engine DODGE RAM SRT-10 2006 Service Repair Manual

8.3L ENGINE
1. Raise and support the vehicle.
2. Saturate the clamp nuts with heat valve lubricant.
Allow 5 minutes for penetration.
3. Disconnect the exhaust tailpipe support insulators
(3 and 5).
4. Remove clamps (4) and nuts.
5. Remove the exhaust tailpipes (6).
INSPECTION
Discard rusted clamps, broken or worn supports and attaching parts. Replace a component with original equipment
parts, or equivalent. This will assure proper alignment with other parts in the system and provide acceptable exhaust
noise levels.
INSTALLATION
3.7L/4.7L/5.7L ENGINE
1. Loosely assemble exhaust tailpipe to permit proper
alignment of all parts.
2. Connect the support hangers.
3. Position the exhaust tailpipe for proper clearance
with the underbody parts.
4.Tightenallclampnutsto54Nꞏm(40ft.lbs.)
torque.
5. Check the exhaust system for contact with the
body panels. A minimum of 25 mm (1.0 in.) is
required between the exhaust system components
and body/frame parts. Make the necessary adjust-
ments, if needed.
6. Lower the vehicle.
7. Start the engine and inspect for exhaust leaks.
Repair exhaust leaks as necessary.

5.9L DIESEL
1. Install the tailpipe into the muffler.
2. Install the tailpipe hanger rods into the isolators
3. Install the exhaust clamp, align the exhaust sys-
tem, and tighten the clamp 48 Nꞏm (35 ft. lbs.)
torque.
4. Check the exhaust system for contact with the
body panels. A minimum of 25 mm (1.0 in.) is
required between the exhaust system components
and body/frame parts. Make the necessary adjust-
ments, if needed.
5. Lower the vehicle.
6. Connect the battery negative cables.
7. Start the engine and inspect for exhaust leaks.
Repair exhaust leaks as necessary.
8.3L ENGINE
1. Position tailpipes (6) into muffler (2).
2. Make sure alignment tang on tailpipes ( 6) fully
seat into alignment slots on muffler (2).
3. Install insulators (5).
4. Check the exhaust system for contact with the
body panels. A minimum of 25 mm (1.0 in.) is
required between the exhaust system components
and body/frame parts. Make the necessary adjust-
ments, if needed.
5. Tighten all clamp (4) nuts to 54 Nꞏm (40 ft. lbs.)
torque.
6. Lower the vehicle.
7. Start the engine and inspect for exhaust leaks.
Repair exhaust leaks as necessary.

TURBOCHARGER SYSTEM
DIAGNOSIS AND TESTING
TURBOCHARGER BOOST PRESSURE
Low turbocharger boost pressure can cause poor engine performance and driveability concerns. The following pro-
cedure will test the turbocharger boost pressure.
Causes of low boost pressure include the following:
Restricted air inlet system
Leak in charge air cooler system
Restricted/high pressure drop across charge air cooler
Damaged turbocharger compressor wheel housing
Turbocharger wastegate stuck open
Excessive exhaust restriction
Causes of excessively high boost pressure include:
Turbocharger wastegate stuck closed
Turbocharger wastegate signal line leaking or damaged
Damaged wastegate command valve O-rings
Wastegate command valve mechanically stuck in actuated position
Several Diagnostic Trouble Codes (DTCs) can be set that will indicate highor low system boost levels. There is a
DTC for circuit faults relating to the electronically controlled wastegate command valve.
(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER SYSTEM/CHARGE AIR COOLER AND PLUMBING - DIAG-
NOSIS AND TESTING) for diagnosing of low or high boost pressure due to leaks.
NOTE: If oil is present on either the inlet or exhaust side of the turbo charger, check the charge air cooler
for evidence of oil. Clean charge air cooler of any oil before starting the engine. Failure to do this can result
in severe engine damage.

TURBOCHARGER
DESCRIPTION
The turbocharger is an exhaust-driven supercharger
which increases the pressure and density of the air
entering the engine. With the increase of air entering
the engine, more fuel can be injected into the cylin-
ders, which creates more power during combustion.
The turbocharger assembly consists of eight (8) com-
ponent systems :
1-Turbinesection(1)
2 - Exhaust stream into turbine (2 )
3-Bearinghousing(3)
4 - Compressor housing (4 )
5 - Clean air inlet (5 )
6 - Compressor section (6 )
7 - Exhaust stream into turbine (7 )
8 - Exhaust gas to Exhaust Pipe (8 )
The turbocharger wastegate assembly consists of two
(2) major component systems :
1 - Command Passage (1)
2 - Electronically controlled wastegate command
valve (2)

OPERATION
Exhaust gas pressure and energy drive the turbine,
which in turn drives a centrifugal compressor that
compresses the inlet air, and forces the air into the
engine through the charge air cooler and plumbing.
Since heat is a by-product of this compression, the air
must pass through a charge air cooler to cool the
incoming air and maintain power and efficiency.
Increasing air flow to the engine provides:
Improved engine performance
Lower exhaust smoke density
Improved operating economy
Altitude compensation
Noise reduction.
The turbocharger features a wastegate , which regu-
lates intake manifold air pressure and prevents over
boosting at high engine speeds and loads. When the
wastegate valve is closed, all of the exhaust gases
flow through the turbine wheel. As the boost pressure
(compressor outlet ) increases, the boost pressure is
fed to the wastegate actuator via a wastegate signal
line. When sufficient boost pressure is achieved, the
boost pressure applied to the wastegate diaphragm
overcomes spring pressure and moves an actuator
rod to open an exhaust bypass valve. When exhaust
gas is diverted from the turbine wheel, turbine shaft
speed is limited which reduces compressor wheel
speed, thereby limiting boost pressure.
The turbocharger wastegate system incorporates, an
Electronically Controlled Wastegate Command Valve,
to control boost pressure. The command valve is
located on the turbocharger compressor housing.
When the command valve is not actuated (no current supplied to the valve), apassage in the valve allows the
wastegate signal line to be supplied with boost pressure. This allows boost pressure to be mechanically regulated
by the wastegate as in a conventional wastegated system.
When the engine control module (ECM) provides a pulse width modulated (PWM) signal to the command valve,
boost pressure is bypassed away from the wastegate signal line through a drilling in the turbocharger compressor
housing. The internal drilling bleeds boost pressure back to the turbocharger compressor inlet (low pressure). Actu-
ating the command valve, (bypassing the boost pressure signal to the wastegate) allows the engine to operate at a
higher boost than would be achieved if the wastegate were allowed to operate normally.
Actuating the command valve does not increase boost pressure if the boost pressure is below the wastegate actua-
tor setting. With the command valve actuated, maximum boost pressure at a given operating condition will vary
based on ambient atmospheric pressure and temperature.

The turbocharger is lubricated by engine oil that is
pressurized, cooled, and filtered. The oil is delivered to
the turbocharger by a supply line that is tapped into
the oil filter head. The oil travels into the bearing hous-
ing, where it lubricates the shaft and bearings. A
return pipe at the bottom of the bearing housing,
routes the engine oil back to the crankcase.
The most common turbocharger failure is bearing fail-
ure related to repeated hot shutdowns with inadequate
“cool-down” periods. A sudden engine shut down after
prolonged operation will result in the transfer of heat
from the turbine section of the turbocharger to the
bearing housing. This causes the oil to overheat and
break down, which causes bearing and shaft damage
thenexttimethevehicleisstarted.
Letting the engine idle after extended operation allows
the turbine housing to cool to normal operating tem-
perature. The following chart should be used as a
guide in determining the amount of engine idle time required to sufficiently cool down the turbocharger before shut
down, depending upon the type of driving and the amount of cargo.
TURBOCHARGER “COOL DOWN” CHART
Driving Condition Load Turbocharger
TemperatureIdle Time (in minutes) Before
Shut Down
Stop & Go Empty Cool Less than 1
Stop & Go Medium Warm 1
Highway Speeds Medium Warm 2
City Traffic Max. GCWR Warm 3
Highway Speeds Max. GCWR Warm 4
Uphill Grade Max. GCWR Hot 5

REMOVAL
TURBOCHARGER
1. Disconnect the battery negative cables.
2. Raise vehicle on hoist.
3. Disconnect the exhaust pipe from the turbocharger
elbow (1) (Refer to 11 - EXHAUST SYSTEM/EX-
HAUST PIPE - REMOVAL).
4. Disconnect the exhaust system from the exhaust
hangers and move the system rearward.
5. Remove the exhaust elbow from the turbo (1).
6. Remove the bolts from the turbocharger oil drain
tube (8).
7. Disconnect wastegate command valve connector
(6).
8. Remove two lower turbocharger mounting nuts.
9. Lower vehicle.
10. Disconnect the turbocharger air inlet hose (1).
11. Disconnect the turbocharger oil supply line from
the turbocharger (3).
12. Disconnect the charge air cooler inlet pipe from
the turbocharger compressor outlet.
13. Remove two upper turbocharger mounting nuts.
14. Remove the turbocharger and gasket from the
exhaust manifold from the top of the vehicle.
15. If the turbocharger is not to be installed immedi-
ately, cover the opening to prevent material from
entering into the manifold.
16. If replacing the turbocharger, transfer the turbo-
charger oil supply fitting to the new assembly.
Tighten fitting to 36 Nꞏm (27 ft. lbs.).
17. Clean and inspect the sealing surface.
CAUTION: The Wastegate Command Valve, and
Command Valve O-ring are the only serviceable
components on the turbocharger. The turbo-
charger itself is serviced as a component. Do not
attempt to repair the turbocharger as turbocharger
and/or engine damage can result.

TURBOCHARGER OIL DRAIN TUBE
NOTE: If oil is present on either the inlet or
exhaust side of the turbo charger, check the
charge air cooler for evidence of oil. Clean charge
air cooler of any oil before starting the engine.
Failure to do this can result in severe engine dam-
age.
1. Disconnect negative battery cables.
2. Raise vehicle on hoist.
3. Remove two turbocharger oil tube mounting bolts
4. Pulling upward, remove the turbocharger drain tube
from the engine block.
CLEANING
WARNING: To prevent damage or personal injury, do not use a combustible cleaner to clean the turbo-
charger.
Clean the turbocharger, turbocharger oil drain tube flange, and exhaust manifold mounting surfaces with a suitable
scraper.
INSPECTION
Visually inspect the turbocharger and exhaust manifold
gasket surfaces. Replace stripped or eroded mounting
studs.
1. Visually inspect the turbocharger for cracks. The
following cracks are NOT acceptable:
Cracks in the turbine and compressor housing
that go completely through.
Cracks in the mounting flange that are longer
than 15 mm (0.6 in.).
Cracks in the mounting flange that intersect bolt
through-holes.
Two (2) Cracks in the mounting flange that are
closer than 6.4 mm (0.25 in.) together.
2. Visually inspect the impeller and compressor wheel
fins for nicks, cracks, or chips. Note: Some impel-
lers may have a factory placed paint mark which, after normal operation, appears to be a crack. Remove this
mark with a suitable solvent to verify that it is not a crack.
3. Visually inspect the turbocharger compressor housing for an impeller rubbing condition. Replace the turbocharger
if the condition exists.

NOTE: Always use a new clamp when installing
the exhaust elbow.
4. Install the exhaust elbow (1)
5. Reinstall the exhaust system on the exhaust hang-
ers.
6. Connect the exhaust pipe to the turbocharger and
tighten the bolts to 11 Nꞏm (100 in. lbs.) torque.
7. Connect wastegate command valve connector.
8. Lower the vehicle.
9.Pre-lube the turbocharger.Pour 50 to 60 cc (2 to
3 oz.) clean engine oil in the oil supply line fitting.
Carefully rotate the turbocharger impeller by hand
to distribute the oil thoroughly.
10. Install and tighten the oil supply line to 24 Nꞏm
(18 ft. lbs.) torque.
11. Position the charge air cooler inlet pipe to the tur-
bocharger. With the clamp in position, tighten the
clamp nut to 11 Nꞏm (95 in. lbs.) torque.
12. Position the air inlet hose to the turbocharger.
Tighten the clamp to 4 Nꞏm (35 in. lbs.) torque.
13. Connect the battery negative cables.
14. Start the engine to check for leaks.
TURBOCHARGER OIL DRAIN TUBE
1. Raise vehicle on hoist.
NOTE: Lubricate o-rings and block bore prior to
inserting the tube into the block.
2. Install new turbocharger oil drain tube O-rings.
Lubricate O-rings with engine oil.
3. Install turbocharger oil drain tube into engine block.
4. Using a new gasket, install two oil drain tube
mounting bolts. Tighten to 24 Nꞏm (18 ft. lbs.).
5. Lower vehicle.
6. Connect negative battery cable.
7. Start engine and check for leaks.

CHARGE AIR COOLER AND PLUMBING
DESCRIPTION
The charge air system consists of the charge air
cooler piping, charge air cooler and intake air grid
heater.
The charge air cooler is a heat exchanger that uses
air flow from vehicle motion to dissipate heat from the
intake air. As the turbocharger increases air pressure,
the air temperature increases. Lowering the intake air
temperature increases engine efficiency and power.
OPERATION
Intake air is drawn through the air cleaner and into the
turbocharger compressor housing. Pressurized air
from the turbocharger then flows forward through the
charge air cooler located in front of the radiator. From
the charge air cooler the air flows back into the intake
manifold.