2006 DODGE RAM SRT-10 oil filter

FLUID AND FILTER
DIAGNOSIS AND TESTING
CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating which has two primary causes.
1. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a
faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines
caused by debris or kinked lines.
2. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high
load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should
have an auxiliary transmission fluid cooler, a heavy duty cooling system,and the engine/axle ratio combination
needed to handle heavy loads.
EFFECTS OF INCORRECT FLUID LEVEL
Alowfluidlevelallowsthepumptotakeinairalongwiththefluid.Airinthe fluid will cause fluid pressures to be
low and develop slower than normal. If the transmission is overfilled, thegears churn the fluid into foam. This aer-
ates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid
overheating, oxidation, and varnish buildup which interferes with valveand clutch operation. Foaming also causes
fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be
mistaken for a leak if inspection is not careful.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
adding incorrect fluid
failure to clean dipstick and fill tube when checking level
engine coolant entering the fluid
internal failure that generates debris
overheat that generates sludge (fluid breakdown)
failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. Theusual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should also be replaced whenever a failure generatessludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
FLUID LEVEL CHECK
The transmission sump has a dipstick to check oil similar to most automatictransmissions. It is located on the left
side of the engine. Be sure to wipe all dirt from dipstick handle before removing.
The torque converter fills in both the PARK and NEUTRAL positions. Place the selector lever in PARK to be sure
that the fluid level check is accurate.The engine should be running at idle speed for at least one minute, with
the vehicle on level ground.At normal operating temperature (approximately 82° C or 180° F), the fluidlevel is
correct if it is in the HOT region (cross-hatched area) on the oil level indicator. The fluid level should be in COLD
region at 21° C (70° F) fluid temperature. Adjust fluid level as necessary.Use only Mopar
ATF+4, Automatic Trans-
mission Fluid.

FLUID LEVEL CHECK USING SCAN TOOL
NOTE: Engine and Transmission should be at normal operating temperature before performing this proce-
dure.
1. Start engine and apply parking brake.
2. Connect scan tool and select transmission.
3. Select sensors.
4. Read the transmission temperature value.
5. Compare the fluid temperature value with the chart.
6. Adjust transmission fluid level shown on the dipstick according to the 42RLE Fluid Temperature Chart. Use only
Mopar
ATF+4, Automatic Transmission Fluid.
7. Check transmission for leaks.
FLUID/FILTER SERVICE
NOTE: Only fluids of the type labeled MoparATF+4, Automatic Transmission Fluid, should be used in the
transmission sump. A filter change should be made at the time of the transmission oil change. The magnet
(on the inside of the oil pan) should also be cleaned with a clean, dry cloth.
NOTE: If the transmission is disassembled for any reason, the fluid and filter should be changed.
1. Raise vehicle on a hoist. Place a drain container with a large opening, under transmission oil pan.
42RLE Fluid Temperature Chart

NOTE: One of the oil pan bolts (5) has a sealing
patch applied from the factory. Separate this bolt
for reuse.
2. Loosen pan bolts and tap the pan at one corner to
break it loose allowing fluid to drain, then remove
the oil pan.
3. Install a new filter and o-ring on bottom of the valve
body and tighten retaining screws to 5 Nꞏm (45 in.
lbs.).
NOTE: Before installing the oil pan bolt (5) in the
bolt hole located between the torque converter
clutch on and U/D clutch pressure tap circuits, it
will be necessary to replentish the sealing patch
on the bolt using Mopar
Lock & Seal Adhesive.
4. Clean the oil pan and magnet. Reinstall pan using
new Mopar
Silicone Adhesive sealant. Tighten oil
pan bolts to 20 Nꞏm (14.5 ft. lbs.).
5. Pour four quarts of Mopar
AT F + 4 , A u t o m a t i c
Transmission Fluid, through the dipstick opening.
6. Start engine and allow to idle for at least one minute. Then, with parkingand service brakes applied, move selec-
tor lever momentarily to each position, ending in the park or neutral position.
7. Check the transmission fluid level and add an appropriate amount to bring the transmission fluid level to 3mm
(1/8 in.) below the lowest mark on the dipstick.
8. Recheck the fluid level after the transmission has reached normal operating temperature, 82° C (180°F).
9. To prevent dirt from entering transmission, make certain that dipstickis fully seated into the dipstick opening.
TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:
1. Remove dipstick and insert clean funnel in transmission fill tube.
2. Add following initial quantity of Mopar
ATF+4totransmission:
a. If only fluid and filter were changed, add3 pints (1-1/2 quarts)of ATF +4 to transmission.
b. If transmission was completely overhauled, torque converter was replaced or drained, and cooler was
flushed, add12 pints (6 quarts)of ATF +4 to transmission.
3. Apply parking brakes.
4. Start and run engine at normal curb idle speed.
5. Apply service brakes, shift transmission through all gear ranges then back to NEUTRAL, set parking brake, and
leave engine running at curb idle speed.
6. Remove funnel, insert dipstick andcheck fluid level. If level is low,add fluid to bring level to MIN mark on
dipstick.Check to see if the oil level is equal on both sides of the dipstick. If one side is noticably higher than
the other, the dipstick has picked up some oil from the dipstick tube. Allowthe oil to drain down the dipstick tube
and re-check.
7. Drive vehicle until transmission fluid is at normal operating temperature.
8. With the engine running at curb idle speed, the gear selector in NEUTRAL,and the parking brake applied, check
the transmission fluid level.
CAUTION: Do not overfill transmission, fluid foaming and shifting problems can result.
9. Add fluid to bring level up to MAX arrow mark.
When fluid level is correct, shut engine off, release park brake, remove funnel, and install dipstick in fill tube.

THERMAL VALVE
The thermal valve (1) is a bi-metallic shudder valve
that helps control the venting rate of oil pressure in
the underdrive clutch passage during release of the
clutch. When the oil temperature is approximately 20
degrees Fahrenheit or less, the valve is fully open to
assist in venting oil past the U1 orifice (2). At temper-
atures above 20 degrees, the valve starts to close and
becomes fully closed at approximately 140 degrees.
The thermal valve is located in the transfer plate of
the valve body.
REGULATOR VALVE
The regulator valve (9) controls hydraulic pressure in
the transmission. It receives unregulated pressure
from the pump (6), which works against spring tension
(8) to maintain oil at specific pressures. A system of
sleeves and ports allows the regulator valve to work at
one of three predetermined pressure levels. Regulated
oil pressure is also referred to as “line pressure.”
1 - THERMAL VALVE
2 - U1 ORIFICE
3 - NUMBER 2 CHECK BALL
1 - FROM OVERDRIVE CLUTCH CIRCUIT
2 - FROM MANUAL VALVE
3 - HYDRAULIC PRESSURE
4-FILTER
5-PUMPINLET
6 - PUMP OUTLET
7 - OIL PRESSURE REGULATED AT THIS POINT
8 - SPRING TENSION
9 - REGULATOR VALVE
10 - TORQUE CONVERTER CONTROL VALVE

7. Remove oil filter (1) from valve body. It is held in
place by two screws.
8. Remove valve body bolts-to-case (1).
CAUTION: The overdrive and underdrive accumu-
lators and springs may fall out when removing the
valve body.
9. Carefully remove valve body assembly (1) from the
transmission.
DISASSEMBLY
NOTE: If the valve body is being reconditioned or replaced, it is necessaryto perform the Quick Learn Pro-
cedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)

18. Install the variable line pressure header onto the
manual shaft (5).
19. Install the shoulder screw (3) to hold the variable
line pressure header (4) to the valve body.
20. Install the pressure control solenoid and line pres-
sure sensor into the valve body.
21. Install the screws (6) to hold the pressure control
solenoid (1) and line pressure sensor (2) to the
valve body.
22. Install the electrical connectors to the pressure
control solenoid (1) and the line pressure sensor
(2).
INSTALLATION
1. Install valve body into position and start bolts (1).
Torque valve body to transmission case bolts (1) to
12 Nꞏm (105 in. lbs.) torque.
2. Install transmission oil filter (1).

P0731-GEAR RATIO ERROR IN 1ST
For a complete wiring diagramRefer to Section 8W
When Monitored:
Continuously with the ignition on, engine running, with the transmissionin gear.
Set Condition:
If the ratio of the Input RPM to the Output RPM does not match the current gearratio. This DTC can take up
to five minutes of problem identification before illuminating the MIL
Possible Causes
CUT UD PISTON SEAL
LOW FLUID LEVEL
CRACKED OR MIS-INSTALLED PRIMARY OIL FILTER OR SEAL
STUCK OR STICKING MAIN REGULATOR VALVE
FAILED OVERRUNNING CLUTCH
CUT UD ACCUMULATOR SEAL RING
BROKEN UD ACCUMULATOR PISTON
BROKEN REACTION SHAFT SUPPORT SEAL RING
LOW LINE PRESSURE
BROKEN / MISSING MAIN VALVE BODY BLEED ORIFICE
BROKEN / MISSING DRIBBLER ORIFICE ASSEMBLY IN REACTION SHAFT SUPPORT
POOR MACHINING ON PUMP VALVE BODY FACE
INPUT SPEED SENSOR AND RELATED WIRING
TRANSMISSION SOLENOID/TRS ASSEMBLY
POWERTRAIN CONTROL MODULE
Always perform the 45RFE/545RFE Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
Theory of Operation
The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM.
These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through
the following checks:
1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble
code is set (DTCs P0731–36).
2) An excessive change in input or output speeds indicating signal intermittent may result in the DTCs P0715 and/or
P0720 being set.
3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed
sensor when at a stop in neutral. Since the input speed sensor reads 60 teethfrom the input clutch hub and the
output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause
the DTC P1794 to set.

Diagnostic Test
1.CHECKFORRELATEDDTCS
With the scan tool, check for other transmission DTCs.
If any of these DTCs are present, perform their respective tests first.
Are there any Transmission; solenoid, line pressure, speed sensor, and/or loss of prime DTC’s present?
Ye s>>
Refer to the Transmission category and perform the appropriate symptom. If any of these DTCs are
present, they may cause a Speed Ratio Error. Perform the test for P0944 firstifitispresent.
No>>
Go To 2
2.CHECK IF DTC P0731 IS CURRENT
With the scan tool, perform the 1st Gear Clutch Test. Follow the instructions on the scan tool.
Increase the throttle angle or TPS Degree to 30° for no more than a few seconds.
CAUTION: Do not overheat the transmission.
Did the Clutch Test pass, Input Speed remain at zero?
Ye s>>
Go To 3
No>>
Go To 4
3.CHECK FOR INTERMITTENT OPERATION
The conditions to set this DTC are not currently present.
With the scan tool, check the DTC EVENT DATA to help identify the conditionsin which the DTC was set.
If the DTC Event Data shows fault P0731 was set in Park, Reverse, or Neutral,replace the Powertrain Control
Module.
If the DTC Event Data shows fault P0731 set with input RPM = zero, check the input speed sensor and related
wiring.
If the DTC Event Data shows fault P0731 set with line pressure significantly below desired line pressure, check
for the cause of low line pressure (i.e., oil level, mis-installed or damaged primary filter or filter seal, sticking
main regulator valve in pump, etc.).
If the DTC Event Data shows fault P0731 set with the UD pressure switch open (but line pressure matches
Desired Line Pressure), air check the UD hydraulic clutch circuit for leakage per the Service Information. If the
UD hydraulic clutch circuit is OK, replace the solenoid/TRS assembly.
Check the gearshift linkage adjustment.
Intermittent Gear Ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits and/or Speed
Sensor Ground circuit.
Remove the Ignition Switch Feed fuse from the TIPM.
CAUTION: Removal of the Ignition Switch Feed fuse from the TIPM will prevent the vehicle from being
startedingear.
WARNING: The Ignition Switch Feed fuse must be removed from the TIPM. Failure to do so can result in
personal injury or death.
Install the Transmission Simulator, Miller tool #8333.
Wiggle wiring and connectors while checking for intermittent operation with the Transmission Simulator.
Gear ratio DTCs can also be set under extreme temperature conditions.
Verify if the problem is only experienced under extreme hot or cold conditions.
Were there any problems found.
Ye s>>
Repair as necessary.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
No>>
Te s t C o m p l e t e .