lock DODGE RAM SRT-10 2006 Service Repair Manual

HYDRAULIC FLOW IN REVERSE BLOCK

SYSTEM-BRAKE TRANSMISSION SHIFT INTERLOCK
DESCRIPTION
The Brake Transmission Shifter Interlock (BTSI), is a
solenoid operated system. It consists of a solenoid
permanently mounted on the gearshift cable.
OPERATION
The system locks the shifter into the PARK position. The interlock system is engaged whenever the ignition switch
is in the LOCK or ACCESSORY position. An additional electrically activated feature will prevent shifting out of the
PARK position unless the brake pedal is depressed approximately one-halfan inch. A magnetic holding device in
line with the park lock cable is energized when the ignition is in the RUN position. When the key is in the RUN
position and the brake pedal is depressed, the shifter is unlocked and willmove into any position. The interlock
system also prevents the ignition switch from being turned to the LOCK or ACCESSORY position, unless the shifter
is fully locked into the PARK position.
DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK
1. Verify that the key can only be removed in the PARK position.
2. When the shift lever is in PARK And the shift handle pushbutton is in the “OUT” position, the ignition key cylinder
should rotate freely from OFF to LOCK. When the shifter is in any other gear or neutral position, the ignition key
cylinder should not rotate to the LOCK position.
3. Shifting out of PARK should not be possible when the ignition key cylinder is in the OFF position.
4. Shifting out of PARK should not be possible while applying normal pushbutton force and ignition key cylinder is
in the RUN or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
5. Shifting out of PARK should not be possible when the ignition key cylinderisintheACCESSORYorLOCK
positions.
6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with
ignition switch in RUN or START positions.
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK
Correct cable adjustment is important to proper interlock operation. Thegearshift cable must be correctly adjusted
in order to shift out of PARK.

ADJUSTMENT PROCEDURE
1. Remove the steering column trim as necessary for
access to the brake transmission shift interlock.
2. Shift the transmission into the PARK position.
3. Pull upward on both the BTSI lock tab (4) and the
gearshift cable lock tab (3).
4. Verify that the shift lever is in the PARK position.
5. Verify positive engagement of the transmission
park lock by attempting to rotate the propeller
shaft. The shaft will not rotate when the park lock is
engaged.
6. Turn ignition switch to LOCK position.Be sure
ignition key cylinder is in the LOCK position.
Cable will not adjust correctly in any other
position.
7. Ensure that the cable is free to self-adjust by push-
ing cable rearward and releasing.
8. Push the gearshift cable lock tab (3) down until it snaps in place.
9. Locate the BTSI alignment hole in the bottom of the BTSI mechanism betweentheBTSIlocktabandtheBTSI
connector.
10. Move the BTSI assembly up or down on the gearshift cable until an appropriate size drill bit can be inserted into
the alignment hole and through the assembly.
11. Push the BTSI lock tab (4) down until it snaps into place and remove the drill bit.
12. Install any steering column trim previously removed.
BTSI FUNCTION CHECK
1. Verify removal of ignition key allowed in PARK position only.
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from off to lock. When the shifter
is in any other position, the ignition key should not rotate from off to lock.
3. Shifting out of PARK should be possible when the ignition key cylinder isin the off position.
4. Shifting out of PARK should not be possible while applying normal force,and ignition key cylinder is in the run
or start positions, unless the foot brake pedal is depressed approximately1/2inch(12mm).
5. Shifting out of PARK should not be possible when the ignition key cylinder is in the accessory or lock position.
6. Shifting between any gear and NEUTRAL, or PARK, may be done without depressing foot brake with ignition
switch in run or start positions.
7. Engine starts must be possible with shifter lever in PARK or NEUTRAL positions only. Engine starts must not be
possible in any position other than PARK or NEUTRAL.
8. With shifter lever in the:
PARK position - Apply upward force on the shift arm and remove pressure. Enginestartsmustbepossible.
PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be possible.
NEUTRAL position - Normal position. Engine starts must be possible.
NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Transmission
shall not be able to shift from neutral to reverse.

7. Remove any steering column (1) trim necessary to
access the gearshift cable (2) and BTSI mecha-
nism.
8. Disconnect the BTSI wiring connector (5).
9. Disconnect cable at lower column bracket and shift
lever pin and pull the cable through the dash panel
opening into the vehicle.
10. Remove gearshift cable (2) from vehicle.
INSTALLATION
1. Route the transmission end of the gearshift cable
(1) through the opening in the dash panel.
2. Seat the cable grommet (2) into the dash panel
opening.
3. Snap the cable into the steering column (1) bracket
so the retaining ears are engaged and snap the
cable eyelet onto the shift lever ball stud.
4. Raise the vehicle.
5. Place the transmission manual shift lever in the
“PARK” detent (rearmost) position and rotate prop
shaft to ensure transmission is in PARK.
6. Route the gearshift cable through the transmission
mounting bracket and secure the cable by snap-
ping the cable retaining ears into the transmission
bracket and snapping the cable eyelet on the man-
ual shift lever ball stud.
7. Lower vehicle.
8. Lock the shift cable adjustment by pressing the
cable adjuster lock tab (3) downward until it snaps
into place.
9. Check for proper operation of the transmission range sensor.
10. Adjust the gearshift cable (Refer to 21 - TRANSMISSION/AUTOMATIC/GEAR SHIFT CABLE - ADJUST-
MENTS) and BTSI mechanism (Refer to 21 - TRANSMISSION/AUTOMATIC/BRAKE TRANSMISSION SHIFT
INTERLOCK SYSTEM - ADJUSTMENTS) as necessary.

ADJUSTMENTS - GEARSHIFT CABLE
Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment isCORRECT if the engine starts only
in these positions. Adjustment is INCORRECT if the engine starts in one butnot both positions. If the engine starts
in any position other than PARK or NEUTRAL, or if the engine will not start atall, the transmission range sensor
may be faulty.
Gearshift Adjustment Procedure
1. Shift transmission into PARK.
2. Release cable adjuster lock tab (3) (underneath the
steering column) to unlock cable.
3. Raise vehicle.
4. Disengage the cable eyelet from the transmission
manual shift lever.
5. Verify transmission shift lever is in PARK detent by
moving lever fully rearward. Last rearward detent is
PARK position.
6. Verify positive engagement of transmission park
lock by attempting to rotate propeller shaft. Shaft
will not rotate when park lock is engaged.
7. Snap the cable eyelet onto the transmission man-
ual shift lever.
8. Lower vehicle.
9. Lock shift cable by pressing cable adjuster lock tab (3) downward until it snaps into place.
10. Check engine starting. Engine should start only in PARK and NEUTRAL.

STATOR
The stator assembly is mounted on a stationary shaft
which is an integral part of the oil pump. The stator (1)
islocatedbetweentheimpeller (2) and the turbine (4)
within the torque converter case.
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 the over-running
clutch, the torque multiplication feature of the torque
converter is operational.

TORQUE CONVERTER CLUTCH (TCC)
The TCC was installed to improve the efficiency of the
torque converter that is lost to the slippage of the fluid
coupling. Although the fluid coupling provides smooth,
shock-free power transfer, it is natural for all fluid cou-
plings to slip. If the impeller (3) and turbine (5) were
mechanically locked together, a zero slippage condi-
tion could be obtained. A hydraulic piston (6) with fric-
tion material (7) was added to the turbine assembly
(5) to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission
and buffer the powertrain against torsional vibrations,
the TCM can duty cycle the L/R-CC Solenoid to
achieve a smooth application of the torque converter
clutch. This function, referred to as Electronically Mod-
ulated Converter Clutch (EMCC) can occur at various
times depending on the following variables:
Shift lever position
Current gear range
Transmission fluid temperature
Engine coolant temperature
Input speed
Throttle angle
Engine speed
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 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

SENSOR-TRANSMISSION TEMPERATURE
DESCRIPTION
The transmission temperature sensor is a thermistor that is integral to the Transmission Range Sensor (TRS).
OPERATION
The transmission temperature sensor is used by the TCM to sense the temperature of the fluid in the sump. Since
fluid temperature can affect transmission shift quality and convertor lock up, the TCM requires this information to
determine which shift schedule to operate in.
Calculated Temperature
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual tem-
perature. Calculated temperature is a predicted fluid temperature whichis calculated from a combination of inputs:
Battery (ambient) temperature
Engine coolant temperature
In-gear run time since start-up