66RFE Pump 2007, used and ready to install. Fits the 66RFE. Ships fast from the USA.
A 2007 Ram 2500 or 3500 with the 5.7L HEMI and the RFE six-clutch automatic that engages slowly once it is hot, whines with engine speed, or stalls the engine the moment you pull it into gear is a truck that often needs a front pump. This is a used OEM pump assembly sold for 2007 applications, pictured as the complete cast aluminum body with the reaction shaft standing up out of the center. It costs far less than a new or remanufactured unit, which makes sense when the rest of the transmission is healthy and you want to get the truck back to work.
Chrysler only began calling the gas heavy duty unit the 66RFE after the 2012 recalibration; before that, the same basic transmission in the 2500 and 3500 gas trucks was tagged 545RFE. So your 2007 paperwork or scan tool may well say 545RFE, and that is expected. The diesel trucks are different: the 2007 6.7L Cummins pickups were the first to get the 68RFE, which has its own pump and converter, so a diesel owner should look at the RFE parts collection instead of assuming this one fits.
The pump is driven by the torque converter hub and produces the oil supply for the whole unit. On the RFE design it does more than pump: the pump body also holds the primary pressure regulator valve and every valve that controls the converter clutch. That matters because a worn pump on these trucks does not only cost you line pressure. If the converter clutch limit valve bore wears, the converter loses release (charge) pressure, the clutch drags on the cover, and the engine stalls when you select Drive or Reverse, much like letting out a manual clutch without pressing the pedal. Motor Age reports that problem was frequent on 2005 to 2007 models, which puts this exact year right in the window.
Set the fluid level hot with ATF+4, then watch desired versus actual line pressure on a scan tool. A good 2007 Ram 5.7L in Drive at idle reads about 38 psi actual against 40 psi desired, and the two normally stay within about 3 psi of each other. A worn pump shows the classic pattern of matching when cold but sagging at hot idle, for example 25 psi actual against 40 desired, then catching up as soon as you add throttle. If actual is low when cold and recovers as it warms, suspect the filter or its pump seal first. Our RFE pump failure guide covers the order of checks, and the valve body testing guide helps rule out a worn switch valve bore that can look similar.
This listing is for the 2007 model year. Gas RFE pumps changed over the years, so compare your old pump to the photo before you install: the bolt pattern, reaction shaft length and splines, and the passages on the valve body face all need to match. Because this pump is used, look it over on the bench, spin the gears and check the converter hub bore for scoring before it goes in. If you are not sure what is in your truck, send us the year and VIN and we will check it for you.
If the clutches are also tired, pair the pump with the 66RFE overhaul kit for 2007-2018. If you would rather install a rebuilt core instead of a used one, the remanufactured 66RFE pump is the alternative. This pump carries a 1-year warranty and ships from the USA.
| Fits | 66RFE 2007 |
| Part type | Pump |
| Condition | Used |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It is listed for 2007 gas RFE applications. In 2007 that transmission is usually tagged 545RFE rather than 66RFE, so match the bolt pattern, reaction shaft and valve body face to your old pump, or send us your year and VIN to confirm.
No. The 2007 diesel trucks use the 68RFE, which has a different pump and a much heavier converter. Shop the 68RFE pump listings for a Cummins truck.
On 2005 to 2007 RFE units a worn converter clutch limit valve bore in the pump body can leave the converter without release pressure, so the converter clutch drags and stalls the engine. A pump replacement is a common fix once the converter itself checks out.
ATF+4. Check the level with the fluid hot and the engine idling, and never top off with a universal fluid.
At minimum a front seal, the filter and fresh ATF+4, and inspect the converter hub. If the clutches show wear, add an overhaul kit while the unit is apart.
