cooling DODGE RAM SRT-10 2006 Service Repair Manual

RETURN HOSE - FAN TO PUMP
NOTE: Before installing power steering hose, clean open power steering hose ends and fittings with a lint-
free towel.
1. Slide hose clamps onto ends of return hose far enough to clear molded fitting on pump reservoir and fan fitting
once hose is installed.
2. Slidefanendofreturnhose(9)ontofanfluidfitting.Expandhoseclampandslideitintopositiononhosepast
bead formed into fitting.
3. Install power steering pressure hose into routing clip (7) on cooling module (5).
4. Slide pump end of return hose (9) onto molded fitting on pump reservoir (3). Expand hose clamp and slide it into
position on hose past bead formed into reservoir fitting.
5. Fill power steering pump reservoir to correct fluid level. (Refer to 19 -STEERING/PUMP/FLUID - STANDARD
PROCEDURE)
6. Perform Power Steering Pump Initial Operation procedure. (Refer to 19 -STEERING/PUMP - STANDARD PRO-
CEDURE).
7. Check for leaks at all hose connections.

P0218-HIGH TEMPERATURE OPERATION ACTIVATED
For a complete wiring diagramRefer to Section 8W.
When Monitored:
Whenever the engine is running.
Set Condition:
Immediately when a Overheat shift schedule is activated when the Transmission Oil Temperature reaches 155°
C or 240° F.
Possible Causes
ENGINE COOLING SYSTEM OPERATION
TRANSMISSION OIL COOLER PLUGGED
H I G H T E M P E R AT U R E O P E R AT I O N S A C T I VAT E D
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
Theory of Operation
If the transmission oil temperature rises above 115° C (240° F), the overheat shift schedule is activated refer to
Transmission Operation as a function of Transmission Oil Temperature andthe code is set. The DTC is an infor-
mational code only and is being set to aid the technician in determining root cause of a customer driveability issue.
The code is also intended to alert the technician to determine if a cooling system malfunction has occurred or if an
additional transmission air to oil cooler should be added to the vehicle ifthe customer regularly drives in a manner
that overheats the transmission. Extended operation above 115° C (240° F)will reduce the durability of the trans-
mission and should be avoided. Correcting the cooling system malfunctionor installing an additional transmission oil
cooler will improve transmission durability especially for customers who operate in city/construction stop and go traf-
fic, tow trailers regularly, drive aggressively in low gear or drive regularly in mountainous areas.
Diagnostic Test
1.CHECK ENGINE COOLING SYSTEM
Perform Engine Cooling System diagnostics per the Service Information.
Is the Engine Cooling System functioning properly?
Ye s>>
Go To 2
No>>
Repair the cause of the engine overheating. Refer to the Service Information for the related diagnostic
or repair procedures.
Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
2.TRANSMISSION OIL COOLER RESTRICTED
Check the Transmission Oil Cooler Flow in accordance with the Service Information.
Is the transmission oil cooler restricted or plugged?
Ye s>>
Go To 3
No>>
Repair the cause of the plugged Transmission Oil Cooler as necessary and repair or replace the Trans-
mission Oil Cooler per the Service Information.
Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

P1797-MANUAL SHIFT OVERHEAT
For a complete wiring diagramRefer to Section 8W.
When Monitored:
Continuously with engine running.
Set Condition:
If the Engine Temperature exceeds 123° C (255° F) or the Transmission Temperature exceeds 135° C (275° F)
while in AutoStick
mode. Note: Aggressive driving or driving in low for extended periods of time will set this
DTC.
Possible Causes
MANUAL SHIFT OVERHEAT
Always perform the 42RLE Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
Theory of Operation
The major cause of heat build up in the transmission is torque converter slip.WiththetransmissionintheAuto-
Stick
mode, the torque converter can slip during aggressive driving or heavy loading conditions such as trailer
towing or driving up steep grades. In the non AutoStick
mode, internal controller logic prevents the transmission
from overheating by managing the shift and EMCC schedule. In the AutoStick
mode, when the transmission or
engine temperature approaches an overheat condition, the manual shift overheat DTC sets and the AutoStick
mode is temporarily suspended until the temperature returns to normal.
Diagnostic Test
1.MANUAL SHIFT OVERHEAT
This is an informational DTC only.
With the scan tool, check the DTC EVENT DATA to help identify the conditionsin which the DTC was set.
Check the engine and transmission cooling system for proper operation.
Check the Radiator Cooling Fan operation.
Check the Transmission Cooling operation.
Check the Transmission Fluid Level per the Service Information to verify that it is not overfilled.
NOTE: Aggressive driving or driving in low for extended periods of time will set this DTC.
If there are no possible causes remaining, view repair.
Repair
If the Transmission Fluid is low, repair any Transmission Fluid leak as necessary and adjust the Trans-
mission Fluid Level per the Service Information. Refer to Service Information for the related symptoms
and repair as necessary.
Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)

SPECIFICATIONS
42RLE AUTOMATIC TRANSMISSION
GENERAL SPECIFICATIONS
Transmission TypeFour-Speed Automatic, Electronically Controlled, Fully
Adaptive, Electronically Modulated Torque Converter
Lubrication Method Pump (internal - external gear-type)
Cooling Method Water Heat Exchanger and/or Air-to-Oil Heat Exchanger
GEAR RATIOS
1st Gear 2.84:1
2nd Gear 1.57:1
3rd Gear (Direct) 1.00:1
4th Gear (Overdrive) 0.69:1
Reverse Gear 2.21:1
BEARING PRELOAD (Drag Torque)
Description Metric Standard
Output Shaft 0.22-0.903 Nꞏm 1-8 in. lbs.
CLUTCH PACK
Description Metric Standard
Low/Reverse Clutch (Select
Reaction Plate)0.84-1.60 mm 0.033-0.063 in.
Two/Four Clutch (No Select) 0.76-2.64 mm 0.030-0.104 in.
Reverse Clutch (Select Snap Ring) 0.89-1.37 mm 0.035-0.054 in.
Overdrive Clutch (No Select) 1.07-3.25 mm 0.042-0.128 in.
Underdrive Clutch (Select Reaction
Plate)0.94-1.50 mm 0.037-0.059 in.
INPUT SHAFT
Description Metric Standard
End Play 0.127-0.635 mm 0.005-0.025 in.
OIL PUMP CLEARANCES
DESCRIPTION METRIC STANDARD
Outer Gear-to-Crescent 0.060-0.298 mm 0.0023-0.0117 in.
Inner Gear-to-Crescent 0.093-0.385 mm 0.0036-0.0151 in.
Outer Gear-to-Pocket 0.089-0.202 mm 0.0035-0.0079 in.
Outer Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
Inner Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.

FLUID AND FILTER
DIAGNOSIS AND TESTING
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.
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.
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
The transmission sump has a dipstick to check oil similar to most automatictransmissions. It is located on the left
side of the engine. Be sure to wipe all dirt from dipstick handle before removing.
The torque converter fills in both the PARK and NEUTRAL positions. Place the selector lever in PARK to be sure
that the fluid level check is accurate.The engine should be running at idle speed for at least one minute, with
the vehicle on level ground.At normal operating temperature (approximately 82° C or 180° F), the fluidlevel is
correct if it is in the HOT region (cross-hatched area) on the oil level indicator. The fluid level should be in COLD
region at 21° C (70° F) fluid temperature. Adjust fluid level as necessary.Use only Mopar
ATF+4, Automatic Trans-
mission Fluid.

SENSOR-TRANSMISSION TEMPERATURE
DESCRIPTION
The transmission temperature sensor (2) is located in
the transmission range sensor (1) and communicates
transmission sump temperature to the TCM.
OPERATION
The transmission range sensor (TRS) has an integrated thermistor that theTCM uses to monitor the transmission’s
sump temperature. Since fluid temperature can affect transmission shiftquality and convertor lock up, the TCM
requires this information to determine which shift schedule to operate in. The TCM also monitors this temperature
data so it can energize the vehicle cooling fan(s) when a transmission “overheat” condition exists. If the thermistor
circuit fails, the TCM will revert to calculated oil temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual tem-
perature. Calculated temperature is a predicted fluid temperature whichis calculated from a combination of inputs:
Battery (ambient) temperature
Engine coolant temperature
In-gear run time since start-up

P0218-HIGH TEMPERATURE OPERATION ACTIVATED
For a complete wiring diagramRefer to Section 8W.
Theory of Operation
The DTC is intended as an informational DTC to aid the technician in determining the root cause of a customer
dirveability issue. The DTC is also intended to alert the technician to determine if a cooling system malfunction has
occurred or if an additional transmission air to oil cooler is needed to support the customers driving behavior.
When Monitored:
Whenever the engine is running.
Set Condition:
Immediately after a Overheat shift schedule is activated when the Transmission temperature exceeds 127° C
or 260° F.
Possible Causes
H I G H T E M P E R AT U R E O P E R AT I O N A C T I VAT E D
TORQUE CONVERTER CLUTCH SLIPPING / NOT ACTIVATING
EXCESSIVE TIME IDLING IN GEAR
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
Diagnostic Test
1.HIGH TEMPERATURE OPERATION
This DTC is an informational DTC designed to aid the Technician in diagnosing shift quality complaints.
This DTC indicates that the transmission has been operating in the
Overheatshift schedule which may generate
a customer complaint.
The customer driving patterns may indicate the need for an additional transmission oil cooler.
Verify proper Engine cooling system operation which would affect proper transmission operation.
Verify proper torque converter clutch operation.
With the scan tool, check the DTC EVENT DATA to help identify the conditionsin which the DTC was set.
If there are no possible causes remaining, view repair.
Repair
Repair the cause of transmission overheating. Refer to the Service Information for the proper repair
procedure. Make sure to check for any Service Bulletins pertaining to thisproblem.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)

GEAR RATIOS
The 545RFE gear ratios are:
OPERATION
The 45RFE/545RFE offers full electronic control of all automatic up and downshifts, and features real-time adaptive
closed-loop shift and pressure control. Electronic shift and torque converter clutch controls help protect the trans-
mission from damage due to high temperatures, which can occur under severeoperating conditions. By altering shift
schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase trans-
mission cooling.
To help reduce efficiency-robbing parasitic losses, the transmissions includes a dual-stage transmission fluid pump
with electronic output pressure control. Under most driving conditions,pump output capacity greatly exceeds that
which is needed to keep the clutches applied. The 45RFE/545RFE pump-pressure control system monitors input
torque and adjusts the pump pressure accordingly. The primary stage of thepump works continuously; the second
stage is bypassed when demand is low. The control system also monitors input and output speed and, if incipient
clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to
demand.
A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slip-
page. Needle-type thrust bearings reduce internal friction. The 45RFE/545RFE is packaged in a one-piece die-cast
aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. It is also designed to
maximize the benefit of the structural dust cover that connects the bottomof the bell housing to the engine bed-
plate, enhancing overall power train stiffness. Dual filters protect thepump and other components. A cooler return
filter is added to the customary main sump filter. Independent lubrication and cooler circuits assure ample pressure
for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low
temperatures.
The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE,
NEUTRAL, SECOND, and THIRD gears, based solely on driver shift lever selection. This design allows the vehicle
to be driven (in “limp-in” mode) in the event of a electronic control systemfailure, or a situation that the Transmis-
sion Control Module (TCM) recognizes as potentially damaging to the transmission.
The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data,
DTC’s, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the DRB
scan
tool.
DIAGNOSIS AND TESTING
AUTOMATIC TRANSMISSION
CAUTION: Before attempting any repair on a RFE automatic transmission, check for Diagnostic Trouble
Codes with the scan tool.
Transmission malfunctions may be caused by these general conditions:
Poor engine performance

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 three primarycauses.
1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal
failure.
2. 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.
3. 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.

CONDITION POSSIBLE CAUSES CORRECTION
NO KICKDOWN OR
NORMAL DOWNSHIFT1. Throttle Linkage Mis-adjusted.
V- 1 0 O n l y1. Adjust linkage.
2. Accelerator Pedal Travel
Restricted.2. Verify floor mat is not under pedal, repair
worn accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures
TooHighorTooLowDuetoValve
Body Malfunction or Incorrect
Hydraulic Control Pressure
Adjustments.3. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
4. Governor Circuit Electrical Fault. 4. Test with DRB
scan tool and repair as
required.
5. Valve Body Malfunction. 5. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
6. TPS Malfunction. 6. Replace sensor, check with DRB
scan
tool.
7. PCM Malfunction. 7. Check with DRB
scan tool and replace
if required.
8. Valve Body Malfunction. 8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift
valve, 3-4 timing valve.
STUCK IN LOW GEAR
(WILL NOT UPSHIFT)1. Throttle Linkage Mis-adjusted/
Stuck. V-10 Only1. Adjust linkage and repair linkage if worn
or damaged. Check for binding cable or
missing return spring.
2. Gearshift Linkage Mis-adjusted. 2. Adjust linkage and repair linkage ifworn
or damaged.
3. Governor Component Electrical
Fault.3. Check operating pressures and test with
DRB
scan tool, repair faulty component.
4. Front Band Out of Adjustment. 4. Adjust Band.
5. Clutch or Servo Malfunction. 5. Air pressure check operation of clutches
and bands. Repair faulty component.
CREEPS IN NEUTRAL 1. Gearshift LinkageMis-adjusted. 1. Adjust linkage.
2. Rear Clutch Dragging/Warped. 2. Disassemble and repair.
3. Valve Body Malfunction. 3. Perform hydraulic pressure test to
determine cause and repair as required.
BUZZING NOISE 1. Fluid Level Low 1. Add fluid and check for leaks.
2. Shift Cable Mis-assembled. 2. Route cable away from engine and bell
housing.
3. Valve Body Mis-assembled. 3. Remove, disassemble, inspect valve
body. Reassemble correctly if necessary.
Replace assembly if valves or springs are
damaged. Check for loose bolts or screws.
4. Pump Passages Leaking. 4. Check pump for porous casting, scores
on mating surfaces and excess rotor
clearance. Repair as required. Loose pump
bolts.
5. Cooling System Cooler Plugged. 5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged. 6. Replace clutch.