2006 DODGE RAM SRT-10 weight

ALTERNATIVE METHOD
1. With the weight of the crankshaft being supported
by a jack under the counterweight adjacent to the
bearing being checked.
2. Place a piece of Plastigage across the entire width
of the bearing shell in the cap approximately 6.35
mm (1/4 inch) off center and away from the oil
holes. (In addition, suspect areas can be checked
by placing the Plastigage in the suspect area).
Torque the bearing cap bolts of the bearing being
checked to the proper specifications.
3. Remove the bearing cap and compare the width of
the flattened Plastigage with the metric scale pro-
vided on the package. Locate the band closest to the same width. This band shows the amount of clearance in
thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper present.
Record all readings taken. Refer to Engine Specifications.Plastigage generally is accompanied by two
scales. One scale is in inches, the other is a metric scale.
4. Plastigage is available in a variety of clearance ranges. The 0.025-0.076 mm (.001-.003 inch) is usually the most
appropriate for checking engine bearing proper specifications.

6. Tighten the main cap bolts following the illustrated tightening sequence:
Step 1Tighten main bearing cap bolts 1-12 inthe illustrated sequence to 20 Nꞏm (15 ft. lbs.). This will seat the
bearing caps onto the engine block.
Step 2To ensure correct thrust bearing alignment the following procedure must be follwed:
a. Move crankshaft all the way to the rear of its travel.
b. Then, move crankshaft all the way to the front of its travel.
c. Wedge an appropriate tool between the rear of the cylinder block and rearcrankshaft counterweight.
This will hold the crankshaft in it’s most forward position.
Step A1–tighten the A1 bolts to 61 Nꞏm (45 ft. lbs.) in the illustrated sequence.
Step A2–tighten the A2 bolts to 115 Nꞏm (85 ft. lbs.) in the illustrated sequence.
Step A3–tighten the A3 Bolts to 54 Nꞏm (40 ft. lbs.) in the illustrated sequence.
7. Remove the holding tool.
8. Install new connecting rod bearings.
9. Install rod caps. InstallNEWconnecting rod bolts. Bolt threads should be oiled with engine oil. Torqueconnecting
rod bolts to 68 Nꞏm (50 ft. lbs.).

TIE ROD END
DIAGNOSIS AND TESTING
OUTERTIERODEND
NOTE: If the outer tie rod end is equipped with a lubrication fitting, grease the joint then road test the vehi-
cle before performing test.
1. Raise the front of the vehicle. Place safety floor stands under both lower control arms as far outboard as pos-
sible. Lower the vehicle to allow the stands to support some or all of the vehicle weight.
2. Remove the front tires.
3. Mount a dial indicator solidly to the vehicle steering knuckle and then zero the dial indicator.
4. Position indicator plunger on the topside of the outer tie rod end.
NOTE: The dial indicator plunger must be perpendicular to the machined surface of the outer tie rod end.
5. Position a pry bar in order to pry downwards on the outer tie rod end.
6. If the travel exceeds 0.5 mm (0.020 in.), replace the outer tie rod end (Refer to 19 - STEERING/LINKAGE/TIE
ROD END - REMOVAL).
7. If the outer tie rod end is within specs reinstall the front tires (Refer to 22 - TIRES/WHEELS/WHEELS - STAN-
DARD PROCEDURE).
REMOVAL - OUTER TIE ROD END
NOTE: Do not twist the boot anytime during
removal or installation.
1. Loosen the jam nut (3).
2. Remove the outer tie rod end nut from the ball
stud.
3. Separate the tie rod ball stud (1) from the knuckle
with Remover 9360 (2).
4. Unthread the outer tie rod end (1) from the inner tie
rod.

UNIT-OVERDRIVE
REMOVAL
1. Shift transmission into PARK.
2. Raise vehicle.
3. Remove transfer case, if equipped.
4. Mark propeller shaft universal joint(s) and axle pinion yoke, or the companion flange and flange yoke, for align-
ment reference at installation, if necessary.
5. Disconnect and remove the rear propeller shaft, if necessary. (Refer to3 - DIFFERENTIAL & DRIVELINE/PRO-
PELLER SHAFT/PROPELLER SHAFT - REMOVAL)
6. Remove transmission oil pan, remove gasket, drain oil and reinstall pan.
7. If overdrive unit had malfunctioned, or if fluid is contaminated, remove entire transmission. If diagnosis indicated
overdrive problems only, remove just the overdrive unit.
8. Support transmission with transmission jack.
9. Remove bolts (2) attaching overdrive unit (1) to
transmission.
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to
prevent damaging the intermediate shaft. Do not
allow the shaft to support the entire weight of the
overdrive unit.
10. Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.
11. If overdrive unit does not require service, immedi-
ately insert Alignment Tool 6227-2 in splines of
planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalign-
ment occurs, overdrive unit will have to be disas-
sembled in order to realign splines.
12. Remove and retain overdrive piston thrust bearing. Bearing may remainon piston or in clutch hub during
removal.
13. Position drain pan on workbench.
14. Place overdrive unit over drain pan. Tilt unit to drain residual fluid from case.
15. Examine fluid for clutch material or metal fragments. If fluid contains these items, overhaul will be necessary.
16. If overdrive unit does not require any service, leave alignment tool inposition. Tool will prevent accidental mis-
alignment of planetary gear and overrunning clutch splines.

3. Break down the tire and remount it 180 degrees
on the rim (1)(2).
4. Measure the total indicator runout again. Mark the
tire to indicate the high spot.
5. If runout is still excessive, the following procedures
must be done.
If the high spot is within 101.6 mm (4.0 in.) of the
first spot and is still excessive, replace the tire.
If the high spot is within 101.6 mm (4.0 in.) of the
first spot on the wheel, the wheel may be out of
specifications. Refer to Wheel and Tire Runout.
IfthehighspotisNOTwithin101.6mm(4.0in.)
of either high spot, draw an arrow on the tread
from second high spot (1) to first (2). Break down
the tire and remount it 90 degrees on rim in that
direction. This procedure will normally reduce the
runout to an acceptable amount, if not replace
the rim.
TIRE AND WHEEL BALANCE
It is recommended that a two plane service dynamic balancer be used when a tire and wheel assembly require
balancing. Refer to balancer operation instructions for proper cone mounting procedures. Typically use front cone
mounting method for steel wheels. For aluminum wheel use back cone mounting method without cone spring.
NOTE: Static should be used only when a two plane balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels require coated balance weights and special alignment
equipment.
Wheel balancing can be accomplished with either on or off vehicle equipment. When using on-vehicle balancing
equipment, remove the opposite wheel/tire. Off-vehicle balancing is recommended.

For static balancing, find the location of the heavy
spot (1) causing the imbalance (5). Counter balance
wheel directly opposite the heavy spot. Determine
weight required to counter balance the area of imbal-
ance (4). Place half of this weight on theinnerrim
flange (3) and the other half on theouterrim flange
(3).
For dynamic balancing (3), the balancing equipment is
designed to locate the amount of weight to be applied
to both the inner and outer rim flange (2).
TIRE ROTATION
Tires on the front and rear axles operate at different loads and perform different steering, driving, and braking func-
tions. For these reasons, the tires wear at unequal rates. They may also develop irregular wear patterns. These
effects can be reduced by rotating the tires according to the maintenance schedule in the Owners Manual. This will
improve tread life, traction and maintain a smooth quiet ride.
The recommended method of tire rotation for single
rear wheel is. Other methods can be used, but may
not provide the same tire longevity benefits.

WHEELS
DESCRIPTION
DESCRIPTION
Original equipment wheels are designed for the specified Maximum VehicleCapacity.
All models use steel or aluminum drop center wheels.
Aluminum wheels require special balance weights and alignment equipment.
1. On vehicles equipped with dual rear wheels, The
rim is an eight stud hole pattern wheel. The wheels
have a flat mounting surface (1).
2. Theslots(1)inthewheelmustbealignedtopro-
vide access to the valve stem.

PLUMBING
DESCRIPTION
The A/C refrigerant lines and hoses are used to carry the refrigerant between the various A/C system components.
The refrigerant lines and hoses for the R-134a system on this vehicle consist of a barrier-hose design with a nylon
tube sandwiched between rubber layers. The nylon tube helps to contain theR-134a refrigerant, which has a
smaller molecular structure than R-12 refrigerant. The ends of the refrigerant lines are made from lightweight alu-
minum or steel, and commonly use braze-less fittings.
Any kinks or sharp bends in the refrigerant lines and hoses will reduce the capacity of the entire A/C system and
can reduce the flow of refrigerant in the system. The radius of all bends in the flexible hose refrigerant lines should
be at least ten times the diameter of the hose and the refrigerant lines should be routed so they are at least 80
millimeters (3 inches) away from the exhaust manifold(s) and exhaust pipe(s).
OPERATION
High pressures are produced in the refrigerant system when the A/C compressor is operating. Extreme care must
be exercised to make sure that each of the refrigerant system connections is pressure-tight and leak free. It is a
good practice to inspect all flexible hose refrigerant lines at least oncea year to make sure they are in good con-
dition and properly routed.
The refrigerant lines and hoses are coupled to other A/C system componentswith block-type fittings. An O-ring seal,
or a flat steel gasket with an integral O-ring (dual plane seal), is used to mate the refrigerant line fittings with A/C
system components to ensure the integrity of the refrigerant system.
The refrigerant lines and hoses cannot be repaired and, if faulty or damaged, they must be replaced.
WARNING
WARNING: The A/C system contains refrigerant under high pressure. Repairs should only be performed by
qualified service personnel. Severe personal injury or death may result from improper service procedures.
WARNING: Avoid breathing the refrigerant and refrigerant oil vapor or mist. Exposure may irritate the eyes,
nose, and/or throat. Wear eye protection when servicing the A/C refrigerant system. Serious eye injury can
result from direct contact with the refrigerant. If eye contact occurs, seek medical attention immediately.
WARNING: Do not expose the refrigerant to open flame. Poisonous gas is createdwhenrefrigerantis
burned. An electronic leak detector is recommended. Severe personal injury or death may result from
improper service procedures.
WARNING: If accidental system discharge occurs, ventilate the work area before resuming service. Large
amounts of refrigerant released in a closed work area will displace the oxygen and cause suffocation and
death.
WARNING: The evaporation rate of R-134a refrigerant at average temperature and altitude is extremely high.
As a result, anything that comes in contact with the refrigerant will freeze. Always protect the skin or del-
icate objects from direct contact with the refrigerant.
WARNING: The R-134a service equipment or the vehicle refrigerant system should not be pressure tested or
leak tested with compressed air. Some mixtures of air and R-134a have been shown to be combustible at
elevated pressures. These mixtures are potentially dangerous, and may result in fire or explosion causing
property damage, personal injury or death.