light DODGE RAM SRT-10 2006 Service Repair Manual

14. Install Support Plate 6618A (1). Lightly tighten
retaining screws. Screws should be below the
plate surface, but do not snug screws.
15. Turn case over on arbor press so that the plate is
resting on the press base.CAUTION: The output
shaft will extend through the hole of Support
Plate 6618A. Ensure your press table has
clearance for the output shaft.
16. Install shim (1) on output shaft (2). Apply small
amount of petrolatum onto the shim to hold it in
place. Use the original shim as a starting point. If
original shim is not available, use the thickest
shim available.

69. Install the bolts that hold the adapter or extension
housing onto the transmission case. Be sure to
install any stud bolts to their original locations.
Tighten the bolts to 54 Nꞏm (40 ft.lbs.).
INSTALLATION
NOTE: Check torque converter hub and hub drive flats for sharp edges burrs,scratches, or nicks. Polish
the hub and flats with 320/400 grit paper and crocus cloth if necessary. Thehub must be smooth to avoid
damaging pump seal at installation.
1. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift
lever and shift cable bracket, from the original transmission onto the replacement transmission.
2. Lubricate oil pump seal lip with transmission fluid.
3. Align converter and oil pump.
4. Carefully insert converter in oil pump. Then rotate
converter back and forth until fully seated in pump
gears.
5. Check converter seating with steel scale (1) and
straightedge (2). Surface of converter lugs should
be at least 13mm (1/2 in.) to rear of straightedge
when converter is fully seated.
6. Temporarily secure converter with C-clamp.
7. Position transmission on jack and secure it with chains.
8. Check condition of converter driveplate. Replace the plate if cracked,distorted or damaged.Also be sure trans-
mission dowel pins are seated in engine block and protrude far enough to holdtransmissioninalign-
ment.
9. Apply a light coating of Mopar
High Temp Grease to the torque converter hub pocket in the rear pocket of the
engine’s crankshaft.
10. Raise transmission and align the torque converter with the drive plateand transmission converter housing with
the engine block.
11. Move transmission forward. Then raise, lower or tilt transmission to align the converter housing with engine
block dowels.

SEAL-OIL PUMP
REMOVAL
1. Remove the transmission from the vehicle (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - REMOVAL).
2. Remove the torque converter from the transmission bellhousing.
3. Use a screw mounted in a slide hammer to remove oil pump seal.
INSTALLATION
1. Clean and inspect oil pump seal seat. Then install seal using Seal Installer C-4193-A.
2. Clean and inspect torque converter hub. If nicks, scratches or hub wear are found, torque converter replacement
will be required.
CAUTION: If the torque converter isbeing replaced, apply a light coating of grease to the crankshaft pilot
hole. Also inspect the engine drive plate for cracks. If any cracks are found replace the drive plate. Do not
attempt to repair a cracked drive plate. Always use new torque converter todrive plate bolts.
3. Apply a light film of transmission oil to the torque converter hub and oilseal lips. Then install torque converter
into transmission. Be sure that the hub lugs mesh with the front pump lugs when installing.
4. Reinstall the transmission into the vehicle. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE -
INSTALLATION)

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 such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the stator’s over-running clutch to its shaft. Under stall conditions (the
turbine is stationary), 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 over-running clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a “helping” direction
before it enters the impeller. This circulation of oil from impeller to turbine, turbine to stator, and stator to impeller,
can produce a maximum torque multiplicationofabout2.4:1.Astheturbinebegins 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 con-
dition of operation, the stator begins to free wheel and the converter actsas a fluid coupling.
Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD

TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and tur-
bine are rotating at about the same speed and the
stator is freewheeling, providing no torque multiplica-
tion. By applying the turbine’s piston and friction mate-
rial to the front cover, a total converter engagement
can be obtained. The result of this engagement is a
direct 1:1 mechanical link between the engine and the
transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on over-
drive control switch position. If the overdrive control
switch is in the normal ON position, the clutch will
engage after the shift to fourth gear. If the control
switch is in the OFF position, the clutch will engage
after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
No EMCC
Partial EMCC
Full EMCC
Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application.
Partial EMCC operation is maintaineduntil Full EMCC is called for and actuated. During Partial EMCC some slip
does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the L/R Solenoid duty cycle.
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.
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

SWITCH-TOW/HAUL OVERDRIVE
DESCRIPTION
The tow/haul overdrive OFF (control) switch is located
in the shift lever arm. The switch is a momentary con-
tact device that signals the PCM to toggle current sta-
tus of the overdrive function.
OPERATION
At key-on, overdrive operation is allowed. Pressing the switch once causes the tow/haul overdrive OFF mode to be
entered and the Tow/Haul lamp to be illuminated. Pressing the switch a second time causes normal overdrive oper-
ationtoberestoredandthetow/haullamptobeturnedoff.Thetow/hauloverdrive OFF mode defaults to ON after
the ignition switch is cycled OFF and ON. The normal position for the control switch is the ON position. The switch
must be in this position to energize the solenoid and allow a 3-4 upshift. The control switch indicator light illuminates
only when the tow/haul overdrive switch is turned to the OFF position, or when illuminated by the transmission
control module.
REMOVAL
1. Using a plastic trim tool, remove the tow/haul over-
drive off switch retainer (2) from the shift lever (1).

CONVERTER CLUTCH CONTROL VALVE
The converter clutch control valve (5) controls the
back (on) side of the torque converter clutch (1).
When the controller energizes or modulates the
LR/CC solenoid to apply the converter clutch piston,
both the converter clutch control valve (5) and the
converter control valve move, allowing pressure to be
applied to the back side of the clutch.
T/C REGULATOR VALVE
The torque converter regulator valve slightly regulates the flow of fluidto the torque converter.
LOW/REVERSE SWITCH VALVE
The low/reverse clutch is applied from different sources, depending on whether low (1st) gear or reverse is selected.
The low/reverse switch valve alternates positions depending on from which direction fluid pressure is applied. By
design, when the valve is shifted by fluid pressure from one channel, the opposing channel is blocked. The switch
valve alienates the possibility of a sticking ball check, thus providing consistent application of the low/reverse clutch
under these operating conditions.
REMOVAL
NOTE: If valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Proce-
dure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSIONCONTROL MODULE -
STANDARD PROCEDURE)
1 - CONVERTER CLUTCH
2 - TORQUE CONVERTER
3 - LR/CC SOLENOID
4 - FROM MANUAL VALVE
5 - CONVERTER CLUTCH CONTROL VALVE
6 - TORQUE CONVERTER REGULATOR VALVE
7 - CONVERTER CLUTCH SWITCH VALVE
8 - BYPASS VALVE
9 - COOLER

3.CONDITION P0562 PRESENT
With the scan tool, read Transmission DTCs.
With the scan tool, Check the STARTS SINCE SET counter for P0562.
NOTE: This counter only applies to the last DTC set.
Is the STARTS SINCE SET counter set at 0?
Ye s>>
Go To 4
No>>
Go To 7
4.CHECKING (Z904, Z908, Z977) GROUND CIRCUITS
Turn the ignition off to the lock position.
Disconnect the PCM C4 harness connector and connect Miller tool
#8815.
NOTE: Check connectors - Clean/repair as necessary.
CAUTION: Do not probe the PCM harness connectors. Probing the
PCM harness connectors will damage the PCM terminals resulting
in poor terminal to pin connection. Install Miller tool #8815 to per-
form diagnosis.
Using a 12-volt test light connected to 12-volts, check the PCM (Z904,
Z908, Z977) Ground circuits at the appropriate terminals of Miller tool
#8815.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly for all of the Ground cir-
cuits?
Ye s>>
Go To 5
No>>
Repair the (Z904, Z908, Z977) Ground circuit(s) for an open or high resistance.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)

5.CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT
Turn the ignition off to the lock position.
Disconnect the Transmission Solenoid/TRS Assembly harness connec-
tor.
Ignition on, engine not running.
With the scan tool in TIPM, actuate the TCM output.
Using a 12-volt test light connected to ground, check all (T16) Trans-
mission Control Output circuits at the Transmission Solenoid/TRS
Assembly harness connector and the appropriate terminals of Miller tool
#8815.
NOTE: The (T16) Transmission Control Output circuit branches off
to both Transmission Solenoid/TRS Assembly and the PCM.
Does the test light illuminate brightly while cycling on and off
on all (T16) Transmission Control Output circuits?
Ye s>>
Go To 6
No>>
Repair the (T16) Transmission Control Output circuit for an
open or high resistance.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION
TEST - VER 1. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PRO-
CEDURE)
6.CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT FOR AN OPEN
Turn the ignition off to the lock position.
Disconnect the TIPM C10 harness connector.
Measure the resistance of the (T16) Transmission Control Output circuit
between the TIPM C10 harness connector and both the Transmission
Solenoid/TRS Assembly harness connector and the appropriate termi-
nals of Miller tool #8815.
Is the resistance above 5.0 ohms on any circuit?
Ye s>>
Repair the (T16) Transmission Control Output circuit for an
open or high resistance.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION
TEST - VER 1. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PRO-
CEDURE)
No>>
Using the schematics as a guide, check the Powertrain
Control Module (PCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. If no problems are found, replace the PCM
per the Service Information.With the scan tool, perform
QUICK LEARN.
Perform 45RFE/545RFE TRANSMISSION VERIFICATION
TEST - VER 1. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PRO-
CEDURE)

P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED
For a complete wiring diagramRefer to Section 8W
Theory of Operation
The controller is programmed during manufacturing with generic softwareto facilitate testing. However, generic soft-
ware does not have the proper calibrations to control a transmission in a vehicle. The check for generic software is
made at power-up. If generic software is found , the MIL will light immediately and the MIL will stay on even if the
fault is cleared, until the proper software is installed. Note: Transmission will be placed in limp-in mode.
When Monitored:
Check for generic software is made at power-up
Set Condition:
If generic software is found, the MIL will light immediately. This DTC is designed to inform the technician that
the controller still has generic software installed.
Possible Causes
PCM - PROGRAMMING ERROR
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)
Diagnostic Test
1.CONTROL MODULE PROGRAMMING ERROR
NOTE: Controller is programmed with generic software and will not allow the correct vehicle Powertrain
management.
With the scan tool.
Record the vehicles controller part number.
Select Use Controller Part Number under the Flash Tab.
Flash the controller with the correct software.
Verify the controller flashed successfully.
Te s t C o m p l e t e
Perform 45RFE/545RFE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21- TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE - STANDARD PROCEDURE)