6.D50S-5 G643 (E) Sb4263e01
6.D50S-5 G643 (E) Sb4263e01
6.D50S-5 G643 (E) Sb4263e01
Dec. 2008
Service Manual
G643E LP Engine
G643LP Engine
Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the Safety section of the Service or Technical Manual. Additional safety
precautions are listed in the Safety section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where hazards
exist. WARNING labels have also been put on the product to provide instructions and to identify specific
hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons.
Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read
and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available at the
time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other
items can change at any time. These changes can affect the service given to the product. Obtain the complete and
most current information before starting any job. DOOSAN dealers have the most current information available.
1
Index
Inspect for Intake Leaks................................ 28
Chapter 1. GENERAL INFORMATION Inspect Throttle Assembly............................. 28
Checking the TMAP Sensor(G643E only) ..... 28
Precautions before Service ................................. 7
Tightening Torque ............................................. 10 Exhaust System Maintenance........................... 28
Recommended Lubricants and Capacities....... 12 Inspect Engine for Exhaust Leaks................. 28
Engine Model and Engine Serial Number ......... 13
General Specification ........................................ 14 Maintenance Schedule ...................................... 29
G643F/G643FE Engine Power and Torque........ 16
Special Tool
When oil seal, O-ring, packing and gasket have When the part is to be replaced, be sure to use
been removed, be sure to replace them with new genuine part.
parts. For selection of appropriate parts, refer to the Parts
However, rocker cover gasket may be reused if it is Catalog.
not damaged.
Electrical System
Rubber Parts
CAUTION
If a large amount of unburned gasoline flows
into the converter, it may overheat and create a
fire hazard. To prevent this, observe the
following precautions and explain them to your
customer.
M18 1.5 16 ~ 18 26 ~ 30
M20 1.5 22 ~ 25 36 ~ 42
M22 1.5 29 ~ 33 48 ~ 55
M24 1.5 37 ~ 42 61 ~ 70
M5 0.8 0.3 ~ 0.4 0.5 ~ 0.6
NOTE: The torques shown in the table are standard 1. When spring washers, toothed washers and the
vales under the following conditions. like are inserted.
1. Nuts and bolt are made of steel bar and 2. If plastic parts are fastened.
galvanized.
3. If oil is applied to threads and surfaces.
2. Galvanized plain steel washers are inserted.
NOTE: If you reduce the torques in the table to the
3. All nuts, bolts, plain washers are dry. percentage indicated below under the following
conditions, it will be the standard value.
NOTE: The torques shown in the table are not
applicable, 1. If spring washers are used : 85%
1/4 93 12 4
Use these torques for 5/16 18 5 25 7
bolts and nuts with 3/8 32 5 45 7
standard threads (con- 7/16 50 10 70 15
versions are 1/2 75 20 100 15
approximate). 9/16 110 15 150 20
5/8 150 20 200 25
3/4 265 35 360 50
7/8 420 60 570 80
1 640 80 875 100
standaed thread 1-1/8 800 100 1100 150
1-1/4 1000 120 1350 175
1-3/8 1200 150 1600 200
1-1/2 1500 200 2000 275
5/16 13 2 20 3
Use these torques for 3/8 24 2 35 3
bolts and nuts on 7/16 39 2 50 3
hydraulic valve bodies. 1/2 60 3 80 4
5/8 118 4 160 6
1/4 52 73
Use these torques for 5/16 10 3 15 5
studs with taperlock 3/8 20 3 30 5
threads. 7/16 30 5 40 10
1/2 40 5 55 10
9/16 60 10 80 15
5/8 75 10 100 15
3/4 110 15 150 20
7/8 170 20 230 30
taperlock stud 1 260 30 350 40
1-1/8 320 30 400 40
1-1/4 400 40 550 50
1-3/8 480 40 650 50
1-1/2 550 50 750 70
B80625X1
Recommended Lubricants
Lubricant Capacities
Description G(C)35/40/45S-5,G50/60/70S-5
Engine 7.6
Total 19
Engine Emission
Fuel Type
Model Regulation
EPA/CARB*
G643E LP 2007
Compliant
G643 LP
G643E Engine
Engine Model Engine Serial Number
Comply with EPA 2007 Emission Regulation G643E/G643 30700001 to 39999999
Electronic Control by ECM
Features and Benefits of G643E/G643 Engine
Certified LP System available
Valve seat inserts
Closed loop LP Carburetion system
Valve seat system
3-way Catalytic Muffler is standard
SOHC valve system
G643 Engine
Timing chain system
Not comply with EPA 2007 Emission Regulation
Distributor Ignition system
Electronic Control by ECM
Electronic control system by ECM (Engine control
Standard LP System available module)
EXHAUST SYSTEM
Three-way Catalyst with Metal Muffler without Catalyst
CATALYTIC MUFFLER:
Substrate
hp 93.0 93.0
PS 94.3 94.3
Test Fuel System for Leaks Start the engine and allow it to reach operating
temperatures.
Obtain a leak check squirt bottle or pump spray Solvent or oil damage may cause vacuum lines to
bottle. become soft, resulting in a collapsed line while
the engine is running.
Fill the bottle with an approved leak check solution.
If abnormally soft lines are detected, replace as
Spray a generous amount of the solution on the necessary.
fuel system fuel lines and connections, starting at
the storage container. Inspect Electrical System
Wait approximately 15-60 seconds, then perform a Check for loose, dirty or damaged connectors and
visual inspection of the fuel system. Leaks will wires on the harness including: fuel lock-off,
cause the solution to bubble. TMAP sensor, O2 sensors, electronic throttle,
control relays, fuel trim valves, crank position
Listen for leaks sensor, and cam position sensor.
Smell for LPG odor which may indicate a leak Repair and/or replace as necessary.
CAUTION
Prolonged and repeated contact with mineral oil
will result in the removal of natural fats from the
skin, leading to dryness, irritation and dermatitis.
In addition, used engine oil contains potentially
harmful contaminants which may cause skin
cancer.
Exercise caution in order to minimize the length
and frequency of contact of your skin to used oil.
In order to preserve the environment, used oil
and used oil filter must be disposed of only at
1. Check that the oil level is between MIN and designated disposal sites.
Max marks on the engine oil level gauge.
2. If the oil level is below MIN mark, add oil until 1. Drain engine oil.
the level is within the specified ranges.
1) Remove the oil filler cap.
3. Check the engine for oil contamination and
viscosity and replace if necessary. 2) Remove the oil drain plug, and drain the oil into
a container.
CAUTION
1. Prior to inspection, check that the engine oil, If a large amount of incomplete combustion
starter motor and battery are normal. gasoline comes into the catalytic converter,
emergency such as a fire can occur due to
2. Start the engine and run it until the engine coolant overheating. So this job should be done quickly
temperature reaches 80 ~ 95C. with the engine not operated.
Acceptable Water
Water Content Limits (ppm)
Chlorides (CI) 40 maximum
Sulfates (SO4) 50 maximum
Total Hardness 80mg/ maximum
Total Solids 250 maximum
pH 6.0 ~ 8.0
ppm = parts per million
CAUTION
Because the coolant in the radiator is too hot,
never open the cap when it hot, or injury may
occur due to an outburst of hot water.
Dry out the inspection part.
When removing the tester, take care not to spill
the coolant.
When removing/installing the tester as well as
testing, take care not to deform the filler neck.
Standard
Item
New belt Used belt
Drive belt deflection (L) 4.0~4.4mm 5.1~5.7mm
Inspect the ignition coil for cracks and heat Battery voltage
deterioration. Visually inspect the coil heat sink
fins. If any fins are broken replace as required. MAP sensor (Engine load)
Parking brake : ON
2. Inspection
2) Measure RPM.
RPM
Low Idle 75015 rpm
1) Insulator broken
1) Ignition cable
2) Terminal worn
3) Carbon deposit
1. Disconnect the ignition cables from spark plugs.
4) Gasket damaged or broken
2. Remove all spark plugs from the cylinder head
using a sparkplug wrench.
5) Porcelain insulator of spark plug clearance
CAUTION
Take care not to come foreign materials into
spark-plug mounting hole.
Replace LP Fuel Filter Element 9. Install the cover retaining screws, tightening the
screws in an opposite sequence across the cover.
Park the lift truck in an authorized refueling area with
the forks lowered, parking brake applied and the 10. Open the fuel valve by slowly turning the valve
transmission in Neutral. counterclockwise.
12. Check the filter housing, fuel lines and fittings for
leaks. Repair as necessary.
Start engine.
Refer to Chapter 6 if the pressure If the TMAP is found to be loose, remove the
regulator/converter requires replacement. TMAP retaining screw and the TMAP sensor from
the manifold adapter.
Fuel Trim Valve Inspection (FTV)
Visually inspect the TMAP O-ring seal for damage.
Visually inspect the fuel trim valves (C) for Replace as necessary.
abrasions or cracking. Replace as necessary.
Apply a thin coat of an approved silicon lubricant
To ensure a valve is not leaking a blow-by test can to the TMAP O-ring seal.
be performed.
Re-install the TMAP sensor into the manifold or
1. With the engine off, disconnect the electrical manifold adapter and securely tighten the
connector to the FTVs. retaining screw.
INTERVAL HOURS
General Maintenance
Test fuel system for leaks. Prior to any service or maintenance activity
Engine lgnition
Fuel Lock-Off/Filter
Pressure Regulator/Converter
Carburetor(Mixer)
Tightning Specifications for Oil Pan Tightening Specifications for Oil Filter
(1) ............................................................Oil Pan (1) Wipe clean the filter adapter in the area that the
new filter makes contact. Put clean engine oil on
(2) Torque for Plug....................... 45 Nm (33 lbft) the new filter gasket. Install filter until contack is
(4) Torque for ten bolts................. 25 Nm (18 lbft) made the tighten 3/4 turn more.
(5) Torque for two nuts................. 25 Nm (18 lbft) (2) Torque for adapter is
Oil Pump
(1)...........................................................Oil Pump
(1) Flywheel housing bolts should be torqued to (1) Torque for the bolts that hold the flyweel to the
...................................40 to 45 Nm (30 to 35 lbft) crankshaft100 Nm (74 lbft)
NOTICE
Never heat the ring to a red hot condition this will
change the metal structure
Maximum permissible face runout of the flywheel Vacuum valve opening pressure
................................................0.19 mm (.0075 in) ........................................... 0 to 5 kPa (0 to 0.7 psi)
(1) Torque for camshaft sprocket bolts (1) Front Bearing Journal Diameter
................................................ 20 Nm (15 lbft) ...... 55.985 to 55.001 mm (2.1648 to 2.1654 in)
(2) Torque for retainer mounting bolts (2) Rear Bearing Journal Diameter
.............................................. 12 Nm (106 lbft) ........ 38.084 to 38.100 mm (1.4994 to 1.500 in)
Rear Bearing Journal Clearence
(3) End play for the camshaft .......... 0.0254 to 0.09144 mm (.001 to .0036 in)
..............0.0254 to .02286 mm (.001 to .009 in)
(3) Balance Shaft Drive Gear Bolt
(4) Diameter of the surface journals for the camshaft ................................................ 20 Nm (15 lbft)
bearings new Torque plus 35 Degrees
..............51.03 to 51.05 mm (2.009 to 2.010 in)
(4) Balance Shaft Retainer Bolt
.............................................. 14 Nm (124 lbft)
(C) Maximum permissible difference actual & (1) The front gear cover (1) of the engine must be
specified lobe lift................. 0.05 mm (.022 in) replaced if it is removed for any reason. The
cover is made of high impact plastic but can
See procedure under Testing And Adjusting section warp do to heat. To prevent oil leaks replace the
of manual on to due measurements cover.
Tools Needed A
Torque Angle Meter 1
Bolts in sequence.
Cylinder Heads
The cylinder heads have one intake and one Statement On Cleanliness And Care
exhaust valve for each cylinder. A spark plug is
located between the valves in the side of the An engine is a combination of many machined,
cylinder head. The valve guides are integral and the honed, polished, and lapped surfaces with very fine
rocker arms are retained on individual threaded tolerances.
studs. Whenever valve train components, cylinder head,
cylinder, crankshaft, or connecting rod components
Crankshaft are removed for service, they should be retained in
order. At the time of installation, they should be
The crankshaft is supported by four crankshaft installed in the same locations and with the same
bearings. The number four bearing at the rear of the mating surfaces as when removed.
engine is the end thrust bearing. The bearings are
retained by bearing caps that are machined with the Any time the air cleaner or TBI unit is removed, the
block for proper alignment and clearances. intake opening must be covered. This will protect
against the entrance of foreign material which could
Camshaft follow the intake passage into the cylinder and
cause extensive damage when the engine is started.
The camshaft is supported by four full round, sleeve-
type bearings. A sprocket on the crankshaft drives a When any internal engine parts are serviced, care
timing chain which in turn drives the camshaft and cleanliness are important. A liberal coating of
through a sprocket. engine oil should be applied to friction areas during
assembly to protect and lubricate the surfaces on
Pistons and Connecting Rods initial operation. Throughout this Section, it should
be understood that proper cleaning and protection of
The pistons are made of cast aluminum alloy using machined surfaces and friction areas is part of the
two compression rings and one oil control ring. repair procedure. This is considered standard shop
Piston pins are offset 0.9 mm (0.0354 in.) toward the practice even if not specifically stated.
major thrust side (right side) to reduce piston slap as
the connecting rod travels from one side of the
piston to the other side after a stroke. The pins are a
press fit in the connecting rod and a floating fit in the
piston.
Balance Shaft
Tool # Description
J 34673 Straightedge
J 6098-01
J 5715 or J 6036
Camshaft Bearing
Rocker Stud Hole Reamer
Remover/Installer
J 5239
J 8062
Connecting Rod Bolt Guide
Valve Spring Compressor
Set
J 8087 J 8089
Cylinder Bore Gauge Carbon Remover Brush
J 7872
J 8001
Magnetic Base Dial
Dial Indicator
Indicator
J 24086-C
J 24270
Piston Pin Remover/
Ridge Reamer
Installer Set
J 24420-C
Universal J 21882
Crankshaft Pulley Oil Suction Pipe Installer
Remover
J 35621
Crankshaft Rear Oil
Seal Installer
Water pump (10) is installed on the front of the thermostat (2) is open the coolant will go through
cylinder block. The water pump is driven by a single radiator top hose (5) and into the top tank of radiator
V belt from the crankshaft pulley. The inlet opening (8). Coolant then goes through the cores of the
of the water pump is connected to the radiator lower radiator. The air from the fan will make the coolant
hose (9). The outlet flow from the water pump goes cool as the coolant flows to the bottom of the
through passages inside the cylinder block. radiator and out hose (9) where the coolant returns
to water pump (10).
The coolant from the water pump through the
cylinder block passages has primary coolant flow to The radiator is equipped with a shroud to increase
and around the seats for the exhaust valves. This the efficiency of the fan and cause the air to be
method gives the coolant with the coolest pushed through the radiator and away from the lift
temperature flow to the hottest area during engine truck.
operation.
If the coolant is hot and the cooling system pressure
Cylinder walls (7) are cooled by the coolant flow is too high, some coolant flows to the top of radiator
through the block. After the coolant goes through the (8) through the tube to recovery tank (3). The
cylinder block it flows through cylinder head (1) to cooling system pressure is controlled by cap (6).
the thermostat housing, where the bypass type When the cooling system pressure goes above its
thermostat (2) is installed. The thermostat controls rated pressure, a valve opens in pressure cap (6)
the opening to radiator (8) to control the temperature which releases the cooling system pressure to the
in the cooling system. atmosphere. After the engine is at normal
temperature for operation, a development of vacuum
If the coolant is cold (cool), the thermostat will be is present in the cooling system. Pressure cap (6)
closed. The coolant circulates (makes a complete permits air in the radiator to remove the vacuum at
circuit) from the water pump and through the the same time coolant from recovery tank (3) is
cylinder block until the temperature of the coolant is pulled back into the radiator.
warm enough to make the thermostat open. When
Adhere to the following warnings when performing 6. Check for damage to the fan blades.
any tests or adjustments while the engine is running:
7. Look for air or combustion gas in the cooling
system.
WARNING
Work carefully around an engine that is running. 8. Inspect the filler cap and the surface that seals
Engine parts that are hot, or parts that are the cap. This surface must be clean.
moving, can cause personal injury.
9. Look for a large amount of dirt in the radiator core
and on the engine.
WARNING
10. Check for loose or missing fan shrouds that
Exhaust fumes contain carbon monoxide (CO)
cause poor flow of cooling air.
which can cause personal injury or death. Start
and operate the engine in a well ventilated area
only. In an enclosed area, vent the exhaust to
Cooling System Tests
the outside.
WARNING
If the engine has been in operation and the
coolant is hot, slowly loosen the pressure cap to
the first stop and let the pressure out of the
cooling system, then remove the pressure cap.
Pressure Cap Diagram 2. Make sure the radiator is full (hot) or nearly full
(A) Sealing surface of cap and radiator. (cold) of coolant.
One cause for a pressure loss in the cooling system 3. Attach the Cooling System Pressurizing Pump
can be a bad seal on the pressure cap of the system. Tool to the radiator filler neck.
Inspect the pressure cap carefully. Look for damage
to the seal or the sealing surface. Any foreign 4. Pump the pressure to 20 kPa (3 psi) more than
material or deposits on the cap, seal or seal or the rated pressure of the cap.
sealing surface must be removed.
5. Check the radiator for outside leakage.
To check the pressure cap opening pressure, do the
following procedure. 6. Check all connections and hoses of the cooling
system for outside leakage.
WARNING
7. If there is no outside leakage and the pressure
If the engine has been in operation and the reading on the gauge is still the same after 5
coolant is hot, slowly loosen the pressure cap to minutes, the radiator and cooling system do not
the first stop and let the pressure out of the have leakage. If the reading on the gauge goes
cooling system, then remove the pressure cap. down and there is no outside leakage, there is
leakage on the inside of the cooling system. Make
repairs as necessary.
1. Remove pressure cap from the radiator.
The thermostat is the wax pellet type. A jiggle valve To check if there is a good reason for heat problems
(which improves air bleeding during water supply) is do the checks that follow:
provided on the flange part. When the thermostat is
closed, the circulation of coolant is stopped, thereby 1. The indications of a heat problem are as follows:
making warm-up faster.
a. High coolant temperature indicator light is on
Operation or needle of coolant temperature gauge is in
red range.
When the temperature of the coolant is low, the
valve is closed by the spring, with the result that the b. Coolant boils out (comes out because of too
coolant circulates within the engine, without passing much heat) of the cooling system during
through the radiator. operations.
When the temperature of the coolant rises and
reaches a certain specified temperature, the valve c. Coolant boils out on the floor when the engine
opens and the coolant also circulates through the is stopped.
radiator.
d. Coolant must be added at the end of each
When the temperature increases further and shift but Steps b and c are not present.
reaches a certain specified temperature, the valve
opens fully, allowing even more coolant to circulate 2. If indication in Step 1a is only present. It is
through the radiator. possible the problem is only a damaged gauge,
light or sender. Make a replacement of the
Thus, in this way the degree of valve opening is defective part.
varied according to the temperature of coolant, and
the temperature of coolant is adjusted by varying the 3. If indication in Step 1b is present, do the
amount of coolant caused to circulate through the procedure that follows:
radiator.
a. Run the engine at medium idle (1200 rpm) for
Thermostat Test three minutes after high idle operation. This
cools off the hottest parts of the engine before
To test the thermostat opening temperature, use the it is stopped.
following procedure: b. Install a coolant recovery system on the truck,
if not already equipped.
1. Remove the thermostat from the engine. a. Do the Pressure Cap Test, Cooling System
Leak Check, Thermostat Test and Belt
2. Hang the thermostat in a pan of water. Put a Adjustment in the Testing And Adjusting.
thermometer in the water. Put the thermostat
completely under water. Do not let the thermostat b. Clean the radiator with hot water (steam
make contact with the pan. clean) at low pressure and use detergent or air
according to the different types of debris that
3. Put heat to the pan of water. Make the water in caused the radiator to be dirty (plugged).
the pan move around. This keeps all of the water
at the same temperature. c. Check the engine high idle setting.
Clean the cooling system if it is contaminated, if the DOOSAN recommends selecting automotive
engine overheats or if foaming is observed in the antifreeze suitable for gasoline engines using
radiator. aluminum alloy parts. The antifreeze should meet
ASTM-D3306 standard.
Old coolant should be drained, system cleaned and
new coolant added as recommended with the
commercially available automotive antifreeze.
WARNING
Work carefully around an engine that is running.
Engine parts that are hot, or parts that are
moving, can cause personal injury.
WARNING
Engine Oil Viscosity Recommendation
Exhaust fumes contain carbon monoxide (CO)
which can cause personal injury or death. Start NOTE: In normal case, the recommended engine oil
and operate the engine in a well ventilated area for G643(E) engine is SAE 10W - 30.
only. In an enclosed area, vent the exhaust to
the outside. But, if the excessive valve noise occurs up to five
minutes after a cold start and if the maximum
Engine Oil ambient temperature is lower than 10C (50F), it is
recommended to change engine oil to SAE 5W - 30
Engine Oil Recommendation for that application.
The following oil specifications provide the Synthetic Oils
guidelines for the selection of commercial products :
Use gasoline engine oil. Recommended API service Synthetic engine oils are not recommended for use
classification is class SJ grade. in G643(E) Engine. Synthetics may offer advantages
in cold-temperature pumpability and high-
temperature oxidation resistance.
However, synthetic oils have not proven to provide
NOTICE operational or economic benefits over conventional
petroleum-based oils in G643(E) Engine. Their use
Failure to follow the oil recommendations can cause does not permit the extension of oil change intervals.
shortened engine life due to carbon deposits or
excessive wear. Lubrication System Problems
Tools And Shop Equipment Remove the engine accessories before cleaning, to
provide better access to the engines exterior
A clean well-lit work area should be available. Other surfaces. After removing the TBI unit, distributor,
necessary equipment includes: a suitable parts etc., cover the openings with tape to prevent the
cleaning tank, compressed air supply, trays to keep entry of contaminants.
parts and fasteners organized, and an adequate set
of hand tools. Methods used to clean the engine will depend on
the means which are available. Steam cleaning,
An approved engine repair stand will aid the work pressure washing, or solvent cleaning are some of
and help prevent personal injury or component the acceptable methods. Allow the engine to dry
damage. thoroughly before beginning any work.
The various procedures in this manual assume that IMPORTANT: Allow the coolant to drain from the
the engine accessories have been removed. These block into a proper container.
accessories may include one or more of the
following: Install or Connect
Figure 12-3
Remove or Disconnect
2. Engine flywheel.
Figure 12-4 Exhaust Manifold
Remove or Disconnect
2. Heat shields.
3. Exhaust manifold.
4. Gaskets.
Start By:
Remove or Disconnect
Start By:
Remove or Disconnect
3. Gaskets.
Thermostat Removal
a. Draining coolant from radiator. 3. Clean both mounting surfaces, engine and
thermostat housing of any gasket material.
b. Removing upper radiator hose from thermostat
housing.
3. Bolt.
5. Valve lifters.
IMPORTANT:
2. Remove the intake manifold from the engine. Remove the lifters one at a time using a
magnet. Place the lifters in the organizer rack,
3. Remove the intake manifold gaskets from location. or tag them in some way to ensure they can
be returned to the valve lifter bore from which
4. Clean mounting surface where RTV sealant was they were removed.
used. Some lifters may be stuck in their bores due
to gum or varnish deposits. These lifters can
be removed using either J 3049-A (figure 12-7)
Valve Train Component Removal or J 9290-01 (figure 12-8).
Tools Required:
Remove or Disconnect
3. Remove cylinder heads from block.
Start By:
Remove or Disconnect
Figure 12-9
Remove or Disconnect
Tool Required:
3. Crankshaft key.
Figure 12-12
Remove or Disconnect
Remove or Disconnect
2. Driven gear.
3. Retainer bolts.
4. Retainer.
Tools Required:
Remove or Disconnect
The left bank is numbered 2-4-6. NOTICE: Take care when removing the rear crank-
shaft oil seal so as not to damage the crankshaft
3. Check the connecting rod and cap for identify- sealing surface.
cation marks.
1. Crankshaft rear oil seal. Insert a screwdriver into
IMPORTANT: Mark the parts if required. Marking the notches provided in the seal retainer and pry
them from the front to the rear, with the engine the seal out.
in an upright position and viewed from the front:
Figure 12-21
Remove or Disconnect
Inspect
Remove or Disconnect
Notice
Be sure to mark bearings, rod and piston 3. Remove the crankshaft from the cylinder block
assemblies so when they are installed they will be in with extreme care, take care to avoid damage to
the correct location. crankshaft journals and thrust flange surfaces.
1. Remove crankshaft bearing cap bolts. 4. Remove upper main bearing inserts.
Figure 12-23 Left Side Cylinder Block Coolant Drain and Oil
Gallery Plugs
Inspect
Cylinder Bore
All expansion plugs for lack of fit or leakage.
Inspect
Valve lifter bores for deep scratches and deposits.
Cylinder bores for scoring or other damage.
Cracks in the block.
- Cylinder walls. Cylinder bore taper and out-of-round.
- Coolant jackets.
- Engine mount bosses.
- Main bearing webs. Measuring Cylinder Bore Taper and Out-
Of-Round
Main bearing bores and caps.
- All main bearing bores should be rounded and Figure 12-26
uniform in ID at all of the bearing supports.
- The area were the main bearing inserts contact Tool Required:
the main bearing bore should be smooth.
- If a main bearing cap is found to be damaged, J 8087 Cylinder Bore Gage (or equivalent)
replace the cap and line-bore the block.
IMPORTANT: If one or more cylinder bores are
Cylinder head mounting surface for flatness, rough, scored or worn beyond limits, it will be
using a precision straightedge and feeler gage necessary to smooth or true up such bores to fit
(figure 12-25). new pistons. No attempt should be made to cut
- Set the straightedge on the sealing surface to down oversize pistons to fit cylinder bores as
be inspected. this will destroy the surface treatment and affect
- Take the feeler gage and at various locations, the weight. The smallest possible oversize
check the gap between the straightedge and pistons should be used and the cylinder bores
the sealing surface. should be honed to size for proper clearances.
4. Oil filter adapter, gasket, and bolts. 1. Piston pin bore in the piston and connecting rod.
Check for scuffing, burrs, etc.
Tighten 2. Piston for scratches wear, etc.
3. Connecting rod for cracks, nicks, etc. If a
Bolts to 25 Nm (18 lbft.). suitable jig is available, check the connecting rod
for a bent or twisted condition.
5. Coolant drain plugs.
Tighten
Tighten
Piston Disassembly
Tool Required:
J 24086-B Piston Pin Remover and Installer
Set Figure 12-29 Piston Rings and Components
Figures 12-32 and 12-33 Figure 12-33 Measuring Piston Pin Bore Diameter
Figures 12-34 and 12-35 Assembling the Piston and Connecting Rod
A. Cylinder bore diameter. Use a telescoping J 24086-B Piston Pin Remover and Installer Set
bore gage, located 65 mm (2.5 in.) below the
top of the cylinder bore (figure 12-34). Install or Connect
2. Piston pin.
A. Select rings comparable in size to the piston NOTICE: All compression rings are marked on the
being used. upper side of the ring. When installing the
B. Slip the compression ring into the cylinder compression rings, make sure the MARKED SIDE
bore and press it down about 7 mm (0.250 in.) IS TOWARD THE TOP OF THE PISTON.
above ring travel. Make sure the ring is square
with the cylinder wall. NOTICE: The oil control rings are three piece types,
C. Measure the space or gap between the ends consisting of two rails and an expander.
of the ring with a feeler gage.
D. Refer to Specifications in the proper Section Assemble
for correct gap.
E. If the gap between the ends of the ring is not 1. Expander.
as specified, remove the ring and try another
for fit. 2. Lower rail.
3. Upper rail.
Ring clearance. Use a feeler gage and compare Figures 12-41 and 12-42
with Specifications.
Tool Required:
Inspect
Inspect
J 33049 Camshaft Bearing Remover and Camshaft bearings for scratches, pits, or loose fit
Installer in their bores. Replace the camshaft bearings if
necessary.
Remove or Disconnect Camshaft lobes and journals for scratches, pitting,
scoring, and wear. Minor irregularities may be
1. Rear camshaft plug. cleaned up with emery cloth.
2. All camshaft bearings. Use J 33049 (figure 12- Camshaft Bearing Installation
43).
Figure 12-43
A. Insert the tool with the correct collet into the
camshaft bearing you want to replace. Install or Connect
B. Turn the tool until the collet has tightened in Tool Required:
the bearing.
J 33049 Camshaft Bearing Remover and
Installer
Figure 12-43 Removing / Installing Camshaft Bearings 2. Front camshaft bearing using tool J 33049
(figure 12-43).
C. Push the center cone against the block and
into the bearing bore to center the tool. IMPORTANT: Make sure the camshaft bearing
hole (or holes) align with the oil hole (or holes)
D. Drive the bearing from the block. in the block.
E. Repeat this procedure to remove the 3. Inner camshaft bearings using tool J 33049.
remaining inner camshaft bearings. Note that Reverse of removal procedure.
the rear bearing must be removed from the
front of the block and the front bearing from 4. Camshaft rear plug.
the rear. This allows the tool to remain
centered.
Front and rear bearing journal diameters. Replace 2. Crankshaft sprocket. Use J 5590
the balance shaft if the diameter exceeds the (figure 12-44).
specifications. Refer to Specifications.
Inspect
NOTICE: Do not immerse the pump in solvent. The 1. Driveshaft and retainer.
solvent may enter the pump's permanently
lubricated bearings and cause premature bearing IMPORTANT: Do not remove pickup pipe and
failure. screen unless replacement is required.
Inspect
6. Pump cover.
Clean Tighten
All parts in clean solvent and dry them with Bolts to 12 Nm (106 lb. in.)
compressed air.
Inspect
Inspect
Install or Connect
Tool Required:
With the shaft extension installed on the pump, IMPORTANT: Store all reusable components in
turn the drive shaft by hand to check for smooth an exact order, so they may be reassembled in
operation. the same position from which they were
removed.
NOTICE: Be careful of twisting, shearing, or
collapsing the pipe when installing it to the pump. A Clean
damaged pipe can cause lack of lubrication and
engine failure. All parts in clean solvent and dry them with
compressed air.
8. Pickup screen and pipe.
Make sure the oil passages through the pushrods
A. If the pickup screen and pipe assembly was are clear.
removed, it should be replaced with a new
part. Loss of press fit condition could result in Inspect
an air leak and loss of oil pressure.
Valve rocker arms and balls at their mating
B. Mount the oil pump in a soft-jawed vise. surfaces. These surfaces should be free from
wear or damage.
C. Apply sealer to the end of the pipe.
Valve rocker arm areas that contact the valve
D. Tap the pickup screen and pipe into place, stems and the socket areas that contact the ends
using J 21882 and a hammer. of the pushrods. These areas should be free of
wear or damage.
E. The pump screen must be parallel with the
bottom of the oil pan when installed. Valve rocker arm nuts.
9. Oil pump drive shaft and connector. Valve pushrod ends for scoring, roughness, or
bends.
Cylinder Head
5. Seal. Inspect
Figure 12-50 Cleaning the Combustion Chambers Springs should be replaced if not within 44 N
(10 lb.) of the specified load.
Measure
Tools Required:
NOTICE: Excessive valve stem to guide bore Figure 12-52 Measuring Stem-to-Bore Clearance (Typical)
clearance will cause excessive oil consumption and
may cause valve breakage. Insufficient clearance
will result in noisy and sticky functioning of the valve
and disturb the engine's smoothness.
Repair
Figure 12-56 Critical Valve Dimensions
Figures 12-55 through 12-58
Valve Grinding
Install or Connect
1. Thermostat
2. New gasket.
3. Coolant outlet.
4. Bolt.
5. Stud.
Tighten
Torsional Damper
Inspect
Install or Connect
2. Gauging plastic.
3. Main bearing cap and bolts. Figure 12-63 Measuring Gauging Plastic
4. Tighten bolts to specification. c. If the flattened plastic tapers toward the middle
or ends, there is a difference in clearance
Remove or Disconnect indicating taper, low spot, or other irregularity
of the bearing or journal.
Main bearing cap. DO NOT REMOVE THE d. Normally, crankshaft bearing journals wear
GAUGING PLASTIC FROM THE JOURNAL OR evenly and are not out-of-round. However, if a
LOWER MAIN BEARING INSERT. bearing is being fitted to an out-of-round
0.0254 mm (0.001 in.) (maximum) journal, be
sure to fit to the maximum diameter of the
journal. If the bearing is fitted to the minimum
diameter and the journal is excessively out-of-
round, interference between the bearing and
the journal will result in rapid bearing failure.
e. If the bearing clearance is within specifications,
the bearing is satisfactory. If the clearance is
not within specifications, replace the bearing.
Always replace both upper and lower bearings
as a unit.
f. A standard or undersize bearing combination
may result in the proper clearance. If the
proper bearing clearance cannot be achieved
using standard or undersize bearings, it will be
necessary to replace the crankshaft.
Figure 12-62 Placing Gauging Plastic on Journal
NOTICE: Crankshaft bearings must not be shimmed,
scraped, or filed. Do not touch the bearing surface
Measure with bare fingers. Skin oil will etch the bearing
surface.
Gauging plastic as follows:
g. Remove the flattened gauging plastic.
a. The flattened gauging plastic will be found
adhering to either the lower bearing insert or h. Measure remaining journals.
journal.
b. On the edge of the gauging plastic envelope
there is a graduated scale. Without removing
the gauging plastic, measure its compressed
width (at the widest point) with the graduations
on the gauging plastic envelope (figure 12-63).
A. Mount the crankshaft in V-blocks at crankshaft IMPORTANT: If correct end play cannot be
journals 1 and 4. obtained, be certain that the correct size rear
B. Use a dial indicator as shown (figure 12-64). main bearing has been installed. Some
C. If the main journals are misaligned, the production engines may use crankshaft
crankshaft is bent and must be replaced. The bearings that are wider across the thrust faces
main bearings must also be replaced at the than standard size bearings. Refer to
same time. Specifications for available bearing sizes.
D. Grind or replace the crankshaft if necessary.
In general, the lower inserts (except the # 1 Inspect
bearing) show the greatest wear and distress
from fatigue. Upon inspection, if a lower insert Crankshaft for binding. Turn crankshaft to check
is suitable for reuse, it can be assumed that for binding. If the crankshaft does not turn freely,
the upper insert is also satisfactory. If a lower loosen the crankshaft bearing bolts, one pair at a
insert shows evidence of wear or damage, time until the tight bearing is located. Burrs on the
both the upper and lower inserts must be bearing cap, foreign matter between the bearing
replaced. and the block or the bearing cap, or a faulty
bearing could cause a lack of clearance at the
bearing.
Figure 12-66
Measure
Prior to Assembly
Install or Connect
Start by:
a. Making sure everything is clean
b. Then lubricate all moving parts before they are 4. Assemble lower crankshaft bearing to crankshaft
installed. bearing caps.
Figure 12-68
Tool Required:
Install or Connect
Clean
Install or Connect
2. Seal retainer.
3. Screws and nuts. Figure 12-68 Installing Crankshaft Rear Oil Seal
Tighten
Piston and Connecting Rod Installation
Screws and nuts to 15 Nm (11 lbft.)
Connecting Rod Bearing Selection
Tools Required:
Tighten
Connecting rod bolt nuts to 27 Nm (20 lbft.). Figure 12-72 Rear Balance Shaft Sleeve Bearing
Connecting rod bolt nuts an additional 70 using
J 36660.
Measure
NOTICE: Refer to Notice on page 1. Figure 12-73 Installing Balance Shaft Rear Bearing
Tools Required:
Install or Connect
Tighten
Install or Connect
Tighten
Timing Chain and Camshaft Sprocket Front cover to block bolts to 9 Nm (80 lb. in.).
Installation
Figure 12-78
Install or Connect
Tighten
J 39046 Torsional Damper Puller and Installer 1. Oil pump to the engine.
Install or Connect Align the slot in the oil pump shaft with the tang
on the distributor shaft.
1. Apply RTV sealant GM P/N 12345739 to The oil pump should slide easily into place.
crankshaft keyway (if removed). No gasket is used.
2. Crankshaft key (if removed).
2. Oil pump to main bearing cap bolt.
NOTICE: The inertial weight section of the torsional
damper is assembled to the hub with rubber type NOTICE: Refer to Notice on page 1.
material. The correct installation procedures (with
the proper tool) must be followed or movement of Tighten
the inertial weight section of the hub will destroy the
tuning of the torsional damper. Oil pump to main bearing cap bolt to 90 Nm
(66 lb. ft.).
3. Stud (part of J 39046) to the crankshaft. Thread
the stud fully into the tapped hole in the
crankshaft.
Tighten
Tool Required:
Install or Connect
Tighten
Figure 12-81 RTV Sealing Points - Front of Oil Pan
Bolts to 25 Nm (18 lbft.) in the sequence shown
(figure 12-84).
Nuts to 23 Nm (17 lbft.).
Tighten
Inspect
Figure 12-86
Tool Reqired:
Clean
1. Head Gasket
Tighten
4. Spark plugs.
Tighten
3. Valve pushrods.
A. Seat the valve pushrods into the socket of the Rocker Arm Cover Installation
valve lifters.
B. Coat the mating surfaces of the valve rocker Figure 12-91
arms and balls with Engine Oil Supplement
GM P/N 1052367 (or equivalent). Install or Connect
Valve Adjustment
Install or Connect
Figures 12-92
Install or Connect
2. Exhaust manifold.
3. Heat shield.
Tighten
Figure 12-93
Install or Connect
1. Flywheel.
2. Flywheel bolts.
Tighten
Measure
Ignition Timing
Rating.........................................................12 Volts
The correct timing is when the flywheel housing Resistance between B+ and ground (coil mounting
pointer is in alignment with the correct mark on the bracket) ....................................................... in finite
flywheel or when the single digit mark on the
flywheel is in alignment with the correct timing mark Resistance between B+ and C-................. 0.4 ohms
on the timing plate.
Resistance between B+ coil high voltage tower.......
............................................................. 8,000 ohms
Ignition Sequence (Firing Order)
Spark Plug
Spark plug gap (gasoline & LP) ..... 0.8 mm (.035 in)
The Air gap (X) between the trigger wheel and the
module is preset by General Motors. Therefore no
adjustment can be made or is required.
V+
CRANK SECM48
V+
IGNITION COIL
DISTRIBUTOR
ECUP_AN1
EST1 (5V)
CNK +
SECM24
CONNECTION CLOSE
TO THE MODULE
SPARK PLUGS
WARNING
Work carefully around an engine that is running.
Engine parts that are hot, or parts that are
moving, can cause personal injury.
Digital Mutimeter or Equivalent 1 NOTE: The Electrical System Analyzer can be used
on the ohmmeter scale for the spark plug resistance
1. Inspect distributor cap (1). Look for breaks, cracks test.
or dirt inside and on the outside. Clean the
distributor cap inside and out.
General Description
CAUTION
Take care not to come foreign materials into
spark-plug mounting hole. 4. Check the plug clearance using a plug clearance
auge and if the value is not within the specified
values, adjust it by bending the ground clearance.
When installing a new sparkplug, install it after
checking the uniform plug clearance.
1) Insulator broken
2) Terminal worn
3) Carbon deposit
Tightening torque 30 Nm
Description
NOTICE
The Delco EST ignition system consists of the An approved module tester must be used in order to
distributor, ignition coil, wiring and spark plugs. The check the module. Use a Kent-Moore Module Tester
distributor contains a module, pickup coil and or equivalent.
conventional cap and rotor. There are no points or
condenser to adjust or change and no moving parts
except for the distributor shaft and rotor. Spark 1. Remove module from distributor.
advance and dwell are controlled by the distributor
module. The distributor module and pickup coil are 2. Connect red battery-cable clamp to positive
self-contained solid-state devices which are not (+)terminal and black battery-cable clamp to
repairable. If necessary, they may be replaced negative(-) terminal of a fully charged 12V battery.
separately but must be serviced as a complete unit.
3. Connect the adapter to yellow 2-way terminal
connector, and the adapter to black 3-
wayconnector of the tester (IAGS054S).
Delco Distributor Component Testing 8. Hold the toggle switch in the 3-terminal test
position. A momentary indication of the red "Fail"
light and then a steady indication of the green
NOTICE "Pass" light mean the module is good. A steady
In the test procedures that follow, check the ignition indication of the red "Fail" light means the module
coil and each component of the distributor is defective and should be replaced.
separately to identify defective or good components.
These tests can be made with the distributor and
coil mounted on the engine or on the repair bench.
Ignition Coil
1. Connect ohmmeter between "B+" or "C-" 1. Disconnect wire connectors (1) from the coil.
terminals and ground (coil-mounting bracket). On
high scale, reading should be infinite (test 1,
IAGS004S).
Remove Distributor
NOTE: Scribe an alignment mark on the distributor 4. Connect the coil harness to the distributor and the
and intake manifold to show the position of the rotor. coil wire to the coil.5.Check the ignition timing.
(See Test and Adjustment)
4. Remove the bolt, distributor clamp, and distributor.
4. Remove gear (4), thrustwasher (5) and tabbed 9. Wipe distributor base and module clean, apply
thrustwasher (6). silicone lubricant between module and base for
heat dissipation.
NOTE: mark gear and shaft for correct assembly.
10. Attach module (11) to base with two screws (10).
Connect pickup coil (9) connector to module and
mount coil.
7. Verify that the distributor rotor is lined up with #1 8. Using standard inductive timing light with no offset
cylinder on the distributor cap (Figure 38). adjustment set the initial timing to 4 BTDC
(advanced) by rotating the distributor while
cranking the engine with the ignition key.
13.2~15.4V
2. Inspection of battery voltage at idling (At this time charge battery only)
Result
3. Disconnect the alternator output wire from the 8. Connect the battery ground cable.
alternator B terminal.
Output Current Test
4. Connect a DC ampere meter (0-100A) between
the terminal and the disconnected output wire. This test is to check that the alternator output
Connect (+) lead wire to the terminal B and (-) current is identified with the rated current.
lead wire to the disconnected output wire.
Preparation
NOTE: In case of using a clamp type ammeter, it is
possible to measure current without disconnecting 1. Prior to test, inspect the following items and repair
the harness. if necessary.
5. Connect a digital voltmeter between the alternator 1) Be sure that the battery installed in the vehicle
B terminal and the battery (+) terminal. is normal. (See Battery)
Connect (+) lead wire to the terminal and (-) lead
wire to the battery (+) terminal. NOTE: When measuring output current, necessarily
use a slightly discharged battery. Fully charged
6. Connect the battery ground cable. battery is not enough to use for correct test owing to
insufficient load.
7. Be sure that the hood is opened.
2) Inspect the drive belt for tension. (See Engine
body )
Result
7. Connect the engine tachometer and then battery 2. After test, adjust the engine speed at idle and turn
ground cable. the light and ignition switch OFF.
8. Be sure that the hood is opened. 3. Disconnect the battery ground cable.
1. Be sure that voltmeter reading is identified with 5. Connect the alternator output lead wire to the
battery voltage. alternator B terminal.
If voltmeter reading is 0V, it means short circuit of
wire between B terminal and the battery (-) 6. Connect the battery ground cable.
terminal, fusible link cut off or ground fault.
Components
The following simplified procedure is intended to 1. Engages the pinion with flywheel.
help the serviceman determine if a starting motor
needs to be removed and replaced or repaired. It is 2. Is a high current switch rated about 1000 amps
not intended to cover all possible problems and that actually turns on the starting motor.
conditions, but to serve only as a guide. The most
common 12 volt circuit is shown and discussed. The starting motor solenoid has two coils. Pull-in coil
(W) draws about 40 amps and hold-in coil (X)
General Information requires about 5 amps. The instant the start relay
closes, both coils (W) and (X) receive power. Battery
All starting systems are made up of four elements. voltage is applied to the high end of both coils, at
They are the ignition switch, start relay, the starting test point (3) which is the start (S) terminal. The low
motor solenoid and starting motor. end of hold-in coil (X) is permanently grounded to
the ground post or motor housing of the starting
Start switches are relatively low current devices. motor. Grounding for the low end, test point (4), of
They are rated to switch approximately 5 to 20 amps. pull-in coil (W) is momentary, and takes place
Because the coil of a start relay [between test point through the DC resistance of the starting motor. As
86 and 85] draws about 0.2 amp, the start switch soon as magnetic force builds in both coils, the
can easily turn on the start relay and have long life. pinion moves toward the flywheel ring gear. The
pinion will stop short of engagement of the flywheel
The switch contacts of a typical start relay are rated ring gear. Only then will the solenoid contacts close
to switch 30 amps. Because the solenoid requires 5 to power the starting motor. This temporarily
to 20amps the start relay can easily switch this load. removes the ground from pull-in coil (W), and puts
battery voltage on both ends of it while the starting
motor cranks. During this period, the pull-in coil is
out of the circuit. Cranking continues until power to
the solenoid is broken by releasing the ignition
switch.
Battery(-) post to starting motor (-) 3. Measure current draw on the (+) battery cable
0.7 Volts
terminal between the battery and the starting motor
Battery (+) post to solenoid (+) solenoid with the clamp-on ammeter. The
0.5 Volts maximum current draw allowed is 350 Amp. At
terminal
temperatures below27C (80F), the voltage will
Solenoid Bat terminal to solenoid be less and the current draw will be higer. If
0.4 Volts
Mtr terminal current draw is too much, the starting motor has a
problem and must be removed for repair or
Figure 2 replacement.
Voltages greater than those shown are most often
caused by loose and/or corroded connections or NOTE: If voltage at the battery post is within
defective switch contacts. approximately 2 volts of the lowest value in the
applicable temperature range of Figure1 and if the
Diagnosis Procedure large starting motor cables get hot, then the starting
motor has a problem and the Ammeter test is not
TOOLS NEEDED needed.
Digital Multimeter or Equivalent 1 4. Measure starting motor voltage from test point (4)
to (5) with the multimeter while cranking or
DC Clamp-On Ammeter or Equivalent 1 attempting to crank the engine.
7. Are all the voltages within specifications ? 5. The indication must be "OL"(Over Load). If the
indication is not correct, the start relay must be
If the voltage drops are correct, go to Step 8, to replaced.
check the engine.
6. Connect WH wire to 86 and BK wire to 85
If the voltage drops are too high, repair and/ or terminal with the ignition switch to start position.
replace the faulty electrical component. Put the meter lead to 30 and 87 terminal.
8. Rotate the crankshaft by hand to make sure it is 7. The indication must be Zero ohm. If the indication
not locked up. Check oil viscosity and any is not correct the start relay must be replaced.
external loads that would affect engine rotation.
Removal
Remove or disconnect
WARNING
Always disconnect the cable at the battery
before you make repairs to the engine.
Disconnect the cable at the negative terminal
first. Install a tag on the battery terminals first.
Install a tag on the battery terminals so that no
one connects the cable on the terminal.
Installation
Install or connect
General Information
Specifications
Qty
Components Items Specifications
G643E G643
Environmental / Ambient Operating -20 F to 221F [-29 C to 105 C]
Electrical Temperature
None None
Specifications 8-16 Vdc
Operating Voltage
Engine Control Module Operating Temperature -20 F to 221F [-29 C to 105 C]
(SECM )
8-16 Vdc
Operating Voltage SECM microprocessor may reset at
1 1
voltages below 6.3 Vdc
Qty
Components Items Specifications
G643E G643
Qty
Components Items Specifications
G643E G643
LP Fuel System Operating Temperature -20 F to 221F [-29 C to 105 C]
Requirements
LPG Composition HD5 / HD10 LPG. Failure to use fuel
- -
Requirements compliant with
HD5 or HD10 standards will void the
user warranty.
LP Fuel Filter 1 1 Fuel Filter Micron Size 40 micron
LP Fuel Lock-off 1 1 Electrical Resistance 20~25
N-2007 LP Regulator Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to
For G643E 1723.69 kPa)
Fuel Outlet Fitting Two 3/4 NPT fittings with one plugged
and one 1/8 NPT fitting with plug
Fuel Outlet Fitting One 3/4 NPT and one 1/8 NPT fitting
with plug
LP Fuel Lock-off
Engine Control Module (SECM48)
TMAP Sensor
Crankshaft Position Sensor
Ground Speed limit (option) Sensor Ground speed limit (option) - Controller
-
General Description
MI-07 control system provides a complete, fully MI-07 is a closed loop system utilizing a catalytic
integrated engine management system that meets muffler to reduce the emission level in the exhaust
or exceeds 2007 emission standards for Large gas. In order to obtain maximum effect from the
Spark Ignited (LSI) engines established by the catalyst, an accurate control of the air fuel ratio is
California Air Resources Board (CARB) and the required. A small engine control module (SECM)
Environmental Protection Agency (EPA). uses two heated exhaust gas oxygen sensors
(HEGO) in the exhaust system to monitor exhaust
The control system is applicable to naturally gas content. One HEGO is installed in front of the
aspirated engines running on LPG and/or gasoline. catalytic muffler and one is installed after the
It provides accurate, reliable, and durable control of catalytic muffler.
fuel, spark, and air over the service life of the engine
in the extreme operating environment found in
heavy-duty, under hood, on-engine electronic
controls.
The SECM makes any necessary corrections to the connecting the accelerator pedal to the electronic
air fuel ratio by controlling the inlet fuel pressure to throttle through the electrical harness; mechanical
the air/fuel mixer by modulating the dual fuel trim cables are not used. A throttle position sensor (TPS)
valves (FTV) connected to the regulator. Reducing monitors throttle position in relation to the
the fuel pressure leans the air/fuel mixture and accelerator pedal position sensor (APP) command.
increasing the fuel pressure enriches the air/fuel Even engine coolant temperature and adequate oil
mixture. To calculate any necessary corrections to pressure are monitored by the SECM. The SECM
the air fuel ratio, the SECM uses a number of controller has full adaptive learning capabilities,
different sensors to gain information about the allowing it to adapt control function as operating
engines performance. Engine speed is monitored conditions change. Factors such as ambient
by the SECM through a Variable reluctance (VR) temperature, fuel variations, ignition component
sensor. Intake manifold air temperature and wear, clogged air filter, and other operating variables
absolute pressure are monitored with a TMAP are compensated.
sensor. MI-07 is a drive-by-wire (DBW) system
INPUT OUTPUT
Crank Sensor Throttle body
TMAP sensor
lgnition module
(built in Distributor)
Coolant Temp
2 Fuel trim valves
The key to meeting emissions requirements when The Small Engine Control Module (SECM) controls
operating in LPG is the dual dither valve hardware in the LPG lock-off solenoid valve and the FTVs. The
the fuel system. Similar to the MI-04 system, the lock-off solenoid is energized when fueling with LPG
dual dither system modulates the fuel pressure and the engine is turning. FTV modulation frequency
regulator outlet pressure by providing an offset to will be varied as a function of rpm by the SECM in
the regulator secondary stage reference pressure. order to avoid resonance phenomena in the fuel
By adding a second dither valve, or fuel trim valve system. FTV commands will be altered by the
(FTV), to the MI-07 system, smoother, more SECM in order to maintain a stoichiometric air-fuel
accurate control of supply pressure is achieved, ratio. Commands are based primarily on feedback
resulting in better control of air fuel ratio and from the exhaust gas oxygen sensor, with an offset
emissions. This smoother control also minimizes for fuel temperature.
wear on fuel system components such as the
regulator diaphragm and lever by significantly
reducing the pressure pulsations observed with a MI-07 LP Fuel Filter
single FTV.
N-2007 Operation
(Refer to Figure 6.)
Liquid propane, at tank pressure, enters the N-2007
through the fuel inlet port (1). Propane liquid then
flows through the primary valve (2). The primary
valve located at the inlet of the expansion chamber
(3), is controlled by the primary diaphragm (4),
which reacts to vapor pressure inside the expansion
chamber. Two springs are used to apply force on Figure 6. Parts View of N-2007 Regulator
the primary diaphragm in the primary diaphragm
chamber (5), keeping the primary valve open when Because vapor propane has now left the expansion
no fuel pressure is present. chamber, the pressure in the chamber will drop,
causing the primary diaphragm spring force to re-
A small port connects the expansion chamber to the open the primary valve allowing liquid propane to
primary diaphragm chamber. At the outlet of the enter the regulator, and the entire process starts
expansion chamber is the secondary valve (6). The again. This creates a balanced condition between
secondary valve is held closed by the secondary the primary and secondary chambers allowing for a
spring on the secondary valve lever (7). The constant flow of fuel to the mixer as long as the
secondary diaphragm controls the secondary lever. demand from the engine is present. The fuel flow is
When the pressure in the expansion chamber maintained at a constant output pressure, due to the
reaches 1.5 psig (10.3 kPa) it causes a calibrated secondary spring. The amount of fuel
pressure/force imbalance across the primary flowing will vary depending on how far the
diaphragm (8). This force is greater than the primary secondary valve opens in response to the negative
diaphragm spring pressure and will cause the pressure signal generated by the air/fuel mixer. The
diaphragm to close the primary valve. strength of that negative pressure signal developed
by the mixer is directly related to the amount of air
Since the fuel pressure has been reduced from tank flowing through the mixer into the engine. With this
pressure to 1.5 psig (10.3 kPa) the liquid propane process, the larger the quantity of air flowing into the
vaporizes. As the propane vaporizes it takes on heat engine, the larger the amount of fuel flowing to the
from the expansion chamber. This heat is replaced mixer.
by engine coolant, which is pumped through the
coolant passage of the regulator. At this point vapor
propane will not flow past the expansion chamber of
the regulator until the secondary valve is opened. To
open the secondary valve, a negative pressure
signal must be received from the air/fuel mixer.
3. In some cases, the SECM will shut the engine Crankshaft timing wheel *
down. This is accomplished by stopping ignition,
turning off the fuel, and disabling the throttle. Spark plugs *
CAUTION
The HEGO sensors are calibrated to work with
the MI-07 control system. Use of alternate senso- As exhaust and catalyst temperatures rise the
rs may impact performance and the ability of the following reaction occurs:
system to diagnose rich and lean conditions.
Oxides of nitrogen (NOx) are reduced into simple
nitrogen (N2) and carbon dioxide (CO2).
Speed Management
Recommendations
BATTERY
F1 15A
12V
IGN SWITCH
14 AWG
85
86
30
O-START F4 2A
MPR1
87
F5 2A
RED 18 AWG RED 14 AWG
CRANK SENSOR
SED 14 AWG
BATT_B22 RED
N
S
RED
A B C
LS01_A5
LS03_A4
B10_CAM+ LS04_A7
LS02_A8
A24_LSO9_MIL
TRANSMISSION OIL
COLOR
1
2
TEMP SWITCH
MIL
DRVP_A23 RED
COLOR B2_AN6_TOTS
NEAR MODULE
RED 18 AWG
ENG GND
OIL PRESSURE
TO ENGINE
LAMP
DISTRIBUTOR COIL
OIL PRESSURE CAN SAE J1939 FUEL SELECT
ABCD
SWITCH
COLOR
COLOR
B21_CAN1- EST2_A10
B A
COLOR
120 OHM
K
1/4 W
J
COLOR B20_CAN1+
EST3_A3
JUMPER A15 TO B1 FOR GASOLINE.
JUMPER A12 TO B1 FOR LP.
A JUMPER MUST BE USED.
IF NO SELECT SWITCH IS USED,
FUEL SELECT NOTE:
COLOR A15_EST8_FSS-LIQ
SWITCH
EST4_A6
FOOT PEDAL
COLOR B7_AN4_APP1
E
D
C
COLOR B16_AN5_APP2
B
A
TEMPERATURE
DRVG-A_A16
ENGINE GND
BLACK 16 AWG
SENSOR
BLACK 16 AWG
GROUND SPEED
A21_EST6_GRNDSPD_SW
SWITCH
RED
A B
LO_LS08_A11 COLOR
COLOR
B18_AN1_MAP
MAP/MAT
MAP COLOR
4 3
B12_AN8_MAT
DITHER DITHER
MAT COLOR
DUAL
VLV1_LSO11_A1
2
COLOR
1 2
COLOR
1
RED
COLOR B24_XDRP_XPWR
COLOR B1_XDRG_XGND VLV2_LSO10_A2
TEMPERATURE
COLOR
1 2
COLOR
DUAL
RED
COOLANT
SENSOR
COLOR B15_AN9_ECT
A
FUELPMP_LS 05_A13
THROTTLE BODY
B23_AN2_TPS1
O2_A SENSOR (WIRE SIDE) O2_B SENSOR
COLOR
B4_AN3_TPS2
6
COLOR
PRE-CAT
3
A18_H1-_ETC_TB- BLACK
5
COLOR
2
A17_H1+_ETC_TB+
4
COLOR
1
2 1
O2A+_AN11_B13 COLOR
COLOR
3
BLACK
CONNECTOR
A20_LSO7_O2B_HTR
O2 SENSOR
COLOR
COLOR
1 2
86
3 4
85
30
O2HR
GREY
87
BLACK
4
POST-CAT
2 1
O2B+_AN12_B19 COLOR
COLOR
3
RED
1
A
CONNECTOR
B
1 CONNECTOR
24 24
General Description
MI-04 control system provides a complete, fully Engine speed is monitored by the SECM through a
integrated engine management system for naturally variable reluctance (VR) sensor. Intake manifold air
aspirated engines. temperature and absolute pressure are monitored
with a TMAP sensor. MI-04 is a drive-by-wire (DBW)
It provides accurate, reliable, and durable control of system connecting the accelerator pedal to the
spark and air over the service life of the engine in electronic throttle through the electrical harness;
the extreme operating environment found in heavy- mechanical cables are not used. A throttle position
duty, under hood, on-engine electronic controls. sensor (TPS) monitors throttle position in relation to
the accelerator pedal position sensor (APP)
The SECM monitors the engine through a number of command. Even engine coolant temperature and
different sensors to ensure optimal performance. adequate oil pressure are monitored by the SECM
INPUT OUTPUT
Speed pick-up in Throttle body
Distributor
lgnition Module
TMAP sensor
Coolant Temp
Spark-ignition control system Spark timing modifiers for temperature and fuel
type
Air throttle
Input sensor selection and calibration
Sensors/Switches/Speed inputs
Auxiliary device control for fuel pump, fuel lock-off
Key Components solenoid, tachometer, MIL, interlocks, vehicle
speed limiting, etc.
The MI-07 system functions primarily on engine
components that affect engine emissions and CANBus data transfer for speed, torque, etc.
performance. These key components include the
following:
The system is capable of "limp-home" mode in the The LP fuel filter of G643 engine is the same as that
event of particular faults or failures in the system. In of G643E engine. See, G643E EMS overview
limp-home mode the engine speed is approximately
1000 rpm at no load. A variety of fault conditions can MI-07 Fuel Lock-Off (Electric)
initiate limp-home mode. These fault conditions and
resulting actions are determined during calibration The LP fuel lock-off of G643 engine is the same as
and are OEM customer specific. that of G643E engine. See, G643E EMS overview
N-2001 Regulator/Converter
Service Tool
After passing through the electric fuel lock-off, liquid
A scan tool/monitoring device is available to monitor propane enters the N-2001 regulator/converter
system operation and assist in diagnosis of system (Figure 4). The N-2001 functions as a fuel vaporizer,
faults This device monitors all sensor inputs, control converting liquid propane to vapor propane and as a
outputs, and diagnostic functions in sufficient detail two-stage negative pressure regulator, supplying the
through a single access point to the SECM to allow correct vapor propane fuel pressure to the mixer.
a qualified service technician to maintain the system.
This Mototune software (licensed by Mototron The regulator is normally closed requiring a vacuum
Communication) is secure and requires a crypt- signal (negative pressure) to allow fuel to flow. This
token USB device to allow access to information. is the second of three safety locks in the MI-07
system. If the engine stops, vacuum signal stops
and fuel flow will automatically stop when both the
LPG Fuel System Operation secondary (2nd stage) valve and the primary (1st
stage) valve closes. Unlike most other
The principles outlined below describe the operation regulator/converters, the N-2001 primary valve
of MI-07 on an LPG fuel system. closes with fuel pressure rather than against
pressure, extending primary seat life and adding
An LPG fuel system consists of the following additional safety.
components:
A small port connects the expansion chamber to the Because vapor propane has now left the expansion
primary diaphragm chamber. At the outlet of the chamber, the pressure in the chamber will drop,
expansion chamber is the secondary valve (6). The causing the primary diaphragm spring force to re-
secondary valve is held closed by the secondary open the primary valve allowing liquid propane to
spring on the secondary valve lever (7). The enter the regulator, and the entire process starts
secondary diaphragm controls the secondary lever. again. This creates a balanced condition between
When the pressure in the expansion chamber the primary and secondary chambers allowing for a
reaches 1.5 psi (10.342 kPa it causes a pressure/ constant flow of fuel to the mixer as long as the
force imbalance across the primary diaphragm (8). demand from the engine is present. The fuel flow is
This force is greater than the primary diaphragm maintained at a constant output pressure, due to the
spring pressure and will cause the diaphragm to calibrated secondary spring. The amount of fuel
close the primary valve. flowing will vary depending on how far the
secondary valve opens in response to the negative
pressure signal generated by the air/fuel mixer. The
strength of that negative pressure signal developed
by the mixer is directly related to the amount of air
flowing through the mixer into the engine. With this
process, the larger the quantity of air flowing into the
engine, the larger the amount of fuel flowing to the
mixer.
Spark plugs *
Figure 16. Small Engine Control Module (SECM) Figure 17. Foot Pedal
(Figure 21) describes the signal flow process of the MI-07 Ignition Management
MI-07 DBW section. The foot pedal assembly uses
two potentiometers to detect pedal position. These In the normal course of events, with the engine
two signals, accelerator pedal position 1 (APP1) and operating at the correct temperature in defined
accelerator pedal position 2 (APP2) are sent directly conditions, the SECM will use load and engine
to the SECM. The SECM uses a series of algorithms speed to derive the correct ignition timing. In
to self calibrate and cross check the signals from the addition to load and speed there are other
pedal assembly. A demand position for the throttle circumstances under which the SECM may need to
will then be derived and sent to the throttle as a vary the ignition timing, including low engine coolant
throttle position sensor demand (TPSd). This signal temperature, air temperature, start-up, idle speed
will be processed through a PID (Proportional, control.
Integral, Derivative) controller in the SECM to
achieve the appropriate motor-current response
then passed to the throttle. The throttle moves to the
commanded position and provides a feedback signal
from the throttle position sensor (TPS) to the SECM.
Camshaft position
CANBus
CAN 2.0b serial communication for J1939 com-
munications, programming and diagnostics.
Requires proper termination resistance per CAN
2.0b.
Sensor Inspection
MAP sensor
4. Apply battery voltage to the terminal 1 and ground MAP & IAT
terminal 1 and ground terminal 3 of CKPS as sensor
MAP
shown in the figure. IAT
If the LED blinks, the CKPS works normally Sensor IAT Sensor MAP
power signal ground signal
B24 B12 B1 B18
ECM
Sensor Inspection
2. If the voltage deviates from the standard value, Circuit Diagram (G643E)
replace the MAP sensor assembly.
Removal
MAP & IAT
sensor
1. Disconnect the negative battery cable. MAP
IAT
Component Location
Description
2
B1 - HO2S GND
[HARNESS CONNECTORS]
Description
The rear heated oxygen sensor is mounted on the
2 1 rear side of the Catalytic Muffler, which detects the
catalyst efficiency. The rear heated oxygen sensor
4 3
(HO2S) produces a voltage between 0V and 1V.
This rear heated oxygen sensor is used to estimate
C16 the oxygen storage capability. If a catalyst has good
HO2S (B1/S1) conversion properties, the oxygen fluctuations are
smoothed by the oxygen storage capacity of the
catalyst. If the conversion provided by the catalyst is
low due to aging, poisoning or misfiring, then the
oxygen fluctuations are similar to signals from the
Signal Wave Form front oxygen sensor.
[CIRCUIT DIAGRAM]
HO2S (B1/S2) ECM
3
1 B1 - HO2S GND
Description
The Engine Coolant Temperature Sensor (ECTS) is
located in the engine coolant passage of the cylinder
head for detecting the engine coolant temperature.
The ECTS uses a thermister whose resistance
changes with the temperature. The electrical
resistance of the ECTS decreases as the
temperature increases, and increases as the
temperature decreases. The reference 5 V in the
ECM is supplied to the ECTS via a resistor in the
ECM. That is, the resistor in the ECM and the
thermistor in the ECTS are connected in series.
When the resistance value of the thermistor in the
The amplitude of the signal output of the rear HO2S ECTS changes according to the engine coolant
is small compared to the front HO2S because the temperature, the output voltage also changes.
rear HO2S detects emission gas purified by the
catalytic converter. This illustration is the normal Sensor Inspection
signal waveform of the rear HO2S at idle.
Specification
Tightning torque
[HARNESS CONNECTORS]
[Harness Connectors]
Location
Inspection
Description
1. Remove the LP fuel temperature sensor from the
The LP Fuel Temperature Sensor (FTS) is located in
adapter connected to LP mixer.
the LP fuel passage of the LP mixer for detecting the
LP fuel temperature. The FTS uses a thermistor
2. With the temperature sensing portion of the LP
whose resistance changes with the temperature.
engine fuel temperature immersed in hot water,
The electrical resistance of the FTS decrease as the
check resistance.
temperature increase, and increase as the
temperature decrease. The reference 5V in the ECM
is supplied to the FTS by way of a resister in the Temperature C (F) FTS Resistance (Ohms)
ECM. That is, the resistor in the ECM and the -20(-4) 15462
thermistor in the FTS are connected in series. When
the resistance value of the thermistor in the FTS 0(32) 5896
changes according to the LP fuel temperature, the 20(68) 2498
output voltage also change.
40(104) 1175
Location
[Harness Connectors]
Description
Angle Sensor-Accelerator is located in the
accelerator pedal assembly. The engine speed
management deals with a Drive-by-wire system.
Drive-by-wire refers to the fact that the MI-07 control
system has no throttle cable from the foot pedal to
the throttle body. Instead, the ECM is electronically
connected both to the foot pedal assembly and the
throttle body. The SECM monitors the foot pedal
position and controls the throttle plate by driving a
DC motor connected to the throttle. The DC motor
actuates the throttle plate to correspond to the foot
pedal position when the operator depresses the
pedal. The SECM will override the pedal command
above a maximum engine speed and below a Inspection
minimum idle speed. The foot pedal assembly uses
1. Disconnect the Accelerator Pedals connector
two potentiometers to detect pedal position. These
from the main engine harness.
two signals, accelerator pedal position 1 (APP1) and
accelerator pedal position 2 (APP2) are sent directly
2. Inspect the electrical conditions with a follow
to the SECM. The SECM uses a series of algorithms
basic specification.
to self calibrate and cross check the signals from the
pedal assembly.
Signal output is on condition that input voltage
is ....................................................... 5V0.5%
Circuit Diagram [G643E] Rated current :....................................... 20 mA
Power : ............................................... 100 mW
Wire width :.......................................... 20AWG
- At start point : Signal A................... 0.4V0.1V
Signal B................... 4.5V0.1V
- At end point(Push for end) :
Signal A............... 3.60V0.15V
Signal B............... 1.39V0.15V
Switch [G643E]
Description
Transmission Oil Temperature Switch is located in
the adapter on transmission (T/M) for operating by
the transmission (T/M) oil temperature change. This
switch is normally open, and then it is closed as the
T/M oil temperature Increases to the 1253C.
Actually if the switch is closed by high T/M oil
temperature, the ECM makes engine shutdown with
fault set. If the T/M oil temperature decreases to the
118C, the switch is open again and the engine also
can run. This function can protect the engine of Tier- Inspection
3 and Non cert folk lift trucks from damage as
overheating. 1. Remove the Transmission Oil Temperature
Switch from the transmission.
Location
[Harness Connectors]
Description
The MI-07 system uses electronic throttle control
(ETC). The SECM controls the throttle valve based
on engine RPM, engine load, and information
received from the foot pedal. Two potentiometers on
the foot pedal assembly monitor accelerator pedal
travel. The electronic throttle used in the MI-07
system is a Bosch 32mm electronic throttle body
DV-E5. The DV-E5 is a single unit assembly, which
includes the throttle valve, throttle-valve actuator
(DC motor) and two throttle position sensors (TPS). Inspection
The SECM calculates the correct throttle valve
1. Check for loose, dirty or damaged connectors and
opening that corresponds to the drivers demand,
wires on the harness
makes any adjustments needed for adaptation to the
engines current operating conditions and then
2. Check the throttle assembly motor housing for
generates a corresponding electrical (driver) signal
coking, cracks, and missing cover-retaining clips
to the throttle-valve actuator.
3. Check the resistance of TPS sensor. (refer as
Circuit Diagram[G643E]
blow chart)
EXPECTED
SENSOR POINT TO POINT
RANGE
TPS PIN 2(GND) TO 1.25K +/-
TPS PIN 6(TPS1 SIGNAL) 30%
(Throttle TPS PIN 3(PWR) TO 1.25K +/-
Position PIN 6(TPS1 SIGNAL) 30%
Sensor) TPS PIN 1(+DRIVER) ~3.0K +/-
TO PIN 4(-DRIVER) 30%
CAUTION
The regulator/converter and mixer are part of a
certified system complying with EPA and CARB
2007 requirements. Only trained, certified techni-
cians should perform disassembly, service or
replacement of the regulator/ converter or mixer.
Hose Specifications
DWG NO 5555-1201
Trim valves must be positioned 1 N-2007 Regulator 8 Solenoid (AFS Lock Off Valve)
1
vertically with flow arrows in position
Plastic WYE Fitting (black color) Brass Tee Fitting. 1/4 Tube x 1/8
shown 2 9
for 7/32 (5.56mm) ID Tube NPTF x 1/4 Tube
Fuel outlet must be min 15 Hose
2
below horizontal position CA100 Mixer
10
Only one 90 fitting permissible on 3 Valve (TEV Bosch Canister)
3
vapor fuel line between mixer and 1/4 (6.35mm) hose barb to 1/8
Plastic WYE Fitting (blue color) 11
regulator (As shown the temp 4 (3.2mm) male pipe, 125HBL, .062
for 7/32 (5.56mm) ID Tube
sensor adaptor is considered the flow ID
Hose
one 90 fitting.)
5 Adapter (temperature sensor) 12 1/4-28 UNF x 1/4 (6.35mm)
Vapor fuel fittings (regulator and
4 hose barb
mixer) must have minimum ID of
Sensor (coolant, temperature)
0.46 (11.68mm) 6
Nipple (.625 hex 4mp, 2.5L
Vapor hose length to be as short as 7
8 steel)
possible and have no restrictions for
best regulator performance
N-2007 Removal Steps 2. Install the fuel vapor outlet hose (5) to the
regulator.
Refer to Figure 28.
3. Install the two cooling lines (4) and a thermostat
1. Close the liquid outlet valve in the forklift cylinder (7) to the regulator.
or fuel storage container.
4. Install the four rear-mounting bolts that hold the
2. Purge the system of fuel by starting the engine regulator to the support bracket. Use a torque
and running until all trapped fuel in the system is wrench and tighten each bolt to 60-70 lbfin (6.78-
exhausted and the engine shuts down. 7.91 Nm).
3. Key switch in OFF position. 5. Install the fuel inlet line (1) to the lock-off, the two
vacuum lines (2) to the branch-tee fitting in the
regulator vent and re-connect the lock-off
4. Remove the fuel inlet line (1) from the lock-off, the
connector (3).
two vacuum lines (2) from the branch-tee fitting in
the regulator vent and disconnect the lock-off
6. Open the liquid outlet valve in the forklift cylinder
connector (3).
or fuel storage container.
5. Remove the four rear-mounting bolts that hold the
regulator to the support bracket. This will allow
easier access to the remaining hose clamps.
9
9. Loosen the four bolts (6) that secure the
4 mixer/adapter/throttle body assembly to the
5 intake manifold.
6
8 10. Remove the mixer (9), the adapter (7), and the
throttle body (8) as an assembly by gently pulling
7 upwards. Take care not to drop anything down
2 the intake manifold.
3
1
11. Gently wiggle and pull to separate mixer and
1. Gasket 2. Adapter 3. Fitting adapter from the throttle body. Take note of the
4. Tmap 5. Washer 6. Bolt adapter orientation on the mixer, as it must be
7. Bolt 8. Gasket-ITB 9. ITB reinstalled correctly for proper fit on the throttle.
10. O-Ring 11. O-Ring 12. Mixer
13. Adapter 14. Fuel Temp Sensor 15. Fitting
16. Apollo Adapter 17. Bolt 12. Remove the four mounting screws that attach the
throttle body adapter to the mixer.
4. Vacuum hose
Pressure Test
3. Air hose
6. 0-60 WC Magnehelic gauge (inches of water 5. If the pressure reading begins to increase, a leak
column) is most likely present at the primary valve, either
the primary valve o-ring or the valve itself. If a leak
Primary Stage Pressure Test is present the regulator should be replaced.
1. Remove the primary test port plug from the side 6. If the pressure begins to decrease, the secondary
of the regulator and install the 1/16 NPT hose seat is probably not making an adequate seal and
barb fitting (Figure 35). is leaking. The regulator should be replaced.
2. Connect a compressed air line (shop air ~100psi) 7. If the test is successful, re-install the primary test
to the liquid propane fuel inlet of the N-2007 port plug and check the fittings for leaks. See
regulator (Figure 35). Chapter 5 for installation of the N-2007 regulator.
AVV (Air Valve Vacuum) Testing With the MI-07 system, ignition-timing advance is
controlled by the SECM see, chapter 4. Ignition
Purpose of Test system for the detail information.
AVV Test Hardware The CA100 mixer requires adjustment of the idle
mixture screw to assure optimal emissions and
1. Union Tee fitting, 1/4 (6.35mm) NPT with three performance. This adjustment accounts for minor
1/4 (6.35mm) NPT x 1/4 (6.35mm) hose barbs part-to-part variations in the fuel system and assures
stable performance of the engine at idle. Once
2. Vacuum hose adjusted, the idle mixture screw is sealed with a
tamper proof cap, after which it need not be
3. 0-20 H2O differential pressure Magnehelic gauge adjusted for the life of the vehicle.
Attach the Mototune Service Tool to the wiring 8. Use the accelerator pedal to increase RPM above
harness and add parameter MAFPort to the display idle momentarily (rev the engine) then release the
screen. pedal to return to idle RPM. The duty cycle setting
should remain within the adjustment range (40-
45%). Place your thumb over the adjustment port
Factory Adjustment Procedure: for a more accurate reading by preventing air from
leaking past the mixture adjustment screw, which
NOTE : Be sure engine is fully warm (ECT>167F may cause the duty cycle to decrease.
[75C]) before performing the idle mixture
adjustment. 9. Use the Mototune Service Tool to lock the FTV
duty cycle. Set display parameter
1. Operating the engine on LPG fuel, start the DitherValveDC_ovr = locked (displayed in screen
engine and permit the engine to warm up until the tab Manual Override 1 under AFR Trim Vales,
coolant temperature (ECT on Mototune display) is select locked under box labeled Lock DC%).
approximately 167F (75 oC).
10. Use the Mototune Service Tool to monitor
2. Set APP input to minimum. throttle position (TPS1) and Exhaust gas oxygen
equivalence ratio (O2 Value in Figure 1). While
3. Adjust the load until engine speed reaches 750 monitoring O2, slowly increase the pedal input
rpm. (APP) to achieve a TPS1 value of 15%.
4. Mototune display parameter LP Fuel Control must 11. Use the Mototune Service Tool to unlock the
display Closed Loop. FTV duty cycle. Set display parameter
DitherValveDC_ovr = unlocked (displayed in
5. Use the Mototune Service Tool to monitor Duty screen tab Manual Override 1 under AFR Trim
Cycle % on the Mototune display. Vales, select unlocked under box labeled Lock
DC%).
6. To adjust the idle mixture screw, use a 5mm hex
or Allen-type wrench. Turning the screw in 12. If at any time in step 10, O2 was greater than 1.2
(clockwise) should increase the duty cycle; turning go to step 13. If 02 remained below 1.2,
the screw out (counter-clockwise) should proceed to Step 15.
decrease the duty cycle.
13. Adjust the idle mixture screw on the mixer until a
7. Adjust the idle mixture screw on the mixer until a reading of 50-55% is reached for the FTV Duty
reading of 40-45% is reached for the FTV Duty Cycle in Closed Loop Idle (Figure 35).
Cycle in Closed Loop Idle (Figure 35).
CAUTION
The regulator/converter and mixer are part of a
certified system complying with EPA and CARB
2007 requirements. Only trained, certified
technicians should perform disassembly, ser-
vice or replacement of the regulator / converter
or mixer.
Proper operation of the closed loop control greatly depends on the correct vacuum hose routing and fuel line
lengths. Refer to the connection diagram below for proper routing and maximum hose lengths when
reinstalling system components.
Hose Specifications
Vacuum hose to comply to SAE 1403 Type I or SAE J30 R7 R8 / EPDM textile reinforced / -40 F to +257 F
(-40 C +125 C / Inside Diameter: 7/32 (5.56mm)
DWG NO 5555-1236
Figure 25. Hose Connections for G643 Engines
DIAGRAM NOTES
2
Only one 90 fitting permissible on vapor fuel line between mixer and regulator
3 Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.59 (14.99mm)
5
Vapor hose length to be as short as possible and have no restrictions for best regulator performance
2. Purge the system of fuel by starting the engine Figure 29. N-2001 Regulator in Non-Certified
and running until all trapped fuel in the system is System
exhausted and the engine shuts down.
N-2001 Installation Steps
3. Remove the fuel inlet line (1) from the lock-off, the
vacuum lines (2) the regulator and disconnect the Refer to Figure 29.
lock-off connector (3).
1. Install the fuel vapor outlet hose (5) onto the
4. Remove the two rear-mounting bolts that hold the regulator.
regulator to the support bracket. This will permit
easier access to the remaining hose clamps. 2. Install the two cooling lines (4) onto the regulator.
5. Remove the two cooling lines (4) from the 3. Install the two rear-mounting bolts that hold the
regulator. regulator to the support bracket. Use a torque
wrench and tighten each bolt to 50-60 lbf-in (5.65-
NOTE: It will be necessary to either drain the 6.78 N-m)
coolant system or clamp off the coolant lines as
close to the regulator as possible to avoid a coolant 4. Install the fuel inlet line (1) onto the lock-off, the
spill when these lines are disconnected. vacuum line (2) onto the regulator and connect
the lock-off connector (3).
6. Remove the fuel vapor outlet hose (5) from the
regulator. 5. Open the liquid outlet valve in the forklift cylinder
or fuel storage container.
17
12
12-01 Figure 33. CA100 Mixer in Non-Certified System
12. Remove the vapor fuel inlet fitting from the mixer.
Break-Off Test
4. Vacuum hose
Primary Stage Test Hardware 1. Remove the primary test port plug from the side
of the regulator and install the 1/16 NPT hose
1. Hand vacuum pump barb fitting (Figure 31).
2. Regulator fuel inlet test fitting 1/4 NPT standard 2. Connect a compressed air line (shop air ~100 psi)
air coupling) to the liquid propane fuel inlet of the N-2001
regulator (Figure 31).
3. Test gauge fitting (1/4 NPT X 1/4 hose b)
1. The power valve should only be adjusted after the 1. The power valve should only be adjusted after the
idle screw has been adjusted properly. The idle screw has been adjusted properly. The
engine and vehicle drive train and hydraulics engine and vehicle drive train and hydraulics
should also be at normal operating temperatures. should also be at normal operating temperatures.
2. Apply a load to the engine while the engine is 2. Apply a load to the engine while the engine is
operating above idle speed. Torque converter stall operating above idle speed. Torque converter stall
is the preferred operating mode for this test. If a is the preferred operating mode for this test. If a
torque converter speed test cannot be performed, torque converter speed test cannot be performed,
the engine can be run at another speed (max the engine can be run at another speed (max
governor), but a load must be applied by using governor), but a load must be applied by using
hydraulics. hydraulics.
The power valve should be adjusted to obtain
NOTE : While adjusting the power valve, do not hold maximum torque converter stall speed.
engine at load point for longer than 5-10 seconds.
Holding for a longer period of time will cause the fuel NOTE : While adjusting the power valve, do not hold
temperature to drop, which could adversely affect engine at load point for longer than 5-10 seconds.
the power valve setting. Holding for a longer period of time will cause the fuel
temperature to drop, which could adversely affect
3. Monitor the output of the UEGO or HEGO sensor the power valve setting.
while the engine is at the higher speed with the
load applied (phi = 1.00 to 1.05 is optimal). 3. Once the power valve is set, bring the engine
back to idle and verify the idle screw setting.
4. If the phi reading is not at the desired level, bring
the engine back to idle and adjust the power valve.
5 Figure M4
4
1. With the mixer/adapter assembly removed from the
engine, and the throttle adapter removed from the
mixer, remove the four cover retaining screws from
9 the top of the mixer (Figure M4).
3 14
2
7
Figure M5
1 15
2. Gently remove the diaphragm cover from the top of
the mixer. Take care not to loose the air-valve
10
spring shown in (Figure M5).
11
Figure M6
Figure M8
Figure M9
Parts List
N-2001-RSA Regulator
1 Figure R5
Figure R3
Figure R5
Figure R6
11
Figure R7
NOTE
For re-assembly of the N2001
regulator/converter, reverse the steps for
8 disassembly. Tighten all fasteners to
recommended torque values and test the
9 regulator before installing in the vehicle.
Torque primary cover screws to (40-50
Figure R8 inch lbs.), secondary cover screws to (15-
18 inch lbs.).
Figure R9
Turn the regulator body over with the rear fuel inlet
plate facing up. Remove the primary valve access
plug (7), the primary valve (8) and the primary valve
o-ring seal (9). The primary valve goes through the
inlet plate, then through the body assembly and is
retained by the primary diaphragm (Figure R9).
Figure R11
MI-07 systems are equipped with built-in fault Several of the procedures call for a Careful
diagnostics. Detected system faults can be Visual/Physical Check which should include:
displayed by the Malfunction Indicator Lamp (MIL)
and are covered in Chapter 9, Advanced SECM grounds for being clean and tight
Diagnostics. However, items such as fuel level,
plugged fuel lines, clogged fuel filters, and Vacuum hoses for splits, kinks, and proper
malfunctioning pressure regulators may not set a connection.
fault code and usually can be corrected with the
basic troubleshooting steps described on the Air leaks at throttle body mounting and intake
following pages. manifold
1. Forklift Information
(I) VIN:
2. Symptoms
3. Environment
4. MIL/DTC
MIL (Malfunction Indicator Lamp) Remains ON Sometimes lights up Does not light
WARNING
DO NOT heat components to the point where
they may be damaged.
DO NOT heat the ECM directly.
WARNING
DO NOT sprinkle water directly into the engine
compartment or electronic components.
Handling of Connector
Specification (Resistance)
1 or less Normal Circuit
1 or Higher Open Circuit
3. Voltage Check Method
Specification (Resistance)
1 or less Short to Ground Circuit
1 or Higher Normal Circuit
Preliminary Checks
Perform the visual checks as described at start of Basic Troubleshooting chapter.
Be sure driver understands vehicle operation as explained in the operator manual.
The fuel management should maintain a stoichiometric air-fuel ratio under all
Oxygen sensor steady state operating conditions following engine warmup. Failure of the Pre-
malfunction catalyst O2 sensor should cause an O2 sensor fault that can be diagnosed with
the MIL lamp or Service Tool.
Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies.
Preliminary Checks
Repair/replace as required.
Clogged fuel filter
See Chapter 2 Fuel Filter replacement.
Check connection
Faulty vapor connection between the
Verify no holes in hose.
pressure regulator/converter and the
Clamps must be tight.
mixer
Look for kinked, pinched and/or collapsed hose.
Repair/replace fuel lock-off.
Fuel lock-off malfunction
See Chapter 5 Fuel Lock-off.
Pressure regulator/converter Test regulator/converter operation and pressure.
malfunction See Chapter 6 LPG Fuel Delivery System.
Incorrect air/fuel or ignition/spark
See Chapter 8 Advanced Diagnostics.
control
Verify the crankshaft position signal is present
No crankshaft position sensor signal
See Chapter 8 Advanced Diagnostics.
Check Coolant Temperature Sensor using the Service Tool; compare coolant
temperature with ambient temperature on cold engine.
If coolant temperature reading is 5 greater than or less than ambient air
temperature on a cold engine, check resistance in coolant sensor circuit or
sensor itself. Compare CTS resistance value to Diagnostic Aids chart at end
SECM / control system of this section.
malfunction Verify that there is no code for ETC spring check fault.
Check for 0% APP during cranking.
Cycle key ON and OFF and listen for throttle check (movement) on key OFF.
Check for oil pressure switch faults.
Check for sensor sticking faults.
Check TPS for stuck binding or a high TPS voltage with the throttle closed.
Check fuel lock off (propane) or fuel pump relay gasoline operation: actuator
should turn ON for 2 seconds when ignition is turned ON.
Check fuel pressure.
Check for contaminated fuel.
Check both gasoline injector and lock off fuses (visually inspect).
Fuel system malfunction
Check propane tank valve & pickup. A faulty
in-tank fuel pump check valve will allow the fuel in the lines to drain back to the
tank after engine is stopped. To check for this condition, perform fuel system
diagnosis.
Check FTV system for proper operation.
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed
down part way. Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle
speeds. Usually most severe when first trying to make vehicle move, as from a stop. May cause engine to stall.
PRELIMINARY CHECKS
Perform the visual checks as described at start of Basic Troubleshooting chapter.
Drive vehicle; verify problem exists.
Remove air filter and check for dirt or other means of plugging. Replace if needed.
Check spark advance for excessive retarded ignition timing. Use Service Tool.
Check secondary voltage using an oscilloscope or a spark tester to check for a
Ignition system malfunction weak coil.
Check spark plug condition.
Check poor spark plug primary and secondary wire condition.
PRELIMINARY CHECKS
Check for excessive oil in the combustion chamber and/or blow by from
excessive PCV flow.
Engine mechanical Check combustion chambers for excessive carbon build up.
Check combustion chamber pressure by performing a compression test.
Check for incorrect basic engine parts such as cam, heads, pistons, etc.
PRELIMINARY CHECKS
Perform the visual checks as described at start of Basic Troubleshooting chapter.
Simulate condition by reviewing operation procedure practiced by vehicle operator.
Dieseling, Run-on
Engine continues to run after key is turned OFF, but runs very roughly. If engine runs smoothly, check
ignition switch and adjustment.
PRELIMINARY CHECKS
Fuel lock off valve Make sure lock off valve is closing properly.
Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults
PRELIMINARY CHECKS
PRELIMINARY CHECKS
Check fuel system specifically for plugged fuel filter, low pressure.
Fuel system Check for contaminated fuel.
malfunction Check lock off intermittent connection.
Check dither valve operation.
PRELIMINARY CHECKS
PRELIMINARY CHECKS
PRELIMINARY CHECKS
Verify that no stored codes exist.
If emission test shows excessive CO and HC, check items that cause vehicle to run rich.
If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.
If the Service tool indicates a very high coolant temperature and the system
is running lean:
Cooling system Check engine coolant level.
malfunction Check engine thermostat for faulty part (always open) or for wrong heat
range.
Check fan operation
If the system is running rich, refer to Diagnostic Aids chart on the next
page.
Fuel system If the system is running lean, refer to Diagnostic Aids chart on the next
malfunction page.
Check for properly installed fuel system components.
Check fuel pressure.
(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is
functioning properly. If the sensor is not operating properly the criteria may be reversed.
Inspect hoses from AVV port (port on bottom of Check for vacuum leaks, replace hoses, o-rings,
mixer) to trim valves and regulator for leaks or and gaskets as necessary
blockages, replace as necessary.
Check balance line for blockage, replace as
Inspect in-line orifices for blockages (in wye), necessary
replace as necessary
Check vapor hose for restrictions, replace as
Check trim valves for proper operation, replace as necessary
necessary
Check regulator out pressure, replace if out of Check trim valves for proper operation, replace as
spec necessary
Inspect fuel cone for damage, replace mixer Check regulator out pressure, replace if out of
assembly as necessary spec
1. Carefully remove pre-catalyst oxygen (O2) sensor. 3. If the backpressure at either speed exceeds
specification, a restricted exhaust system is
2. Install exhaust backpressure tester or equivalent indicated.
in place of O2 sensor using Snap-On P/N
EEVPV311A kit and YA8661 adapter or Mac tool 4. Inspect the entire exhaust system for a collapsed
(see illustration). pipe, heat distress, or possible internal damage,
split welds, or cracked pipe.
3. After completing test described below, be sure to
coat threads of O2 sensor with anti-seize 5. If there are no obvious reasons for the excessive
compound prior to re-installation. backpressure, the catalytic converter is restricted
and should be replaced using current
recommended procedures.
Illustration Notes
1. Backpressure gage
3. Exhaust manifold
LPG And LPG Fuel Tanks The same principle is applied to LPG in a container,
commonly referred to as an LPG tank or cylinder.
LPG Fuel Supply Typically an LPG tank is not filled over 80% capacity
allowing for a 20% vapor expansion space. Outside
Liquefied petroleum gas (LPG) consists mainly of air temperature effects an LPG tank and must be
propane, propylene, butane, and butylenes in considered when using an LPG system. (Figure 2)
various mixtures. LPG is produced as a by-product shows the relationship between pressure and
of natural gas processing or it can be obtained from temperature in a LPG tank at a steady state
crude oil as part of the oil refining process. LPG, like condition.
gasoline, is a compound of hydrogen and carbon,
commonly called hydrocarbons. LPG Tank Pressure VS Temperature
300
In its natural state, propane is colorless and
odorless; an odorant (ethyl mercaptan) is added to 250
Pressure, psig
currently three grades of propane available in the 150
United States. A propane grade designation of HD5
(not exceeding 5% propylene), is used for internal 100
The two styles of LPG storage containers available When installing a tank on a lift truck, the tank must
for industrial use and lift truck applications are be within the outline of the vehicle to prevent
portable universal cylinders and permanently damage to the valves when maneuvering in tight
mounted tanks. Portable universal cylinders are spaces. Horizontal tanks must be installed on the
used primarily for off-highway vehicles and are saddle that contains an alignment pin, which
constructed in accordance with the DOT-TC (United matches the hole in the collar of the tank. When the
States Department of Transport Transport pin is in the hole, the liquid withdrawal tube is
Canada). The cylinders are referred to as universal positioned to the bottom of the tank. A common
because they can be mounted in either a vertical or problem is that often these guide-pins are broken off,
horizontal position (Figure 4). allowing the tank to be mounted in any position. This
creates two problems. 1). When the liquid
withdrawal tube is exposed to the vapor space, it
may give a false indication that the tank is empty,
when it actually is not. 2). The safety relief valve
may be immersed in liquid fuel. If for any reason the
valve has to vent, venting liquid can cause a serious
safety problem,
CAUTION
When empty, the tank is exchanged with a pre-
filled replacement tank. When exchanging a tank,
Figure 4 safety glasses and gloves should be worn.
4
6 12 10
11
5
Figure 5
In figure 5 a visual fuel gauge is used to show the The service valve is a manually operated valve
fuel level in the tank. A mechanical float mechanism using a small hand wheel to open and close the fuel
detects the liquid propane level. A magnet on the supply to the service line (fuel supply line). The
end of the float shaft moves a magnetic pointer in service valve installs directly into the tank and has
the fuel gauge. Some units have an electronic two main categories, liquid and vapor service valves.
sending unit using a variable resistor, installed in Liquid service valves used on portable LPG tanks
place of a gauge for remote monitoring of the fuel use a 3/8 (3/8 NPT) male pipe thread on the
level. The gauge may be changed with fuel in the service valve outlet for attachment of a quick
tank. DO NOT REMOVE THE FOUR LARGE disconnect coupler.
FLANGE BOLTS THAT RETAIN THE FLOAT
ASSEMBLY, WITH FUEL IN THE TANK! An excess flow valve is built into the inlet side of the
service valve as a safety device in case of an
accidental opening of the service line or damage to
CAUTION the service valve itself. The excess flow valve shuts
It is not a legal practice to fill the tank through off the flow of liquid propane if the flow rate of the
the liquid contents gauge. liquid propane exceeds the maximum flow rate
specified by the manufacturer.
In some applications a fixed tube fuel indicator is
used in place of a float mechanism. A fixed tube
indicator does not use a gauge and only indicates
when the LPG tank is 80% full. The fixed tube
indicator is simply a normally closed valve that is
opened during refueling by the fueling attendant. Outlet
When opened during refueling and the tanks LPG
level is below 80%, a small amount of vapor will exit
the valve. When the LPG tank level reaches 80%
liquid propane will begin exiting the valve in the form Excess Flow
of a white mist (Always wear the appropriate Valve
protective apparel when refueling LPG cylinders). In Figure 6
order for this type of gauge to be accurate, the tank
must be positioned properly. When full (80% LPG)
the valve is closed by turning the knurled knob
clockwise. Typically a warning label surrounds the CAUTION
fixed tube gauge which reads STOP FILLING When the tank is in use the service valve should
WHEN LIQUID APPEARS. be completely open. If the valve is partly open,
the vehicle may not be getting enough fuel to
operate efficiently.
Figure 8
Field wiring must be suitable for at least 248F 3. Keep plastic, vinyl, and Styrofoam materials (such
(120C). as plastic or Styrofoam cups, cup holders,
cigarette packages, cellophane wrappers, vinyl
SECM-48 inputs are classified as permanently books or folders, plastic bottles, and plastic ash
connected IEC measurement Category I. To avoid trays) away from the control, the modules, and the
the danger of electric shock, do not use inputs to work area as much as possible.
make measurements within measurement
categories II, III, or IV.
ACFM Actual cubic feet per minute at the specified suction conditions
AFR Air fuel ratio
BHP Brake horsepower
Bi-Fuel Able to operate on either of two fuels
CTS Coolant temperature sensor
CNG Compressed natural gas
Dual Fuel Able to run simultaneously on two fuels, e.g. diesel and natural gas.
Often this term is incorrectly used to describe bi-fuel operation.
Spark-ignited engines are typically bi-fuel while compression ignition
engines are dual-fuel.
ECM Engine control module
FPP Foot pedal position
FPV Fuel primer valve
FTS Fuel temperature sensor
FTV Fuel trim valve
GPM Gallons per minute of flow
HEGO Heated exhaust gas oxygen (sensor)
LAT Limited-angle torque motor
LPG Liquified petroleum gas
MAP Manifold absolute pressure
MAT Manifold air temperature
MIL Malfunction indicator lamp
MOR Manufacturer of record for emissions certification on the engine
OEM Original equipment manufacturer
PHI Relative fuel-air ratio or percent of stoichiometric fuel
(actual fuel-air ratio / stoichiometric fuel-air ratio)
RPM Revolutions per minute
SECM Small engine control module
TMAP Temperature and manifold absolute pressure
TPS Throttle position sensor
VDC Voltage of direct current type
VE Volumetric efficiency
WOT Wide open throttle