Transmission Issues, Recalls, and Complaints on the Nissan Murano gen 2 2009–2014 CVT
Overview
The 2009–2014 Nissan Murano. Second-gen Z51. Every single one of them in the U.S. runs the same transmission — the Jatco RE0F09B, also known as the JF010E CVT. No conventional automatic. No secret upgrade. Just the CVT.
I’ve seen dozens of these in pieces on shop floors. Some at 70,000 miles. Some limping past 150,000. The difference between those two? Maintenance. Heat. And whether the owner believed the “lifetime fluid” language.
This platform pairs the RE0F09B only with the 3.5L VQ35DE V6. FWD or AWD. That’s it. No alternative transmissions were offered in this generation. If you’re looking at a 2009–2014 Murano, you are looking at this tranny.
There are two factory service bulletins that matter for driveline reliability:
- NTB11-002c – DTC P1778. Step motor / control valve assembly. Fix involves replacing the valve body control unit and reprogramming the TCM.
- NTB10-029 (revisions) – AWD rear final drive judder during low-speed tight turns. Nissan’s answer: replace the entire rear final drive assembly.
No dedicated CVT recall for this generation. But the NHTSA complaint history? Heavy clustering around hesitation and loss of acceleration, especially in early production years.
Which Transmissions It Uses
RE0F09B (Jatco JF010E)
- Type: Chain-driven continuously variable transmission (steel push belt)
- Forward ratios: Fully variable (no stepped gears)
- Drive layout: FWD and AWD
- Engine pairing: 3.5L VQ35DE V6
- Production years in this platform: 2009–2014
- Projected torque rating: ~260–280 lb-ft (353–380 Nm) – Industry Estimate based on JF010E applications
- No verified alternative transmissions used in this generation
AWD models add a transfer case (power take-off unit) and an electronically controlled rear coupling built into the rear differential. More parts. More fluid. More things to complain about.
The CVT itself runs a steel push belt between two variable pulleys. Hydraulic pressure clamps the belt. The step motor adjusts ratio. The TCM orchestrates everything. When it works, it’s smooth. When it doesn’t, it feels like the car forgot how to move.
Main Failure Patterns
Heat. Always Heat.
This transmission hates heat.
I’ve logged scan data on these running 200°F (93°C) and above in normal city traffic in July. Stop-and-go. AC blasting. Ambient 100°F (38°C). The fluid cooks slowly. Then the hydraulic control gets sloppy. Then the belt starts polishing the pulleys. It’s a chain reaction.
Early symptoms are subtle:
- Delayed acceleration from a stop
- RPM flare without matching speed
- Light surging at steady throttle
- Occasional reduced-power mode
Ignore that for 20,000 miles and the inside of the pan starts looking glittery. Fine metallic shavings. That’s when the tranny is beginning to lunch itself.
High-mileage units — 90,000 to 140,000 miles (145,000–225,000 km) — show pulley wear and belt slip marks if fluid changes were stretched. Once the hard coating on the pulley faces is compromised, you’re not fixing it with a band-aid. It’s replacement time.
DTC P1778 – The Control Valve Problem
TSB NTB11-002c exists for a reason. DTC P1778 is tied to the step motor and control valve assembly that regulates pulley ratio.
When that system loses accuracy, you get:
- Check Engine Light
- Reduced acceleration
- Fail-safe mode
The official fix is to replace the control valve assembly and reprogram the TCM. Software update required.
In my experience, catching P1778 early saves the unit. Keep driving it in limp mode and you’re stressing the belt and pulleys with unstable pressure. That’s how a manageable repair becomes a $6,000 headache.
Internal Bearing Whine
This one sneaks up on people.
A high-pitched whine that increases with road speed — not engine RPM — usually means internal bearing wear. You drain the fluid and see metallic shimmer. Not chunks. Just that fine silver haze.
At that point, it’s a ticking time bomb. These units are not friendly to partial rebuilds in typical independent shops. Most shops install a remanufactured CVT and move on.
AWD Rear Final Drive Judder
Different problem. Different feel.
TSB NTB10-029 covers AWD rear final drive vibration during low-speed tight turns. Customers describe it as binding, shuddering, almost like the rear axle is fighting the front.
Parking lot figure-eight. That’s the test.
If it chatters or bucks under steering lock, the rear final drive assembly is usually replaced. Not serviced. Replaced. It’s not a CVT failure, but it’s part of the driveline bill.
Transfer Case Wear
AWD models also carry a transfer case up front. Fluid leaks or neglected service lead to bearing wear and gear noise under load.
Over 100,000 miles (161,000 km) with no fluid change? I start listening carefully. A low growl under acceleration isn’t something I ignore.
Typical Repair Costs
Let’s talk money. Because this is where emotions kick in.
| Repair Type | Parts (USD) | Labor (USD) | Total (USD) | Mileage Context |
|---|---|---|---|---|
| CVT Fluid Service (~5 Quarts / 4.7 Liters drain and refill) | $90–$160 | $100–$180 | $190–$340 | 30,000–60,000 Miles |
| Control Valve Assembly (P1778) | $400–$900 | $500–$800 | $900–$1,700 | 70,000–120,000 Miles |
| Remanufactured CVT Replacement | $3,500–$5,500 | $1,200–$2,000 | $4,700–$7,500 | 90,000–150,000 Miles |
| Rear Final Drive Assembly (AWD) | $1,200–$1,900 | $600–$1,000 | $1,800–$2,900 | 60,000–120,000 Miles |
| Transfer Case Replacement | $900–$1,600 | $700–$1,200 | $1,600–$2,800 | 100,000+ Miles |
Dealer pricing can push those totals higher. Independent shops vary. Reman quality varies too. Cheap reman units sometimes come back.
Best and Worst Years
| Model Year | Configuration | Complaint Density Pattern | Driveline Bulletin Activity | Relative Risk |
|---|---|---|---|---|
| 2009 | FWD / AWD | Highest clustering of CVT complaints | Early production revisions | High |
| 2010 | FWD / AWD | Elevated hesitation reports | P1778 bulletin coverage | High |
| 2011 | FWD / AWD | Moderate | Stabilized updates | Medium |
| 2012 | FWD / AWD | Moderate | Fewer new driveline revisions | Medium |
| 2013 | FWD / AWD | Reduced clustering | Mature production cycle | Medium-Low |
| 2014 | FWD / AWD | Stable pattern | End-of-cycle refinement | Medium |
Early years carry more risk. Later ones aren’t immune. They’re just less chaotic.
Warning Signs & Early Detection
- Delayed throttle response
- RPM flare
- High-pitched road-speed whine
- Judder in tight AWD turns
- DTC P1778 stored
I always recommend a full scan before buying one. Look at CVT fluid temperature data. Check for stored history codes. Pull the dipstick — if equipped — and smell the fluid. Burnt odor is bad news.
Fluid analysis is underrated. Seeing shavings early can save someone from driving a grenading unit another 10,000 miles.
When to Walk Away
Slipping under moderate throttle. Walk.
Persistent fail-safe mode. Walk.
Metallic debris in fluid. Walk fast.
AWD binding not repaired properly? That’s another future bill.
A Murano over 120,000 miles (193,000 km) with zero documentation of CVT service is a gamble. Maybe it lives. Maybe it eats itself next summer.
Ownership Reality
There’s what the manual suggests. Then there’s what actually happens.
| Category | OEM Position | Real-World Outcome | Cost Consequence |
|---|---|---|---|
| CVT Fluid Interval | Condition-based under normal driving | Fluid degrades by 40,000–60,000 Miles (Field Observation) | $4,700–$7,500 if replacement required |
| Heat Sensitivity | No strong warning language | Urban heat accelerates wear | Shortened lifespan |
| AWD Maintenance | Limited emphasis | Fluid neglect increases vibration risk | $1,800–$2,900 repair |
| Warranty Coverage | 5yr/60,000 Mile powertrain | Many failures occur beyond coverage | Owner-funded repair |
In my experience, 30,000–40,000 mile CVT fluid intervals change the survival curve completely. Stretch it to 80,000 and you’re rolling dice.
Lawsuits, Complaints & Regulatory History
NHTSA complaint data shows clustering around hesitation and loss of propulsion in early production years. No direct CVT recall was issued for this generation of Murano.
The two major drivetrain bulletins remain:
- NTB11-002c – Control valve assembly and TCM reprogramming
- NTB10-029 series – AWD rear final drive replacement
VIN lookup through NHTSA is always worth doing before purchase. Takes five minutes. Could save thousands.
Bottom Line
This Murano generation isn’t garbage. It’s sensitive.
The RE0F09B CVT can run past 150,000 miles (241,000 km). I’ve seen it. But it demands fluid service and some mechanical sympathy. Ignore maintenance and it becomes expensive fast.
Hot climates. Stop-and-go traffic. No service records. Those are red flags.
Buy one with clean scan data and documented fluid changes? It can be a solid daily driver. Buy one with dark fluid and a slipping feel? You’re staring at a potential $6,000 decision.
That’s the reality of this drivetrain. No drama. Just mechanical truth.
