heating DODGE RAM SRT-10 2006 Service Manual PDF

NOTE: When connecting the service equipment coupling to the line fitting,verify that the valve of the cou-
pling is fully closed. This will reduce the amount of effort required to make the connection.
NOTE: The work area ambient temperature must be above 21° C (70° F) and the evaporator temperature
must be above 13° C (55° F) prior to conducting the A/C Performance Test.
1. Conduct the A/C System Performance Test (Cooldown Test) found within the HVAC System Test (refer to 24 -
HVAC Electrical Diagnostics). If no diagnostic trouble codes (DTCs) are found in the A/C-heater control, power-
train control module (PCM) or engine control module (ECM) (depending on engine application), gateway module
or the totally integrated power module (TIPM), go to Step 2. If any DTCs are found, repair as required, then
proceedtoStep2.
2. Connect a tachometer and a manifold gauge set or an A/C recycling/charging station.
3. Operate the heating-A/C system under the following conditions.
Engine at 1,000 rpm at operating temperature
Door or windows open
Transmission in Park or Neutral with parking brake set (depending on application)
A/C-heater controls set to Recirculation mode (max-A/C), full cool, panel mode, high blower and with A/C com-
pressor engaged. If the A/C compressor does not engage, see the A/C System Diagnosis chart.
4. Insert a thermometer in the driver side center panel air outlet and operate the A/C system until the thermometer
temperature stabilizes.
5. With the A/C compressor clutch engaged, compare the air temperature at the center panel outlet and the A/C
compressor discharge pressure (high side) to the A/C Performance Temperature and Pressure chart. The com-
pressor clutch may cycle, depending upon the ambient temperature and humidity. If the clutch cycles, use the
readings obtained before the clutch disengaged.
A/C PERFORMANCE TEMPERATURE AND PRESSURE
Ambient Air
Temperature21° C
(70° F)27° C
(80° F)32° C
(90° F)38° C
(100° F)43° C
(110° F)
Air Temperature at
Center Panel Outlet7° C
(45° F)7° C
(45° F)13° C
(55° F)13° C
(55° F)18° C
(64° F)
Compressor Inlet
Pressure at Service
Port (low Side)138 to 207 kPa
(20to30psi)172to241kPa
(25to35psi)207 to 276
kPa
(30to40psi)241 to 310
kPa
(35to45psi)276to345kPa
(40to50psi)
Compressor
Discharge Pressure at
Service Port (High
Side)1034 to 1724
kPa
(150 to 250
psi)1379to2068
kPa
(200 to 300
psi)1724to2413
kPa
(250 to 350
psi)1999 to 2689
kPa
(290 to 390
psi)2413to2965
kPa
(350 to 430 psi)
6. If the air outlet temperature fails to meet the specifications in the A/CPerformance Temperature and Pressure
chart, or if the A/C compressor discharge pressure is high, refer to the A/CSystem Diagnosis chart.
A/C SYSTEM DIAGNOSIS
Condition Possible Causes Correction
Constant compressor
engagement and warm air
from passenger vents.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
Equal pressures, but the
compressor clutch does not
engage.1. No refrigerant in the
refrigerant system.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.

Condition Possible Causes Correction
5. Engine overheating.5. Refer to Cooling for more information. Test the
cooling system and repair, if required.
The low side pressure is too
high, and the high side
pressure is too low.1. Accessory drive belt
slipping.1. Refer to Cooling for more information. Inspect
the accessory drive belt condition and tension.
Tighten or replace the accessory drive belt, if
required.
2. Fixed orifice tube not
installed.2. See A/C Orifice Tube in this group. Replace the
liquid line, if required.
3. Faulty A/C compressor.3. See A/C Compressor in this group. Replace the
compressor, if required.
The low side pressure is too
low, and the high side
pressure is too high.1. Restricted refrigerant flow
through the refrigerant lines.1. See Liquid, Suction, and Discharge Line in this
group. Inspect the refrigerant lines for kinks, tight
bends or improper routing. Correct the routing or
replace the refrigerant line, if required.
2. Restricted refrigerant flow
through the fixed orifice
tube.2. See A/C Orifice Tube in this group. Replace the
liquid line, if required.
3. Restricted refrigerant flow
through the condenser.3. See A/C Condenser in this group. Replace the
restricted condenser, if required.
HEATER PERFORMANCE
Before performing the following tests, refer to Group 7 - Cooling for the procedures to check the engine coolant
level and flow, engine coolant reserve/recovery system operation, accessory drive belt condition and tension, radi-
ator air flow and the fan drive operation. Perform the HVAC System Test (refer to 24 - HVAC Electrical Diagnostics).
If any diagnostic trouble codes (DTCs) are found in the A/C-heater control, powertrain control module (PCM) or
engine control module (ECM) (depending on engine application), gateway module or totally integrated power module
(TIPM), repair as necessary.
MAXIMUM HEATER OUTPUT: TEST AND ACTION
Engine coolant is provided to the heater system through two heater hoses. With the engine idling at normal oper-
ating temperature, set the temperature control to maximum heat position,the mode control to the floor position, and
the blower motor control to the highest speed position. Using a test thermometer, check the temperature of the air
being discharged from the floor outlets. Compare the test thermometer reading to the Heater Temperature Refer-
ence chart.
HEATER TEMPERATURE REFERENCE
Ambient Air Temperature16° C
(60° F)21° C
(70° F)26° C
(80° F)32° C
(90° F)
Minimum Air Temperature at
Floor Outlet62° C
(144° F)64° C
(147° F)65° C
(150° F)67° C
(153° F)
If the heater outlet air temperature is below the minimum specification, refer to Group 7 - Cooling. Both of the heater
hoses should be hot to the touch. The coolant return heater hose should be slightly cooler than the coolant supply
heater hose. If the return hose is much cooler than the supply hose, locate and repair the engine coolant flow
obstruction in the cooling system. RefertoGroup7-Coolingformoreinformation.
OBSTRUCTED COOLANT FLOW
Possible locations or causes of obstructed coolant flow are as follows:
Faulty water pump.
Faulty thermostat.
Pinched or kinked heater hoses.

ACTUATOR-BLEND DOOR
DESCRIPTION
The blend door actuators are reversible, 12-volt direct
current (DC), servo motors. Models with the single
zone heating-A/C system have a single blend-air door,
which is controlled by a single blend door actuator.
Models with the dual zone system have two blend-air
doors, which are controlled by two blend door actua-
tors.
The blend door actuator (1) for the single zone heat-
ing-A/C system is located near the center of the HVAC
housing (2), close to the dash panel.
For the dual zone heating-A/C system, the same
blend door actuator used for the single zone system
becomes the driver side blend door actuator, which is
mechanically connected to only the driver side blend-
air door. A second separate blend door actuator (3)
located on the top of the HVAC housing is mechani-
cally connected to the passenger side blend-air door.
All actuators (1) are interchangeable with each other.
Each actuator is contained within an identical black
molded plastic housing with an integral wire connector
receptacle (2). Each actuator also has an identical
output shaft with splines (3) that connect it to its
respective door linkage and three integral mounting
tabs (4) that allow the actuator to be secured to the
HVAC housing. The blend door actuators do not
require mechanical indexing to the blend-air doors, as
they are electronically calibrated by the A/C-heater
control.
OPERATION
The blend door actuators are connected to the A/C-heater control through the vehicle electrical system by a dedi-
cated two-wire lead and connector of the HVAC wire harness. The blend door actuator(s) can move the blend-air
door(s) in two directions. When the A/C-heater control pulls the voltage on one side of the motor connection high
and the other connection low, the blend-air door will move in one direction. When the A/C-heater control reverses
the polarity of the voltage to the motor, the blend-air door moves in the opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the blend-air door
stops and will not move. The A/C-heater control uses a pulse-count positioning system to monitor the operation and
relative position of the blend door actuator(s) and the blend-air door(s). The A/C-heater control learns the blend-air
door stop positions during the calibration procedure and will store a diagnostic trouble code (DTC) for any problems
it detects in the blend door actuator circuits.

The blend door actuators are diagnosed using a scan tool (Refer to 24 - HEATING & AIR CONDITIONING - DIAG-
NOSIS AND TESTING and to 24 - HVAC Electrical Diagnostics for more information).
The blend door actuators cannot be adjusted or repaired and, if faulty or damaged, they must be replaced.
REMOVAL
WARNING: On vehicles equipped with airbags, disable the airbag system before attempting any steering
wheel, steering column, or instrument panel component diagnosis or service. Disconnect and isolate the
battery negative (ground) cable, then wait two minutes for the airbag system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to
take the proper precautions could result in accidental airbag deploymentand possible personal injury or
death.
NOTE: The single zone heating-A/C system is equipped with a single blend door actuator. The dual zone
system has two blend door actuators, one for the driver side blend-air doorand one for the passenger side
blend-air door.
SINGLE ZONE/DUAL ZONE DRIVER SIDE
1. Disconnect and isolate the negative battery cable.
2. Remove the instrument panel from the vehicle
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL ASSEMBLY - REMOVAL).
3. Remove the two screws (1) that secure the blend
door actuator (2) to the back of the HVAC housing
(3).
4. Remove the blend door actuator from the HVAC
housing and disconnect the HVAC wire harness
connector (4) from the actuator.
5. Remove the blend door actuator from the vehicle.

DUAL ZONE PASSENGER SIDE
1. Disconnect and isolate the negative battery cable.
2. Remove the instrument panel from the vehicle
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL ASSEMBLY - REMOVAL).
3. Remove the blend door lever (1) from the blend
door actuator output shaft (2) and the blend door
linkage (3).
4. Remove the two screws (1) that secure the blend
door actuator and bracket assembly (2) to the top
of the HVAC housing (3).
5. Remove the blend door actuator and bracket
assembly from the HVAC housing and disconnect
the HVAC wire harness connector (4) from the
actuator.
6. Remove the blend door actuator and bracket
assembly from the vehicle.
INSTALLATION
NOTE: The single zone heating-A/C system is equipped with a single blend door actuator. The dual zone
system has two blend door actuators, one for the driver side blend-air doorand one for the passenger side
blend-air door.

ACTUATOR-MODE DOOR
DESCRIPTION
The mode door actuators are reversible, 12-volt direct
current (DC) servo motors.The heating-A/C systems
on this vehicle use two mode door actuators. One for
the panel/floor-air door and one for the defrost-air
door.
Both the panel/floor door actuator (1) and the defrost
door actuator (2) are located on the driver side end of
the HVAC housing (3), close to the dash panel.
All actuators (1) are interchangeable with each other.
Each actuator is contained within an identical black
molded plastic housing with an integral wire connector
receptacle (2). Each actuator also has an identical
output shaft with splines (3) that connects it to its
respective door linkage and three integral mounting
tabs (4) that allow the actuator to be secured to the
HVAC housing. The mode door actuators do not
require mechanical indexing to the mode-air doors, as
they are electronically calibrated by the A/C-heater
control.
OPERATION
The mode door actuators are connectedto the A/C-heater control through the vehicle electrical system by dedicated
two-wire leads and connectors of the HVAC wire harness. The mode door actuators can move the defrost-air door
and the panel/floor-air door in two directions. When the A/C-heater control pulls the voltage on one side of the motor
connection high and the other connection low, the mode-air door will move in one direction. When the A/C-heater
control reverses the polarity of the voltage to the motor, the mode-air door moves in the opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the mode-air door
stops and will not move. The A/C-heater control uses a pulse-count positioning system to monitor the operation and
relative position of the mode door actuators and the mode-air doors. The A/C-heater control learns the mode-air
door stop positions during the calibration procedure and will store a diagnostic trouble code (DTC) for any problems
it detects in the mode door actuator circuits.
The mode door actuators are diagnosed using using a scan tool (Refer to 24 - HEATING & AIR CONDITIONING -
DIAGNOSIS AND TESTING and to 24 - HVAC Electrical Diagnostics for more information).

The mode door actuators cannot be adjusted or repaired and, if faulty or damaged, they must be replaced.
REMOVAL
WARNING: On vehicles equipped with airbags, disable the airbag system before attempting any steering
wheel, steering column, or instrument panel component diagnosis or service. Disconnect and isolate the
battery negative (ground) cable, then wait two minutes for the airbag system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to
take the proper precautions could result in an accidental airbag deployment and possible personal injury or
death.
NOTE: The heating-A/C system is equipped with two mode door actuators, onefor the panel/floor-air door
and one for the defrost-air door.
PANEL/FLOOR DOOR ACTUATOR
1. Disconnect and isolate the negative battery cable.
2. Remove the instrument panel from the vehicle
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL ASSEMBLY - REMOVAL).
3. Remove the screws (1) that secure the panel/floor
door actuator (2) to the back of the HVAC housing
(3).
4. Remove the panel/floor door actuator from the
HVAC housing and disconnect the HVAC wire har-
ness connector (4) from the actuator.
5. Remove the panel/floor door actuator from the
vehicle.
DEFROST DOOR ACTUATOR
1. Disconnect and isolate the negative battery cable.
2. Remove the instrument panel from the vehicle
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL ASSEMBLY - REMOVAL).
3. Remove the screws (1) that secure the defrost
door actuator (2) to the back of the HVAC housing
(3).
4. Remove the defrost door actuator from the HVAC
housing and disconnect the HVAC wire harness
connector (4) from the actuator.
5. Remove the defrost door actuator from the vehicle.

INSTALLATION
NOTE: The heating-A/C system is equipped with two mode door actuators, onefor the panel/floor-air door
and one for the defrost-air door.
PANEL/FLOOR DOOR ACTUATOR
1. Install the panel/floor door actuator (1) onto the
back of the HVAC housing (2). If necessary, rotate
the actuator slightly to align the splines on the
actuator output shaft (3) with those on the panel/
floor door actuator coupler (4).
2. Install the screws (1) that secure the panel/floor
door actuator (2) to the HVAC housing (3). Tighten
the screws to 2.2 Nꞏm (20 in. lbs.).
3. Connect the HVAC wire harness connector (4) to
the panel/floor door actuator.
4. Install the instrument panel (Refer to 23 - BODY/
INSTRUMENT PANEL/INSTRUMENT PANEL
ASSEMBLY - INSTALLATION).
5. Reconnect the negative battery cable.

ACTUATOR-RECIRCULATION DOOR
DESCRIPTION
The recirculation door actuator (1) is a reversible
12-volt direct current (DC)servo motor. The single
recirculation door actuator is located on the passenger
side end of the HVAC housing (2), on the top of the
air inlet housing.
All actuators (1) are interchangeable with each other.
Each actuator is contained within an identical black
molded plastic housing with an integral wire connector
receptacle (2). Each actuator also has an identical
output shaft with splines (3) that connects it to its
respective door linkage and three integral mounting
tabs (4) that allow the actuator to be secured to the
HVAC housing. The recirculation door actuator does
not require mechanical indexing to the recirculation-air
door, as it is electronically calibrated by the A/C-heater
control.
OPERATION
The recirculation door actuator is connected to the heater-A/C control module through the vehicle electrical system
by a dedicated two-wire lead and connector of the HVAC wire harness. The recirculation door actuator can move
the recirculation-air door in two directions. When the A/C-heater control pulls the voltage on one side of the motor
connection high and the other connection low, the recirculation-air doorwill move in one direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the recirculation-
air door stops and will not move. The A/C-heater control uses a pulse-countpositioning system to monitor the oper-
ation and relative position of the recirculation door actuator and the recirculation-air door. The A/C-heater control
learns the recirculation-air door stop positions during the calibrationprocedure and will store a diagnostic trouble
code (DTC) for any problems it detects in the recirculation door actuator circuits.
The recirculation door actuator is diagnosed using a scan tool (Refer to 24- HEATING & AIR CONDITIONING -
DIAGNOSIS AND TESTING and to 24 - HVAC Electrical Diagnostics for more information).
The recirculation door actuator cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.

CLUTCH-A/C COMPRESSOR
DESCRIPTION
NOTE: Denso 10S17 A/C clutch assembly shown.
Visteon HS-18 compressor similar.
The A/C compressor clutch assembly consists of a
stationary electromagnetic field coil (4), bearing and
pulley assembly (3), shims (7) and a clutch plate (2)
that is splined to the compressor shaft and secured by
a bolt (1). These components provide the means to
engage and disengage the A/C compressor from the
engine accessory drive belt.
The A/C clutch bearing and pulley assembly on both
A/C compressors are retained to the front of the com-
pressor with a snap ring (6). The A/C clutch field coil
on the Denso 10S17 A/C compressor is also retained
to the front of the compressor using a snap ring (5).
The field coil on the Visteon HS-!8 compressor is
pressed onto the front of the compressor.
OPERATION
The A/C compressor clutch components provide the means to engage and disengage the A/C compressor from the
engine accessory drive belt. When the electromagnetic A/C clutch field coil is energized, it magnetically draws the
clutch plate into contact with the clutch pulley and drives the compressorshaft. When the coil is not energized, the
pulley freewheels on the clutch hub bearing, which is part of the pulley assembly.
A/C compressor clutch engagement is controlled by the powertrain controlmodule (PCM) or the engine control mod-
ule (ECM), depending on engine application. When the A/C-heater control is set to any A/C position, it sends a
request signal on the CAN-B bus to the totally integrated power module (TIPM), which then transfers the request on
the CAN-C Bus to the PCM/ECM, which determines if operating conditions arecorrect for A/C clutch engagement.
When all operating conditions have been met, the PCM/ECM sends a signal on adedicated hard-wired circuit back
to the totally integrated power module (TIPM) to energize the internal A/Cclutch high side driver. When energized,
the A/C clutch high side driver provides battery current to the A/C clutch field coil.
The A/C clutch control system is diagnosed using a scan tool (Refer to 24 - HVAC Electrical Diagnostics and to 9
- Engine Electrical Diagnostics for more information).
The A/C compressor clutch components cannot be repaired and, if faulty or damaged, they must be replaced.
DIAGNOSIS AND TESTING
A/CCOMPRESSORCLUTCHCOIL
The A/C compressor clutch coil electrical circuit is controlled by the powertrain control module (PCM) or the engine
control module (ECM) (depending on engine application) through the totally integrated power module (TIPM) (Refer
to 24 - HEATING & AIR CONDITIONING/CONTROLS/COIL-A/C COMPRESSOR CLUTCH -OPERATION for more
information). Begin testing of a suspected compressor clutch coil problem by performing the preliminary checks.
PRELIMINARY CHECKS
1. Using a scan tool, check for diagnostic trouble codes (DTCs) in the A/C-heater control, TIPM, PCM/ECM and if
equipped with the 8.3L engine, the gateway module. If no DTCs are found, go to Step 2. If any DTCs are found,
repair as required.
2. If the A/C compressor clutch still will not engage, verify the refrigerant charge level (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - DIAGNOSIS AND TESTING - REFRIGERANT SYSTEM LEAKS). If the refrig-
erant charge level is OK, go to TESTS . If the refrigerant charge level is notOK, adjust the refrigerant charge as
required.