DODGE RAM SRT-10 2006 Service Repair Manual

SENSOR-OUTPUT SPEED
DESCRIPTION
The Input (1) and Output (2) Speed Sensors are two-
wire magnetic pickup devices that generate AC signals
as rotation occurs. They are mounted in the left side
of the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch
hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information
as input shaft rpm.
The Output Speed Sensor generates an AC signal in a similar fashion, thoughitscoilisexcitedbyrotationofthe
rear planetary carrier lugs. The TCM interprets this information as outputshaftrpm.
The TCM compares the input and output speed signals to determine the following:
Transmission gear ratio
Speed ratio error detection
CVI calculation
The TCM also compares the input speed signal and the engine speed signal to determine the following:
Torque converter clutch slippage
Torque converter element speed ratio
REMOVAL
1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmis-
sion.
3. Remove the wiring connector from the output
speed sensor (2).
NOTE: The speed sensor bolt has a sealing patch
applied from the factory. Be sure to reuse the
same bolt.
4. Remove the bolt holding the output speed sensor
to the transmission case.
5. Remove the output speed sensor (2) from the
transmission case.

INSTALLATION
1. Install the output speed sensor (2) into the trans-
mission case.
NOTE: Before installing the speed sensor bolt, it
will be necessary to replenish the sealing patch on
the bolt using MOPAR
Lock & Seal Adhesive.
2. Install the bolt to hold the output speed sensor into
the transmission case. Tighten the bolt to 9 Nꞏm
(80 in.lbs.).
3. Install the wiring connector onto the output speed
sensor
4. Verify the transmission fluid level. Add fluid as nec-
essary.
5. Lower vehicle.

GEARTRAIN-PLANETARY
DESCRIPTION
The planetary geartrain is located between the input
clutch assembly and the rear of the transmission case.
The planetary geartrain consists of two sun gears, two
planetary carriers, two annulus (ring) gears, and one
output shaft.
OPERATION
The planetary geartrain utilizes two planetary gear setsthat connect thetransmission input shaft to the output shaft.
Input and holding clutches drive or lock different planetary members to change output ratio or direction.

SEAL-OIL PUMP
REMOVAL
1. Remove the transmission from the vehicle (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - REMOVAL).
2. Remove the torque converter from the transmission bellhousing.
3. Use a screw mounted in a slide hammer to remove oil pump seal.
INSTALLATION
1. Clean and inspect oil pump seal seat. Then install seal using Seal Installer C-4193-A.
2. Clean and inspect torque converter hub. If nicks, scratches or hub wear are found, torque converter replacement
will be required.
CAUTION: If the torque converter isbeing replaced, apply a light coating of grease to the crankshaft pilot
hole. Also inspect the engine drive plate for cracks. If any cracks are found replace the drive plate. Do not
attempt to repair a cracked drive plate. Always use new torque converter todrive plate bolts.
3. Apply a light film of transmission oil to the torque converter hub and oilseal lips. Then install torque converter
into transmission. Be sure that the hub lugs mesh with the front pump lugs when installing.
4. Reinstall the transmission into the vehicle. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE -
INSTALLATION)

SOLENOID-PRESSURE CONTROL
DESCRIPTION
Thepressurecontrolsolenoid(1)ismountedonthe
top of the valve body, next to the line pressure sensor
(2).
The TCM utilizes a closed-loop system to control
transmission line pressure. The system contains a
variable force style solenoid, the Pressure Control
Solenoid. The solenoid is duty cycle controlled by the
TCM to vent the unnecessary line pressure supplied
by the oil pump back to the sump. The system also
contains a variable pressure style sensor, the Line
Pressure Sensor, which is a direct input to the TCM.
The line pressure solenoid monitors the transmission
line pressure and completes the feedback loop to the
TCM. The TCM uses this information to adjust its con-
trol of the pressure control solenoid to achieve the
desired line pressure.
OPERATION
The pressure control solenoid (PCS) is a variable force (VFS) style solenoid. A VFS solenoid is an electro-hydraulic
actuator, combining a solenoid and a regulating valve.
The transmission control module varies the current for the PCS, which variesthepressureinthelinepressure
hydraulic circuit. When the current (duty cycle) of the PCS is low, the pressure in the circuit is higher. At 0 current
(0% duty cycle), the pressure is at the maximum value. Conversely, when thecurrent is maximized (100% duty
cycle), the pressure in the circuit is at the lowest possible value.
REMOVAL
1. Remove the valve body from the transmission.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - 42RLE/VALVE BODY - REMOVAL)
2. Remove the electrical connectors from the pres-
sure control solenoid (1) and the line pressure sen-
sor (2).
3. Remove the screws (6) holding the pressure con-
trol solenoid (1) and line pressure sensor (2) to the
valve body.
4. Remove the pressure control solenoid and line
pressure sensor from the valve body.

INSTALLATION
1. Install the pressure control solenoid (1) and line
pressure sensor (2) into the valve body.
2. Install the screws (6) to hold the pressure control
solenoid (1) and line pressure sensor (2) to the
valve body.
3. Install the electrical connectors to the pressure
control solenoid (1) and the line pressure sensor
(2).
4. Install the valve body into the transmission. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 42RLE/VALVE BODY - INSTALLATION)

MECHANISM-SHIFT
DESCRIPTION
The gear shift mechanism provides six shift positions which are:
Park (P)
Reverse (R)
Neutral (N)
Drive (D)
Manual second (2)
Manual low (1)
OPERATION
MANUAL LOW (1) range provides FIRST gear only. Overrun braking is also provided in this range. MANUAL SEC-
OND (2) range provides FIRST and SECOND gear only.
DRIVE range provides FIRST, SECOND, THIRD and OVERDRIVE FOURTH gear ranges. The shift into OVER-
DRIVE FOURTH gear range occurs only after the transmission has completed the shift into D THIRD gear range.
No further movement of the shift mechanism is required to complete the 3-4 shift.
The FOURTH gear upshift occurs automatically when the overdrive selectorswitch is in the ON position. An upshift
to FOURTH gear may not occur or may be delayed in some of the possible shift schedules. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - OPERATION)

SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces
motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long
distance.
A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire,
wrapped around a magnetic core made from steel or iron, and a spring loaded,movable plunger, which performs
the work, or straight line motion.
The solenoids used in transmission applications are
attached to valves which can be classified asnor-
mally openornormally closed.Thenormally open
solenoid valve is defined as a valve which allows
hydraulic flow when no current or voltage is applied to
the solenoid. Thenormally closedsolenoid valve is
defined as a valve which does not allow hydraulic flow
when no current or voltage is applied to the solenoid.
These valves perform hydraulic control functions for
the transmission and must therefore be durable and
tolerant of dirt particles. For these reasons, the valves
have hardened steel poppets and ball valves. The
solenoids operate the valves directly, which means
that the solenoids must have very high outputs to
close the valves against the sizable flow areas and
line pressures found in current transmissions. Fast
response time is also necessary to ensure accurate
control of the transmission.
The strength of the magnetic field is the primary force
that determines the speed of operation in a particular
solenoid design. A stronger magnetic field will cause
the plunger to move at a greater speed than a weaker
one. There are basically two ways to increase the
force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the number
of turns by using thin wire that can completely fill the
available space within the solenoid housing. The
strength of the spring and the length of the plunger
also contribute to the response speed possible by a
particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities include
variable force, pulse-width modulated, constant ON, or
duty cycle. The variable force and pulse-width modu-
lated versions utilize similar methods to control the
current flow through the solenoid to position the sole-
noid plunger at a desired position somewhere
between full ON and full OFF. The constant ON and
duty cycled versions control the voltage across the
1 - MANUAL VALVE
2 - LINE PRESSURE
3 - 2/4 - LOW REVERSE SOLENOID ENERGIZED
4 - UNDERDRIVE SOLENOID DE-ENERGIZED
5 - UNDERDRIVE CLUTCH
1-OVERDRIVECLUTCH
2 - NO VENT
3 - OVERDRIVE SOLENOID ENERGIZED
4 - MANUAL VALVE
5 - LOW REVERSE/CONVERTER CLUTCH SOLENOID DE-
ENERGIZED
6-SOLENOIDSWITCHVALVE
7 - TAPER
8 - VENT TO SUMP
9 - ORIFICE
10 - CHECK BALL

solenoid to allow either full flow or noflow through the solenoid’s valve.
OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces an attraction
to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid
the valve is controlling. The plunger is normally directly attached to thevalve which it is to operate. When the cur-
rent is removed from the coil, the attraction is removed and the plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic
field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free move-
ment of the plunger, the magnetic field is maximized.

ASSEMBLY-TRANSMISSION SOLENOID/PRESSURE SWITCH
DESCRIPTION
The Solenoid/Pressure Switch Assembly (1) is inside
the transmission and mounted to the valve body
assembly. The assembly consists of four solenoids
that control hydraulic pressure to the L/R, 2/4, OD,
and UD friction elements (transmission clutches), and
the torque converter clutch. The reverse clutch is con-
trolled by line pressure from the manual valve in the
valve body. The solenoids are contained within the
Solenoid/Pressure Switch Assembly, and can only be
serviced by replacing the assembly.
The solenoid assembly also contains pressure
switches that monitor and send hydraulic circuit infor-
mation to the TCM. Likewise, the pressure switches
can only be service by replacing the assembly.
OPERATION
SOLENOIDS
The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM ener-
gizes or operates the solenoids individually by grounding the return wireof the solenoid needed. When a solenoid
is energized, the solenoid valve shifts, and a fluid passage is opened or closed (vented or applied), depending on
its default operating state. The result is an apply or release of a frictional element.
The 2/4 and UD solenoids are normally applied, which allows fluid to pass throughintheirrelaxedor“off”state.By
design, this allows transmission limp-in (P,R,N,2) in the event of an electrical failure.
The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on
its current state. An inductive spike should be detected by the TCM during this test. If no spike is detected, the
circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a
speed ratio or pressure switch error occurs.
PRESSURE SWITCHES
The TCM relies on three pressure switches to monitor fluid pressure in the L/R, 2/4, and OD hydraulic circuits. The
primary purpose of these switches is to help the TCM detect when clutch circuit hydraulic failures occur. The range
for the pressure switch closing and opening points is 11-23 psi. Typicallythe switch opening point will be approxi-
mately one psi lower than the closing point. For example, a switch may closeat 18 psi and open at 17 psi. The
switches are continuously monitored by the TCM for the correct states (open or closed) in each gear as shown in
the following chart:
PRESSURE SWITCH STATES