2006 DODGE RAM SRT-10 wheel torque

TEST THREE - SELECTOR IN DRIVE (OD OFF - Third and Second Gear)
NOTE: This test checks the overdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the overdrive clutch tap.
2. Move selector lever to the DRIVE position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 20 mph.
4. Overdrive clutch pressure should read 74 to 95 psi.
5. Move selector lever to the DRIVE position and increase indicated vehicle speed to 30 mph.
6. The vehicle should be in second gearand overdrive clutch pressure shouldbelessthan5psi.
TEST FOUR - SELECTOR IN DRIVE (OD ON - Fourth Gear)
NOTE: This test checks the 2/4 clutch hydraulic circuit.
1. Attach gauge to the 2/4 clutch tap.
2. Move selector lever to the DRIVE position.
3. Allow vehicle front wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph.
Vehicleshouldbeinfourthgear.
4. The 2/4 clutch pressure should read 75 to 95 psi.
TEST FIVE-SELECTOR IN DRIVE (OD ON - Fourth Gear, CC on)
NOTE: These tests check the torque converter clutch hydraulic circuit.
1. Attach gauge to the torque converter clutch off pressure tap.
2. Move selector lever to the DRIVE position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 50 mph.
Vehicle should be in 4th gear, CC on.
CAUTION: Both wheels must turn at the same speed.
4. Torque converter clutch off pressure should be less than 5 psi.
5. Now attach the gauge to the torque converter clutch on pressure tap.
6. Move selector to the OD position.
7. Allow vehicle wheels to turn and increase throttle opening to achieve anindicated vehicle speed of 50 mph.
8. Verify the torque converter clutch is applied mode using the RPM displayof the scan tool.
9. Torque converter clutch on pressure should be 60-90 psi.
TEST SIX-SELECTOR IN REVERSE
NOTE: This test checks the reverse clutch hydraulic circuit.
1. Attach gauge to the reverse and low/reverse clutch tap.
2. Move selector lever to the REVERSE position.
3. Read reverse clutch pressure with output stationary (foot on brake) andthrottle opened to achieve 1500 rpm.
4. Reverse and low/reverse clutch pressure should read 165 to 235 psi.
TEST RESULT INDICATIONS
1. If proper line pressure is found in any one test, the pump and pressure regulator are working properly.
2. Low pressure in all positions indicates a defective pump, a clogged filter, or a stuck pressure regulator valve.
3. Clutch circuit leaks are indicated if pressures do not fall within the specified pressure range.
4. If the overdrive clutch pressure is greater than 5 psi in Step 6 of Test Three, a worn reaction shaft seal ring or
a defective solenoid assembly is indicated.

TURBINE
As the fluid that was put into motion bythe impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. Thiscauses both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the stator’s over-running clutch to its shaft. Under stall conditions (the
turbine is stationary), 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 over-running clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a “helping” direction
before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller,
can produce a maximum torque multiplicationofabout2.4:1.Astheturbinebegins 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 con-
dition of operation, the stator begins to free wheel and the converter actsas a fluid coupling.
Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD

TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and tur-
bine are rotating at about the same speed and the
stator is freewheeling, providing no torque multiplica-
tion. By applying the turbine’s piston and friction mate-
rial to the front cover, a total converter engagement
can be obtained. The result of this engagement is a
direct 1:1 mechanical link between the engine and the
transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on over-
drive control switch position. If the overdrive control
switch is in the normal ON position, the clutch will
engage after the shift to fourth gear. If the control
switch is in the OFF position, the clutch will engage
after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
No EMCC
Partial EMCC
Full EMCC
Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application.
Partial EMCC operation is maintaineduntil Full EMCC is called for and actuated. During Partial EMCC some slip
does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the L/R Solenoid duty cycle.
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.
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

36. Using Alignment Plate 8261 (1), Adapter 8266-17
from End-Play Tool Set 8266 (2) and Dial Indica-
tor C-3339 (3), measure and record the output
shaft end-play. The correct output shaft end-play
is 0.22-0.55 mm (0.009-0.021 in.). Adjust as nec-
essary. Install the chosen output shaft selective
thrust plate and re-measure end-play to verify
selection.
37. Apply a bead of RTV silicone and install the
extension/adapter housing onto the transmission
case.
38. Install and torque the bolts to hold the extension/
adapter housing onto the transmission case. The
correct torque is 54 Nꞏm (40 ft.lbs.).
39. Install the number 5 thrust bearing (1) and selec-
tive thrust plate (2) onto the 4C retainer/bulkhead.
Be sure that the outer race of the bearing is
against the thrust plate.
40. Install the input clutch assembly (3) into the trans-
mission case. Make sure that the input clutch
assembly is fully installedbyperformingavisual
inspection through the input speed sensor hole. If
the tone wheel teeth on the input clutch assembly
are centered in the hole, the assembly is fully
installed.
41. Install the number 1 thrust bearing (4) with the
outer race up in the pocket of the input clutch
assembly.
42. Install the oil pump (2) into the transmission case.
43. Install the bolts (1) to hold the oil pump into the
transmission case. Tighten the oil pump bolts to
28 Nꞏm (250 in.lbs.).

TURBINE
As the fluid that was put into motion bythe impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. Thiscauses both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the stator’s over-running clutch to its shaft. Under stall conditions (the
turbine is stationary), 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 over-running clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a “helping” direction
before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller,
can produce a maximum torque multiplicationofabout2.4:1.Astheturbinebegins 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 con-
dition of operation, the stator begins to free wheel and the converter actsas a fluid coupling.
Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD

TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and tur-
bine are rotating at about the same speed and the
stator is freewheeling, providing no torque multiplica-
tion. By applying the turbine’s piston and friction mate-
rial to the front cover, a total converter engagement
can be obtained. The result of this engagement is a
direct 1:1 mechanical link between the engine and the
transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on over-
drive control switch position. If the overdrive control
switch is in the normal ON position, the clutch will
engage after the shift to fourth gear. If the control
switch is in the OFF position, the clutch will engage
after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
No EMCC
Partial EMCC
Full EMCC
Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application.
Partial EMCC operation is maintaineduntil Full EMCC is called for and actuated. During Partial EMCC some slip
does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the L/R Solenoid duty cycle.
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.
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

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-SECOND, the transmission has proceeded
from first gear to its shift point, and is shifting from first gear to second. The second gear shift is obtained by keep-
ing the rear clutch applied ((3, 7) and applying the front (kickdown) band (1, 8). The front band holds the front clutch
retainer that is locked to the sun gear driving shell. With the rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed. Now that the front band is holding the sun gear stationary, the
annulus rotation causes the front planets to rotate in a clockwise direction. The front carrier is then also made to
rotate in a clockwise direction but at a reduced speed. This will transmit the torque to the output shaft (2, 4), which
is directly connected to the front planet carrier. The rear planetary annulus gear will also be turning because it is
directly splined to the output shaft. All power flow has occurred in the front planetary gear set during the drive-
second stage of operation, and now the over-running clutch, in the rear of the transmission, is disengaged and
freewheeling on its hub.
Second Gear Powerflow
1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT
2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED
3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED
4 - OUTPUT SHAFT 9 - INPUT SHAFT
5 - OVER-RUNNING CLUTCH FREE-WHEELING

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