2006 DODGE RAM SRT-10 oil temperature

3. Clean the gasket surfaces of the transmission oil
pan (3) and transmission pan rail.
NOTE: The transmission pan oil gasket (2) is reus-
able. Inspect the sealing surfaces of the gasket. If
the sealing ribs on both surfaces appear to be in
good condition, clean the gasket of any foreign
material and reinstall.
4. Position the oil pan gasket (2) onto the oil pan (3).
5. Position the oil pan and gasket onto the transmis-
sion and install several bolts to hold the pan and
gasket to the transmission.
6. Install the remainder of the oil pan bolts. Tighten
the bolts to 13.6 Nꞏm (125 in.lbs.).
7. Lower vehicle and fill transmission. (Refer to 21 -
TRANSMISSION/AUTOMATIC/FLUID - STANDARD PROCEDURE)
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.

CONVERTER-TORQUE
DESCRIPTION
The torque converter is a hydraulic device that cou-
ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (4), an overrunning clutch,
an impeller (2), and an electronically applied converter
clutch (6). The converterclutch provides reduced
engine speed and greater fuel economy when
engaged. Clutch engagement also provides reduced
transmission fluid temperatures. The torque converter
hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced
if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid.

STATOR
Torque multiplication is achieved by locking the sta-
tor’s over-running clutch to its shaft. Under stall condi-
tions the turbine is stationary and the oil leaving the
turbine blades strikes the face of the stator blades and
tries to rotate them in a counterclockwise direction.
When this happens the overrunning clutch of the sta-
tor locks and holds the stator from rotating. With the
stator locked, the oil strikes the stator blades (1) and
is redirected into a “helping” direction before it enters
the impeller. This circulation of oil from impeller to tur-
bine, turbine to stator, and stator to impeller, can pro-
duce a maximum torque multiplication of about 1.75:1.
As the turbine begins to match the speed of the impel-
ler, the fluid that was hitting the stator in such as way
as to cause it to lock-up is no longer doing so. In this
condition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically applied or released when fluid is feed or vented from the hydraulic circuit
by the torque converter control (TCC) solenoid on the valve body. The torque converter clutch is controlled by the
Powertrain Control Module (PCM). The torque converter clutch engages in FOURTH gear, and in THIRD gear under
various conditions, such as when the O/D switch is OFF, or when the vehicle is cruising on a level surface after the
vehicle has warmed up. The torque converter clutch can also be engaged in the MANUAL SECOND gear position
if high transmission temperatures are sensed by the PCM. The torque converter clutch may disengage momentarily
when an increase in engine load is sensed by the PCM, such as when the vehiclebegins to go uphill or the throttle
pressure is increased.
REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 45RFE/
545RFE - REMOVAL)
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creatingan unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pumpseal.
4. Separate the torque converter from the transmission.
Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2-FRONTOFENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES

Manual lever detent ball.
Throttle lever.
Fluid filter.
Pressure adjusting screw bracket.
Governor pressure solenoid.
Governor pressure sensor (includes transmission temperature thermistor).
Converter clutch/overdrive solenoid assembly and harness.
Governor housing gasket.
Solenoid case connector O-rings.
1. Shift transmission into NEUTRAL.
2. Raise vehicle.
3. Remove gearshift and throttle levers from shaft of
valve body manual lever.
4. Disconnect wires at solenoid case connector (1).
5. Remove the transmission range sensor (2) (Refer
to 21 - TRANSMISSION/AUTOMATIC/TRANSMIS-
SION RANGE SENSOR - REMOVAL).
6. Position drain pan under transmission oil pan.
7. Remove transmission oil pan and gasket.
8. Remove fluid filter from valve body.
9. Remove bolts attaching valve body to transmission
case.
10. Lower valve body enough to remove accumulator
piston and springs.
11. Work manual lever shaft and electrical connector
out of transmission case.
12. Lower valve body (1), rotate valve body away
from case, pull park rod (3) out of sprag, and
remove valve body.
DISASSEMBLY
CAUTION: Do not clamp any valve body component in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly and installation.Do not use pliers to remove any of the
valves, plugs or springs and do not force any of the components out or into place. The valves and valve
body housings will be damaged if force is used. Tag or mark the valve body springs for reference as they
are removed. Do not allow them to become intermixed.

ACTUATOR DTC DETECTION TEST — DUAL-ZONE
The Actuator DTC Detection Test:
is actuated with a scan tool.
clears all actuator related DTCs when the test is actuated.
supplements the continuous diagnostics on the actuator drive system.
monitors for shorted actuator circuits allowing service to easily diagnose and troubleshoot up to three simul-
taneous shorts. Shorted actuator circuit faults (XXX Control Circuit High or XXX Control Circuit Low) will only
display after running the Actuator DTC Detection Test.
After repairing each DTC, cycle the ignition switch, and then run the Actuator DTC Detection Test again to ensure
that no new DTCs exist. If multiple DTCs are present, beginning with the passenger blend door, diagnose and repair
all short high faults and then short low faults. When the test returns passed, clear all faults and run the Actuator
Calibration function as a final check of system health.
ACTUATOR DTC DETECTION TEST — SINGLE-ZONE
The Actuator DTC Detection Test:
is actuated with a scan tool.
clears all actuator related DTCs when the test is actuated.
supplements the continuous diagnostics on the actuator drive system.
monitors for shorted actuator circuits allowing service to easily diagnose and troubleshoot up to three simul-
taneous shorts. Shorted actuator circuit faults (XXX Control Circuit High or XXX Control Circuit Low) will only
display after running the Actuator DTC Detection Test.
After repairing each DTC, cycle the ignition switch, and then run the Actuator DTC Detection Test again to ensure
that no new DTCs exist. If multiple DTCs are present, beginning with the common circuit, diagnose and repair all
short high faults and then short low faults. When the test returns passed, clear all faults and run the Actuator Cal-
ibration function as a final check of system health.
A/C PERFORMANCE
The A/C system is designed to provide the passenger compartment with low temperature and low humidity air. The
A/C evaporator, located in the HVAC housing is cooled to temperatures nearthe freezing point. As warm damp air
passes over the fins of the A/C evaporator, the air transfers its heat to therefrigerant in the evaporator coils and the
moisture in the air condenses on the evaporator fins. During periods of high heat and humidity, an A/C system will
be more effective in the Recirculation mode (max-A/C). With the system in the Recirculation mode, only air from the
passenger compartment passes through the A/C evaporator. As the passenger compartment air dehumidifies, the
A/C system performance levels rise.
Humidity has an important bearing on the temperature of the air delivered to the interior of the vehicle. It is impor-
tant to understand the effect that humidity has on the performance of the A/C system. When humidity is high, the
A/C evaporator has to perform a double duty. It must lower the air temperature, and it must lower the temperature
of the moisture in the air that condenses on the evaporator fins. Condensing the moisture in the air transfers heat
energy into the evaporator fins and coils. This reduces the amount of heat the A/C evaporator can absorb from the
air. High humidity greatly reduces the ability of the A/C evaporator to lower the temperature of the air.
However, evaporator capacity used to reduce the amount of moisture in the air is not wasted. Wringing some of the
moisture out of the air entering the vehicle adds to the comfort of the passengers. Although, an owner may expect
too much from their A/C system on humid days. A performance test is the best way to determine whether the sys-
tem is performing up to design standards. This test also provides valuableclues as to the possible cause of trouble
with the A/C system. The ambient air temperature in the location where the vehicle will be tested must be a mini-
mum of 21° C (70° F) for this test.
A/C PERFORMANCE TEST
WARNING: Refer to the applicable warnings and cautions for this system before performing the following
operation (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNINGS) and (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - CAUTIONS). Failure to follow the warnings and cautions could result
in possible personal injury or death.

Condition Possible Causes Correction
2. Faulty fuse.2. Check the fuse in the junction block. Repair the
shorted circuit or component and replace the fuse,
if required.
3. Faulty A/C compressor
clutch field coil.3. See A/C Compressor Clutch Field Coil in this
group. Test the compressor clutch field coil and
replace, if required.
4. Improperly installed or
faulty Evaporator
Temperature Sensor.4. See Evaporator Temperature Sensor in this
group. Correctly install or replace the sensor as
required.
5. Faulty A/C pressure
transducer.5. See A/C pressure transducer in this group. Test
the transducer and replace, if required.
6. Faulty A/C-heater control,
totally integrated power
module (TIPM), gateway
module or PCM/ECM.6. Refer to the appropriate Electrical Diagnostic
Procedures for testing of the A/C-heater control,
TIPM, gateway module or PCM/ECM. Test the
module and replace, if required.
Normal pressures, but A/C
Performance Test air
temperatures at center panel
outlet are too high.1. Excessive refrigerant oil in
system.1. See Refrigerant Oil Level in this group. Recover
the refrigerant from the refrigerant system and
inspect the refrigerant oil content. Restore the
refrigerant oil to the proper level, if required.
2. Blend door inoperative or
sealing improperly.2. See Blend Door in this group. Inspect the blend
door for proper operation and sealing and correct,
if required.
3. Blend door actuator faulty
or inoperative.3. Perform blend door actuator diagnosis, replace
if faulty.
The low side pressure is
normal or slightly low, and
the high side pressure is too
low.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through
the accumulator is restricted.2. See Accumulator in this group. Replace the
restricted accumulator, if required.
3. Refrigerant flow through
the evaporator coil is
restricted.3. See A/C Evaporator in this group. Replace the
restricted evaporator coil, if required.
4. Faulty compressor.4. See A/C Compressor in this group. Replace the
compressor, if required.
The low side pressure is
normal or slightly high, and
the high side pressure is too
high.1. Condenser air flow
restricted.1. Check the A/C condenser for damaged fins,
foreign objects obstructing air flow through the
condenser fins, and missing or improperly
installed air seals. Refer to Cooling for more
information on air seals. Clean, repair, or replace
components as required.
2. Inoperative cooling fan.2. Refer to Cooling for more information. Test the
cooling fan and replace, if required.
3. Refrigerant system
overcharged.3. See Refrigerant System Charge in this group.
Recover the refrigerant from the refrigerant
system. Charge the refrigerant system to the
proper level, if required.
4. Air in the refrigerant
system.4. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.

Improper heater hose routing.
Plugged heater hoses or supply and return ports at the cooling system connections.
Plugged heater core.
If proper coolant flow through the cooling system is verified, and heater outlet air temperature is low, a mechanical
problem may exist.
MECHANICAL PROBLEMS
Possible locations or causes of insufficient heat due to mechanical problems are as follows:
Obstructed cowl air intake.
Obstructed heater system outlets.
Blend-air door(s) or actuator(s) not functioning properly.
Faulty blower motor system
Faulty A/C-heater control
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be adjusted with the temperature control on the A/C-heater control, the
following could require service:
Faulty A/C-heater control.
Faulty blend door actuator(s).
Faulty, obstructed or improperly installed blend-air door.
Faulty related wiring harness or connectors.
Improper engine coolant temperature.
SPECIFICATIONS
A/C SYSTEM
Item Description Notes
A/C Compressor Denso 10S17 (3.7L/4.7L/5.7L/8.3L
engines)ND-8 PAG oil
Visteon HS-18 (5.9L engine) VC-46 PAG oil
Freeze–up Control Evaporator Temperature Sensor A/C evaporator mounted
High psi Control A/C pressure transducer A/C discharge line mounted
Refrigerant Charge Capacity Refer to the A/C Underhood
Specification Label located in the
engine compartment.R134a refrigerant
A/C Clutch Field Coil Draw 3.2 - 3.3 amps @ 12V ± 0.5V @
21° C (70° F)3.7L/4.7L/5.7L/8.3L engines
3.1 - 4 amps @ 12V ± 0.5V @ 21°
C(70°F)5.9L engine
A/C Clutch Air Gap 0.35 - 0.60 mm (0.014 - 0.024 in.) 3.7L/4.7L/5.7L/8.3L engines
0.35 - 0.75 mm (0.014 - 0.030 in.) 5.9L engine
TORQUE

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ACTUATOR-BLEND DOOR
DESCRIPTION ............................... 220
OPERATION ................................. 220
REMOVAL ................................... 221
INSTALLATION .............................. 222
ACTUATOR-MODE DOOR
DESCRIPTION ............................... 225
OPERATION ................................. 225
REMOVAL ................................... 226
INSTALLATION .............................. 227
ACTUATOR-RECIRCULATION DOOR
DESCRIPTION ............................... 229
OPERATION ................................. 229
REMOVAL ................................... 230
INSTALLATION .............................. 230
CLUTCH-A/C COMPRESSOR
DESCRIPTION ............................... 232
OPERATION ................................. 232
DIAGNOSIS AND TESTING
A/C COMPRESSOR CLUTCH COIL.......... 232
STANDARD PROCEDURE
A/C CLUTCH PLATE INSPECTION.......... 233
A/C CLUTCH BREAK-IN.................... 233
REMOVAL
DENSO A/C COMPRESSOR ................ 234
VISTEON A/C COMPRESSOR .............. 235INSTALLATION
DENSO A/C COMPRESSOR................ 238
VISTEON A/C COMPRESSOR.............. 240
CONTROL-A/C HEATER
DESCRIPTION
MANUAL SINGLE ZONE .................... 243
MANUAL DUAL ZONE ...................... 243
REMOVAL ................................... 244
INSTALLATION .............................. 244
RESISTOR-BLOWER MOTOR
DESCRIPTION ............................... 245
OPERATION ................................. 245
DIAGNOSIS AND TESTING
BLOWER MOTOR RESISTOR ............... 245
REMOVAL ................................... 246
INSTALLATION .............................. 247
SENSOR-EVAPORATOR TEMPERATURE
DESCRIPTION ............................... 248
OPERATION ................................. 248
REMOVAL ................................... 249
INSTALLATION .............................. 250
TRANSDUCER-A/C PRESSURE
DESCRIPTION ............................... 251
OPERATION ................................. 251
REMOVAL ................................... 251
INSTALLATION .............................. 252