2006 DODGE RAM SRT-10 transmission oil

8. Remove thrust washer (2) from rear planetary
annulus gear (1).
INSPECTION
Inspect the planetary gear sets and annulus gears. The planetary pinions,shafts, washers, and retaining pins are
serviceable. However, if a pinion carrier is damaged, the entire planetarygearsetmustbereplacedasanassembly.
Replace the annulus gears if the teeth are chipped, broken, or worn, or the gear is cracked. Replace the planetary
thrust plates and the tabbed thrust washers if cracked, scored or worn.
Inspect the machined surfaces of the intermediate shaft. Be sure the oil passages are open and clear. Replace the
shaft if scored, pitted, or damaged.
Inspect the sun gear and driving shell. If either component is worn or damaged, remove the sun gear rear retaining
ring and separate the sun gear and thrust plate from the driving shell. Thenreplace the necessary component.
Replace the sun gear as an assembly if the gear teeth are chipped or worn. Also replace the gear as an assembly
if the bushings are scored or worn. The sun gear bushings are not serviceable. Replace the thrust plate if worn, or
severely scored. Replace the driving shell if distorted, cracked, or damaged in any way.
Replace all snap-rings during geartrain assembly. Reusing snap-rings isnot recommended.
ASSEMBLY
1. Lubricate sun gear (2) and planetary gears with
transmission fluid during assembly. Use petroleum
jelly to lubricate intermediate shaft bushing sur-
faces, thrust washers and thrust plates (3) and to
hold these parts in place during assembly.
2. Install front snap-ring on sun gear (2) and install
gear in driving shell. Then install thrust plate (3)
over sun gear and against rear side of driving shell
(1). Install rear snap-ring (4) to secure sun gear
and thrust plate in driving shell. Note that the large
ID chamfer on the sun gear goes forward.

CONVERTER-TORQUE
DESCRIPTION
The torque converter is a hydraulic device that cou-
ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (4), an overrunning clutch,
an impeller (2), and an electronically applied converter
clutch (6). The converterclutch provides reduced
engine speed and greater fuel economy when
engaged. Clutch engagement also provides reduced
transmission fluid temperatures. The torque converter
hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced
if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid.

IMPELLER
The impeller is an integral part of the converter housing. The impeller consists of curved blades placed radially
along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the
engine, so is the impeller, because they are one and the same and are the driving members of the system.
Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL

STATOR
Torque multiplication is achieved by locking the sta-
tor’s over-running clutch to its shaft. Under stall condi-
tions the turbine is stationary and the oil leaving the
turbine blades strikes the face of the stator blades and
tries to rotate them in a counterclockwise direction.
When this happens the overrunning clutch of the sta-
tor locks and holds the stator from rotating. With the
stator locked, the oil strikes the stator blades (1) and
is redirected into a “helping” direction before it enters
the impeller. This circulation of oil from impeller to tur-
bine, turbine to stator, and stator to impeller, can pro-
duce a maximum torque multiplication of about 1.75:1.
As the turbine begins to match the speed of the impel-
ler, the fluid that was hitting the stator in such as way
as to cause it to lock-up is no longer doing so. In this
condition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically applied or released when fluid is feed or vented from the hydraulic circuit
by the torque converter control (TCC) solenoid on the valve body. The torque converter clutch is controlled by the
Powertrain Control Module (PCM). The torque converter clutch engages in FOURTH gear, and in THIRD gear under
various conditions, such as when the O/D switch is OFF, or when the vehicle is cruising on a level surface after the
vehicle has warmed up. The torque converter clutch can also be engaged in the MANUAL SECOND gear position
if high transmission temperatures are sensed by the PCM. The torque converter clutch may disengage momentarily
when an increase in engine load is sensed by the PCM, such as when the vehiclebegins to go uphill or the throttle
pressure is increased.
REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 45RFE/
545RFE - REMOVAL)
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creatingan unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pumpseal.
4. Separate the torque converter from the transmission.
Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2-FRONTOFENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES

INSTALLATION
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 nec-
essary. The hub must be smooth to avoid damaging
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 19mm (0.75 in.) to the rear of the 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.

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.

Once the TCC control valve has moved to the right, line pressure is directedto the tip of the switch valve, forcing
the valve to the right. The switch valve now vents oil from the front of the piston in the torque converter, and sup-
plies line pressure to the (rear) apply side of the torque converter piston. This pressure differential causes the piston
to apply against the friction material, cutting off any further flow of line pressure oil. After the switch valve is shuttled
right allowing line pressure to engage the TCC, torque converter pressureis directed past the switch valve into the
transmission cooler and lubrication circuits.
CONVERTER CLUTCH LOCK-UP VALVE
The torque converter clutch (TCC) lock-up valve controls the back (ON) side of the torque converter clutch. When
the PCM energizes the TCC solenoid to engage the converter clutch piston, pressure is applied to the TCC lock-up
valve which moves to the right and applies pressure to the torque converterclutch.
CONVERTER CLUTCH LOCK-UP TIMING VALVE
The torque converter clutch (TCC) lock-up timing valve is there to block any 4-3 downshift until the TCC is com-
pletely unlocked and the clutch is disengaged.
SHUTTLE VALVE
The assembly is contained in a bore in the valve body above the shift valves.When the manual valve is positioned
in the Drive range, throttle pressure acts on the throttle plug of the shuttle valve to move it against a spring, increas-
ing the spring force on the shuttle valve. During a part or full throttle 1-2upshift, the throttle plug is bottomed by
throttle pressure, holding the shuttle valve to the right against governor pressure, and opening a by–pass circuit.
The shuttle valve controls the quality of the kickdown shift by restricting the rate of fluid discharge from the front
clutch and servo release circuits. During a 3-2 kickdown, fluid discharges through the shuttle by-pass circuit. When
the shuttle valve closes the by-pass circuit, fluid discharge is restricted and controlled for the application of the front
band. During a 2-3 “lift foot” upshift, the shuttle valve by-passes the restriction to allow full fluid flow through the
by-pass groove for a faster release of the band.
Manual Valve

Manual lever detent ball.
Throttle lever.
Fluid filter.
Pressure adjusting screw bracket.
Governor pressure solenoid.
Governor pressure sensor (includes transmission temperature thermistor).
Converter clutch/overdrive solenoid assembly and harness.
Governor housing gasket.
Solenoid case connector O-rings.
1. Shift transmission into NEUTRAL.
2. Raise vehicle.
3. Remove gearshift and throttle levers from shaft of
valve body manual lever.
4. Disconnect wires at solenoid case connector (1).
5. Remove the transmission range sensor (2) (Refer
to 21 - TRANSMISSION/AUTOMATIC/TRANSMIS-
SION RANGE SENSOR - REMOVAL).
6. Position drain pan under transmission oil pan.
7. Remove transmission oil pan and gasket.
8. Remove fluid filter from valve body.
9. Remove bolts attaching valve body to transmission
case.
10. Lower valve body enough to remove accumulator
piston and springs.
11. Work manual lever shaft and electrical connector
out of transmission case.
12. Lower valve body (1), rotate valve body away
from case, pull park rod (3) out of sprag, and
remove valve body.
DISASSEMBLY
CAUTION: Do not clamp any valve body component in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly and installation.Do not use pliers to remove any of the
valves, plugs or springs and do not force any of the components out or into place. The valves and valve
body housings will be damaged if force is used. Tag or mark the valve body springs for reference as they
are removed. Do not allow them to become intermixed.