oil type DODGE RAM SRT-10 2006 Service Owner's Manual

OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator is located at the left hand of the engine on the 5.7L engines.
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800 kilometers (500 miles).Unless the engine has exhibited loss of oil
pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable
levels are indicated between the ADD and SAFE marks on the engine oil dipstick.
1. Position vehicle on level surface.
2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
3. Wipe dipstick clean.
4. Install dipstick and verify it is seated in the tube.
5. Remove dipstick, with handle held above the tip, take oil level reading.
6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCESCHEDULES - DESCRIPTION).
Run engine until achieving normal operating temperature.
1. Position the vehicle on a level surface and turn engine off.
2. Hoist and support vehicle on safety stands.
3. Remove oil fill cap.
4. Place a suitable drain pan under crankcase drain.
5. Remove drain plug from crankcase and allow oil to drain into pan. Inspectdrain plug threads for stretching or
other damage. Replace drain plug if damaged.
6. Install drain plug in crankcase. Torque to 34 Nꞏm ( 25 ft. lbs.).
7. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section.
8. Install oil fill cap.
9. Start engine and inspect for leaks.
10. Stop engine and inspect oil level.
USED ENGINE OIL DISPOSAL
Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to
the WARNING at beginning of this section.

FILTER - ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow,
disposable type oil filter. DaimlerChrysler Corporation
recommends a Mopar
or equivalent oil filter be used.
1. Position a drain pan under the oil filter.
2. Using a suitable oil filter wrench loosen filter (3).
3. Rotate the oil filter counterclockwise to remove it
from the cylinder block oil filter boss.
4. When filter separates from cylinder block oil filter
boss, tip gasket end upward to minimize oil spill.
Remove filter from vehicle.
NOTE: Make sure filter gasket was removed with
filter.
5. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil.
2. Thread filter (3) onto adapter nipple. When gasket
makes contact with sealing surface, hand tighten
filter one half turn, or 180°,do not over tighten.
3. Add oil, verify crankcase oil level and start engine.
Inspect for oil leaks.

PUMP - ENGINE OIL
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.

ENGINE - 5.9L DIESEL - SERVICE INFORMATION
DESCRIPTION
DESCRIPTION - 5.9L DIESEL
The cylinder block is constructed of cast iron. The casting is a skirted design which incorporates longitudal ribs for
superior strength and noise reduction. The block incorporates metric straight thread o-ring fittings at lubrication oil
access points. The engine is manufactured with the cylinders being a non-sleeved type cylinder. However, one
approved service method is to bore out the cylinders and add cylinder sleeves to the cylinder block.
The cylinders are numbered front to rear ; 1 to 6. The
firing order is 1–5–3–6–2–4.

DESCRIPTION - CRANKCASE BREATHER
The crankcase breather assembly is integrated into
the cylinder head cover (3) and is not serviced seper-
ately. The external fittings (2) to the breather tube and
breather drain tube are serviceable.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTION
LUBRICATING OIL
PRESSURE LOW1. Low oil level. 1. (a) Check and fill with clean engine oil.
(b) Check for a severe external oil leak that
could reduce the pressure.
2. Oil viscosity thin, diluted or wrong
specification.2. (a) Verify the correct engine oil is being
used. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
(b) Look for reduced viscosity from fuel
dilution.
3. Improperly operating pressure
switch/gauge.3. Verify the pressure switch is functioning
correctly. If not, replace switch/gauge.
4. Relief valve stuck open. 4. Check/replace valve.
6. If cooler was replaced, shipping
plugs may have been left in cooler6. Check/remove shipping plugs.
7. Worn oil pump. 7. Check and replace oil pump.
8. Suction tube loose or seal leaking. 8. Check and replace seal.
9. Loose main bearing cap. 9. Check and install new bearing. Tighten
cap to proper torque.
10. Worn bearings or wrong bearings
installed.10. Inspect and replace connecting rod or
main bearings. Check and replace directed
piston cooling nozzles.

CONDITION POSSIBLE CAUSES CORRECTION
11. Directed piston cooling nozzles
under piston, bad fit into main
carrier.11. Check directed piston cooling nozzles
position.
12. Loose oil rifle plug with saddle-jet
style nozzles12.Tighten oil rifle plug.
13. Loose directed piston cooling
nozzle.13. Tighten directed piston cooling nozzle.
14. Both J-jet and saddle jet style
cooling nozzle installed.14. Install correct style jet.
LUBRICATING OIL
PRESSURE TOO HIGH1. Pressure switch/gauge not
operating properly.1. Verify pressure switch is functioning
correctly. If not, replace switch/gauge.
ENGINE BREATHER
RESTRICTED2. Engine running too cold. 2. Refer to Coolant Temperature Below
Normal (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING).
3. Oil viscosity too thick. 3. Make sure the correct oil is being used.
(Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
4. Oil pressure relief valve stuck
closed or binding4. Check and replace valve.
LUBRICATING OIL LOSS 1. External leaks. 1. Visually inspect for oil leaks.Repair as
required.
2. Crankcase being overfilled. 2. Verify that the correct dipstick is being
used.
3. Incorrect oil specification or
viscosity.3. (a) Make sure the correct oil is being
used (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
(b) Look for reduced viscosity from dilution
with fuel.
(c) Review/reduce oil change intervals.
4. Oil cooler leak 4. Check and replace the oil cooler.
5. High blow-by forcing oil out the
breather.5. Check the breather tube area for signs of
oil loss. Perform the required repairs.
6. Turbocharger leaking oil to the air
intake.6. Inspect the air ducts for evidence of oil
transfer. Repair as required.
COMPRESSION KNOCKS 1. Air in the fuel system. 1. Identify location of air leak and repair. Do
not bleed high pressure fuel system.
2. Poor quality fuel or water/gasoline
contaminated fuel.2. Verify by operating from a temporary
tank with good fuel. Clean and flush the
fuel tank. Replace fuel/water separator filter.
3. Engine overloaded. 3. Verify the engine load rating is not being
exceeded.
4. Improperly operating injectors. 4. Check and replace misfiring/inoperative
injectors.
EXCESSIVE VIBRATION 1. Loose or broken engine mounts. 1. Replace engine mounts.
2. Damaged fan or improperly
operating accessories.2. Check and replace the vibrating
components.

EXCESSIVE WHITE SMOKE
POSSIBLE CAUSE CORRECTION
Fuel filter plugged. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor
malfunctioning. This will cause wax type build-up in fuel
filter.Refer to Fuel Heater Testing (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL HEATER -
DIAGNOSIS AND TESTING).
Fuel injector malfunctioning. A DTC should have been set. Perform “Cylinder
Performance Test
orCylinder cutout Testusing DRB
scan tool to isolate individual cylinders. Also refer to
Powertrain Diagnostic Procedures Information and,
(Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL
INJECTOR - DIAGNOSIS AND TESTING).
Fuel injector hold-downs loose. Torque to specifications.
Fuel injector protrusion not correct. Check washer (shim) at bottom of fuel injector for
correct thickness. (Referto 14 - FUEL SYSTEM/FUEL
INJECTION/FUEL INJECTOR - INSTALLATION)
Fuel injection pump malfunctioning. A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information.
Fuel supply side restriction. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel transfer (lift) pump malfunctioning. A DTC may have been set. Refer toPowertrain
Diagnostic Procedures Information.
Intake/Exhaust valve adjustments not correct (too tight). (Refer to 9 - ENGINE/CYLINDER HEAD/INTAKE/
EXHAUST VALVES & SEATS - STANDARD
PROCEDURE).
Intake manifold air temperature sensor malfunctioning. A DTC should havebeen set. Refer to Powertrain
Diagnostic Procedures Information.
Intake manifold heater circuit not functioning correctly in
cold weather.A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check heater
elements for correct operation.
Intake manifold heater elements not functioning
correctly in cold weather.A DTC should have been set if heater elements are
malfunctioning. Refer to Powertrain Diagnostic
Procedures Information.
Internal engine damage (scuffed cylinder). Analyze engine oil and inspect oil filter to locate area of
probable damage.
Restriction in fuel supply side of fuel system. Refer to Powertrain Diagnostic Manual for fuel system
testing.
EXCESSIVE BLUE SMOKE
POSSIBLE CAUSE CORRECTION
Dirty air cleaner or restricted turbocharger intake duct. Check Filter Minder
at air filter housing. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
ELEMENT - REMOVAL).
Air leak in boost system between turbocharger
compressor outlet and intake manifold.Service air charge system..
Obstruction in exhaust manifold. Remove exhaust manifold and inspect forblockage
(Refer to 9 - ENGINE/MANIFOLDS/EXHAUST
MANIFOLD - REMOVAL).

MoparEngine RTV GEN II is used to seal components exposed to engine oil. This material is a specially designed
black silicone rubber RTV that retains adhesion and sealing properties when exposed to engine oil. Moisture in the
air causes the material to cure. This material is available in three ounce tubes and has a shelf life of one year. After
one year this material will not properly cure. Always inspect the package for the expiration date before use.
MOPAR
AT F R T V
Mopar
ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties
to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This material is avail-
able in three ounce tubes and has a shelf life of one year. After one year thismaterial will not properly cure. Always
inspect the package for the expiration date before use.
MOPAR
GASKET MAKER
Mopar
Gasket 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 - REPAIR DAMAGED OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consistsof:
Drilling out worn or damaged threads.
Tapping the hole with a special Heli-Coil Tap, or equivalent.
Installing an insert into the tapped hole to bring the hole back to its original thread size.
STANDARD PROCEDURE—HYDROSTATIC LOCK
CAUTION: DO NOT use the starter motor to rotate the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock (regardless of what causedthe problem), follow the steps below.
1. Disconnect the negative cable(s) from the battery.
2. Inspect air cleaner, induction system, and intake manifold to ensure system is dry and clear of foreign material.

3. Place a shop towel around the fuel injectors to catch any fluid that may possibly be under pressure in the cyl-
inder head. Remove the fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR -
REMOVAL).
4. With all injectors removed, rotatethe crankshaft using the crankshaftbarring tool (PN 7471–B).
5. Identify the fluid in the cylinders (coolant, fuel, oil, etc.).
6. Be sure all fluid has been removed from the cylinders.
7. Repair engine or components as necessary to prevent this problem from occurring again.
8. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This will prevent damage on restart.
9. Install fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - INSTALLATION).
10. Drain engine oil. Remove and discard the oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER -
REMOVAL).
11. Installthedrainplug.Tightentheplugto50Nꞏm(37ft.lbs.)torque.
12. Install a new oil filter (Refer to 9 - ENGINE/LUBRICATION/OIL FILTER - INSTALLATION).
13. Fill engine crankcase with the specified amount and grade of oil (Referto LUBRICATION & MAINTENANCE/
FLUID TYPES - SPECIFICATIONS).
14. Connect the negative cable(s) to the battery.
15. Start the engine and check for any leaks.
REMOVAL - ENGINE
1. Disconnect both battery negative cables.
2. Disconnect engine grid heater harness at grid
heater relays.
3. Disconnect electrical connections from rear of alter-
nator.
4. Recover A/C refrigerant. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE).
5. Raise vehicle on a hoist.
6. Drain engine coolant (Refer to 7 - COOLING -
STANDARD PROCEDURE).
7. Remove engine oil drain plug and drain engine oil.
8. Reinstall drain plug. Tighten to 50 Nꞏm (37 ft. lbs.)
torque.
9. Lower the vehicle.
10. Remove fan (3) and fan drive (2). Refer to (Refer
to 7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).

DESCRIPTION SPECIFICATION
Engine Type In-Line 6 Cyl. Turbo Diesel
Displacement 5.9 Liters
359 ( Cubic Inches)
Bore 102.0 mm (4.02 in.)
Stroke 120.0 mm (4.72 in.)
Compression Ratio 17.2:1
325 H.P
Cylinder Pressure (Minimum) 350 psi.
Horsepower High Output 48 RE A/T and NV 5600 or G
56 M/T325 HP @ 2900 RPM
Torque Rating High Output ( 48RE A/T and NV 5600 or
G56M/T)610 LB-FT @ 1400 RPM
Lubrication System Pressure Feed-Full Flow With Bypass Valve
Firing Order 1-5-3-6-2-4
Cylinder Block Cast Iron
Crankshaft Induction Hardened Forged Steel
Cylinder Head Cast Iron With Valve Seat Inserts
Combustion Chambers High Swirl Bowl
Camshaft Chilled Ductile Iron
Pistons Cast Aluminum
Connnecting Rods Cross Rolled Micro Alloy
PISTONS
DESCRIPTION SPECIFICATION
Metric Standard
Skirt Diameter 101.775 - 101.793 mm 4.007 - 4.008 in.
Ring Groove Clearance
Intermediate (Min) 0.045 mm .0018 in
(Max) 0.095 mm 0.0037 in.
Oil Control ( Min) 0.040 mm .0016 in.
(Max) 0.085 mm .0033 in.
PISTON PINS
DESCRIPTION SPECIFICATION
Metric Standard
Pin Diameter ( Min) 39.990 mm 1.5744 in.
(Max) 40.003 mm 1.5749 in.
Bore Diameter (Min) 40.006 mm 1.5750 in.
(Max) 40.012 1.5753 in.
PISTON RINGS