Complete front oil pump assembly for the Toyota U250E 5-speed, also listed for U140, U240 and U241 transaxles in 1999-up Toyota and Lexus models.
Owners of a Camry, RAV4, Highlander or Solara with one of Toyota's U-series front-drive automatics usually find this part after a shop tells them the transmission has low line pressure, a pump whine, or slow engagement into gear. This is a complete front oil pump assembly listed for the U250E five-speed and also called out for the U140, U240 and U241 transaxles. As pictured, it comes as one assembled unit: the pump body and cover, the stator shaft with its input splines, and the sealing rings already in their grooves, so you are not piecing a pump together from a bare body and loose gears.
On these Aisin-designed transaxles the pump bolts in right behind the torque converter, and the converter hub drives the pump gears every time the engine turns. The stator shaft is pressed into the pump and does double duty: it anchors the converter stator and carries the oil passages and ring lands that feed the clutch drums behind it. When a pump fails from debris, the scoring is rarely limited to the gears. The body pocket, the cover face and the bushing usually all take damage, and resurfacing and rebushing a scored pump takes machine work and time that most shops would rather not spend. An assembled replacement removes that variable.
Check fluid level with the engine running at operating temperature first; a low fluid level imitates every symptom on that list. Next, put a pressure gauge on the line tap and compare idle and stall pressure in Drive and Reverse. Low pressure in both ranges points at supply: the pump, the pressure regulator valve or the line pressure solenoid. Low pressure in only one range points at a leak in that clutch circuit instead. Our guide to harsh and delayed shifts on Aisin units explains that split, and the Aisin overheating guide covers the heat damage that often follows a weak pump.
The listing names the Toyota U250E and calls the same assembly out for the U140, U240 and U241. Those transaxles cover a wide spread of Toyota and Lexus front-drive and all-wheel-drive models from 1999 on, including four-cylinder Camry, Solara, RAV4 and Highlander. The U250E itself went into the 2005-2009 Camry four-cylinder, the 2006-2009 Solara four-cylinder and the 2009-2014 Matrix 2.4L. Because the four- and five-speed families are not identical inside, and Toyota made running changes over the years, lay your old pump beside this one before installation: compare the bolt pattern, stator shaft spline count, sealing ring layout and outside diameter. If you would like us to check, send the year, model and VIN first. You can browse the rest of this family on our Aisin and Toyota transmission page.
The transaxle must be removed and the converter pulled. With the old pump out, inspect the input drum journal where the stator shaft rings ride; a grooved journal will leak past new rings. Look over the converter hub as well, since a scored hub ruins a new bushing and seal; see converter hub and pump bushing wear. Lubricate the gears, the outer O-ring and a new front seal with ATF or assembly lube, torque the pump bolts evenly in a crisscross pattern, and verify input shaft end play before closing the case. Refill with the fluid your vehicle specifies, which is Toyota WS on the U250E; some older U-series applications call for a different Toyota fluid, so check the owner manual or dipstick marking. If the pump failed from contamination, flush the cooler and plan on a full set of soft parts such as the U250E master rebuild kit, and pick up Toyota WS fluid for the refill.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The listing calls it out for the U250E and for the U140, U240 and U241 family. Because Toyota made changes across these units, compare the bolt pattern, stator shaft splines and sealing rings to your old pump, or send us your VIN before ordering.
Yes. As pictured, this is a complete assembly with the stator shaft installed and the sealing rings in place.
Usually contaminated fluid. Clutch material or converter debris scores the gear faces and pocket and wears the bushing, which lowers line pressure and starts a cycle of more clutch wear.
Yes. The pump sits behind the torque converter, so the transaxle comes out and the converter comes off before the pump can be removed.
Toyota WS ATF. Older U-series applications may specify a different Toyota fluid, so confirm against your owner manual or the dipstick marking.
