2006 DODGE RAM SRT-10 Service Repair Manual

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DODGE RAM SRT-10 2006 Service Repair Manual Engine RPM— A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
Adaptive Memory Factor— The PCM utilizes both Short Term Compensation and Long Term Adaptive to

Engine RPM— A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
Adaptive Memory Factor— The PCM utilizes both Short Term Compensation and Long Term Adaptive to
calculate the Adaptive Memory Factor for total fuel correction.
Upstream O2S Volts— A live reading of the Oxygen Sensor to indicate its performance. For example, stuck
lean, stuck rich, etc.
SCW Time in Window (Similar Conditions Window Time in Window)—Atimer used by the PCM that
indicates that, after all Similar Conditions have been met, if there has been enough good engine running time
in the SCW without failure detected. This timer is used to increment a Good Trip.
Fuel System Good Trip Counter—ATripCounterusedtoturnOFFtheMILforFuelSystemDTCs.To
increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive Memory
Factor must be less than calibrated threshold and the Adaptive Memory Factor must stay below that threshold
for a calibrated amount of time.
Test Done This Trip— Indicates that the monitor has already been run and completed during the current trip.
MISFIRE
Same Misfire Warm-Up State— Indicates if the misfire occurred when the engine was warmed up above
160° F (71.1°C).
In Similar Misfire Window— An indicator that ’Absolute MAP When Misfire Occurred’ and ’RPM When Mis-
fire Occurred’ are all in the same range when the failure occurred. Indicated by switching from ’NO’ to ’YES’.
Absolute MAP When Misfire Occurred— The stored MAP reading at the time of failure. Informs the user at
what engine load the failure occurred.
Absolute MAP— A live reading of engine load to aid the user in accessing the Similar Conditions Window.
RPM When Misfire Occurred— The stored RPM reading at the time of failure. Informs the user at what
engine RPM the failure occurred.
Engine RPM— A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
Adaptive Memory Factor— The PCM utilizes both Short Term Compensation and Long Term Adaptive to
calculate the Adaptive Memory Factor for total fuel correction.
200 Rev Counter— Counts 0–100 720 degree cycles.
SCW Cat 200 Rev Counter— Counts when in similar conditions.
SCW FTP 1000 Rev Counter— Counts 0–4 when in similar conditions.
Misfire Good Trip Counter— Counts up to three to turn OFF the MIL.
Misfire Data— Data collected during test.
Test Done This Trip— Indicates YES when the test is done.
NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits, systems and conditions that could have malfunctions causing
driveability problems. The PCM might not store diagnostic trouble codes for these conditions. However, problems
with these systems may cause the PCM to store diagnostic trouble codes for other systems or components.EXAM-
PLE:a fuel pressure problem will not register a fault directly, but could causea rich/lean condition or misfire. This
could cause the PCM to store an oxygen sensor or misfire diagnostic troublecode
FUEL PRESSURE
The fuel pressure regulator controls fuel system pressure. The PCM cannotdetect a clogged fuel pump inlet filter,
clogged in-line fuel filter, or a pinched fuel supply or return line. However, these could result in a rich or lean con-
dition causing the PCM to store an oxygen sensor or fuel system diagnostic trouble code.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an inoperative ignition coil, fouled or worn spark plugs, ignition cross firing, or open spark
plug cables.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine cylinder compression.

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DODGE RAM SRT-10 2006 Service Repair Manual EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or leaking exhaust system, although it may set a fuel system fault.
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel

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DODGE RAM SRT-10 2006 Service Repair Manual page page
EVAPORATIVE EMISSIONS
DESCRIPTION - EVAP SYSTEM ................ 13
SPECIFICATIONS
TORQUE ................................... 13
SOLENOID-EVAP/PURGE
DESCRIPTION .............................

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DODGE RAM SRT-10 2006 Service Repair Manual EVAPORATIVE EMISSIONS
DESCRIPTION - EVAP SYSTEM
The evaporation control system prevents the emission of fuel tank vapors into the atmosphere. When fuel evapo-
rates in the fuel tank, the vapors pass t

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DODGE RAM SRT-10 2006 Service Repair Manual SOLENOID-EVAP/PURGE
DESCRIPTION
The duty cycle EVAP canister purge solenoid is located in the engine compartment. It is attached to the side of the
Power Distribution Center (PDC).
OPERATION
The Power

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DODGE RAM SRT-10 2006 Service Repair Manual CAP - FUEL FILLER
DESCRIPTION
The plastic fuel tank filler tube cap isthreaded onto the end of the fuel fill tube. Certain models are equipped with
a 1/4 turn cap.
OPERATION
The loss of any fuel or va

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DODGE RAM SRT-10 2006 Service Repair Manual PUMP-LEAK DETECTION
DESCRIPTION
Vehicles equipped with JTEC engine control modules use a leak detection pump. Vehicles equipped with NGC
engine control modules use an NVLD pump. Refer to Natural Vacuu

PUMP-LEAK DETECTION
DESCRIPTION
Vehicles equipped with JTEC engine control modules use a leak detection pump. Vehicles equipped with NGC
engine control modules use an NVLD pump. Refer to Natural Vacuum - Leak Detection (NVLD) for additional infor-
mation.
The evaporative emission system is designed to prevent the escape of fuel vapors from the fuel system. Leaks in
the system, even small ones, can allow fuel vapors to escape into the atmosphere. Government regulations require
onboard testing to make sure that the evaporative (EVAP) system is functioning properly. The leak detection system
tests for EVAP system leaks and blockage. It also performs self-diagnostics. During self-diagnostics, the Powertrain
Control Module (PCM) first checks the Leak Detection Pump (LDP) for electrical and mechanical faults. If the first
checks pass, the PCM then uses the LDP to seal the vent valve and pump air intothe system to pressurize it. If a
leak is present, the PCM will continue pumping the LDP to replace the air that leaks out. The PCM determines the
size of the leak based on how fast/long it must pump the LDP as it tries to maintain pressure in the system.
EVAP LEAK DETECTION SYSTEM
COMPONENTS
Service Port: Used with special tools like the Miller
Evaporative Emissions Leak Detector (EELD) to test
for leaks in the system.
EVAP Purge Solenoid: The PCM uses the EVAP
purge solenoid to control purging of excess fuel
vapors stored in the EVAP canister. It remains closed
during leak testing to prevent loss of pressure.
EVAP Canister: The EVAP canister stores fuel vapors
from the fuel tank for purging.
EVAP Purge Orifice: Limits purge volume.
EVAP System Air Filter: Provides air to the LDP for
pressurizing the system. It filters out dirt while allowing
a vent to atmosphere for the EVAP system.
OPERATION
The main purpose of the LDP is to pressurize the fuel system for leak checking. It closes the EVAP system vent to
atmospheric pressure so the system can be pressurized for leak testing. The diaphragm is powered by engine vac-
uum. It pumps air into the EVAP system to develop a pressure of about 7.5
H2O (1/4) psi. A reed switch in the LDP
allows the PCM to monitor the position of the LDP diaphragm. The PCM uses thereed switch input to monitor how
fast the LDP is pumping air into the EVAP system. This allows detection of leaks and blockage. The LDP assembly
consists of several parts. The solenoid is controlled by the PCM, and it connects the upper pump cavity to either
engine vacuum or atmospheric pressure. A vent valve closes the EVAP systemto atmosphere, sealing the system
during leak testing. The pump section of the LDP consists of a diaphragm that moves up and down to bring air in
through the air filter and inlet check valve, and pump it out through an outlet check valve into the EVAP system. The
diaphragm is pulled up by engine vacuum, and pushed down by spring pressure, as the LDP solenoid turns on and
off. The LDP also has a magnetic reed switch to signal diaphragm position tothe PCM. When the diaphragm is
down, the switch is closed, which sends a 12 V (system voltage) signal to thePCM. When the diaphragm is up, the
switch is open, and there is no voltage sent to the PCM. This allows the PCM tomonitor LDP pumping action as it
turns the LDP solenoid on and off.

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DODGE RAM SRT-10 2006 Service Repair Manual LDP AT REST (NOT POWERED)
When the LDP is at rest (no electrical/vacuum) the
diaphragm is allowed to drop down if the internal
(EVAP system) pressure is not greater than the return
spring. The LDP sol

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