OPTIONAL TRANSMISSION CVT NISSAN X-TRAIL, QASHQAI RE0F10A
OPTIONAL TRANSMISSION CVT NISSAN X-TRAIL, QASHQAI RE0F10A
Many years passed when the first CVT transmissions appeared on NISSAN production cars. You can read about it. here . Progress does not stand still, and NISSAN launches new models with the new CVT RE0F10A transmission with a line of two-liter engines in the MR series and QR series. First of all, this is the NISSAN XTRAIL in the T31 body, as well as the NISSAN QASHQAI J10 from January 2007.
What sets these CVTs apart from their predecessor CVT RE0F06A ? First of all, huge technological progress in the quality of the manufacture of the mechanical part.
In this article considered the fundamental importance of high purity of the surface of the working edges of the cones – here it has become even higher, and the pulleys themselves are even lighter. The drive pulley became single piston. The pressure in the primary pulley circuit had to be increased to 60 kg / cm2 in comparison with the twin-piston pulley RE0F06A. Significantly improved the external cleanliness of the treatment to reduce the adhesion of the oil and its foaming. The range of gear ratios was expanded and a new NS-2 oil was developed from the MURANO / TEANA / MAXIMA models. The hydraulic control system has been radically redone: to reduce losses in it, the pressure in the primary and secondary pulley is independently regulated. Due to the transfer of the oil pump to the sump, a chain drive appeared.
All these technical innovations and the need for them are described. here .
Due to the high pressure, the temperature of the oil increased, I had to put an air cooling radiator. At the same time, NS-2 oil is designed for higher loads, but in a narrower temperature regime. The developers supplied an oil heater (for example, on MURANO with a separate thermostat on CVT). What does it give? After starting the engine, the oil temperature in the CVT does not correspond to the operating temperature, and the loads are very high. If the owner, without warming up the transmission to operating temperature, immediately presses the gas to the floor, believing that the engine has warmed up, then the steel belt rubs the cone and scratches them, leading to the same consequences as in RE0F06A. The main problem with CVT damage remains – this is a low culture of exploitation of Russian drivers who do not want to read the owner’s manual. The developers added an oil heater from the engine cooling system. Even if the car is standing and the engine is running, its antifreeze, heating up, heats the oil in the CVT. Almost with full warming up of the engine, the oil in CVT should warm up to a safe temperature of the beginning of movement – about 20 degrees Celsius. But, apparently, not always the owners of XTRAIL give such an opportunity to their car – the result is lower: chips from the belt and pulleys in the pallet.
It should be noted that in this box there is an additional filter in the lubrication protection system of the chain and pulley bearings. It is installed behind the heat exchanger..
But he does not help in such a situation. Although it can be changed, but if problems begin, it is a waste of money. I think that even prophylactically, it makes no sense to change this filter to a working CVT. It is designed for the entire service life of the transmission. Like the oil pump filter in the sump.
No filtration system saves the high pressure pump itself.
All this must be replaced with the hydraulic control unit..
In other words, a set of pulleys and a belt (it is useless to grind – very thin walls and a hardening layer), a high pressure pump and a hydraulic control unit must be replaced.
Now briefly consider the diagnosis of this transmission .
The RE0F10A control unit is located under the hood and has one connector. Communication with it is only via the CAN bus, so you can forget about all kinds of self-made adapters, circuits and programs for them that the Internet is littered with. The garageman’s dream – to pick his own car – leaves like a haze at sunrise. Often, many owners come with the result of the diagnosis of an unknown block – 99% is motor, i.e. that block, which was managed in the old fashioned way with what was at hand. What errors there are read at the same time – it does not matter – since this is all not true. The fact that you need to look at the parameters of the TCM block, few people guess. As a result of all this, cars come from dealerships with printouts from the engine block with one or two errors when there are already 10 of them in TCM, and moreover, those in which partial repair is not possible – only an overhaul of the entire CVT with the above replacement list. There is an interesting code P0868 (a terrible dream of all owners of MURANO), which, for example, is not such if there is one. His presence in several others is already a disaster.
P0730 BELT DAMAGE – A new code has been added that does not indicate that the belt has broken (as on RE0F06A), but appears as a result of an off-gear ratio (change in the geometric dimensions of the pulleys and belt). If PERFORMANCE or FUNCTION appears in the code description, this is not at all connected to wires and contacts, like ELECTRICAL or CIRCUIT. There are two pressure sensors, and the control processor contains tabular pressure values for different operating modes. All solenoids operate in a linear mode – there is a strict tabular characteristic between duty cycle, oil temperature and pressure. There is a ROM, as on MURANO, (for storing valve body calibrations). In addition, you need to overwrite the calibration table when replacing the box or TCM. Without this, even the initial movement is not recommended. You can’t edit the table – just check against the standard.
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