2006 DODGE RAM SRT-10 clutch

Installer, Seal - 8254
Installer, Snap-ring - 8255
Stand, Support - 8257
Adapter, Pressure Tap - 8258-A
Adapter, Line Pressure - 8259
Fixture, Input Clutch Pressure - 8260
Plate, Alignment - 8261
End Play Set - 8266

RETAINER/BULKHEAD-4C
DISASSEMBLY
1. Remove the 2C piston Belleville spring snap-ring (6) from the 4C retainer/bulkhead (13).
2. Remove the 2C piston Belleville spring (5) from the retainer/bulkhead (13).
3. Remove the 2C piston (2) from the retainer/bulkhead (13). Use 20 psi of air pressure to remove the piston if
necessary.
4. Remove the 4C clutch snap-ring (7) from the retainer/bulkhead (13).
5. Remove the 4C clutch pack (3, 4, 8) from the retainer/bulkhead (13).
4C Retainer/Bulkhead Components
1 - SEAL 8 - REACTION PLATE
2-2CPISTON 9-SNAP-RING
3 - PLATE 10 - RETURN SPRING
4 - DISC 11 - SEAL
5 - 2C BELLEVILLE SPRING 12 - 4C PISTON
6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD
7 - SNAP-RING (SELECT)

6. Assemble and install the 4C clutch pack (3, 4) into the retainer/bulkhead (13) with the steel separator plate
against the piston.
7. Install the 4C reaction plate (8) and snap-ring (7) into the retainer/bulkhead (13). The 4C reaction plate is non-
directional.
8. Measure the 4C clutch clearance. The correct clutch clearance is 0.770-1.390 mm (0.030-0.055 in.). The snap-
ring (7) is selectable. Install the chosen snap-ring and re-measure to verify the selection.
9. Install the 2C piston (2) into the retainer/bulkhead (13).
10. Position the 2C Belleville spring (5) onto the 2C piston (2).
11. Position the 2C Belleville spring snap-ring (6) onto the 2C Bellevillespring (5).
12. Using Spring Compressor 8249 (2) and a suitable
shop press (1), compress the Belleville spring
until the snap-ring is engaged with the snap-ring
groove in the retainer/bulkhead.

FLUID AND FILTER
DIAGNOSIS AND TESTING
EFFECTS OF INCORRECT FLUID LEVEL
Alowfluidlevelallowsthepumptotakeinairalongwiththefluid.Airinthe fluid will cause fluid pressures to be
low and develop slower than normal. If the transmission is overfilled, thegears churn the fluid into foam. This aer-
ates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid
overheating, oxidation, and varnish buildup which interferes with valveand clutch operation. Foaming also causes
fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be
mistaken for a leak if inspection is not careful.
CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating which has three primarycauses.
1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal
failure.
2. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a
faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines
caused by debris or kinked lines.
3. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high
load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should
have an auxiliary transmission fluid cooler, a heavy duty cooling system,and the engine/axle ratio combination
needed to handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
adding incorrect fluid
failure to clean dipstick and fill tube when checking level
engine coolant entering the fluid
internal failure that generates debris
overheat that generates sludge (fluid breakdown)
failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. Theusual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should also be replaced whenever a failure generatessludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
FLUID LEVEL CHECK
Low fluid level can cause a variety of conditions because it allows the pumpto take in air along with the fluid. As
in any hydraulic system, air bubbles make the fluid spongy, therefore, pressures will be low and build up slowly.
Improper filling can also raise the fluid level too high. When the transmssion has too much fluid, the geartrain
churns up foam and cause the same conditions which occur with a low fluid level.

In either case, air bubbles can cause overheating and/or fluid oxidation,and varnishing. This can interfere with nor-
mal valve, clutch, and accumulator operation. Foaming can also result in fluid escaping from the transmission vent
where it may be mistaken for a leak.
After the fluid has been checked, seat the dipstick fully to seal out water and dirt.
The transmission has a dipstick to check oil level. It is located on the right side of the engine. Be sure to wipe all
dirt from dipstick handle before removing.
The torque converter fills in both the P(PARK) and N (NEUTRAL) positions. Place the selector lever in P (PARK)
to be sure that the fluid level check is accurate.The engine should be running at idle speed for at least one
minute, with the vehicle on level ground.At normal operating temperature (approximately 82° C. or 180° F), the
fluid level is correct if it is in the HOT region (cross-hatched area) on theoil level indicator. The fluid level will be
approximately at the upper COLD hole of the dipstick at 21° C (70° F) fluid temperature.
NOTE: Engine and Transmission should be at normal operating temperature before performing this proce-
dure.
1. Start engine and apply parking brake.
2. Shift the transmission into DRIVE for approximately 2 seconds.
3. Shift the transmission into REVERSE for approximately 2 seconds.
4. Shift the transmission into PARK.
5. Hook up scan tool andselect transmission.
6. Select sensors.
7. Read the transmission temperature value.
8. Compare the fluid temperature value with the chart.
9. Adjust transmission fluid level shown on the dipstick according to the Transmission Fluid Temperature Chart.
NOTE: After adding any fluid to the transmission, wait a minimum of 2 minutes for the oil to fully drain from
the fill tube into the transmission before rechecking the fluid level.
10. Check transmission for leaks.

FLUID AND FILTER REPLACEMENT
For proper service intervals (Refer to LUBRICATION & MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIP-
TION).
REMOVAL
1. Hoist and support vehicle on safety stands.
2. Place a large diameter shallow drain pan beneath the transmission pan.
3. Remove bolts holding front and sides of pan to transmission.
4. Loosen bolts holding rear of pan to transmission.
5. Slowly separate front of pan away from transmission allowing the fluid to drain into drain pan.
6. Hold up pan and remove remaining bolts holding pan to transmission.
7. While holding pan level, lower pan away from transmission.
8. Pour remaining fluid in pan into drain pan.
9. Remove the screw holding the primary oil filter (1)
to valve body.
10. Separate filter from valve body and oil pump and
pour fluid in filter into drain pan.
11. Inspect the oil filter seal in the bottom of the oil
pump. If the seal is not installed completely in the
oil pump, or is otherwise damaged, then remove
and discard the oil filter seal from the bottom of
the oil pump. If the seal is installed correctly and
is in good condition, it can be reused.
12. If replacing the cooler return filter (2), use Oil Fil-
ter Wrench 8321 to remove the filter from the
transmission.
13. Dispose of used trans fluid and filter(s) properly.
INSPECTION
Inspect bottom of pan and magnet for excessive amounts of metal. A light coating of clutch material on the bottom
of the pan does not indicate a problem unless accompanied by a slipping condition or shift lag. If fluid and pan are
contaminated with excessive amounts of debris, refer to the diagnosis section of this group.
CLEANING
1. Using a suitable solvent, clean pan and magnet.
2. Using a suitable gasket scraper, clean original sealing material from surface of transmission case and the trans-
mission pan.

CLUTCHES-HOLDING
DESCRIPTION
Three hydraulically applied multi-disc clutches are used to hold some planetary geartrain components stationary
while the input clutches drive others. The 2C, 4C, and Low/Reverse clutches are considered holding clutches. The
2C and 4C clutches are located in the 4C retainer/bulkhead (13).
2C and 4C Clutches
1 - SEAL 8 - REACTION PLATE
2-2CPISTON 9-SNAP-RING
3 - PLATE 10 - RETURN SPRING
4 - DISC 11 - SEAL
5 - 2C BELLEVILLE SPRING 12 - 4C PISTON
6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD
7 - SNAP-RING (SELECT)

The Low/Reverse clutch is located at the rear of the transmission case.
OPERATION
2C CLUTCH
The 2C clutch is hydraulically applied in second and fifth gear by pressurized fluid against the 2C piston. When the
2C clutch is applied, the reverse sun gear assembly is held or grounded to the transmission case by holding the
reaction planetary carrier.
4C CLUTCH
The 4C clutch is hydraulically applied in second prime and fourth gear by pressurized fluid against the 4C clutch
piston. When the 4C clutch is applied, the reaction annulus gear is held or grounded to the transmission case.
LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gear, only at low speeds, by pres-
surized fluid against the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the input annulus
assembly is held or grounded to the transmission case.
Low/Reverse Clutch
1 - SNAP-RING (SELECT) 8 - SEAL
2 - REACTION PLATE 9 - BELLEVILLE SPRING
3 - DISC 10 - RETAINER
4 - PLATE 11 - SNAP-RING
5 - L/R CLUTCH RETAINER 12 - OVERRUNNING CLUTCH
6 - SEAL 13 - SNAP-RING
7-PISTON