2006 DODGE RAM SRT-10 fuel cap

6.LEAK AT GAS CAP
Remove the SMOKE supply tip (black hose) from the service port (if equipped) or to the #8404–ADP adapter.
Install gas cap adapter, Miller Tool #8382 (1/4 turn cap) or #6922 (screw cap) and #8399* (secondary seal depres-
sor) and repeat test 5.
Was a leak found at the gas cap adapter?
Ye s>>
Replace the Fuel Filler tube assembly.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No>>
Replace the gas cap.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
7.LEAK DETECTION PUMP
Apply an external vacuum to the LDP.
Using a scan tool, close the LDP seal to atmosphere.
Inject smoke into the Evap system using the EELD.
Examine the LDP filter port for smoke.
Is smoke visible from the LDP?
Ye s>>
Replace the Leak Detection Pump.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No>>
Go To 8
8.EVAP PURGE SOLENOID OPERATION
To continue testing you will need Miller Tool #8404 Evaporative Emission Leak Detector (EELD).
Connect the red power lead of the EELD to the battery positive terminal and the black ground lead to the battery
negative ternal.
Disconnect the vacuum hoses at the Evap Purge Solenoid.
Connect the SMOKE supply tip (black hose) to the service port (if equipped)or to the #8404-ADP adapter.
Set the smoke/air control switch to SMOKE.
Press the remote smoke/air start button.
NOTE: Below is an optional method of checking the purge valve for leaks if the EELD is unavailable.
Turn the ignition off.
Disconnect the vacuum hoses at the Evap Purge Solenoid.
Using a hand vacuum pump, apply 10 in Hg to the
CANof the EVAP Purge Solenoid.
With the scan tool, actuate the Evap Purge Solenoid.
NOTE: If the Evap Purge Solenoid does not hold a vacuum, it will need to be repalced..
Is smoke visible from the Evap Purge Solenoid?
Ye s>>
Replace the Evap Purge Solenoid.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No>>
Te s t C o m p l e t e .

P0460-FUEL LEVEL SENDING UNIT NO CHANGE OVER MILES
For a complete wiring diagramRefer to Section 8W.
When Monitored:
Engine running and fuel level either below 15% or above 85% of capacity.
Set Condition:
The PCM sees low fuel, less than 15%, for more than 120 miles or fuel level does not change by at least 4%
for more than 250 miles.
Possible Causes
PHYSICALLY DAMAGED/DEFORMED/OBSTRUCTED FUEL TANK
FUEL LEVEL SENSOR
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
1.CHECKING FOR A DAMAGED/DEFORMED/OBSTRUCTED FUEL TANK
Turn the ignition off.
WARNING: WARNING: The fuel system is under a constant pressure, even with the engine off. Before test-
ing or servicing any fuel system hose, fitting or line, the fuel system pressure must be released.
Inspect the outside of the fuel tank for defects.
Remove the fuel tank.
Remove the fuel pump module from the fuel tank.
Inspect the inside of the fuel tank for any obstructions or deformities.
Is the fuel tank free from defects?
Ye s>>
Go To 2
No>>
Repair or replace the fuel tank as necessary.
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.FUEL LEVEL SENSOR
If there are no possible causes remaining, view repair.
Repair
Replace the Fuel Level Sensor.
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)

3.EVAP PURGE SOLENOID VACUUM LINE
Turn the ignition off.
Inspect the Purge Solenoid Vacuum line that runs from the Evap Purge Solenoid to the throttle body or intake man-
ifold.
Is the vacuum line plugged or kinked?
Ye s>>
Repair or replace the vacuum line from the solenoid to the throttle body / intake manifold.
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No>>
Go To 4
NOTE: Reconnect the vacuum line before continuing.
4.CHECKED FOR OTHER BLOCKED HOSES
To continue testing you will need Miller Tool #6872A (Evap System PressurePump) and #8382 (Gas Cap Tester [
]Adapter).
WARNING: The test equipment is designed to be used to pressurize the vehicles Evaporative System only.
Using the equipment in a manner for which it was not designed could be harmful.
WARNING: Keep lit cigarettes, sparks, flames, and other ignition sourcesaway from the test area to prevent
the ignition of explosive gases. Keep the test area well ventilated.
NOTE: The fuel tank should have between 20% and 80% of full to properly test the Evap System.
Attach the power source clip (red) of Miller Tool #6872A to Battery (+) and the ground clip (black) to Battery (-).
Perform the Evaporative System Pressure Pump self test that is specified on the tester cover.
Remove gas cap and install Miller Tool #8382 on the vehicle. Install gas capto Miller Tool #8382. Attach the pres-
sure supply hose from Miller Tool #6872A to the fitting on #8382.
Disconnect the vacuum supply hose at the Leak Detection Pump.
Connect and apply a continuous vacuum supply (i.e. 20”Hg) to the Leak Detection Pump. A vacuum pump such as
an A/C Recovery unit works well.
Ignition on, engine not running.
With the scan tool perform the “Leak Detect Pump Test”. Follow the scan toolinstructions and then press ENTER.
Select#3–HOLDPSI.
On Miller Tool #6872A, set the Pressure/Hold switch to Open and set the Ventswitch to Closed. Turn the pump
timer On and watch the gauge.
When the gauge pressure reaches 14”H2O, turn the Pressure/Hold Valve to Closed.
Turn the pump timer off.
Disconnect the hose at the Evap Canister that goes to the Fuel Tank.
Did the pressure drop when the hose was disconnected?
Ye s>>
Go To 5
No>>
Repair the obstruction in the Evap System between the Evap Canister and thefuel tank.
Perform POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
5.EVAP CANISTER FUNCTION
NOTE: Connect all previously disconnected hoses.
Re-pressurize the Evap System. On Miller Tool #6872A, set the Pressure/Hold switch to Open and set the Vent
switch to Closed.
Turn the pump timer On and watch the gauge.
When the gauge pressure reaches 14” H2O, turn the Pressure/Hold Valve Closed.
Turn the pump timer off.

CONDITION POSSIBLE CAUSES CORRECTION
OIL PUMPING AT RINGS; SPARK
PLUGS FOULING1. Worn or damaged rings. 1. Hone cylinder bores and replace
rings.
2. Carbon in oil ring slots. 2. Replace rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON
RINGS - STANDARD
PROCEDURE).
3. Incorrect ring size installed. 3. Replace rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON
RINGS - STANDARD
PROCEDURE).
4. Worn valve guides. 4. Ream guides and replace valves
(Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE).
5. Leaking valve guide seals. 5. Replace valve guide seals.
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE
The results of a cylinder compressionpressure test can be utilized to diagnose several engine malfunctions.
Ensurethebatteryiscompletelychargedandtheenginestartermotorisingood operating condition. Otherwise the
indicated compression pressures may not be valid for diagnosis purposes.
1. Clean the spark plug recesses with compressed air.
2. Remove the spark plugs.
3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION).
4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUTDOWNRELAY-
REMOVAL).
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDERCOMBUSTION PRESSURE LEAKAGE
The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
Exhaust and intake valve leaks (improper seating).
Leaks between adjacent cylinders or into water jacket.
Any causes for combustion/compression pressure loss.
1. Check the coolant level and fill as required. DO NOT install the radiatorcap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Remove the spark plugs.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. Set piston of
cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle
body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE:At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the
cylinder.

HEAD-CYLINDER-LEFT
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET
A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
Loss of engine power
Engine misfiring
Poor fuel economy
Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
Engine overheating
Loss of coolant
Excessive steam (white smoke) emitting from exhaust
Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is leaking between adjacentcylinders, follow the procedures in Cyl-
inder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head
gasket leaking between adjacent cylinders will result in approximately a50 - 70% reduction in compression pres-
sure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP
REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine andallow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST.EXCESSIVE
PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE
POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the tester’s
pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit C-3685-A or equivalent.
Perform test following the procedures supplied with the tool kit.
REMOVAL
1. Disconnect the negative cable from the battery.
2. Raise the vehicle on a hoist.
3. Disconnect the exhaust pipe at the left side exhaust manifold.
4. Drain the engine coolant (Refer to 7 - COOLING - STANDARD PROCEDURE).
5. Lower the vehicle.
6. Remove the intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).

Ensurethebatteryiscompletelychargedandtheenginestartermotorisingood operating condition. Otherwise the
indicated compression pressures may not be valid for diagnosis purposes.
1. Clean the spark plug recesses with compressed air.
2. Remove the spark plugs.
3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION).
4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUTDOWNRELAY-
REMOVAL).
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDERCOMBUSTION PRESSURE LEAKAGE
The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
Exhaust and intake valve leaks (improper seating).
Leaks between adjacent cylinders or into water jacket.
Any causes for combustion/compression pressure loss.
1. Check the coolant level and fill as required. DO NOT install the radiatorcap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Remove the spark plugs.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. Set piston of
cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle
body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE:At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the
cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
AIR ESCAPES THROUGH
THROTTLE BODYIntake valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH
TAILPIPEExhaust valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH
RADIATORHead gasket leaking or cracked
cylinder head or blockRemove cylinder head and inspect.
Replace defective part
MORE THAN 50% LEAKAGE
FROM ADJACENT CYLINDERSHead gasket leaking or crack in
cylinder head or block between
adjacent cylindersRemove cylinder head and inspect.
Replace gasket, head, or block as
necessary

CONDITION POSSIBLE CAUSE CORRECTION
MORE THAN 25% LEAKAGE AND
AIR ESCAPES THROUGH OIL
FILLER CAP OPENING ONLYStuckorbrokenpistonrings;
cracked piston; worn rings and/or
cylinder wallInspect for broken rings or piston.
Measure ring gap and cylinder
diameter, taper and out-of-round.
Replace defective part as necessary
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the causes of malfunctions notdetected and remedied by routine main-
tenance.
These malfunctions may be classified as either performance (e.g., engineidles rough and stalls) or mechanical
(e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)—MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNO-
SIS AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specificengine malfunctions that can not be iso-
lated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the
following diagnosis:
Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
Cylinder Combustion Pressure LeakageTest (Refer to 9 - ENGINE - DIAGNOSISAND TESTING).
Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND
TESTING).
Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKEMANIFOLD - DIAGNOSIS
AND TESTING).
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consistsof:
Drilling out worn or damaged threads.
Tapping the hole with a special Heli-Coil Tap, or equivalent.
Installing an insert into the tapped hole to bring the hole back to its original thread size.
STANDARD PROCEDURE - FORM-IN-PLACE GASKETS AND SEALERS
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when apply-
ing form-in-place gaskets to assure obtaining the desired results.Do not use form-in-place gasket material
unless specified.Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage
while too much can result in spill-overwhich can break off and obstruct fluid feed lines. A continuous bead of the
proper width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar
Engine RTV
GEN II, Mopar
ATF-RTV, and MoparGasket Maker gasket materials, each have different properties and can not
be used in place of the other.
MOPAR
ENGINE RTV GEN II
Mopar
Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed
black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Moisture in the
air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one year. After
one year this material will not properly cure. Always inspect the package for the expiration date before use.
MOPAR
AT F R T V
Mopar
ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties
to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This material is avail-

CYLINDER HEAD
DESCRIPTION
DESCRIPTION - CYLINDER HEAD
The cylinder heads are made of an aluminum alloy. The cylinder head features two valves per cylinder with pressed
in powdered metal valve guides. The cylinder heads also provide enclosures for the timing chain drain, necessitating
unique left and right cylinder heads.
DESCRIPTION - VALVE GUIDES
The valve guides are made of powered metal and are pressed into the cylinderhead. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.
DIAGNOSIS AND TESTING
CYLINDER HEAD GASKET
A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
Loss of engine power
Engine misfiring
Poor fuel economy
Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
Engine overheating
Loss of coolant
Excessive steam (white smoke) emitting from exhaust
Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is leaking between adjacentcylinders, follow the procedures in Cyl-
inder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING). An engine cylinder head
gasket leaking between adjacent cylinders will result in approximately a50 - 70% reduction in compression pres-
sure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP
REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine andallow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST.EXCESSIVE
PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE
POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).