2006 DODGE RAM SRT-10 wheel

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.

TRANSFER CASE - NV243 - SERVICE INFORMATION
DESCRIPTION
The NV243 is an electronically controlled part-time transfer case with a low range gear reduction system. The
NV243 has three operating ranges plus a NEUTRAL position. The low range system provides a gear reduction ratio
for increased low speed torque capability.
The geartrain is mounted in two aluminum case halves attached with bolts. The mainshaft front and rear bearings
are mounted in aluminum retainer housings bolted to the case halves.
OPERATING RANGES
Transfer case operating ranges are:
2WD (2-wheel drive).
4HI (4-wheel drive).
4LO (4-wheel drive low range).
NEUTRAL.
The 2WD range is for use on any road surface at any time.
The 4HI and 4LO ranges are for off road use only. They are not for use on hard surface roads. The only exception
being when the road surface is wet or slippery or covered by ice and snow.
The low range reduction gear system is operative in 4LO range only. This range is for extra pulling power in off road
situations. Low range reduction ratio is 2.72:1.
SHIFT MECHANISM
Operating ranges are selected with a dash mounted shift selector switch. The shift selector switch provides a input
to the Transfer Case Control Module (TCCM) to indicate the driver’s desireto change operating ranges. The TCCM
uses this input, along with input from the transfer case mounted mode sensor and information from the vehicle’s
bus, to determine if a shift is permitted. If the TCCM decides the shift is permitted, the TCCM controls the shift
motor, mounted to the exterior of the transfer case, to perform the shift.
IDENTIFICATION
A circular ID tag (1) is attached to the rear case of
each transfer case. The ID tag provides the transfer
case model number, assembly number, serial number,
and low range ratio.
The transfer case serial number also represents the
date of build.
OPERATION
The input gear is splined to the transmission output shaft. The input gear drives the mainshaft through the planetary
assembly and range sleeve. The front output shaft is operated by a drive chain that connects the shaft to a drive
sprocket on the mainshaft. The drive sprocket is engaged/disengaged by themodefork,whichoperatesthemode
sleeve and hub. The sleeve and hub are not equipped with a synchronizer mechanism for shifting.

TRANSFER CASE - NV244 GENII - SERVICE INFORMATION
DESCRIPTION
The NV244 GENII is an electronically controlled full and part-time transfer case with no two wheel drive operation.
A differential in the transfer case is used to control torque transfer to the front and rear axles. A low range gear
reduction system provides increased low speed torque capability for off road operation. The low range provides a
2.72:1 reduction ratio.
The geartrain is mounted in two aluminum case halves attached with bolts. The mainshaft front and rear bearings
are mounted in aluminum retainer housings bolted to the case halves.
OPERATING RANGES
NV244 GENII operating ranges are:
AWD (All-Wheel Drive).
4LOCK (Part-time).
4LO.
NEUTRAL.
The AWD mode can be used at any time and on any road surface.
The 4LOCK (Part-time) and 4LO ranges are for off road use only. The only timetheserangescanbeusediswhen
the road surface is covered with snow, ice, or other loose slippery material.
SHIFT MECHANISM
Operating ranges are selected with a dash mounted shift selector switch. The shift selector switch provides a input
to the Front Control Module (FCM) to indicate the driver’s desire to changeoperating ranges. The FCM uses this
input, along with the input from the transfer case mounted mode sensor and information from the vehicle’s bus, to
determine if a shift is permitted. If the FCM decides the shift is permitted, the FCM controls the shift motor, mounted
to the exterior of the transfer case, to perform the shift.
IDENTIFICATION
A circular ID (1) tag is attached to the rear case of
each transfer case. The ID tag provides the transfer
case model number, assembly number, serial number,
and low range ratio.
The transfer case serial number also represents the
date of build.
OPERATION
The input gear is splined to the transmission output shaft. The input gear drives the mainshaft through the planetary
assembly and range sleeve. The front output shaft is operated by a drive chain that connects the shaft to a drive
sprocket on the mainshaft. The drive sprocket is splined to a differentialassembly. Depending on the position of the
mode fork and sleeve, the front output shaft is driven directly by the mainshaft or through the differential. The mode
fork operates the mode sleeve and hub. The sleeve and hub are not equipped with a synchronizer mechanism for
shifting.

TRANSFER CASE - NV273 - SERVICE INFORMATION
DESCRIPTION
The NV273 is an electronically controlled part-time transfer case with a low range gear reduction system. The
NV273 has three operating ranges plus a NEUTRAL position. The low range system provides a gear reduction ratio
for increased low speed torque capability.
The geartrain is mounted in two aluminum case halves attached with bolts. The mainshaft front and rear bearings
are mounted in aluminum case halves.
OPERATING RANGES
Transfer case operating ranges are:
2WD (2-wheel drive).
4HI (4-wheel drive).
4LO (4-wheel drive low range).
NEUTRAL.
The 2WD range is for use on any road surface at any time.
The 4HI and 4LO ranges are for off road use only. They are not for use on hard surface roads. The only exception
being when the road surface is wet or slippery or covered by ice and snow.
The low range reduction gear system is operative in 4LO range only. This range is for extra pulling power in off road
situations. Low range reduction ratio is 2.72:1.
SHIFT MECHANISM
Operating ranges are selected with a dash mounted shift selector switch. The shift selector switch provides a input
to the Transfer Case Control Module (TCCM) to indicate the driver’s desireto change operating ranges. The TCCM
uses this input, along with input from the transfer case mounted mode sensor and information from the vehicle’s
bus, to determine if a shift is permitted. If the TCCM decides the shift is permitted, the TCCM controls the shift
motor, mounted to the exterior of the transfer case, to perform the shift.
IDENTIFICATION
A circular ID tag (2)is attached to the rear case of
each transfer case. The ID tag provides the transfer
case model number, assembly number, serial number,
and low range ratio.
The transfer case serial number also represents the
date of build.
OPERATION
The input gear is splined to the transmission output shaft. The input gear drives the mainshaft through the planetary
assembly and range sleeve. The front output shaft is operated by a drive chain that connects the shaft to a drive
sprocket on the mainshaft. The drive sprocket is engaged/disengaged by themodefork,whichoperatesthemode
sleeve and hub. The sleeve and hub are not equipped with a synchronizer mechanism for shifting.

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING
TIRE AND WHEEL RUNOUT .................. 2
STANDARD PROCEDURE
MATCH MOUNTING .......................... 4
TIRE AND WHEEL BALANCE ................. 5
TIRE ROTATION ............................. 6
SPECIFICATIONS
TORQUE .................................... 7
TIRES
DESCRIPTION
TIRES ....................................... 8
SPARE / TEMPORARY TIRE .................. 8
RADIAL – PLY TIRES ......................... 8
TIRE PRESSURE FOR HIGH SPEEDS......... 9
REPLACEMENT TIRES ....................... 9
TIRE INFLATION PRESSURES ................ 9
DIAGNOSIS AND TESTING
PRESSURE GAUGES ....................... 10
TIRE NOISE OR VIBRATION ................. 10
TREAD WEAR INDICATORS ................. 10
TIRE WEAR PATTERNS ..................... 11
TIRE/VEHICLE LEAD ........................ 12
STANDARD PROCEDURE
TIRE REPAIR AREA ......................... 13
CLEANING
TIRES ..................................... 13SPECIFICATIONS
TIRE REVOLUTIONS PER MILE .............. 13
WHEELS
DESCRIPTION
DESCRIPTION .............................. 15
WHEEL DESIGN ............................ 16
DIAGNOSIS AND TESTING
WHEEL INSPECTION....................... 16
STANDARD PROCEDURE
WHEEL REPLACEMENT ..................... 16
DUAL REAR WHEEL INSTALLATION .......... 18
STUDS
REMOVAL .................................... 20
INSTALLATION ............................... 20
WHEEL COVER
REMOVAL .................................... 22
INSTALLATION
REAR ...................................... 22
FRONT .................................... 22
SPARE TIRE
DESCRIPTION
SPARE / TEMPORARY TIRE ................. 23
FULL SIZE, SPARE WHEEL WITH
MATCHING TIRE............................ 23

TIRES/WHEELS
DIAGNOSIS AND TESTING
TIRE AND WHEEL RUNOUT
Radial runout is the difference between the high and
low points on the tire or wheel.
Lateral runout is thewobbleof the tire or wheel.

Lateral runout of more than 2.0 mm (.080 inch) measured near the shoulder ofthetiremaycausethevehicleto
shake.
Radial runout of more than 1.5 mm (.060 inch) mea-
sured at the center line of the tread may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate the
wheel and tire assembly on the mounting studs (See
Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
1. Drive vehicle a short distance to eliminate tire flat spotting from a parked position.
2. Check wheel bearings and adjust if adjustable or replace if necessary.
3. Check the wheel mounting surface.
4. Relocate wheel on the mounting, two studs over from the original position.
5. Tighten wheel nuts until all are properly torqued, to eliminate brake distortion.
6. Check radial runout. If still excessive, mark tire sidewall, wheel, andstud at point of maximum runout and pro-
ceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly effective when there is runout in both tire and wheel.
1. Remove tire from wheel and mount wheel on ser-
vice dynamic balance machine.

2. Check the wheel radial runout.
3. Check the wheel lateral runout.
STEEL WHEELS: Radial runout 0.031 in., Lateral
runout 0.031 in. (maximum)
ALUMINUM WHEELS: Radial runout 0.02 in.,
Lateral runout 0.025 in. (maximum)
4. If point of greatest wheel lateral runout is near orig-
inal chalk mark, remount tire 180 degrees.
Recheck runout.
STANDARD PROCEDURE
MATCH MOUNTING
Wheels and tires are match mounted at the factory. This means that the high spot of the tire is matched to the low
spot on the wheel rim. Each are marked with a bright colored temporary labelon the outboard surface for alignment.
The wheel is also marked permanently on the inside of the rim in the tire well. This permanent mark may be a paint
dot or line, a permanent label or a stamped impression such as an X. An optional location mark is a small spherical
indentation on the vertical face of the outboard flange on some non styled base steel wheels. The tire must be
removed to locate the permanent mark on the inside of the wheel.
Before dismounting a tire from its wheel, a reference mark should be placedon the tire at the valve stem location.
This reference will ensure that it is remounted in the original position onthe wheel.
1. Remove the tire and wheel assembly from the
vehicle and mount on a service dynamic balance
machine.
2. Measure the total runout on the center of the tire
tread rib (3) with a dial indicator. Record the indi-
cator reading. Mark the tire to indicate the high
spot (2). Place a mark on the tire at the valve stem
(4) location (1).