2006 DODGE RAM SRT-10 check oil

NOTE: One of the oil pan bolts (5) has a sealing
patch applied from the factory. Separate this bolt
for reuse.
2. Loosen pan bolts and tap the pan at one corner to
break it loose allowing fluid to drain, then remove
the oil pan.
3. Install a new filter and o-ring on bottom of the valve
body and tighten retaining screws to 5 Nꞏm (45 in.
lbs.).
NOTE: Before installing the oil pan bolt (5) in the
bolt hole located between the torque converter
clutch on and U/D clutch pressure tap circuits, it
will be necessary to replentish the sealing patch
on the bolt using Mopar
Lock & Seal Adhesive.
4. Clean the oil pan and magnet. Reinstall pan using
new Mopar
Silicone Adhesive sealant. Tighten oil
pan bolts to 20 Nꞏm (14.5 ft. lbs.).
5. Pour four quarts of Mopar
AT F + 4 , A u t o m a t i c
Transmission Fluid, through the dipstick opening.
6. Start engine and allow to idle for at least one minute. Then, with parkingand service brakes applied, move selec-
tor lever momentarily to each position, ending in the park or neutral position.
7. Check the transmission fluid level and add an appropriate amount to bring the transmission fluid level to 3mm
(1/8 in.) below the lowest mark on the dipstick.
8. Recheck the fluid level after the transmission has reached normal operating temperature, 82° C (180°F).
9. To prevent dirt from entering transmission, make certain that dipstickis fully seated into the dipstick opening.
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.

SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces
motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long
distance.
A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire,
wrapped around a magnetic core made from steel or iron, and a spring loaded,movable plunger, which performs
the work, or straight line motion.
The solenoids used in transmission applications are
attached to valves which can be classified asnor-
mally openornormally closed.Thenormally open
solenoid valve is defined as a valve which allows
hydraulic flow when no current or voltage is applied to
the solenoid. Thenormally closedsolenoid valve is
defined as a valve which does not allow hydraulic flow
when no current or voltage is applied to the solenoid.
These valves perform hydraulic control functions for
the transmission and must therefore be durable and
tolerant of dirt particles. For these reasons, the valves
have hardened steel poppets and ball valves. The
solenoids operate the valves directly, which means
that the solenoids must have very high outputs to
close the valves against the sizable flow areas and
line pressures found in current transmissions. Fast
response time is also necessary to ensure accurate
control of the transmission.
The strength of the magnetic field is the primary force
that determines the speed of operation in a particular
solenoid design. A stronger magnetic field will cause
the plunger to move at a greater speed than a weaker
one. There are basically two ways to increase the
force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the number
of turns by using thin wire that can completely fill the
available space within the solenoid housing. The
strength of the spring and the length of the plunger
also contribute to the response speed possible by a
particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities include
variable force, pulse-width modulated, constant ON, or
duty cycle. The variable force and pulse-width modu-
lated versions utilize similar methods to control the
current flow through the solenoid to position the sole-
noid plunger at a desired position somewhere
between full ON and full OFF. The constant ON and
duty cycled versions control the voltage across the
1 - MANUAL VALVE
2 - LINE PRESSURE
3 - 2/4 - LOW REVERSE SOLENOID ENERGIZED
4 - UNDERDRIVE SOLENOID DE-ENERGIZED
5 - UNDERDRIVE CLUTCH
1-OVERDRIVECLUTCH
2 - NO VENT
3 - OVERDRIVE SOLENOID ENERGIZED
4 - MANUAL VALVE
5 - LOW REVERSE/CONVERTER CLUTCH SOLENOID DE-
ENERGIZED
6-SOLENOIDSWITCHVALVE
7 - TAPER
8 - VENT TO SUMP
9 - ORIFICE
10 - CHECK BALL

4. Separate the torque converter from the transmission.
INSTALLATION
NOTE: Check converter hub and drive notches for sharp edges, burrs, scratches, or nicks. Polish the hub
and notches with 320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid dam-
aging the pump seal at installation.
1. Lubricate oil pump seal lip with transmission fluid.
2. Place torque converter in position on transmission.
CAUTION: Do not damage oil pump seal or bush-
ing while inserting torqueconverterintothefront
of the transmission.
3. Align torque converter to oil pump seal opening.
4. Insert torque converter hub into oil pump.
5. While pushing torque converter inward, rotate con-
verter until converter is fully seated in the oil pump
gears.
6. Check converter seating with a scale (1) and
straightedge (2). Surface of converter lugs should
be 1/2 in. to rear of straightedge when converter is
fully seated.
7. If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.

THERMAL VALVE
The thermal valve (1) is a bi-metallic shudder valve
that helps control the venting rate of oil pressure in
the underdrive clutch passage during release of the
clutch. When the oil temperature is approximately 20
degrees Fahrenheit or less, the valve is fully open to
assist in venting oil past the U1 orifice (2). At temper-
atures above 20 degrees, the valve starts to close and
becomes fully closed at approximately 140 degrees.
The thermal valve is located in the transfer plate of
the valve body.
REGULATOR VALVE
The regulator valve (9) controls hydraulic pressure in
the transmission. It receives unregulated pressure
from the pump (6), which works against spring tension
(8) to maintain oil at specific pressures. A system of
sleeves and ports allows the regulator valve to work at
one of three predetermined pressure levels. Regulated
oil pressure is also referred to as “line pressure.”
1 - THERMAL VALVE
2 - U1 ORIFICE
3 - NUMBER 2 CHECK BALL
1 - FROM OVERDRIVE CLUTCH CIRCUIT
2 - FROM MANUAL VALVE
3 - HYDRAULIC PRESSURE
4-FILTER
5-PUMPINLET
6 - PUMP OUTLET
7 - OIL PRESSURE REGULATED AT THIS POINT
8 - SPRING TENSION
9 - REGULATOR VALVE
10 - TORQUE CONVERTER CONTROL VALVE

P0218-HIGH TEMPERATURE OPERATION ACTIVATED
For a complete wiring diagramRefer to Section 8W.
Theory of Operation
The DTC is intended as an informational DTC to aid the technician in determining the root cause of a customer
dirveability issue. The DTC is also intended to alert the technician to determine if a cooling system malfunction has
occurred or if an additional transmission air to oil cooler is needed to support the customers driving behavior.
When Monitored:
Whenever the engine is running.
Set Condition:
Immediately after a Overheat shift schedule is activated when the Transmission temperature exceeds 127° C
or 260° F.
Possible Causes
H I G H T E M P E R AT U R E O P E R AT I O N A C T I VAT E D
TORQUE CONVERTER CLUTCH SLIPPING / NOT ACTIVATING
EXCESSIVE TIME IDLING IN GEAR
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
Diagnostic Test
1.HIGH TEMPERATURE OPERATION
This DTC is an informational DTC designed to aid the Technician in diagnosing shift quality complaints.
This DTC indicates that the transmission has been operating in the
Overheatshift schedule which may generate
a customer complaint.
The customer driving patterns may indicate the need for an additional transmission oil cooler.
Verify proper Engine cooling system operation which would affect proper transmission operation.
Verify proper torque converter clutch operation.
With the scan tool, check the DTC EVENT DATA to help identify the conditionsin which the DTC was set.
If there are no possible causes remaining, view repair.
Repair
Repair the cause of transmission overheating. Refer to the Service Information for the proper repair
procedure. Make sure to check for any Service Bulletins pertaining to thisproblem.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)

When Monitored:
Continuously with the ignition on.
Set Condition:
The DTC will set if the controller detects an invalid PRNDL code which lastsfor more than 0.042 seconds.
Possible Causes
SHIFTER OUT OF ADJUSTMENT
TRS SENSE CIRCUIT OPEN
TRS SENSE CIRCUIT SHORT TO GROUND
TRS SENSE CIRCUIT SHORT TO VOLTAGE
METAL DEBRIS IN OIL PAN
TRANSMISSION RANGE SENSOR
POWERTRAIN CONTROL MODULE
Always perform the 45RFE/545RFE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
Theory of Operation
The T1, T2, T3, T41, or T42 (C1 - C5) Sense circuits communicate the shift lever position to the Transmission
Control System. Each circuit is terminated at the transmission by a switch(TRS). Each switch can be either open
or closed, depending on the shift lever position. The PCM can decode this information and determine the shift lever
position.
Each shift lever position has it own unique combination of closed and open switches. This is called a PRNDL code.
There are 5 switches, therefore: there are many possible combinations of open and closed switches (codes). There
are 12 valid codes: two for neutral, one for each other gear position (5), and five temporary (transition zone) codes.
The remainder of the codes should never occur, these are called invalid codes.
Diagnostic Test
1.CHECK TO SEE IF P0706 DTC IS CURRENT
With the scan tool, perform the Shift Lever Position Test.
Select the test outcome from the following:
Test passes:
Go To 6
Test fails with Error Code:
Go To 2
Test fails without Error Code:
Perform the Gearshift Adjustment Procedure per the Service Information.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
2.CHECK THE TRANSMISSION SOLENOID/TRS ASSEMBLY
Turn the ignition off to the lock position.
Remove the Ignition Switch Feed fuse from the TIPM.
CAUTION: Removal of the Ignition Switch Feed fuse from the TIPM will prevent the vehicle from being
startedingear.
WARNING: The Ignition Switch Feed fuse must be removed from the TIPM. Failure to do so can result in
personal injury or death.
Install Transmission Simulator, Miller tool #8333.
Ignition on, engine not running.
With the scan tool, perform the Shift Lever Position Test.

When the scan tool instructs you to put the Gear Selector in a particular position, you must do so using the selector
switch on the Transmission Simulator.
The LED for the gear position in question must be illuminated on the Transmission Simulator prior to pressing
ENTERon the scan tool.
NOTE: When the scan tool requests the O/D off button be depressed, you must use the O/D OFF button in
the vehicle or you will fail the Shift Lever Position Test with an error code11 or OD-TOW/HALL STUCK
OPEN.
NOTE: If the Shift Lever Position test fails, make sure to note the identification of the TRS Sense circuit for
future reference.
Did the Shift Lever Position test pass?
Ye s>>
Remove the Oil Pan and Main Valve Body Assembly per the Service Information. Check for metal debris
on top of the Solenoid/TRS Assembly and the manual valve code plate. If debris is present, determine
the cause of the debris and repair the transmission as necessary. If no problems are found, replace the
Transmission Solenoid/TRS Assembly per the Service Information.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
No>>
Go To 3
3.TRS SENSE CIRCUIT OPEN
Turn the ignition off to the lock position.
Disconnect the Transmission Simulator, Miller tool #8333.
Disconnect the PCM harness connectors and install Miller tool #8815.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage
the PCM terminals resulting in poor terminal to pin connection. Install Miller tool #8815 to perform diagno-
sis.
Measure the resistance of the identified (T1, T2, T3, T41, or T42) TRS Sensecircuit, from the Transmission Sole-
noid/TRS Assembly harness connector to the appropriate terminal of Miller tool #8815.
Is the resistance above 5.0 ohms?
Ye s>>
Repair the identified (T1, T2, T3, T41, or T42) TRS Sense circuit for an open.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1.
No>>
Go To 4
4.TRS SENSE CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the identified (T1, T2, T3, T41,or T42) TRS Sense circuit.
Is the resistance below 5.0 ohms?
Ye s>>
Repair the identified (T1, T2, T3, T41,orT42)TRSSensecircuitforashortto ground.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
No>>
Go To 5

P0731-GEAR RATIO ERROR IN 1ST
For a complete wiring diagramRefer to Section 8W
When Monitored:
Continuously with the ignition on, engine running, with the transmissionin gear.
Set Condition:
If the ratio of the Input RPM to the Output RPM does not match the current gearratio. This DTC can take up
to five minutes of problem identification before illuminating the MIL
Possible Causes
CUT UD PISTON SEAL
LOW FLUID LEVEL
CRACKED OR MIS-INSTALLED PRIMARY OIL FILTER OR SEAL
STUCK OR STICKING MAIN REGULATOR VALVE
FAILED OVERRUNNING CLUTCH
CUT UD ACCUMULATOR SEAL RING
BROKEN UD ACCUMULATOR PISTON
BROKEN REACTION SHAFT SUPPORT SEAL RING
LOW LINE PRESSURE
BROKEN / MISSING MAIN VALVE BODY BLEED ORIFICE
BROKEN / MISSING DRIBBLER ORIFICE ASSEMBLY IN REACTION SHAFT SUPPORT
POOR MACHINING ON PUMP VALVE BODY FACE
INPUT SPEED SENSOR AND RELATED WIRING
TRANSMISSION SOLENOID/TRS ASSEMBLY
POWERTRAIN CONTROL MODULE
Always perform the 45RFE/545RFE Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
Theory of Operation
The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM.
These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through
the following checks:
1) Once in a particular gear, if the gear ratio varies from the correct gear ratio, the corresponding in-gear trouble
code is set (DTCs P0731–36).
2) An excessive change in input or output speeds indicating signal intermittent may result in the DTCs P0715 and/or
P0720 being set.
3) If the common speed sensor ground circuit is lost, both sensor inputs will read the pulses from the input speed
sensor when at a stop in neutral. Since the input speed sensor reads 60 teethfrom the input clutch hub and the
output speed sensor reads 30 teeth from the park gear, the result is an apparent speed ratio of 1:2 and may cause
the DTC P1794 to set.