6L50 Pump 2006-2018, new and ready to install. Fits the 6L50. Ships fast from the USA.
A 6L50 that takes a second or two to grab Drive, slips in more than one gear once it is hot, or whines at idle in Park is often losing oil at the front pump before anything else is wrong. This listing is the working heart of that pump: a new rotor and slide repair kit for the 2006-2018 GM six-speed rear-drive family. It is built for the shop or the home rebuilder who already has the pump on the bench and wants to replace the worn internal parts while keeping the original pump body, cover and stator. It is not a complete pump assembly, so if your pump body is cracked or the pocket is scored deep, read the fitment section before you order.
The reference numbers carried with this kit are A104531CK and K135927A, with 408288 as the interchange number. Use those to cross-check against the parts you pull out of your own pump.
The 6L50 uses a variable-displacement vane pump. The converter hub turns the rotor, the vanes ride out against the bore of the slide, and the slide pivots on a pin under spring load. When the pressure regulator calls for more oil, the slide swings to increase the pocket volume; once demand is met it swings back so the pump stops wasting engine power. Every clutch apply in the transmission, the converter clutch and lube all live downstream of that action. When vane tips, the rotor slots or the slide face wear, oil leaks across the pocket instead of being pushed out, and line pressure sags most at hot idle, which is exactly when owners notice the slow engagement.
Many 6L50 complaints that feel like a pump are really the valve body or the control module, so test before you tear down. Set the fluid level correctly first; our 6L50 fluid type and level check guide explains the level plug procedure and why it has to be done at the right temperature. Then run a line pressure test. Pressure that is low in every range and does not climb with throttle points at the pump or its regulator circuit. A problem in only one or two gears points at a clutch circuit instead. Our pump failure guide for this transmission family covers the wear patterns, and the limp mode guide walks through solenoid and module faults to rule out first.
This kit is listed for 2006-2018 6L50 transmissions and is also listed for the 6L45, 6L80 and 6L90, because the pump internals in this family share the 13-vane, .708 in rotor and slide design. The 6L50 (RPO MYB) went into applications such as the V6 Camaro and the four-cylinder Colorado and Canyon. Before ordering, measure the thickness of your old rotor and slide and count the vanes; both must match. If your pump has a different rotor thickness or vane count, this kit is not the right one. Not sure? Send us your year, model and VIN and we will check it. Browse the rest of the 6L50 parts collection for the other pieces of the rebuild.
If the rest of the unit is tired, pair this kit with the 6L50 master rebuild kit for frictions, seals and gaskets, or with the 6L45/6L50 shift kit if you are already in the valve body. Prefer a complete used assembly instead of rebuilding yours? See the 6L50 pump listing.
| Fits | 6L50 2006-2018 |
| Part type | Pump |
| Condition | New |
| 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.
No. It is the rotor and slide repair kit that goes inside your existing pump: rotor, slide, 13 vanes, vane guide, guide rings and slide rings. You reuse your pump body, cover and stator, so those need to be in good condition.
It is listed for the 6L45, 6L50, 6L80 and 6L90 from 2006 on. The deciding check is your old parts: the rotor and slide must measure .708 in thick and the rotor must carry 13 vanes. If yours differ, this is not the right kit.
DEXRON-VI. Do not use DEXRON-HP, which is for GM eight- and ten-speed units. Set the level through the check plug with the engine running at the specified fluid temperature.
Yes, it is good practice. The control module learns around a weak pump, so clearing and relearning the shift adapts after the repair lets it set clutch fill times against the restored pressure.
Replace the front seal, inspect the converter hub and pump bushing, check the slide pivot pin and spring, and if the unit has high mileage consider a full rebuild kit at the same time.
