2006 DODGE RAM SRT-10 Service Repair Manual

compression ratio low oil pressure wheel torque ad blue spare tire location seats

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Page 3793 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual NEUTRAL POWERFLOW
With the gear selector in the NEUTRAL position, the
power flow of the transmission is essentially the same
as in the park position. The only operational difference
is that the parkin

Page 3794 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual REVERSE POWERFLOW
When the gear selector is moved into the REVERSE position, the front clutch(1, 7) and the rear band (3, 8) are
applied. With the application of the front clutch, engine torque (4, 6)

Page 3795 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual FIRST GEAR POWERFLOW
When the gearshift lever is moved into the DRIVE position the transmissiongoes into first gear. As soon as the
transmission is shifted from PARK or NEUTRAL to DRIVE, the rear clut

Page 3796 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual SECOND GEAR POWERFLOW
In DRIVE-SECOND, the same elements are applied as in MANUAL-SECOND. Therefore, the power flow will be the
same, and both gears will be discussed as one in the same. In DRIVE-SECO

Page 3797 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift point for the 2-3 upshiftinto direct drive. When the shift takes
place, the front band is released, and the front clutch is app

DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift point for the 2-3 upshiftinto direct drive. When the shift takes
place, the front band is released, and the front clutch is applied (1, 9). The rear clutch stays applied (4, 8) as it has
been in all the forward gears. With the front clutch now applied, engine torque is now on the front clutch retainer,
which is locked to the sun gear drivingshell. This means that the sun gear isnow turning in engine rotation (clock-
wise) and at engine speed. The rear clutch is still applied so engine torque(6, 10) is also still on the front annulus
gear. If two members of the same planetary set are driven, direct drive results. Therefore, when two members are
rotating at the same speed and in the same direction, it is the same as being locked up. The rear planetary set is
also locked up, given the sun gear is still the input, and the rear annulus gear must turn with the output shaft (3, 5).
Both gears are turning in the same direction and at the same speed. The frontand rear planet pinions do not turn
at all in direct drive. The only rotation is the input from the engine to the connected parts, which are acting as one
common unit, to the output shaft.
FOURTHGEARPOWERFLOW
Fourth gear overdrive range is electronically controlled and hydraulically activated. Various sensor inputs are sup-
plied to the powertrain control module to operate the overdrive solenoid on the valve body. The solenoid contains a
check ball that opens and closes a vent port in the 3-4 shift valve feed passage. The overdrive solenoid (and check
ball) are not energized in first, second, third, or reverse gear. The vent port remains open, diverting line pressure
from the 2-3 shift valve away from the 3-4 shift valve. The Tow/Haul controlswitch must be in the ON position to
transmit overdrive status to the PCM. A 3-4 upshift occurs only when the overdrive solenoid is energized by the
PCM. The PCM energizes the overdrive solenoid during the 3-4 upshift. Thiscauses the solenoid check ball to close
the vent port allowing line pressure from the 2-3 shift valve to act directly on the 3-4 upshift valve. Line pressure on
the 3-4 shift valve overcomes valve spring pressure moving the valve to theupshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick fill valve, 3-4 accumulator, and ultimately to the overdrive pis-
ton. Line pressure through the timing valve moves the overdrive piston into contact with the overdrive clutch. The
direct clutch is disengaged before the overdrive clutch is engaged. The boost valve provides increased fluid apply
Direct Drive Powerflow
1 - FRONT CLUTCH APPLIED 6 - INPUT SHAFT
2 - OVER-RUNNING CLUTCH FREE-WHEELING 7 - OVER-RUNNING CLUTCH FREE-WHEELING
3 - OUTPUT SHAFT 8 - REAR CLUTCH APPLIED
4 - REAR CLUTCH APPLIED 9 - FRONT CLUTCH APPLIED
5 - OUTPUT SHAFT 10 - INPUT SHAFT

Page 3798 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual pressure to the overdrive clutch during 3-4 upshifts, and when accelerating in fourth gear. The 3-4 accumulator
cushions overdrive clutch engagement to smooth 3-4 upshifts. The accumulator is charged

pressure to the overdrive clutch during 3-4 upshifts, and when accelerating in fourth gear. The 3-4 accumulator
cushions overdrive clutch engagement to smooth 3-4 upshifts. The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
AUTOMATIC TRANSMISSION
Automatic transmission problems can be a result of poor engine performance, incorrect fluid level, incorrect linkage
or cable adjustment, band or hydraulic control pressure adjustments, hydraulic system malfunctions or electrical/
mechanical component malfunctions. Begin diagnosis by checking the easily accessible items such as: fluid level
and condition, linkage adjustments and electrical connections. A road test will determine if further diagnosis is nec-
essary.
PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for
disabled vehicles (will not back up or move forward).
VEHICLE IS DRIVEABLE
1. Check for transmission fault codes using DRBscan tool.
2. Check fluid level and condition.
3. Adjust throttle and gearshift linkage if complaint was based on delayed, erratic, or harsh shifts.
4. Road test and note how transmission upshifts, downshifts, and engages.
5. Perform hydraulic pressure test if shift problems were noted during roadtest.
6. Perform air-pressure test to check clutch-band operation.
VEHICLE IS DISABLED
1. Check fluid level and condition.
2. Check for broken or disconnected gearshift or throttle linkage.
3. Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs.
4. Raise and support vehicle on safety stands, start engine, shift transmission into gear, and note following:
a. If propeller shaft turns but wheels do not, problem is with differentialor axle shafts.
b. If propeller shaft does not turn and transmission is noisy, stop engine.Remove oil pan, and check for debris.
If pan is clear, remove transmission and check for damaged drive plate, converter, oil pump, or input shaft.
c. If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if
problem is hydraulic or mechanical.
ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustmentshave been checked and adjusted if nec-
essary. Verify that diagnostic trouble codes have been resolved.
Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of trans-
mission operation.
Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage.
Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means clutch, band or overrunning clutch problems. If the condition is
advanced, an overhaul will be necessary to restore normal operation.
A slipping clutch or band can often be determined by comparing which internal units are applied in the various gear
ranges. The Clutch and Band Application chart provides a basis for analyzing road test results.
Clutch and Band Application Chart

Page 3799 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual SHIFT
LEVER
POSITIONTRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES
FRONT
CLUTCHFRONT
BANDREAR
CLUTCHREAR
BANDOVER-
RUNNING
CLUTCHOVER-
DRIVE
CLUTCHDIRECT
CLUTCHOVER-
RUNNING
CLUTCH
ReverseXXX
Driv

SHIFT
LEVER
POSITIONTRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES
FRONT
CLUTCHFRONT
BANDREAR
CLUTCHREAR
BANDOVER-
RUNNING
CLUTCHOVER-
DRIVE
CLUTCHDIRECT
CLUTCHOVER-
RUNNING
CLUTCH
ReverseXXX
Drive -
FirstXXXX
Drive -
SecondXX X X
Drive -
ThirdXX XX
Drive -
FourthXX X
Manual
SecondXX X X
Manual
FirstXXX X X
Note that the rear clutch is applied in all forward ranges (D, 2, 1). The transmission overrunning clutch is applied in
first gear (D, 2 and 1 ranges) only. The rear band is applied in 1 and R range only.
Note that the overdrive clutch is applied only in fourth gear and the overdrive direct clutch and overrunning clutch
are applied in all ranges except fourth gear.
For example: If slippage occurs in first gear in D and 2 range but not in 1 range, the transmission overrunning clutch
is faulty. Similarly, if slippage occurs in any two forward gears, the rearclutch is slipping.
Applying the same method of analysis, note that the front and rear clutchesare applied simultaneously only in D
range third and fourth gear. If the transmission slips in third gear, either the front clutch or the rear clutch is slipping.
Ifthetransmissionslipsinfourthgearbutnotinthirdgear,theoverdrive clutch is slipping. By selecting another gear
which does not use these clutches, the slipping unit can be determined. Forexample, if the transmission also slips
in Reverse, the front clutch is slipping. If the transmission does not slipin Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in fourth gear, the overdrive clutch is slipping. Similarly, if the direct
clutch were to fail, the transmission would lose both reverse gear and overrun braking in 2 position (manual second
gear).
If the transmission will not shift to fourth gear, the control switch, overdrive solenoid or related wiring may also be
the problem cause.
This process of elimination can be used to identify a slipping unit and check operation. Proper use of the Clutch and
Band Application Chart is the key.
Although road test analysis will help determine the slipping unit, the actual cause of a malfunction usually cannot be
determined until hydraulic and air pressure tests are performed. Practically any condition can be caused by leaking
hydraulic circuits or sticking valves.
Unless a malfunction is obvious, such as no drive in D range first gear, do not disassemble the transmission. Per-
form the hydraulic and air pressure tests to help determine the probable cause.
HYDRAULIC PRESSURE TEST
Hydraulic test pressures range from a low of one psi (6.895 kPa) governor pressure, to 300 psi (2068 kPa) at the
rear servo pressure port in reverse.
An accurate tachometer and pressure test gauges are required. Oil Pressure Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front servo ports. Oil Pressure Gauge C-3293-SP has a 300 psi
range and is used at the rear servo and overdrive ports where pressures exceed 100 psi.

Page 3800 of 5267

DODGE RAM SRT-10 2006 Service Repair Manual Pressure Test Port Locations
Test ports are located at both sides of the transmis-
sion case.
Line pressure is checked at the accumulator port (3)
on the right side of the case. The front servo pressu

Pressure Test Port Locations
Test ports are located at both sides of the transmis-
sion case.
Line pressure is checked at the accumulator port (3)
on the right side of the case. The front servo pressure
port (4) is at the right side of the case just behind the
filler tube opening.
The rear servo (1) and governor pressure (2) ports are
at the right rear of the transmission case. The over-
drive clutch pressure port (5) is at the left rear of the
case.
Test One - Transmission In Manual Low
This test checks pump output, pressure regulation, and condition of the rear clutch and servo circuit. Both test
gauges are required for this test.
1. Connect tachometer to engine. Position tachometer so it can be observedfrom driver seat if helper will be oper-
ating engine. Raise vehicle on hoist that will allow rear wheels to rotate freely.
2. Connect 100 psi Oil Pressure Gauge C-3292 to accumulator port. Then connect 300 psi Oil Pressure Gauge
C-3293-SP to rear servo port.
3. Disconnect throttle and gearshift cables from levers on transmission valve body manual shaft.
4. Have helper start and run engine at 1000 rpm.
5. Move transmission shift lever fully forward into 1 range.
6. Gradually move transmission throttle lever from full forward to full rearward position and note pressures on both
gauges:
Line pressure at accumulator port should be 54-60 psi (372-414 kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as throttle lever is moved rearward.
Rear servo pressure should be same asline pressure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
This test checks pump output, line pressure and pressure regulation. Use 100 psi Oil Pressure Gauge C-3292 for
this test.
1. Leave vehicle in place on hoist and leave Oil Pressure Gauge C-3292 connected to accumulator port.
2. Have helper start and run engine at 1000 rpm.
3. Move transmission shift lever one detent rearward from full forward position. This is 2 range.
4. Move transmission throttle lever from full forward to full rearward position and read pressure on gauge.

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