engine DODGE RAM SRT-10 2006 Service Repair Manual

CABLE-THROTTLE VALVE
DESCRIPTION
Transmission throttle valve cable (1) adjustment is
extremely important to proper operation. This adjust-
ment positions the throttle valve, which controls shift
speed, quality, and part-throttle downshift sensitivity.
If cable setting is too loose, early shifts and slippage
between shifts may occur. If the setting is too tight,
shifts may be delayed and part throttle downshifts may
be very sensitive.
The transmission throttlevalveisoperatedbyacam
on the throttle lever. The throttle lever is operated by
an adjustable cable (3). The cable is attached to an
arm mounted on the throttle lever shaft. A retaining
clip (2) at the engine-end of the cable is removed to
provide for cable adjustment. The retaining clip is then
installedbackontothethrottlevalvecabletolockin
the adjustment.

CONVERTER-TORQUE
DESCRIPTION
The torque converter is a hydraulic device that cou-
ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (4), an overrunning clutch,
an impeller (2), and an electronically applied converter
clutch (6). The converterclutch provides reduced
engine speed and greater fuel economy when
engaged. Clutch engagement also provides reduced
transmission fluid temperatures. The torque converter
hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced
if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid.

IMPELLER
The impeller is an integral part of the converter housing. The impeller consists of curved blades placed radially
along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the
engine, so is the impeller, because they are one and the same and are the driving members of the system.
Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL

TURBINE
The turbine is the output, or driven, member of the converter. The turbine is mounted within the housing opposite
the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and
splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are
curved in the opposite direction.
STATOR
The stator assembly is mounted on a stationary shaft
which is an integral part of the oil pump. The stator
contains an over-running clutch (1-4), which allows the
stator to rotate only in a clockwise direction. When the
stator is locked against theover-runningclutch,the
torque multiplication feature of the torque converter is
operational.
Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION

OPERATION
The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive
plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated
by the impeller, rotates and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion bythe impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. Thiscauses both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in a direction that would tend to slow it down.
Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD

STATOR
Torque multiplication is achieved by locking the sta-
tor’s over-running clutch to its shaft. Under stall condi-
tions the turbine is stationary and the oil leaving the
turbine blades strikes the face of the stator blades and
tries to rotate them in a counterclockwise direction.
When this happens the overrunning clutch of the sta-
tor locks and holds the stator from rotating. With the
stator locked, the oil strikes the stator blades (1) and
is redirected into a “helping” direction before it enters
the impeller. This circulation of oil from impeller to tur-
bine, turbine to stator, and stator to impeller, can pro-
duce a maximum torque multiplication of about 1.75:1.
As the turbine begins to match the speed of the impel-
ler, the fluid that was hitting the stator in such as way
as to cause it to lock-up is no longer doing so. In this
condition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically applied or released when fluid is feed or vented from the hydraulic circuit
by the torque converter control (TCC) solenoid on the valve body. The torque converter clutch is controlled by the
Powertrain Control Module (PCM). The torque converter clutch engages in FOURTH gear, and in THIRD gear under
various conditions, such as when the O/D switch is OFF, or when the vehicle is cruising on a level surface after the
vehicle has warmed up. The torque converter clutch can also be engaged in the MANUAL SECOND gear position
if high transmission temperatures are sensed by the PCM. The torque converter clutch may disengage momentarily
when an increase in engine load is sensed by the PCM, such as when the vehiclebegins to go uphill or the throttle
pressure is increased.
REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 45RFE/
545RFE - REMOVAL)
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creatingan unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pumpseal.
4. Separate the torque converter from the transmission.
Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2-FRONTOFENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES

VALVE-TORQUE CONVERTER DRAINBACK
DESCRIPTION
GAS ENGINES
The drainback valve is located in the transmission cooler outlet (pressure) line.
DIESEL ENGINE
The converter drainback check valve is located in the in the TOC pressure - supply line, between the engine
mounted TOC and the air to oil TOC.
OPERATION
GAS ENGINES
The valve prevents fluid from draining from the converter into the cooler and lines when the vehicle is shut down for
lengthy periods. Production valves have a hose nipple at one end, while theopposite end is threaded for a flare
fitting. All valves have an arrow (or similar mark) to indicate direction of flow through the valve.
DIESEL ENGINE
The valve prevents fluid from draining from the converter into the cooler and lines when the vehicle is shut down for
lengthy periods. Production valves have pipe thread on one end, while the opposite end is threaded for a flare
fitting, and are threaded into the oil cooler mounted on the side of the engine. All valves have an arrow (or similar
mark) to indicate direction of flow through the valve.
STANDARD PROCEDURE
GAS ENGINES
The converter drainback check valve is located in the cooler outlet (pressure) line near the radiator tank. The valve
prevents fluid drainback when the vehicle is parked for lengthy periods. The valve check ball is spring loaded and
has an opening pressure of approximately 2 psi.
The valve is serviced as an assembly; it is not repairable. Do not clean the valve if restricted, or contaminated by
sludge, or debris. If the valve fails, or if a transmission malfunction occurs that generates significant amounts of
sludge and/or clutch particles and metal shavings, the valve must be replaced.
If the valve is restricted, installed backwards, or in the wrong line, it will cause an transmission overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow device. It must be properly orientedintermsofflowdirec-
tion for the cooler to function properly. The valve must be installed in thepressure line. Otherwise flow will
be blocked and would cause an transmission overheating condition and eventual transmission failure.
DIESEL ENGINE
The converter drainback check valve is located in the in the TOC pressure - supply line, between the engine
mounted transmission oil cooler and the air to oil transmission oil cooler. The valve prevents fluid drainback when
the vehicle is parked for lengthy periods. The valve check ball is spring loaded and has an opening pressure of
approximately 2 psi.
The valve is serviced as an assembly; it is not repairable. Do not clean the valve if restricted, or contaminated by
sludge, or debris. If the valve fails, or if a transmission malfunction occurs that generates significant amounts of
sludge and/or clutch particles and metal shavings, the valve must be replaced.
If the valve is restricted, installed backwards, or in the wrong line, it will cause an transmission overheating condition
and possible transmission failure.

SENSOR-TRANSMISSION RANGE
DESCRIPTION
The Transmission Range Sensor (TRS) has 3 primary
functions:
Provide a PARK/NEUTRAL start signal to the
engine controller and the starter relay.
Turn the Back-up lamps on when the transmis-
sion is in REVERSE and the engine (ignition) is
on.
Provide a transmission range signal to the instru-
ment cluster.
The sensor is mounted in the transmission housing
near the valve body, just above the pan rail. It’s in the
same position as the Park/Neutral switch on other
transmissions. The TRS contacts a cammed surface
on the manual valve lever. The cammed surface trans-
lates the rotational motion of the manual lever into the
linear motion of the sensor. The cammed surface on
the manual lever is comprised of two parts controlling
the TRS signal: The insulator portion contacts the
switch poppet when the manual lever is not in PARK
or NEUTRAL. The manual lever itself contacts the
poppet when the lever is in PARK or NEUTRAL; pro-
viding a ground for the signal from the starter relay
and the appropriate engine controller.
OPERATION
As the switch moves through its linear motion contacts
slide across a circuit board which changes the resis-
tance between the range sensing pins of the switch. A
power supply on the instrument cluster provides a reg-
ulated voltage signal to the switch. The return signal is
decoded by the cluster, which then controls the
PRNDL display to correspond with the correct trans-
mission range. A bus message of transmission range

REGULATOR VALVE
The pressure regulator valve is needed to control the hydraulic pressure within the system and reduce the amount
of heat produced in the fluid. The pressure regulator valve is located in the valve body near the manual valve. The
pressure regulator valve train controls the maximum pressure in the linesby metering the dumping of fluid back into
the sump. Regulated pressure is referred to as “line pressure.”
The regulator valve has a spring on one end that pushes the valve to the left.This closes a dump (vent) that is
used to lower pressure. The closing of the dump will cause the oil pressure to increase. Oil pressure on the oppo-
site end of the valve pushes the valve to the right, opening the dump and lowering oil pressure. The result is spring
pressure working against oil pressureto maintain the oil at specific pressures. With the engine running, fluid flows
from the pump to the pressure regulator valve, manual valve, and the interconnected circuits. As fluid is sent
through passages to the regulator valve, the pressure pushes the valve to the right against the large spring. It is
also sent to the reaction areas on the left side of the throttle pressure plug and the line pressure plug. With the gear
selector in the PARK position, fluid recirculates through the regulator and manual valves back to the sump.
Regulator Valve in Park Position

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