Often, owners ask themselves the question of when and when the oil is changed in the Nissan Juke automatic transmission? The car is equipped with an improved version of the "automatic" with a variator, the period of the mixture renewal depends on the characteristics of operation and the mileage of the vehicle.

Transmission oil change interval

According to the manufacturer, the Nissan Juke transmission is designed for the entire life of the car without the need to interfere with the lubrication system of the unit. The domestic climate, roads and driving nuances make their own adjustments. Experts recommend changing the transmission oil in the automatic transmission of the Nissan Zhuk car after 50-60 thousand kilometers.

In a planned manner, the level of the variator working fluid is monitored every 15,000 km. This makes it possible to avoid unexpected breakdowns. Action is required if:

• vibrations, extraneous noises and knocks appear in the automatic transmission;
• motor power decreases;
• the reaction of the box to the driver's commands becomes worse.

If the mixture is below the recommended level or has exhausted its resource, the channels of the hydraulic block and plunger become clogged, causing oil starvation. Due to increased friction, the discs and valve body wear out, the temperature rises, the pistons and the clutch drum are heated. These factors lead to the need for unscheduled repairs or replacement of the Nissan Juke automatic transmission. It will take three liters of grease to renew stock. It is recommended to use the original CVT Fluid NS brand.

• canister of NS grease;
• pallet lining;
• filter element;
• set of wrenches;
• drain cover ring;
• capacity for working off;
• rags;
• gloves.

To accurately find out the volume of the liquid to be poured and drained, the car is placed on an overpass or pit, after warming up the engine (the remains will drain faster from the pipes and mating units). The lubricating composition at the outlet has a high temperature; in order to avoid burns, PPE should be used.

Self-change of oil in automatic transmission Nissan Juke

The operation to update the working fluid can be done by hand. On boxes with high mileage, partial replacement is preferable, since the process occurs gradually.

In this case, you need not just drain the old one and fill in the new composition. It is necessary to travel some time between stages. At a service station, changing the oil in the Nissa Juke gearbox in this way will stretch out, it will take a lot of lubrication, time and money. Use the same brand filled at the factory.

Draining old oil from the tank

After placing the car on an overpass or pit, unscrew the drain cover and a measuring tube, through which the level is controlled. It is an iron element screwed into the pallet. If more fluid enters the automatic transmission than necessary, the excess will go through this tube. After dismantling the pallet, a little more mining will be merged (3-4 liters). All parts are washed, cleaned and reassembled.

To dismantle the assembly, you will need to remove the front left wheel and wheel arch liner. The rest of the procedure is simple. Unscrew a couple of bolts by 10, remove the tube, remove the old automatic transmission filter, mount the new element in the reverse order.

Filling in new oil

The composition is poured through a special plug that acts as a probe. Then the Nissan Juke is lifted on a lift, the engine is started, warmed up, each mode is turned on for 4-5 seconds until the automatic transmission warms up to 45 degrees. Unscrew the plug without touching the measuring tube and wait until the oil begins to come out drop by drop. After a day, the procedure is repeated without dismantling the pallet and replacing the filters.

1. Select the "Data Monitor" section in "Consult".

Complete replacement of transmission fluid in automatic transmission

This procedure on the Nissan Juke includes a mandatory CVT flush. After draining the mining, screw the plug and open the filler hole. A special flushing compound is filled, the engine is started. All gears are smoothly switched, with a two-second delay.




The engine is turned off, the residues are released through the drain. Unscrew the crankcase of the variator, remove dirt. The surface of the compartment is cleaned with acetone, after which the element is mounted in place. Fill in new grease, check the fill level. After the first filling, this indicator is periodically controlled, adding liquid if necessary. This is due to the fact that on the first trips, the mixture will be distributed through the connecting channels and nodes.

Conclusion

Timely oil change in the Nissan Juke box with a variator helps prevent many problematic moments typical for automatic transmissions. Before starting work on your own, you should take into account your own experience and skills so as not to aggravate the situation. If you have doubts about your abilities, it is better to entrust the work to specialists.

In our time, CVT transmissions are becoming especially popular. The high demand around the world for them is mainly due to technical progress - this type of transmission is the most modern development.

The Russian market is just beginning to master CVT gearboxes - at the moment, not many car owners will be able to say exactly what types of oils need to be used in CVTs, in what volume and after what period of time to replace them. To find out to clarify the answers to the questions posed, it is necessary to approach in detail the study of the variator box used in the Nissan Juke.

Features variator Nissan Juke

A variator-type gearbox is an important element of the car system, characterized by the use of high technologies in its creation. Such a complex type of gearbox allows you to correctly distribute the motor load, while ensuring the most comfortable movement of the vehicle, excluding sudden jerks and dips. In addition to these properties, the variator is able to economically consume fuel.

All Nissan cars have a CVT type gearbox, which are produced at the Japanese Jatco plant. This industry provides variators for most of the world's car manufacturers, while providing a guarantee for the first 120 thousand kilometers (with an initial resource of 180-200 thousand kilometers). However, this option is only possible if the vehicle is properly maintained. First of all, this concerns the replacement of the lubricant composition, made on time.

For a variator gearbox, oil starvation can be a disastrous process, since its structural part consists of a large number of moving elements. If their lubrication is not high-quality and timely, friction between the parts will increase, which will negatively affect the entire structure as a whole. In addition, a properly selected lubricant can prevent slippage of parts of the gearbox structure. In the case when the oil is of poor quality, and there is not enough lubrication, the operation of the entire gearbox system is disrupted.

Changing the oil in the Nissan Beetle variator can be done both at a specialized point and by hand. This procedure does not have any particular difficulties, and even a driver without special skills can handle it. In addition, most of the information can be found on the Internet, as well as many videos, which detail how to change the lubricant in the variator.

According to technical regulations, the oil level in the Nissan Juke CVT must be measured every 15 thousand kilometers (this corresponds to scheduled maintenance). However, changing the oil in the variator is necessary only if absolutely necessary, since the manufacturer provides a guarantee for a long service life of the structure and fills in oil in accordance with it.

Despite some technical flaws, CVTs are considered to be the most reliable types of gearboxes in comparison with an automatic transmission. However, over time, negative changes can occur in the operation of the box - they will tell you that the gearbox needs to be replaced with the transmission fluid. You should especially pay attention to:

• Vehicle slippage;
• Abnormal gearbox vibrations;
• Deterioration in vehicle power;
• Deteriorated gear shifting.
• In the case when such factors appear periodically, it is worth thinking about changing the transmission fluid.

The process of replacing the transmission fluid in the Nissan Juke gearbox

The volume of lubricant in the Nissan Juke gearbox is 3 liters. It is this volume that is quite sufficient to exclude engine oil starvation. When changing the lubricant, you can also take care of updating the filter, since a dirty filter element creates certain problems for the correct distribution of the oil fluid.

To start the process of changing the gear lubricant, you need to decide what kind of oil you need to work. For Nissan Juke, the best option would be the original Nissan CVT Fluid NS-2. It has high lubricating properties and prevents the gearbox from malfunctioning. For the full volume, two canisters are sufficient.

For a successful oil change in the variator, the following tools should be prepared:

• Spanners;
• Screwdriver;
• Tank for draining waste material;
• Rags;
• Syringe (or funnel);
• Gearbox pallet gasket.

The process of changing the oil in the CVT is as follows:

1. First of all, you need to install the car on an overpass or above a viewing pit to provide access to the variator;
2. Next, you need to carefully unscrew the pallet cover;
3. The next step is to remove the old waste fluid;
4. Then you need to remove the container with the used oil and screw the plug;
5. The next step is to open the hood to find the filler hole;
6. Fill in oil, then check its level;
7. Start the engine and let it run for a few minutes, periodically changing gears;
8. Subsequently, you need to check the oil level again and, if necessary, add fluid.

After that, you need to make a short trip, and then check the oil in the variator again. Next, you should periodically check its level to avoid oil starvation.

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 consumables 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 oil changes in the Nissan Zhuk variator. Many are interested in the question of how much it costs to change the oil in the variator.

Replacing NS-2 oil with NS-3, features and consequences

05.10.2017

The rather 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 is 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 movement. The shifting of the stepped transmission occurs 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 to high revs. But in life, such a car constantly drives 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 responsible for changing the 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 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, 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 clearances 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 about 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 drivetrain, 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 flood 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 the belt starts to slip on NS-3 CVT JF015 oil 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 eliminated 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 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 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 relative 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 climatic conditions and machine operation. 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 oil viscosity 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 the oil in 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 vehicles with any type of transmission - there must be an operating temperature. For cars with a 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 had revocable 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 block reprogramming. 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 came.

Changing 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 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, 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) on sale (hyper-auto) and not available at service stations. We could not find analogs outright. It turned out that the mechanics at my service station had not previously worked with 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 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 the JF015E box from Jatco (Nissan cataloged 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 softens 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 makes it possible to consistently transmit 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 noticeable savings in the price of this variator hybrid.

The constructors have achieved imperceptible shifting in stepped automatic transmissions and decided that when this CVT accelerates, the gears will shift once as in a stepped automatic transmission, 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 rare ones: Mirage, March, Roox, Tiida, Moco.

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

"09.10.2014 at 16:04

Hello! What kind of oil can be poured into the CVT NISSAN JUKE? Thanks!

10/14/2014 at 06:17

Nissan NS2 only. "

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

And there were quite a few such sources, some of them referred to the manual and messages from dealers, it turns out it is still better to pour ns-2. But it is not available, I climbed to exist. To order, you may have to really 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 found on it:

"29.09.2015 01:06

Oil in the NS-2 or NS-3 CVT?

29.09.2015 04:01

not worth it. pouring that on the dipstick, NS3 has a lower viscosity to hot, I suspect the program of the control unit 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 hyper-auto - 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\u003d0#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 still need a sealant.

In a couple of months I'll add a review, I'll tell you how my Beetle feels :)