The fairly popular NISSAN model, along with the QASHKAI J10, received a 1.6-liter (HR16DE) version with a non-turbo engine, 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 manages 250,000 km without problems, which is not often found in modern cars.
But with a 1.6 liter engine, the designers made one trick, which turned out to be fatal, and the rare CVT JF015 (RE0F11A) reaches 100,000 km. Consider this fatal constructor error.
The whole problem was initially in economy and ecology.
A very small motor is installed on the car, neither power nor moment of which is in any way enough for driving in city mode. To give at least some accelerating dynamics, an automatic two-stage transmission was integrated into the box with a gear ratio of 1.8 in first gear to 1 in second.
In addition to the usual continuously variable variator with a gear ratio of 2.20-0.55, after the pulleys with a conventional CVT belt, a two-stage automatic transmission is installed, the planetary gear of which is visible in the photo.
The design is very delicate, there is practically no safety margin, and the main problem is that the sun gear breaks off from the drum.
Thin metal, high revs - all this leads to such consequences.
Initially, the idea was good: light pulleys rotate with engine speed, and then the lack of engine power is compensated for by expanding the gear ratios - but not due to the size (diameter) of the pulleys, but due to the stepped gearbox. Thus, with compact dimensions, a transmission ratio of 4 can be obtained at the start of the movement. The gearbox is switched at 60 km / h, it is less noticeable, like a jerk when the torque converter is locked at 20 km / h, and is more calmly transferred by a weak motor, which by the time the 2nd gear is switched is already spun up to high revs. But in life, such a car constantly runs at high engine speeds, and therefore, transmission elements. All this leads to its premature failure.
The oil used in it also played a very important role. 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 changed gears (virtual)". The main disadvantage of transmissions, where the gear change was controlled by the command of the STEP MOTOR block, is their inertia, as well as 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 the JF015). Here, gear control is implemented by linear solenoids. The inertia of such a system is an order of magnitude lower, the control accuracy is higher. But there are also disadvantages. First of all, technologically it is made with smaller gaps and for more fluid oil.
(lower viscosity). Old NS-2 oil is no longer quite suitable for such CVTs, and this is especially true at low temperatures. High viscosity leads to a low pumping rate - oil flow in the thin gaps of the control valves, the cross section of which has become even smaller. Recovering themselves, the engineers released a new NS-3 oil with different characteristics, but O Most of the cars were sold with NS-2s and things started to get even more interesting. In an effort to reduce damage to the transmission, NISSAN conducted revocable
(service companies), which our dealers, as always, ignored. This resulted in massive damage to all transmissions on JUKE and QASHKAI with 1.6 HR16DE engines and a CVT such as JF015.
Due to the general confusion and slovenliness, dealers began to fill the NS-3, and this led to jerks in the CVT "cold".
In October 2013, a circular was issued obliging to replace the software of the CVT control units when changing the NS-2 oil to NS-3.
Excerpt from it.
Then, in January 2014, due to confusion in the types of fluids used, NISSAN issued a second circular, where it explained where you can change NS-2 to NS-3 without consequences.
But during operation, it turned out that on NS-3 CVT JF015 oil, the belt begins to slip during heavy traffic, which also leads to damage to the transmission. And all software replacement procedures in 2013 turned out to be wrong. The CVT control programs contained errors that were fixed only in 2017, and finally they released modified firmware for the blocks.
Below is a table of modified software for CVT control units for J10 and F15. At one time, the owners of XTRAIL and TEANA also had to reprogram the blocks.
Conventionally, for today, whatever firmware of the CVT unit you have, in order to save the transmission resource, you need to replace the oil with NS-3 and reprogram the CVT unit if your firmware differs from the tabular one.
To do this, you need to check the unit firmware version with a scanner (as in the photo) and compare it with the table. In this example, we see the firmware version 1KA0E (the first digits for all CVT units are the same-31036), and we look at the table - there is an update. After reprogramming (with new NS-3 oil), reset the learning (accumulated parameters) and carry out a road test to teach the transmission.
On the corrected control program, the transmission works much better, according to the owners' feedback, the dynamics are better, and the fuel consumption is lower. Before changing 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 on the old (dirty oil) training is incorrect, especially if the oil has exhausted its resource and its parameters are far from tabular due to aging.
Regarding pouring non-original oils into the CVT and the consequences, it has already been said more than once. We look at the parameters of the kinematic viscosity of NS-2 and NS-3 oils in the tables below. We are interested in the conditional viscosity at a temperature of 40 degrees and 100.
NS-3
It seems to many that the parameters are insignificant and what's the difference, you can fill in another non-original oil or even "don't understand what." But in reality, even such a deviation in viscosity led to jerks at temperatures below zero and slipping of the belt at high temperatures and loads.
What the engineers wanted and what they failed.
Initially, the problem is in the climatic conditions and the operation of the machine. Drivers do not warm up their vehicles and start driving immediately. In these CVTs, the oil is heated by the engine coolant, when it warms up, it heats the oil in the CVT. But no one heats the engine because of the economy of gasoline, the oil is too thick, it is poorly pumped in thin gaps, jerks occur.
Reducing the viscosity of the oil for the type of transmission led to a drop in viscosity "hot", the belt began to slip under load. In fact, NS-3 is made for drivers who do not want to warm up their cars before driving, because when fully warmed up to 100 degrees, its viscosity is lower and this led to belt slippage and damage to the CVT.
The new CVT control program precisely increases the pressure at high temperatures of NS-3 oil, compensating for its low viscosity programmatically. Yes, there are countries and regions with a warmer climate where the problem of warming up oil in a CVT is not so urgent, but in our country it does not just go away. The car needs to be warmed up. This applies to all cars with any type of transmission - there must be an operating temperature. For cars with the START-STOP button, there is a good technical solution - we set the autostart by activating the functions of the native key fob - pressing the door close button three times in a row: 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 above.
conclusions
In CVT JF015, it is imperative to change the oil to NS-3 and reprogram the unit 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 XTRAIL T31, QASHKAI J10, TEANA J32 - they were revocable for replacing the control program, similar to JUKE, and many of these procedures were carried out, including ours. For all new cars, such as XTRAIL T32 or QASHKAI J11, the body (from 2014) - only NS-3 and reprogramming of the unit. There is no point in reprogramming the blocks without changing the oil to fresh, it doesn't matter NS-2 or NS-3. On old, dirty oil, the training of pressure modulators is incorrect.
The story of how a girl changed the oil in a vending machine.
Is the result interesting?
Filled with 3 liters of mitasu ns-2.
It all started a couple of months ago, when I decided to check the oil level in the variator and its condition. Having opened the hood, I found that I did not see the dipstick, I climbed everything - it was not there. Doubting about my abilities as a "undercover detective", I went online to find the ill-fated probe. Earlier, I already had to deal with the design features of Nissan when replacing the cabin filter and when connecting fog lamps, so I was already prepared for the fact that the probe could be anywhere and necessarily in a hard-to-reach place, Nissan engineers love this business, hide it away, but more reliable ... But everything turned out to be worse than I thought - the probe was simply missing:
"There is no dipstick, the level is checked by the master when changing the fluid.
The drain hole also serves as a level.
They poured it in - ran from the jellied one - twisted it - gave a circle - raised it again - checked the level - perhaps a little topped up.
The Japanese felt that there was nothing for the user to climb there. "
Another Nissan joke, well, there is no dipstick, we will change the oil according to the instructions. The dealership recommends changing it every 60,000 km, but more often (every 20,000 km). I decided to wait and change the oil later, when I hit 60,000.
And then the day has come.
Changing the transmission oil on a beetle lasted for 2 days, I didn't have to study and communicate so much and for the sake of such a simple operation as changing the oil, but I didn't have a variator either :)
The first day.
I called the service station, where I usually change consumables, made sure that they could change the oil on the beetle, and went to them. The guys looked, they said that there would be no hardware replacement, but the usual one (leaked / filled), 4-5 liters of oil would be needed. But which one? Native (nissan ns-2) is on sale (hyper-auto) and is not available at the service station. We could not find analogs straight away. It turned out that the mechanics at my service station had not previously worked with the beetles, they had nassans, but not the Beetle. They did not take the risk and offer me another oil, they offered to wait until the next day until they find a suitable analogue. I left the normer, I'm waiting for the call.
Second day.
While the guys from the service station were choosing a suitable liquid for the beetle variator, they did not waste time in vain and googled what they write on the Internet on this issue.
Initially, what did you want to understand what we are dealing with?
I definitely know the brand of the engine and body, but what about the variator? What model? What modification? Unclear.
The bumper says "xtronic cvt", but there is no such box in any oil catalog.
By simple manipulations, we find out that since 2010, the beetles have been putting a box JF015E from Jatco (cataloged Nissan standard - RE0F11A), such variators have been on many models since March 2010:
“In 2010, Jatko released the next generation of new CVT7-JF015 CVTs to replace its bestselling JF011E.
The design idea is different from the big brother (JF011E). The new design also has a torque converter that relieves the load on the shafts, a planetary gear for reverse gear and three clutch clutch packages: Direct No. 1, - No. 2 and Reverse. This design can be considered a hybrid of a variator and a two-stage gearbox, which allows consistently transmitting torque by reduced cones and a belt, increasing the gear ratio using two forward gears. This allows the use of smaller cones, and since the cone is the most expensive part of the variator, in addition to saving space, there is also a significant savings in the price of this variator hybrid.
The constructors have achieved imperceptible shifting in stepped automatic transmissions and thought that when this CVT accelerates, the gears will shift once as in a stepped automatic transmission, but the driver will not notice it.
The new generation of CVTs is designed to become Jatko's next bestseller for front-wheel drive cars of the light class with engines from 1.2 (L3) to 1.8 liters (L4): NISSAN Juke, Micra (like RE0F11A) and rare ones: Mirage, March, Roox, Tiida, Moco.
Like the JF015E, this CVT is massively installed on Suzuki Swift, Splash, Alto, Solio, Lapin and some Mitsubishi models. And the list of machines with JF015E is constantly expanding. "
Source - www.transakpp.ru/232/main/nissan/jf015.html
In the same article, it is indicated that you need to use ns-3 gear oil.
In other sources (service station sites, forums) I found other information that it is better to fill in ns-2.
"10/09/2014 at 16:04
Hello! What kind of oil can be poured into CVT NISSAN JUKE? Thanks!
10/14/2014 at 06:17
Nissan NS2 only. "
Source - www.gearmatic.ru/nissan/juke/
And there were quite a lot of such sources, some of them referred to the manual and messages from dealers, it turns out it's still better to pour ns-2. But it is not available, I climbed to exist. To order, you may have to wait 3-4 days. It remains as a fallback, we continue to look for analogues.
So far, only one possible analogue has been found - ns-3. Here's what we managed to find on it:
"29.09.2015 01:06
Oil in NS-2 or NS-3 CVT?
29.09.2015 04:01
not worth it. pouring on the dipstick, NS3 has a lower viscosity on hot, I suspect the control unit program differs under it. "
https://www.drive2.ru/l/5494677/ - here the author writes about the previous generation of the variator, but the following points made me doubt the "usefulness" of ns-3 for my engine:
"NS3, released for cars with volume
engines from 2 to 3.5 liters. "
My Beetle has a volume of 1.5 liters. Past.
"It is known that NS-3, with a replacement interval of 60 thousand, is positioned for use in
RE0F09A / JF010E and JF016E / JF017E (CVT8 / TH) "
On my beetle, the CVT model is JF015E. Again by.
It turns out that the ns-3 is not a complete analogue of the ns-2. Perhaps it can be used after calibrating the variator, but I have not done anything like this.
I call my service station, they say that they have found an analogue - idemitsu cvt f. I find a manual, mine is not on the list of nissana variators, but there is a previous variator model, but it is different from mine.
The last attempt - another call to the hypercar - I torture the consultant, for 15 minutes he patiently searches all the catalogs for my Beetle, we find ns-2, not nissan, but mitasu. The consultant swears that this is the same nissan ns-2 only in a bank of another manufacturer.
Google, I find positive reviews - https://www.drive2.ru/l/5829357/?page=0#comments
Poured out 3 liters of black slurry. Zhukovody, change the oil earlier, 60,000 km is too long. They also filled in 3 liters, the pallet was not removed (partial replacement). After 20,000 I will make a complete replacement with a change of filters (by the way there are 2 of them) and removal of the pallet, there you will still need a sealant.
In a couple of months I will add a review, I will tell you how my Beetle feels :)
The CVT models JF015E and JF011E are installed in Nissan Juke vehicles. In any case, a regular oil change in the Beetle variator is required, since the fluid is filled with wear products and negatively affects all mechanisms. The employees of our special service will be able to carry out this procedure competently.
Remember that when such problems appear with the variator, such as slipping - changing the oil in the variator, the Beetle will no longer help, since mechanical wear has begun in the box and you cannot do without repairing the Nissan Beetle variator.
The cost of changing the oil in a box Nissan Beetle
We recommend changing the oil every 40 thousand kilometers, depending on the operating conditions of the car. Our specialists use the partial replacement method, when the oil is not completely drained. Such an oil change in the Nissan Zhuk variator is characterized by a gentle influence on the mechanisms, which is especially important for older cars.
Together with the Nissan Beetle oil change, the cooler filter is also changed. The internal filter (in the pan) and the fine filter are consumable items that need to be replaced.
The cost of changing the oil in the variator with work and spare parts in the variator JF011E is 11,720 rubles, JF015E is 12,460 rubles.
The indicated price includes: a filter in a pallet, a pallet gasket, a fine filter, oil (6 l), a cleaner; work on changing the oil and 2 filters, zeroing the oil aging sensor.
Changing the oil in the box is a specific procedure that is very difficult to perform on your own. So, for example, for this you need to know when to change the oil in the variator, how much to fill, how to set the level correctly
Our auto repairmen carry out an oil change in the Nissan Zhuk variator. Many are interested in the question of how much it costs to change the oil in the variator.
The main feature of the Nissan Beetle is that a variator is installed on almost all of its models - a new gearbox, an improved version of the machine. It is necessary to change the fluid in the variator in the same way as any filling fluid in the car.
Timing of oil change in automatic transmission Nissan
Changing the oil in the automatic transmission on the Nissan Beetle, according to the manufacturer's manual, is not required. The original grease, filled in at the factory, is quite enough for the entire operational life of the machine. However, given the peculiarities of our roads and climate, a periodic change of lubricant is necessary every 45-60 thousand kilometers.
According to the regulations, every 15,000 km it is necessary to check the fluid level in the variator in order to avoid the appearance of some negative points.
Signs for replacement:
- slipping of the car;
- the presence of vibrations, knocking and noise in the box;
- decrease in engine power;
- the gearbox reactions to the driver's movements worsen.
If there is not enough oil in the Nissan Juke automatic transmission or it has reached its end of life:
- the plunger and channels of the valve body are clogged with particles, causing an oil deficiency;
- the temperature rises and due to friction the discs of the box are erased;
- the clutch drum, pistons and discs overheat and burn out;
- the valve body wears out.
The filling volume of the grease is 3 liters. This is exactly how much is needed to prevent oil starvation of the checkpoint on the Beetle and update the fluid in it.
Oil change in automatic transmission on Nissan Beetle
List of required tools for changing oil in automatic transmission in Nissan Juke:
- a canister of new NS-2 or NS-3 oil - it is this lubricant that is filled in by the factory, and you can safely pour it in;
- box pallet laying;
- set of wrenches;
- new filter;
- new ring for the drain plug;
- container for waste liquid;
- rags;
- rubber gloves;
- clean rags.
It is preferable to take original oil for NISSAN JUKE - NS-2, NS-3 or Nissan SVT Fluid.
Before starting work, the car should be placed on a repair pit or overpass. An oil change in an automatic transmission in a Nissan Beetle occurs on a warmed-up engine - this contributes to the rapid drainage of mining from all channels and nodes of the box.
It is important to take into account that the liquid at the outlet is hot, and in order not to get burns, you should take care of your safety: overalls and work with gloves will prevent unwanted contact of the oil with the body.
Partial oil change in an automatic transmission
Do-it-yourself partial oil change in a Nissan Beetle automatic transmission is a simplified scheme of work, when the lubricant is drained and poured, without cleaning the sump and flushing the gearbox.
Replacement is carried out in the following sequence:
- Unscrew the drain plug and drain the old oil into a container.
- Unscrew the pallet of the box and peel off the sealant.
- Replace the filter or rinse and reinstall it in its seat.
- Find magnets at the bottom of the pallet to collect chips and dust, clean them with a rag.
- Rinse the pallet and dry it, and then replace it.
- Replace the pallet gasket.
- Replace the drain plug gasket and tighten.
- Pour new product through the inspection hole by pulling out the dipstick.
- Check the lubricant level on the dipstick when it is cold.
Tighten the filler hole and drive 10-15 km, checking the level on the hot automatic transmission.
Complete oil change in an automatic transmission
A complete oil change in an automatic transmission on a Nissan Juke includes flushing the variator - one of the mandatory procedures in full operation.
- After the liquid is glass, it is necessary to tighten the drain plug and unscrew the filler hole.
- Fill with special flushing agent and start the engine.
- Without jerking, we switch all gears in turn, lingering for a couple of seconds on each.
- Stop the engine and drain all liquid through the drain.
- Unscrew the crankcase and drain off the remaining mass.
- Clean the crankcase surface with acetone and reinstall.
- Add new oil in the same way and check the level.
On this, independent work on a complete change of the lubricant in the automatic transmission Nissan Zhuk is over.
After updating the fluid in the gearbox, it is necessary to periodically check its level and top up. Since, after the first trips, some of the oil is distributed over the nodes, channels and gearbox components.
Nissan Juke is a popular Japanese SUV, one of the most fashionable and unusual cars in terms of design. It is recommended to regularly service this car, and thereby be confident in its reliability. So, one of the important maintenance procedures is changing the oil in the box. This procedure does not require professional skills and therefore can be carried out regularly to reduce the stress on the engine. In addition, the performance of the variator has a beneficial effect on fuel efficiency. This article focuses on changing the oil in a gearbox using the example of a Nissan Juke with a CVT. Important nuances and parameters of the liquid are presented to the attention that should be remembered while performing such an important procedure.
Replacement schedule
For the first time, the oil in the Nissan Juke gearbox is changed after 60 thousand kilometers - this despite the fact that the warranty period of the variator can reach 180-200 thousand kilometers, given the favorable operating conditions. If the car is often used in difficult conditions, for example, it often drives on dusty roads, then the replacement interval will have to be reduced to 30-40 thousand kilometers. In any case, the shorter the interval, the more reliable it is for the power plant and transmission.
Oil change nuances
The procedure for changing the transmission fluid in the Nissan Juke variator is carried out in accordance with the required parameters. Note that the most reliable and durable is factory oil, which was poured into the checkpoint at the factory. This is an original grease, and the next time it is necessary to fill it. If this is not possible, you should select a fluid with parameters similar to the original grease. In any case, sooner or later an oil change will be needed. Let's highlight the main signs indicating the need for this procedure:
- Vehicle slip
- Noises and vibrations in the operation of the gearbox
- Sudden drop in motor power
- From time to time the engine stalls, it is not possible to move normally
- Impossible to drive fast enough as the dynamic parameters of the Nissan Juke allow
How much to fill
The recommended volume of fluid for the Nissan Juke CVT is three liters. This is the minimum volume at which oil starvation can be prevented. In addition to changing the lubricant in the variator, during this procedure it is also advisable to replace the oil filter, which is considered disposable. It is worth purchasing two cans of oil - so that there is a margin in case of additional liquid topping up.
Selection of materials for work
- Original transmission oil Nissan CVT Fluid NS-2
- Set of wrenches
- Tools including a screwdriver
- Towel, rags, rubber gloves
- Syringe
- Sealing gasket
- New oil filter
- Waste liquid drain pan
Sequence of work
- The car is installed on an overpass. First, you need to warm up the engine so that the oil reaches operating temperature. It is believed that the hot liquid will pour out much more, and together with dirt deposits and metal shavings
- We unscrew the lid of the pallet, drain the old liquid into a prepared pallet. This process takes about 30 minutes.
- Screw the sump cover back on, and move the container with the old oil to the side
- After draining the oil, we proceed to the most important procedure - filling in new oil. To do this, we find the corresponding filler hole in the engine compartment, and fill it with fresh liquid, periodically checking its level
- Start the engine and idle for a few minutes. At this point, it is possible to work in the gearbox in several positions to allow the lubricant to spread to all components of the variator.
- Stop the engine and check the fluid level again using a dipstick. If the filled oil is not higher than the maximum mark on the dipstick, then the process of changing the fluid in the Nissan Juke variator has been successfully completed.
Output
It is important not only to change the oil in a timely manner, but also to choose only a high-quality lubricant that is approved by Nissan. In this case, you should be guided by the viscosity and tolerance parameters specified in the operating instructions for the Nissan Juke, and according to them, you should already choose the appropriate oil for the Nissan Juke gearbox.
