DODGE RAM SRT-10 2006 Service Repair Manual

2-3 SHIFT VALVE
The 2-3 shift valve mechanism consists of the 2-3 shift valve, governor plug and spring, and a throttle plug. After the
1-2 shift valve has completed its operation and applied the front band, line pressure is directed to the 2-3 shift valve
through the connecting passages from the 1-2 shift valve. The line pressure will then dead–end at land #2 until the
2-3 valve is ready to make its shift. Now that the vehicle is in motion and under acceleration, there is throttle pres-
sure being applied to the spring side of the valve and between lands #3 and #4.
As vehicle speed increases, governor pressure increases proportionately, until it becomes great enough to over-
come the combined throttle and spring pressure on the right side of the valve. Since the throttle pressure end of the
2-3 Shift Valve - Before Shift
2-3ShiftValve-AfterShift

2-3 shift valve is larger in diameter than the 1-2 shift valve, the 2-3 shiftwill always happen at a greater speed than
the 1-2 shift. When this happens, the governor plug is forced against the shift valve moving it to the right. The shift
valve causes land #4 to close the passage supplying throttle pressure to the 2-3 shift valve. Without throttle pres-
sure present in the circuit now, the governor plug will push the valve over far enough to bottom the valve in its bore.
This allows land #2 to direct line pressure to the front clutch.
After the shift , line pressure is directed to the release side of the kickdown servo. This releases the front band and
applies the front clutch, shifting into third gear or direct drive. The rear clutch remains applied, as it has been in the
other gears. During a manual “1” or manual “2” gear selection, line pressure is sent between the two lands of the
2-3 governor plug. This line pressure at the governor plug locks the shift valve into the second gear position, pre-
venting an upshift into direct drive. The theory for the blocking of the valve is the same as that of the 1-2 shift valve.
If the manual “2” or manual “1” gear position is selected from the drive position, the PCM will control the timing of
the downshift by targeting for a high governor pressure. When a safe vehicle speed is reached, the PCM will switch
to its normal control governor curve and the downshift will occur.
3-4 SHIFT VALVE
The PCM energizes the overdrive solenoid during the
3-4 upshift. This causes 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.
3-4ShiftValveBeforeShift

Line pressure on the 3-4 shift valve overcomes valve
spring pressure moving the valve to the upshift posi-
tion. 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 piston.
3-4 Shift Valve After Shift

3-4 TIMING VALVE
The 3-4 timing valve is moved by line pressure com-
ing through the 3-4 shift valve or the converter clutch
valve.
3-4 Shift Valve After Shift

After the shift, the timing valve holds the 2-3 shift
valve in an upshift position. The purpose is to prevent
the 2-3 valve from downshifting while either the over-
drive clutch or converter clutch is applied.
3-4ShiftValveBeforeShift

3-4 QUICK FILL VALVE
The 3-4 quick fill valve provides faster engagement of
the overdrive clutch during 3-4 upshifts. The valve
temporarily bypasses the clutch piston feed orifice at
the start of a 3-4 upshift.
3-4ShiftValveBeforeShift

This exposes a larger passage into the piston retainer
resulting in a much faster clutch fill and apply
sequence. The quick fill valve does not bypass the
regular clutch feed orifice throughout the 3-4 upshift.
Instead, once a predetermined pressure develops
within the clutch, the valve closes the bypass. Clutch
fill is then completed through the regular feed orifice.
THROTTLE VALVE
In all gear positions the throttle valve is being supplied with line pressure. The throttle valve meters and reduces the
line pressure that now becomes throttle pressure. The throttle valve is moved by a spring and the kickdown valve,
which is mechanically connected to the throttle. The larger the throttle opening, the higher the throttle pressure (to
a maximum of line pressure). The smaller the throttle opening, the lower thethrottlepressure(toaminimumofzero
at idle). As engine speed increases, the increase in pump speed increases pump output. The increase in pressure
3-4 Shift Valve After Shift
Throttle Valve

and volume must be regulated to maintain the balance within the transmission. To do this, throttle pressure is routed
tothereactionareaontherightsideofthethrottlepressureplug(intheregulator valve).
The higher engine speed and line pressure would open the vent too far and reduce line pressure too much. Throttle
pressure, which increases with engine speed (throttle opening), is used to oppose the movement of the pressure
valve to help control the metering passage at the vent. The throttle pressure is combined with spring pressure to
reduce the force of the throttle pressure plug on the pressure valve. The larger spring at the right closes the reg-
ulator valve passage and maintains or increases line pressure. The increased line pressure works against the reac-
tion area of the line pressure plug and the reaction area left of land #3 simultaneously moves the regulator valve
train to the right and controls the metering passage.
The kickdown valve, along with the throttle valve, serve to delay upshiftsuntil the correct vehicle speed has been
reached. It also controls downshifts upon driver demand, or increased engine load. If these valves were not in
place, the shift points would be at the same speed for all throttle positions. The kickdown valve is actuated by a
cam connected to the throttle. This is accomplished through either a linkage or a cable. The cam forces the kick-
down valve toward the throttle valve compressing the spring between them and moving the throttle valve. As the
throttle valve land starts to uncover its port, line pressure is “metered”out into the circuits and viewed as throttle
pressure. This increased throttle pressure is metered out into the circuits it is applied to: the 1-2 and 2-3 shift
valves. When the throttle pressure is high enough, a 3-2 downshift will occur. If the vehicle speed is low enough, a
2-1 downshift will occur.

SWITCH VALVE
When the transmission is in Drive Second before the TCC application occurs, the pressure regulator valve is sup-
plying torque converter pressure to the switch valve. The switch valve directs this pressure through the transmission
input shaft, into the converter, through the converter, back out between the input shaft and the reaction shaft, and
back up to the switch valve. From the switch valve, the fluid pressure is directed to the transmission cooler, and
lubrication pressure returns from the cooler to lubricate different portions of the transmission.
Switch Valve - Torque Converter Unlocked

MANUAL VALVE
The manual valve is a relay valve. The purpose of the manual valve is to direct fluid to the correct circuit needed
for a specific gear or driving range. The manual valve, as the name implies,is manually operated by the driver with
a lever located on the side of the valve body. The valve is connected mechanically by either a cable or linkage to
the gearshift mechanism. The valve is held in each of its positions by a spring-loaded roller or ball that engages the
“roostercomb” of the manual valve lever.
Switch Valve - Torque Converter Locked