The 65RFE was introduced in 2012; it appears in the Dodge Durango, Jeep Grand Cherokee, and Dodge Ram 1500 with 4.7L and 5.7L engines. The 66RFE was available in the Dodge Ram 2500, Power Wagon, and chassis cab models.
Three codes have been identified and include the 659AA for the 5.7L, and both the 647AA and 649AA for the 4.7L engine (figures 1 and 2).
The 65 and 66RFE converters are similar to the 45RFE, but are 12” rather than 11”. Both converters use a 29-spline input shaft, 27-spline stator, and similar impeller hub. 
The O-rings on the piston and thrust washer (hockey puck) are the same as a 45RFE, but the hockey puck is only 0.457” thick; the 45RFE is 0.678” thick (figure 3).
The aftermarket lists the same impeller hub for both the 45RFE and the 66RFE. The original hub is butt welded and the aftermarket hub is flanged. The bearings are the same as those used in the 62TE converters, and the piston lining is high energy material with 16 lube grooves embossed diagonally.
Unlike the 45RFE, the 65RFE and 66RFE have an aluminum stator, and the rollers are shorter than those found in a 45RFE.
One unique feature is the roller clutch, which is a cartridge design with two clips holding the stator caps to the outer cam. The roller clutch is a hook-and-spring style (figure 4), the inner race has a slightly larger O.D. (figure 5), and it won’t interchange with the 45RFE.
Aftermarket suppliers often have to work on the input splines, which are broached into the driven hub of the dampener assembly (figure 6).
All in all, this is a typical converter, and, other than the input splines, there aren’t many issues to be expected with it. Be sure to visit the TCRA web site for all the specs on this converter.
If you have input on codes for the 3.7L, please send that information to one of the directors, post it on our web site, or let us know through the TCRA forum.
