2006 DODGE RAM SRT-10 check transmission fluid

VALVE-TORQUE CONVERTER DRAINBACK
DESCRIPTION
GAS ENGINES
The drainback valve is located in the transmission cooler outlet (pressure) line.
DIESEL ENGINE
The converter drainback check valve is located in the in the TOC pressure - supply line, between the engine
mounted TOC and the air to oil TOC.
OPERATION
GAS ENGINES
The valve prevents fluid from draining from the converter into the cooler and lines when the vehicle is shut down for
lengthy periods. Production valves have a hose nipple at one end, while theopposite end is threaded for a flare
fitting. All valves have an arrow (or similar mark) to indicate direction of flow through the valve.
DIESEL ENGINE
The valve prevents fluid from draining from the converter into the cooler and lines when the vehicle is shut down for
lengthy periods. Production valves have pipe thread on one end, while the opposite end is threaded for a flare
fitting, and are threaded into the oil cooler mounted on the side of the engine. All valves have an arrow (or similar
mark) to indicate direction of flow through the valve.
STANDARD PROCEDURE
GAS ENGINES
The converter drainback check valve is located in the cooler outlet (pressure) line near the radiator tank. The valve
prevents fluid drainback when the vehicle is parked for lengthy periods. The valve check ball is spring loaded and
has an opening pressure of approximately 2 psi.
The valve is serviced as an assembly; it is not repairable. Do not clean the valve if restricted, or contaminated by
sludge, or debris. If the valve fails, or if a transmission malfunction occurs that generates significant amounts of
sludge and/or clutch particles and metal shavings, the valve must be replaced.
If the valve is restricted, installed backwards, or in the wrong line, it will cause an transmission overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow device. It must be properly orientedintermsofflowdirec-
tion for the cooler to function properly. The valve must be installed in thepressure line. Otherwise flow will
be blocked and would cause an transmission overheating condition and eventual transmission failure.
DIESEL ENGINE
The converter drainback check valve is located in the in the TOC pressure - supply line, between the engine
mounted transmission oil cooler and the air to oil transmission oil cooler. The valve prevents fluid drainback when
the vehicle is parked for lengthy periods. The valve check ball is spring loaded and has an opening pressure of
approximately 2 psi.
The valve is serviced as an assembly; it is not repairable. Do not clean the valve if restricted, or contaminated by
sludge, or debris. If the valve fails, or if a transmission malfunction occurs that generates significant amounts of
sludge and/or clutch particles and metal shavings, the valve must be replaced.
If the valve is restricted, installed backwards, or in the wrong line, it will cause an transmission overheating condition
and possible transmission failure.

BODY-VALVE
DESCRIPTION
The valve body consists of a cast aluminum valve body, a separator plate, and transfer plate. The valve body con-
tains valves and check balls that control fluid delivery to the torque converter clutch, bands, and frictional clutches.
The valve body contains the following components.
By adjusting the spring pressure acting on the regulator valve, transmission line pressure can be adjusted.
Regulator valve (2)
Switch valve (3)
Regulator valve spring (4)
Kickdown valve (5)
Kickdown detent (6)
Throttle valve and spring (7)
Manual valve (8)
1-2 Governor plug (9)
Throttlepressureplug(11)
2-3 Governor plug (12)
Shuttle valve primary spring (13)
Upper Housing Control Valve Locations
1 - UPPER HOUSING 8 - MANUAL VALVE
2 - REGULATOR VALVE 9 - 1-2 GOVERNOR PLUG
3 - SWITCH VALVE 10 - GOVERNOR PLUG COVER
4 - REGULATOR VALVE SPRING 11 - THROTTLE PLUG
5 - KICKDOWN VALVE 12 - 2-3 GOVERNOR PLUG
6 - KICKDOWN DETENT 13 - SHUTTLE VALVE PRIMARY SPRING
7 - THROTTLE VALVE AND SPRING

3-4 ACCUMULATOR
1. Lubricate accumulator piston, seals and housing
piston bore with clean transmission fluid.
2. Install new seal rings (3) on accumulator piston.
3. Install piston (1) and spring (4) in housing.
4. Install end plate on housing (5).
TRANSFER PLATE
1. Install rear clutch (1) and rear servo (2) check balls
in transfer plate (3).
2. Install filter screen (2) in upper housing separator
plate (1).

INSTALLATION
1. Check condition of O-ring seals (1) on valve body
harness connector (2). Replace seals on connector
body if cut or worn.
2. Check condition of manual lever shaft seal (2) in
transmission case. Replace seal if lip is cut or
worn. Install new seal with 15/16 deep well socket
(1).
3. Check condition of seals on accumulator piston. Install new piston seals, if necessary.
4. Place valve body manual lever in low (1 position) so ball on park lock rod will be easier to install in sprag.
5. Lubricate shaft of manual lever with petroleum jelly. This will ease inserting shaft through seal in case.
6. Lubricate seal rings on valve body harness connector with petroleum jelly.
7. Position valve body in case and work end of park lock rod into and through pawl sprag. Turn propeller shaft to
align sprag and park lock teeth if necessary. The rod will click as it enterspawl. Move rod to check engagement.
CAUTION: It is possible for the park rod to displace into a cavity just abovethe pawl sprag during instal-
lation. Make sure the rod is actually engaged in the pawl and has not displaced into this cavity.
8. Install accumulator spring and piston into case. Then swing valve body overpistonandouterspringtoholditin
place.
9. Align accumulator piston and outer spring, manual lever shaft and electrical connector in case.
10. Then seat valve body in case and install one or two bolts to hold valve bodyinplace.
11. Tighten valve body bolts alternately and evenly to 11 Nꞏm (100 in. lbs.)torque.
12. Install new fluid filter on valve body. Tighten filter screws to 4 Nꞏm (35 in. lbs.) torque.
13. Install throttle and gearshift levers on valve body manual lever shaft.
14. Check and adjust front and rear bands if necessary.
15. Install the transmission range sensor (Refer to 21 - TRANSMISSION/AUTOMATIC/TRANSMISSION RANGE
SENSOR - INSTALLATION).
16. Connect solenoid case connector wires.
17. Install oil pan and new gasket. Tighten pan bolts to 13.6 Nꞏm (125 in. lbs.) torque.
18. Lower vehicle and fill transmission with Mopar
ATF +4, Automatic Transmission fluid.

A straight line shift pattern is used with a NEUTRAL detent. Lever range positions are imprinted in the shift knob.
SHIFTING
The transfer case can be shifted between the 2H and 4H operating ranges while the vehicle is in motion. The vehi-
cle must have the transmission placed in NEUTRAL, or the clutch depressed in the case of a manual transmission,
and be moving less than 2-3 MPH when shifting into and out of the 4L operatingrange.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV241 GENII
Before beginning repair on a suspected transfer case malfunction, check all other driveline components beforehand.
The actual cause of a problem may be related to such items as: front hubs, axles, propeller shafts, wheels and tires,
transmission, or clutch instead. If all other driveline components are ingood condition and operating properly, refer
to the Diagnosis Chart for further information.
DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer Case difficult to shift or will
not shift into desired range.1) Vehicle speed too great to permit
shifting.1) Stop vehicle and shift into
desired range. Or, reduce speed to
below 3-4 km/h (2-3 mph) before
attempting the shift.
2) If vehicle was operated for an
extended period in 4H on a dry
paved surface, the driveline torque
load may be causing a bind.2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved
surfaces.
3) Transfer case external shift
linkage binding.3) Lubricate, repair, or replace
linkage bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fillhole
with Mopar
ATF +4, Automatic
Transmission fluid.
5) Internal components binding,
worn, or damaged.5) Disassemble the transfer case
and replace worn or damaged
components as necessary.
Transfer Case noisy in all operating
ranges.1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fillhole
with Mopar
ATF +4, Automatic
Transmission fluid.
Noisy in, or jumps out of, four wheel
drive low range.1) Transfer case not completely
engaged in 4L position.1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.
3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts
worn, or fork is binding on the shift
rail.4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.5) Disassemble unit and repair as
necessary.

A straight line shift pattern is used with a NEUTRAL detent. Lever range positions are imprinted in the shift knob.
SHIFTING
The transfer case can be shifted between the 2H and 4H operating ranges while the vehicle is in motion. The vehi-
cle must have the transmission placed in NEUTRAL, or the clutch depressed in the case of a manual transmission,
and be moving less than 2-3 MPH when shifting into and out of the 4L operatingrange.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV271
Before beginning repair on a suspected transfer case malfunction, check all other driveline components beforehand.
The actual cause of a problem may be related to such items as: front hubs, axles, propeller shafts, wheels and tires,
transmission, or clutch instead. If all other driveline components are ingood condition and operating properly, refer
to the Diagnosis Chart for further information.
DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer Case difficult to shift or will
not shift into desired range.1) Vehicle speed too great to permit
shifting.1) Stop vehicle and shift into
desired range. Or, reduce speed to
below 3-4 km/h (2-3 mph) before
attempting the shift.
2) If vehicle was operated for an
extended period in 4H on a dry
paved surface, the driveline torque
load may be causing a bind.2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved
surfaces.
3) Transfer case external shift
linkage binding.3) Lubricate, repair, or replace
linkage bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fillhole
with Mopar
ATF +4, Automatic
Transmission fluid.
5) Internal components binding,
worn, or damaged.5) Disassemble the transfer case
and replace worn or damaged
components as necessary.
Transfer Case noisy in all operating
ranges.1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fillhole
with Mopar
ATF +4, Automatic
Transmission fluid.
Noisy in, or jumps out of, four wheel
drive low range.1) Transfer case not completely
engaged in 4L position.1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.
3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts
worn, or fork is binding on the shift
rail.4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.5) Disassemble unit and repair as
necessary.