2006 DODGE RAM SRT-10 clutch

THIRDGEARPOWERFLOW
In third gear, two input clutches are applied to provide torque input: the underdrive clutch (1) and overdrive clutch
(2). The underdrive clutch rotates the rear sun gear, while the overdrive clutch rotates the front carrier/rear annulus
assembly. The result is two components (rear sun gear and rear annulus gear) rotating at the same speed and in
the same direction. This effectively locks the entire planetary gearset together and is rotated as one unit. The gear
ratio in third is 1:1.
Third Gear Powerflow
1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun)
2 - OVERDRIVE CLUTCH APPLIED (Turns Front Carrier/Rear Annulus)

FOURTHGEARPOWERFLOW
In fourth gear input torque is through the overdrive clutch (1) which drives the front carrier. The 2/4 clutch (2) is
applied to hold the front sun gear. As the overdrive clutch rotates the front carrier, it causes the pinions of the front
carrier to walk around the stationary front sun gear. This causes the frontcarrier pinions to turn the front annulus/
rear carrier assembly which provides output torque. In fourth gear, transmission output speed is more than engine
input speed. This situation is called overdrive and the gear ratio is 0.69:1.
Fourth Gear Powerflow
1 - OVERDRIVE CLUTCH APPLIED (Turns Rear Sun)
2 - 2-4 CLUTCH APPLIED (Holds Front Sun)

REVERSE GEAR POWERFLOW
In reverse, input power is through the reverse clutch (1). When applied, the reverse clutch drives the front sun gear
through the overdrive hub and shaft. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly
stationary. The front carrier is being held by the L/R clutch so the pinionsare forced to rotate the front annulus/rear
carrier assembly in the reverse direction. Output torque is provided, in reverse, with a gear ratio of 2.21:1.
DIAGNOSIS AND TESTING
AUTOMATIC TRANSMISSION
CAUTION: Before attempting any repair on the 42RLE Four Speed Automatic Transmission, always check
for proper shift cable adjustment. Also check for diagnostic trouble codes with the scan tool and the 42RLE
Transmission Diagnostic information.
42RLE automatic transmission malfunctions may be caused by these generalconditions:
Poor engine performance
Improper adjustments
Hydraulic malfunctions
Mechanical malfunctions
Electronic malfunctions
When diagnosing a problem always begin with recording the complaint. The complaint should be defined as specific
as possible. Includethe following checks:
Temperature at occurrence (cold, hot, both)
Reverse Gear Powerflow
1 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus Front Carrier)
2 - REVERSE CLUTCH APPLIED (Turns Front Sun)

Dynamic conditions (acceleration, deceleration, upshift, cornering)
Elements in use when condition occurs (what gear is transmission in duringcondition)
Road and weather conditions
Any other useful diagnostic information.
After noting all conditions, check the easily accessible variables:
Fluid level and condition
Shift cable adjustment
Diagnostic trouble code inspection
Then perform a road test to determine if the problem has been corrected or that more diagnosis is necessary. If the
problem exists after the preliminary tests and corrections are completed, hydraulic pressure checks should be per-
formed.
ROAD TEST
Prior to performing a road test, verify that the fluid level, fluid condition, and linkage adjustment have been
approved.
During the road test, the transmission should be operated in each positionto check for slipping and any variation in
shifting.
If the vehicle operates properly at highway speeds, but has poor acceleration, the converter stator overrunning
clutch may be slipping. If acceleration is normal, but high throttle opening is needed to maintain highway speeds,
the converter stator clutch may have seized. Both of these stator defects require replacement of the torque con-
verter and thorough transmission cleaning.
Slipping clutches can be isolated by comparing the “Elements in Use” chartwith clutch operation encountered on a
road test. This chart identifies which clutches are applied at each position of the selector lever.
A slipping clutch may also set a DTC and can be determined by operating the transmission in all selector positions.
ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER
Shift Lever
PositionINPUT CLUTCHES HOLDING CLUTCHES
Underdrive Overdrive Reverse 2/4 Low/Reverse
P-PARKX
R-REVERSE X X
N - NEUTRALX
OD -
OVERDRIVE
First XX
Second X X
Direct X X
Overdrive X X
D - DRIVE*
First XX
Second X X
Direct X X
L-LOW*
First XX
Second X X
Direct X X
* Vehicle upshift and downshift speeds are increased when in these selector positions.
The process of elimination can be used to detect any unit which slips and to confirm proper operation of good units.
Road test analysis can diagnose slipping units, but the cause of the malfunction cannot be determined. Practically
any condition can be caused by leaking hydraulic circuits or sticking valves.

HYDRAULIC PRESSURE TESTS
Pressure testing is a very important step in the diag-
nostic procedure. These tests usually reveal the cause
of most transmission problems.
Before performing pressure tests, be certain that fluid
level and condition, and shift cable adjustments have
been checked and approved. Fluid must be at operat-
ing temperature (150 to 200 degrees F.).
Install an engine tachometer, raise vehicle on hoist
which allows the wheels to turn, and position tachom-
eter so it can be read.
Using special adapters L-4559, attach 300 psi
gauge(s) C-3293SP to the port(s) required for test
being conducted.
Test port locations are shown in the Pressure Taps
graphic.
TEST ONE - SELECTOR IN MANUAL 1 (1st Gear)
NOTE: This test checks pump output, pressure regulation and condition of the low/reverse clutch hydraulic
circuit and shift schedule.
1. Attach pressure gauge to the low/reverse clutch tap.
2. Move selector lever to the MANUAL 1 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve anindicatedvehiclespeedto20mph.
4. Low/reverse clutch pressure should read 115 to 145 psi.
TEST TWO - SELECTOR IN MANUAL 2 (Second Gear)
NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the underdrive clutch tap.
2. Move selector lever to the MANUAL 2 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 30 mph.
4. In second gear the underdrive clutch pressure should read 110 to 145 psi.
TEST TWO A - SELECTOR IN DRIVE (OD ON - Fourth Gear)
NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the underdrive clutch tap.
2. Move selector lever to the DRIVE position. Verfy that the OD switch is ON.
3. Allow wheels to rotate freely and increase throttle opening to achieve an indicated speed of 40 mph.
4. Underdrive clutch pressure should read below 5 psi. If not, than either the solenoid assembly or controller is at
fault.
Pressure Taps
1 - TORQUE CONVERTER CLUTCH OFF
2 - REVERSE
3 - LOW/REVERSE
4-2/4
5 - UNDERDRIVE
6 - TORQUE CONVERTER CLUTCH ON
7-OVERDRIVE

TEST THREE - SELECTOR IN DRIVE (OD OFF - Third and Second Gear)
NOTE: This test checks the overdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the overdrive clutch tap.
2. Move selector lever to the DRIVE position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 20 mph.
4. Overdrive clutch pressure should read 74 to 95 psi.
5. Move selector lever to the DRIVE position and increase indicated vehicle speed to 30 mph.
6. The vehicle should be in second gearand overdrive clutch pressure shouldbelessthan5psi.
TEST FOUR - SELECTOR IN DRIVE (OD ON - Fourth Gear)
NOTE: This test checks the 2/4 clutch hydraulic circuit.
1. Attach gauge to the 2/4 clutch tap.
2. Move selector lever to the DRIVE position.
3. Allow vehicle front wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph.
Vehicleshouldbeinfourthgear.
4. The 2/4 clutch pressure should read 75 to 95 psi.
TEST FIVE-SELECTOR IN DRIVE (OD ON - Fourth Gear, CC on)
NOTE: These tests check the torque converter clutch hydraulic circuit.
1. Attach gauge to the torque converter clutch off pressure tap.
2. Move selector lever to the DRIVE position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 50 mph.
Vehicle should be in 4th gear, CC on.
CAUTION: Both wheels must turn at the same speed.
4. Torque converter clutch off pressure should be less than 5 psi.
5. Now attach the gauge to the torque converter clutch on pressure tap.
6. Move selector to the OD position.
7. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 50 mph.
8. Verify the torque converter clutch is applied mode using the RPM displayof the scan tool.
9. Torque converter clutch on pressure should be 60-90 psi.
TEST SIX-SELECTOR IN REVERSE
NOTE: This test checks the reverse clutch hydraulic circuit.
1. Attach gauge to the reverse and low/reverse clutch tap.
2. Move selector lever to the REVERSE position.
3. Read reverse clutch pressure with output stationary (foot on brake) andthrottle opened to achieve 1500 rpm.
4. Reverse and low/reverse clutch pressure should read 165 to 235 psi.
TEST RESULT INDICATIONS
1. If proper line pressure is found in any one test, the pump and pressure regulator are working properly.
2. Low pressure in all positions indicates a defective pump, a clogged filter, or a stuck pressure regulator valve.
3. Clutch circuit leaks are indicated if pressures do not fall within the specified pressure range.
4. If the overdrive clutch pressure is greater than 5 psi in Step 6 of Test Three, a worn reaction shaft seal ring or
a defective solenoid assembly is indicated.

5. Iftheunderdriveclutchpressureisgreaterthan5psiinStep4ofTestTwo-A, a defective solenoid/pressure
switch assembly or controller is the cause.
ALL PRESSURE SPECIFICATIONS ARE PSI (on hoist, with wheels free to turn)
Gear Selector Position Actual Gear PRESSURE TAPS
Under-
drive
ClutchOver-
drive
ClutchReverse
ClutchTo r q u e
Converter
Clutch
OffTo r q u e
Converter
Clutch
On2/4
ClutchLow/
Reverse
Clutch
PARK - 0 mph * PARK 0-2 0-5 0-2 60-110 45-100 0-2 115-145
REVERSE - 0 mph * REVERSE 0-2 0-7 165-235 50-100 35-85 0-2 165-235
NEUTRAL - 0 mph * NEUTRAL 0-2 0-5 0-2 60-110 45-100 0-2 115-145
Low - 20 mph # FIRST 110-
1450-5 0-2 60-110 45-100 0-2 115-145
Third-30mph# SECOND 110-
1450-5 0-2 60-110 45-100 115-
1450-2
Third - 45 mph # DIRECT 75-95 75-95 0-2 60-90 45-80 0-2 0-2
OD - 30 mph # OVERDRIVE 0-2 75-95 0-2 60-90 45-80 75-95 0-2
OD - 50 mph # OVERDRIVE WITH
TCC0-2 75-95 0-2 0-5 60-95 75-95 0-2
* Engine Speed at 1500 rpm
# CAUTION: Both wheels must be turning at same speed.
CLUTCH AIR PRESSURE TESTS
Inoperative clutches can be located by substituting air
pressure for fluid pressure. The clutches may be
tested by applying air pressure to their respective pas-
sages after the valve body has been removed. Use
Plate Set 6599-1 (1) and 6599-2 (1) to perform test.
To make air pressure tests, proceed as follows:
NOTE: The compressed air supply must be free of
all dirt and moisture. Use a pressure of 30 psi.
1. Remove oil pan and valve body. (Refer to 21 -
TRANSMISSION/AUTOMATIC - 42RLE/VALVE
BODY - REMOVAL)
2. Apply air pressure to the holes in the plates (1),
one at a time.
3. Listen for the clutch to apply. It will give a slight
thud sound. If a large amount of air is heard escap-
ing, the transmission must be removed from vehi-
cle, disassembled and all seals inspected.
2/4 CLUTCH
Apply air pressure to the feed hole located on the 2/4 clutch retainer (2). Look in the area where the 2/4 piston
contacts the first separator plate and watch carefully for the 2/4 piston tomoverearward.Thepistonshouldreturn
to its original position after the air pressure is removed.
Air Pressure Test Plate
1 - AIR PRESSURE TEST PLATES
2 - 2/4 CLUTCH RETAINER HOLE

OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch apply passage and watch for the push/pull piston to move forward. The
piston should return to its starting position when the air pressure is removed.
REVERSE CLUTCH
Apply air pressure to the reverse clutch apply passage and watch for the push/pull piston to move rearward. The
piston should return to its starting position when the air pressure is removed.
LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole passage. Look in thearea where the low/reverse piston con-
tacts the first separator plate. Watch carefully for the piston to move forward. The piston should return to its original
position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its opera-
tion is checked by function. Use an air nozzle (2) to
apply air pressure is to the low/reverse or the 2/4
clutch opening in Test Plate 6599-1 (2). This locks the
output shaft. Use a piece of rubber hose wrapped
around the input shaft and a pair of clamp-on pliers to
turn the input shaft. Next apply air pressure to the
underdrive clutch. The input shaft should not rotate
with hand torque. Release the air pressure and con-
firm that the input shaft will rotate.
FLUID LEAKAGE
FLUID LEAKAGE - TORQUE CONVERTER HOUSING AREA
When diagnosing converter housing (5) fluid leaks,
three actions must be taken before repair:
1. Verify proper transmission fluid level.
2. Verify that the leak originates from the converter
housing area and is transmission fluid.
3. Determine the true source of the leak.
Fluid leakage at or around the torque converter area
may originate from an engine oil leak (7). The area
should be examined closely. Factory fill fluid is red
and, therefore, can be distinguished from engine oil.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess fluid
spilled during factory fill, or fill after repair. Converter
housing leaks have several potential sources. Through
careful observation, a leak source can be identified
before removing the transmission for repair.
Pump seal (1) leaks tend to move along the drive hub and onto the rear of the converter. Pump o-ring or pump
body leaks follow the same path as a seal leak. Pump attaching bolt (3) leaksare generally deposited on the inside
of the converter housing (5) and not on the converter itself. Pump seal (1) or gasket (4) leaks usually travel down
the inside of the converter housing.