2006 DODGE RAM SRT-10 air condition

11 .INTERMITTENT WIRING AND CONNECTORS
The conditions necessary to set this DTC are not present at this time.
Use the Freeze Frame Data to help duplicate the conditions in which the DTC originally set. Pay particular attention
to the DTC set conditions, such as, VSS, MAP, ECT, and Load
Using the schematics as a guide, visually inspect the related wiring harness. Look for any chafed, pierced, pinched,
or partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken,bent, pushed out, or corroded terminals.
Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.
Were there any problems found?
Ye s>>
Repair as necessary.
Perform RE TRANSMISSION VERIFICATION TEST VER - 1 (DIESEL). (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
No>>
Te s t C o m p l e t e .

9.GOVERNOR PRESSURE SENSOR
Reconnect the ECM harness connectors.
NOTE: The ECM harness connectors must be connected during
this test.
Ignition on, engine not running.
Measure the voltage of the 5-volt Supply circuit at the Governor Pres-
sure Sensor connector internal to the transmission.
Is the voltage between 4.5 and 5.5 volts?
Ye s>>
Replace the Governor Pressure Sensor per the Service
Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 48RE/GOVERNOR PRESSURE SENSOR -
REMOVAL)
Perform RE TRANSMISSION VERIFICATION TEST VER -
1 (DIESEL). (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 48RE - STANDARD PROCEDURE)
No>>
Using the schematics as a guide, check the Engine Control Module (ECM) pins, terminals, and connec-
tors for corrosion, damage, or terminal push out. Pay particular attentiontoallpowerandgroundcir-
cuits. If no problems are found, replace and program the ECM per the ServiceInformation. (Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MODULES/ENGINE CONTROL MODULE - REMOVAL)
Perform RE TRANSMISSION VERIFICATION TEST VER - 1 (DIESEL). (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
10.INTERMITTENT WIRING AND CONNECTORS
The conditions necessary to set this DTC are not present at this time.
Use the Freeze Frame Data to help duplicate the conditions in which the DTC originally set. Pay particular attention
to the DTC set conditions, such as, VSS, MAP, ECT, and Load
Using the schematics as a guide, visually inspect the related wiring harness. Look for any chafed, pierced, pinched,
or partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken,bent, pushed out, or corroded terminals.
Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.
Were there any problems found?
Ye s>>
Repair as necessary.
Perform RE TRANSMISSION VERIFICATION TEST VER - 1 (DIESEL). (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
No>>
Te s t C o m p l e t e .

12.INTERMITTENT WIRING AND CONNECTORS
The conditions necessary set this DTC are not present at this time.
Use the Freeze Frame Data to help duplicate the conditions that set the DTC.Pay particular attention to the DTC
set conditions, such as, VSS, MAP, ECT, and Load.
Visually inspect the related wiring harness. Look for any chafed, pierced, pinched, or partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken,bent, pushed out, or corroded terminals.
Refer to any technical service bulletins that may apply.
Were there any problems found?
Ye s>>
Repair as necessary.
Perform RE TRANSMISSION VERIFICATION TEST VER - 1 (DIESEL). (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
No>>
Te s t C o m p l e t e .

7.INTERMITTENT WIRING AND CONNECTORS
The conditions necessary to set this DTC are not present at this time.
Use the Freeze Frame Data to help duplicate the conditions in which the DTC originally set. Pay particular attention
to the DTC set conditions, such as, VSS, MAP, ECT, and Load
Using the schematics as a guide, visually inspect the related wiring harness. Look for any chafed, pierced, pinched,
or partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken,bent, pushed out, or corroded terminals.
Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.
Were there any problems found?
Ye s>>
Repair as necessary.
Perform RE TRANSMISSION VERIFICATION TEST VER - 1 (DIESEL). (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 48RE - STANDARD PROCEDURE)
No>>
Te s t C o m p l e t e .

TRANSMISSION VERIFICATION TEST VER - 1 (DIESEL)
1.
1. Inspect the vehicle to ensure that all engine and transmission components are properly installed and connected.
Reassemble and reconnect components as necessary.
2. If any existing diagnostic trouble codes have not been repaired, go to Symptom List and follow path specified.
3. Connect a scan tool to the data link connector.
4. Ensure the fuel tank has at least a quarter tank of fuel. Turn off all accessories.
5. Start and run the engine until the transmission temperature is above 43°C(110°F).
6. Check the transmission fluid level per the Service Information. Adjustif necessary.
7. Road test the vehicle. Make 15 to 20 1-2, 2-3 and 3-4 up shifts. Perform these shifts from a standing start to 72
Kmh (45 mph) with a constant throttle opening of 20-25%.
8. Below 40 Kmh (25 mph), make 5 to 8 wide open throttle kick downs to 1st gear.Allow at least 5 seconds each
in 2nd and 3rd between each kick down.
9. For a specific DTC, drive the vehicle in accordance with the Symptom’s When Monitored and Set Conditions to
verify the repair.
10. If a DTC sets during the road test, return to the Symptom List and follow the path. If no DTC sets, the repair is
complete.
Are there any DTCs or symptoms remaining?
Ye s>>
Repair is not complete, refer to appropriate symptom.
No>>
Repair is complete.

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

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.

3. Lower vehicle.
4. Turn OD switch on.
5. Secure test gauge so it can be viewed from drivers seat.
6. Start engine and shift into D range.
7. Increase vehicle speed gradually until 3-4 shift occurs and note gauge pressure.
8. Pressure should be 524-565 kPa (76-82 psi) with closed throttle and increase to 690-896 kPa (100-130 psi) at
1/2to3/4throttle.Notethatpressurecanincreasetoaround965kPa(140psi) at full throttle.
9. Return to shop or move vehicle off chassis dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION INDICATION
Line pressure OK during any one test Pump and regulator valve OK
Line pressure OK in R but low in D, 2, 1 Leakage in rear clutch area (seal rings, clutch seals)
Pressure low in D Fourth Gear Range Overdrive clutch piston seal, or check ball problem
Pressure OK in 1, 2 but low in D3 and R Leakage in front clutch area
Pressure OK in 2 but low in R and 1 Leakage in rear servo
Front servo pressure in 2 Leakage in servo; broken servo ring or cracked servo
piston
Pressure low in all positions Clogged filter, stuck regulator valve, wornor faulty
pump, low oil level
Governor pressure too high at idle speed Governor pressure solenoid valvesystem fault. Refer
to diagnostic book.
Governor pressure low at all mph figures Faulty governor pressure solenoid, transmission
control module, or governor pressure sensor
Lubrication pressure low at all throttle positions Clogged fluid cooler or lines, seal rings leaking, worn
pump bushings, pump, clutch retainer, or clogged filter.
Line pressure high Output shaft plugged, sticky regulator valve
Line pressure low Sticky regulator valve, clogged filter, worn pump
AIR TESTING TRANSMISSION CLUTCH AND BAND OPERATION
Air-pressure testing can be used to check transmis-
sion front/rear clutch and band operation. The test can
be conducted with the transmission either in the vehi-
cle or on the work bench, as a final check, after over-
haul.
Air-pressure testing requires that the oil pan and valve
body be removed from the transmission. The servo
and clutch apply passages are shown.