What code? If it's P0101 then you're probably chasing your tail. The real culprit will be most likely be a dirty Throttle Body, but P0101 is never caused by the MAF itself. If your code is a "flatline" indication like P0102 then it's a different story. There also isn't anything in your post about performing an IAVL (Idle Air Volume Learn) after replacing the MAF. If not, that could be your problem all by itself, especially if the new MAF was aftermarket and not OEM.

 

MAF is after market, especially judging by the price. Permanent P0101 and P0102 for the MAF. P0335 for the CPS. Could you explain how to perform IAVL? Should I now replace the MAF with an OEM, do an IAVL, and then reset everything via battery cables, or do the IAVL after resetting?

 

For that matter, there isn't anything in your post about reflashing the TCM with new IP Chars when you replaced the tranny. If you swapped the donor TCM along with the tranny then that's unnecessary, but if you didn't, then I wouldn't be so sure the problem isn't the CVT. The TCM has to have proper data to run right.

 

The new transmission came directly from Nissan, same model number and everything. Specifically made for the quest, ready to be installed. In my mind and experience driving it so far the transmission is as smooth as can be, leads me to believe it isn't the problem. That story could be different though if I didn't have any codes to go off of.

 

With the P0335, I'd be inclined to say your CKP is misbehaving when the R's go up, missing or double-hitting teeth. But erasing and reinitializing the CVT has to come first, because if it's belt-slip from a miscalibrated pressure solenoid then you're likely to damage something, probably the belt and pulleys. It's literally a 10-minute procedure with the Consult3+, so they shouldn't charge you a ton of labor. Parts guys rarely know about stuff like that, so I'm not really surprised nobody told you. It's not their fault, they're not technicians. If it still breaks up after the flash is read, then I'd say see the parts guys for an OE crank sensor.

 

Dealership said it would be $128 to just inspect and find the problem. Said they can't perform a flash without inspecting it themselves first. So hopefully they find the problem and flash the TCM for a reasonable price. I'll get back to this thread next week with news.

 

Went to dealer today. They inspected everything, drove it, and nothing happened... They went to reset the TCM, couldn't reset it because the data was EXACTLY the same. Leads me to believe the idea you had on the VB having different data is wrong if it is exactly the same transmission and serial number. They put their veteran on it, and they were impressed at my work, even fixed a few other issues. He told me he believes I have to break it in, 500-1000 miles of driving and it should be fine. In the end, they understood and liked my work, changed my brake fluid, fixed my TPMS, and inspected it all for free. Great day to be alive today.

 

The only ones that need any "break in" are the Versa/Sentra 2-speeds, and that's for the TCM to learn the planetary clutches, not anything about the belt. Your Quest has no planetaries.

Having identical data in the TCM and VB doesn't prevent doing a reset and re-read, it just causes the TCM to re-read the same data. So I frankly have no idea what they were talking about, but whatever it was, you won't find it in the FSM.

Anyway, I hope it works out for you.

 

Hm? The quest comes with the jf010e, it has planetaries? I have the jf010e - re0f09b, and I took the old one apart. It has planetaries, not sure about the jf010e- re0f09a.
It didn’t prevent a reset, they said it didn’t need a reset because the data they saw in the new VB and the TCM are the same. I drove it 75 miles today and not once did it jerk.
I believe that lies in the submodel of the jf010e to wether it has planetaries or not.

 

You're not reading what I said, I said only the Versa/Sentra 2-speed has planetaries and only they need a learn-in. Your Quest has no planetaries and there's no such thing as a learn-in for it. I wish they would make the damn things smart enough to correct and adjust themselves, but they don't.

Second, the VB data isn't readable directly from the VB, it can only be read indirectly by way of the TCM. That's because the VB isn't on the CANbus, it's on an SPI local LAN that only talks to the TCM. So the VB can only be verified by doing an erase and re-read to see if any of the data changes. The only copy a Consult3+ can read directly is the one in the TCM, and that cannot tell you if it matches the copy in the VB's EEPROM.