratio for the RE0F11A is 2.200 – 0.550. That means we’re going to divide 2.2 ÷ .55 = 4. We’re going to take the 4 and multiply it by 1.821:1 which is 1st gear ratio as per the factory manual, 4 x 1.821 = 7.284 so we’ll round that up and get a 7.3:1 ratio. Now let’s look at the RE0F11B, as per the 2020 factory manual the pulley ratio is 2.200 – 0.458 so we will now divide 2.2 ÷ .458 = 4.8 rounded off. 1st gear is the same ratio 1.821:1 like the RE0F11A. We need to multiply 4.8 x 1.821 = 8.7408, we’ll round down and get a 8.7:1 ratio. This leads me to believe it is a CVT7W/R (wide ratio) JF020E. I have nothing formal on my assumption that it is a JF20E, but I will verify it in writing before EXPO.
The final drive for the RE0F11A at 3.882:1 compared to the RE0F11B which is 4.055:1. Can you imagine an 8.7:1 low gear in the Nissan Kicks? It should be impressive as an urban commando to say the least, even with a 1.6L motor. To figure out the final drive ratio of your unit simply divide the tooth count on your ring gear into the counter gear. In my case the RE0F11B has 73 tooth ring gear and 18 tooth counter gear, by dividing 73 ÷ 18 = 4.055. High gear is a 1:1 ratio in both units.
Now let’s look at some of the differences. The center case now has a low brake pressure sensor (switch) (Figures 2 and 3) and two pressure taps (Figure 4) that are not present on the RE0F11A. The low brake pressure sensor is used to monitor when the low brake is applied and sends a signal to the TCM. If the voltage is increased the pressure to the low brake is increased. The pressure tap that is below the pulley cover is pump output pressure and the pressure tap under the external cooler is cooler return. The off-axis pump, at first glance, looks like the RE0F11A pump, but when it is removed the first noticeable difference is it having two ports. Once you disassemble the pump you notice it does not have a flow control valve and the rotor assembly has substantially changed (Figures 5, 6 and 7). The rotor itself is shorter for the RE0F11B pump compared to the RE0F11A and the discharge port remains the same. The other port is fed from the cooler return through the external filter. By doing this, Jatco has eliminated cooler return fluid from having to travel through the valve body. The suction from the off-axis pump will help cooler flow. I think the thought process is to address the cooling issues that the prior generations are prone to.
The RE0F11B high clutch pressure tap has been relocated to the bottom of the bell housing. The transfer tube has been eliminated and the fluid passages incorporated into the front cover. By doing this, Jatco has addressed an issue that I have experienced with the high clutch. I have vacuum tested the high clutch transfer tube and have found some of them not holding vacuum and causing high clutch shift issues. The parking pawl has been moved compared to the RE0F11A. This helps with assembly of the transmission front cover (Figures 8 and 9) The pulley set is different compared to the RE0F11A; the secondary pulley has the reluctor lugs milled into the body compared to the reluctor (squirrel cage) we see coming loose in the RE0F11A (Figure 10).
Also, the push belt is more robust because of the plate style and the band material used plus the addition of two O-rings to the center case. This helps seal the primary and secondary pulley fluid passages in the rear cover. (Figures 11 and 12)
This brings us to the valve body. The RE0F11B has a Secondary Pressure Control Solenoid which controls the secondary pressure control valve, adjusting the feed pressure to the secondary pulley. Additionally, the high clutch pressure sensor has been moved to the top of the valve body with the added primary pressure sensor. The secondary pressure sensor is still there but is now a different design so all the sensors could fit in a tidy fashion (Figures 13 & 14). As you can see it is very similar but different at the same time. This unit uses NS-3 CVT fluid as per the service manual, but the unit I took apart had golden brown fluid in it.
All said, Jatco has stepped up their game in my humble opinion and the CVT is becoming a real pleasure to drive. I will be doing all the tech work for the RE0F11B for this year’s EXPO in Las Vegas to bring everyone up to speed on this JATCO unit and more CVT adventures! We at Seal Aftermarket Products are rolling the dice and looking forward to seeing you in Vegas this year!
