2006 DODGE RAM SRT-10 ESP

Theory of Operation
The Transmission Control Output from the Totally Integrated Power Module(TIPM) supplies power to the TCC,
Overdrive, and Governor Pressure Solenoids when in normal operating mode. The Transmission Control circuit is
constantly monitored by the ECM. If the expected state of the TransmissionControl circuit is different then the
expected state, a corresponding DTC will set and the ECM will de-energize the Transmission Control and place the
transmission in Limp-in.
When Monitored:
Continuously with the Ignition on.
Set Condition:
This DTC will set if the ECM monitored voltage of the Transmission Control Relay Control circuit is different
than the expected voltage for the period 3.0 seconds.
Possible Causes
(T515) TRANSMISSION CONTROL CIRCUIT OPEN
(T515) TRANSMISSION CONTROL CIRCUIT SHORT TO GROUND
(T515) TRANSMISSION CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
TOTALLY INTEGRATED POWER MODULE (TIPM)
ENGINE CONTROL MODULE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
1.CHECK IF THE DTC IS CURRENT
Ignition on, engine not running.
With the scan tool, read Engine DTCs.
Record the Freeze Frame data for the reported DTC.
With the scan tool, erase DTCs.
Turn the ignition off to the lock position.
Using the Freeze Frame data recorded earlier, try to duplicate the conditions in which the DTC originally set.
NOTE: It may be necessary to road test the vehicle to duplicate the originalset conditions.
With the scan tool, read Engine DTCs.
Did the DTC reset?
Ye s>>
Go To 2
No>>
Go To 5
2.CHECK THE TIPM FOR CODES
Ignition on, engine not running.
With the scan tool, read TIPM DTCs.
Are there any TIPM DTCs?
Ye s>>
Refer to the Transmission category and perform the appropriate symptom(s).
No>>
Go To 3

Theory of Operation
The Transmission Control Output from the Totally Integrated Power Module(TIPM) supplies power to the TCC,
Overdrive, and Governor Pressure Solenoids when in normal operating mode. The Transmission Control circuit is
constantly monitored by the ECM. If the expected state of the TransmissionControl circuit is different then the
expected state, a corresponding DTC will set and the ECM will de-energize the Transmission Control and place the
transmission in Limp-in.
When Monitored:
Continuously with the ignition on.
Set Condition:
This DTC will set if the ECM monitored voltage of the Transmission Control circuit is different than the
expected voltage for the period 3.0 seconds.
Possible Causes
(T515) TRANSMISSION CONTROL CIRCUIT SHORT TO VOLTAGE
(T515) TRANSMISSION CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
ENGINE CONTROL MODULE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
Diagnostic Test
1.CHECK IF THE DTC IS CURRENT
Ignition on, engine not running.
With the scan tool, read Engine DTCs.
Record the Freeze Frame data for the reported DTC.
With the scan tool, erase DTCs.
Turn the ignition off to the lock position.
Using the Freeze Frame data recorded earlier, try to duplicate the conditions in which the DTC originally set.
NOTE: It may be necessary to road test the vehicle to duplicate the originalset conditions.
With the scan tool, read Engine DTCs.
Did the DTC reset?
Ye s>>
Go To 2
No>>
Go To 5
2.CHECK THE TIPM FOR CODES
Ignition on, engine not running.
With the scan tool, read TIPM DTCs.
Are there any TIPM DTCs?
Ye s>>
Refer to the Transmission category and perform the appropriate symptom(s).
No>>
Go To 3

Theory of Operation
The 3-4 Solenoid is used the engage the gear change form 3rd gear to 4th gear.
The solenoids used in transmission applications are attached to valves which can be classified as normally open or
normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no cur-
rent or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does not
allow hydraulic flow when no current or voltage is applied to the solenoid.These valves perform hydraulic control
functions for the transmission and must therefore be durable and tolerantof dirt particles. For these reasons, the
valves have hardened steel poppets and ball valves. The solenoids operatethe valves directly, which means that
the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures
found in current transmissions. Fastresponse time is also necessary to ensure accurate control.
When Monitored:
Continuously with ignition on.
Set Condition:
This code will set if the voltage detected on the 3-4 Shift Solenoid Controlcircuit at the ECM is different then
the expected voltage. Note: To clear this DTC it is necessary to drive the vehicle at a sustained speed which
would allow the TCC and/or Overdrive Clutch to operate
Possible Causes
TRANSMISSION CONTROL DTC PRESENT
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT OPEN
(T16) TRANSMISSION RELAY OUTPUT CIRCUIT SHORT TO GROUND
(T9) 3-4 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T9) 3-4 SOLENOID CIRCUIT SHORT TO OTHER CIRCUITS
(T9) 3-4 SOLENOID CONTROL CIRCUIT OPEN
3-4 SHIFT SOLENOID
TOTALLY INTEGRATED POWER MODULE (TIPM)
ENGINE CONTROL MODULE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
Diagnostic Test
1.CHECK FOR TRANSMISSION CONTROL RELAY DTCS
Ignition on, engine not running.
With the scan tool, read Engine DTCs.
Are there any Transmission Control Relay DTCs present?
Ye s>>
Refer to the Transmission category, and perform the appropriate symptom(s).
No>>
Go To 2
2.CHECK IF THE DTC IS CURRENT
Ignition on, engine not running.
With the scan tool, read Engine DTCs.
Record the Freeze Frame data for the reported DTC.
With the scan tool, erase DTCs.
Turn the ignition off to the lock position.
Using the Freeze Frame data recorded earlier, try to duplicate the conditions in which the DTC originally set.

Theory of Operation
The 3-4 Solenoid is used the engage the gear change from 3rd gear to 4th gear.
The solenoids used in transmission applications are attached to valves which can be classified as normally open or
normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no cur-
rent or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does not
allow hydraulic flow when no current or voltage is applied to the solenoid.These valves perform hydraulic control
functions for the transmission and must therefore be durable and tolerantof dirt particles. For these reasons, the
valves have hardened steel poppets and ball valves. The solenoids operatethe valves directly, which means that
the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures
found in current transmissions. Fastresponse time is also necessary to ensure accurate control.
When Monitored:
Continuously with ignition on.
Set Condition:
This code will set if the voltage detected on the 3-4 Shift Solenoid Controlcircuit at the ECM is different then
the expected voltage. Note: To clear this DTC it is necessary to drive the vehicle at a sustained speed which
would allow the TCC and/or Overdrive Clutch to operate
Possible Causes
TRANSMISSION CONTROL DTC PRESENT
(T9) 3-4 SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
(T9) 3-4 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
3-4 SOLENOID
ENGINE CONTROL MODULE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
Diagnostic Test
1.CHECK IF ANY TRANSMISSION CONTROL DTCS ARE PRESENT
Ignition on, engine not running.
With the scan tool, read Engine DTCs.
Are there any Transmission Control DTC’s present?
Ye s>>
Refer to the Transmission category, (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 48RE
- DIAGNOSIS AND TESTING) and perform the appropriate symptom(s).
No>>
Go To 2
2.CHECK IF THE DTC IS CURRENT
Ignition on, engine not running.
With the scan tool, read Engine DTCs.
Record the Freeze Frame data for the reported DTC.
With the scan tool, erase DTCs.
Turn the ignition off to the lock position.
Using the Freeze Frame data recorded earlier, try to duplicate the conditions in which the DTC originally set.
NOTE: It may be necessary to road test the vehicle to duplicate the originalset conditions.
With the scan tool, read Engine DTCs.
Did the DTC reset?
Ye s>>
Go To 3
No>>
Go To 7

5. Line pressure should be 54-60 psi (372-414 kPa) with throttle lever forward and gradually increase to 90-96 psi
(621-662 kPa) as lever is moved rearward.
Test Three - Transmission In D Range Third Gear
This test checks pressure regulation and condition of the clutch circuits. Both test gauges are required for this test.
1. Turn OD switch off.
2. Leave vehicle on hoist and leave Oil Pressure Gauge C-3292 in place at accumulator port.
3. Move Oil Pressure Gauge C-3293-SP over to front servo port for this test.
4. Have helper start and run engine at 1600 rpm for this test.
5. Move transmission shift lever two detents rearward from full forward position. This is D range.
6. Read pressures on both gauges as transmission throttle lever is gradually moved from full forward to full rear-
ward position:
Line pressure at accumulator in D range third gear, should be 54-60 psi (372-414 kPa) with throttle lever for-
ward and increase as lever is moved rearward.
Front servo pressure in D range third gear, should be within 3 psi (21 kPa) ofline pressure up to kickdown
point.
Test Four - Transmission In Reverse
This test checks pump output, pressure regulation and the front clutch andrear servo circuits. Use 300 psi Oil
Pressure Gauge C-3293-SP for this test.
1. Leave vehicle on hoist and leave Oil Pressure Gauge C-3292 in place at accumulator port.
2. Move 300 psi Oil Pressure Gauge C-3293-SP back to rear servo port.
3. Have helper start and run engine at 1600 rpm for test.
4. Move transmission shift lever four detents rearward from full forward position. This is Reverse range.
5. Move transmission throttle lever fully forward then fully rearward andnote reading at Gauge C-3293-SP.
6. Pressure should be 145 - 175 psi (1000-1207 kPa) with throttle lever forward and increase to 230 - 280 psi
(1586-1931 kPa) as lever is gradually moved rearward.
Test Five - Governor Pressure
This test checks governor operation by measuring governor pressure response to changes in vehicle speed. It is
usually not necessary to check governor operation unless shift speeds areincorrect or if the transmission will not
downshift. The test should be performed on the road or on a hoist that will allow the rear wheels to rotate freely.
1. Move 100 psi Oil Pressure Gauge C-3292 to governor pressure port.
2. Move transmission shift lever two detents rearward from full forward position. This is D range.
3. Have helper start and run engine at curb idle speed. Then firmly apply service brakes so wheels will not rotate.
4. Note governor pressure:
Governor pressure should be no more than 20.6 kPa (3 psi) at curb idle speed and wheels not rotating.
If pressure exceeds 20.6 kPa (3 psi), a fault exists in governor pressure control system.
5. Release brakes, slowly increase engine speed, and observe speedometerand pressure test gauge (do not
exceed 30 mph on speedometer). Governor pressure should increase in proportion to vehicle speed. Or approx-
imately 6.89 kPa (1 psi) for every 1 mph.
6. Governor pressure rise should be smooth and drop back to no more than 20.6kPa (3 psi), after engine returns
to curb idle and brakes are applied to prevent wheels from rotating.
7. Compare results of pressure test with analysis chart.
Test Six - Transmission In Overdrive Fourth Gear
This test checks line pressure at the overdrive clutch in fourth gear range. Use 300 psi Oil Pressure Gauge
C-3293-SP for this test. The test should be performed on the road or on a chassis dyno.
1. Remove tachometer; it is not needed for this test.
2. Move 300 psi Oil Pressure Gauge to overdrive clutch pressure test port. Then remove other gauge and reinstall
test port plug.

Component Metric Inch
Overdrive piston thrust plate Thrust plate and
spacer are select fit.
Refer to size charts
and selection
procedures in
Overdrive Unit D&A
procedures Intermediateshaft spacer
PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 524-565 kPa (76-82 psi) with
closed throttle and increase to 965 kPa (140 psi) at 1/2
to 3/4 throttle.
Line pressure (at
accumulator)Closed throttle 372-414 kPa (54-60 psi).
Front servo Third or Fourth gear only No more than 21 kPa (3 psi) lower than line pressure.
Rearservo 1range Nomorethan21kPa(3psi)lowerthanlinepressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
andreturnto0-7kPa(0-1.5psi)whenstoppedwith
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
TORQUE SPECIFICATIONS
DESCRIPTION Nꞏm Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 18 13 -
Bolt, torque convertor 47 35 -
Bolt, clevis bracket to
crossmember47 35 -
Bolt, clevis bracket to rear
support68 50 -
Bolt, driveplate to
crankshaft75 55 -
Bolt, Transmission Throttle
Va l v e A c t u a t o r8.5 - 75
Plug, front band reaction 17 13 -
Locknut, front band adj. 34 25 -
Bolt, fluid pan 13.6 - 120
Screws, fluid filter 4 - 35
Bolt, oil pump 20 15 -
Bolt, overrunning clutch
cam17 13 -
Bolt, O/D to trans. 34 25 -
Bolt, O/D piston retainer 17 13 -
Plug, pressure test port 14 10 -
Bolt, reaction shaft support 20 15 -

OPERATION
Compensation is required for performance variations of two of the input devices. Though the slope of the transfer
functions is tightly controlled, offset may vary due to various environmental factors or manufacturing tolerances.
The pressure transducer is affected by barometric pressure as well as temperature. Calibration of the zero pressure
offset is required to compensate for shifting output due to these factors.
Normal calibration will be performed when sump temperature is above 50 degrees F, or in the absence of sump
temperature data, after the first 10 minutes of vehicle operation. Calibration of the pressure transducer offset occurs
each time the output shaft speed falls below 200 RPM. Calibration shall be repeated each 3 seconds the output
shaft speed is below 200 RPM. A 0.5 second pulse of 95% duty cycle is applied to the governor pressure solenoid
valve and the transducer output is read during this pulse. Averaging of thetransducer signal isnecessary to reject
electrical noise.
Under cold conditions (below 50 degrees F sump), the governor pressure solenoid valve response may be too slow
to guarantee 0 psi during the 0.5 second calibration pulse. Calibration pulses are continued during this period, how-
ever the transducer output valves are discarded. Transducer offset must be read at key-on, under conditions which
promote a stable reading. This value is retained and becomes the offset during the
coldperiod of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to normal transmission linepressure. The outlet side of the valve
leads to the valve body governor circuit.
The solenoid valve regulates line pressure to produce governor pressure.Theaveragecurrentsuppliedtothesole-
noid controls governor pressure. One amp current produces zero kPa/psi governor pressure. Zero amps sets the
maximum governor pressure.
The powertrain control module (PCM) turns on the trans control relay whichsupplies electrical power to the solenoid
valve. Operating voltage is 12 volts (DC). The PCM controls the ground sideof the solenoid using the governor
pressure solenoidcontrol circuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary feedback to the PCM. This feedback is needed to adequately
control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the solenoid valve through the governor body. It also channels governor
pressure from the solenoid valve to the governor circuit. It is the solenoid valve that develops the necessary gov-
ernor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conventional governor can delay shifts, resulting in higher than normal shift
speeds and harsh shifts. The electronically controlled low temperature governor pressure curve is higher than nor-
mal to make the transmission shift at normal speeds and sooner. The PCM usesa temperature sensor in the trans-
mission oil sump to determine when low temperature governor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased computing power of the PCM and through access to data on
engine operating conditions provided by the PCM that were not available with the previous stand-alone electronic
module. This facilitated the development of a load adaptive shift strategy - the ability to alter the shift schedule in
response to vehicle load condition. One manifestation of this capabilityis grade
huntingprevention - the ability of
the transmission logic to delay an upshift on a grade if the engine does not have sufficient power to maintain speed
in the higher gear. The 3-2 downshift and the potential for hunting betweengears occurs with a heavily loaded
vehicle or on steep grades. When hunting occurs, it is very objectionable because shifts are frequent and accom-
panied by large changes in noise and acceleration.

RETAINER-OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON
DESCRIPTION
The overrunning clutch consists of an inner race (5),
an outer race (or cam) (1), rollers (2) and springs (3),
and the spring retainer (4). The number of rollers and
springs depends on what transmission and which
overrunning clutch is being dealt with.
OPERATION
Astheinnerraceisrotatedinaclockwisedirection(asviewedfromthefront of the transmission), the race causes
the rollers to roll toward the springs, causing them to compress against their retainer. The compression of the
springs increases the clearance between the rollers and cam. This increased clearance between the rollers and cam
results in a freewheeling condition. When the inner race attempts to rotate counterclockwise, the action causes the
rollers to roll in the same direction as the race, aided by the pushing of thesprings. As the rollers try to move in the
same direction as the inner race, they are wedged between the inner and outer races due to the design of the cam.
In this condition, the clutch is locked and acts as one unit.
DISASSEMBLY
1. Remove the overdrive piston (1).
2. Remove the overdrive piston retainer bolts.
3. Remove overdrive piston retainer (4).
4. Remove case gasket.