oil type DODGE RAM SRT-10 2006 Service Repair Manual

P1521–INCORRECT ENGINE OIL TYPE
When Monitored:
Engine Running.
Set Condition:
Using the oil pressure, oil temperature and other vital engine inputs the PCM can determine the engine oil
viscosity. Incorrect viscosity will effect the operation of the MDS by delaying cylinder activation.
Possible Causes
INCORRECT ENGINE OIL TYPE
ENGINE OIL CONTAMINATION
ENGINE OIL
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
Diagnostic Test
1.ACTIVE DTC
NOTE: Review the customers oil change history. Make sure the customers is using the correct engine oil
viscosity. If the incorrect oil is being used, change the oil, using the correct engine oil viscosity.
Ignition on, engine off.
With the scan tool, read DTCs.
Is the DTC active at this time?
Ye s>>
Go to 2
No>>
Te s t C o m p l e t e .
2.ENGINE OIL
NOTE: If any engine oil pressure or oil temperature DTCs set along with P1521, repair them before continu-
ing with the P1521 diagnostics.
The following conditions must be checked.
OEM recommended oil viscosity is being used.
Customer is following the oil change schedule.
Check the engine oil for contamination. (i.e., fuel and/or engine coolant)
Internal engine condition that may effect oil pressure.
Were any of the above condition found?
Ye s>>
Repair as necessary.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)
No>>
Change the engine oil using the correct oil viscosity.
Perform the POWERTRAIN VERIFICATION TEST. (Refer to 9 - ENGINE - STANDARD PROCEDURE)

Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
AIR ESCAPES THROUGH
THROTTLE BODYIntake valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH
TAILPIPEExhaust valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH
RADIATORHead gasket leaking or cracked
cylinder head or blockRemove cylinder head and inspect.
Replace defective part
MORE THAN 50% LEAKAGE
FROM ADJACENT CYLINDERSHead gasket leaking or crack in
cylinder head or block between
adjacent cylindersRemove cylinder head and inspect.
Replace gasket, head, or block as
necessary
MORE THAN 25% LEAKAGE AND
AIR ESCAPES THROUGH OIL
FILLER CAP OPENING ONLYStuckorbrokenpistonrings;
cracked piston; worn rings and/or
cylinder wallInspect for broken rings or piston.
Measure ring gap and cylinder
diameter, taper and out-of-round.
Replace defective part as necessary
STANDARD PROCEDURE
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 - FORM-IN-PLACE GASKETS AND SEALERS
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when apply-
ing form-in-place gaskets to assure obtaining the desired results.Do not use form-in-place gasket material
unless specified.Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage
while too much can result in spill-overwhich can break off and obstruct fluid feed lines. A continuous bead of the
proper width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar
Engine RTV
GEN II, Mopar
ATF-RTV, and MoparGasket Maker gasket materials, each have different properties and can not
be used in place of the other.
MOPAR
ENGINE RTV GEN II
Mopar
Engine 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

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.

34. Install the A/C compressor (2).
35. Install the drive belt.
36. Install the fan shroud with the viscous fan assem-
bly.
37. Install the radiator core support bracket.
38. Install the air cleaner assembly.
39. Refill the engine cooling system.
40. Recharge the air conditioning.
41. Check and fill engine oil.
42. Connect the battery negative cable.
43. Start the engine and check for leaks.
SPECIFICATIONS
SPECIFICATIONS - 3.7L ENGINE
GENERAL SPECIFICATIONS
DESCRIPTION SPECIFICATION
Type 90°SOHCV612Valve
Number of Cylinders 6
Firing Order 1-6-5-4-3-2
Lead Cylinder No. 1 Left Bank
Compression Ratio 9.6:1
Max. Variation Between Cylinders 25%
Metric Standard
Displacement 3.7 Liters 226 Cubic Inches
Bore 93.0 mm 3.66 in.
Stroke 90.8 mm 3.40 in.
Horsepower 211 @ 5200 RPM
Torque 236ft. lbs.@4000 PRM
Compression Pressure 1172-1551 kPa 170-225 psi
CYLINDER BLOCK
DESCRIPTION SPECIFICATION
Metric Standard
Bore Diameter 93.013 ± .0075 mm 3.6619 ± 0.0003 in.
Out of Round (MAX) 0.076 mm 0.003 in.
Taper (MAX) 0.051 mm 0.002 in.
PISTONS

BLOCK-ENGINE
DESCRIPTION
The cylinder block is made of cast iron.The block is a closed deck design with the left bank forward. To provide
high rigidity and improved NVH an enhanced compacted graphite bedplate isbolted to the block. The block design
allows coolant flow between the cylinders bores, and an internal coolant bypass to a single poppet inlet thermostat
is included in the cast aluminum front cover.
STANDARD PROCEDURE - CYLINDER BORE HONING
Before honing, stuff plenty of clean shop towels under
the bores and over the crankshaft to keep abrasive
materials from entering the crankshaft area.
1. Used carefully, the Cylinder Bore Sizing Hone
C-823, equipped with 220 grit stones, is the best
tool for this job. In addition to deglazing, it will
reduce taper and out-of-round, as well as removing
light scuffing, scoring and scratches. Usually, a few
strokes will clean up a bore and maintain the
required limits.
CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.
2. Deglazing of the cylinder walls may be done if the
cylinder bore is straight and round. Use a cylinder
surfacing hone, Honing Tool C-3501, equipped with
280 grit stones (C-3501-3810). about 20-60
strokes, depending on the bore condition, will be
sufficient to provide a satisfactory surface. Using
honing oil C-3501-3880, or a light honing oil, avail-
able from major oil distributors.
CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene.
3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern (1). The hone
marks should INTERSECT at 50° to 60° for proper seating of rings (2).
4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch angle.
The number of up and down strokes per minute can be regulated to get the desired 50° to 60° angle. Faster up
and down strokes increase the crosshatch angle.
5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to wash
parts with a solution of hot water and detergent. Dry parts thoroughly. Usea clean, white, lint-free cloth to check
that the bore is clean. Oil the bores after cleaning to prevent rusting.
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean out:
The galley at the oil filter adaptor hole.
The front and rear oil galley holes.
The feed holes for the crankshaft main bearings.
Once the block has been completely cleaned, apply Loctite PST pipe sealantwith Teflon 592 to the threads of the
front and rear oil galley plugs. Tighten the 1/4 inch NPT plugs to 20 Nꞏm (177in. lbs.) torque. Tighten the 3/8 inch
NPT plugs to 27 Nꞏm (240 in. lbs.) torque.

LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.
OPERATION
Engine Lubrication Flow Chart - Block: Table 1
FROM TO
Oil Pickup Tube Oil Pump
Oil Pump Oil Filter
Oil Filter Block Main Oil Gallery
Block Main Oil Gallery 1. Crankshaft Main Journal
2. Left Cylinder Head*
3. Right Cylinder Head*
4. Counterbalance Shaft Rear Journal
Crankshaft Main Journals Crankshaft Rod Journals
Crankshaft Number One Main Journal 1. Front Timing Chain Idler Shaft
2. Counterbalance Shaft - Front Journal
3. Both Secondary Chain Tensioners
Left Cylinder Head Refer to Engine Lubrication Flow Chart - Cylinder
Heads: Table 2
Right Cylinder Head Refer to Engine Lubrication Flow Chart - Cylinder
Heads: Table 2
* The cylinder head gaskets have an oil restricter to control oil flow to thecylinder heads
Engine Lubrication Flow Chart - Cylinder Heads: Table 2
FROM TO
Cylinder Head Oil Port (in bolt hole) Diagonal Cross Drilling to Main Oil Gallery
Main Oil Gallery (drilled through head from rear to front) 1. Base of Camshaft Towers
2. Lash Adjuster Towers
Base of Camshaft Towers Vertical Drilling Through Tower to Camshaft Bearings**
Lash Adjuster Towers Diagonal Drillings to Hydraulic Lash Adjuster Pockets
** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake
lobes, which have oil passages drilled into them to lubricate the rocker arms.

Oil from the oil pan is pumped by a gerotor type oil pump (9) directly mountedto the crankshaft nose. Oil pressure
is controlled by a relief valve mounted inside the oil pump housing.
The camshaft exhaust valve lobes and rocker arms are lubricated through a small hole in the rocker arm; oil flows
through the lash adjuster then through the rocker arm and onto the camshaftlobe. Due to the orientation of the
rocker arm, the camshaft intake lobes are not lubed in the same manner as theexhaust lobes. The intake lobes are
lubed through internal passages in the camshaft. Oil flows through a bore in the No. 3 camshaft bearing bore, and
as the camshaft turns, a hole in the camshaft aligns with the hole in the camshaft bore allowing engine oil to enter
the camshaft tube. The oil then exits through 1.6mm (0.063 in.) holes drilled into the intake lobes, lubricating the
lobes and the rocker arms.

FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow,
disposable type oil filter (1). DaimlerChrysler Corpora-
tion 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. 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 sur-
face 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 full turn, do not over tighten.
3. Add oil, verify crankcase oil level and start engine.
Inspect for oil leaks.

OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator (1) is located at the right
rear of the engine on the 3.7L/4.7L 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 five 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 ten 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.
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.
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.

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