Variable transmissions (CVT) Nissan Juke F15. Checking the level and condition of the variator fluid on a Nissan Beetle Starting the engine after changing the oil in the variator

24.07.2021

Refueling volumes:

Engine oil 5w-40 ke900-90042

MR16DDT - 4.5 l

Automatic transmission oil CVT NS-2 KLE5200004EU/NS-3 KE909-99943

HR16DE total filling volume - 7.1 l - NS-2 KLE5200004EU

MR16DDT total filling volume - 8.6 l - NS-3 KE909-99943

Manual transmission oil NISSAN gear oil MT-XZ ke916-99931

MR16DDT - 2.0 l

Transfer gearbox oil GL-5 80W-90 ke907-99932

Gear oil rear axle GL-5 80W-90 ke907-99932

rear axle - 0.4 l

Antifreeze L248 ke902-99945

HR16DE total filling volume - 6.6 l

MR16DDT total filling volume - 8.1 l

Brake fluid DOT4 ke903-99932

filling volume - 1 l

Maintenance schedule for NISSAN Juke F15 gasoline engine HR16DE

P - check, lubrication

Z- replacement

Months

108

120

132

144

156

168

Mileage, t.km.

105

120

135

150

165

180

195

210

Engine oil

Oil filter

Drive belts

Engine cooling system

Coolant see note (1)

Air filter (Cleaning every 5,000 km)

Brake fluid

Note (1) The first replacement is made when reaching 90,000 km. mileage or 60 months of operation, each subsequent - after 60,000 km. or 48 months of operation.

Maintenance schedule for NISSAN Juke TURBO F15 with petrol engine MR16DDT

P - check, lubrication

Z- replacement

Maintenance interval (Months and kilometers), whichever comes first.

Months

108

120

132

144

156

168

Mileage, t.km

100

110

120

130

140

Engine oil

Oil filter

Drive belts

Engine cooling system

Coolant see note (1)

Air filter (Cleaning every 5,000 km)

Fuel and gasoline vapor lines

Platinum Tip Spark Plugs

Direction of headlights. Measuring the luminous flux of external lighting devices.

Brake fluid

Brake pads, discs, drums, cylinders and other brake components

Working brake system, parking brake and clutch

Vacuum hoses, brake pipes and their connections and brake booster control valve.

Brake system and hydraulic drive clutch, working fluid (for leakage)

Engine exhaust system

Filter of the air ventilation system in the car interior

Oil in mechanical box transmission

Working fluid demon step box gears (variator) for leakage*

Oil in transfer case(check the level and also for leakage)

Oil in the differential (checking the level and also for leaks)

Steering mechanism and drive, axle and suspension parts

Checking the body for corrosion (body inspection) see note (2)

The main feature of the Nissan Beetle is that almost all of its models have a CVT - new box gears, an improved version of the automatic. It is necessary to change the fluid in the variator just like any other filling fluid in the car.

Timing for oil changes in Nissan automatic transmissions

Changing the automatic transmission oil on a Nissan Zhuk, according to the manufacturer's manual, is not required. The original lubricant poured in at the factory is sufficient for the entire operational life of the machine. However, given the characteristics of our roads and climate, periodic changes of lubricant are 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 aspects.

Signs that replacement is needed:

car slip;
the presence of vibrations, tapping and noise in the box;
reduction in engine power;
the transmission's response to driver movements worsens.

If there is not enough oil in the Nissan Juke automatic transmission or it has expired:

the valve body plunger and channels become clogged with particles, causing oil deficiency;
the temperature rises and the discs of the box wear out due to friction;
the clutch drum, pistons and discs overheat and burn out;
The hydraulic unit wears out.

The lubricant filling volume is 3 liters. This is exactly how much is needed to prevent oil starvation of the transmission on the Beetle and renew the fluid in it.

Changing the automatic transmission oil on a Nissan Zhuk

List necessary tools to change automatic transmission oil in Nissan Juke:

a canister of new oil NS-2 or NS-3 - this is the lubricant that is filled at the factory, and you can safely pour it in;
box pallet gasket;
set of wrenches;
new filter;
new ring for the drain plug;
container for waste liquid;
rags;
latex gloves;
clean rags.

It is preferable to use 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. Changing the oil in an automatic transmission in a Nissan Beetle takes place on a warm engine - this facilitates the rapid drainage of waste from all channels and components of the box.

It is important to take into account that the liquid coming out is hot, and in order to avoid getting burns, you should take care of your safety: special clothing and working with gloves will prevent unwanted contact of the oil with the body.

Partial oil change in automatic transmission

Do-it-yourself partial oil change in a Nissan Zhuk automatic transmission is a simplified scheme of work when lubricating fluid drains and fills, without cleaning the pan and flushing the gearbox.

Replacement is carried out in the following sequence:

Unscrew drain plug and drain the old oil into a container.
Unscrew the box tray and peel it off from the sealant.
Replace the filter or wash it and install it in its seat.
At the bottom of the tray, find magnets for collecting chips and dust, clean them with a rag.
Wash and dry the tray, then reinstall it.
Replace the pan gasket.
Replace the drain plug gasket and tighten it.
Fill in the new product through the control hole by pulling out the dipstick.
Check the lubricant level on the dipstick when cold.

Tighten the filler hole and drive 10-15 km, checking the level on a hot automatic transmission.

Complete oil change in automatic transmission

A complete automatic transmission oil change on a Nissan Juke includes flushing the variator - one of the mandatory procedures for the full operation method.

After the liquid has drained, you need to tighten the drain plug and unscrew the filler hole.
Fill in the special flushing agent and start the engine.
Without jerking, we switch all the gears one by one, holding each gear for a couple of seconds.
Stop the engine and drain all the fluid through the drain.
Unscrew the variator housing and drain the remaining mass.
Clean the crankcase surface with acetone and reinstall.
Pour in new oil in the same way and check its level.

On this, independent work By full shift lubricant in the automatic transmission of the Nissan Zhuk is finished.

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 will be distributed among the units, channels and components of the gearbox.

During the operation of any vehicle, it is always necessary to conduct a daily inspection of the vehicle, at least to ensure that there are no leaks of oils and liquids from the vehicle systems. But when buying a new car, every driver has questions about where and how to check the oil or fluid level of a particular system or unit. Of course, you can look at the instruction manual, but it is not always visible and clear where it is located. So, let us further dispel the myth that the level transmission fluid V Nissan CVT Juke cannot be verified. It is possible and necessary. Let us remind you a little that the Xtronic CVT M6 is installed on four-wheel drive vehicles. It is important to remember that before checking the fluid level, it is necessary to carry out a number of actions, according to the Manual, namely:

The procedure for checking the fluid in the Nissan Zhuk variator

1. Since the fluid should be 50-80 C before checking the level, to do this you need to drive around the city. It will take approximately 10 minutes for the fluid in the variator to warm up to 50-80 C at an ambient temperature of 20 C.

2. After this, you need to place the car on level ground. And apply the parking brake.

3. When running on idle speed engine, pressing the brake pedal, move the selector lever through all positions.

4. Next, open the hood and look for the dipstick, and then remove it from the pipe. The dipstick is located between the battery and the engine. Figure 1 shows what it looks like. To remove it, you need to press the latch and release.

Figure No. 1

5. Next, the verification procedure is as follows. It is necessary to take fiber-free paper (rags cannot be used!). Wipe the dipstick. Insert the dipstick by turning it 180 degrees from the original installation position and push it all the way into the pipe. Then you need to move the selector lever to position P or N and make sure that the fluid level is within the specified range. Figure 2 shows the minimum liquid level point.

Figure No. 2

6. After checking the fluid level, place the dipstick in initial position, turning it until it locks.

Checking the condition of the variator fluid on a Nissan Juke

When checking the fluid level, it is necessary to pay attention to the condition of the fluid and, accordingly, draw further conclusions and find the reason contributing to the malfunction of the variator.

Liquid condition	Cause	Relevant procedure
Lacquered (viscous state)	Change in the chemical state of a liquid due to exposure to high temperatures	Replace working fluid CVT and check the transmission control unit and the vehicle for faults (wiring harnesses, cooling system pipes, etc.)
Milky white or cloudy	Water in working fluid	Replace the variator fluid and check where water may have entered the variator fluid
With a lot of metal particles	Excessive wear of friction surfaces	Replace the working fluid and check the functioning of the variator

Also, when checking the level, you need to pay attention to the smell of the liquid. It shouldn't be burnt.

Checking the level and condition of the variator fluid on a Nissan Zhuk was last modified: October 15, 2018 by Administrator

05.10.2017

Quite popular NISSAN model, along with the QASHKAI J10, received a modification with a 1.6-liter engine (HR16DE) - non-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 modern cars you don't see it often.

But with the 1.6-liter engine, the designers made one trick that turned out to be fatal, and the rare CVT JF015 (RE0F11A) reaches a mileage of 100,000 km. Let's look at this fatal design flaw.

The whole problem is initially about economy and ecology.

The car is equipped with a very small motor, neither the power nor the torque is sufficient for driving in city mode. To impart at least some acceleration dynamics, an automatic two-stage transmission with a gear ratio of 1.8 in first gear to 1 in second gear was integrated into the box.

In addition to the conventional continuously variable variator with a gear ratio of 2.20-0.55, after the belt pulleys of the conventional CVT, a two-stage automatic transmission, the planetary mechanism 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 speeds - all this leads to such consequences.

Initially, the idea was good: light pulleys spin with engine speed, and then the lack of engine power is compensated by expanding the gear ratios - but not due to the size (diameter) of the pulleys, but due to the gearbox. Thus, with compact dimensions it is possible to obtain a gear ratio of 4 when starting to move. The gearbox shifts at 60 km/h, it is less noticeable as a jerk when locking the torque converter at 20 km/h, and is more calmly tolerated weak motor, which by the time the 2nd gear is switched is already spinning up to high speeds. But in life such a car constantly drives high speed engine, and therefore transmission elements. All this leads to its premature failure.

The oil that is used in it also played a very important role in this. Initially, this transmission was not only innovative in this regard - it removed the so-called STEP MOTOR.

This electric car moved the valve stem responsible for changing the gear ratios in the CVT, in other words: “she changed gears (virtual).” The main disadvantage of transmissions where gear shifting was controlled by a command from the STEP MOTOR unit 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 JF015). Here the gear control is implemented by linear solenoids. The inertia of such a system is an order of magnitude lower, and 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). The old NS-2 oil is no longer quite suitable for such CVTs, and this is especially true when low temperatures. High viscosity leads to low pumping speed - oil flow through the thin gaps of control valves, the cross-section of which has become even smaller. Having come to their senses, the engineers released a new NS-3 oil with different characteristics, but O Most of the cars were sold with NS-2 and then things got even more interesting. In an attempt to reduce transmission damage, NISSAN conducted a recall.

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

Due to general confusion and sloppiness, dealers began to fill the NS-3, and this led to jerks in the CVT "when cold."

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

Excerpt from it.

Then, in January 2014, due to confusion about the types of fluids used, NISSAN issued a second circular, where it clarified where you can change NS-2 to NS-3 without consequences.
But during operation, it turned out that when using 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 erroneous. The CVT control programs contained errors that were corrected only in 2017, and modified firmware for the units was finally released.

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 units.

Conventionally, today, no matter what firmware of the CVT unit you have, in order to preserve the transmission life, you need to change the oil to NS-3 and reprogram the CVT unit if your firmware differs from the table.
To do this, you need to use a scanner to check the firmware version of the unit (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 look at the table - there is an update. After reprogramming (using new NS-3 oil), reset the training (accumulated parameters) and conduct a road test to train the transmission.
With the corrected control program, the transmission works much better; according to owners' reviews, the dynamics are better and fuel consumption is lower. Before replacing the CVT control program, we always change the oil to new (fresh). The fact is that after reprogramming, the accumulated training data is erased and on old (dirty oil) training occurs incorrectly, especially if the oil has exhausted its service life and its parameters are far from the tabulated ones due to aging.

It has already been said more than once about pouring non-original oils into CVTs and the consequences. Looking at the parameters kinematic viscosity NS-2 and NS-3 oils in the tables below. We are interested in conditionally viscosity at temperatures of 40 degrees and 100.

NS-3
It seems to many that the parameters are insignificant and what difference does it make, 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 jerking at temperatures below zero and belt slipping at high temperatures and loads.

What the engineers wanted and what they didn't get.

Initially, the problem is in the climatic conditions and operation of the machine. Drivers do not warm up their cars and immediately start driving. 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 warms up the engine because of saving gasoline, the oil is too thick, it is poorly pumped in thin gaps, and jerking occurs.

A decrease in the viscosity of the oil for the type of transmission led to a drop in viscosity “when hot,” and the belt began to slip under load. Essentially, the 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 leads to belt slippage and damage to the CVT.

The new CVT control program specifically increases the pressure when high temperatures NS-3 oils, programmatically compensating for its low viscosity. Yes, there are countries and regions with warmer climates where the problem of heating the oil in a CVT is not so pressing, but in our country this does not just happen. The car needs to be warmed up. This applies to all cars with any type of transmission - there must be working temperature. For cars with a START-STOP button, there is a good technical solution - we install autostart by activating the functions of the native key fob - pressing the door close button three times in a row: the engine automatically starts. All cars equipped with auto start or warmed up by the owner have been encountered with mileage under 300,000 km without problems in CVT, these are 2-liter engines and higher.

conclusions

In CVT JF015, it is necessary to change the oil to NS-3 and reprogram the unit with retraining and road test. IN old type For transmissions where STEP MOTOR is used, it is better to leave NS-2 and warm up the car. This applies to XTRAIL T31, QASHKAI J10, TEANA J32 - they had control programs recalled for replacement, similar to JUKE, and many of these procedures were carried out, including ours. For all new cars, such as XTRAIL T32 or QASHKAI J11 body (from 2014) - only NS-3 and block reprogramming. There is no point in reprogramming the blocks without changing the oil to fresh one, no matter NS-2 or NS-3. With old, dirty oil, pressure modulators are not trained correctly.

The story is about how a girl changed the oil in a machine.

Interesting result?

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 discovered that I didn’t see the dipstick, I looked all over and it wasn’t there. Doubting her abilities as an “under the hood detective,” I went online to find the ill-fated probe. Previously, I had to deal with the design features of Nissan when replacing cabin filter and when connecting fog lights, so I was already prepared for the fact that the probe could be located anywhere and always in a hard-to-reach place, Nissan engineers like to hide this thing away, and more reliably. But everything turned out to be worse than I thought - the dipstick was simply missing:

“There is no dipstick, the level is checked by a technician when changing the fluid.

The drain hole also serves as a level.

They poured it in - it ran from the filler - twisted it - gave it a circle - raised it again - checked the level - perhaps added a little.

The Japanese decided that there was no point for the user to climb there."

Another joke from Nissan, well, there’s no dipstick, we’ll change the oil according to the instructions. The dealership recommends changing it every 60,000 km, but it’s better more often (every 20,000 km). I decided to wait and change the oil later, when I hit 60,000.

And now this day has come.

Changing the transmission oil on a beetle took me 2 days; previously I didn’t have to study and communicate so much for such a simple operation as changing the oil, but I also didn’t have a CVT before :)

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 at it and said that there would be no hardware replacement, but a regular replacement (drained/refilled), and 4-5 liters of oil would be needed. But which one? The original one (Nissan ns-2) is not available for sale (hyperauto) or at service stations. We couldn’t immediately find analogues. It turned out that the mechanics at my service station had never worked with beetles before; they had been pissed off, but not the Beetle. They didn’t take risks and offer me another oil, they suggested waiting until next day until they find a suitable analogue. I left the norm and am waiting for a call.

Second day.

While the guys from the service station were selecting a beetle for the CVT suitable liquid, didn’t waste any time and googled what they were writing on the “Internet” about this issue.

Initially, I wanted to understand what we are dealing with?

I know exactly the brand of engine and body, but what about the CVT? What model? What modification? Unclear.

It says “xtronic cvt” on the bumper, but there is no such box in any oil catalogue.

Through simple manipulations, we find out that since 2010, beetles have been equipped with the JF015E box from Jatco (Nissan cataloged standard - RE0F11A), such CVTs have been installed on many models since March 2010:

“In 2010, Jatko released the next generation of new CVT7-JF015 to replace its best-selling JF011E.

The design idea is different from the big brother (JF011E). New design also has a torque converter that softens the load on the shafts, a planetary gear for reverse and three clutch clutch packages: Direct No. 1, - No. 2 and Reverse. This design can be considered a hybrid of a CVT and a two-speed gearbox, which allows torque to be transmitted sequentially by smaller cones and a belt, increasing the gear ratio using two forward gears. This allows the use of smaller cones, and since the cones are the most expensive part of the variator, in addition to saving space, there is also a noticeable saving in the price of this CVT hybrid.

Today, the designers have achieved imperceptible shifting in stepped automatic transmissions and considered that when accelerating this CVT, gear shifts will occur once, as in a stepped automatic transmission, and the driver will not notice it.

The new generation of CVTs is designed to become Jatko's next bestseller for front-wheel drive light class cars with engines from 1.2 (L3) to 1.8 liters (L4): NISSAN Juke, Micra (like RE0F11A) and our rare ones: Mirage, March, Roox, Tiida, Moco.

Like the JF015E, this CVT is widely installed on Suzuki Swift, Splash, Alto, Solio, Lapin and on some Mitsubishi models. And the list of cars with JF015E is constantly expanding."

Source - www.transakpp.ru/232/main/nissan/jf015.html

The same article indicates what to use transmission oil ns-3.

In other sources (service station websites, forums) I found other information that it is better to fill in ns-2.

"09.10.2014 At 16:04

Hello! What kind of oil can be used in CVT NISSAN JUKE? Thank you!

10/14/2014 At 06:17

Only Nissan NS2."

Source - www.gearmatic.ru/nissan/juke/

And there turned out to be 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’s out of stock, so I went to exist. You may have to wait 3-4 days to order. It remains as a backup option, 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 for variator NS-2 or NS-3?

29.09.2015 04:01

not worth it. pour what on the dipstick, NS3 has a lower viscosity when hot, I suspect the control unit program is different for 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 the ns-3 for my engine:

"NS3, released for vehicles 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/TN)"

The CVT model on my beetle is JF015E. Past again.

It turns out ns-3 is not a complete analogue of ns-2. Perhaps it can be used after calibrating the variator, but I haven’t done anything like that.

I called my service station, they reported that they found an analogue - idemitsu cvt f. I find a manual, mine is not listed in the list of Nissan CVTs, but there is a previous model of the CVT, but it is different from mine.

The last attempt - another call to the hyperauto - I torment the consultant, for 15 minutes he patiently searches through all the catalogs for my Beetle, we find ns-2, but not Nissan, but Mitasu. The consultant swears that this is the same Nissan NS-2 only in a can from a different manufacturer.

Google it, I find it positive reviews- https://www.drive2.ru/l/5829357/?page=0#comments

They poured out 3 liters of black slurry. Beetle breeders, change your oil earlier, 60,000 km is too long. They also filled in 3 liters, but did not remove the pan ( partial replacement). I'll do it in 20,000 complete replacement with changing filters (by the way, there are 2 of them) and removing the pan, you will also need sealant.

In a couple of months I’ll update the review and tell you how my Beetle feels :)

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