ESP DODGE RAM SRT-10 2006 Service Owner's Manual

Theory of Operation
The upstream O2 sensor is used to detect the amount of oxygen in the exhaust gas before the gas enters the
catalytic converter. During the catalyst/O2 monitor test, the response rate (cycles/second) of the upstream O2 sen-
sor determines the sensor’s ability to achieve the tailpipe emissions limits. The response rate of the downstream O2
sensor relative to the upstream O2 sensor response rate measures the catalyst’s ability to store oxygen and is used
to infer the catalyst’s ability to achieve the tailpipe emissions limits.
When Monitored:
After engine warm up to 70°C (158°F), 180 seconds of open throttle operation, at a speed greater than 18 mph
and less than 55 mph, with the engine at 1200-1700 rpm and MAP vacuum between15.0 and 21.0 inches of
mercury (Hg).
Set Condition:
As catalyst efficiency deteriorates, the switch rate of the downstream O2sensor approaches that of the
upstream O2 sensor. If at any point during the test the switch ratio reachesa predetermined value a counter
is incremented by one. Three good trips to turn off the MIL.
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
AGING O2 SENSOR
CATALYTIC CONVERTER
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
Diagnostic Test
1.ACTIVE DTC
NOTE: A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTCtoset.Reviewthe
repair history of the vehicle before continuing.
NOTE: If an O2 Sensor DTC set along with the Catalytic Converter EfficiencyDTC diagnose the O2 Sensor
DTC(s) before continuing.
NOTE: Check for contaminants that may have damaged the O2 Sensor and Catalytic Converter: contami-
nated fuel, unapproved silicone, oil and coolant, repair necessary.
Ignition on, engine not running.
With a scan tool, read DTCs.
Is the DTC active at this time?
Ye s>>
Go To 2
No>>
Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)

Theory of Operation
The upstream O2 sensor is used to detect the amount of oxygen in the exhaust gas before the gas enters the
catalytic converter. During the catalyst/O2 monitor test, the response rate (cycles/second) of the upstream O2 sen-
sor determines the sensor’s ability to achieve the tailpipe emissions limits. The response rate of the downstream O2
sensor relative to the upstream O2 sensor response rate measures the catalyst’s ability to store oxygen and is used
to infer the catalyst’s ability to achieve the tailpipe emissions limits.
When Monitored:
After engine warm up to 147 deg. F, 180 seconds of open throttle operation, at a speed greater than 20 mph,
with the engine at 1200-1700 rpm and MAP vacuum between 15.0 and 21.0 inchesof mercury (Hg).
Set Condition:
As catalyst efficiency deteriorates, the switch rate of the downstream O2sensor approaches that of the
upstream O2 sensor. If at any point during the test the switch ratio reachesa predetermined value a counter
is incremented by one. Three good trips to turn off the MIL.
Possible Causes
EXHAUST LEAK
ENGINE MECHANICAL
AGING O2 SENSOR
CATALYTIC CONVERTER
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
Diagnostic Test
1.ACTIVE DTC
NOTE: A new rear O2 Sensor along with an aging front O2 Sensor may cause the DTCtoset.Reviewthe
repair history of the vehicle before continuing.
NOTE: If an O2 Sensor DTC set along with the Catalytic Converter EfficiencyDTC diagnose the O2 Sensor
DTC(s) before continuing.
NOTE: Check for contaminants that may have damaged the O2 Sensor and Catalytic Converter: contami-
nated fuel, unapproved silicone, oil and coolant, repair necessary.
Ignition on, engine not running.
With a scan tool, read DTCs.
Is the DTC active at this time?
Ye s>>
Go To 2
No>>
Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.VISUALLY INSPECT CATALYTIC CONVERTER
Inspect the Catalytic Converter for the following damage.
Damaged Catalytic Converter, dents or holes.
Severe discoloration caused by overheating the Catalytic Converter.
Catalytic Converter broken internally.
Leaking Catalytic Converter.
Were any problems found?
Ye s>>
Replace the Catalytic Converter. Repair the condition that may have caused the failure.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No>>
Go To 3

P0513-INVALID SKREEM KEY
For a complete wiring diagramRefer to Section 8W.
When Monitored:
Ignition on.
Set Condition:
The Gateway detects that the Secret Key message is invalid or missing. One Trip Fault.
Possible Causes
WCM/SKREEM
POWERTRAIN CONTROL MODULE
GATEWAY MODULE
COMMUNICATION PROBLEM
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
Diagnostic Test
1.ACTIVE DTC
Ignition on, engine not running.
With the scan tool, read the Gateway Module DTCs.
Is the DTC active at this time?
Ye s>>
Go To 2
No>>
Refer to the INTERMITTENT CONDITION Diagnostic Procedure.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
2.COMMUNICATION (CAN BUS or J1850)
NOTE: For vehicle communication problems, use the scan tool to refer to theNetwork Review Screen. The
screen depicts a high level view of the vehicle network. Fault and problem areas appear in red. Selecting
any of the network components allows access to the source of the problem.
Does the scan tool display a Vehicle Network problem or NO RESPONSE condition?
Ye s>>
Refer to the appropriate BUS Communication test in the Section 8 ELECTRONIC CONTROL MODULE
- ELECTRICAL DIAGNOSTICS.
No>>
Go To 3
3.SKREEM/SKIM TROUBLE CODES SET
With the scan tool, check for SKREEM/SKIM DTCs.
Are any DTCs present in the SKREEM/SKIM?
Ye s>>
Refer to Section 8 - Electrical VEHICLE THEFT SECURITY - ELECTRICAL DIAGNOSTICS and perform
the appropriate Diagnostic Procedure.
No>>
Go To 4

MoparGasket Maker is an anaerobic type gasket material. The material cures in the absence of air when
squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. The anaerobic material is for
use between two machined surfaces. Do not use on flexible metal flanges.
MOPAR
GASKET SEALANT
Mopar
Gasket Sealant is a slow drying, permanently soft sealer. This material isrecommended for sealing
threaded fittings and gaskets against leakage of oil and coolant. Can be used on threaded and machined parts
under all temperatures. This material is used on engines with multi-layersteel (MLS) cylinder head gaskets. This
material also will prevent corrosion. Mopar
Gasket Sealant is available in a 13 oz. aerosol can or 4oz./16 oz. can
w/applicator.
FORM-IN-PLACE GASKET AND SEALER APPLICATION
Assembling parts using a form-in-place gasket requires care but it’s easier than using precut gaskets.
Mopar
Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to one
gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off.
Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during
assembly to prevent smearing material off the location.
Mopar
Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead approximately 3
mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 in.)
drop is placed in the center of the gasket contact area. Uncured sealant maybe removed with a shop towel. Com-
ponents should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to prevent smearing material off the location.
Mopar
Gasket Sealant in an aerosol can should be applied using a thin, even coat sprayed completely over both
surfaces to be joined, and both sides of a gasket. Then proceed with assembly. Material in a can w/applicator can
be brushed on evenly over the sealing surfaces. Material in an aerosol can shouldbeusedonengineswithmulti-
layer steel gaskets.
STANDARD PROCEDURE - ENGINE GASKET SURFACE PREPARATION
To ensure engine gasket sealing, proper surface prep-
aration must be performed, especially with the use of
aluminum engine components and multi-layer steel
cylinder head gaskets.
Neveruse the following to clean gasket surfaces:
Metal scraper (3).
Abrasive pad (1) or paper to clean cylinder block
and head.
High speed power tool (1) with an abrasive pad
orawirebrush.
NOTE: Multi-Layer Steel (MLS) head gaskets
require a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:
Solvent or a commercially available gasket
remover
Plastic or wood scraper.
Drill motor with 3M Roloc™ Bristle Disc (white or yellow).
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing sur-
faces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bris-
tle disc may be used on cast iron surfaces with care.

SPRINGS-VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. The springs are NOT common for intake and
exhaust applications. The exhaust spring has an external damper. The valve spring seat is integral with the valve
stem seal, which is a positive type seal to control lubrication.
REMOVAL
1. Remove the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL).
2. Using Special Tool 8516 Valve Spring Compressor, remove the rocker armsand the hydraulic lash adjusters.
3. Remove the spark plug for the cylinder the valve spring and seal are to be removed from.
4. Apply shop air to the cylinder to hold the valves in place when the spring is removed.
NOTE: All six valve springs and seals are removed in the same manner; this procedure only covers one
valve seal and valve spring.
5. Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
NOTE: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to
be removed.
6. Remove the two spring retainer lock halves.
NOTE: the valve spring is under tension use care when releasing the valve spring compressor.
7. Remove the valve spring compressor.
NOTE: The valve springs are NOT common between intake and exhaust.
8. Remove the spring retainer, and the spring.
9. Remove the valve stem seal.
NOTE: The valve stem seals are common between intake and exhaust.
INSTALLATION
NOTE: All six valve springs and seals are removed in the same manner; this procedure only covers one
valve seal and valve spring.
1. Apply shop air to the cylinder to holdthevalvesinplacewhilethespringis installed.
NOTE: The valve stem seals are common between intake and exhaust.
2. Install the valve stem seal.
NOTE: The valve springs are NOT common between intake and exhaust.
3. Install the spring retainer, and the spring.
4. Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
5. Install the two spring retainer lock halves.
NOTE: the valve spring is under tension use care when releasing the valve spring compressor.
6. Remove the valve spring compressor.
7. Disconnect the shop air to the cylinder.
8. Install the spark plug for the cylinder the valve spring and seal was installed on.

SPRINGS - VALVE
DESCRIPTION
The valve springs are made from high strength chrome silicon steel. There are different springs for intake and
exhaust applications. The exhaust spring has an external damper. The valve spring seat is integral with the valve
stem seal, which is a positive type seal to control lubrication.
REMOVAL
1. Remove the cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL).
2. Using Special Tool 8516 Valve Spring Compressor, remove the rocker armsand the hydraulic lash adjusters.
3. Remove the spark plug for the cylinder the valve spring and seal are to be removed from.
4. Apply shop air to the cylinder to hold the valves in place when the spring is removed.
NOTE: All six valve springs and seals are removed in the same manner; this procedure only covers one
valve seal and valve spring.
5. Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
NOTE: It may be necessary to tap the top of the valve spring to loosen the spring retainers locks enough to
be removed.
6. Remove the two spring retainer lock halves.
NOTE: the valve spring is under tension use care when releasing the valve spring compressor.
7. Remove the valve spring compressor.
NOTE: The valve springs are NOT common between intake and exhaust.
8. Remove the spring retainer, and the spring.
9. Remove the valve stem seal.
NOTE: The valve stem seals are common between intake and exhaust.
INSTALLATION
NOTE: All six valve springs and seals are removed in the same manner; this procedure only covers one
valve seal and valve spring.
1. Apply shop air to the cylinder to holdthevalvesinplacewhilethespringis installed.
NOTE: The valve stem seals are common between intake and exhaust.
2. Install the valve stem seal.
NOTE: The valve springs are NOT common between intake and exhaust.
3. Install the spring retainer, and the spring.
4. Using Special Tool 8387 Valve Spring Compressor, compress the valve spring.
5. Install the two spring retainer lock halves.
NOTE: the valve spring is under tension use care when releasing the valve spring compressor.
6. Remove the valve spring compressor.
7. Disconnect the shop air to the cylinder.
8. Install the spark plug for the cylinder the valve spring and seal was installed on.

BEARINGS-CRANKSHAFT MAIN
STANDARD PROCEDURE
MAIN BEARING FITTING
SELECT FIT IDENTIFICATION
The main bearings are “select fit” to achieve proper oil
clearances. For main bearing selection, the crankshaft
position sensor target wheel (2) has grade identifica-
tion marks stamped into it. These marks are read from
left to right, corresponding with journal number 1, 2, 3,
4. The crankshaft position sensor target wheel is
mounted to the number 6 counter weight (1) on the
crankshaft.
INSPECTION
Wipe the inserts clean and inspect for abnormal wear patterns and for metalor other foreign material imbedded in
the lining. Normal main bearing insert wear patterns are illustrated.
Inspect the back of the inserts for fractures, scrapings or irregular wearpatterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)
Remove the crankshaft from the cylinder block (Refer to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT - REMOVAL).
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90° apart at each end
of the journal.
The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.002 inch). Com-
pare the measured diameter with the journal diameter specification (MainBearing Fitting Chart). Select inserts
required to obtain the specified bearing-to-journal clearance.
Install the crankshaft into the cylinder block (Refer to 9 - ENGINE/ENGINEBLOCK/CRANKSHAFT - INSPECTION).
Check crankshaft end play.
CRANKSHAFT MAIN BEARING SELECTION

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE OIL LEAK
Begin with a thorough visual inspection of the engine, particularly at thearea of the suspected leak. If an oil leak
source is not readily identifiable, thefollowingstepsshouldbefollowed:
1. Do not clean or degrease the engine at this time because some solvents maycause rubber to swell, temporarily
stopping the leak.
2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15
minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color
under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If
the oil leak is found and identified, repair per service manual instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspec-
tion.If the oil leak source is not positively identified at this time, proceed with the air leak detection test method.
Air Leak Detection Test Method
1. Disconnect the breather cap to air cleaner hose at the breather cap end. Cap or plug breather cap nipple.
2. Remove the PCV valve from the cylinder head cover. Cap or plug the PCV valvegrommet.
3. Attach an air hose with pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure.
4. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applyingsoapy water at the suspected source.
Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak
source. If the oil leak is detected and identified, repair per service manual procedures.
5. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak.
6. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV
valve and breather cap hose.
7. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approx-
imately 24 km (15 miles). Inspect the engine for signs of an oil leak by usinga black light.
INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the source of an oil leak in therear seal area of the engine, a more
involved inspection is necessary. The following steps should be followedto help pinpoint the source of the leak.
If the leakage occurs at the crankshaft rear oil seal area:
1. Disconnect the battery.
2. Raise the vehicle.
3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light
to check for the oil leak:
a. Circular spray pattern generally indicates seal leakage or crankshaftdamage.
b. Where leakage tends to run straight down, possible causes are a porous block, oil galley pipe plugs, oil filter
runoff, and main bearing cap to cylinder block mating surfaces.
4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
5. If the leak is not detected, very slowly turn the crankshaft and watch forleakage. If a leak is detected between
the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged.
The seal area on the crankshaft could have minor nicks or scratches that canbe polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.

VALVE TIMING
DESCRIPTION
The timing drive system has been designed to provide quiet performance andreliability to support anon-free
wheelingengine. Specifically the intake valves are non-free wheeling and can be easily damaged with forceful
engine rotation if camshaft-to-crankshaft timing is incorrect. The timing drive system consists of a primary chain (6),
two secondary timing chain drives (1,4) and a counterbalance shaft drive.
OPERATION
The primary timing chain is a single inverted tooth chain type. The primarychaindrivesthelarge50toothidler
sprocket directly from a 25 tooth crankshaft sprocket. Primary chain motion is controlled by a pivoting leaf spring
tensioner arm and a fixed guide. The arm and the guide both use nylon plasticwear faces for low friction and long
wear. The primary chain receives oil splash lubrication from the secondary chain drive and designed oil pump leak-
age. The idler sprocket assembly connects the primary chain drive, secondary chain drives, and the counterbalance
shaft. The idler sprocket assembly consists of two integral 26 tooth sprockets a 50 tooth sprocket and a helical gear
that is press-fit to the assembly. Thespline joint for the 50 tooth sprocket is a non serviceable press fit anti rattle
type. A spiral ring is installed on the outboard side of the 50 tooth sprocket to prevent spline disengagement. The
idler sprocket assembly spins on a stationary idler shaft. The idler shaftis a light press-fit into the cylinder block. A
large washer on the idler shaft bolt and the rear flange of the idler shaft are used to control sprocket thrust move-
ment. Pressurized oil is routed through the center of the idler shaft to provide lubrication for the two bushings used
in the idler sprocket assembly.
There are two secondary drive chains, both are roller type, one to drive thecamshaft in each SOHC cylinder head.
There are no shaft speed changes in the secondary chain drive system. Each secondary chain drives a 26 tooth
cam sprocket directly from the 26 tooth sprocket on the idler sprocket assembly. A fixed chain guide and a hydraulic
oil damped tensioner are used to maintain tension in each secondary chain system. The hydraulic tensioners for the
secondary chain systems are fed pressurized oil from oil reservoir pockets in the block. Each tensioner incorporates
a controlled leak path through a device known as a vent disc located in the nose of the piston to manage chain

19. Install A/C compressor (2) (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION).
20. Install both breathers (1). Connect tube to both
crankcase breathers.
21. Connect throttle and speed control cables.
22. Install throttle body resonator assembly and air
inlet hose. Tighten clamps 4 Nꞏm (35 in. lbs.).
23. Raise vehicle.
24. Install transmission to engine mounting bolts.
Tighten the bolts to 41 Nꞏm (30 ft. lbs.).
25. Install torque converter bolts (Automatic Transmis-
sion Only).
26. Connect crankshaft position sensor (1).
27.4X4 vehiclesPosition and install the axle isolator
bracket onto the axle, transmission and engine
block. Tighten bolts to specification (Refer to 9 -
ENGINE - SPECIFICATIONS).