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CVT Nissan Juke F15

CVT Nissan Juke F15 1

Without keyword

Oil change NS-2 to NS-3, features and consequences

The fairly popular NISSAN model, along with the QASHKAI J10, received a 1.6-liter engine (HR16DE), which is not a turbo, probably one of the most unsuccessful transmissions in terms of minimum resource.

On average, the transmission of the same QASHKAI J10 with a two-liter MR20 engine runs 250,000 km without problems, which is not often found in modern cars.

But with the 1.6-liter engine, the designers did one trick, which turned out to be fatal, and the rare CVT JF015 (RE0F11A) reaches a mileage of 100,000 km. Consider this fatal error of designers.

The whole problem was originally in economy and ecology.

A very small motor is installed on the car, neither the power nor the moment of which is enough to move in urban mode. To give at least some acceleration dynamics, an automatic two-speed transmission with a gear ratio of 1.8 in first gear to 1 in second was integrated into the box.

CVT Nissan Juke F15 2

In addition to the usual stepless variator with a gear ratio of 2.20-0.55, after the pulleys with a conventional CVT belt, a two-speed automatic transmission is installed, the planetary mechanism of which is visible in the photo.

The design is very openwork, there is practically no margin of safety, and the main problem is that the sun gear breaks off the drum.

CVT Nissan Juke F15 3

Thin metal, high speed – all this leads to such consequences.

Initially, the idea was good: light pulleys rotate with engine speed, and then compensate for the lack of engine power by expanding gear ratios – but not due to the size (diameter) of the pulleys, but due to the gearbox. Thus, with a compact size, you can get the gear ratio 4 at the beginning of the movement. The gearbox is shifted at 60 km / h, it is less noticeable as a jerk when the torque converter locks at 20 km / h, and is more easily tolerated by a weak motor, which by the time of the 2nd gear shift is already untwisted to high revs. But in life, such a machine constantly rides at high engine speeds, and therefore, transmission elements. All this leads to its premature failure..

A very important role was played in this by the oil that is used in it. Initially, this transmission was not only innovative in this – it removed the so-called “STEP MOTOR”.

This electric machine moved the valve stem, which is responsible for changing gear ratios in the CVT, in other words: “she switched gears (virtual).” The main drawback of the transmissions, where the gearshift was controlled by the command of the STEP MOTOR block, is their inertia, as well as the inaccuracy of control associated with the inability to determine the position of its rod in some transient modes. New types of transmissions do not have such a device (including JF015). Here, gear control is implemented by linear solenoids. The inertia of such a system is much lower, the accuracy of regulation is higher. But there are also disadvantages. First of all, it is technologically made with less gaps and more fluid oil.

(lower viscosity). Old NS-2 oil is no longer suitable for such CVTs, and this is especially true at low temperatures. High viscosity leads to a low pumping speed – oil leakage in the thin gaps of the control valves, the cross section of which has become even smaller. Having realized it, the engineers released a new NS-3 oil with different characteristics, but baboutmost of the cars were sold with NS-2 and then it started even more interesting. Trying to reduce transmission damage, NISSAN conducted revocable

(service companies), which our dealers, as always, ignored. This led to massive damage to all transmissions on JUKE and QASHKAI with 1.6 HR16DE motors and a CVT such as JF015.

Due to the general confusion and slovenliness, dealers began to fill in the NS-3, and this led to jerks in the CVT “cold”.

In October 2013, a circular was issued requiring the replacement of CVT control unit software when replacing NS-2 with NS-3.

Excerpt from it.

CVT Nissan Juke F15 4

Then, in January 2014, due to confusion in the types of fluids used, NISSAN issued a second circular, which explained where it is possible to change NS-2 to NS-3 without consequences.

CVT Nissan Juke F15 5

But during operation, it turned out that the belt starts slipping with heavy traffic on NS-3 CVT JF015 oil, which also leads to damage to the transmission. And all the software replacement procedures in 2013 turned out to be erroneous. CVT control programs contained errors that were fixed only in 2017, finally released modified firmware for blocks.

Below is a table of modified CVT control unit software for J10 and F15. At the time, the owners of XTRAIL and TEANA also had to reprogram the blocks.

Conditionally, for today, Whatever CVT firmware you have, to save the transmission resource you need to change the oil to NS-3 and reprogram the CVT if your firmware differs from the table.

CVT Nissan Juke F15 6

To do this, use a scanner to check the firmware version of the block (as in the photo) and compare with the table. In this example, we see the firmware version 1KA0E (the first digits of all CVT blocks are the same-31036), and look at the table – there is an update. After reprogramming (with new NS-3 oil), reset the training (accumulated parameters) and conduct a road test to teach the transmission.

CVT Nissan Juke F15 7

On a revised control program, the transmission works much better, according to the reviews of the owners, the dynamics are better and the fuel consumption is lower. Before replacing the CVT control program, we always change the oil to a new (fresh) one. The fact is that after reprogramming, the accumulated training data is erased and training on the old (dirty oil) does not work correctly, especially if the oil has exhausted its life and its parameters are far from the tabulated ones due to aging.

Regarding the pouring of non-original oils into CVT and the consequences, it has been said more than once. We look at the kinematic viscosity parameters of NS-2 and NS-3 oils in the tables below. We are interested in conditionally viscosity at a temperature of 40 degrees and 100.

CVT Nissan Juke F15 8

CVT Nissan Juke F15 9

It seems to many that the parameters are insignificant and what is the difference, you can fill in another non-original oil or do not understand what. But in reality, even such a deviation of viscosity led to jerks at temperatures below zero and slippage of the belt at high temperature and load.

What the engineers wanted and what they did not succeed.

Initially a problem in climatic conditions and operation of the machine. Drivers do not warm up their cars and immediately start driving. In CVT data, oil is heated by engine coolant; when it warms up, it heats the oil in CVT. But nobody warms the engine due to gasoline savings, oil is too thick, poorly pumped in thin gaps, jerks occur.

Reducing the viscosity of the oil under the type of transmission led to a drop in viscosity “on hot”, the belt began to slip under load. In fact, the NS-3 is made for drivers who do not want to warm their cars before driving, because when it is fully warmed up to 100 degrees, its viscosity is lower and this leads to slippage of the belt and damage to the CVT.

The new CVT control program precisely increases the pressure at high temperatures of the NS-3 oil, compensating for its low viscosity programmatically. Yes, there are countries and regions with a warmer climate where the problem of heating oil in CVT is not so urgent, but in our country it does not go away just like that. The car must be heated. This applies to all cars with any type of transmission – there must be a working temperature. For cars with the START-STOP button, there is a good technical solution – we set the autostart by activating the functions of the original key fob – three times in a row by pressing the door closure key: the engine starts automatically. All cars equipped with auto start or warmed up by the owner met with mileage and under 300,000 km without problems in CVT, these are 2-liter engines and higher.

In CVT JF015, it is mandatory to change the oil to NS-3 and do block reprograms with retraining and road test. In the old type of transmission, where STEP MOTOR is used, it is better to leave the NS-2 and warm up the car. This applies to the XTRAIL T31, QASHKAI J10, TEANA J32 – they had control programs that were revocable to replace, similar to JUKE and many of these procedures were carried out, including with us. For all new cars, such as XTRAIL T32 or QASHKAI J11 body (from 2014) – only NS-3 and reprogramming unit. There is no point in reprogramming the blocks without changing the oil to fresh, it doesn’t matter NS-2 or NS-3. In old, dirty oil, pressure modulators are not properly trained.


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