2006 DODGE RAM SRT-10 clutch

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)

SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch
Planetary end play 0.150-1.22 mm 0.006-0.048 in.
Input shaft end play 0.86-2.13 mm 0.034-0.084 in.
Clutch pack clearance/Front. 2.5-4.09 mm 0.098-0.161 in.
Clutch pack clearance/Rear. 0.635-0.914 mm 0.025-0.036 in.
Front clutch 5 discs
Rear clutch 4 discs
Overdrive clutch 5(STD Diesel or V-10) OR 6(Diesel HO) discs
Direct clutch 10 discs
Band adjustment from 72 in. lbs.
Front band - Diesel Vehicles Back off 1 3/4 turns
Front band - V-10 vehicles Back off 1 1/2 turns
Rear band Back off 3 turns
Recommended fluid Mopar
AT F + 4
GEAR RATIOS
1ST GEAR 2.45:1
2ND GEAR 1.45:1
3RD GEAR 1.0:1
4TH GEAR 0.69:1
REVERSE 2.20:1
THRUST WASHER/SPACER/SNAP-RING DIMENSIONS
Component Metric Inch
Front clutch thrust washer (reaction shaft support hub) 1.55 mm 0.061 in.
2.15 mm 0.084 in.
2.59 mm 0.102 in.
Rear clutch thrust washer (clutch retainer) 1.55 mm 0.061 in.
Intermediate shaft thrust plate (shaft hub pilot) 1.5-1.6 mm 0.060-0.063in.
Output shaft thrust washer (rear clutch hub) 1.3-1.4 mm 0.052-0.054 in.
1.75-1.8 mm 0.068-0.070 in.
2.1-2.2 mm 0.083-0.085 in.
Rear clutch pack snap-ring 1.5-1.6 mm 0.060-0.062 in.
1.9-1.95 mm 0.074-0.076 in.
Planetary geartrain snap-ring (at front of output shaft) 1.4-1.5 mm 0.055-0.059 in.
1.6-1.7 mm 0.062-0.066 in.

Component Metric Inch
Overdrive piston thrust plate Thrust plate and
spacer are select fit.
Refer to size charts
and selection
procedures in
Overdrive Unit D&A
procedures Intermediateshaft spacer
PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 524-565 kPa (76-82 psi) with
closed throttle and increase to 965 kPa (140 psi) at 1/2
to 3/4 throttle.
Line pressure (at
accumulator)Closed throttle 372-414 kPa (54-60 psi).
Front servo Third or Fourth gear only No more than 21 kPa (3 psi) lower than line pressure.
Rearservo 1range Nomorethan21kPa(3psi)lowerthanlinepressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
andreturnto0-7kPa(0-1.5psi)whenstoppedwith
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
TORQUE SPECIFICATIONS
DESCRIPTION Nꞏm Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 18 13 -
Bolt, torque convertor 47 35 -
Bolt, clevis bracket to
crossmember47 35 -
Bolt, clevis bracket to rear
support68 50 -
Bolt, driveplate to
crankshaft75 55 -
Bolt, Transmission Throttle
Va l v e A c t u a t o r8.5 - 75
Plug, front band reaction 17 13 -
Locknut, front band adj. 34 25 -
Bolt, fluid pan 13.6 - 120
Screws, fluid filter 4 - 35
Bolt, oil pump 20 15 -
Bolt, overrunning clutch
cam17 13 -
Bolt, O/D to trans. 34 25 -
Bolt, O/D piston retainer 17 13 -
Plug, pressure test port 14 10 -
Bolt, reaction shaft support 20 15 -

ACCUMULATOR
DESCRIPTION
The accumulator (1) is a hydraulic device that has the
sole purpose of cushioning the application of a band
or clutch. The accumulator consists of a dual-land pis-
ton (1) and a spring (2) located in a bore in the trans-
mission case.
Diesel version shown.
The 3-4 (1) accumulator is located in a housing (2)
attached to the side of the valve body.

OPERATION
Both the accumulator and the 3-4 accumulator func-
tion the same. Line pressure (1) is directed to the
small end of the piston when the transmission is
placed into a DRIVE position, bottoming it against the
accumulator plate.
Diesel version shown.
When the 1-2 upshift occurs, line pressure (2) is
directed to the large end of the piston and then to the
kickdown servo. As the line pressure reaches the
accumulator, the combination of spring pressure and
line pressure forces the piston away from the accumu-
lator plate. This causes a balanced pressure situation,
which results in a cushioned band application. After
the kickdown servo has become immovable, line pres-
sure will finish pushing the accumulator up into its
bore (1). When the large end of the accumulator pis-
ton is seated in its bore, the band or clutch is fully
applied.
NOTE: The accumulator is shown in the inverted
position for illustrative purposes.
INSPECTION
Inspect the accumulator piston and seal rings. Replace the seal rings if worn or cut. Replace the piston if chipped
or cracked.
Check condition of the accumulator inner and outer springs. Replace the springs if the coils are cracked, distorted
or collapsed.

BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or “front”, band (1) holds the common
sun gear of the planetary gear sets. The front (kick-
down) band is made of steel, and faced on its inner
circumference with a friction-type lining. One end of
the band is anchored to the transmission case, and
the other is acted on with a pushing force by a servo
piston. The front band is a single-wrap design (the
band does not completely encompass/wrap the drum
that it holds).
LOW/REVERSE (REAR) BAND
The low/reverse band, or “rear”, band (4) is similar in
appearance and operation to the front band. The rear
band is slightly different in that it does not use a link
bar, but is acted directly on by the apply lever. This is
referred to as a double-wrap band design (the drum is
completely encompassed/wrapped by the band). The
double-wrap band provides a greater holding power in
comparison to the single-wrap design.
OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of the planetary gear sets by applying and holding the front clutch
retainer, which is splined to the sungear driving shell, and in turn splineddirectlytothesungear.Theapplication
of the band by the servo is typically done by an apply lever and link bar.
LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier stationary by being mounted around and applied to the low/reverse
drum.

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 two primary causes.
1. 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.
2. 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.