Clark Manual Service - GTS 20 25 30 33 L - PSI 4G64
Clark Manual Service - GTS 20 25 30 33 L - PSI 4G64
Clark Manual Service - GTS 20 25 30 33 L - PSI 4G64
GTS 20/25/30/33 L
(MMC PSI 4G64)
CONTENTS
SM 1024 CONTENTS
GROUP SA
GROUP SA
SAFE MAINTENANCE
SM 1024 SA-0
Group SA, Safe Maintenance
Section 1
Safety
SM 1024 SA-1-1
Group SA, Safe Maintenance
9. Operation of the truck to check performance must be 19. Modifications and additions that affect capacity and
conducted in an authorized, safe, clear area. safe truck operation must not be done without the
manufacturer’s prior written approval. Capacity,
10. Before starting to drive truck:
operation and maintenance instruction plates, tags, or
a. Be in operating position.
decals must be changed accordingly. This is an
b. Be sure parking brake is engaged.
OSHA requirement.
c. Put direction control in neutral.
d. Start engine. 20. Care must be taken to assure that all replacement
e. Check functioning of direction and speed con- parts, including tires, are interchangeable with the
trols, steering, brakes, warning devices, and any original parts and of a quality at least equal to that
load handling attachments. provided in the original equipment. Parts, including
tires, are to be installed per the manufacturer’s proce-
11. Before leaving truck
dures. Always use genuine CLARK or CLARK-
a. Stop truck.
approved parts.
b. Put directional control in neutral.
c. Apply the parking brake. 21. Use special care when removing heavy components
d. Stop the engine by turning off the ignition circuit. from the truck, such as counterweight, seat deck,
e. Put blocks at the wheels if truck is on an incline. upright, etc. Be sure that lifting and handling equip-
ment is of the correct capacity and in good condition.
12. Brakes, steering mechanisms, control mechanisms,
Also, this removal may upset the stability of the
warning devices, lights, governors, guards, safety
truck. The frame must always be safely blocked for
devices, and frame members must be carefully and
major component removal.
regularly inspected and maintained in a safe operat-
ing condition.
NOTE
13. Special trucks or devices designed and approved for
hazardous area operation must receive special atten- You should also be familiar with additional
tion to ensure that maintenance preserves the origi- operating and maintenance safety instruc-
nal, approved, safe-operating features. tions contained in the following publica-
tions:
14. Fuel systems must be checked for leaks and condi-
tion of parts. Extra special consideration must be ANSI / ITSDF B56.1: Safety Standard for Low Lift
given in the case of a leak in the fuel system. Action and High Lift Trucks (Safety Code For Powered
must be taken to prevent the use of the truck until the Industrial Trucks).
leak has been corrected.
NFPA 505: Fire Safety Standard for Powered Indus-trial
15. The truck manufacturer’s capacity, operation, and Trucks: Type Designations, Areas of Use, Mainte-nance
maintenance instruction plates, tags, or decals must and Operation. Available from: National Fire Protection
be maintained in legible condition. Assoc., Inc., Batterymarch Park, Quincy, MA 02269.
16. Batteries, motors, controllers, limit switches, protec- General Industrial Standards, OSHA 2206: OSHA Safety
tive devices, electrical conductors, and connections and Health Standards (29 CFR 1910), Subpart N-Mater
must be inspected and maintained in conformance als Handling and Storage, Section 1910.178 Powered
with good practice. Special attention must be paid to Industrial Trucks. For sale by: Superintendent of Docu-
the condition of electrical insulation. ments, U.S. Government Printing Office, Washington,
17. To avoid injury to personnel or damage to the equip- DC 20402.
ment, consult the manufacturer’s procedures in
replacing contacts on any battery connection.
18. Industrial trucks must be kept in a clean condition to
minimize fire hazards and help in the detection of
loose or defective parts.
SM 1024 SA-1-2
Group SA, Safe Maintenance
Section 2
! WARNING
Lifting or jacking any large piece of equipment such as your fork truck presents obvious haz-
ards. It must be done with great care and forethought. Consult the truck weight tabulations
in Group 40, “Specifications” to ensure that your lifting equipment is of adequate capacity.
SM 1024 SA-2-1
Group SA, Safe Maintenance
Under Frame
Under Under Upright
Steer
Axle Frame Mount
! WARNING
Do not attempt to lift the truck by the over-
head guard or the counterweight. Severe
injury may result and the truck can be dam-
aged.
SM 1024 SA-2-2
Group SA, Safe Maintenance
6. Insert blocking under the frame behind the drive 3. To raise the front of the truck using the upright,
wheels or slip wheel cradles under the drive wheels. spread two chains on the outer rail tiebar of the
If using blocking, check for safe clearance between upright.
drive wheels and floor and blocks.
Place
chains
here
Rag
NOTE
When forks are raised as in illustration
above, use shop rags, paper, or bright tape on
fork tips to signal the danger of tripping.
4. Slowly lift truck and lower drive wheels onto the cra-
dles or place blocking under frame prop points.
Raising Truck with A Hoist
When suitable equipment is available, the front of the
truck may be raised by means of a hoist, with wheel cra-
dles placed under the wheels or blocking placed under the
frame.
! CAUTION
When lifting the front of the truck watch
truck for signs of lateral instability. It may
tip sideways. You may have to support or
guide the side of the truck or overhead guard
to prevent tipping.
1. Park truck safely as described in “Safe Parking.” 5. When maintenance work is completed, lower the
Block rear steer wheels. truck to the floor by reversing the lifting procedure.
Check to be sure no tools or equipment are under the
2. Check trunnion bolts to make sure they are tightened
truck or wheels.
to correct torque. Bolt torques must be 75-80 Nm
(55-59 ft-lb).
SM 1024 SA-2-3
Group SA, Safe Maintenance
NOTE
For standard uprights, block may need
length cut to suit. For triple stage uprights, 7. Reverse the procedure to remove blocking.
the carriage may be blocked up, as shown.
4. Start engine and raise the upright carriage. Raising Rear of Truck
5. Hold the taller block against inner rail and lower the The truck may be raised at the rear by jacking and block-
upright until carriage rests on block. ing under the center of the frame member at either the
front or rear steer axle mounting, or under the center sec-
tion of the steer axle.
Refer to truck data plate for truck weights.
Carriage
! WARNING
An incorrectly installed counterweight can
move or fall unexpectedly. Never lift or block
a truck using the counterweight. Failure to
Outer Rail
follow procedures outlined in this manual
Inner Rail
can result in injury or death.
Tall Block
SM 1024 SA-2-4
Group SA, Safe Maintenance
SM 1024 SA-2-5
Group SA, Safe Maintenance
3. Put the jack under side frame near the center of the
truck. ! CAUTION
Before performing any maintenance work,
check the truck for stable condition on the
blocking.
SM 1024 SA-2-6
Group SA, Safe Maintenance
Section 3
Towing
If your truck is disabled but can be moved freely on its 4. Check that the counterweight bolts on both trucks are
own wheels without further damage, use the following in place and properly torqued to 440-490 Nm (325-
procedures to tow the truck safely to a repair area. 361 ft-lb). These bolts are made of special, high-ten-
sile steel and are not commercially available. When
! WARNING necessary, replace these bolts only with a genuine
CLARK replacement part.
It is important for your safety and to the care
of your lift truck to use the proper equipment 5. Use an approved, solid metal tow bar with towing
and carefully follow these recommendations couplers that connect to the towing pins in the coun-
for safe towing. terweights.
Do not tow a lift truck if there is a problem
NOTE
with the brakes or tires, or if the steering
DOT-approved towing equipment is avail-
cannot be operated.
able from your CLARK dealer.
Do not tow the disabled truck up or down
ramps or steep inclines.
6. Release the parking brake on the towed vehicle.
Do not attempt to tow the disabled truck if
Place directional control lever in neutral.
traction or weather conditions are poor.
7. Tow the disabled truck backwards. An operator must
1. Be sure to apply the parking brake or block the drive be on the disabled truck.
wheels on the disabled truck while working around
it. ! CAUTION
2. When possible, raise the carriage (forks) on the dis- The power steering will not operate on the
abled truck 300 mm (12 in) from the floor or ground. disabled truck when the engine is not run-
Secure the carriage on the upright with a chain. ning. The steering handwheel will be difficult
3. Use a truck for towing that is of equal or larger to turn.
capacity than the disabled truck. Carry a partial load
on the tow truck for improved traction. 8. Tow the truck slowly. Careful towing is necessary to
prevent injury to personnel or damage to the disabled
truck. The truck should be towed at a speed of less
than 8 kph (5 mph, or a moderate walking speed)
with a driver in place and steering the disabled truck.
Solid-metal
tow bar
Partial
load
SM 1024 SA-3-1
Group SA, Safe Maintenance
IMPORTANT
Do not lift the disabled truck or any wheels
! WARNING
off the floor while the truck is being towed. Always engage the parking brake when
parking a lift truck. The truck can roll and
9. Park the disabled truck in authorized areas only. cause injury or death to personnel near it.
Fully lower the forks on the floor, leave the direc-
tional control in neutral, turn the ignition switch to
OFF, and engage the parking brake. Remove the
ignition key and, when necessary, block the wheels
to prevent the truck from rolling.
SM 1024 SA-3-2
GROUP PS
GROUP PS
PERIODIC SERVICE
SM 1024 PS-0
Group PS, Periodic Service
Section 1
Maintenance Schedules
IMPORTANT
MAINTENANCE INTERVALS. If the lift
truck is used in severe or extreme operating
conditions, the maintenance intervals should
be shortened accordingly.
SM 1024 PS-1-1
Group PS, Periodic Service
Intervals refer to elapsed hour meter time and based on CLARK's experience found to be suitable and convenient
under normal operating conditions.
Service and Maintain as per Service and Operator Manuals. Special or harsh conditions may need additional intervals.
SM 1024 PS-1-2
Group PS, Periodic Service
SM 1024 PS-1-3
Group PS, Periodic Service
SM 1024 PS-1-4
Group PS, Periodic Service
SM 1024 PS-1-5
Group PS, Periodic Service
Section 2
This Section defines a set of basic service procedures, known as the “Planned
Maintenance Program”, and describes systematic approach for performing
them.
SM 1024 PS-2-1
Group PS, Periodic Service
The PM Form
! CAUTION
As an aid to service technicians performing and docu-
• Do not make repairs or adjustments unless
menting PM inspections, CLARK has prepared a “Gas,
authorized to do so.
LPG or Diesel Planned Maintenance Report” form. A
black-and-white copy of this form is inserted in Section 3 • Disconnect the battery ground cable (-) from
of this Group. the engine or frame before working on electrical
components.
We recommend that you use this form as a checklist and
• Always wear safety glasses.
to make a record of your inspection and truck condition.
This record can be used to inform the owner of needed • Wear a safety (hard) hat in industrial plants
repairs and help establish the optimal PM intervals. and in special areas where protection is neces-
sary or required.
When you have finished the PM inspections, be sure to
• Remove all jewelry (watch, rings, bracelets,
give a copy of the report to the person responsible for lift
etc.) before working on the truck.
truck maintenance.
SM 1024 PS-2-2
Group PS, Periodic Service
SM 1024 PS-2-3
Group PS, Periodic Service
First, perform a visual inspection of the lift truck and its (See Group 34 for detailed inspection procedure.)
components. Walk around the truck and take note of any Inspect the welds on the carriage, load backrest, and
obvious damage and maintenance problems. upright for cracks. Be sure that the mounting fasteners are
in place and tight.
Inspect the upright assembly: rails, carriage rollers, car-
riage fork bars, lift chains, and lift and tilt cylinders. Look
for obvious wear and maintenance problems and damaged
or missing parts. Check for any loose parts or fittings.
Check for leaks, any damaged or loose rollers and rail
wear (metal flaking). Carefully check the lift chains for
wear, rust and corrosion, cracked or broken links, stretch-
ing, etc. Check that the lift and carriage chains are cor-
rectly adjusted to have equal tension. Check that the lift
chain anchor fasteners and locking means are in place and
tight.
Be sure all safety guards and chain retainers are in place
Decals, Fasteners, and Leaks and not damaged. Inspect the carriage stops and cylinder
retainer bolts. Check all welded connections.
Check for loose fasteners and fittings.
Inspect all lift line hydraulic connections for leaks. Check
Check to be sure all capacity, safety, and warning plates the lift cylinder rods for wear marks, grooves and
and decals are attached and legible. scratches. Check the cylinder seals for leaks.
NOTE
Do not operate a lift truck with damaged or
missing decals and nameplates. Replace them Overhead Guard
immediately. They contain important infor- Upright
mation. See Group 40 for decal locations.
Inspect the truck before and after starting engine for any Load Backrest
signs of external leakage: fuel, engine oil or coolant,
transmission fluid, etc.
Carriage
Check for hydraulic oil leaks and loose fittings. DO NOT
USE BARE HANDS TO CHECK. Fork
! CAUTION
Hydraulic Fluid Pressure. Do not use your
hands to check for hydraulic leakage. Oil
may be hot or under pressure. Fluid under Forks
pressure can penetrate your skin and cause
serious injury. Inspect the load forks for cracks, breaks, bending and
wear as described in Group 34.
Overhead Guard
Be sure that the overhead guard and any other safety ! WARNING
devices are in place, undamaged, and attached securely. HEEL WEAR. If the fork blade at the heel is
Inspect welds and structural members for cracks or other worn down by more than 10 percent, the load
damage. Also check for loose or missing fasteners. capacity is reduced and the fork must be
replaced. See Group 34 for inspection proce-
dures.
SM 1024 PS-2-4
Group PS, Periodic Service
Inspect the fork latches to ensure that they are in good Functional Tests
condition, operate freely, and lock correctly.
Be sure that:
Wheels and Tires • Parking brake is applied
Check the condition of the drive and steer wheels and • Directional control is in "N" (neutral).
tires. Remove objects that are embedded in the tread. Test the horn, lights, and all other safety equipment. Be
Inspect the tires for excessive wear or breaks or "chunking sure they are properly mounted and working correctly.
out. Test all controls to ensure that they operate freely and
return to neutral properly.
Now prepare to start the truck and test its operation.
Starting System
A 3-position starter switch is standard equipment.
Check the neutral start function by placing the direction
control lever in forward or reverse and turning key switch
to “start” position. The starter must not engage until the
direction control lever is moved to “neutral” position.
Check all wheel lug nuts or bolts to be sure none are loose As you start the engine, check the instrument display. All
or missing. Have missing bolts or lug nuts replaced and indicator lights should come on for a 2-second lamp
tightened to correct torque as explained in Group 22. check. The seat belt prompt light should remain on for 4
seconds, accompanied by a buzzer sound. The parking
brake light should remain on if the brake is set. If the truck
has a diesel engine, the glow plug preheat light should
remain on for 6 seconds. If the lights do not operate as
described, refer to Group 13 to diagnose the problem.
SM 1024 PS-2-5
Group PS, Periodic Service
4. Accelerate briefly. The truck should not move or put c. Depress the brake pedal and depress the accelera-
any strain on the parking brake if the interlock sys- tor pedal slightly, the truck should not move.
tem is OK.
5. Be sure the travel area is clear behind the truck.
5. Release the parking brake (and service brake). Truck Repeat steps 2 through 4 in the reverse direction.
should move slowly in selected direction. (On hydro-
6. Drive the truck and check that it accelerates and
static truck, depress accelerator pedal slightly.)
decelerates smoothly and stops properly.
Accelerator, Brake/Inching System, Direction 7. Depress the inching (left) pedal and depress the
Control, and Parking Brake accelerator to see if the transmission disengages
properly.
! WARNING 8. Check the function of the parking brake. Park the
Fasten your seat belt before driving the truck on a grade and apply the parking brake. The
truck. parking brake should hold a lift truck with rated load
on a 15% grade.
Make sure that you on a level surface, the travel area is
clear in front of the truck, the parking brake is release, and ! CAUTION
the truck is running.
If the service brake, parking brake, or inter-
1. Push the brake (right) pedal down fully and hold. lock is not operating properly, take the truck
The brakes should apply before the pedal reaches the out of service until it is repaired.
floorplate. If the pedal continues to creep downward,
report the failure immediately. Do not operate the Steering System
truck until the brakes are repaired.
Check the steering system by moving the steering hand-
2. Move the direction control lever from neutral to for- wheel in a full right turn and then in a full left turn. Return
ward. the steer wheels to the straight-ahead position. The steer-
ing system components should operate smoothly when the
3. For standard transaxle trucks: Release the brake
steering handwheel is turned. Hard steering, excessive
pedal and let the truck travel slowly forward. Then
play(looseness), or unusual sounds when turning or
push down on the brake pedal to stop the truck. The
maneuvering indicates a need for inspection or servicing.
brakes should apply smoothly and equally.
4. For hydrostatic transmission trucks:
a. Release the brake pedal. The transmission should
not engage and the truck should not move.
b. Accelerate briefly, then release the accelerator
pedal. Do not depress the brake pedal. The truck
should decelerate to a stop briefly after the accel- If the truck has a steering system fault, take the truck out
erator pedal is released. of service until it is repaired.
Lift Lever
Tilt Lever
Auxiliary Lever
Forward/Reverse
Lever
Brake Pedal
Accelerator
SM 1024 PS-2-6
Group PS, Periodic Service
SM 1024 PS-2-7
Group PS, Periodic Service
Lubricate the steer axle linkage rod ends and pivot points.
Be sure to clean the grease fittings before lubricating.
! CAUTION
Remove the excess grease from all points after lubricat- To avoid the possibility of personal injury,
ing. Lubricate miscellaneous linkage as needed. never work in engine compartment with
engine running except when absolutely nec-
essary to check or make adjustments. Take
extreme care to keep face, hands, tools, loose
Upright and Tilt Cylinder Lubrication clothing, etc., away from fan and drive belts.
Also, remove watches, bracelets, and rings.
Clean the fittings and lubricate the tilt cylinder rod end Do not smoke.
bushings (forward end). Clean the fittings and lubricate
the tilt cylinder base rod end bushings (rear end). Clean
and lubricate the upright trunnion bushings.
Engine Air Cleaner
Do not open the air cleaner to check the filter element.
Lift Chain Lubrication The filter element should be replaced only at the specified
service interval or when the air filter light indicates that it
Lubricate the lift chains as described in Group 34. is dirty.
Fluid Checks
Battery
Inspect the battery for any damage, cracks, leaking condi-
tion, etc. If the terminals are corroded, clean and protect
them with CLARK Battery Saver (available from your
CLARK dealer). If the battery has removable cell caps,
check to be sure the cells are all filled. If necessary, refill
with distilled water.
SM 1024 PS-2-8
Group PS, Periodic Service
Engine Cooling System Fill the oil level above the LOW mark on the dipstick by
adding only the hydraulic fluid prescribed in Group 29.
Check coolant level in the coolant recovery bottle and in
DO NOT OVERFILL.
the radiator as described in Group 01.
! CAUTION
STEAM. Do not remove the radiator cap
when the radiator is hot. Steam from the
radiator will cause severe burns.
Transmission Fluid Level
Coolant should be checked on a daily basis in high-cycle Check the transmission fluid level with the engine run-
applications. ning, as explained in Group 07.
Engine Oil Fill to the FULL mark on the dipstick, using the transmis-
sion fluid specified in Group 07.
Oil Level: With the truck level and the engine shutdown
for at least 5 minutes, check the engine oil level.
Locate the engine oil dipstick. Pull the dipstick out, wipe
it with a clean wiper and reinsert it fully into the dipstick
tube. Remove the dipstick and check oil level.
Stall Test
On standard transmission trucks, perform the stall test
described in Group 00 to determine engine and transmis-
sion condition.
SM 1024 PS-2-9
SM 1024
CUSTOMER GAS LPG or DIESEL C OK
O OK
x = Adjust (not P.M)
D Potential r = Repair or replace
PLANNED MAINTENANCE REPORT E Urgent s = Requires shop repair
PS-2-10
Group PS, Periodic Service
GROUP 00 (MMC-PSI)
GROUP 00 (MMC-PSI)
LPG ENGINE
(MMC-PSI 4G64)
Section 1
General Information
GENERAL INFORMATION
ENGINE MODELS
GENERAL SPECIFICATIONS
Description Specification
4G64-L-56/57 4G63-L-5A/5B
Type In-line OHV, SOHC
Number of cylinders 4
Combustion chamber Pent roof type
3
Total displacement cm 2,351 1,997
Cylinder bore mm 86.5 85
Piston stroke mm 100 88
Compression ratio 9.5 9.5
Valve timing Intake valve Opens (BTDC) 18° 18°
Closes (ABDC) 53° 53°
Exhaust valve Opens (BBDC) 50° 50°
Closes (ATDC) 18° 18°
Lubrication system Pressure feed, full-flow filtration
Oil pump type Involute gear type
SERVICE SPECIFICATIONS
REWORK DIMENSIONS
TORQUE SPECIFICATIONS
Item Specification
ignition system (Nm) ft.lbs
Crankshaft pulley bolts 24.5 18
Spark plugs 24.5 18
Water pump pulley bolts 8.9 7
Exhaust manifold
Water pump bolts 13.8 10
Thermostat housing bolts 23.6 18
Timing belt
Auto-tensioner bolts 23.6 18
Camshaft sprocket bolt 88.3 65
Counterbalance shaft sprocket bolt 45.1 34
Crankshaft bolt 117.7 87
Engine support bracket bolt 48 36
Idler pulley bolt 35.3 26
Oil pump sprocket nut 54 40
Tensioner "B" bolt 19 14
Tensioner arm bolt 22 16
Tensioner pulley bolt 49 36
Timing belt cover bolts (Bolt, washer assembly) 11 8
Timing belt cover bolts (Flange bolt and nut) 11 8
Inlet manifold and water pump
Engine hanger bolt 19 14
Oil pressure switch 10 7
Water temp gauge 30 22
Water outlet fitting bolts 20 15
Rocker arms and camshaft
Rocker arms and rocker arm shaft bolts 32 23
Rocker cover bolts 4 3
Thrust screw 19 14
Cylinder head and valves
Cylinder head bolts 78Nm 0Nm 58ft.lbs 0ft.lbs
20Nm + 90 + 90° 15ft.lbs + 90
+ 90°
Item Specification
(Nm) ft.lbs
Oil pan and oil pump
Drain plug 44 33
Flange bolt 36.3 27
Front case bolts 24.5 18
Oil filter bracket bolts 18.6 14
Oil filter 18.6 14
Oil pan bolts 6.9 5
Oil pump cover bolts 15.7 12
Oil pump cover screws 9.8 8
Oil screen bolts 18.6 14
Plug 23.5 18
Relief plug 44 33
Piston and connecting rod
Connecting rod cap nuts 20Nm + 90 15ft.lbs + 90
to 100 to 100
Crankshaft and cylinder block
Bearing cap bolts 24.5Nm + 90 18ft.lbs + 90
to 100 to 100
Bell housing cover bolts 8.8
Oil seal case bolts 10.8
Rear plate bolts 10.8
SEALANTS
This engine has several areas where the form-in-place gasket (FIPG) is used for sealing. To ensure
that the FIPG fully serves its purpose, it is necessary to observe some precautions when applying it.
Bead size, continuity and location are of paramount importance. Too thin a bead could cause leaks.
Too thick a bead, on the other hand, could be squeezed out of location, causing blocking or narrowing
of fluid passages. To prevent leaks or blocking of passages, therefore, it is absolutely necessary to
apply the FIPG evenly without a break, while observing the correct bead size.
FIPG hardens as it reacts with the moisture in the atmospheric air, and it is usually used for sealing
metallic flange areas.
Parts sealed with a FIPG can be easily removed without need for the use of a special method. In some
cases, however, the FIPG in joints may have to be broken by tapping parts with a mallet or similar tool.
You can also tap a flat, thin gasket scraper into the joint to break the FIPG, taking extreme care not to
damage the mating surfaces. The oil pan remover (800397) is available as a special tool for removing
the oil pan. The tool, however, must not be
Thoroughly remove all substances deposited on the FIPG application surface, using a gasket scraper
or wire brush. Make sure that the FIPG application surface is flat and smooth. Also make sure that the
surface is free from oils, greases and foreign substances. Do not fail to remove old FIPG that may
remain in the fastener fitting holes.
APPLICATION OF FIPG
Applied FIPG bead should be of the specified size and free of any break. FIPG can be wiped away
unless it has completely hardened. Install the mating parts in position while the FIPG is still wet (in
less than 15 minutes after application). Do not allow FIPG to spread beyond the sealing areas during
installation. Avoid operating the engine or letting oils or water come in contact with the sealed area
before a time sufficient for FIPG to harden (approximately one hour) has passed. FIPG application
method may vary from location to location. Follow the instruction for each particular case described
later in this manual.
SPECIAL TOOLS
800406 Pins
800408 Oil pressure switch Removal and installation of oil pressure switch <to
wrench cylinder block>
800410 Cylinder head bolt Removal and installation of cylinder head bolt
wrench (12)
800413 Plug wrench Removal and installation of front case cap plug
Section 2
Timing Belt
TIMING BELT
REMOVAL AND INSTALLATION
ATTENTION: USE ONLY THE PSI LONG LIFE CAMSHAFT AND BALANCE SHAFT BELTS.
THE PROCEDURES OUTLINED BELOW APPLY TO THESE BELTS ONLY. THE USE OF A
NON- PSI LONG LIFE BELT IS NOT PERMITTED OR RECOMMENDED
800424
<<G>>CRANKSHAFT SPROCKET
"B" REMOVAL
1. Set special tool Crankshaft sprocket puller
800399
(800399) as shown in the illustration.
2. Screw in the center bolt of the special tool to
remove crankshaft sprocket "B."
800406
INSPECTION
TIMING BELT
Replace the belt if any of the following conditions
exist:
1. Hardening of rubber backing.
Back side should be glossy without resilience and
leave no indent when pressed with fingernail.
AUTO TENSIONER
1. Check for oil leaks. If oil leaks are evident,
replace the auto-tensioner.
2. Check the rod end for wear or damage and
replace the auto-tensioner if necessary.
3. Measure the rod protrusion. If it is out of
specification, replace the auto tensioner.
Standard value: 12 mm
800424
Timing Belt 2
Gr (MMC-PSI) LPG ENGINE
Timing Belt 2
Gr (MMC-PSI) LPG ENGINE
800425
Timing Belt 2 2
Gr (MMC-PSI) LPG ENGINE
Timing Belt 2 3
Group 00 (MMC-PSI) LPG ENGINE
Section 3
Water Pump
WATER PUMP
REMOVAL AND INSTALLATION
Removal steps
1. Oil level gauge
2. Oil level gauge guide >>A<< 9. O-ring
3. O-ring 10. Thermostat housing
4. Water inlet fitting >>A<< 11. Water inlet pipe
>>C<< 5. Thermostat >>A<< 12. O-ring
>>B<< 6. Water outlet fitting 13. Water pump
7. By-pass fitting 14. Water pump gasket
>>A<< 8. Water inlet pipe 15. Water inlet fitting
Water Pump 3
Gr (MMC-PSI) LPG ENGINE
Water Pump 3
Group 00 (MMC-PSI) LPG ENGINE
Section 4
1 3
4
5
2
3.9N.
8
31N.m
1
7 18N.m
1 9
1 6
1 6
14
1 6 20
11 21
6
13
10 11
1 12 22
8 13
11
12
13
11 12
13
15 12
19
6EN1762
6AE0160
800403
INSPECTION
CAMSHAFT
Measure the cam height. If it is below the limit,
replace the camshaft.
Standard Minimum
value limit
Intake 37.39mm 36.89mm
Exhaust 36.83mm 36.33mm
ROCKER ARM
1. Check the roller or slipper surface. If any dents,
damage or seizure is evident, replace the rocker
arm.
2. Check the roller for smooth rotation. If it does
not rotate smoothly, or if looseness is evident,
replace the rocker arm.
3. Check the inside diameter. If damage or seizure
is evident, replace the rocker arm.
800401
6EN1706
800400
9EN0060
800403
Lash adjuster
6AE0161
6AE0163
Section 5
Removal steps
9EN0063
INSPECTION
CYLINDER HEAD
1. Check the cylinder head gasket surface for
flatness by using a straight edge and feeler gauge.
Standard value: 0.03 mm Limit: 0.2 mm
2. If it exceeds the limit, correct to meet
specification.
Grinding limit: *0.2 mm
*Includes combined with cylinder block grinding.
Cylinder head height (Specification when new):
119.9-120.1 mm
VALVE
1. Check the valve seat contact. Valve seat contact
should be uniform at the center of the valve face. If
incorrect, reface using a valve refacer.
2. If the margin is below the limit, replace the valve.
Standard value:
< Intake> 1.0 mm
<Exhaust> 1.2 mm
Minimum limit:
<Intake> 0.5 mm
<Exhaust> 0.7mm
3. Measure the valve’s total length. If the
measurement is less than the limit, replace the
valve.
Standard value:
<Intake> 112.30 mm
<Exhaust> 114.11 mm
Minimum limit:
<Intake>111.80 mm
<Exhaust> 113.61 mm
VALVE SPRING
1. Measure the free height of the spring. If it is less
than the limit, replace.
Standard value: 54.75 mm
Minimum limit : 53.75 mm
2. Measure the squareness of the spring. If it
exceeds the limit, replace.
Standard value: 2 degrees or less
VALVE GUIDE
Measure the clearance between the valve guide
and valve stem. If it exceeds the limit, replace the
valve guide or valve, or both.
Standard value:
<Intake> 0.02 - 0.05 mm
<Exhaust> 0.03 - 0.07 mm
Limit:
<Intake> 0.10 mm
<Exhaust> 0.15 mm
VALVE SEAT
Assemble the valve and then measure the valve
stem projection between the end of the valve stem
and the spring seating surface. If the measurement
exceeds the specified limit, replace the valve seat.
Standard value:
<Intake> 49.30 mm
<Exhaust> 49.30 mm
Limit:
<Intake> 49.80 mm
<Exhaust> 49.80 mm
6EN0491
Section 6
Removal steps
6EN0909
Plug Screwdriver
6EN1026
6EN0565
800416
800418
(Stopper)
800418
(Stopper)
800417 800418
(Stopper)
800419
800419
6EN0747
800414
INSPECTION
FRONT CASE
1. Check the oil passage for clogging. Clean if
necessary.
2. Check the left counterbalance shaft front bearing
for wear, damage and seizure. If the bearing is
damaged, replace the front case.
3. Check the front case for cracks and other
damage. Replace cracked or damaged front case.
OIL SEAL
1. Check the oil seal lip for wear and damage.
Replace the oil seal if necessary.
2. Check the oil seal lip for deterioration.
Replace the oil seal if necessary.
COUNTERBALANCE SHAFT
1.Check the oil holes for clogging and clean
if necessary.
2. Check the journal for seizure, damage and
contact with bearing. If there is anything wrong with
DEN0711 the journal, replace the counterbalance shaft,
bearing or front case assembly if required.
OIL PUMP
1. Assemble the oil pump gears to the front case
and rotate it to ensure smooth rotation with no
looseness.
2. Ensure that there is no ridge wear on the contact
surface between the front case and the gear
surface of the oil pump cover.
3. Check the side clearance.
Standard value:
Drive gear 0.08 - 0.14 mm
Driven gear 0.06 - 0.12 mm
Section 7
Removal steps
>>G<< 1. Nut
>>F<< 2. Connecting rod cap
>>E<< 3. Connecting rod bearing
>>D<< 4. Piston and connecting rod assembly
>>E<< 5. Connecting rod bearing
>>C<< 6. Piston ring No. 1
>>C<< 7. Piston ring No. 2
>>B<< 8. Oil ring
>>A<< 9. Piston pin
10. Piston
11. Connecting rod
12. Bolt
>>
NOTE:
If the nut is turned less than 90 degrees, proper
fastening performance may not be achieved. Be
careful to tighten the nut exactly 90 degrees. If the
nut is over tightened (exceeding 100 degrees),
loosen the nut completely and then retighten it by
repeating the tightening procedure from step 1.
INSPECTION
PISTON
Replace the piston if scratches or seizure is
evident on its surfaces (especially the thrust
surface). Replace the piston if it is cracked.
PISTON PIN
1. Insert the piston pin into the piston pin hole with
your thumb. You should feel a slight resistance.
Replace the piston pin if it can be easily inserted
or there is an excessive play.
2. The piston and piston pin must be replaced as
an assembly.
PISTON RING
1. Check the piston ring for damage, excessive
wear, and breakage. Replace if defects are
evident. If the piston has been replaced, the piston
rings must also be replaced.
2. Check for clearance between the piston ring
and ring groove. If it exceeds the limit, replace the
ring or piston, or both.
Standard value: Number 1: 0.03 - 0.07 mm
Number 2: 0.02 - 0.06 mm
Limit : 0.1 mm
3. Insert the piston ring into the cylinder bore.
Force the ring down with a piston, the piston crown
being in contact with the ring, to correctly position
it at right
angles to the cylinder wall. Then, measure the end
gap with a feeler gauge.
If the ring gap is excessive, replace the piston ring.
Standard value: Number 1: 0.25 - 0.35 mm
Number 2: 0.40 - 0.55 mm
Oil: 0.10 - 0.40 mm
Limit: Number 1, Number 2: 0.8 mm
Oil: 1.0 mm
Section 8
Removal steps
1. Rear plate NONE
2. Bell housing cover NONE
>>E<< 3. Oil seal case
>>D<< 4. Oil seal
>>C<< 5. Bearing cap bolt
>>C<< 6. Bearing cap
>>B<< 7. Crankshaft bearing (Lower)
8. Crankshaft
>>B<< 9. Crankshaft bearing (Upper)
>>A<< 10. Crankshaft thrust bearing
11. Cylinder block
Handle (800422)
800423
INSPECTION
CRANKSHAFT JOURNAL OIL
CLEARANCE <PLASTIC GAUGING
MATERIAL METHOD>
1.Remove oil from the crankshaft journal
and crankshaft bearing.
2. Install the crankshaft.
3. Cut the plastic gauging material to the
same length as the width of bearing and
place it on journal in parallel with its axis.
4.Install the crankshaft bearing cap
carefully and tighten the bolts to the
specified torque.
5.Carefully remove the crankshaft bearing
cap.
6.Measure the width of the plastic gauging
material at its widest part by using a scale
printed on the plastic gauging material
package.
Standard value: 0.02 - 0.04 mm
Limit: 0.1 mm
CYLINDER BLOCK
1. Visually check for scratches, rust, and
corrosion.
Use also a flaw detecting agent for the
check. If defects are evident, correct or
replace.
2.Using a straightedge and feeler gauge,
check the block top surface for warpage.
Make sure that the surface is free from
gasket chips and other foreign matter.
Standard value: 0.05 mm
Limit: 0.1 mm
3. If the distortion is excessive, correct
within the allowable limit or replace.
Grinding limit: 0.2 mm
*Includes/combined with cylinder head
grinding
Cylinder block height (when new):
284 mm (4G63), 290mm (4G64)
4.Check cylinder walls for scratches and
seizure. If defects are evident, replace or
bore to oversize and replace pistons and
piston rings.
5.Using a cylinder gauge, measure the
cylinder bore and cylindrically. If worn
badly, correct the cylinder to an oversize
and replace the piston and piston rings.
Measure at the points shown in the
illustration.
Standard value:
Cylinder inner diameter 86.5 and 85 mm
Cylindrically 0.01 mm or less
BORING CYLINDER
1.Oversize pistons to be used should be
determined on the basis of the largest bore
cylinder.
Size Identification mark
0.50 mm 50
oversize
diameter
Piston size identification
NOTE:
Size mark is stamped on the piston top.
2.Measure the outside diameter (OD) of
the piston to be used. Measure it in thrust
direction as shown.
3.Based on the measured piston OD,
calculate the boring finish dimension.
Boring finish dimension = [Piston OD] +
[0.02 - 0.04 mm(clearance between
piston OD and cylinder)] -[0.02 mm
(honing margin)]
CAUTION:
To prevent distortion that may result from
temperature rise during honing, bore
cylinders, working from number 2 to
number 4 to number 1 to number 3.
4.Bore all cylinders to the calculated
boring finish dimension.
5.Hone to the final finish dimension (piston
OD + clearance between piston OD and
cylinder).
6.Check the clearance between the piston
and cylinder.
Clearance between piston and cylinder:
0.02 - 0.04 mm
NOTE:
When boring cylinders, finish all of four
cylinders to the same oversize. Do not
bore only one cylinder to an oversize
Removal Procedure
1. Counterhold flexplate and remove from
crankshaft.
Installation Procedure
Starter
Starter, Remove and Install
Removal Procedure
Installation Procedure
1. Install starter and fastening bolts.
Tighten Tightening torque 35 ft/lbs
2. Connect ground cable tighten to 106 in/lbs
3. Install cable connections on starter
ensure correct
cable routing.
4. Attach negative battery cable.
Clean
1. Clean sealing surfaces and remove gasket
remnants.
Installation Procedure
Tighten
Tightening torque 15 ft lbs (first pass) 22 ft lbs
(second pass).
2. Attach heat shield to exhaust manifold.
Tighten
Tightening torque 80 in/lbs
Removal Procedure
Clean
1. Clean sealing surfaces and remove gasket
remnants.
Installation Procedure
Tighten
Tightening torque 22 ft lbs starting with the
inside fasteners (M8-1.25 Nut) first and
working towards the outside.
Removal Procedure
Installation Procedure
Section 9
NOTE: Oil sump temp should remain above 70°C (158° F) for remainder of test
The pressure difference between the individual cylinders should not exceed 14.5psi
INTRODUCTION
FUEL QUALITY
IMPORTANT
It is important to remember that there may be a
combination of Metric and Imperial fasteners used
in the installation of the PSI fuel system. Check to
insure proper fit when using a socket or wrench on
any fastener to prevent damage to the component
being removed or injury from “slipping off” the
fastener.
Section 10
Maintenance
Maintenance s 00-10-1
Gr (MMC-PSI) LPG ENGINE
MAINTENANCE The use of “belt dressing” or “anti-slipping agents”
on belts is not recommended.
The maintenance of an engine and related
components are critical to its operating COOLING SYSTEM
performance and lifespan. Industrial engines
operate in environments that often include hot and It is important that the cooling system of the engine
cold temperatures and extreme dust. The be maintained properly to ensure proper
recommended maintenance schedule is listed in performance and longevity. PSI REQUIRES THE
this section, however, environmental operating USE OF COOLANT MEETING SPECIFICATION
conditions and additional installed equipment may GM6277M
require more frequent inspection and servicing.
The owner and/or service agent should review the
operating conditions of the equipment to determine
the inspection and maintenance intervals.
Do not remove the cooling system pressure
cap (radiator cap) when the engine is hot.
Allow the engine to cool and then remove the
cap slowly to allow pressure to vent. Hot
When performing maintenance on the engine, coolant under pressure may discharge
turn the ignition OFF and disconnect the violently.
battery negative cable to avoid injury or
damage to the engine.
Note that there may be an LPG vaporizer
connected to the cooling system and the fuel
The engine installed in this equipment uses a drive system may be adversely affected by low coolant
belt that drives the water pump, alternator and levels and restricted or plugged radiator cores.
additional pumps or devices. It is important to Therefore, the cooling system must be maintained
note that the drive belt is an integral part of the according to the recommend maintenance
cooling and charging system and should be schedule in this section and also include:
inspected according to the maintenance schedule
in this section. When inspecting the belts check The regular removal of dust, dirt and debris
for: from the radiator core and fan shroud.
Inspection of coolant hoses and components
Cracks for leaks, especially at the radiator hose
Chunking of the belt connections. Tighten hose clamps if
Splits necessary.
Material hanging loose from the belt Check radiator hoses for swelling, separation,
Glazing, hardening hardening, cracks or any type of deterioration.
If any of these conditions exist the hose should
If any of these conditions exist the belt should be be replaced with a recommended OEM
replaced with the recommended OEM replacement replacement part.
belt. Inspect the radiator cap to ensure proper
sealing.
IMPORTANT:
Maintenance
Gr (MMC-PSI) LPG ENGINE
COOLANT Verify that any additional electrical services
installed by the owner are properly installed in
The engine manufacturer recommends the cooling the system.
system be filled with a 50/50 mixture of antifreeze Verify that the MIL, charging, and oil pressure
and water. The use of long life type coolant lights illuminate momentarily during engine start.
meeting specification GM6277M is required. This
antifreeze is typically a bright orange in color and ENGINE CRANKCASE OIL
should meet the requirements issued by PSI
(GM6277M). Coolant should have a minimum OIL RECOMMENDATION
boiling point of 300F (149c) and a freezing point no
higher than -34F (-37c). Do not add plain water. It is recommended to use GM Specification
Replace coolant per the recommended schedule. GM6094M with an API rating of SM or newer. To
achieve proper engine performance and
IMPORTANT:
durability, it is important that you only use engine
The manufacturers of the engine and fuel system
lubricating oils displaying the American
do not recommend the use of “stop leak” additives
Petroleum Institute (API) “Starburst” Certification
to repair leaks in the cooling system. If leaks are
Mark ‘FOR GASOLINE ENGINES’ on the
present the radiator should be removed and
container.
repaired or replaced.
Maintenance
Gr (MMC-PSI) LPG ENGINE
CHECKING/FILLING ENGINE OIL LEVEL
IMPORTANT:
Care must be taken when checking engine oil level.
Oil level must be maintained between the “ADD” An overfilled crankcase (oil level being too
mark and the “FULL” mark on the dipstick. To high) can cause an oil leak, a fluctuation or
ensure that you are not getting a false reading, drop in oil pressure. When overfilled, the
make sure the following steps are taken before engine crankshafts splash and agitate the oil,
checking the oil level. causing it to aerate or foam.
IMPORTANT:
Maintenance
Gr (MMC-PSI) LPG ENGINE
FUEL SYSTEM INSPECTION AND Check for leaks at the inlet and outlet fittings,
MAINTENANCE using a soapy solution or an electronic leak
detector and repair if necessary.
GASOLINE AND LPG FUEL SYSTEM Check to make sure filter is securely mounted.
Check filter housing for external damage or
The fuel system installed on this industrial engine
distortion. If damaged replace fuel filter.
has been designed to meet the mobile engine
emission standard applicable for the 2010 and later
REPLACING THE FUEL FILTER:
model years. To ensure compliance to these
standards, follow the recommended maintenance
1. Move the equipment to a well ventilated area
schedule contained in this section.
and verify that sparks, ignition and any heat
sources are not present.
INSPECTION AND MAINTENANCE OF THE 2. Start the engine.
FUEL STORAGE CYLINDER 3. If the engine operates on a positive pressure
fuel system, run the engine with the fuel supply
The fuel storage cylinder should be inspected closed to remove fuel from the system.
daily or at the beginning of each operational shift
for any leaks, external damage, adequate fuel IMPORTANT:
supply and to ensure the manual service valve is A small amount of fuel may still be present in
open. Fuel storage cylinders should always be the fuel line. Use gloves and proper eye
securely mounted, inspect the securing straps or protection to prevent burns. If liquid fuel
retaining devices for damage ensure that all continues to flow from the connections when
locking devices are closed and locked. Check to removed, make sure the manual valve is fully
ensure that the fuel storage cylinder is positioned closed.
with the locating pin in the tank collar on all
horizontally mounted cylinders this will ensure the 4. Slowly loosen the inlet fitting and disconnect.
proper function of the cylinder relief valve. 5. Slowly loosen the outlet fitting and disconnect.
6. Remove the filter housing form the equipment.
When refueling or exchanging the fuel cylinder, 7. Check for contamination.
check the quick fill valve for thread damage. Also 8. Tap the opening of the filter on a clean cloth.
verify O-ring is in place and inspect for cracks, 9. Check for debris.
chunking or separation. If damage to the o-ring is 10. Check canister for proper mounting direction.
found, replace prior to filling. Check the service 11. Reinstall the filter housing to the equipment.
line quick coupler for any thread damage. 12. Tighten the inlet and outlet fittings to
specification.
IMPORTANT: 13. Check for leaks at the inlet and outlet
When refueling the fuel cylinder, wipe both the fittings, and the filter housing end
female and male connection with a clean rag prior connection using a soapy solution or an
to filling to prevent dust, dirt and debris from being electronic leak detector, if leaks are
introduced to the fuel cylinder. detected make repairs
INSPECTION AND REPLACEMENT OF THE
FUEL FILTER
Maintenance
Gr (MMC-PSI) LPG ENGINE
DIRECT ELECTRONIC PRESSURE IMPORTANT:
REGULATOR (DEPR) MAINTENANCE AND Draining the regulator when the engine is warm will
INSPECTION help the oils to flow freely from the regulator.
The Direct Electronic Pressure Regulator (DEPR) 1. Move the equipment to a well ventilated area
components have been specifically designed and and ensure no external ignition sources are
calibrated to meet the fuel system requirements of present.
the emission certified engine. 2. Start the engine.
3. With the engine running close the manual
If the DEPR fails to operate or develops a leak, it valve.
should be repaired or replaced with the OEM 4. When the engine runs out of fuel turn OFF the
recommended replacement parts. When key when the engine stops and disconnect the
inspecting the system check for the following negative battery cable.
items:
IMPORTANT:
Check for any fuel leaks at the inlet and outlet A small amount of fuel may still be present in the
fittings. fuel line, use gloves to prevent burns, wear proper
Check for any fuel leaks in the DEPR body. eye protection. If liquid fuels continues to flow
Check the inlet and outlet fittings of the coolant from the connections when loosened check to
supply lines for water leaks if applicable. make sure the manual valve is fully closed.
Check to ensure the DEPR is securely
mounted and the mounting bolts are tight. 5. Loosen the hose clamp at the inlet and outlet
Check DEPR for external damage. hoses and remove the hoses.
Check DEPR electrical connection to ensure 6. Remove the regulator mounting bolts.
the connector is seated and locked. 7. Place a small receptacle in the engine
compartment.
CHECKING/DRAINING OIL BUILD-UP IN THE 8. Rotate the regulator to 90° so that the outlet
fitting is pointing down
VAPORIZER REGULATOR drain the regulator.
During the course of normal operation for LPG 9. Inspect the secondary chamber for any large
engines oil or “heavy ends” may build inside the dried particles and remove.
secondary chamber of the Vaporizer Regulator. 10. Remove the receptacle and reinstall the
These oil and heavy ends may be a result of poor regulator retaining bolts and tighten to
fuel quality, contamination of the fuel, or regional specifications.
variation of the fuel make up. A significant build 11. Reinstall the fuel hoses..
up of oil can affect the performance of the 12. Reconnect any other hoses removed during
secondary diaphragm response. The this procedure.
Recommended Maintenance Schedule found in 13. Slowly open the manual service valve.
this section recommends that the oil be drained
periodically. This is the minimum requirement to 14. Check for leaks at the inlet and outlet fittings
maintain the emission warranty. More frequent using a soapy solution or an electronic leak
draining of the Vaporizer Regulator is detector. If leaks are detected make repairs.
recommended where substandard fuel may be a Check coolant line connections to ensure no
problem. PSI recommends the Vaporizer leaks are present.
Regulator be drained at every engine oil change if 15. Start engine recheck for leaks at the regulator.
contaminated or substandard fuel is suspected or 16. Dispose of any drained material in safe and
known to be have been used or in use with the proper manner.
emission complaint fuel system. This is known as
special maintenance, and failure to follow this
recommendation may be used to deny a warranty
claim.
Maintenance
Gr (MMC-PSI) LPG ENGINE
AIR FUEL MIXER/THROTTLE CONTROL
DEVICE MAINTENANCE AND INSPECTION IMPORTANT:
The HEGO sensor is sensitive to silicone based
IMPORTANT: products. Do not use silicone sprays or hoses
The Air Fuel Mixer components have been which are assembled using silicone lubricants.
specifically designed and calibrated to meet the Silicone contamination can cause severe damage
fuel system requirements of the emission certified to the HEGO.
engine. The mixer should not be
disassembled or rebuilt. If the mixer fails to When inspecting the Exhaust system check the
operate or develops a leak the mixer should be following:
replaced with the OEM recommended replacement
parts. Exhaust manifold at the cylinder head for leaks
and that all retaining bolts and shields (if used)
When inspecting the mixer check for the following are in place.
items: Manifold to exhaust pipe fasteners to ensure
they are tight and that there are no exhaust
Leaks at the inlet fitting. leaks repair if necessary.
Fuel inlet hose for cracking, splitting or HEGO electrical connector to ensure connector
chaffing, replace if any of these condition exist. is seated and locked, check wires to ensure
Ensure the mixer is securely mounted and is there is no cracking, splits chafing or “burn
not leaking vacuum at the mounting gasket or through.” Repair if necessary.
surface. Exhaust pipe extension connector for leaks
Inspect air inlet hose connection and clamp. tighten if necessary
Also inspect inlet hose for cracking, splitting or If the engine is equipped with a catalytic
chafing. Replace if any of these conditions converter inspect the converter to ensure it is
exist. securely mounted.
Inspect Air cleaner element according to the Check for any leaks at the inlet and outlet of the
Recommended Maintenance Schedule found converter.
in this section.
Check Fuel lines for cracking, splitting or
chafing. Replace if any of these conditions
exist.
Check for leaks at the throttle body and intake
manifold.
IMPORTANT:
The exhaust system on this emission certified
engine contains a Heated Exhaust Gas Oxygen
Sensor (HEGO) which provides feed back to the
ECM on the amount of oxygen present in the
exhaust stream after combustion.
The oxygen in the exhaust stream is measured in
voltage and sent to the ECM. The ECM then
makes corrections to the fuel air ratio to ensure the
proper fuel charge and optimum catalytic
performance. Therefore, it is important that the
exhaust connections remain secured and air tight.
Maintenance
Group 00 (MMC-PSI) LPG ENGINE
Section 11
another external command from the ECM is pressure below the diaphragm. The vacuum being
received (intervals < 10 ms). The DEPR has an created is referred to as Air Valve Vacuum (AVV).
integral fuel temperature sensor that is used by the As the air valve vacuum reaches the imbalance
ECM to correct for variations in fuel density. This point, the air valve begins to lift against the air valve
strategy provides an extremely accurate method for spring. The amount of AVV generated is a direct
open loop fuel control. Then with the addition of the result of the throttle position. At low engine speed
pre- and post-cat oxygen sensors, the pressure the air valve vacuum and the air valve position is low
command transmitted from the ECM can be further thus creating a small venturi for the fuel to flow. As
adjusted using closed loop feedback the engine speed increases the AVV increases and
the air valve is lifted higher thus creating a much
larger venturi. This air valve vacuum is
communicated from the mixer venturi to the IEPR
via the fuel supply hose.
The mixer is equipped with a low speed mixture
adjustment retained in a tamper proof housing.
The mixer has been preset at the factory and should
not require adjustment. In the event that the idle
adjustment should need to be adjusted refer to the
Fuel System Repair section of this manual.
Light Duty 2-Stage Vaporizer When the engine is running electrical signals are
sent from the foot pedal position sensor to the
engine ECM when the operator depresses or
The tier 3 certified mobile products utilize a release the foot pedal. The ECM then sends an
2-stage vaporizer as part of the fuel system. electrical signal to the motor on the electronic
The primary function of this part is to convert throttle control to increase or decrease the angle
liquid LP fuel into a propane vapor. The vapor of the throttle blade thus increasing or decreasing
is then introduced into the DEPR where the the air/fuel charge to the engine. The electronic
throttle control device incorporates two internal
pressures are regulated. Converting the fuel
Throttle Position Sensors (TPS) which provide
from a liquid to a vapor is accomplished by output signals to the ECM as to the location of the
passing the propane through a heat exchanger throttle shaft and blade. The TPS information is
inside the convertor. Coolant flows through the used by the ECM to correct for speed and load
convertor as part of the heat exchange process. control as well as emission.
LD 2-Stage Vaporizer
The Heat Exhaust Gas Oxygen (HEGO) Sensor The Engine Oil Pressure sensor is designed to
ensure adequate lubrication throughout the
engine. It provides a pressure value for the oil
pressure gauge and is monitored by the ECM. If
HEGO1 (upstream or before the catalytic the pressure drops, an MIL will occur.
converter) and HEGO2 (downstream) voltage
output.
TMAP SENSOR
Section 12
The gasoline fuel storage tank location may very on equipment applications. The fuel tank may be integrated into the
chassis frame or may be a stand alone vessel mounted on the equipment. For precise location for the equipment
application refer to the OEMs vehicle manual.
The Gasoline is stored as a liquid in the fuel tank and in drawn into the fuel system by a 12 volt electric fuel pump.
Depending on the vehicle application the fuel pump may be mounted in the fuel tank or as a stand alone component.
In either case the fuel pump will receive a signal from the ECM at Key On to prime the fuel system for approximately
2 seconds prior to start. Priming of the fuel system provides for a quicker start, when the engine begins to crank.
Consult the OEM for the location of the fuel pump.
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel
tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and
temperature feedback from the gasoline fuel sensor manifold and uses this information to control the ground side of
the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel
pressure and temperature sensor manifold has a return or “bleed” circuit that connects back to the equipment fuel
tank. This circuit is used to bleed off any vapor that develops in the line and returns a small amount of fuel to the tank.
The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the fuel pump, passes through the
filter and then enters the fuel pressure and temperature manifold assembly. Fuel flows through the feed circuit and is
delivered to the fuel injector rail. Fuel that enters the bleed circuits through the by-pass valve in the manifold is
returned to the fuel tank.
FUEL FILTER
After the fuel is drawn into the fuel pump, the fuel flows through the gasoline fuel filter. The fuel filter will trap small
particles. The fuel passes through the filter to remove debris which prevents the fuel pressure and temperature
manifold and fuel injectors from becoming damaged. Maintenance of the fuel filter is required as indicated in the
Recommended Maintenance Schedule. A more frequent replacement of the filter may be required if the equipment
operates in a dusty or dirty environment.
The fuel flows from the fuel pressure and temperature manifold assembly to the fuel rails where the fuel is delivered
to the fuel injectors.
FUEL INJECTOR
Section 13
DIAGNOSTIC AIDS
Generally, the system is operating within If total fuel correction is found to be operating
specification when total fuel correction falls outside of the normal range additional diagnostic
between -15% and +15%. Operation outside of procedure will be required to determine the
this range will require further diagnosis to cause. Follow the appropriate Symptom
determine the system level issue affecting fuel Routine or DTC Chart for additional help.
control. The system will set Diagnostic Trouble
Codes (DTC’s) for correction factors in the +/-
30%-35% range.
-35% -30% -25% -20% -15% -10% -5% 0% 5% 10% 15% 20% 25% 30% 35%
Before using this section, you should have performed On Board Diagnostic
(OBD) Check and determined that:
Several of the following symptom procedures call for a careful visual and
physical check. These checks are very important as they can lead to prompt
diagnosis and correction of a problem.
Check the wiring for the following items: proper connections, pinches or
cuts.
The following symptom tables contain groups of possible causes for each
symptom. The order of these procedures is not important. If the DST
readings do not indicate a problem, then proceed in a logical order, easiest
to check or most likely to cause the problem.
INTERMITTENT
Checks Action
DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC).
Do not use the DTC tables. If a fault is an intermittent, the use of the DTC
Preliminary Checks
tables with this condition may result in the replacement of good parts.
Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully
seated in the connector (backed out). Terminals not properly formed or
damaged.
Wire terminals poorly connected.
Faulty Electrical
Terminal tension is insufficient.
Connections or Wiring
Carefully remove all the connector terminals in the problem circuit in order
to ensure the proper contact tension.
If necessary, replace all the connector terminals in the problem circuit in
order to ensure the proper contact tension (except those noted as “Not
Serviceable”). See section Wiring Schematics.
Checking for poor terminal to wire connections requires removing the
terminal from the connector body.
If a visual and physical check does not locate the cause of the problem,
Operational Test operate the vehicle with the DST connected. When the problem occurs, an
abnormal voltage or scan reading indicates a problem circuit.
A defective relay.
Switch that can cause electrical system interference. Normally, the
problem will occur when the faulty component is operating.
Intermittent MIL
The improper installation of add on electrical devices, such as lights,
Illumination
2-way radios, electric motors, etc.
The ignition secondary voltage shorted to a ground.
The MIL circuit or the Diagnostic Test Terminal intermittently shorted to
ground.
The MIL wire grounds.
To check for the loss of the DTC Memory:
NO START
Checks Action
DEFINITION: The engine cranks OK but does not start.
Preliminary Checks None
Use the DST to :
Check for proper communication with both the ECM
Check all system fuses engine fuse holder. Refer to Engine Controls
ECM Checks
Schematics.
Check battery power, ignition power and ground circuits to the ECM. Refer
to Engine Control Schematics. Verify voltage and/or continuity for each.
Check the TMAP sensor.
Sensor Checks
Check the cam angle sensor for output (RPM).
Important: A closed LPG manual fuel shut off valve will create a no start
condition.
Check for air intake system leakage between the mixer and the throttle
Fuel System Checks body. Verify proper operation of the low pressure lock-off solenoids.
Verify proper operation of the fuel control solenoids.
Check the fuel system pressures.
Refer to the LPG Fuel System Diagnosis.
Check for proper mixer air valve operation.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
1. Check for the proper ignition voltage output with J 26792 or the equivalent.
2. Verify that the spark plugs are correct for use with LPG.
NO START
Checks Action
HARD START
Checks Action
DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run,
or may start but immediately dies.
Preliminary Checks
Check the Engine Coolant Temperature sensor with the DST. Compare
the engine coolant temperature with the ambient air temperature on a cold
engine. If the coolant temperature reading is more than 10 degrees greater
Sensor Checks or less than the ambient air temperature on a cold engine, check for high
resistance in the coolant sensor circuit. Check the cam angle sensor.
Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor
connections.
Important: A closed LPG manual fuel shut off valve will create an extended
crank OR no start condition.
-off valve
is not closed.
Fuel System Checks
Check mixer assembly for proper installation and leakage.
Verify proper operation of the low pressure lock-off solenoid.
Verify proper operation of the EPR.
Check for air intake system leakage between the mixer and the throttle
body. Check the fuel system pressures. Refer to the Fuel System
Diagnosis.
Note: LPG being a gaseous fuel requires higher secondary ignition system
voltages for the equivalent gasoline operating conditions.
Check for the proper ignition voltage output with J 26792 or the equivalent.
Verify that the spark plugs are the correct type and properly gapped.
Important:
1. If the engine starts but then immediately stalls, check the cam angle
sensor.
2. Check for improper gap, debris or faulty connections.
HARD START
Checks Action
Important: The LPG Fuel system is more sensitive to intake manifold leakage
than the gasoline fuel supply system.
Remove the spark plugs and check for the following conditions:
Insulation cracks.
Wear.
Ignition System Checks Improper gap.
Burned electrodes.
Heavy deposits.
BACKFIRE
Checks Action
DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping
noise.
Preliminary Check None.
Important! LPG, being a gaseous fuel, requires higher secondary
ignition system voltages for the equivalent gasoline operating
conditions. The ignition system must be maintained in peak condition to
prevent backfire.
Check for the proper ignition coil output voltage using the spark tester
J26792 or the equivalent.
Check the spark plug wires by connecting an ohmmeter to the ends of
each wire in question. If the meter reads over 30,000 ohms, replace the
wires.
Ignition System Checks Check the connection at ignition coil.
Check for deteriorated spark plug wire insulation.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Wear.
Improper gap.
Burned electrodes.
Heavy deposits.
Important! The LPG Fuel system is more sensitive to intake manifold
leakage than a gasoline fuel supply system.
Additional Check If all procedures have been completed and no malfunction has been found,
review and inspect the following items:
Visually and physically, inspect all electrical connections within the
suspected circuit and/or systems.
Check the DST data.
Remove the plugs and inspect them for the following conditions:
Wet plugs.
Cracks.
Ignition System Checks Wear.
Improper gap.
Burned electrodes.
Blistered insulators.
Heavy deposits.
Check the spark plug wires by connecting an ohmmeter to the ends of each
wire in question. If the meter reads over 30,000 ohms, replace the wires.
Important: The LPG Fuel system is more sensitive to intake manifold leakage
than the gasoline fuel supply system.
Check for vacuum leaks. Vacuum leaks can cause a higher than normal
Additional Checks idle and low throttle angle control command.
Check the ECM grounds for being clean, tight, and in their proper
locations. Check the battery cables and ground straps. They should be
clean and secure. Erratic voltage may cause all sensor readings to be
skewed resulting in poor idle quality.
Section 14
Electrical Section
Electrical Section 14
Group 00 (MMC-PSI) LPG ENGINE
Section 15
CONTENTS
Installation of the DST package to a personal computer (PC).
Software login and password functionality.
DST service pages.
Updating the ECM calibration using a MOT file.
DTC pages.
Examples and snapshots used in this manual are based off of the initial DST tool release as of July,
2007. This tool is frequently updated and the illustrations may vary depending on the changes included
in any updated DST display Interface. For example, the Electronic Pressure Regulator (EPR) may be
referred to as the “megajector.” Terms, names and descriptions of parts and servicing procedures will
be updated based on trade, brand, or common description to more accurately describe the part or
service procedure.
Before installing the DST software, please be sure your computer meets the minimum system
requirements.
Windows Vista
Windows XP
Windows 2000
Windows 7 (must have most current ECOM Driver)
Double Click the setup.exe file - - - > This will launch the installation wizard
Select the GCP Display icon - - - > This will launch the installation wizard
Restart your PC
PASSWORD LOGIN
Figure 1 shows the password dialog box, which is displayed when a software session begins. Login
can be accomplished in two ways.
1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original
equipment manufacture (OEM).
2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A
Single Serial Number password is unique to a specific ECM serial number and permits authorized
service personnel to make changes or view information for a specific ECM.
3. In most instances the top “all” serial number boxes should be used for password entry. In this
case, do not check the single serial number box. Each password is a 16-character
alpha-numeric string specific to each Spectrum customer and determines which pages and
variables are visible through the software. Passwords are assigned by the OEM support group
and may change periodically. Check the “save password” box to automatically retain the
password for future use.
Note: The password is printed on the CD disk. If it does not have a password or you have questions
please contact the OEM.
Should an invalid password be entered, the error prompt shown in figure (2) will be
displayed and the software will not load. This prompt signifies the following:
If the Single S/N password entered is correct for the software but does not match the entered S/N of
the targeted ECM, the prompt in Figure 3 will be displayed.
Figure 4 shows the communication status if a valid software password is entered when attempting
to connect to an ECM with a different key. In this instance the software will load but will not
connect to the target (ECM).
In the event you receive this error message call your OEM support group for more information.
A laptop computer, with the diagnostic cable and software is the required tool for performing proper
diagnostic testing of the fuel system. It is also used to monitor sensor and actuator values and to
read and clear Diagnostic Trouble codes. The DST software also performs several special tests.
Connect the system diagnostic cable to the USB port on the back of the computer.
Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical
schematic. The DLC is located on the engine harness. The new 8 pin DLC requires the use of
the 4 to 8 pin adapter.
Turn the computer ON.
Start Windows.
Within several seconds the system Gauge screen should now appear and a green banner in the
To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.
Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You
are now ready to connect using the ECOM USB DLC cable.
Gauge Page
Provides system data in large easy to read displays. Displays ECM configuration information for
the ECM software, hardware, serial numbers and calibration dates.
The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is
most commonly used to check values in the diagnostic trouble shooting charts.
Service 1
The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a
display for rpm, coolant temperature and spark advance. It also provides a large display to monitor
the closed loop mixture control.
Tests Page
Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools
such as spark and injector kill controls. Please note that not all features are available for all
applications. The disabled item menus are grayed out or rendered inoperative.
SPARK KILL
The spark kill mode allows the technician to disable the ignition on individual cylinders. If the Spark
Kill diagnostic mode is selected with the engine running below 1000 rpm, the minimum throttle
command will lock into the position it was in when the test mode was entered. If the Spark System
Test mode is selected with the engine running above 1000 rpm, the throttle will continue to operate
normally. Disabling Ignition Outputs to disable the ignition system for an individual cylinder, use the
mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be
re-enabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the
engine is running below 1000 rpm, the spark output will stay disabled for 15 seconds and then re-set.
If the engine is running above 1000 rpm, the spark output will stay disabled for 5 seconds and then
re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each spark
output disabled. The spark outputs are arranged in the order which the engine fires, not by cylinder
number.
INJECTOR KILL
The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is
selected with the engine running below 1000 rpm, the minimum throttle command will lock into the
position it was in when the test mode was entered. If the Injector Kill mode is selected with the
engine running above 1000 rpm, the throttle will continue to operate normally. To disable an
injector, use the mouse to select the desired injector. The word “Normal” will change to the
Injector you have selected. The injector driver can be re-enabled by selecting again. If the
engine is running below 1000 rpm, the injector driver will stay disabled for 15 seconds and then
re-set. If the engine is running above 1000 rpm, the injector driver will stay disabled for 5 seconds
and then re-set. Record the change in rpm while each driver is disabled.
The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the
foot pedal or throttle input and is used during the diagnostic routines specified for FPP and TPS for
systems that use DBW control. FPP position displays the current position of the foot pedal as a
percentage. FPP volts display the voltage which the ECM is reading from the FPP sensor. TPS
Command displays the commanded throttle position expressed as a percentage, which is being
sent to the throttle. TPS Position is the actual percent of throttle opening being sent to the ECM
from the throttle. TPS volts display the actual TPS signal voltage the ECM is receiving from the
throttle. To select this test mode the engine must be off and the key must be in the ON position.
The external power test manually activates relays (relay power, fuel pump, and drive-by wire
power) controlled by the ECM while the engine is in the “Stopped” or “Running” states. Reverts to
normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low.
Faults Page
Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active
Faults). Includes useful system voltages and sensor readings used while working with the fuel and
emission trouble shooting charts. Shows power derate mode status. To erase a historic DTC
code, double click on the code with the left mouse button. Then choose to “Clear All Faults.”
The Plot/Log menu allows the user to graphically plot or numerically log variables that have been
tagged for plotting/logging. To plot or log variables, a tag must be assigned to each variable of
interest. A variable is tagged for plotting/logging through a single right-
vicinity. Once a variable has been tagged for plotting/logging, it is highlighted in green.
Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20)
variables may be tagged for logging and plotting.
Figure 6
Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a strip
chart interface. An example of a plot is shown in Figure 7. Capabilities of the plotter are outlined in
Table 1.
Load Plot Button Load a previously saved plot from the PC into the DST Plot interface
Variable Selector Menu Selects the active variable for axis scaling
Single Shot Acquisition When checked, this does not allow the plot to scroll past the ‘Time
Checkbox* Interval’ thereby preserving plotted data for post-processing.
Exclusive Serial Use When checked, this allows exclusive serial communication for the
Checkbox* plot variables. Other variables on the active page are not updated.
Min Y Value Field* Specify the minimum Y-axis scaling for the active variable
Max Y Value Field* Specify the maximum Y-axis scaling for the active variable
Define the sample period for recording and display Frequency (Hz.)
Sample Interval (ms) Field*
= 1000/Sample Interval (ms)
Time Interval (s) Field* Defines the total sample acquisition time for the plot.
*Accessible only when plotter is not running.
Command Function
<Single, left-click on trace> Snap closest cursor to data
<Ctrl + Up/Down Arrows> Move/pan plot along y axis
<Ctrl + Left/Right Arrows> Move/pan plot along t axis
<Ctrl+Shift + Up/Down Arrows> Zoom plot in and out in y axis
<Ctrl+Shift + Left/Right Arrows> Zoom plot in and out in t axis
<Ctrl + Home> Resize plot to default settings
<Ctrl + Page Up> Zoom out by 10%
<Ctrl + Page Down> Zoom in by 10%
<Page Up> Toggle to previous cursor
<Page Down> Toggle to next cursor
<Left/Right Arrow> Follow selected data along trace
<Up/Down Arrow> Follow selected data along trace
<Shift + Left/Right Arrow> Move 10 points along trace
<Shift + Up/Down Arrow> Move 10 points along trace
<Home> Go to first visible point on current plot
<End> Advance to last visible point on current plot
<Shift + Up/Down Arrow> Toggle between traces/variables
Table 1
The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash
mounted malfunction indicator lamp (MIL) that provides indications of engine or fuel system related
problem. Most engine control system related problems that affect emissions or driveability of the
vehicle will set a (DTC) diagnostic trouble code and illuminate the MIL.
The MIL serves as notification to the operator of a problem related to the emission control system so
the driver can arrange for service as soon as possible. It will also display DTCs that have been
stored due to a system malfunction.
The MIL should illuminate when the key is in the ON position and the engine is not running. This
feature verifies that the lamp is in proper working order. If the MIL does not illuminate with the
vehicle key ON/engine OFF, repair it as soon as possible. Once the engine is in start or run mode,
the MIL should turn off. If the lamp remains on while the engine is in the start or run mode a
diagnostic trouble code may be set.
The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with
the Diagnostic Scan Tool (DST).
Diagnostic Trouble Codes are set when the ECM (Electronic Control Module) runs a diagnostic self
test and the test fails. When a DTC is set, the ECM will illuminate the MIL on the instrument panel
and also save the DTC in memory. The ECM will continue to run the self test. If the system
continues to fail the test, the lamp will stay illuminated and the DTC is stored as an active DTC. If the
self test runs and passes, the DTC will be stored as historic DTC. All DTCs are stored as historic
faults until they are cleared. Most DTCs will automatically clear from memory if the DTC does not
reset within 50 to 100 consecutive engine run cycles.
While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home”
value and use that value in its control algorithms. All of the system diagnostic self-tests run
continuously during normal vehicle operation.
The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer.
Diagnostic Trouble Codes can be cleared from memory with a laptop computer, or by turning the
ignition key to the OFF position and removing the ECM power fuse or battery cable for at least 15
seconds.
If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set.
Diagnose each problem to correction unless directed to do otherwise by the diagnostic chart. The
DTCs are numbered in order of importance. Both DTC 112 and DTC122 pertain to the oxygen
sensor, so it is possible that a repair that corrects DTC 112 may also correct the problem causing the
DTC 122.
Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System
Data Mode.” This simply means that the DST is connected and communicating with the PC. In
some instances the chart will call out a special test mode. An example of this would be instructions
for the DST to be connected and in the DBW (drive by wire) mode. Always be sure to follow the
special instructions to avoid a false diagnosis of fuel system components.
The ECM 5 volt reference circuit powers the diagnostic link cable. In the event that the 5 volt
reference signal is open or shorted to ground, you will not be able to connect to the system. If you
are unable to connect, follow the quick checks listed below:
Be sure you are using the correct password and latest software for the system you are connecting to.
Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic.
Also check for +12 volts switched power at ECM pin 45 with the ignition key ON.
Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT GRN
RED) with the ignition key in the ON position.
You may still be able to retrieve a code using the blink code function if none of the above
recommendations prove useful. In the event of a 5 volt reference signal malfunction, DTC 642 or
DTC 643 should set. If you find one of these codes using the blink code function, follow the DTC
diagnostic chart recommendations for that specific DTC.
Although the DST is considered a required tool to access the DTC codes, codes may be retrieved
without a laptop computer using the blink code function. To enable this function follow the steps
below:
The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to
write down any codes that may be stored.
The ECM will flash the MIL indicator with a pause between represented numbers that represent
DTC codes. The sequence starts with code 1654. Code 1654 confirms the system has
entered the blink code mode. The ECM will flash code 1654 (3) times before displaying the
actual DTC code that may be set.
Example:
One short blink (pause) six short blinks (pause) five short blinks (pause) four short
blinks.
If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored
DTC codes were found.
If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero
value it will be represented as a short pause.
Diagram 1
When using the DST program to clear a DTC, always select the “Clear All Faults” function to
immediately turn the MIL OFF after a successful repair (as shown in diagram 1 above).
INTERMITTENT PROBLEMS
Intermittent fuel system problems can prove to be the most challenging to repair. It is most
important to remember when looking to find the cause of these problems, to operate the system in
the condition when and where the problem occurs. An example of this would be, if the DST
showed a lean fuel mixture at full load, one of the first things to look at would be the fuel pressure.
The fuel pressure would need to be monitored while the machine is operating at full load, not at idle
because the leaning effect does not occur at idle. Electrical problems should be treated the same
way. One excellent tool for finding intermittent electrical problems is the DST plot/log function.
Set up the plot for the code that sets. An example of this would be if an intermittent IAT code set,
tag the IAT voltage and watch the plot. While watching the plot, agitate the electrical wire
connection at the sensor and ECM connector. The resolution of the plot screen is such that you
will be able to see any unstable voltages that you would otherwise not see with a standard DVOM.
Caution should be used when pressure washing the under hood of any electrical system. Avoid
direct pressure spray on the system electrical connectors. They are splash proof, but if water is
sprayed directly at the connector moisture can become trapped behind the connector seal and
cause serious system problems.
Extra care must be taken when probing electrical pins and terminals. Do not bend or spread these
terminals as this can also be a source of intermittent problems cause by improper handling of these
connectors.
Section 16
MICRO-PACK
WEATHER-PACK
4. Replace terminal.
WEATHER -PACK TERMINAL REPAIR a. Slip new seal onto wire
b. Strip 5 mm (.2”) of insulation from wire.
c. Crimp terminal over wire and seal.
1. Open secondary lock hinge on connector. Use tool J M28742, or BT8234-A or equivalent to
remove the pin and sleeve terminals. If the
removal is attempted with an ordinary pick, there
is a good chance that the terminal will be bent, or
deformed. Unlike standard blade type terminals,
these terminals cannot be straightened once they
are bent.
2. Remove terminal using tool.
Verify that the connectors are properly seated
and all of the sealing rings in place, when
connecting leads. The hinge type flap provides a
backup, or secondary locking feature for the
connector. They are used to improve the
connector reliability by retaining the terminals, if
the small terminal lock tabs are not positioned
3. Cut wire immediately behind cable seal properly.
Section 17
The emissions control system utilizes a MIL to warn the operator or technician of a possible
issue with the engine or emissions control system. The system will keep the MIL illuminated for
the entire key cycle in which the trouble code was set. It will keep the MIL illuminated for three
additional engine run cycles under the following two circumstances: (1) The fault caused the
engine to shut down or (2) the fault is related to the exhaust gas oxygen (EGO) sensors. This
function is called MIL persistence.
In the event the DTC is related to either an engine shutdown fault OR an oxygen sensor fault the
following statement applies: If the vehicle is not serviced by a technician and the condition
causing the MIL illumination (DTC) no longer exists, the MIL will remain illuminated for the 3
additional start cycles. The MIL will go out on the 4 th start cycle if the condition does not
reoccur.
In the event the DTC is not related to an engine shut down or an oxygen sensor fault and the
condition causing the MIL illumination (DTC) no longer exists, the MIL will go out at the next run
cycle.
If the condition is serviced by a technician and the DTC is cleared using a Diagnostic Service
Tool (DST), the MIL will go out immediately.
Diagnostic Trouble Codes (DTC) are permanently retained in the historic DTC section until
cleared with a DST or the auto clear requirements are met. The auto clear feature will clear out
historic faults after 40 run cycles.
A run cycle is when the engine speed is above the “run speed” set point for 1.5 seconds or
longer. The “run speed” is the transition point when the ECM recognizes the engine is going
from the cranking parameters to the engine running parameters. The run speed is typically set
at 450 rpm.
DTC Set 2
Description SPN-2 FMI-2
DTC 2618: Tach output ground short 645 4
DTC 2619: Tach output short to power 645 3
DTC 8901: UEGO microprocessor internal fault 3221 31
DTC 8902: UEGO heater supply high voltage 3222 3
DTC 8903: UEGO heater supply low voltage 3222 4
DTC 8904: UEGO cal resistor voltage high 3221 3
DTC 8905: UEGO cal resistor voltage low 3221 4
DTC 8906: UEGO return voltage shorted high 3056 3
DTC 8907: UEGO return voltage shorted low 3056 4
DTC 8908: UEGO pump voltage shorted high 3218 3
DTC 8909: UEGO pump voltage shorted low 3218 4
DTC 8910: UEGO sense cell voltage high 3217 3
DTC 8911: UEGO sense cell voltage low 3217 4
DTC 8912: UEGO pump voltage at high drive limit 3225 3
DTC 8913: UEGO pump voltage at low drive limit 3225 4
DTC 8914: UEGO sense cell slow to warm up 3222 10
DTC 8915: UEGO pump cell slow to warm up 3225 10
DTC 8916: UEGO sense cell impedance high 3222 0
DTC 8917: UEGO pump cell impedance high 3225 0
DTC 8918: UEGO pump cell impedance low 3225 1
DTC Set 2
Description SPN-2 FMI-2
DTC 188: Gaseous fuel temperature sender high vol 520240 3
DTC 187: Gaseous fuel temperature sender low volta 520240 4
DTC 331: Knock2 excessive or erratic signal 520241 2
DTC 332: Knock2 sensor open or not present 520241 4
DTC 2120: FPP1 invalid voltage and FPP2 disagrees 520250 31
DTC 2125: FPP2 invalid voltage and FPP1 disagrees 520250 31
DTC 1122: FPP1/2 do not match each other or IVS ( 520250 31
DTC 223: TPS2 voltage high 520251 3
DTC 222: TPS2 voltage low 520251 4
DTC 509: IAC coil open/short 520252 5
DTC 508: IAC ground short 520252 6
DTC 1171: MegaJector delivery pressure higher than 520260 0
DTC 1172: MegaJector delivery pressure lower than 520260 1
DTC 1174: MegaJector voltage supply high 520260 3
DTC 1175: MegaJector voltage supply low 520260 4
DTC 1176: MegaJector internal actuator fault detecti 520260 12
DTC 1177: MegaJector internal circuitry fault detectio 520260 12
DTC 1178: MegaJector internal comm fault detection 520260 12
DTC 1173: MegaJector comm lost 520260 31
DTC 1531: Gov1/2/3 interlock failure 520270 31
DTC 1182: Fuel impurity level high 520401 0
DTC 11: Intake cam / distributor position error 520800 7
DTC 24: Exhaust cam position error 520801 7
DTC 1183: MegaJector autozero / lockoff failure 520803 31
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an engine or fuel
system related problem. The MIL also has the ability to flash DTC codes in what is referred to
as the blink code mode. It will display DTCs that have been stored due to a possible system
malfunction. The following DTC charts in this manual will instruct the technician to perform the
OBD system check. This simply means to verify the operation of the MIL. The lamp should
illuminate when the key is in the ON position, and the engine is not running. This feature
verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle
key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode,
the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a
current diagnostic trouble code may be set or a problem may exist with the MIL electrical
wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The
ECM completes the circuit to ground to turn the lamp ON.
8 Check terminal 30 for spread terminals and pushback Replace Starter Repair the wiring issue.
Circuit Description
The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus
making the cylinder identification available to the ECM. The camshaft position sensor is a 3 wire
hall effect sensor. One wire for current feed (5v), one for ground (CAM -), and one for the output
signal (CAM +). The sensor must have a good 5v reference and ground to operate properly. The
CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP display
software. This code will set when these two values are more than 30 CAD BTDC apart and the
RPM is greater than 500.
CAM Position is not adjustable in this engine. The sensor is located on front of the timing cover
(top portion) and reads a reluctor wheel off the camshaft.
Circuit Description
The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the engine block adjacent
to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The
Crankshaft Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel
systems. This fault will set when the engine RPM is above 90 and there have been more than 4 cranking revolutions
without a sync.
Circuit Description
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to
the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel
pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to
control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating
(PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit
that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the
line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the
fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and
temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail.
Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.
Circuit Description
This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to
the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel
pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to
control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating
(PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit
that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the
line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the
fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and
temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail.
Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.
Check for a short to ground in the fuel pump ground circuit (OEM Repair the short to
4 supplied) Go to step (6)
ground
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness
jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor
interface connector C002 and the ECM header connector C001. You may need to consult additional wiring
information supplied by the OEM. The gasoline fuel pressure sensor voltage is read at less than 0.2v. This
indicates a low voltage fault from the sensor or circuit. This fault can occur when a ground is lost on the
black/Lt Green circuit.
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer
supplied harness jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring
harness terminals at the fuel sensor interface connector C002 and the ECM header
connector C001. You may need to consult additional wiring information supplied by the
OEM. The gasoline fuel pressure sensor voltage is reading greater than 4.8v. This
indicates a high voltage fault from the sensor or circuit.
Circuit Description
The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake
manifold. It is used to measure the pressure of air in the manifold prior to induction. The
pressure reading is used in conjunction with other inputs to estimate the airflow rate to the
engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than
0.050 with TPS greater than 2% and engine RPM is less than 3000. The Adaptive Learn will
be disabled for the remainder of the key on cycle and the MIL command is on.
Circuit Description
The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure
value is used for fuel, airflow and spark calculations. This fault will set in the event the MAP value is
greater than 17.00 psia when the TPS is less than 8.0% with engine rpm greater than 800.
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute
Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the air
intake manifold of the engine. It is used to monitor incoming air temperature, and the output
in conjunction with other sensors is used to determine the airflow to the engine. The ECM
provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage,
and lower when warm. This fault will set if the Intake Air Temperature is greater than 200
degrees F. with engine speed greater than 700 rpm. The engine will go into a level 1 derate
mode to prevent engine damage. This code is “delayed” at the start up of the engine, the
ECM will not being to look at for this condition until the run-timer has reached 15 seconds.
This fault will set when inlet air is much hotter than normal. The most common cause of high
inlet air temperature is a problem with the inlet air system.
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute
Pressure) sensor. A temperature sensitive resistor is used in the TMAP is located in the
engine’s air intake or intake manifold. It is used to monitor incoming air temperature, and the
output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool the signal reads higher
voltage, and lower when warm. This fault will set if the signal voltage is less than 0.050 volts
for 1 second anytime the engine is cranking or running. The ECM will use the default value for
the IAT sensor in the event of this fault.
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure)
sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s air intake
or intake manifold. It is used to monitor incoming air temperature, and the output in conjunction
with other sensors is used to determine the airflow to the engine. The ECM provides a voltage
divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm.
This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM
will use a default value for the IAT sensor in the event of this fault.
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
215 degrees F. for more than 5 seconds. Power derate level two will be enforced during this fault limiting the maximum
throttle position to 20%. There is a 15 second run time delay before the ECM will enable this fault, meaning the fault
will not be active for 15 seconds which the engine is running. NOTE: ECT higher than expected faults temperatures
are sometimes changed at the OEM’s request. The specific temperature is calibration specific. The values shown
above are the standard generic values.
Circuit description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS 1 will read low voltage when
closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
ECM to determine if the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or
more) lower than TPS 2. At this point the throttle is considered to be out of specification, or there
is a problem with the TPS signal circuit. The MIL command is on and the engine will shutdown.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are
calculated from these voltages. Although the voltages are different, the calculated values for the
throttle position percentages should be very close to the same. The TPS values are used by the
ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in
the event of a failure the electronic throttle assembly must be replaced. This fault will set if the
TPS 1 voltage is less than 0.200 volts. The MIL command is ON and the engine will shut down.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read lower voltage
when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2
percentages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as
commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts.
The MIL command is ON and the engine will shut down.
Circuit Description
The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute
Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the
intake manifold of the engine. It is used to monitor incoming air temperature, and the
output in conjunction with other sensors is used to determine the airflow to the engine. The
ECM provides a voltage divider circuit so that when the air is cool, the signal reads a
higher voltage, and lower when warm. This fault will set if the intake air temperature is
greater than 210 degrees F. with engine speed greater than 600 rpm. The MIL light
command is on during this active fault and the engine will shutdown.
This fault will set when inlet air is much hotter than normal. The most common cause of
high inlet air temperature is a problem with the inlet air system. Ensure that the air inlet is
not obstructed, modified or damaged.
Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air
in to the air inlet system
If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low
Voltage.
Barometric Pressure
Check Condition-Key ON
Fault Condition-BP less than 8.30 psia
MIL-ON for active fault
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure
value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of
the normal range.
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and the Adaptive multiplier. This fault will set if EGO 1 is cold,
non-responsive, or inactive for more than 120 seconds. There are two most likely causes of this
issue. (1) Heater Element inside EGO sensor is broken and (2) Heater element is not getting
power or ground to terminals C & D.
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop
multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal
operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at
especially at light load.
Fuel Pressure Low fuel pressure, faulty fuel pressure sensor, faulty pump, or contaminated fuel filter
can cause fuel the system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
Visually and physically check the following items: Go to Step (9) Go to Step (4)
The air intake duct for being collapsed or
restricted
The air filter for being plugged
System power fuses are good and in the
proper location
The EGO 1 sensor installed securely and the
2 wire leads not contacting the exhaust manifold
or ignition wires
ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground
Distribution
Fuel System Diagnostics. Refer to Fuel
System Diagnostics
Was a repair made?
Diagnose any other DTC codes before Go to Step (9) Go to Step (4)
proceeding with this chart. Always repair
existing codes starting with the lowest
3
numerical code set first.
Have any other DTC codes been detected,
diagnosed and repaired?
Disconnect EGO1 connector C005 System Go to Step (5) Repair the
Using a DVOM check for voltage between voltage open EGO
EGO 1 connector pin B and engine ground power circuit
Key ON as necessary.
4 (CHECK MUST BE MADE WITHIN 30 SECONDS Refer to
OR BEFORE POWER RELAY SHUTS DOWN) Wiring
Repairs in
Do you have voltage?
Engine
Electrical.
Key OFF Repair the Go to Step (6)
Disconnect EGO 1 sensor wire harness shorted circuit
connector C005 as necessary.
Disconnect ECM wire harness connector C001 Refer to
5 Wiring
Key ON
Repairs in
Using a high impedance DVOM check for Engine
continuity between EGO 1 connector signal pin Electrical.
A and engine ground
Do you have continuity?
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop
multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal
operation. Always run the fuel system diagnostics before using the following diagnostic chart.
Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by
the ECM using a ground side driver. If the fuel pump is turned on all the time the fuel pressure will
increase. Open or leaking injector will cause a rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
Visually and physically check the following items: Go to Step (6) Go to Step (4)
The air intake duct for being collapsed or
restricted
The air filter for being plugged
The EGO sensor is installed securely and the
2
wire leads not damaged or contacting the
secondary ignition wires
ECM grounds for being clean and tight.
Fuel system diagnostic checks
Was a repair made?
Diagnose any other DTC codes before Go to Step (6) Go to Step (4)
proceeding with this chart.
3
Have any other DTC codes been detected,
diagnosed and repaired?
Key OFF Repair the Go to Step (5)
Disconnect EGO sensor wire harness circuit as
connector C005 necessary.
Disconnect ECM wire harness connector C001 Refer to
4 Wiring
Key ON
Repairs in
Using a DVOM check for voltage at EGO 1 Engine
connector signal pin A and engine ground Electrical.
Do you have voltage?
Replace EGO sensor Go to Step (6) -
5
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, fuses, System
etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
6 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test
parameters of DTC-1162 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness
jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor
interface connector C002 and the ECM header connector C001. You may need to consult additional wiring
information supplied by the OEM. The gasoline fuel temperature sensor voltage is read at less than 0.05v.
This indicates a low voltage fault from the sensor or circuit. This could also indicate a low fuel temperature
reading. Inspect the fuel temperature for extreme cold.
Circuit Description
Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness
jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor
interface connector C002 and the ECM header connector C001. You may need to consult additional wiring
information supplied by the OEM. The gasoline fuel temperature sensor voltage is read at less than 0.05v.
This indicates a high voltage fault from the sensor or circuit. This could also indicate a high fuel temperature
reading. Inspect the fuel temperature for extreme hot temperatures.
Circuit Description
The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant
sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and
ignition timing control and to enable certain other temperature dependant operations. This code set is designed to
help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor
reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds
225degrees F. for more than 1 seconds. Engine shutdown will occur if this code occurs. NOTE: ECT higher than
expected faults temperatures are sometimes changed at the OEM’s request. The specific temperature is
calibration specific. The values shown above are the standard generic values.
Circuit description
This fault will set anytime the engine rpm exceeds 2,850 for longer than 2 seconds. The MIL
command is ON during this active fault
Diagnostic Aid
Check for other stored DTC codes before using the following DTC chart for this code set.
Always diagnose and repair any existing codes starting with the lowest numerical code first.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS 1 will read lower voltage
when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2
percentages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as
commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2.
At this point the throttle is considered to be out of specification, or there is a problem with
the TPS signal circuit. The MIL command is ON and the engine will shutdown.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated values
for the throttle position percentages should be very close to the same. The TPS values are
used by the ECM to determine if the throttle is opening as commanded. The TPS is not
serviceable and in the event of a failure the electronic throttle assembly must be replaced.
This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON and
engine will shutdown.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position.TPS1 will read lower voltage when
closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages
are calculated from these voltages. Although the voltages are different, the calculated
values for the throttle position percentages should be very close to the same. The TPS
values are used by the ECM to determine if the throttle is opening as commanded. The TPS
is not serviceable and in the event of a failure the electronic throttle assembly must be
replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL
command is ON and the engine will shutdown.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground
side driver assigned to it inside the GCP. The driver number does not match up with the mating
cylinder number in each case. The driver is assigned in numerical order according to the engine
firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM. This
code will set if it sees a low voltage on the low side during an “injector off” state. This indicates the
injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground
side driver assigned to it inside the GCP. The driver number does not match up with the mating
cylinder number in each case. The driver is assigned in numerical order according to the engine
firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM. This
code will set if it sees a low voltage on the low side during an “injector off” state. This indicates the
injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground
side driver assigned to it inside the GCP. The driver number does not match up with the mating
cylinder number in each case. The driver is assigned in numerical order according to the engine
firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM. This
code will set if it sees a low voltage on the low side during an “injector off” state. This indicates the
injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground side driver
assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each
case. The driver is assigned in numerical order according to the engine firing order (1-3-4-2). The ECM is
monitoring the low side voltage internally in the ECM. This code will set if it sees a low voltage on the low
side during an “injector off” state. This indicates the injector is open or there is a short to ground in the circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an
infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground side driver
assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each
case. The driver is assigned in numerical order according to the engine firing order (1-3-4-2). The ECM is
monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low
side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector.
It could also be a result of a short from power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on
the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this
manual.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a
ground side driver assigned to it inside the GCP. The driver number does not match up with the
mating cylinder number in each case. The driver is assigned in numerical order according to the
engine firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM.
This code will set if it sees a high voltage on the low side during an “injector on” state. This
indicates the injector likely has a short circuit internal to the injector. It could also be a result of a
short from power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of
specification on the DVOM you should replace the injector. If there is a short from a power circuit
to the ground circuit you should repair the faulty circuit in accordance with the recommended wire
repair instructions provided in this manual.
Diagnostic Trouble Code (DTC) 00-17-94
Group 00 (MMC-PSI) LPG ENGINE
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground side driver
assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each
case. The driver is assigned in numerical order according to the engine firing order (1-3-4-2). The ECM is
monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low
side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector.
It could also be a result of a short from power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of specification on
the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you
should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this
manual.
Circuit Description
The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is
constantly provided through the ignition fuse and the Pink / Tan wire. Each Injector has a ground
side driver assigned to it inside the GCP. The driver number does not match up with the mating
cylinder number in each case. The driver is assigned in numerical order according to the engine
firing order (1-3-4-2). The ECM is monitoring the low side voltage internally in the ECM. This
code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the
injector likely has a short circuit internal to the injector. It could also be a result of a short from
power to the ground circuit.
The technician should check the wiring and the injector resistance. If the resistance is out of
specification on the DVOM you should replace the injector. If there is a short from a power circuit
to the ground circuit you should repair the faulty circuit in accordance with the recommended wire
repair instructions provided in this manual.
Circuit Description
The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the
engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position
by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and
its signal is used to synchronize the ignition and fuel systems. This fault will set if no signal is
present for 800ms or longer.
Circuit Description
The CKP (crankshaft position sensor) is a magnetic variable reluctance sensor mounted on the
engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position
by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and
its signal is used to synchronize the ignition and fuel systems. The ECM must see a valid
Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this
fault will set.
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault
will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid cam
re-sync. MIL light will become active and Adaptive Learn will be disabled.
Circuit Description
The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This
fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is
greater than 100 rpm. The engine may not run with this fault present.
Circuit Description
The LPG lock off valve is supplied system battery power from the VSW fused source. The
ECM then provides a path to ground to turn the valve on. This fault will set in the event the
engine continues to run for more than 20 seconds after the key is turned off. This fault
indicates a possible problem with the electric LPG lock off solenoid or associated wiring.
• Catalyst Function
• Check condition- Engine running
• Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
• MIL- On during active fault and for 1 second after active fault
• Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the
signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust
leaks prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes.
Clear this trouble code after repairing exhaust leaks, and recheck for code. If there are no exhaust leaks
or other exhaust related issues there may be a problem internally with the catalyst muffler.
Circuit Description
The ECM is provided a pulse width modulation (PWM) signal from the OEM vehicle controller to
determine the road speed of the vehicle. The PWM signal is supplied to the engine VIC1 Pin N and finally
to pin 25 at the GCP connector. The DTC will set when the PWM signal is lost and the engine speed is
greater than 1,500 rpms , MAP pressure is greater than 10.0 psia and the SPDF signal indicates the vehicle
is moving. The technician should check the OEM system including vehicle speed controller along with
circuit between the vehicle speed controller and the engine ECM.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the
oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending
on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the
pressure applied (see chart below). The MIL command is ON.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the
oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending
on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the
pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle condition in the event of this fault to help prevent possible engine damage.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the
oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending
on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the
pressure applied (see chart below). The MIL command is ON and the engine will go into a forced
idle in the event of this fault to help prevent possible engine damage.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the
oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending
on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the
pressure applied (see chart below). The MIL command is ON and the engine will go into forced
idle in the event of this fault to help prevent possible engine damage.
Circuit Description
The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine
damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the
oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending
on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the
pressure applied (see chart below). The MIL command is ON and the engine will shut down in the
event of this fault to help prevent possible engine damage.
Circuit Description
The battery voltage powers the ECM and must be measured to correctly to properly operate injector
drivers, solenoid valves and ignition coils. This fault will set if the ECM detects system voltage less
than 9.00 volts while the alternator should be charging. The adaptive learn is disabled during this
fault.
Circuit Description
The battery voltage powers the ECM and must be measured to correctly operate injector drivers,
trim valves and ignition coils. This fault will set if the ECM detects voltage greater than 18 volts
anytime the engine is cranking or running. The adaptive learn function is disabled during this fault.
The ECM will shut down with internal protection if the system voltage ever exceeds 26 volts.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM will
attempt to reset itself in the event this fault is set. The MIL command is on and will remain on until the
code is cleared using the DST. The engine will shutdown when this fault occurs.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST. The engine will shutdown if this fault occurs.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM will
attempt to reset itself in the event this fault is set. The MIL command is on and will remain on until the
code is cleared using the DST. The engine will shutdown if this fault occurs.
Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM
detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.
DTC 628- Fuel Pump Relay Control Ground Short (SPN 1347:FMI 5)
Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM
detects an open circuit on the relay control output
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.
DTC 629- Fuel Pump Relay Coil Short to Power (SPN 1347:FMI 3)
Circuit Description
The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM
detects an open circuit on the relay control output
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at a
reasonable temperature, between +20 and +100 degrees F.
Circuit Description
The External 5 volt supply powers many of the sensors and other components of the fuel
system. The accuracy of the 5 volt supply is very important to the accuracy of the powered
sensors and fuel control by the ECM. The ECM is able to determine if they are overloaded,
shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will
set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this
fault
Circuit Description
The External 5 volt supply powers many of the sensors and other components in the fuel system.
The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and fuel
control by the ECM. The ECM is able to determine if they are overloaded, shorted, or otherwise out
of specification by monitoring the 5volt supply. This fault will set if the 5 volt reference is greater
than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be disabled during
this fault
MIL check
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL circuit open
MIL Command-ON
Circuit Description
The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions
related problem. The MIL also has the ability to flash DTC codes in what is referred to as the
blink code mode. It will display DTCs that have been stored due to a possible system
malfunction. The following DTC charts in this manual will instruct the technician to perform the
OBD system check. This simply means to verify the operation of the MIL. The lamp should
illuminate when the key is in the ON position, and the engine is not running. This feature verifies
that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON
and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp
should go off. If the lamp stays on while the engine is in the start or run mode, a current
diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The
electrical schematic above shows the MIL power source supplied to the lamp. The ECM
completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control
circuit is open.
Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The
accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is
able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5
volt supply. This fault will set if the 5 volt reference is below 3.00 volts. Adaptive Learn will be
disabled during this fault.
Circuit Description
The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The
accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is
able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5
volt supply. This fault will set if the 5 volt reference is above 5.40 volts. Adaptive Learn will be
disabled during this fault.
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel
system. This fault will set if the ECM detects an open circuit on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system.
This fault will set if the ECM detects a short to ground on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at
a reasonable temperature, between +20 and +100 degrees F.
Circuit Description
The power relay switches power out to various sensors, actuators and solenoids in the fuel system.
This fault will set if the ECM detects a short circuit to power on the relay control output.
Diagnostic Aid
Relay coil resistance changes with temperature. The following diagnostic charts have steps to
measure relay coil resistance values. When checking the resistance values be sure the relay is at a
reasonable temperature, between +20 and +100 degrees F.
Circuit Description
This fault will set anytime the engine rpm exceeds the specified speed settings in the
calibration. This is generally set at 3000 rpms. The MIL command is ON during this active
fault
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.
Circuit description
This fault will set anytime the engine rpm exceeds the specified speed settings installed in the
calibration. This is generally set at 3200 rpms. The MIL command is ON during this active
fault and the engine will shut down.
Diagnostic Aid
Always check for other stored DTC codes before using the following DTC chart for this code set.
Repair any existing codes starting with the lowest numerical code first.
DTC 1121 FPP 1 And 2 Redundancy Lost (SPN 91: FMI 31)
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot
pedal position. Although the voltage outputs are different, the calculated throttle position values
should be very close to the same. This fault will set if FPP 1 or FPP 2 positions are 20% greater
or 20% less than the expected throttle position target. The MIL command is ON. Forced idle and
low rev limit are in effect during this fault limiting full power output.
Diagnostic Aid
It is very likely that in the event this code sets, other codes will set along with it. Always diagnose
and repair codes starting with the lowest numerical value first. It is possible that by correcting
the lower code sets first the problem will be corrected. FPP sensors are OEM specific and vary
in configuration. The exact wire color and pin numbers for the FPP must be verified in the OEM
chassis wiring schematic. The FPP sensor used in this system provides two sensors in one
packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a
failure the complete FPP assembly must be replaced.
Circuit description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the
limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at
light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to
run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor
causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop
multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of
normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at
-35%.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty
EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to
run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
Circuit description
The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed
Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the
limits of normal operation and cannot correctly modify the fuel flow within its limits.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at
especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel
mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by
the ECM using a ground side driver. If the fuel pump is turned on all the time the fuel pressure will
increase. Open or leaking injector will cause a rich condition.
Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
Visually and physically check the following items: Go to Step (6) Go to Step (4)
The air intake duct for being collapsed or
restricted
The air filter for being plugged
The EGO sensor is installed securely and the
2
wire leads not damaged or contacting the
secondary ignition wires
ECM grounds for being clean and tight.
Fuel system diagnostic checks
Was a repair made?
Diagnose any other DTC codes before Go to Step (6) Go to Step (4)
proceeding with this chart.
3
Have any other DTC codes been detected,
diagnosed and repaired?
Key OFF Repair the Go to Step (5)
Disconnect EGO sensor wire harness circuit as
connector C005 necessary.
Disconnect ECM wire harness connector C001 Refer to
4 Wiring
Key ON
Repairs in
Using a DVOM check for voltage at EGO 1 Engine
connector signal pin A and engine ground Electrical.
Do you have voltage?
Replace EGO sensor Go to Step (6) -
5
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, fuses, System
etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
6 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test
parameters of DTC-1162 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Circuit Description
The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen
content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop
multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal
operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.
Diagnostic Aid
Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust
manifold.
Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at
especially at light load.
Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer.
Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the
system to run lean
Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02
sensor causing a false lean condition.
Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean.
Ground Problem ECM grounds must be clean, tight and in the proper location.
Visually and physically check the following items: Go to Step (9) Go to Step (4)
The air intake duct for being collapsed or
restricted
The air filter for being plugged
System power fuses are good and in the
proper location
The EGO 1 sensor installed securely and the
2 wire leads not contacting the exhaust manifold
or ignition wires
ECM grounds must be clean and tight. Refer to
Engine Electrical Power and Ground
Distribution
Fuel System Diagnostics. Refer to Fuel
System Diagnostics
Was a repair made?
Diagnose any other DTC codes before Go to Step (9) Go to Step (4)
proceeding with this chart. Always repair
existing codes starting with the lowest
3
numerical code set first.
Have any other DTC codes been detected,
diagnosed and repaired?
Disconnect EGO1 connector C005 System Go to Step (5) Repair the
Using a DVOM check for voltage between voltage open EGO
EGO 1 connector pin B and engine ground power circuit
Key ON as necessary.
4 (CHECK MUST BE MADE WITHIN 30 SECONDS Refer to
OR BEFORE POWER RELAY SHUTS DOWN) Wiring
Repairs in
Do you have voltage?
Engine
Electrical.
Key OFF Repair the Go to Step (6)
Disconnect EGO 1 sensor wire harness shorted circuit
connector C005 as necessary.
Disconnect ECM wire harness connector C001 Refer to
5 Wiring
Key ON
Repairs in
Using a high impedance DVOM check for Engine
continuity between EGO 1 connector signal pin Electrical.
A and engine ground
Do you have continuity?
Circuit Description
The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the
oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the
Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds
the limits of normal operation. Always run the fuel system diagnostics before using the following
diagnostic chart.
Diagnostic Aid
Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer,
faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich.
Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel
system to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used.
Air Filter A plugged, damaged or modified air filter may cause the system to run rich.
Visually and physically check the following items: Go to Step (6) Go to Step (4)
The air intake duct for being collapsed or
restricted
The air filter for being plugged
The EGO sensor is installed securely and the
2
wire leads not damaged or contacting the
secondary ignition wires
ECM grounds for being clean and tight.
Fuel system diagnostic checks
Was a repair made?
Diagnose any other DTC codes before Go to Step (6) Go to Step (4)
proceeding with this chart.
3
Have any other DTC codes been detected,
diagnosed and repaired?
Key OFF Repair the Go to Step (5)
Disconnect EGO sensor wire harness circuit as
connector C005 necessary.
Disconnect ECM wire harness connector C001 Refer to
4 Wiring
Key ON
Repairs in
Using a DVOM check for voltage at EGO 1 Engine
connector signal pin A and engine ground Electrical.
Do you have voltage?
Replace EGO sensor Go to Step (6) -
5
Is the replacement complete?
Remove all test equipment except the DST. System OK Go to OBD
Connect any disconnected components, fuses, System
etc. Check
Using the DST clear DTC information from the
ECM.
Turn the ignition OFF and wait 30 seconds.
Start the engine and operate the vehicle to full
6 operating temperature
Observe the MIL
Observe engine performance and driveability
After operating the engine within the test
parameters of DTC-1162 check for any stored
codes.
Does the engine operate normally with no stored
codes?
Catalyst Function
Check condition- Engine running
Fault condition- EGO 1 signal = EGO 2 signal for 100 updates
MIL- On during active fault and for 1 second after active fault
Adaptive- Disabled during active fault
Circuit Description
The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the
signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.
Diagnostic Aids
Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks
prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this
trouble code after repairing exhaust leaks, and recheck for code.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pressure
higher than the actual commanded pressure. Adaptive learn is disabled and the MIL command is ON
during this fault.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. High secondary fuel pressure due to a worn or damaged primary or secondary seat may cause
this fault to set
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pressure
lower than the actual commanded pressure. Adaptive is disabled and the MIL command is ON during
this fault.
Diagnostic Aid
Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic
chart. Low secondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. This code will set in the event communication with the ECM is lost. The MIL
command is on.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM
sends back a control signal to the EPR to increase or decrease pressure for precise mixture control.
This code will set if the EPR internal supply voltage is too high.
Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the
system charging voltage to be sure this DTC and other over voltage DTCs are not present. Repair the
charging system if it is found to be out of specification for high charge voltage. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM
sends back a control signal to the EPR to increase or decrease pressure for precise mixture control.
This code will set if the internal EPR supply voltage is low. Adaptive is disabled and the MIL command
is ON.
Diagnostic Aid
This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the
system charging voltage to be sure this DTC and other low voltage DTCs are not present. Repair the
charging system if it is found to be out of specification for low charge voltage. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM
sends back a control signal to the EPR to increase or decrease pressure for precise mixture control.
This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most
instances the EPR will need to be replaced in the event of this code set.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM
sends back a control signal to the EPR to increase or decrease pressure for precise mixture control.
This code will set if the ECM detects an internal circuitry fault in the EPR. In the event of multiple code
sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the
EPR will need to be replaced in the event of this code set.
Circuit Description
The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to
pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM
sends back a control signal to the EPR to increase or decrease pressure for precise mixture control.
This code will set if the ECM detects an internal communication error in the EPR. In the event of multiple
code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most
instances the EPR will need to be replaced in the event of this code set.
Voltage on Aux Analog PU1 is 5.0v or greater for longer than 1 second
Wiring issue between Vehicle Interface Connector 1 (VIC 1) and pin 46 at ECM
Wiring issue between VIC 1 and OEM supplied speed computer
MIL light on during fault
Power Derate 2 enabled
Circuit Description
The AUX PU1 is pulled-up to 5 VDC inside the ECM therefore; if SPDF input becomes an open-circuit into
the ECU the input will remain at 5 VDC. The OEM supplied controller grounds the SPDF circuit when the
vehicle is stopped. As a result, the fault
is configured in the ECU on an AUX PU1 High Voltage state if voltage reached 5.0v for longer than 1
second. This informs the technician that the circuit is open. The technician should verify the wiring is
good from the OEM supplied speed computer to the GCP module. If the wiring is ok, the problem is likely
in the OEM system.
DTC 1554: AUX digital 2 low voltage (SPN 520222: FMI 04)
Aux Digital 2 is used to detect when the operator is cranking the engine by monitoring the key
switch “start” position voltage potential. When the operator attempts to start the engine a 12 volt
signal is sent through the customer interface connector “start in” terminal. The circuit carries the
voltage to the S-Terminal of the starter which will begin engine cranking. The circuit has a splice
which also carries the voltage to terminal 43 of the ECM “Aux Dig 2”. When B+ voltage is
present at terminal 43 Aux Dig 2, the ECM knows the engine is cranking. This fault code is used
to detect a circuit malfunction in which the engine is cranking and there is less than 4 volts at
terminal 43 at the ECM.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM will
attempt to reset itself in the event this fault is set. The MIL command is on and will remain on until the
code is cleared using the DST.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is
executed. Several different things can happen within the microprocessor that will cause this
fault. The ECM will attempt to reset itself in the event this fault is set. The MIL command is on
and will remain on until the code is cleared using the DST.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST.
Circuit Description
The ECM has several internal checks that must be satisfied each time an instruction is executed.
Several different things can happen within the microprocessor that will cause this fault. The ECM
will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on
until the code is cleared using the DST.
Circuit description
The OEM can connect to the J1939 circuit (CAN circuit) at the customer interface connector 2. The
terminals are N and P and continue through the engine wire harness into the GCP header connector.
The terminals at the GCP for J1939 are pins 14 and 15. This DTC will set if the OEM device
connected into terminals N and P at the customer interface connector commands the engine to
shutdown.
CAN Tx
Check Condition-Engine running
Fault Condition-CAN Tx error 120 packets lost within 1 second
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital
devices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. This fault will set if the ECM detects
120 packets lost within a one second time period. The MIL command is ON.
Using a DVOM check for continuity between Repair the Go to Step (5)
ECM pins 14 and 15 shorted circuit
Do you have continuity between them? as necessary.
Refer to
4
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to engine Repair the Go to Step (6)
ground on pins 69 and 81 shorted to
Do have continuity to engine ground? ground circuit
as necessary.
5 Refer to
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to battery Repair the Go to Step (7)
positive on pins 69 and 81 shorted to
Do have continuity them? ground circuit
as necessary.
6 Refer to
Wiring
Repairs in
Engine
Electrical.
Replace the ECM Go to Step (8) _
7
Is the replacement complete?
CAN Rx
Check Condition-Engine running
Fault Condition-CAN Rx error 120 packets lost within 1 second
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital
devices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. This fault will set if the ECM detects
120 packets lost within a one second time period. The MIL command is ON.
Using a DVOM check for continuity between Repair the Go to Step (5)
ECM pins 14 and 15 shorted circuit
Do you have continuity between them? as necessary.
Refer to
4
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to engine Repair the Go to Step (6)
ground on pin 14. shorted to
Do have continuity to engine ground? ground circuit
as necessary.
5 Refer to
Wiring
Repairs in
Engine
Electrical.
Using a DVOM check for continuity to battery Repair the Go to Step (7)
positive on pin 14. shorted to
Do have continuity between them? ground circuit
as necessary.
6 Refer to
Wiring
Repairs in
Engine
Electrical.
Replace the ECM Go to Step (8) _
7
Is the replacement complete?
CAN Rx
Check Condition-Engine running
Fault Condition-5 or more address conflict errors
MIL-ON
Circuit description
The CAN bus (controller area network) is used by the ECM to communicate with other digital
devices used throughout the fuel system. Information is sent over the CAN bus in digital information
“packets” that contain information for various control functions. Individual devices are assigned
network addresses. This fault will set if the ECM detects an address conflict, such as two devices
with the same address. This is usually not due to an in field failure and may be the results of “add
on” CAN devices
MIL
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL output shorted to ground
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related
problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It
will display DTCs that have been stored due to a possible system malfunction. The following DTC charts
in this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is
not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate
with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run
mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current
diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical
schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to
ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to ground.
MIL check
Check Condition-Key ON engine OFF
Fault Condition-ECM MIL output shorted to voltage
MIL Command-ON
Circuit Description
The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash
mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related
problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It
will display DTCs that have been stored due to a possible system malfunction. The following DTC charts
in this manual will instruct the technician to perform the OBD system check. This simply means to verify
the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is
not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate
with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run
mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current
diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical
schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to
ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to voltage.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal
voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read
high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages.
Although the voltages are different, the calculated values for the throttle position percentages should be
very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as
commanded. This fault will set if the actual throttle position is 20% greater than the throttle command.
During this active fault the MIL command is ON and the engine will shutdown.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to determine
signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will
read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these
voltages. Although the voltages are different, the calculated values for the throttle position
percentages should be very close to the same. The TPS values are used by the ECM to determine if
the throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than
the throttle command. The MIL command is ON and the engine will shutdown.
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal
position. Although the voltage outputs are different, the calculated throttle position values should be
very close to the same. This fault will set if FPP 1 is 20% or greater than the FPP 2. The MIL
command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the
FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system
provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually,
and in the event of a failure the complete FPP assembly must be replaced.
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal
position. This fault will set if the FPP 1 voltage exceeds 4.800 volts for longer than 0.5 seconds. If the
voltage exceeds 4.800 volts the FPP is considered to be out of specification. The MIL command is
ON. Forced idle will be in effect during this code set limiting full power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the
FPP connection must be verified in the OEM chassis wiring schematic. The FPP sensor used in this
system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable
individually, and in the event of a failure the complete foot pedal sensor assembly must be replaced.
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal
position. This fault will set if the FPP 1 voltage is less than 0.200 volts at any operating condition while
the key is on. If the voltage drops below 0.200 volts the FPP is considered to be out of specification.
The MIL command is ON. Forced idle will be in effect during this code set limiting full power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the
FPP connection must be verified in the OEM chassis wiring schematic. The FPP sensor used in this
system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable
individually, and in the event of a failure the complete foot pedal sensor assembly must be replaced.
Circuit Description
The foot pedal position sensor uses variable resistors to determine signal voltage based on foot
pedal position. Although the voltage outputs are different, the calculated throttle position values
should be very close to the same. This fault will set if FPP 1 is 20% or more higher that FPP 2.
The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full
power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers
for the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this
system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable
individually, and in the event of a failure the complete FPP assembly must be replaced.
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal
position. This fault will set if the FPP 2 voltage is less than 0.200 volts at any operating condition
while the key is on. If the voltage drops below 0.400 volts the FPP is considered to be out of
specification. The MIL command is ON. Low rev limit and forced idle will be effect during this fault
limiting power output.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for
the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system
provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually,
and in the event of a failure the complete FPP assembly must be replaced.
Circuit Description
The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on foot
pedal position. This fault will set if the FPP 2 voltage exceeds 4.800 volts at any operating condition
while the key is on. If the voltage exceeds 4.800 volts the FPP is considered to be out of
specification. The MIL command is ON. Forced idle and low rev limit will be in effect limiting power
output during this fault.
Diagnostic Aid
FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for
the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system
provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually,
and in the event of a failure the complete FPP assembly must be replaced.
Circuit Description
Dual throttle Position Sensors are used within the throttle that use variable resistors to
determine signal voltage based on throttle plate position. TPS 1 will read lower voltage
when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2
percentages are calculated from these voltages. Although the voltages are different, the
calculated values for the throttle position percentages should be very close to the same.
The TPS values are used by the ECM to determine if the throttle is opening as
commanded. The TPS is not serviceable and in the event of a failure the electronic throttle
assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2.
At this point the throttle is considered to be out of specification, or there is a problem with
the TPS signal circuit. The MIL command is ON and the engine will shutdown.
Barometric Pressure
Check Condition-Key ON
Fault Condition-BP greater than 16 psia
MIL-ON for active fault
Adaptive-Disabled
Circuit Description
The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value
is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the normal
range.
Section 18
Definitions
Definitions s 00-18-1
Group 00 (MMC-PSI) LPG ENGINE
Definitions
Air Valve Vacuum (AVV): The vacuum signal taken from below the air valve assembly and above
the throttle butterfly valve.
ADP: Adaptive Digital Processor.
Air/Fuel Ratio: The amount or balance of air and fuel in the air fuel mixture that enters the engine.
Analog Voltmeter: A meter that uses a mechanical needle to point to a value on a scale of
numbers. It is usually of the low impedance type and used to measure voltage and resistance.
Aromatics: Pertaining to or containing the six-carbon ring characteristic of the benzene series.
Found in many petroleum distillates.
Backfire: Combustion of the air/fuel mixture in the intake or exhaust manifolds. A backfire can
occur if the intake or exhaust valves are open when there is a mis-timed ignition spark.
Benzene: An aromatic (C6H6). Sometimes blended with gasoline to improve anti-knock value.
Benzene is toxic and suspected of causing cancer.
Bi-Fueled: A vehicle equipped to run on two fuels.
Blow-By: Gases formed by the combustion of fuel and air, which ordinarily should exert pressure
only against the piston crown and first compression ring. When rings do not seal, these gases
escape or “blow by” the side of the piston into the crankcase.
BTU: British Thermal Unit. A measurement of the amount of heat required to raise the
temperature of 1lb. of water 1 degree F.
Butane: An odorless, colorless gas, C4H10 found in natural gas and petroleum. One of the five LP
gases.
CAFE: Corporate Average Fuel Economy.
CARB: California Air Resources Board.
Carbon Monoxide (CO): A chemical compound of a highly toxic gas that is both odorless and
colorless.
Carburetor: An apparatus for supplying an internal-combustion engine a mixture of vaporized fuel
and air.
Cathode Ray Tube: A vacuum tube in which cathode rays usually in the form of a slender beam
are projected on a fluorescent screen and produce a luminous spot.
Circuit: A path of conductors through which electricity flows.
Closed Loop Operation: Applies to systems utilizing an oxygen sensor. In this mode of
operation, the system uses oxygen sensor information to determine air/fuel ratio. Adjustments
are made accordingly and checked by comparing the new oxygen sensor to previous signals.
No stored information is used.
CNG: Compressed Natural Gas.
CKP: Crankshaft Position Sensor
CMP: Camshaft Position Sensor
Conductor: A material, normally metallic, that permits easy passage of electricity.
Contaminants: Impurities or foreign material present in fuel.
Control Module: One of several informal names for a solid state microcomputer which monitors
engine conditions and controls certain engine functions; i.e. air/fuel ratio, injection and ignition
time, etc. The formal name and the one used throughout this manual is ECM, or Engine
Control Module.
Converter: A LPG fuel system component containing varying stages of fuel pressure regulation
combined with a vaporizer.
Cryogen: A refrigerant used to obtain very low temperatures.
Current: The volume or flow of electrons through a conductor. Measured in amperes or amps.
DBW: Drive By Wire
Dedicated Fuel System: A motor fuel system designed to operate on only one fuel type.
Diaphragm: A thin, flexible membrane that separates two chambers. When the pressure in one
chamber is lower than in the other chamber, the diaphragm will move toward the side with the
Definitions 00-18-2
Group 00 (MMC-PSI) LPG ENGINE
low pressure.
Diaphragm Port: The external port located at the fuel inlet assembly and connected to the
vacuum chamber above the air valve diaphragm.
DLC: Data Link Connector.
DTC: Diagnostic Trouble Code
DST: Diagnostic Scan Tool.
DVOM: Digital Volt/ohm Meter. A meter that uses a numerical display in place of a gauge and is
usually of the high impedance type.
ECT: Engine Coolant Temperature.
ECM: Electronic Control Module
ECOM: A DLC cable supporting CAN and serial communication with a PSI/EControls ECM.
EFI: Electronic Fuel Injection. A fuel injection system, which uses a microcomputer (ECM) to
determine and control the amount of fuel, required by, and injected into, a particular engine.
EGO: Exhaust Gas Oxygen, used to describe a sensor. Also known as “HEGO” (Heat Exhaust
Gas Oxygen) sensor, “O2” or “Oxygen sensor.
EGR: Exhaust Gas Recirculation.
EPA: Environmental Protection Agency: A regulating agency of the Federal government which,
among other duties, establishes and enforces automotive emissions standards.
Ethanol: Grain alcohol (C2H5OH), generally produced by fermenting starch or sugar.
Evaporative Emissions Controls: An automotive emission control system designed to reduce
hydrocarbon emissions by trapping evaporated fuel vapors from the fuel system.
Excess Flow Valve: A check valve that is caused to close by the fuel when the flow exceeds a
predetermined rate.
FTV: Fuel Trim Valve.
FFV: Flexible Fuel Vehicle.
Firing Line: The portion of an oscilloscope pattern that represents the total amount of voltage
being expended through the secondary circuit.
FMVSS: Federal Motor Vehicle Safety Standards.
FPP: Foot Pedal Position Sensor
Fuel Injector: a spring loaded, electromagnetic valve which delivers fuel into the intake manifold,
in response to an electrical input from the control module.
Fuel Lock: A solenoid-controlled valve located in the fuel line to stop the flow when the engine
stops or the ignition switch is off.
Gasohol: 10 percent ethanol, 90 percent gasoline. Often referred to as E-10.
Gasoline: A motor vehicle fuel that is a complex blend of hydrocarbons and additives. Typical
octane level is 89.
GCP: Spectrum III (90-pin) ECM.
Greenhouse Effect: A scientific theory suggesting that carbon dioxide from the burning of fossil
fuels is causing the atmosphere to trap heat and cause global warming.
HC: Hydrocarbon. An organic chemical compound.
HD 10: A fuel of not less than 80% liquid volume propane and not more than 10% liquid volume
propylene.
HD 5: A fuel of not less than 90% liquid volume propane and not more than 5% liquid volume
propylene.
HDV: Heavy Duty Vehicle.
Heavy Ends: A term used to describe the build up of wax-like impurities that fall out of LPG when
vaporized.
HEGO: Heated Exhaust Gas Oxygen, used to describe a sensor. Also known as “EGO”
(Exhaust Gas Oxygen sensor), “O2” or “Oxygen sensor.
Hg: Chemical symbol for the element mercury. Used in reference to a measure of vacuum (inches
of Hg).
Definitions 00-18-3
Group 00 (MMC-PSI) LPG ENGINE
Histogram: The graphical version of a table which shows what proportion of values fall into
specific categories over a specific period of time.
Hydrocarbon: A chemical compound made up of hydrogen and carbon (HC). Gasoline and
almost all other fuels are hydrocarbons.
Hydrostatic Relief Valve: A pressure relief device installed in the liquid LPG hose on a LPG fuel
system.
IAT: Intake Air Temperature
Ideal Mixture: The air/fuel ratio at which the best compromise of engine performance to exhaust
emissions is obtained. Typically 14.7:1.
Ignition Reserve: The difference between available voltage and the required voltage.
ILEV: Inherently Low Emission Vehicle.
Impedance: A form of opposition of AC electrical current flow (resistance) measured in ohms.
Insulation: A nonconductive material used to cover wires in electrical circuits to prevent the
leakage of electricity and to protect the wire from corrosion.
Intercept: An electrical term for a type of splice where the original circuit is interrupted and
redirected through another circuit.
Knock: Sound produced when an engine’s air/fuel mixture is ignited by something other than the
spark plug, such as a hot spot in the combustion chamber. Also caused by a fuel with an octane
rating that is too low and/or incorrect ignition timing. Also called detonation or ping.
Lambda Sensor: A feedback device, usually located in the exhaust manifold, which detects the
amount of oxygen present in exhaust gases in relation to the surrounding atmosphere. (See
HEGO).
LDV: Light Duty Vehicle.
Lean Mixture: An air to fuel ratio above the stoichiometric ratio; too much air.
LEV: Low Emission Vehicle.
Limp-in or Limp Home: A mode where the ECM or a component has failed, but the vehicle
remains operational although the engine may operate minimally. This term may also describe
the drivability characteristics of a failed computer system.
Liquid Petroleum Gas (LPG): A fuel commonly known as propane consisting mostly of propane
(C3H8), derived from the liquid components of natural gas stripped out before the gas enters the
pipeline, and the lightest hydrocarbons produced during petroleum refining. Octane level of LPG
is 107.
LPG: Liquified Petroleum Gas.
M85: A blend of gasoline and methanol consisting of 85% methanol and 15% gasoline.
Measurements of Pressure: 1 PSI=2.06” Hg (mercury) = 27.72” H2O (water column). At sea
level atmospheric pressure is 29.92” Hg.
Methanol: Known as wood alcohol (CH3OH), a light, volatile, flammable alcohol commonly made
from natural gas.
MIL: Malfunction Indicator Lamp.
Misfire: Failure of the air/fuel mixture to ignite during the power stroke.
Mixer: Fuel introduction device that does not include a throttle plate.
MFI: Multiport Fuel Injection. A fuel injection system that uses one injector per cylinder mounted
on the engine to spray fuel near the intake valve area of combustion chamber.
MSV: Manual Shut-Off Valve. Refers to the manually operated valve on the LPG tank.
MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to gasoline to reduce harmful emissions and to
improve the octane rating.
Multi-fuel System: A motor fuel system designed to operate on two different fuels, such as LPG
and gasoline.
Natural Gas: A gas formed naturally from buried organic material, composed of a mixture of
hydrocarbons, with methane (CH4) being the dominant component.
Definitions 00-18-4
Group 00 (MMC-PSI) LPG ENGINE
Definitions 00-18-5
Group 00 (MMC-PSI) LPG ENGINE
Spark Line: The portion of an oscilloscope pattern that represents the time during which the
air/fuel mixture is being burned in the combustion chamber.
Splice: An electrical term for the joining of two or more conductors at a single point.
Stoichiometric Ratio: An ideal fuel/air ratio for combustion in which all of the fuel and most of the
oxygen will be burned.
Sulfur Oxides: Chemical compounds where sulfur is bonded to oxygen produced by the
combustion of gasoline or any other fuel that contains sulfur. As sulfur oxides combine with
water in the atmosphere to form sulfuric acid.
System Pressure: The fuel pressure maintained in the system during normal engine operation.
Tap: An electrical term for a type of splice where the original circuit is not interrupted.
TBI: Throttle Body Injection. Any of several injection systems that have the fuel injector(s)
mounted in a centrally located throttle body.
Throttle Body: Controls engine RPM by adjusting the engine manifold vacuum to the mixer.
Consists of a housing shaft, throttle liner and butterfly valve.
TLEV: Transitional Low Emission Vehicle.
TMAP: Combined Air Inlet and Manifold Pressure Sensor.
Toluene: A liquid aromatic hydrocarbon C7H8.
TPS: Throttle Position Sensor.
TSB: Technical Service Bulletin.
ULEV: Ultra Low Emission Vehicle.
USB: Universal Serial Bus. A plug or interface supplied on most personal computers.
Vaporization: A process in which liquid changes states into gas.
Venturi Air Valve Vacuum (VAVV): An amplified air valve vacuum signal coming from the venturi
area of the mixer, directly exposed to airflow before the addition of vaporized LPG.
Volt/ohmmeter (VOM): A combination meter used to measure voltage and resistance in an
electrical circuit. Available in both analog and digital types. May also referred to as AVOM and
DVOM.
Voltage: The electrical pressure that causes current to flow in a circuit. Measured in volts.
Voltage Drop: A lowering of the voltage in a circuit when resistance or electrical load is added.
Voltmeter: A meter that uses a needle to point to a value on a scale of numbers usually of the low
impedance type; used to measure voltage and resistance.
VSS: Vehicle Speed Sensor
Xylene: C6H4 (CH3)2. Any of three toxic, flammable, and oily isomeric aromatic hydrocarbons that
are dimethyl homologues of benzene and usually obtained from petroleum or natural gas
distillates.
ZEV: Zero Emission Vehicle.
Definitions 00-18-6
GROUP 01
GROUP 01
SM 1024 01-0
Group 01, Engine Cooling System
Section 1
SM 1024 01-1-1
Group 01, Engine Cooling System
Description The radiators of the different models of the truck are not
the same, but the procedures for general service are the
The engine cooling system is a conventional setup and same. Radiator repair is not covered in this manual. Radi-
consists of the radiator, the fan and drive belt, the thermo- ator service shops should be consulted if the radiator is
stat, the water pump, and associated hoses. The radiator is clogged, cracked, or otherwise unserviceable. The compo-
filled through the overflow bottle, a reservoir for extra nents that can be serviced include the belts (gas and LPG
coolant that allows for fluid expansion as the fluid gets engines have two belts), the thermostat, the water pump,
warmed in the engine. The transmission oil cooler is sepa- and hoses.
rate from the engine cooling system, but is mounted
directly below the radiator.
Clamp
Overflow Hose Torque: 4 Nm(35 lbf·in)
Radiator Radiator Engine in
Cap Screw
Torque: 8-10 Nm
(5.9-7.3 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft) Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Shroud
Air Vent Hose Fan Guard
Overflow
Hose
Reservoir Bottle
Radiator Engine
out lower
[SI-52774B]
Cooling System
SM 1024 01-1-2
Group 01, Engine Cooling System
Section 2
Temperature gauge in red zone Engine shuts down (automatic engine shut-
• Radiator fins plugged; blow debris from radiator. down sensor)
• Blockage in system; drain, flush, and refill system. • High transmission temperature; check transmission
oil cooler components.
Engine overheating • Low engine oil pressure; check oil level and fill
and check for leaks.
• Loose fan belt; tighten to correct tension (see Sec- • High coolant temperature; check “Engine over-
tion 4 for belt tensioning procedure). heating” for symptoms and remedies.
• Low coolant level; refill and check for leaks.
• Radiator pressure cap is defective. Water pump leaks
• Inadequate air flow to the radiator; check that fan
• Pump has a worn shaft and/or seal.
blades have the coined imprinting facing the
engine and are not installed backwards. • Bad gasket.
• Missing or damaged fan shroud or shields on radia- • Broken pump impeller.
tor. Replace the seals and gaskets or replace the pump.
• Radiator fins plugged; blow debris from radiator.
• Radiator clogged; drain and flush radiator. Water pump making noise
• Scale or deposits in cooling system; drain and flush • Worn pump shaft or bearings loose or worn.
entire cooling system.
• Pump impeller broken.
• Radiator defective; repair or replace the radiator.
• Loose fan belt.
• Thermostat incorrect or defective.
• Bent or broken fan blade.
• Collapsed radiator hose(s) on suction side of cool-
• Fan hitting engine or shroud.
ing system.
• Water pump defective.
Engine runs cold, emits excessive blue/white
• Water passages in engine are clogged.
exhaust smoke or idles roughly
• Air in cooling system; drain and flush.
• Contaminated fuel.
• LP gas leak into cooling system.
• Autochoke malfunctioning - gas model only.
• Ignition timing misadjusted.
• Fouled spark plugs.
• Excessive exhaust system back pressure.
• Coolant temperature below normal due to incorrect
• Engine oil level is low or needs changing.
or defective thermostat; replace the thermostat.
• Engine overloaded.
• Defective temperature sender or indicator light;
• Engine internal parts worn. check and replace if necessary.
• Leaking head gasket.
• Defective temperature gauge. Oil in coolant or coolant in crankcase
• Leaking head gasket.
• Cylinder head bolts not tight.
• Cylinder head cracked.
• Engine cylinder block water jackets cracked.
SM 1024 01-2-1
Group 01, Engine Cooling System
Section 3
! WARNING
2376150
The engine coolant fan, on all internal combustion engines, can cause
extensive injury and bodily harm. Keep hands, arms and clothing away
from a spinning fan. Also, don’t stand in line with a spinning fan.
SM 1024 01-3-1
Group 01, Engine Cooling System
! CAUTION
Use extreme care when removing the cap
from the radiator. Never remove the radiator
cap from a hot engine. It is a good safety 3. Remove the radiator cover. See Group 38 for instruc-
practice to use a shop cloth over the cap as tions.
shown if there is any possibility of pressure 4. Use a rag to cover the radiator cap and turn to the
being present. Turn cap to the first stop and first stop to release any steam. Let all pressure and
note if any steam is released. When you are steam run out of the radiator before removing the
sure all pressure has been released, press cap.
down on the cap with the cloth in place, turn
and remove the cap. Stand clear of the radia- 5. Check the coolant level in the radiator; coolant level
tor opening; hot coolant can splash out. should be to the bottom of the filler neck opening.
Steam or hot coolant can cause severe burns. 6. Fill the reservoir and radiator to the correct level of
Failure to follow these instructions could coolant and close tightly.
result in serious personal injury and/or dam-
age to the cooling system or engine. IMPORTANT
Do not overfill the system. If necessary, wait
4 hours or until the engine is completely cool
before adding coolant to the correct levels in
the reservoir and radiator.
SM 1024 01-3-2
Group 01, Engine Cooling System
! CAUTION
Use extreme care when removing the cap
from the radiator. When checking coolant
level in the radiator, use a rag over the cap.
Turn cap to the first stop and allow all pres-
sure and steam to be released before remov-
ing cap.
NOTE
2. Remove the radiator cap. See CAUTION above. A coolant solution containing 50% ethylene
3. Inspect the condition of the coolant. Look for exces- glycol provides freezing protection to -37° C
sive contamination, rust, oiliness, or gummy deposits (-34° F). Refer to Service Information Bulle-
in the coolant solution. The coolant should have a tin, SI-01-207-78 for more information on the
clean appearance. use of antifreeze.
SM 1024 01-3-3
Group 01, Engine Cooling System
11. If the engine has been requiring the addition of large 2. The gauge pressure reading should hold within the
amounts of coolant: specified limits of the cap relief pressure. Cap should
• Inspect the radiator for blockage of air flow have a pressure rating of 96 kPa (14 psi) nominal and
through the fins. Air clean the radiator. 83-109 kPa (12-16 psi) limits. If the test relief pres-
• Check the tailpipe. Be sure exhaust flow is not sure either exceeds or is below the specified limits,
blowing into the radiator. Make sure all baffles replace the cap with a new Clark part.
and shrouds are in place.
• Check fan belt and cooling fan.
• Check and make sure the fan is not installed
Testing Radiator and Cooling System
backward. The coined imprinting on the fan
blades should be facing the engine for correct 1. Pressure test the radiator and cooling system to deter-
operation. mine if it will hold the correct pressure without leaks
• Check engine oil to see if it contains coolant. or failure. Wet the rubber sealing surfaces and install
• Check the radiator cap to see that it has the cor- the tester cap tightly on the radiator fill neck. Apply
rect rating. pressure to the cooling system equal to the radiator
• Pressure test the radiator and cooling system. cap specified relief pressure of 90 kPa (13 psi) nomi-
See “Cooling System Tests” in this Section for nal and 83-109 kPa (12-16 psi) limits.
procedures to test the radiator and cooling sys-
tem. Repair any leaks or blockage.
• Test the engine thermostat. See “Cooling System
Tests” in this Section for procedures to test the
thermostat. Replace the thermostat if faulty.
SM 1024 01-3-4
Group 01, Engine Cooling System
2. Fully immerse the thermostat in a pan of water. Heat 3. Place a hose on the drain valve nipple and run to the
the pan slowly while stirring the water to produce an drain pan. Open the coolant drain valve on the engine
even temperature. Use a thermometer to measure the block.
temperature at which the thermostat valve cracks
(starts to open) and when it is fully open. If the test
results are not to specification, replace the thermo- Drain valve
stat.
Flywheel
Hose
! CAUTION
Allow engine to cool first, then use extreme
care when removing the cap from the radia-
tor. Use a rag over the cap, turn cap to the
first stop, and allow all pressure and steam to
be released.
SM 1024 01-3-5
Group 01, Engine Cooling System
Cleaning and Flushing Cooling System 4. Fill the coolant recovery bottle (overflow reservoir)
to the cold range mark line with new coolant.
NOTE
If the condition of the used coolant indicates
severe contamination, rust deposits, scale, or
Hot range mark
oil in the system, determine the cause of the
contamination and make sure to clean and
Cold range mark
flush the cooling system with a commercial
cleaner. Choose a product from a reliable
manufacturer and follow all instructions for
its use.
SM 1024 01-3-6
Group 01, Engine Cooling System
Section 4
Cap Screw
Torque: 20-25 Nm(14.8-18.4 lbf·ft)
Fan Guard
Fan
Fan Spacer
SM 1024 01-4-1
Group 01, Engine Cooling System
Belt Checks
To check the belts:
• Check belt tension by pushing and pulling on the
span; belt should move only about 4 mm (0.16 in). 3. When the bolt is sufficiently loose, remove the belt
• Inspect belt and pulleys for damage. from the fan and engine pulley.
• Belt must not have any cracks or ride in the bottom
of the pulley grooves. Alternator/Water Pump Belt Removal
• Be sure there is no oil on the belt.
1. Remove fan drive belt.
• A belt which has been slipping will be glazed and
cracked, and should be replaced. 2. Loosen the lock nut and back off the adjustment bolt
Belt tensioning procedures follow belt removal and on the alternator mounting bracket to create slack in
replacement steps. the belt.
Lock nut
Adjustment
Bolt
SM 1024 01-4-2
Group 01, Engine Cooling System
Alternator
Pully
Measuring belt deflection with a gage.
2. Tighten the lock nut.
3. Tighten the pivot bolt at the base of the alternator.
SM 1024 01-4-3
Group 01, Engine Cooling System
4. Tighten the bearing support mounting bolts to 40-45 4. Loosen 2 bolts to lessen the belt tension.
N•m (29.5-33.3 ft-lb).
5. Set the jam nut on the set screw to prevent the screw
from moving.
SM 1024 01-4-4
Group 01, Engine Cooling System
Section 5
SM 1024 01-5-1
Group 01, Engine Cooling System
Clamp
Overflow Hose Torque: 4 Nm(35 lbf·in)
Radiator Radiator Engine in
Cap Screw
Torque: 8-10 Nm
(5.9-7.3 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft) Cap Screw
Torque: 20-25 Nm
(15-18 lbf·ft)
Shroud
Air Vent Hose Fan Guard
Overflow
Hose
Reservoir Bottle
Radiator Engine
out lower
[SI-52774B]
SM 1024 01-5-2
Group 01, Engine Cooling System
Radiator Removal
6. Remove the flange capscrews (2EA) from the frame.
NOTE Pay attention not to miss the rubber.
Servicing radiators is not covered in this
manual and radiator repair shops should be
consulted for service and repair of defective
radiators.
! CAUTION
Capscrews
2. Park the truck and block the wheels. Tilt the steering
column forward and raise the operator’s seat deck. 7. Take out the radiator upwards.
SM 1024 01-5-3
Group 01, Engine Cooling System
IMPORTANT
Use new hoses if cracking or drying is evident
Capscrews around the positions of the clamps or if the
hoses are deteriorated in any way.
Shroud
Radiator
reservior bottle
SM 1024 01-5-4
GROUP 03
GROUP 03
SM 1024 03-0
Group 03, Intake and Exhaust System
Section 1
Specifications Description
Air Cleaner Type: Canister style with replaceable paper The reason for providing an air cleaner for the engine is to
element and air-restriction indicator. protect the engine from abrasive dust and dirt entering the
cylinders and causing excessive wear. Industrial truck
operating environments can contain a high concentration
Fastener Torques
of dust, fibers, or other contaminants. Dirty filter elements
Air Cleaner Hose Clamp Torques: or loose, leaking, or broken hoses or clamps can dramati-
1.5-2.5 Nm (1.09-1.8 lbfft) cally shorten engine life. Clogged air filters cause engine
power loss and poor fuel economy.
Gas/LPG Air Horn Intake Hose Clamp Torques:
1.9-2.9 Nm (1.3-2.1 lbfft) The air cleaner used on the truck is a canister style filter
with a large centrifugal air pre-filter and a larger filter ele-
Diesel Air Horn Intake Hose Clamp Torques:
ment to increase service intervals. A dirt ejector port of
1.5-2.5 Nm (1.1-1.8 lbfft)
the bottom of the canister allows particles to be expelled
Air Cleaner Bracket Mounting Nut Torques: from, rather than trapped in, the filter. Some trucks are
20-25 Nm (14.5-18.5 lbfft) equipped with an “air restriction indicator” that warns the
driver of dirty and restricted air intake. The air cleaner
Service Intervals should only be serviced when the air restriction indicator
shows service is required or every 2000 hours. However,
Air Cleaner (Filter) Replacement: the system components should be visually checked regu-
larly for leaks, holes, or other damage that could affect the
• Gas/LPG trucks, replace every 2000 hours
readings of the air restriction indicator. The air restriction
• Diesel trucks, replace every 1000 hours. indicator light is in the driver’s instrument pod.
The air filter assembly includes intake and outflow hoses,
IMPORTANT
the filter cannister, the filter element, the air restriction
Filter replacement intervals also depend on oper- indicator, the dirt ejector, and a mounting clamp. The air
ating conditions. The filter canister and element intake opening is located in a leg of the operator’s cell,
should be check visually at regular intervals to high enough above the ground to prevent excessive dust
check for leaks, holes, or other conditions that and dirt from entering the system. The outflow hose is
will affect the air restriction indicator. Air connected to the gas or LPG carburetor or the diesel
cleaner should be serviced when the air restric- intake manifold. The mounting bracket for the canister is
tion indicator shows service is required. under the seat deck to the driver’s left and is easy to reach
An optional safety element is also available which for service.
fits inside the standard element. If the optional
element becomes dirty, the standard element is
also bad and both inner (optional element) and
outer (standard element) should be changed.
SM 1024 03-1-1
Group 03, Intake and Exhaust System
Section 2
Dirty or restricted air induction components can cause If any of these problems occur with the truck, the air filter
several problems with your truck’s operation. Regular may be clogged or the air intake system is restricted. Ser-
maintenance and service of the filter element and related vice the entire system to make sure that air flow is clean
components can prevent problems with your truck. The and unrestricted. Change the filter element and check all
air restriction indicator also automatically gauges the air hoses, tubing, and the filter canister for tight fittings. Look
induction system performance and can warn you when at all connections for fan-shaped dust deposits that indi-
problems arise. The air restriction indicator switch is a cate possible air leaks. Check all hoses for proper seating
mechanical control mounted on the air filter canister. The and look for cracks or damage. Make sure all hose clamps
switch monitors the vacuum present in the system and are properly torqued.
determines when the air flow is not adequate; either a
clogged air intake or dirty filter element prevents the full,
required amount of air from reaching the engine.
Clogged air filters may cause the following symptoms :
• Engine starts but does not remain running.
• Engine lacks power.
• Excessive black exhaust smoke.
• Fuel or oil leaking from exhaust manifold.
• Excessive fuel consumption.
• Low compression.
SM 1024 03-2-1
Group 03, Intake and Exhaust System
Section 3
SM 1024 03-3-1
Group 03, Intake and Exhaust System
Exhaust
Tail Pipe
Bolt
Torque: 60-65 Nm
(44-48 lbf½ft)
Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Lower Pipe
Bolt
Torque: 60-65 Nm(44-48 lbf½ft)
Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf½ft)
Exhaust Pipe
- Front
Capscrew
Torque: 40-45 Nm(30-33 lbf½ft)
NUT
CTWT Cover Torque: 30-35 Nm
(22-26 lbf½ft)
[SI-52775A]
SM 1024 03-3-2
Group 03, Intake and Exhaust System
Section 4
Exhaust Systems
! CAUTION
SAFE PARKING. Before working on
truck:
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with
no gaps or breaks.
2. Put upright in vertical position and
fully lower the forks or attachment.
3. Put all controls in neutral. Turn key
switch OFF and remove key.
4. Apply the parking brake and block the
wheels.
SM 1024 03-4-1
Group 03, Intake and Exhaust System
Vertical Pipe
Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Overhead Guard
& Cab
Vertical Pipe
Capscrew
Torque: 70-80 Nm
(52-59 lbf½ft)
Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Muffler Capscrew
Torque: 40-45 Nm(30-33 lbf½ft)
Gasket
Exhaust pipe
Exhaust pipe
Rear Frame
Capscrew
Torque: 20-25 Nm
Engine (14.8-18.4 lbf½ft)
Capscrew
Torque: 40-45 Nm(30-33 lbf½ft)
SM 1024 03-4-2
Group 03, Intake and Exhaust System
Tail Pipe
Capscrew
Tail Pipe Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Muffler Capscrew
Torque: 20-25 Nm(14.8-18.4 lbf½ft)
Gasket
Exhaust pipe
Exhaust pipe
Rear Frame
Capscrew
Torque: 20-25 Nm
(14.8-18.4 lbf½ft)
Engine
Capscrew
Torque: 40-45 Nm
(30-33 lbf½ft)
Count weight
[SI-52917B]
SM 1024 03-4-3
Group 03, Intake and Exhaust System
Removal steps
SM 1024 03-4-4
Group 03, Intake and Exhaust System
SM 1024 03-4-5
GROUP 07
GROUP 07
Transmission
Maintenance ...............................................Section 3
SM 1024 07-0
Group 07, Transmission
Section 1
SM 1024 07-1-1
Group 07, Transmission
1. Structure
SM 1024 07-1-2
Group 07, Transmission
2. Specifications
Model KAPEC
Type 3-element, 1-step, 2-phase type
Torque converter Torque ratio upon stalling 2.87
Discharge pressure (bar) of the torque converter 2.2~4.0
Oil TEXTRAN TDH
Type Power shift
Transmission Gear shifting (forward/reverse) 1/1
Operation Solenoid-type selection valve
3. Names of components
1. Torque Convertor
2. Temperature Sensor
3. Control Valve
4. Oil Level Gauge
5. Air Breather
6. Oil Filter
7. Output Gear (U-joint Shaft Assembly)
8. Speed Sensor
SM 1024 07-1-3
Group 07, Transmission
4. Function
The torque converter is an automatic hydraulic driving device that transfers engine torque through hydraulic pressure.
Power supplied from the torque converter rotates the charging pump. The oil in the oil reservoir is drawn from the trans-
mission by the charging pump. All of the drawing oil is conveyed to the oil filter for filtering foreign substances.
Oil screened through the filter is sent to the control valve.
The main pressure regulator valve builds up the pressure required for the clutch pack and supplies the oil to the solenoid
valve. The oil is supplied to the line of the forward or backward clutches selected by the operation of the solenoid valve to
operate the clutch.
After being used to maintain clutch pressure, the oil that remains flows into the torque converter to allow the converter’s
pressure regulator valve to keep the hydraulic pressure uniform on the flow path inside the converter.
• Pressure of the oil supplied to the torque converter: 4 to 7 kgf/cm¸
• Pressure of the oil discharged from the torque converter: 2 to 4.5 kgf/cm¸ (28.4-64 psi)
The torque converter is continuously supplied with oil throughout its operation: The impeller wheel of the converter rotates
to supply kinetic energy to the oil, which in turn causes the turbine wheel to rotate.
The oil made to flow through the turbine wheel further flows to the blade of the stator wheel, which changes the direction
of oil flow, and then between the impeller wheels to increase torque.
The oil is supplied to the cooler from the converter, and the cooler allows oil flow to the path cooled by air to eliminate heat.
After cooling, the oil lubricates the clutch through the lubricant path of the clutch shaft.
Positioned between the cooler and the lubrication system, the lubrication relief valve returns excessive oil to the oil reser-
voir of the transmission.
5. Hydraulic circuit
SM 1024 07-1-4
Group 07, Transmission
Input
Torque converter
Clutch shaft
Output gear
Output
(2) Reverse
Input
Torque converter
Clutch shaft
Output
SM 1024 07-1-5
Group 07, Transmission
7. Control valve
(1) Structure
ͨ ͩ ͥ
ͣ ͤ ͦ ͧ
(2) Functions
The control valve consists of the main relief valve, solenoid valve, modulation valve, and inching valve.
The oil supplied from the pump flows into the main relief valve of the control valve, and the pressure of the oil rises to
10.8-14.9 kgf/cm¸.
The flow direction of the oil with pressure built up to a certain level by the main relief valve is decided by the solenoid
valve, i.e., forward or backward.
The flow direction of the oil is decided by the solenoid valve, and the oil can transfer the power generated from the torque
converter through the flow path between the torque converter housing and the transmission case to the drive axle.
The modulation valve allows streamlined connection for gear shifting.
The valve increases the hydraulic pressure in an incremental manner upon gear shifting and decreases the high gear shifting
speed to absorb impact.
When pressure continuously rises, the modulation valve shuts down the modulation function and relieves the pressure in
order to make the modulation function ready to perform again upon gear shifting.
The inching valve partially relieves the pressure on the clutch to increase the engine rotation rate sufficiently for the lifting
operation of the forklift truck and decreases the traveling speed of the truck.
SM 1024 07-1-6
Group 07, Transmission
8. Clutch shaft
(1) Structure
Reverse gear
Forward gear
(2) Functions
The forward and reverse directions of the clutch pack are decided by the solenoid valve of the control valve. Oil is made
to flow by the pump into the clutch pack through the flow path of the transmission at pressure of 9-14.2 kgf/cm¸.
The oil applies pressure to the piston of the clutch pack for coupling the clutch pack.
In such case, the clutch shaft continuously rotates due to the turbine wheel of the torque converter.
The clutch gear is connected to the rotating drum, transferring power generated from the rotation to the output gear that
comes in contact with the clutch gear.
SM 1024 07-1-7
Group 07, Transmission
Section 2
SM 1024 07-2-1
Group 07, Transmission
1. Disassembly 3-2) Remove the hexagonal bolts, the washers, and the
flexible plate.
1-1. Disassembly of transmission Hexagonal bolts Flexible
1. Discharge the oil. plate
(Disassembling the drain plug from the T/C housing)
(* T/C = Torque converter)
2. Lay a wooden (or plastic) panel on the work table and
place the transmission on the panel.
Care shall be taken to protect the product from
destruction or damage during assembly.
(or disassembly)
Washer Torque
• Never forget to use a lifting device during dis- converter
assembly or assembly work to prevent the
injury of workers and damage to product com-
ponents. 4. Disassemble the PTO shaft.
PTO shaft
Wooden or
plastic panel
Snap ring
SM 1024 07-2-2
Group 07, Transmission
6. Disassemble the sub-assembly of the oil pump. 6-4) Disassemble the O-ring from the sub-assembly of
6-1) Remove the hexagonal bolt (M81.25P*38L), the pump.
followed by the copper washer.
Hexagonal bolts
Copper
washer
O-ring
6-2) Remove the plug (PT 1/8). 7. Disassemble the sub-assembly of the control valve.
Loosen the hexagonal bolt (M8*1.25P*60L).
Plug
Hexagonal
bolts
Control valve
assembly
Gasket
SM 1024 07-2-3
Group 07, Transmission
7-3) Disassemble the sub-assembly of the control 10. Remove the O-ring after disassembling the nipple.
valve, followed by the gasket.
Sub-assembly of
the control valve
Gasket
O-ring Nipple
O-ring
8. Disassemble the oil filter and the filter adaptor. 11. Disassemble the air breather.
Filter
adaptor
Air breather
Oil filter
T/C
cover
Steel ball
Spring
O-ring
Plug
SM 1024 07-2-4
Group 07, Transmission
13. Disassemble the oil level gauge. 16. Disassemble the temperature sensor.
Oil level
gauge
14. Disassemble the sock bolt, followed by the clamp. 17. Lay the transmission on the T/C housing, taking care
not to cause damage to the housing. (Lay the engine
mounting such that the surface of the mounting is
placed at the bottom.)
Clamp
Socket
bolt
15. Loosen the socket bolt, and then disassemble the pipe
and remove the O-ring from the pipe.
18. Disassemble the plug, the spring, and the oil filter,
and then remove the O-ring from the plug.
Socket gears
O-ring
SM 1024 07-2-5
Group 07, Transmission
19. Remove the plug. (PT3/8*4?PT1/8 *4) 21. Carefully turn the transmission upside down in the
transmission case (placing the main pump mounting
such that the surface of the mounting is placed at the
bottom). Then, remove the four socket bolts.
Socket bolt
20. Remove all the bolts except for the four socket bolts.
Socket bolt
SM 1024 07-2-6
Group 07, Transmission
24. Put the gear assembly on its proper place. 27. Remove the idle gear (intermediate) assembly.
Clutch gear
assembly
Output gear
assembly
Playing (intermediate)
gear assembly 28. Remove the clutch gear assembly.
Oil seal
SM 1024 07-2-7
Group 07, Transmission
1-2. Disassembling the gear assembly 1-3) Disassemble the sub-assembly of the forward clutch.
Reverse clutch
sub-assembly
1-1) Disassemble the seal ring. 1-4) Disassemble the bearing (No. 6011).
Seal ring
(small) x 1
Seal ring
(large) x 4
1-2) Disassemble the bearing (No. 6207) and the spacer. 1-5) Disassemble the sub-assembly of the reverse clutch.
Bearing(No. 6207)
Spacer
SM 1024 07-2-8
Group 07, Transmission
1-6) Structure of the sub-assembly of the forward clutch. 1-9) Disassemble the snap ring, followed by the back
plate, the friction disk, and the steel plate.
Friction
disk
Steel plate
! CAUTION
When disassembling the wire ring, the ring
Sub-assembly
may suddenly be released with high power by
of clutch gear the spring; disassemble the wire ring while
tightly fastening the spring.
Wire ring
Back plate
Spring
1-8) Disassemble the snap ring, followed by the bear- Quad ring
ing. Clutch piston
Quad ring
Bearing
(No. 6812) Seal ring
Snap ring
SM 1024 07-2-9
Group 07, Transmission
1-12) Sub-assembly of the reverse clutch. 1-15) Disassemble the snap ring, followed by the back
plate, the friction disk, and the steel plate.
Friction
disk
Steel plate
Wire ring
1-14) Remove the snap ring, followed by the bearing. Back plate
Spring
Quad ring
Clutch piston
Quad ring
Bearing
(No. 6812)
Snap ring
Seal ring
SM 1024 07-2-10
Group 07, Transmission
2. Disassemble the idle gear assembly. 3. Disassemble the output gear assembly.
2-1) Disassemble the bearing, followed by the upper 3-1) Disassemble the seal ring, the oil ring, and the
and lower idle gear. sealing cap.
Seal ring
Bearing Oil seal
(No. 6207)
Bearing
(No. 6012)
SM 1024 07-2-11
Group 07, Transmission
2. Assembly 1-4) Assemble the return spring, the back plate, and the
wire ring on the sub-assembly of the drum.
2-1. Assembling the gear assembly
Assemble the parts in reverse order of disassembling the
gear assembly.
Seal
! CAUTION
When disassembling the wire ring, the ring
may suddenly be released with high power by
the spring; disassemble the wire ring while
tightly fastening the spring.
1-5) Assemble the steel plate and the friction disk alter-
1-2) Assemble the quad ring in the piston groove. nately. Then, assemble the back plate and fasten
* Apply grease on the quad ring after assembling. the snap ring.
Friction
disk
Steel plate
Quad ring
SM 1024 07-2-12
Group 07, Transmission
1-6) Assemble the snap ring after assembling the bear- 2. Sub-assembly of the reverse clutch drum.
ing.
2-1) Repeat steps 1-1) to 1-5) (procedures for assem-
bling the sub-assembly of the forward clutch
drum).
2-2) Assemble the snap ring after assembling the bear-
ing.
Bearing
(No. 6812)
Snap ring
Bearing
(No. 6812)
1-7) Align the spline on the friction disk, and then Snap ring
assemble the spacer and the clutch gear sub-
assembly.
1-8) Sub-assembly of the forward clutch drum. 2-4) Sub-assembly of the reverse clutch drum.
SM 1024 07-2-13
Group 07, Transmission
3. Clutch gear assembly. 3-4) Assemble the space and the bearing. Using the
3-1) Assemble the sub-assembly of the reverse clutch shrinkage fitting assembly method for the bearing.
drum on the shaft.
Bearing(No. 6207)
Spacer
Seal ring
(large) x 4
Spacer
SM 1024 07-2-14
Group 07, Transmission
2-1-2. Assembling the output gear assembly 2-1-3. Assembling the playing (intermediate) gear
assembly
1. Assemble the bearing. Using the shrinkage fitting
assembly method for the bearing. 1. Push the upper and lower idle (intermediate) gears to
the idle (intermediate) gear shaft, and then assemble
the bearing.
Using the shrinkage fitting assembly method for the
bearing.
Bearing
Bearing (No. 6207)
(No. 6012)
Upper idle gear
Sealing cap
3. Assemble the oil seal, the seal ring, and the seal ring
cap.
SM 1024 07-2-15
Group 07, Transmission
2-2. Assembling the transmission assembly 3. Assemble the output gear assembly.
Oil seal
O-ring
* After assembling, make sure that the input gear and the
output gear freely rotate when turning them with the
hand.
SM 1024 07-2-16
Group 07, Transmission
6. Apply Loctite No. 5127 on the assembled surface of 9. Assemble the socket bolt.
the T/C housing. (Transmission case + T/C housing)
Socket bolt
Socket gear
SM 1024 07-2-17
Group 07, Transmission
12. Assemble the socket bolt. 14. Assemble the O-ring on the plug. Insert the oil filter
and the spring into the transmission case, and then
ٻSocket bolt (M10*1.5p*30mm) * 2 assemble the O-ring and plug assembly.
: Fastening torque: 5.5 to 6.5 kgf-m (40 to 47 lbf-ft) Fastening torque of the plug : 8 to 10 kgf-m (58 to 72
* Apply Loctite No. 277 on the socket bolt. lbf-ft)
* Apply grease on the O-ring.
Oil filter
Spring Plug
O-ring
O-ringt
Pipe
Socket gears
SM 1024 07-2-18
Group 07, Transmission
17. Assemble the clamp on the pipe, followed by the * Apply Loctite No. 277 on the hexagonal bolt.
socket bolt.
Hexagonal
ٻSocket bolt (M10*1.5p*30mm) bolt
: Fastening torque: 5.5 to 6.5 kgf-m (40 to 47 lbf-ft)
* Apply Loctite No. 277 on the socket bolt.
T/C
cover
Oil level
gauge
Air breather
Spring
O-ring
Plug
SM 1024 07-2-19
Group 07, Transmission
22. Assemble the adaptor filter, followed by the oil filter. 25. Assemble the O-ring on the charging pump assembly.
ٻٻAdaptor filter * Apply grease on the O-ring.
: Fastening torque: 3.5 to 4.5 kgf-m (25 to 32 lbf-ft)
* Apply Loctite No. 277 on the adaptor filter.
ٻٻOil filter
: Fastening torque: 0.8 to 1.2 kgf-m (5.8 to 8.7 lbf-ft)
Filter
adaptor
O-ring
Oil filter 26. Once the gasket is installed on the T/C housing,
assemble the charging pump assembly, followed by
the hexagonal bolts and the copper washers.
23. Install the gasket, and then assemble the sub-assem-
* Apply grease on the gasket.
bly of the control valve.
ٻHexagonal bolts (M8*1.25P*38L) * 6
* Apply grease on the gasket. : Fastening torque: 2.8 to 3.8 kgf-m (20.2 to 27.5 lbf-ft)
* Apply Loctite No. 242 on the hexagonal bolts.
Sub-assembly of
the control valve
Gasket
Gasket
Copper washer
Control valve
assembly
SM 1024 07-2-20
Group 07, Transmission
27. Assemble the snap ring on the socket gear followed 29. Assemble the T/C sub-assembly on the transmission
by the snap ring on the clutch gear assembly. sub-assembly.
Sub-assembly of
Socket gear’s the torque converter
Snap ring
Washer Torque
converter
SM 1024 07-2-21
Group 07, Transmission
Plug
O-ring
SM 1024 07-2-22
Group 07, Transmission
Section 3
Maintenance
SM 1024 07-3-1
Group 07, Transmission
1. Recommended oil
1-1. Required oil volume: Approx. 6 liters (except the oil inside the torque converter)
* Care shall be taken to prevent the introduction of foreign substances or water into the oil during the replenishment of the oil.
SM 1024 07-3-2
Group 07, Transmission
3-2. Seal ring, snap ring, friction disk, and steel plate:
Steel plate
11DA-10251 4 3.85
H: 1.25 H: 1.20
11DA-00280
t: 2.50 t: 2.40
H: 1.70 H: 1.65
11DA-10350
t: 2.20 t: 2.10
Seal ring
H: 1.80 H: 1.75
11AB-00350
t: 2.52 t: 2.42
H: 2.2 H: 2.15
11AB-00480
t: 2.14 t: 2.04
SM 1024 07-3-3
Group 07, Transmission
4. Testing
Mount the transmission on the system.
Run the engine for 3 - 5 minutes until the temperature of the oil in the torque converter rises to approx. 50°C.
Measure the oil pressure and the pressure on the T/C input at 1,800 – 2,400 rpm.
SM 1024 07-3-4
Group 07, Transmission
Section 4
SM 1024 07-4-1
Group 07, Transmission
Table of Contents
SM 1024 07-4-2
Group 07, Transmission
SM 1024 07-4-3
Group 07, Transmission
6. Noise
SM 1024 07-4-4
GROUP 13
GROUP 13
ELECTRICAL SYSTEM
SM 1024 13-0
Group 13, Electrical System
Section 1
When working or checking electrical components make When removing the jumper cables, reverse the
sure to study the features and specifications of the relevant order used for connecting.
components in advance so that the possibility of accident Remove the jumper (-) cable from the engine block
will be avoided. of the discharged machine.
Remove the other end of jumper (-) cable from the
battery (-) terminal of the running engine.
Remove the jumper (+) cable from the battery (+)
terminal of the running engine.
Cautions for welding Remove the other end of jumper (+) cable from the
battery (+) terminal of the discharged machine.
Electrical components on the machine may be damaged
by the high-voltage currents occurred during welding. If
welding shall be performed on the machine, disconnect
the (-) cables from the battery in advance.
! CAUTION
Confirm the clips of the jumper cable are
secured on the terminals.
Try to start up only when there is no problem
with the connection of the jumper cables.
Never make the jumper (+) cable and the
jumper (-) cable contact each other.
SM 1024 13-1-1
Group 13, Electrical System
Section 2
Auxiliary circuit
The auxiliary circuit consists of lamps, horn and warning
devices. They are turned “ON” and “OFF” by the opera-
tor as required.
SM 1024 13-2-1
Group 13, Electrical System
Section 3
SM 1024 13-3-1
Group 13, Electrical System
[IN-28690A]
SM 1024 13-3-2
Group 13, Electrical System
[SI-52768A 1/2]
SM 1024 13-3-3
Group 13, Electrical System
[SI-52768A 2/2]
SM 1024 13-3-4
Group 13, Electrical System
[SI-52769A 1/4]
SM 1024 13-3-5
Group 13, Electrical System
[SI-52769A 2/4]
SM 1024 13-3-6
Group 13, Electrical System
[SI-52769A 3/4]
SM 1024 13-3-7
Group 13, Electrical System
[SI-52769A 4/4]
SM 1024 13-3-8
Group 13, Electrical System
[SI-52767A 1/1]
SM 1024 13-3-9
Group 13, Electrical System
[SI-48082V 1/1]
SM 1024 13-3-10
Group 13, Electrical System
Light - 1/2
[SI-47742G 1/2]
SM 1024 13-3-11
Group 13, Electrical System
Light - 2/2
[SI-47742G 2/2]
SM 1024 13-3-12
Group 13, Electrical System
Section 4
SM 1024 13-4-1
Group 13, Electrical System
Battery
Function
As a source for the main electrical power for the truck, the battery supplies 12V to all of electrical components allowing
them to operate, and also stores the electrical energy generated by the alternator.
Diesel
Specification
Voltage 12(V)
Capacity (20 HR) 100(AH)
Reserve Capacity 182(MIN)
Cold Cranking Performance 850(A)
LPG
Specification
Voltage 12(V)
Capacity (20 HR) 45(AH)
Reserve Capacity 71(MIN)
Cold Cranking Performance 410(A)
! CAUTION
- Battery terminal must always be assembled tightly. Any loose parts can cause failure in starting or
sparking, causing severe damage or fire in various electrical components.
- Since cold weather reduces performance, during cold operations, after operating, park your forklift
inside a building or near a warm area to ease starting later.
- When repairing or checking your forklift, be careful that the positive (+) terminal of the battery does not
come in contact with the frame. Sparking could occur causing severe damage to, or fire in, electrical
components.
- Battery electrolyte consists of a corrosive acid solution. Protect yourself from contact with it. If your
battery is not a maintenance free type, when low, top up the cell electrolyte level using only distilled
water.
SM 1024 13-4-2
Group 13, Electrical System
Engine Accessories
Alternator
Function
The alternator is a device for converting mechanical rotational energy of the IC engine to electrical energy. Under normal
conditions, it generates voltages of about 13-15V and supplies these to the truck for operating the electrical systems and
charging the battery.
Diesel
Circuit
LPG
Circuit
SM 1024 13-4-3
Group 13, Electrical System
Starting Motor
Function
When electrical power is supplied to start coil of starting motor, the starting motor is rotated and it enables engine to
rotate as results.
Diesel
LPG
Circuit
Rating : 12V, 1.4kW
SM 1024 13-4-4
Group 13, Electrical System
Resist. Specification
Temp (qC) Resist (.:)
50 153.9 ± 20
80 51.9 ± 4.4
100 27.4 ± 1.2
120 16.1 ± 1.2
LPG
Specification
Resist. Temp (qC) Resist (.:)
50 153.9 ± 20
80 51.9 ± 4.4
100 27.4 ± 1.2
120 16.1 ± 1.2
Testing
Measure the resistance with multi-meter as shown in the figure above and compare the resistance values per the coolant
temperature shown on the specification table.
SM 1024 13-4-5
Group 13, Electrical System
Resist. Specification
As turn ENG 1(M:) or more
As stop ENG 0:
LPG
Specification
Resist.
As turn ENG 1(M:) or more
As stop ENG 0:
Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or short. Normally it will display
short due to low pressure when the engine is stopped, and open when engine is running.
SM 1024 13-4-6
Group 13, Electrical System
Resist
Specification
Item Spec Pressure Resist (:)
Switch operating pressure 40±4 psi (open) more than 40 psi Open (more than 1M:)
less than 40 psi 0
Testing
Measure resistance with a multi-meter as shown in the figure above, and inspect if open or closed. It will be closed when
the pressure is at lower specification and open when the pressure is higher. (Open in case the LPG tank is full and closed
when the tank is empty)
SM 1024 13-4-7
Group 13, Electrical System
Testing
Measure resistance with multi-meter as shown in the figure above with the brake pedal released. The switch should be off
(open). The switch should be on (closed) when the pedal is depressed.
SM 1024 13-4-8
Group 13, Electrical System
Seat Switch
Function
This switch senses if the driver is in the seat or not.
Resist.
Testing
Conditions Output
Seated 0:
Not seated Open
SM 1024 13-4-9
Group 13, Electrical System
Starter Relay
Function
This relay supplies electrical power to engine stop motor(Diesel) and start coil(LPG) when the key switch on.
The forklift can be started only when engine stop relay is operated.
Resist.
Circuit
Specification
Item Spec.
Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above.
Normal : 91:1.7W
SM 1024 13-4-10
Group 13, Electrical System
Lamp Relay
Function
This relay supplies electrical power to engine stop motor(Diesel) and start coil(LPG) when the key switch on. The forklift
can be started only when engine stop relay is operated.
Resist.
)
680§ (1/2 W
Circuit
Specification
Item Spec.
Testing
1. Position multi-meter to resistance mode and measure resistance between both terminals as above.
Normal : 680:1/2W
SM 1024 13-4-11
Group 13, Electrical System
Flash Unit
Function
This supplies ON/OFF outputs in order that the indicator lamp flashes in a regular interval.
Specification
Item Spec.
Operation Descriptions
When applying 12V to B terminal, 85±20 C/MIN are output-
ted to output terminal (L) in the form of ON/OFF.
Load
Wiring Diagram
SM 1024 13-4-12
Group 13, Electrical System
Horn
Function
As an alarm unit, this part will make a warning sound when the horn button is pressed.
Battery
Specification
Item Spec.
Testing
Apply 12V to the terminals of the horn as shown above.
A sound pressure level of (100-115 dB) should be measured.
SM 1024 13-4-13
Group 13, Electrical System
Backup Alarm
Function
This functions as a warning device when traveling in reverse.
Battery
Specification
Item Spec.
SM 1024 13-4-14
Group 13, Electrical System
Lights
Lamp-Work
Function
To improve forward and rearward lighting conditions when operating in poorly lit areas.
Battery
Specification
Item Spec.
Testing
Check the work lamps for proper operation by applying 12V as shown above.
Confirm the proper voltage for the lamp you are testing before connecting.
SM 1024 13-4-15
Group 13, Electrical System
Lamp-Indicator
Function
This displays forklift's driving directions to left and right.
Battery
Specification
Item Spec.
Testing
Check indicator lamp for good conditions by applying 12V as figure above.
SM 1024 13-4-16
Group 13, Electrical System
Combination Lamp
Function
This functions to turn on turn signal, backward, brake and tail lamps.
Specification
Item Spec.
Brake/Tail : 21W/5W
Bulb spec. Turn Signal : 21W
Backward : 10W
Testing
Check bulb condition inside of combination lamp and replace if required.
SM 1024 13-4-17
Group 13, Electrical System
Lamp-Beacon
Function
This part uses a strobe lamp and functions as a visual warning to the area around the truck when operating.
Battery
Specification
Item Spec.
Frequency 60 times/MAX · 3
Testing
Check the beacon lamp for proper operation by applying 12V as shown in the figure above. (Be sure to identify battery +/
- terminals when applying voltage. Connecting terminals in the wrong polarity will cause severe damages to the part)
SM 1024 13-4-18
Group 13, Electrical System
Fuse Box
Function
This functions to prohibit electrical parts from damaging due to over-current.
m|zlGGzwlj
SM 1024 13-4-19
Group 13, Electrical System
Fuel Sender
Function
This detects the amount of fuel in fuel tank and enables it to be displayed on the fuel gage of instrument panel. When the
float moves upward and downward, the resistance value varies according to the height of the float.
Resistor Specification
Plot Position E 50% F
Resistor Value() 244 100 28
Tolerance () ±7 - ±2
Testing
After removing the fuel sender, measure the resistance value according to the height shown in the specifications.
SM 1024 13-4-20
Group 13, Electrical System
Start Switch
Function
This functions to start the forklift and supplies electrical power to some electrical parts.
Specification
Item Spec.
Rated voltage DC 12V
ACC 30A
START 20A, Continuous
75A, Instantaneous
SM 1024 13-4-21
GROUP 21
GROUP 21
DRIVE AXLE
Troubleshooting .........................................Section 4
SM 1024 21-0
Group 21, Drive Axle
Section 1
SM 1024 21-1-1
Group 21, Drive Axle
1. Schematic diagram
1) Structure
7. Hub
2) Specifications
Item Specifications
Total : 14.2
SM 1024 21-1-2
Group 21, Drive Axle
4) Principle of operation
The drive axle is connected to the output gear of the transmission via the universal joint.
The power transferred by the universal joint is forwarded to the pinion shaft of the drive axle. The pinion shaft transfers
power to the Differential. The power transferred to the differential gear is reduced at the planetary reducer and transferred
to the hub wheel.
SM 1024 21-1-3
Group 21, Drive Axle
2. Carrier assembly
1) Structure
SM 1024 21-1-4
Group 21, Drive Axle
2) Principle of operation
The carrier assembly includes the Differential and the parking brake.
The pinion shaft is supported by the taper roller bearing inside the carrier case and the bolts at the end of the pinion shaft.
The power transferred from the universal joint is forwarded to the ring gear assembled on the Differential with bolts.
The power drives the Differential.
The Differential is connected to the axle shaft through the spline, and the power supplied to the Differential is forwarded
to the hub wheel through the axle shaft.
The parking brake is configured with multiple disks as the driving brake system. Pulling the parking lever causes these
disks to come in close contact with each other to play the role of parking brake.
3. Differential
1) Principle of operation
The ring gear is coupled with the right differential case with bolts; the power transferred to the ring gear rotates the Dif-
ferential.
The left and right differential cases are connected to the left and right axle shafts, respectively, with the spline, and power
is supplied to the hub wheel.
If there is a load difference between the left and right hub wheels, and the impact from such difference is relayed to the
drive axle, the differential gear inside the differential drive operates to adjust the ratio of power supplied to the left and
right axle shafts for the safety of the driver.
SM 1024 21-1-5
Group 21, Drive Axle
2) Structure
SM 1024 21-1-6
Group 21, Drive Axle
Section 2
SM 1024 21-2-1
Group 21, Drive Axle
1. Disassembly
Lifting sling
1. Disassembling the drive axle.
Removal bolt
Figure 1.3
! WARNING
Figure 1.1
Care shall be taken to avoid dropping the hub
2. Loosen the bolts from the hub assembly. assembly from the lifting system when mov-
ing the hub assembly.
Never drop the hub assembly (may cause
damage to the hub assembly and harm the
safety of workers).
Cone spring
Plate
Figure 1.2
! WARNING
Special attention shall be paid to operating
the lifting system during the disassembling Disk (friction disk)
work to prevent serious damage to the work-
Figure 1.4
ers and components.
5. Remove the brake pin.
• Make sure that the lift sling is free from any damage.
• Never apply impact or drop load on the lift sling.
Figure 1.5
SM 1024 21-2-2
Group 21, Drive Axle
6. Disassemble the special bolt first, followed by the 9. Disassemble the hub assembly.
return spring.
Figure 1.9
Figure 1.6
10. Remove the snap ring.
7. Remove the brake piston.
Figure 1.10
Figure 1.7
11. Disassemble the parts in the following order: thrust
8. Remove the retaining ring, followed by the axle shaft. washer (1), planet gear, needle roller, and thrust
washer (2).
Thrust
washer (2)
Planet gear
Needle roller
Thrust
washer (1)
Figure 1.8
Figure 1.11
! WARNING
Leather or rubber mallet shall be used for
assembling and disassembling.
Never strike the metal parts with a steel ham-
mer.
It can destroy the parts or pose serious risk to
the safety of workers. Thrust washer (1) Thrust washer (2)
SM 1024 21-2-3
Group 21, Drive Axle
12. Loosen the locking bolts by making use of a jig. 15. Loosen and remove the bolt fastening the hub and the
wheel shaft.
Figure 1.12
Figure 1.15
13. Disassemble the planet carrier. 16. Remove the locking bolt for the carrier assembly.
Planet carrier
14. Disassemble the carrier housing together with the 17. Fasten the two removal bolts to disassemble the carrier
bearing. assembly from the axle housing.
Carrier
housing
SM 1024 21-2-4
Group 21, Drive Axle
18. Withdraw the carrier assembly. 21. Remove the spring pin and the carrier cap.
(Mark the mating line before disassembling.)
Spring pin
Carrier cap
Figure 1.18
Figure 1.21
19. Fix the carrier assembly to the jig.
22. Remove the adjusting ring from both sides of the bear-
ing cup.
Adjusting ring
Figure 1.19
Figure 1.22
20. Remove the carrier cap bolt.
23. Remove the differential assembly.
Figure 1.20
Figure 1.23
SM 1024 21-2-5
Group 21, Drive Axle
24. Turn the carrier assembly upside down and fix it, and 27. Remove the carrier case cover assembly.
then remove the hexagonal bolt and the bracket.
Figure 1.27
Figure 1.24
25. Remove the lock nut. 28. Remove the push pin and the actuator.
Push pin
Actuator
26. Disassemble the flange U-joint. 29. Remove the O-ring and the spline.
O-ring
Parking
spline
Figure 1.29
Figure 1.26
SM 1024 21-2-6
Group 21, Drive Axle
30. Remove the parking plate and the disk. 2. Fix the right differential case and the spiral ring gear
with bolts.
Parking (Bolt: Apply Loctite No. 277 on the bolts before
plate
assembling. Fastening torque: 710 to 760 kgfࡽcm)
Disk
Figure 1.30
31. This completes the disassembly of the carrier assem- Figure 2.2
bly and the axle.
3. Once all of the internal components are assembled, fix
the differential case with bolts.
(Bolt: Apply Loctite No. 277 on the bolts before
assembling. Fastening torque: 160 to 170 kgfࡽcm)
Figure 1.31
2. Assembly
Figure 2.3
2-1 Assembling the carrier assembly
4. Assemble the bearing. Using the shrinkage fitting
2-1-1 Differential assembly assembly method for the bearing
1. Prepare the parts for assembling the Differential. * Never heat the bearing at the temperature of 120
Thrust washer or higher.
Thrust washer
Side gear
Differential
case - LH
Differential
case - RH
Spider
Side gear
Figure 2.4
Figure 2.1
SM 1024 21-2-7
Group 21, Drive Axle
2-1-2 Adjusting the shim and assembling the a. Example of number of gear teeth : 13-32
pinion shaft (The gear set of 13-32 has 13-tooth pinion shaft and 32-
tooth ring gear.)
1. Fix the carrier case on the assembling jig.
b. Position of the pinion shaft: End of the shaft
c. Position of the ring gear:
Front side or outer circumference
ྛ MD deviation of the pinion shaft
(The MD deviation of the pinion shaft and the ring gear
is not used for checking the alignment of the gear set.
The number is used for adjusting the depth of the pinion
inside the carrier.)
a. Example of MD deviation of the pinion shaft
൪ +2
൪ +0.01mm
Figure 2.5 ൪ -1
൪ -0.02mm
Read the information below before assembling a new gear
set on the carrier. b. Position of the gear set : Head of the pinion shaft or
Always check the marking on the gear set to ensure that the outer circumference of the ring gear
gear correctly mates with the set.
2. Deciding the thickness of the shim with gauge and
The location of the marking on the gear set is as shown in
instrument
Figure 2.6.
(A: Basic gap between the bearing and the end of the
carrier case: 0.35 mm)
(B: MD deviation of the pinion shaft)
Thickness of the shim
: X = A - B + Depth deviation of the end of the carrier
case bearing
ex 1) A = 0.35, B = -0.1, Bearing end depth = +0.1
X = 0.35 + 0.1 + 0.1 = 0.55mm
ex 2) A = 0.35, B = +0.1, Bearing end depth = -0.1
X = 0.35 - 0.1 - 0.1 =0.15mm
Figure 2.6
ྙٻProduct No.
a. Example of product number of the gear set
Ring gear designation number: 21DA-20041
Pinion shaft designation number: 21DA-20051
b. Position of the pinion shaft: End of the shaft
c. Position of the ring gear: Measuring the depth of the bearing end
Front side or outer circumference
Figure 2.7
ྚ Number of gear teeth
SM 1024 21-2-8
Group 21, Drive Axle
3. Assemble the shim. 6. Insert the pinion shaft into the carrier case.
Types of shim : 0.1 , 0.15 , 0.25 , 0.5 (mm)
Shim
Ball
5. Heat the bearing cone and press it into the pinion shaft. 8. Assemble the jig for fixing the ball.
Figure 2.10
Figure 2.13
SM 1024 21-2-9
Group 21, Drive Axle
Figure 2.14
Figure 2.15
Figure 2.16
SM 1024 21-2-10
Group 21, Drive Axle
15. Reassemble the pinion shaft and the jig. (Assemble 2-1-3 Assembling the parking assembly
them after applying grease on the bearing cone.)
1. Assemble the parking pin on the carrier case.
Pin
Figure 2.20
Figure 2.23
16. Assemble the shim.
2. Assemble the parking plate, the cone spring, and the
Types of shim : 0.1, 0.15 , 0.12, 0.2 (mm) disk in order. Assemble the parking plate last.
Parking plates: 4 layers
Disks: 3 layers
Disk
Cone spring
Plate
Figure 2.21
17. Assemble the bearing cone. (Assemble after applying Figure 2.24
grease on the bearing cone.)
3. Assemble the actuator as shown in the figure below.
Actuator
Figure 2.22
Figure 2.25
SM 1024 21-2-11
Group 21, Drive Axle
4. Assemble the parking spline by aligning it with the 7. Assemble the lock pin on the carrier case.
spline teeth of the disk.
Pin
Parking spline
Figure 2.29
Figure 2.26
5. Assemble the push pin on the assembled carrier. 2-1-4 Assembling the carrier case cover assembly
1. Assemble the oil seal on the carrier case cover.
(Assemble the oil seal after applying Loctite No. 592
on the outer circumference of the oil seal and grease on
the inner lip.)
Push pin
Figure 2.27
6. Assemble the O-ring in the groove of the pinion shaft.
(Assemble the O-ring after applying grease on the O-
ring.) Figure 2.30
Eccentric shaft
Figure 2.28
Figure 2.31
SM 1024 21-2-12
Group 21, Drive Axle
O-ring
Collar
O-ring
Figure 2.34
Figure 2.35
Figure 2.33
XYU`
Figure 2.36
SM 1024 21-2-13
Group 21, Drive Axle
between the carrier case cover and the carrier case, and
then assemble the bracket.
Figure 2.38
The diameter of the applied liquid gasket 10. Tighten the lock nut.
shall not exceed 3 mm. (Apply Loctite No. 242 on the lock nut before assem-
Applying excessive volume may clog the bling. Fastening torque: 2600 to 2950 kgfࡽcm)
lubrication path and cause damage to the Preload : 10~19kgfࡽcm
part.
Figure 2.40
SM 1024 21-2-14
Group 21, Drive Axle
Mating assembly
[Wȋ
Caulking
Figure 2.43
Figure 2.41
Adjusting ring
Figure 2.42
Steel ball
Figure 2.45
SM 1024 21-2-15
Group 21, Drive Axle
Figure 2.46
Figure 2.47
Increase of backlash
Figure 2.49
Reduction of backlash
Figure 2.50
SM 1024 21-2-16
Group 21, Drive Axle
2-1-6 Adjusting the contact pattern of the teeth 3. Compare the contact patterns shown in Figs. 2.53,
of the gear set 2.54, and 2.55.
An ideal pattern on a new gear set is that the teeth are
Adjust the gear and the pinion shaft to the pattern as shown
toward the toe and the tooth end and the tooth root are
in the figure after assembling.
kept equidistant. Figure 2.53.
If adjusting to the pattern fails, measure the backlash again,
and then assemble. Figure 2.51.
[W
[W¥
Ideal pattern
¥^
\L
Toe
Heel
Driving
axle
Top High pattern
Bottom
Figure 2.54
Figure 2.51
Low pattern
Figure 2.55
Figure 2.52
SM 1024 21-2-17
Group 21, Drive Axle
An ideal pattern on the gear set is that the full length of the (2) Low pattern: Low contact pattern indicates that the pin-
teeth is filled. ion is installed too deeply into the carrier.
The top of the pattern shall be kept close to the tooth end. Figure 2.55.
This position shall be identical with the pattern marked on
Increase the shim volume between the pinion shaft inlet
the tooth surface.
and the inner bearing cone to separate the pinion shaft
Figure 2.56.
from the ring gear.
Figure 2.58.
Increase of
Ideal pattern by adjustment shim volume
Figure 2.56
(4) Toe pattern: The gear set backlash grows when the con-
tact pattern (within the specified range) moves toward
Reduction of the heel and from the toe.
shim volume
Figure 2.57
SM 1024 21-2-18
Group 21, Drive Axle
Refer to “2-1-5 Adjusting the backlash of the gear set.” 2-2 Assembling the carrier assembly
Figure 2.60.
1. Assemble the lock pin on the axle housing.
Pattern moving toward the heel
Tightening the adjusting ring
Increase of backlash
Figure 2.60
Figure 2.62
5. Fix the bearing adjusting ring with the spring pin.
(Mark with paint.) 2. Apply liquid gasket on the assembled surface with the
axle housing. (Loctite No. 5127)
Paint marking (both sides)
Figure 2.63
3. Assemble the carrier assembly on the axle housing.
Figure 2.61
Figure 2.64
SM 1024 21-2-19
Group 21, Drive Axle
4. Tighten the bolt. (Apply Loctite No. 277 on the assem- 3. Insert the axle shaft into the axle housing and fix the
bly before assembling.) shaft with the snap ring.
(Fastening torque: 610 to 650 kgf.cm)
Figure 2.68
Figure 2.65
2-3-2 Assembling the brake piston
1. Assemble the two square rings on the brake piston.
2-3 Assembly of the drive brake system Care shall be taken when assembling the square ring to
protect the ring from dents.
2-3-1 Assembling the axle shaft Apply oil on the surface of the square ring before
1. Insert the snap ring into the axle shaft. assembling the ring.
2. Assemble the ball bearing and fix the bearing with the 2. Insert the shim before assembling the brake piston.
snap ring.
Shim
SM 1024 21-2-20
Group 21, Drive Axle
When assembling the shim, its thickness shall be calcu- 4. Assemble the brake pin on the axle housing.
lated.
Figure 2.73
Figure 2.71
"L": Depth of the axle housing terminal of the piston
assembly (default: 55.8 mm)
"C": Height of the carrier housing terminal (default: 8 mm)
"F": Total thickness of the friction disk and plate
(default: 20.5 mm)
"P": Piston thickness (default: 26.9 mm)
"S": Brake stroke (default: 0.4 mm)
"T": Shim
Figure 2.74
S=L-(C+F+P)
T=S-0.4(default stroke) 6. Assemble the plate, the disk, and the cone spring in
ex) When S is 0.5 mm; order.
T=S-0.4 (default stroke) =0.5-0.4=0.1mm Assemble the plate last. (Plate: 4 layers, disk: 3 layers)
Assemble the shim of 0.1 mm.
Cone spring
3. Assemble the brake piston, the return spring, and the
special bolt in order. When assembling the shim, its Plate
thickness shall be calculated.
(Special bolt: Apply Loctite No. 277 on the bolt. Fas-
tening torque: 140 to 160 kgf.cm)
Brake piston
Return spring
Disk (friction disk)
Special bolt
Figure 2.75
Figure 2.72
SM 1024 21-2-21
Group 21, Drive Axle
2-4-1 Assembling the hub assembly 4. Assemble the O-ring on the wheel shaft.
(Assemble the O-ring after applying grease on the O-
1. Push the hub bolt down into the hub. ring.)
2. Assemble the oil seal. 5. Assemble the hub and the wheel shaft.
(Apply Loctite No. 592 on the outer circumference Apply Loctite No. 5127 on both surfaces.
and grease on the inner circumference of the seal.) (Apply Loctite No. 277 on the bolt before assembling.
Fastening torque: 600 to 700 kgf.cm)
3. Heat the bearing and push it down into the wheel shaft. 6. Insert the spacer.
(Apply grease or axle oil on the bearing roller.)
Figure 2.81
SM 1024 21-2-22
Group 21, Drive Axle
7. Assemble the oil seal in the carrier housing. 10. Place the carrier housing on the hub and wheel shaft
(Apply Loctite No. 592 on the outer circumference of assembly.
the oil seal.) Fill the carrier housing with grease before placing the
housing. Shell Retinax 0434 – volumetric ratio: 60 to
80%)
Figure 2.82
Figure 2.83
Figure 2.84
Figure 2.87
SM 1024 21-2-23
Group 21, Drive Axle
13. Press the bearing cone down. 16. Assemble the parts in the following order: thrust
(Apply axle oil on the bearing cone roller before washer (1), needle rollers (57 pieces), planet gear, and
assembling.) thrust washer (2).
(Apply axle oil or grease on the washers before assem-
bling them.)
Thrust
washer (2)
Planet gear
Needle roller
Thrust
washer (1)
Figure 2.88
Figure 2.89
Figure 2.92
Figure 2.90
SM 1024 21-2-24
Group 21, Drive Axle
2-5 Assembling the hub assembly 2-6 Assembling the other parts
1. Apply Loctite No. 5127 on the axle housing. 1. Assemble the O-ring, breather fitting, and brake plug.
(Fastening torque : 380~420kgfࡽcm).
Breather
fitting
Brake plug
Figure 2.93
Figure 2.95
2. Assemble the hub assembly.
(Bolt: Apply Loctite No. 277 on the bolt. Fastening 2. Assemble the breather and the breather cap.
torque: 1,170 to 1,310 kgf.cm) (Screw: Apply Loctite No. 577 on the screw before
(Plug: Apply Loctite No. 577 on the plug.) assembling.)
(Fastening torque : 150~200kgfࡽcm)
Assemble the hub assembly after supporting the
assembly with the lifting device as with disassembly.
Plug
Figure 2.96
Figure 2.94
3. Assemble the air breather.
Air breather
Figure 2.97
SM 1024 21-2-25
Group 21, Drive Axle
Center of
the axle
Figure 2.100
Figure 2.98
Dipstick
5. Assemble the drain plug (magnetic). (Oil level gauge)
(Screw: Apply Loctite No. 577 on the screw before
assembling.)
(Fastening torque : 300~410kgfࡽcm)
Figure 2.101
7. This completes the assembly of the drive axle.
Figure 2.99
Figure 2.102
SM 1024 21-2-26
Group 21, Drive Axle
! CAUTION
Make sure that the brake is fully released
after operation of the brake.
Never operate the brake in partially released
state. Otherwise, the brake parts may be
damaged.
SM 1024 21-2-27
Group 21, Drive Axle
Section 3
SM 1024 21-3-1
Group 21, Drive Axle
1. General information
Fine metal particulates are generated from the drive axle particularly during trial run. These fine metal particulates accel-
erate the abrasion of other functional parts during oil circulation, reducing the lifecycle of the system.
Therefore, the oil change cycle is very important for the maintenance of the system.
3. Air breather
! CAUTION
The breather shall be protected when cleaning the housing with steam. Otherwise, moisture is introduced
into the housing, contaminating the oil.
The operability of the air breather shall be regularly inspected to minimize the failure of components and
earlier change of oil.
4. Oil level
! WARNINGG
Always wear safety goggles during inspection and service of the truck to protect your eyes from serious
injury.
SM 1024 21-3-2
Group 21, Drive Axle
The level gauge and the drain plug are installed on the axle housing. Figure 4.1, Figure 4.2, Figure 4.3.
Air breather
! WARNINGG
Park the truck on a level ground and apply the parking brake to keep the truck immobile.
Use a prop and the lifting device together to ensure safety. Otherwise, serious injury may occur.
1. Park the truck on a level ground; make sure that the truck is kept immobile.
2. Lift the truck with the lifting device, place the prop under the truck, and remove the drain plug to drain oil.
3. Once oil is completely drained, clean and reassemble the plug.
4. Pour new oil while checking the oil level with the oil level gauge.
SM 1024 21-3-3
Group 21, Drive Axle
2. Axle oil
5. Inspection cycle
1. Inspection cycle of the drive axle: Every one year or every 2,000 hours
2. O-ring, oil seal, rubber parts, and gasket: Replace all of such parts during each inspection.
3. Brake seal: Replace the seal every 2,000 hours or when needed.
4. Snap ring, friction disk, and steel plate: Replace such parts if the friction limit is exceeded.
Friction disk
21DA-20270 t=2.5 t=2.2
Steel plate
21DA-20280 t=2 t=1.85
5. Bearing and spring: Check the parts for smooth operation. If operation is abnormal, disassemble and check the parts.
If abnormal operation is suspected due to abrasion (deformation), replace the part.
6. Gear and shaft: Replace the part, if required.
SM 1024 21-3-4
Group 21, Drive Axle
Section 4
Troubleshooting
SM 1024 21-4-1
Group 21, Drive Axle
System Diagnosis
SM 1024 21-4-2
Group 21, Drive Axle
2. Oil leak
SM 1024 21-4-3
Group 21, Drive Axle
4. Inoperability of brake
SM 1024 21-4-4
Group 21, Drive Axle
6. Brake capability
SM 1024 21-4-5
GROUP 22
GROUP 22
SM 1024 22-0
Group 22, Wheels and Tires
Section 1
SM 1024 22-1-1
Group 22, Wheels and Tires
Section 2
SM 1024 22-2-1
Group 22, Wheels and Tires
SM 1024 22-2-2
Group 22, Wheels and Tires
General Tire Maintenance, Inspection, 3. Check all wheel lug nuts or bolts to be sure none are
loose or missing. Have missing bolts replaced and
and Repair loose bolts tightened to the correct torque before
1. Park the truck as described in “Safe Parking” and operating the truck.
check for correct tire inflation air pressure. • Torque pneumatic steer tires to 225-250 Nm
• Drive : 1000 kPa (145 psi), (165-185 ftlb).
• Steer : 883 kPa (128 psi) • Torque 1 piece black lug nuts for pneumatic drive
tires to 640-720 Nm (470-530 ftlb).
! CAUTION • Torqe 2 piece yellow zinc dichromate lug nuts for
pnematic drive tires to 300-370 N·m(225-275
Check tire pressure from a position facing
ft·lb).
the tread of the tire, not the side. Use a long-
handled gauge to keep your body away from • Torque 1 piece black lug nuts for pneumatic dual-
the side. drive tires to 640-720 Nm (470-530 ftlb).
• Torque 2 piece yellow zinc dichromate lug nuts for
dual drive tires pneumatic to 300-370 N·m(225-
275 ft·lb)
• If tires are low, do not add air. Have the tire and
wheel inspected by a person trained and autho-
rized to do tire and wheel maintenance. The tire
may require removal and repair.
• Incorrect (low) tire pressure can reduce the sta-
bility of a lift truck and cause it to tip over.
SM 1024 22-2-3
Group 22, Wheels and Tires
Wheel nut
Tire and
Wheel assembly
Refer to “Lifting, Jacking, and Blocking” in Group SA for 1. Make sure the truck is parked on a flat, hard surface
information on jacking up or raising the truck for wheel and the jacking and blocking devices are secure to
removal. Always start with the truck parked safely. hold the truck in a safe position.
2. Inspect the removed lug nuts for damage to the
Drive and Steer Wheel Dismounting threads. Also inspect all hub studs for thread damage.
Replace any lug nuts or studs that have damaged
1. Remove the valve core from the valve stem to be
threads. Make sure studs are secure in the axle hub.
sure all air is removed from the tire.
2. Loosen the lug nuts on the wheel.
Steer 3. Set the wheel on the hub and start the lug nuts on the
Axle hub hub studs. Tighten the nuts only enough to seat the
SM 1024 22-2-4
Group 22, Wheels and Tires
nuts into the beveled openings on the wheel and to 2. Loosen the five lug nuts on the wheel.
secure the wheel on the axle hub.
4. Use a crisscrossing nut tightening sequence to torque
the nuts to a pre-final torque of 54-81 Nm (40-60
ftlb). Make sure all nuts seat into beveled spacer
holes correctly.
SM 1024 22-2-5
Group 22, Wheels and Tires
studs are secure in the drive-axle hub and the dual- NOTICE
wheel spacer. The outside diameter of the left or right
3. Install inner wheel and tire assembly on drive-axle wheel or set of wheels must not differ more
hub shoulder studs. than 6mm (0.25 in) per side.
4. Install five wheel-mounting washers on the shoulder 13. Check tire presssure for correct inflation pressure :
studs. • Drive wheel pressure is 1000kPa (145 psi).
5. Mount the dual-wheel spacer on the shoulder studs.
6. Set the lug nuts on the shoulder studs and tighten the
! WARNING
nuts only enough to seat the nuts into the beveled If tire are not fully inflated, see “Adding Air
openings on the spacer and to secure the wheel on the Pressure To Mounted Wheel/Tire Assem-
spacer and drive-axle hub. blies” and follow the procedures for adding
air to the mounted tires.
7. Use a crisscrossing nut tightening sequence to torque Before you add air pressure to the tire, make
the nuts to a pre-final torque of 54-81 Nm (40-60 sure the lock ring is correctly positioned in
ftlb). Make sure all nuts are seating into beveled the rim and side ring. The lock ring can sepa-
spacer holes correctly. rate from the rim with enough force to cause
injury or death.
! WARNING
Before starting disassembly, remove the air
from the tire. Failure to remove the air from
the tire can result in serious injury.
SM 1024 22-2-6
Group 22, Wheels and Tires
4. Remove tire from wheel. bolts can break, causing cracks in the wheel
between the stud holes.
• Too little torque on the wheel fasteners. If the
wheel mounting parts are too loose, damage to
parts and tire wear will result.
10. Check wedge ring for wear or damage. Corrosion
buildup will cause wear and damage to the wheel
wedge ring.
11. Clean the wheels. Remove rust and dirt.
12. Clean the tire bead seat area. Remove all rust and
rubber with a wire brush or wheel.
5. Remove the rubber inner tube protector (flap).
SM 1024 22-2-7
Group 22, Wheels and Tires
6. Put the side ring over the rim and install the lock ring
as shown.
IMPORTANT
Install washer 22.123 on tube over valve stem
before flap is installed, when specified. See
sketch. Refer to Service Parts List.
SM 1024 22-2-8
Group 22, Wheels and Tires
9. Disconnect the air chuck. Use a mallet and hit the Directional-Tread Single Drive Tires
ring to make sure the ring is fully installed. • Tire arrow to point in the dirction of forward rota-
tion. Rotate wheel to bring arrow on tire above the
wheel center. Arrow must point toward front of
truck.
Tire-to-Wheel Mounting
Directional-Tread Tires
All directional-tread tires are to be mounted in the correct
position with respect to the arrow cast on the side of the 2. Outside dual tire arrow to point in the direction of
tire as explained below. rearward rotation. Rotate wheel to bring arrow on tire
above the wheel center. Arrow should point toward
rear of truck.
SM 1024 22-2-9
Group 22, Wheels and Tires
Filling Tires with Air 2. Turn the regulator valve counterclockwise (CCW)
until you can feel no resistance from the regulator.
Follow these procedures when putting air into tires. All This will adjust the regulator presssure to a low pres-
wheel and tire assemblies must be filled in a safety cage. sure near zero.
The hose must have an adapter that can be connected to
the valve stem.
1. Attach an air hose to valve stem.
2. Open the control valve which will let compressed air
into the tire.
3. At intervals, close the control valve and check the
pressure in the tire by reading the gauge. Do not put
too much presssure into the tire.
4. Continue to fill the tire to the correct air pressure
reading of Drive tire: 1000 kPa (145 psi) 3. Slowly turn the cylinder valve counterclockwise
Steer tire: 883 kPa (128 psi) (CCW) to open position.
IMPORTANT
Put equal pressure in both tires of a dual
assembly. Do not put air into a tire that is flat
without first inspecting it and the wheel for
damage.
! WARNING
Use introgen only. Do not use oxygen or any
other gas to fill tires. Make sure all items of
equipment used (nitrogen cylinder, regula-
tor, gauges, hoses) are UL approved and in
good condition. Use the correct regulator and
hose for the pressures that are necessary.
5. Turn the regulator valve clockwise (CW) until the
1. Be sure tank valve is closed to connect hose to valve regulator gauge reads the correct tire pressure. Fill
stem. Tank vlave is closed by turning handle on top the tire with nitrogen.
of tank clockwise to a stop.
SM 1024 22-2-10
Group 22, Wheels and Tires
6. Turn the tank valve clockwise (CW) and close the Checking and Adjusting Tire Pressure
valve.
! WARNING
Before you add air pressure to the tire, make
sure the lock ring is correctly positioned in
the rim and wheel wedge. The lock ring can
separate from the rim with enough force to
cause injury or death.
SM 1024 22-2-11
Group 22, Wheels and Tires
SM 1024 22-2-12
GROUP 23
GROUP 23
BRAKE SYSTEM
Braking/Inching System
Specifications and Description ..................... Section 1
SM 1024 23-0
Group 23, Brake System
Section 1
NOTE
INCHING. This Section only covers inching in re-
gard to the linkage between the brake and inching
pepals. The inching system is more fully covered in
Group 06(S), “Transaxle.(Standard)”
Specifications
Service Brake : Parking Brake :
Type : Wet disc brake. Brake valve supplied by a reserve Type : Cam-structure type that each wheel is connected to
tank. the service brake piston .
Fluid : Fluid provided by reserve tank. (CLARK MS-68) Holding Test: Rated load on 15% grade.
Pedal Freeplay : 4-6mm (0.16-0.24in)
Inching : also see standard transaxle specs in Group 06(S)
Type : Inching pedal mechanically linked to brake pedal
and to inching spool on transaxle.
Pedal Freeplay: 2-3mm(0.08-0.12in)
Overlap Adjustment : 1.5-4.5 mm.(0.06-0.18in)
SM 1024 23-1-1
Group 23, Brake System
General Description ing pedal operates the brake master cylinder. The inching
pedal is mechanically linked to the brake pedal so that the
The service brake and inching system (diagrammed inching pedal, near the end of its stroke, also operates the
below) consists of : service brakes.
Service brake assembly — The drums, shoes, and wheel Inching control valve — A hydraulic valve in the trans-
cylinders. axle control valve assembly that hydraulicly varies clutch
Brake, Inching Master Cylinder — This is a step-bore pack pressure so the operator can “inch” the truck.
maste cylinder with reservoir Brake oil is fed to the master Parking brake pedal — Operates the service brake shoes
cylinder from reservoir. via cables. See “Parking Brake Adjustment,” in this
Service brake and inching pedals and linkages — A Group, for details.
mechanical system through which the brake pedal or inch-
Inching
Master
Cylinder
SM 1024 23-1-2
Group 23, Brake System
Braking Operation
When the operator depresses the brake pedal, or depresses
the inching pedal far enough to operate the brake pedal,
the brake link operates a piston in the brake valve.
The brake valve receives flow from the reservoir. In gen-
eral, the brake valve allows pressure to build in the disc in
proportion to the extent the brake pedal is depressed.
When the operator applies the brakes, the brake valve pis-
ton shifts to provide pressure to the disc for braking. The
amount of pressure is modulated by the position of the
piston.
SM 1024 23-1-3
Group 23, Brake System
Section 2
Service Brake
Troubleshooting
SM 1024 23-2-1
Group 23, Brake System
Causes/Corrective
Condition Actions
Causes/Corrective Actions
SM 1024 23-2-2
Group 23, Brake System
Section 3
SM 1024 23-3-1
Group 23, Brake System
Freeplay Adjustment
When the brake pedal linkage is properly adjusted, brak-
ing should begin only after the pedal is depressed a certain
distance, This is “Freeplay” is Adjusted as follows :
1. Loosen the jam nut on the rod brake valve (Figure 1).
2. Depress the brake pedal 4~6mm (0.16~0.24 in)
Adjust the rod until you feel the push rod make clear-
ance with the cylinder piston.
SM 1024 23-3-2
Group 23, Brake System
Plain Washer
Inching Pedal
Cotter Pin
Cotter Pin
Stop Mounting Bolt
Strike
(Note2)
Return Spring
Brake Valve
Clevis Pin
Inching
Cable Jam Nut Retaining
Strike Bolt (Note 1) Ring
Brake Yoke
Push Rod
Link
Brake Valve
Mounting Bolt
(Note 1)
Inching
Bracket
Stop Mounting
Bolt
Note 1
* Tightening Torque
- Note 1 : 40-45 N¡⁄
m (30-33 lbf¡⁄
ft)
- Note 2 : 20-25 N¡⁄
m (14.8-18.4 lbf¡⁄
ft)
<SI-49608F>
SM 1024 23-3-3
Group 23, Brake System
SM 1024 23-3-4
Group 23, Brake System
Section 4
Bleed brakes when : 4. Depress the brake pedal and watch fluid flow into the
jar. When the fluid appears to be free of bubbles,
• The brake pedal kicks back during braking or the
tighten the bleed screw, then release the pedal.
pedal feels spongy.
• The brake valve — or lines between — have been 5. Operate the brake pedal at various rates. If you feel
leaking and/or have been repaired or replaced. the pedal kick back, bleed the system again.
• Troubleshooting otherwise indicates that air has
been introduced into the system.
SM 1024 23-4-1
Group 23, Brake System
Section 5
SM 1024 23-5-1
Group 23, Brake System
Brake valve
Jam nut
Brake yoke
Stop mounting
bolt
Brake valve
mounting bolt
SM 1024 23-5-2
Group 23, Brake System
SM 1024 23-5-3
Group 23, Brake System
Section 6
SM 1024 23-6-1
Group 23, Brake System
Parking Brake
Cable
Split Pin
Clevis Pin
Cotter Pin
Clevis Pin
<SI-47714F>
SM 1024 23-6-2
Group 23, Brake System
SM 1024 23-6-3
GROUP 25
GROUP 25
SM 1024 25-0
Group 25, Steering Column and Gear
Section 1
SM 1024 25-1-1
Group 25, Steering Column and Gear
The handwheel turning effort is considerably higher, how- are protected by the steering column cover. The cover can
ever, than with power steering. be removed for service to steering column components.
The entire column can be removed for service or replace-
The column tilt lock mechanism allows the operator to
ment. The steering gear, attached to the base of the col-
adjust the steering column. The column tilt lever knob
umn, can be removed without disassembling the other
releases the adjustment setting and the column returns to
parts of the steering column.
the up position by the use of springs. The tilt lock mecha-
nism, the directional control lever, and the ignition switch
Steering handle
screw
Gas spring
Column
lower cover
Harness
SM 1024 25-1-2
Group 25, Steering Column and Gear
Section 2
SM 1024 25-2-1
Group 25, Steering Column and Gear
SM 1024 25-2-2
Group 25, Steering Column and Gear
Section 3
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Steer Handle
Screw
Gas Spring
Wire Harness
SM 1024 25-3-1
Group 25, Steering Column and Gear
Steer Handle
SM 1024 25-3-2
Group 25, Steering Column and Gear
Column Upper
Cover
Gas Spring
Steering Gear
Column Lower
Cover
Mounting Screw
Steering Gear
SM 1024 25-3-3
Group 25, Steering Column and Gear
SM 1024 25-3-4
Group 25, Steering Column and Gear
Section 4
! CAUTION ! WARNING
SAFE PARKING. Before working on truck: Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
1. Park truck on a hard, level,- and solid search for leaks. Escaping fluid under pres-
surface, such as a concrete floor with no sure can penetrate the skin causing serious
gaps or breaks. injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
2. Put upright in vertical position and fully
tions before applying pressure. Keep hands
lower the forks or attachment.
and body away from pinholes and nozzles
3. Put all controls in neutral. Turn key which eject fluids under high pressure.
switch OFF and remove key. If any fluid is injecte into the skin, it must be
surgically removed within a few hours by a
4. Apply the parking brake and block the
doctor familiar with this type of injury or
wheels.
gangrene may result.
SM 1024 25-4-1
Group 25, Steering Column and Gear
To increase
To decrease
SM 1024 25-4-2
Group 25, Steering Column and Gear
Section 5
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
NOTE
The following material does not show the load sensing port
on the steering gear (steering control unit). The port is
located in the center of the other four ports. The load sensing
port requires no special overhaul procedures.
SM 1024 25-5-1
Group 25, Steering Column and Gear
Control End
11. Remove housing from vise and place on a clean soft
cloth to protect surface finish. Use a thin-bladed
screwdriver to pry retaining ring from housing.
SM 1024 25-5-2
Group 25, Steering Column and Gear
SM 1024 25-5-3
Group 25, Steering Column and Gear
Parts Inspection 4. Lubricate check ball seat and seals thoroughly before
installing seat in housing. When installing seat do not
Inspect all parts for damage, cracks, broken parts, dam- twist or damage seals. Install check ball seat in hous-
aged threads, corrosion or erosion of surfaces, worn spots, ing; insert open end of seat first. Push check ball seat
nicks or scratches. to bottom of hole.
Check all mating surfaces. Replace any parts that have 5. Install set screw. Use a 5/16-inch Allen wrench to
scratches or burrs that could cause leakage. Discard all old torque set screw to 11 Nm (100 in-lb; 8.3 ftlb). To
seals and replace with new ones. prevent interference of parts, make sure top of set
Clean all metal parts in clean solvent. Blow dry with air. screw is slightly below housing mounting surface.
Do not wipe dry with cloth or paper towel because lint or 6. Assemble spool and sleeve carefully so that the
other matter can get into the hydraulic system and cause spring slots line up at the same end. Rotate spool
damage. Do not use a coarse grit or try to file or grind while sliding parts together. Some spool and sleeve
these parts. sets have identification marks ; align these marks.
If parts are left exposed, cover them with a clean cover to Test for free rotation. Spool should rotate smoothly
prevent airborne dust from collecting on them. in sleeve with finger tip force applied at splined end.
Reassembly
Refer to Service Parts Book when ordering replacement
parts. A good service policy is to replace all old seals with
new seals at overhaul.
NOTE
Lubricate all seals (with exception of new
quad ring seal) with clean petroleum jelly
such as Vaseline. 7. Bring spring slots of both parts in line and stand parts
Do not use excessive lubricant on seals for on end of bench. Insert spring installation tool (avail-
meter (gerotor) section. able as Part No. 6000057) through spring slots of
Make sure all parts are clean and free of both parts. Position three pairs of centering springs
dust. Before assembly, lightly coat all inter- (or two sets of 3 each) on bench so that extended
nal metal parts with oil. edge is down and arched center section is together. In
this position, insert one end of entire spring set into
spring installation tool, as shown.
Control End
1. Use a needle-nosed pliers to lower check ball retainer
into check valve hole of housing. Make sure retainer
is straight (not tilted on edge) in housing.
SM 1024 25-5-4
Group 25, Steering Column and Gear
8. Compress extended end of centering spring set and 13. Install two bearing races and the needle thrust bear-
push into spool sleeve assembly withdrawing instal- ing in the order shown.
lation tool at the same time.
9. Center the spring set in the parts so that they push
down evenly and flush with the upper surface of the
spool and sleeve.
10. Install pin through spool and sleeve assembly until
pin becomes flush at both sides of sleeve.
IMPORTANT
Be extremely careful that the parts do not tilt
out of position while being installed. Push
parts gently into place with slight rotating
action; keep pin nearly horizontal. Push the
spool assembly entirely within the housing
bore until the parts are flush at the meter end
or 14-hole end of housing. Do not push the
spool assembly beyond this point to prevent
the cross pin from dropping into the dis-
charge groove of the housing. With the spool
assembly in this flush position, check for free
rotation within the housing by turning with
light finger tip force at the splined end.
SM 1024 25-5-5
Group 25, Steering Column and Gear
16. Install seal gland bushing over the spool end with a Meter (Gerotor) End
twisting motion. Tap the bushing in place with a rub-
ber hammer. Make sure the bushing is flush against 18. Clamp housing in vise, as shown. Clamp lightly on
the bearing race. edges of mounting area. Do not overtighten jaws.
On those units which use the Teflon seal, install the
Teflon back-up ring into the recess cut into the seal
gland bushing. Install the Teflon seal over the spool
end, then carefully install the seal gland bushing over
the spool end using a rotary motion.
NOTE
The seal gland bushing which is used with the
Teflon seal is not the same as the seal gland
bushing used with the standard quad-ring
seal. The seal gland bushing with the Teflon
seal has an identification groove cut into the
outer diameter of the bushing. The grooved
bushings can only be used with the Teflon NOTICE
seals and the non-grooved bushings used only Check to ensure that the spool and sleeve are
with the quad-ring seals. flush or slightly below the surface of the
housing.
Screwdriver
Dust Seal IMPORTANT
Retainer Clean the upper surface of the housing by
Ring wiping with the palm of clean hand. Clean
Seal Gland each of the flat surfaces of the meter section
Bushing
parts in a similar way when ready for reas-
Quad Ring
Seal sembly. Do not use cloth or paper to clean
Seal surfaces.
SM 1024 25-5-6
Group 25, Steering Column and Gear
21. Rotate spool and sleeve assembly until pin is parallel 24. Install drive spacer(s) when used, in meter.
with port face. Install drive, making sure you engage
drive with pin.
IMPORTANT
Failure to properly install drive and pin may
cause unit to self steer.
NOTE
To assure proper alignment, mark spline end
of drive shaft with a line parallel to slot on
other end, before installing.
23. With seal side of meter toward spacer plate, align star
valleys on drive. Note the parallel relationship of ref- 28. Inspect the assembly to be sure all parts have been
erence lines A, B, C, and D in figure. Align bolt installed and fasteners correctly installed and tight-
holes without disengaging meter from drive. Be sure ened. (Reprint courtesy of EATON Corporation)
star has engaged drive spline in position shown.
SM 1024 25-5-7
GROUP 26
GROUP 26
STEER AXLE
SM 1024 26-0
Group 26, Steer Axle
Section 1
Specifications Description
Steering System Relief Pressure Setting : 8620-9300 kPa The steer axle has the steer cylinder, steer knuckles, and
(1250-1350 psi) steering links mounted on it. All these components can be
removed, serviced, and replaced.
Steer Cylinder Type : Double-acting, piston-type
The steering gear (steering control unit) at the base of the
Turning Arc : 75q maximum inside turning angle, 54q
steering column directs hydraulic fluid to one end or the
maximum outside turning angle.
other of the steer cylinder to pivot the steer wheels.
Bearing Grease : Grade No. 2 EP multi-purpose grease,
The steer axle is bolted to the truck frame. The steer cylin-
CLARK Part MS-107C.
der is connected to the steering knuckles by steer links.
Mounting trunnions allow the axle to tilt independently of
Fastener Torques the truck and “silent” mounts cushion the axle on the trun-
nions.
Steer Axle Mounting Bolts : 240-270 Nm (177-199 ftlb).
All bearings used in the steer axle linkage have lubrication
Cylinder to Axle Mounting Bolts : 100-110 Nm (74-81 fittings and are serviceable. Axle removal, replacement,
ftlb). and service for all components, including overhaul of the
Steer Knuckle King Pin Castle Nuts : See installation pro- steer cylinder, is explained in the Sections for this Group.
cedures in Section 4, “Steer Axle Overhaul.”
Service Intervals
Steering Linkage Inspection and Lubrication : Every 50-
250 hours and each PM.
Steer Wheel Bearing Inspection and Lubrication : Every
500 hours of operation.
Steer Cylinder Seals Leakage Check : Every 50-250 hours
and each PM.
Steer Axle Mounting Inspection : Every 50-250 hours and
each PM.
Power Steering Relief Pressure Check : Every year or
2000 hours of operation.
SM 1024 26-1-1
Group 26, Steer Axle
Steer Axle
Steer knuckle
Steer Cylinder
Steer link
Axle Mounting
Trunnion
Steer Axle and Mounting-Pneumatic Tire Axle
SM 1024 26-1-2
Group 26, Steer Axle
Section 2
SM 1024 26-2-1
Group 26, Steer Axle
! WARNING
Do not remove the counterweight unless you
have training and are familiar with the cor- ! CAUTION
rect procedures. Counterweights can fall if Axle must be supported before any attaching
not handled correctly and cause severe fasteners are removed.
injury or death.
5. If another lift truck is used to temporarily support
2. Loosen lug nuts of steer wheels. axle while removing, put forks in center of carriage
about 305 mm (12 in) apart. Move forks under axle
! WARNING and raise it just to remove its weight from mounting
bolts. Or use a portable floor jack to carefully sup-
Do not raise truck by hoisting on overhead
port the axle at its center section.
guard or by jacking or lifting on counter-
weight. 6. Loosen and remove nuts from axle mounting bolts,
front and rear.
3. Block the drive wheels of the truck and raise and
7. Remove the mounting bolts.
block the rear end. Remove steer wheels. See “Lift-
ing, Jacking, and Blocking” in Group “SA” for safe 8. Lower the axle allowing its weight to pull the axle
procedures to jack the truck. mounting rubber out of frame recesses. Watch the
axle mounting rubber to be sure they release freely
! CAUTION from frame. You may have to loosen blocks with a
pry bar if they bind.
Make sure truck is correctly raised and
safely blocked using hardwood blocks under 9. Carefully withdraw the axle from beneath the truck
the frame. Be sure the blocking will permit and move to safe storage.
installation of the axle without disturbing the
blocking.
SM 1024 26-2-2
Group 26, Steer Axle
Axle mounting
Trunning
Steer Axle Mounting
SM 1024 26-2-3
Group 26, Steer Axle
Disconnect cylinder
lines here
SM 1024 26-2-4
Group 26, Steer Axle
Section 3
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
! CAUTION
SAFE PARKING. Before working on truck:
SM 1024 26-3-1
Group 26, Steer Axle
Preparation For Steer Axle 2. Remove the bearing cover from steer axle top and
bottom.
Disassembly and Overhaul
Bearing cover
NOTE
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
Cylinder rod
Cotter pin
SM 1024 26-3-2
Group 26, Steer Axle
Parts Inspection 3. Set the slide the king pin into the steer axle/knuckle
bore.
1. Clean all bearings, cups, seals, pins, and other parts
in an approved cleaning fluid. IMPORTANT
Make sure that retainer pin enters the hole in
2. Inspect all parts for scratches, chips and wear. Check the underside of the axle.
the steering arms of the knuckles to be sure they are
not bent or twisted. Check all threaded parts for dam- Bearing cover
age.
3. Replace all parts which show damage.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light coating of engine oil.
Bearing
Shim pack
“B”
“A”
IMPORTANT
Make sure that bearing cup is fully seated
Bottom cover
against the shoulder in bore. There must be
no gap left between cup and the shoulder in Bolt
the bore at assembly.
SM 1024 26-3-3
Group 26, Steer Axle
Steer link
Cotter pin
Knuckle housing
Grease fitting
SM 1024 26-3-4
Group 26, Steer Axle
Section 4
! CAUTION
Steer link pin
SAFE PARKING. Before working on truck:
Cylinder rod
1. Park truck on a hard, level, and solid
surface, such as a concrete floor with no
gaps or breaks.
2. Put upright in vertical position and fully
lower the forks or attachment. Steer link
Cotter pin
3. Put all controls in neutral. Turn key
switch OFF and remove key. NOTE
4. Apply the parking brake and block the Mark left-side and right-side parts for cor-
wheels. rect reassembly.
Mounting bolts
Remove fitting
! CAUTION
Cylinder is somewhat heavy and bulky.
When removing cylinder from mounting be
2. Remove the cotter pin from the bottom of the steer-
prepared to lift and move the full weight of
ing link pin. Steering link pin attaches steer cylinder
the cylinder.
rod end to steering link.
SM 1024 26-4-1
Group 26, Steer Axle
Parts Inspection 2. Position the steering link with the cylinder rod end.
Reuse steer link bearing if still serviceable. Install
Completely inspect all parts : new bearings if scoring or wear marks are evident or
1. Clean all bearings, cups, seals, pins, and other parts if the bearings do not operate smoothly.
in an approved cleaning fluid.
Steer link pin
2. Inspect all parts for scratches, chips, scoring, and
uneven or heavy wear. Check steering links to be Cylinder rod
sure they are not bent or twisted. Check all threaded
parts for damage.
3. Replace all parts showing excessive wear or signs of
damage.
4. If parts are to be left exposed, coat all mating sur- Steer link
faces of parts with a light layer of engine oil. Keep
Cotter pin
all parts clean and covered.
5. Remove and clean all grease fittings before reassem- 3. Rotate steering link into cylinder rod end and align
bling cylinder components. bearing hole with rod end.
Refer to Section 6, “Steer Cylinder Overhaul”, if pressure IMPORTANT
check or troubleshooting tips indicate a problem with
Make sure bearing is properly aligned with
steer cylinder performance.
pin in the hole.
Steer Cylinder Replacement 4. Install the cotter pin to the steering link pin.
1. Remount the steer cylinder onto the steer axle dowel 5. Repeat steps 1 to 4 for rod end-to-steering link con-
pins; set bolts and washers in place and torque nection for opposite side.
mounting bolts to 100-110 Nm (74-81 ftlb). 6. Clean and replace hydraulic hoses on correct, clean,
cylinder fittings. See Group 40, Hydraulic Fitting
Tightening Procedure” for replacement procedures.
Mounting bolts
! CAUTION
Install fitting
Cylinder is somewhat heavy and bulky.
When remounting cylinder to steer axle
body, be prepared to lift and maneuver the
full weight of the cylinder as you set it into
position.
7. Check to be sure all lube fittings are installed. Fill all
lubrication points with correct lubricant. See recom-
mended greasing procedure above.
8. Test function of steer cylinder before returning the
truck to service.
SM 1024 26-4-2
Group 26, Steer Axle
Section 5
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Cylinder Rod
Cylinder Tube
Gland
Steering Cylinder
Pneumatic-tire truck cylinder with “P” stamped on rod end.
SM 1024 26-5-1
Group 26, Steer Axle
Preparation for Steer Cylinder Disas- 4. Remove gland from opposite end of steer cylinder.
sembly and Overhaul 5. Remove the seal and O-ring set from the piston. Dis-
card seals. Replace with new seal set at assembly.
Refer to Section 4 for removal of steer cylinder from the
steer axle body. Piston seal
O-ring
IMPORTANT
Cleanliness is of extreme importance in the
repair and overhaul of this assembly.
SM 1024 26-5-2
Group 26, Steer Axle
5. Carefully inspect the cylinder internal bore for wear, 2. Install new piston seal over the O-ring seal.
scratches, corrosion or other damage. Check the out-
Piston seal
side for damage. Inspect all welds for cracks.
O-ring
6. Inspect the cylinder ports and threads to be sure they
are free of contamination and that the threads are
clean and not damaged.
7. Check the gland for cracks or damage that could
cause failure.
8. Deep gouges or pitted surfaces require replacement
of parts.
9. Put a light coating of hydraulic fluid on all parts. If
parts are to be left disassembled for a period of time,
such as overnight, they should be covered with a 3. Install new gland packing (O-ring) seal on inner end
clean cloth. of gland.
Inner Gland
Steer Cylinder Reassembly Packing (O-ring) Seal
Rod wiper
O-ring
Rod(U-cup) seal
IMPORTANT
Be sure the rod wiper and rod (U-cup) seal
are installed in the correct directions.
SM 1024 26-5-3
Group 26, Steer Axle
7. Install piston and rod assembly into the cylinder. Operational Pressure Test
NOTE Once cylinder is remounted on axle (See Section 4), con-
A special part is included in the parts kit to nect pressure source in turn at each port. Extend piston
allow you to slip the gland over the rod end rod at each side and test with internal pressure of 13790
without damaging the gland seals. kPa (2000 psi). At this pressure no leakage must occur.
Typical operating pressure is 10342 kPa (1500 psi).
8. Repeat above procedure for installation of opposite
gland.
SM 1024 26-5-4
GROUP 29
GROUP 29
IMP ORTANT
This Group (29) covers the hydraulic pump for the load handling
system, steering system, and standard brake system. It also covers
the charging pump for the standard transaxle, which is contained
in the same housing as the load handling system pump.
NOTE
Other hydraulic-related components and circuits are described and
illustrated in Group 25, “Steering Column and Gear,” Group 26
“Steer Axle,” Group 30, “Hydraulic Control Valve/Lift Circuit,”
Group 32, “Tilt Cylinders,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not coverend in this
group.
SM 1024 29-0
Group 29, Hydraulic Sump, Filters, and Pump
Section 1
Specifications Description
Hydraulic Pump Type : Transmission-driven, gear-type NOTE
Sump Type and Capacity : Tank is built into truck frame See Group 30 for a description of the com-
with capacity of GTS20-25 : 50L, GTS30-33 : 55L. plete hydraulic circuit.
Hydraulic Fluid Type : CLARK Hydraulic Fluid MS-68 . The hydraulic sump is installed in the right-hand side
Filter Type : Disposable, glass micro-fiber element. compartment of the truck frame. The sump is equipped
with a return line filter, oil level dipstick, and suction
Suction Screen : 100 mesh stainless steel screen mounted screen.
in sump.
On the standard transaxle truck, the main hydraulic pump
is mounted to the transmission and is gear-driven by the
Service Intervals
transmission.
Hydraulic Fluid Level Check/Condition Sample : Every On the standard transaxle truck, the main hydraulic pump
50-250 hours or each PM. is tandem-mounted with the transmission charging pump.
Hydraulic Fluid Change (Drain and Refill) : Every year or Oil from the load handling, steering, and braking circuits
2000 hours of operation.
returns to the sump tank through the full-flow return-line
Hydraulic Fluid Filter Replacement : After the first 50 filter.
hours of operation, then every 6 months or 1000 hours of
operation.
Hydraulic Sump Suction Screen Cleaning : Every year or
2000 hours of operation/ with every fluid change.
Lift Speed Test : Every 50-250 hours or each PM.
Fastener Torques
Pump to Transmission Fasteners : 40-45N.m(30-33 ft.lb)
SM 1024 29-1-1
Group 29, Hydraulic Sump, Filters, and Pump
Serviceable items are the pump, the return line filter, and tings, clamps, and the return-line filter restriction switch
the suction screen. Other components, such as hoses, fit- are non-serviceable and should be replaced if faulty.
Brake Hose
Supply Line
Hydraulic Control Valve
Check Valve
Poppet
Steer Gear
Sump
Suction Line
[SI-48671K]
Capscrew Air Breather
Capscrew
Torque:20-25 Nm
Torque:15-20 Nm(11.0-14.8 lbf½ft)
(14.8-18.4 lbf½ft)
Return filter
Tank Cover Assy
[SI-52824B]
Strainer
SM 1024 29-1-2
Group 29, Hydraulic Sump, Filters, and Pump
Steering
Circuit
Valve ass’y
Lift/Tilt/Auxiliary
Circuit
Sump
SM 1024 29-1-3
Group 29, Hydraulic Sump, Filters, and Pump
Section 2
The following is a list of problems and solutions relating Pump not developing sufficient pressure
to the main hydraulic pump and associated components.
For other hydraulic system troubleshooting, refer to • Leak in hydraulic control system ; check system
Groups 30 and 34. for and correct leaks.
• Inlet line restriction ; check for foreign material or
Noisy pump line kinks, check and clean suction screen.
• Suction screen dirty ; clean screen.
• Hydraulic fluid level low ; measure, and correct, • Defective hydraulic pump ; check other trouble-
fluid level. shooting items, then consider rebuilding or replac-
• Fluid viscosity too high ; change to specified fluid. ing pump.
• Sump suction screen dirty ; check and clean.
• Air leak at pump inlet line ; check plumbing tight- Pump output low
ness.
• Inlet line restriction ; check for foreign material or • Cavitating pump ; see “Noisy pump” above.
line kinks, clean sump suction screen. • Air in fluid or wrong fluid ; drain and refill with
• Air leak at pump shaft packing ; replace packing. correct fluid.
• Defective hydraulic pump ; check other trouble- • System relief valve set too low or too high, stuck
shooting items, then consider rebuilding or replac- or leaking; correct relief valve, pump may be OK.
ing pump. • Overheated fluid ; see remedies under “Overheated
pump and/or fluid” below.
Pump not delivering hydraulic fluid • Contaminated fluid ; correct contamination source
and replace fluid.
• Hydraulic fluid level low ; check, and correct, fluid • Gear face, body or cover nicked ; replace.
level.
• Excessive side loading, wear plate tight in body
• Sump suction screen dirty ; check and clean. bore, pinched thrust plate ; inspect and rebuild.
• Inlet line restriction; check for foreign material or
line kinks, check and clean suction screen. Foaming fluid
• Air leak in suction line ; check plumbing tightness.
• Fluid viscosity too high ; check fluid viscosity and • Cavitating pump; see “Noisy pump” above.
change to specified fluid. • Wrong fluid ; drain and refill with correct fluid.
• Defective hydraulic pump ; check other trouble-
shooting items, then consider rebuilding or replac-
ing pump.
SM 1024 29-2-1
Group 29, Hydraulic Sump, Filters, and Pump
SM 1024 29-2-2
Group 29, Hydraulic Sump, Filters, and Pump
Section 3
SM 1024 29-3-1
Group 29, Hydraulic Sump, Filters, and Pump
IMPORTANT
Before removing any component for service, make sure the correct repair parts, seals, and gasket sets are
available. Keep all parts clean during maintenenace and fluid and filter changes.
Do not allow any contamination into the hydraulic fluid sump or other components.
Brake Hose
Supply Line
Hydraulic Control Valve
Check Valve
Poppet
Steer Gear
Sump
Suction Line
[SI-48671K]
Capscrew Air Breather
Capscrew
Torque:20-25 Nm
Torque:15-20 Nm(11.0-14.8 lbf½ft)
(14.8-18.4 lbf½ft)
Return filter
Tank Cover Assy
[SI-52824B]
Strainer
SM 1024 29-3-2
Group 29, Hydraulic Sump, Filters, and Pump
Dip Stick
Hydraulic Fluid Return Filter and Dipstick Assembly.
2. Pull the dipstick out, wipe it clean, and push it back
into the dipstick tube. Remove the dipstick again and
check the fluid level indication.
Return filter Tank Cover Assy
3. The hydraulic system fluid level should be between
the fluid level markings on the dipstick. These marks
represent an operating range for fluid levels.
NOTE
Approximately GTS20-25 : 50L(13.2 gal),
GTS30-33 : 55 L (14.5 gal) of hydraulic fluid
are required to fill the hydraulic sump to the
F (Full) mark on a cushion-tire truck. Do not
overfill.
[SI-52824B]
Strainer
4. Add recommended fluid only. Remove the return fil-
ter cap, set a funnel in the opening, and slowly add 3. Replace the cap but do not overtighten.
hydraulic fluid.
NOTE
Remove or pull dipstick part way out to vent
air from sump while filling.
SM 1024 29-3-3
Group 29, Hydraulic Sump, Filters, and Pump
! CAUTION
OSHA-approved eye protection rated for 200
kPa (30 psi) is required for air-cleaning oper-
ation.
[SI-52824B]
Strainer
SM 1024 29-3-4
Group 29, Hydraulic Sump, Filters, and Pump
! CAUTION
Be sure there is adequate overhead clearance
before raising the upright.
! WARNING
Do not use your hands to check for hydraulic
leakage. Use a piece of cardboard or paper to
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious
injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connec-
tions before applying pressure. Keep hands
and body away from pinholes and nozzles
which eject fluids under high pressure.
SM 1024 29-3-5
Group 29, Hydraulic Sump, Filters, and Pump
Section 4
To Hydraulic
Control Valve
SM 1024 29-4-1
Group 29, Hydraulic Sump, Filters, and Pump
O-Ring ! CAUTION
Hydraulic Pump
Make sure there is sufficient headroom to
fully extend the upright.
SM 1024 29-4-2
Group 29, Hydraulic Sump, Filters, and Pump
Section 5
IMPORTANT Specification
On the STANDARD TRANSAXLE truck,
the hydraulic pump and the transmission Pump Model JSP11
charging pump are a combined unit. The Displacement 25.4 cc/rev (1.55 cu.in/rev)
hydraulic pump and the transmission charg-
ing pump must be removed, overhauled, and MAX. pressure 245 kg/່ (3485 psi)
replaced as a unit. MAX. speed 3000 rpm
The following pump overhaul procedures
depict the pump assembly for the standard
transaxle truck.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
1. Shaft cover
2. Bushing
3. Gear housing
4. Port cover
5. Bushing
6. Gear set
7. Thrust plate
8. Channel seal
9. Square seal
10. Lip seal
11. Dowel pin
12. Bolt
13. Washer
14. Snap ring
SM 1024 29-5-1
Group 29, Hydraulic Sump, Filters, and Pump
SM 1024 29-5-2
Group 29, Hydraulic Sump, Filters, and Pump
Inspection and Assessment run on the drive shaft, this shows up as a polished ring or
rings. If a noticeable groove can be felt or there is scoring
each component should be thoroughly cleaned, carefully the shaft should be replaced.
examined and assessed for suitability of re-use. Below is a
guide for inspecting the various components.
Gear housing
Inspect the body bore cut-in where both gears wipe into
the body.
The body can only be re-used if the ‘cut-in’ is bright and
polished in appearance and the depth does not exceed.
0.18 mm (0.007 in).
If the length of the contact traces is a half of the internal
length of the gear hole, it is normal. Thrust plate
The body should be inspected to ensure that there is no
The surface of the thrust plate is coated with a gray col-
superficial damage which may adversly affect perfor-
ored Teflon. In normal operation, a soft trace is left at the
mance or sealing. Pay particular attention to the port
point of gear contact as shown in the figure.
threads and body O-ring seal recesses.
A regular trace is not a problem, but any irregular scratch
or roughness felt by rubbing with a finger nail, or if the
thickness is less than 4.894 mm (0.1927 in) the plate
should be replaced.
Gear
The gear teeth should be carefully examined to ensure that
there are no signs of bruising, pitting or that a wear step If a hollow dowel pin is damaged it must be replaced.
can be felt.
If a new pin is loose in the bore of the gear housing, port
The journal bearing surfaces should be completely free cover or shaft cover, that part must be replaced.
from scoring or bruising.
The surface should appear highly polished and smooth to
touch. Gear set should be changed if the ɐd size is below
ɐ23.887mm (0.94in).
Examine the area where the shaft seal lips
SM 1024 29-5-3
Group 29, Hydraulic Sump, Filters, and Pump
Seals
All seals should be replaced in reassembly.
Bushing
New bushings must be installed when the gear set is
replaced.
Always replace the bushings as a set.
SM 1024 29-5-4
Group 29, Hydraulic Sump, Filters, and Pump
Trouble shooting
Trouble Probable cause Remedy
Pump not delivering fluid. Fluid intake pipe in reservoir restricted. Check all strainers and filters for dirt and sludge. Clean if
necessary.
Fluid viscosity too heavy to pick up prime. Completely drain the system.
Add new filltered fluid of the proper viscosity.
Air leaks at the intake, pump not priming. Check the inlet connections to determine where air is being
drawn in.
Tighten any loose connections.
See that the fluid in the reservoir is above the intake pipe
opening.
Check the minimum drive speed which may be too slow to
prime the pump.
Relief valve stuck open. Inspect and clean the relief valve.
Relief valve spring broken. Replace relief valve assembly.
Damaged internal pump parts. Disassemble and inspect gears, thurst plates, seals and pump
body.
Repair or replace pump.
Insufficient pressure System relief valve set too low. Use a pressure gauge to correctly adjust the relief valve.
build-up. Loss of flow from pump. Worn pump parts.
Damaged inlet or pressure line.
Pump making noise. Pump intake partially blocked. Service the intake strainers. Check the fluid condition and, if
necessary, drain and flush the system. Refill with clean
fluid.
Air leaks at the intake or shaft seal Check the inlet connections and seal to determine
causing cavitation. (oil in reservoir where air is being drawn in. Tighten any loose
would probably be foamy). connections and replace the seal if necessary.
See that the fluid in the reservoir is above the intake
pipe opening.
Pump drive speed too slow or fast. Operate the pump at the recommended speed.
Auxiliary driveshaft misalignment. Check if the shaft seal bearing or other parts have
been damaged. Replace any damaged parts. Realign
the coupled shafts.
External leakage. Shaft seal leakage. Damaged or worn seal.
Damaged or work bushings.
Damaged shaft seal housing bore or sealing area of
output shaft grooved.
Replace parts as required.
Leakage between pump sections. Damaged O-rings or damaged surfaces in O-ring
groove.
Replace parts as required.
SM 1024 29-5-5
Group 29, Hydraulic Sump, Filters, and Pump
Start-up
Whenever it is possible to do so, fill the pump ports with
system hydraulic fluid. This will make it easier for the
pump to prime when it is first started.
Self Priming : With a minimum drive speed of 600 RPM,
a pump should prime immediately.
Failure to prime within a short length of time may result in
damage due to lack of lubrication.
Inlet-lines must be tight and free from air leaks. However,
it may be necessary to loosen a fitting on the outlet side of
the pump to purge entrained air.
No Load Starting : These pumps are designed to startup
with no load on the pressure ports.
They should never be started against a load or a closed
center valve.
SM 1024 29-5-6
GROUP 30
GROUP 30
IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 30, “Hydraulic
Control Valve/Lift Circuit,” Group 32, “Tilt Cylinders,” and
Group 34, “Uprights.” Refer to these other groups for
hydraulic components not covered in this group.
SM 1024 30-0
Group 30, Hydraulic Control Valve/Lift Circuit
Section 1
Integral Pressure Compensated Flow Control Settings : Before adjusting, turn fully Counter-Clockwise to stop.
Each Clockwise turn increases flow by.
Tilt spool (spool #2) : 14.4 L/min (3.8 gpm).
Auxiliary spool (spool #3) : 7.6 L/min (2.0 gpm).
Service Intervals
Maximum Pressure Drop at Rated Flow :
Hydraulic System Relief Pressure Check : Every year or
Inlet to outlet : 689 kPa (100 psi). every 2000 hours of operation.
Lift spool (spool #1) :
- Inlet to cylinder port : 689 kPa (100 psi) Fastener Torques
- Cylinder port to outlet : 550 kPa (80 psi).
Lever to Spool Rod Turnbuckle Adjustment Jam Nuts :
Tilt spool (spool #2) : 40-45 Nm (30-33 ftlb).
- Inlet to cylinder port : 689 kPa (100 psi) Lever Pivot-Bracket Mounting Nuts Bolts : 40-45 Nm
- Cylinder port to outlet : 550 kPa (80 psi). (30-33 ftlb).
Auxiliary spools (spools #3 and #4) :
- Inlet to cylinder port : 345 kPa (50 psi)
- Cylinder port to outlet : 207 kPa (30 psi).
SM 1024 30-1-1
Group 30, Hydraulic Control Valve/Lift Circuit
SM 1024 30-1-2
Group 30, Hydraulic Control Valve/Lift Circuit
Section 2
To Brake
To Rod
Sensing
Line
Tilt
Aux.2 Aux.1
Lift
To Steer Unit
To Brake
To Rod
Sensing
Line
Aux Tilt
Lift
To Steer Unit
SM 1024 30-2-1
Group 30, Hydraulic Control Valve/Lift Circuit
To Brake
To Rod
Sensing
Line
Tilt
Lift
To Steer Unit
SM 1024 30-2-2
Group 30, Hydraulic Control Valve/Lift Circuit
Section 3
The following is a list of problems and solutions relating Overheated hydraulic fluid
to the main hydraulic control valve and associated compo-
nents. For other hydraulic system troubleshooting, refer to • Thin fluid ; drain and fill with correct fluid.
Groups 29 and 34. • Fluid contaminated ; drain sump, clean suction
screen, replace filter, and refill.
No lift, tilt, or auxiliary function • Cavitating pump ; check hydraulic plumbing for
airtight hoses and connections.
• Hydraulic fluid very low; check and fill to correct • Pump driveshaft misaligned ; check mounting and
level. alignment.
• Hose or fittings broken; replace component. • Axial loading on drive shaft ; check shaft end
• Defective main lift valve ; check other Trouble- clearance and shaft alignment ; check for worn
shooting items for possible cause, then consider key/spline.
rebuilding or replacing main lift valve. • Relief valve in bypass ; check relief setting.
• Hydraulic pump defective ; check other Trouble-
shooting items for possible cause, then consider
rebuilding or replacing pump. Load cannot be lifted to maximum height
• Hydraulic fluid low ; check and fill to correct level.
No motion, slow or jerky action of hydraulic • Hydraulic pump defective ; check other Trouble-
system shooting items for possible cause, then consider
rebuilding or replacing pump.
• Spool not moved to full stroke ; check travel and
linkage adjustment.
Oil leaks at top of lift (secondary) cylinder(s)
• Relief valve not properly set, stuck in place, and/or
worn ; check and clean valve, replace if necessary. • Plugged vent line ; check and clear line.
• Dirt or foreign particles lodged between relief • Worn or damaged piston seal ; rebuild cylinder.
valve control poppet and seat ; check valve and • Scored cylinder wall ; replace cylinder.
clean. See Group 34, “Cylinder Removal, Overhaul, and
• Valve body cracked inside ; check and replace Replacement.”
entire valve.
Oil leak at tilt or auxiliary function cylinder
Foaming hydraulic fluid
• Worn or damaged seal; rebuild cylinder.
• Low oil level ; check and fill to correct level. • Scored piston rod; repair or replace rod.
• Wrong fluid ; drain and refill with correct oil. See Group 34, “Cylinder Removal, Overhaul, and
• Oil too heavy ; change to correct viscosity. Replacement.”
• Pump inlet line restriction or line kinked ; clean
line and suction screen or repair kinked hose. Load will not hold
• Hydraulic pump (or hydrostatic pump) cavitating
• Oil bypassing between lift spool and valve body ;
(pumping air with fluid) ; check hydraulic plumb-
overhaul valve and spool.
ing for airtight hoses and connections.
• Spool not centered ; see spool remedies for correct-
ing problems when spools do not return to neutral.
SM 1024 30-3-1
Group 30, Hydraulic Control Valve/Lift Circuit
• Oil bypassing piston in cylinder ; repair or replace No relief valve action (high pressure)
cylinder.
• Small particles of dirt in relief valve subassembly ;
check, clean, and/or replace relief valve, clean
Oil leaks at either end of main hydraulic valve hole.
spool • Relief valve subassembly installed backwards ;
reinstall correctly.
• Defective O-ring seals ; rebuild valve.
Spring-centered spools do not return to neu- Load drops when spool is moved from neu-
tral tral to a power position
• Broken springs ; rebuild valve. • Dirt or foreign particles lodged between check
valve ball and seat ; check and clean.
• Entrapped foreign particles ; check and clean sys-
tem and valve. • Sticking or scored check valve ; clean if sticking,
replace if scored, replace poppet.
• Bent spool ; replace with new valve section.
• Misalignment or binding of linkage ; check and
align/adjust linkage.
SM 1024 30-3-2
Group 30, Hydraulic Control Valve/Lift Circuit
Section 4
Relief Pressure Check Checking Relief Pressure. Gauge port location varies.
Hydraulic system relief pressure setting may be checked 3. Start the engine and let it warm up until it runs
using a Mico Quadrigage (Clark Part No. 1800106) or smoothly. Continue with step 4.
with a conventional pressure gauge with suitable pressure
range calibration. To cover all models of the truck, a 4. Accelerate the engine to no-load governed speed
gauge with capacity range of 0 to 27,580 kPa minimum (0 (full throttle), and hold at this speed. Gauge should
to 4000 psi) is recommended. read between 897.5 to 1132 kPa (130-164 psi).
5. Check main relief pressure : Move the tilt control
! WARNING lever to full back (or forward) tilt relief position.
HYDRAULIC FLUID SAFETY. Keep all Hold tilt control in relief position until pressure read-
hydraulic ports and components clean. Wipe ing is obtained, and then release. Gauge should read
the area on the pump around the diagnostic 21,400 to 22,100 kPa (3100 to 3200 psi).
check port completely clean to prevent any IMPORTANT
contamination from entering the hydraulic Do not operate system in relief any longer
system. than required to read the pressure gauge.
When checking the hydraulic system, do not
use your hands to check for leakage. Use a 6. Check auxiliary relief pressure : (Truck must have
piece of cardboard or paper to search for auxiliary component and auxiliary section added to
leaks. Escaping fluid under pressure can pen- main hydraulic valve.) Move the auxiliary control
etrate the skin causing serious injury. Relieve lever to full back or forward relief position. Hold
pressure before disconnecting hydraulic or auxiliary control in relief position until pressure
other lines. Tighten all connections before reading is obtained, and then release. Gauge should
applying pressure. Keep hands and body read 13,000 to 14,300 kPa (1925 to 2075 psi).
away from pinholes and nozzles which eject
fluids under high pressure.
SM 1024 30-4-1
Group 30, Hydraulic Control Valve/Lift Circuit
The main relief valve has been set on the The flow control valve has been set on the
plant. Never try to adjust. If the relief pres- plant. Never try to adjust. If adjusted, it will
sure exceeds the set value, contact to Service cause fetal danger, Contact to Service man-
managers or Clark experts. agers or CLARK experts.
The main and auxiliary relief setting only
applies to a hydraulic valve that has auxiliary 1. Remove the nut from the main hydraulic valve tie
sections added. bolt stud.
Auxiliary
Pressure
Relief Valve Flow Adjustment
Remove Nut & Tie Bolt
Main Pressure
Relief Valve
SM 1024 30-4-2
Group 30, Hydraulic Control Valve/Lift Circuit
Section 5
! CAUTION
SAFE PARKING. Before working on truck :
1. Park truck on a hard, level, and solid surface, such as a
concrete floor with no gaps or breaks.
2. Put upright in vertical position and fully lower the forks
or attachment.
3. Put all controls in neutral. Turn key switch OFF and
remove key.
4. Apply the parking brake and block the wheels.
SM 1024 30-5-1
Group 30, Hydraulic Control Valve/Lift Circuit
Steering
Supply Line
SM 1024 30-5-2
Group 30, Hydraulic Control Valve/Lift Circuit
Cotter Pin
Clevis
Pin
Valve
Spool
2. Install the hydraulic lines on the proper ports. Make
sure all lines are clean, are routed correctly in the
truck, and are not kinked. Torque fittings according NOTE
to “Hydraulic Fitting Tightening Procedure” in The illustration above and system specifica-
Group 40. tion torques also apply for auxiliary hydrau-
lic functions, such as a side-shifter or rotator.
Steering
Supply Line
Tilt
Line
Main
Supply Steering
Line Sensing Line
Brake
Line Lift Sump Return
Line
Line
SM 1024 30-5-3
Group 30, Hydraulic Control Valve/Lift Circuit
Operational Checks 2. Check the operation of the valve and hydraulic sys-
tem by moving the valve control levers to the various
1. Start and operate the truck and hydraulic system. positions. The levers must operate smoothly with no
Check the system for leaks. binding. When released from any working position,
the levers must return sharply to their neutral posi-
! WARNING tions.
If valve spools do not moved or return to correct
Do not use your hands to check for hydraulic
position for full function of lift, tilt, or auxiliary cyl-
leakage. Use a piece of cardboard or paper to
inders :
search for leaks. Escaping fluid under pres-
sure can penetrate the skin causing serious 3. Refer to Section 4, “Hydraulic System Pressure
injury. Relieve pressure before disconnecting Check” if valve was disassembled or overhauled.
hydraulic or other lines. Tighten all connec-
4. Replace the cowl cover under the operator’s com-
tions before applying pressure. Keep hands
partment dash. See removal and replacement proce-
and body away from pinholes and nozzles
dures in Group 38.
which eject fluids under high pressure.
If any fluid is injected into the skin, it must
be surgically removed within a few hours by
a doctor familiar with this type injury or
gangrene may result.
SM 1024 30-5-4
Group 30, Hydraulic Control Valve/Lift Circuit
Section 6
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
The following overhaul instructions describe a two spool • Clean outside of valve with a good grade of solvent
assembly with the inlet/lift section, a tilt (or auxiliary) and dry thoroughly.
section, and outlet section (outlet section contains no • Before starting disassembly, the valve should be
spool). carefully examined to determine if there is any evi-
dence of external damage.
Preparation for Disassembly
Overhaul valve only in a clean, dust-free location, using
clean tools and equipment. Dirt or grit will damage the
highly-machined surfaces and will result in leakage or
premature failure of components. Cleanliness of the
hydraulic circuit is extremely important to the proper
operation and maintenance of the system. Be sure the
work area is clean.
SM 1024 30-6-1
Group 30, Hydraulic Control Valve/Lift Circuit
Disassembly 2. Remove and label all parts between the sections for
correct reassembly. These include :
During disassembly, pay particular attention to identifica- a. Retainers and seals which are included in the
tion of parts for reassembly. Spools are selectively fitted replacement seal kit.
to valve bodies and you must return each spool to the b. O-rings, springs, and ball which are replaced sep-
same body from which it was removed. You must also be arately.
sure to reassemble the valve sections in the original order.
NOTE
NOTE Keep parts in order as removed and avoid
Valve sections may or may not require sepa- mixing the sections and parts.
ration for overhaul.
3. Disassemble each valve spool, one at a time, from
If only valve spools are being overhauled, you do not have bottom of valve as shown in the illustration.
to separate the sections. For a complete overhaul, includ-
ing replacement of the seals, retainers, O-rings, springs, 4. Remove the valve spools by tapping lightly on the
and balls used between the sections, follow steps 1 and 2. top end with a soft-faced hammer to drive them out
To overhaul only the valve spools, begin with step 3. of the valve body.
1. Remove the nuts and studs connecting the valve sec- 5. Arrange the parts in the sequence of removal.
tions.
Relief Valve
Nipple
Plug Plug
Relief Valve
SM 1024 30-6-2
Group 30, Hydraulic Control Valve/Lift Circuit
NOTE 3. Inspect valve spools and bores for burrs and scoring.
Remove the outlet port section only if there is If scoring is not deep enough to cause leakage, the
need for further inspection and cleaning of surfaces can be stoned or polished with crocus cloth.
contaminants in the valve. To remove, loosen If scoring is excessive, valve body and spool must be
and remove the nuts and studs and separate replaced. Check each valve spool for free movement
the outlet port section from the valve body. in its bore.
Label and keep all parts for correct reassem- 4. Inspect the main pressure relief valve for damage.
bly. Relief valve must be free from contamination, burrs,
and scoring. Plug, spring, and O-ring should be
Cleaning, Inspection, and Repair cleaned and inspected for damage.
1. Discard all old seals. Wash all parts in a clean min- NOTE
eral oil solvent and place them on a clean surface for Entire relief valve assembly must be replaced
inspection. if damaged. Relief valve pressure is con-
trolled by a hydrostat in the valve relief valve
2. Carefully remove any burrs by light stoning or lap- assembly and is set at the factory. No adjust-
ping. Be sure there is no paint or burrs on mating sur- ments are recommended; if pressure relief
faces of valve bodies. setting is not in recommended range, hydro-
stat must be replaced.
Plate
Shim
Block
Return Spring
Return Cap
㏘䖴
Spring Poppet
Adjust Sheet
Spring
Plug
C-ring
SM 1024 30-6-3
Group 30, Hydraulic Control Valve/Lift Circuit
5. Inspect the lift and tilt relief valves for damage. Reassembly
Check the relief valve for smooth free movement in
its bore. The valve poppet should move easily from Use the exploded view illustration of the valve section,
only the force of its own weight. spools, and relief valves for reassembly.
6. Inspect the valve body to make sure it has not been 1. Assemble valve in reverse order of disassembly.
physically damaged. Examine all threads to be sure 2. Coat all parts with clean hydraulic oil to facilitate
they are clean and not damaged or burred. Inspect all assembly and provide initial lubrication. Petroleum
bores and poppet seats. Poppet seat must be even all jelly can be used to hold seal rings in place during
around its circumference with no nicks, burrs, or assembly.
indentations in any of the seat face.
3. Use new O-rings and seals for all parts.
7. All springs should be free of corrosion and not bro-
ken or bent. 4. Install seal rings and the seal ring retainer in the
grooves in body of each inlet and center section. Use
8. If parts must be left unassembled for a period of time petroleum jelly to hold the seals in place. Carefully
or overnight, cover with a lint-free clean material. place the sections together in the same order in which
they were removed.
5. Torque dust-cover screws to 10.8-13.5 Nm (8-10
ftlb).
6. Reinsert studs between valve sections and torque
nuts to 27-34 Nm (20-25 ftlb).
SM 1024 30-6-4
GROUP 32
GROUP 32
TILT CYLINDERS
IMP ORTANT
Other hydraulic-related components and circuits are
described and illustrated in Group 25, “Steering Column
and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic
Sump, Filters, and Pump,” Group 30, Hydraulic Control
Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to
these other groups for hydraulic components not covered in
this group.
SM 1024 32-0
Group 32, Tilt Cylinders
Section 1
SM 1024 32-1-1
Group 32, Tilt Cylinders
Section 2
SM 1024 32-2-1
Group 32, Tilt Cylinders
SM 1024 32-2-2
Group 32, Tilt Cylinders
4. Continue to turn rod into rod end until tilt cylinder 4. Use rod shims to fill in the space between the rod-
strokes are equal. end yoke and spacer. Screw rod back into yoke the
same number of turns needed to remove.
IMPORTANT
The rod must be threaded onto the rod-end
yoke a distance at least as great as the diame-
ter of the rod plus 6.5 mm (0.25 in).
Rod shim
Rod end yoke
Cylinder rod
diameter
of rod Spacer
Wrench Flat
Thread rod into rodend
yoke the rod diameter
plus 6.5mm(0.25in)
SM 1024 32-2-3
Group 32, Tilt Cylinders
Section 3
SM 1024 32-3-1
Group 32, Tilt Cylinders
! CAUTION ! WARNING
SAFE PARKING. Before working on truck : The upright assembly is heavy. Use only
hoists with enough capacity to lift the entire
1. Park truck on a hard, level, and solid assembly. Keep hands and feet away from
surface, such as a concrete floor with no the assembly. Use prybars to move the
gaps or breaks. assembly into position for tilt cylinder
replacement.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Remove the floorboard.
3. Put all controls in neutral. Turn key
NOTE
switch OFF and remove key.
Put a drain pan under the truck at each tilt
4. Apply the parking brake and block the cylinder position before removing the
wheels. hydraulic lines.
Tilt Cylinder Removal 4. Disconnect and cap hydraulic lines from the tilt cyl-
inders (see illustration on facing page). Remove the
1. Move tilt lever back and forth several times to relieve hose connections on both sides of the tee fittings of
any pressure. the right-side cylinder. Keep all fittings and ports
clean.
2. Use an adequate chain and hoist to support the
upright so that it cannot fall when tilt cylinder pins
are removed.
Rod-End
Nipple Pin
Bearing
SM 1024 32-3-2
Group 32, Tilt Cylinders
5. Support cylinder with a sling to prevent the cylinder the clamp bolts to a torque of 170-190 Nm
from dropping when pins are removed. (125-140 lbfft). Nuts must be on inside of
upright rails.
6. Remove lock-plate from tilt cylinder rod-end yoke.
Orientation of the rod-end yoke is different
Use a soft drift and hammer to tap rod-end pin out of
for the cushion-tire and pneumatic-tire
yoke.
trucks. As the illustration shows, the bolt
7. Pop the cover from tilt cylinder base access port on hole of the rod-end yoke is down on the pneu-
the step to the operator’s compartment. matic-tire truck but is up on the cushion-tire
truck.
8. Remove the lock-plate from cylinder base yoke. Use
a soft drift and hammer to tap pin out of yoke.
5. Install rod-end lock-plate in slot and fasten to yoke
9. Remove cylinder assembly. with fastener and washer. Tighten fastener to a
torque of 40-45 Nm (30-33 lbfft).
Parts Inspection 6. Install tilt cylinder hydraulic lines. Check Group 40
for hydraulic fitting tightening procedures. O-rings
1. Clean all bearings, pins, and other components in an of fittings should be lightly coated with clean
approved cleaning fluid. hydraulic fluid or compatible oil.
2. Inspect all parts for scratches, nicks, dents, and wear. 7. Remove hoist chain from upright.
Check the cylinder rods to be sure they are smooth
with no scratches. Check all threaded parts for dam- 8. See Section 2 for tilt cylinder adjustment procedures.
age. When adjustments are made, check all upright com-
ponents under load before returning the truck to ser-
3. Replace all parts which show damage. vice.
4. If parts are to be left exposed, coat all mating sur-
faces of parts with a light layer of engine oil.
SM 1024 32-3-3
Group 32, Tilt Cylinders
Section 4
IMP ORTANT
Before removing any component for overhaul, make sure the
correct repair parts, seals, and gasket sets are available.
Dust Wiper
Spacer
<8082253>
SM 1024 32-4-1
Group 32, Tilt Cylinders
Preparation For Disassembly 2. Carefully pull the rod, piston assembly, and gland
from the cylinder barrel. Remove gland from rod.
IMPORTANT
Overhaul tilt cylinders only in a clean, dust- ! WARNING
free location, using clean tools and equip-
ment. Dirt or grit will damage the highly- The use of compressed air to blow the piston
machined surfaces and will result in leakage out of the barrel is not recommended. High-
or premature failure of components. Cleanli- pressure air can result in piston and rod
ness of the hydraulic circuit is extremely being ejected at high velocity (explosively),
important to the proper operation and main- causing severe injury to personnel and prop-
tenance of the system. Be sure the work area erty damage.
is clean.
3. Remove and discard the piston packing and wear
1. Before disassembly, the exterior of the tilt cylinder rings from the piston.
should be carefully cleaned to remove all dirt and
grease accumulation.
2. Be sure all hydraulic oil has been removed from the Piston Seal Wear ring
cylinder. Stroking the piston rod will help force the
oil out.
3. Before starting disassembly, the tilt cylinder should
be carefully examined to determine if there is any
evidence of external damage.
O-ring
SM 1024 32-4-2
Group 32, Tilt Cylinders
DU Bush
O-ring,
O-ring Backup Ring 6. Check the assembly by making sure the piston slides
freely in and out of the cylinder.
Dust Wiper Rod Seal
See Section 3 for replacement procedures ; see Section 2
for checks and adjustments before returning the truck to
service.
SM 1024 32-4-3
GROUP 34
GROUP 34
UPRIGHTS
IMPORTANT
Related service information is covered in Group 29, “Hydrau-
lic Sump, Filters, and Pump,” Group 30, “Hydraulic Control
Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”
SM 1024 34-0
Group 34, Uprights
Section 1
General Specifications
Upright
Upright Weight: (Approximately 368 kg (810 lb) to Upright Type Cylinder Type
Number
approximately 970 kg (2140 lb) without carriage. STD pneu S2016 Piston-type Lift Cylinder
Carriage Weight: TSU pneu T2016 Piston-type Secondary Cylinder
Approximately 148 kg (326 lb) with a 45 inch carriage. Hi-Lo pneu F2016 Ram-type Secondary Cylinder
Capacities and Lift Heights: Upright, carriage, and fork Fastener and Fitting Torque Specifications
capacity and upright lift heights are listed on the truck’s
data plate. Trunnion Mounting Bolts: 75~80 Nm (55~59 ft-lb)
Load Back Rest: 215-264 Nm (159-195 ft-lb)
Lubricants:
Chain Anchor Bolt Jam Nut: 100-200 Nm (74-148 ft-lb)
• All Purpose Grease (MS-9)
• Innerslide Lubricant (CLARK P/N 886396) Carriage Side-Thrust Roller Bolts(External): 40-50 Nm
(29.5-37 ft-lb)
• Chain and Cable Lube (CLARK P/N 886399)
Carriage Side-Thrust Roller Bolts(Internal): 70-80 Nm
(52-59 ft-lb)
Cylinder Types
Hose Fittings: See Group 40, “Hydraulic Fitting Tighten-
Standard uprights use two lift cylinders. Triple stage and ing Procedure.”
Hi-Lo uprights use three cylinders, a primary (center- Rod End Bolts: 170-190 Nm (125-140 ft-lb)
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on triple-stage uprights (TSUs & Hi- Tilt Cylinder Rod-End Pin Lock Plate: 8-10 Nm (71-89
in-lb).
Lo) are piston cylinders. The lift and secondary cylinders
used on standard, Hi-Lo uprights and TSUs can be piston
cylinders. Service Intervals
The types of cylinders used on the truck are listed below. • All upright components should be visually checked
every day during the Operator’s Daily Inspection.
Check the first five characters of the upright number
stamped on the upright of the truck to determine the type • A thorough visual inspection should be performed
of cylinder, piston used on the upright. by a trained service professional every 50-250
hours.
IMPORTANT • Lift chains should be inspected and lubricated
Before removing any component for over- every 50-250 hours or monthly.
haul, make sure the correct repair parts, • Lift chain tension should be checked every 50-250
seals, and gasket sets are available. hours or monthly.
SM 1024 34-1-1
Group 34, Uprights
• Upright and carriage roller checks should be per- Piston-type cylinders contain a by-pass check valve in the
formed every 50-250 hours or monthly. piston that allows air and fluid that have accumulated in
• Roller patterns should be checked every 6 months the rod end of the cylinder to return to the system. The
or after 1000 hours of service. check valve can be removed and cleaned if indicated by
• Racking and drift tests should be performed every troubleshooting. A non-serviceable check-ball-type cush-
50~250 hours or monthly. ioning function is built into ram and piston cylinders for
smooth staging during the lowering cycle. The primary
• The complete extended inspection should be per-
cylinder on TSUs incorporates cushioning on the lift
formed at least every year or 2000 hours of opera-
cycle. A velocity fuse in the hydraulic port of the lift cyl-
tion.
inders (secondary cylinders on TSUs) prevents the mast
Description from falling rapidly in case of sudden fluid pressure loss
due to line breaks or other malfunction of the hydraulic
The upright assembly includes the lift chains, lift cylin- circuit.
ders, carriage, forks, and mast or rail sets. Each of the
As explained in more detail in Group 30, the main pump
components can be serviced using the tests, checks,
sends fluid to the main hydraulic control valve, which
adjustments, and removal and replacement procedures in
contains spools that route fluid to the lift cylinders and tilt
the following Sections.
cylinders. The valve assembly also contains a counter-
The upright uses the hydraulic cylinders and chain sets to balance valve that prevents upright tilt when the truck is
lift the carriage and rail sets. On standard, two-stage not operating.
uprights, the lift cylinders lift the carriage with chains and
Fluid flow rates for lift functions are factory set and not
directly lift the inner rail set. On triple-stage uprights, the
adjustable. Flow rates for tilt and auxiliary functions are
primary (free-lift) cylinder lifts the carriage by chains.
controlled by adjustments on the main hydraulic valve. A
When the primary cylinder reaches its maximum exten-
non-adjustable “load-lowering” flow valve mounted on
sion, fluid is diverted to the secondary lift cylinders,
the upright limits upright lowering speed.
which lift the inner rails using a second set of chains and
lift the intermediate rails by direct lift. Groups 29 and 30 contain general hydraulic information
including upright hydraulic functions. Other hydraulic
On Hi-Lo uprights, the primary(free-lift) cylinder lifts the
checks for the upright appear in “Troubleshooting,” Sec-
carriage by chanis. The secondary cylinders directly lift
tion 2.
the inner rail set by rod. Hi-Lo uprights not used second
set of chain for secondary cyliner.
Friction and play between the nesting rails is controlled by
roller sets mounted on the rails and carriage. When rails or
rollers become worn, the gap between the rollers and rails
becomes larger, creating more play in lifting and lowering
operations. The rail web to roller side clearances can be
reduced by shimming the rollers to close the gap between
the roller and rails. The gap between the rail flange and
roller bearing surface can be reduced by the use of over-
size rollers on a one-time basis.
Forks use a hanger design for mounting on the carriage.
Auxiliary attachments may be added to the upright for
specialized handling operations. The hydraulic circuit is
modified with a hose adapter kit and an auxiliary section
is added to the main hydraulic valve to operate the attach-
ment.
The lift and secondary cylinders on standard uprights and
triple-stage uprights (TSUs) are piston type cylinders. The
primary cylinder on TSUs and HILO are piston-type cyl-
inder. See the chart under “Specifications” to determine
the type of cylinder used on the upright you are servicing.
SM 1024 34-1-2
Group 34, Uprights
Upper Roller
Chain Sheave
Lift cylinder
Chain Anchor
Chain
Lower Roller
SM 1024 34-1-3
Group 34, Uprights
Upper Roller
SM 1024 34-1-4
Group 34, Uprights
Upper Roller
Outer Rail Set Chain Sheave
Upper Roller
Hose Sheave
Chain Sheave
Secondary
Cylinder
Chain
Lower Roller
Lower Roller
Primary
Inner Rail Set Cylinder Chain
SM 1024 34-1-5
Group 34, Uprights
SM 1024 34-1-6
Group 34, Uprights
SM 1024 34-1-7
Group 34, Uprights
SM 1024 34-1-8
Group 34, Uprights
SM 1024 34-1-9
Group 34, Uprights
Section 2
Troubleshooting
The visual inspection and the operational checks pre- • Dry hose sheave or rollers; check condition of all
sented in Section 3 should be used to determine problems sheaves and rollers and lubricate as necessary.
with the upright. Possible problems, causes, and remedies • Damaged chain sheaves; check condition of chain
are listed below. sheaves and repair or replace.
Other troubleshooting information about the hydraulic cir- • Excessive fork hanger or carriage fork bar wear;
cuit and components appears in the troubleshooting Sec- inspect and replace as necessary.
tions of Groups 29 and 30. Use these other • Seals dry; lubricate rod.
troubleshooting Sections for more detailed problem isola-
• Seals dry - all primary cylinders; remove gland and
tion with Upright hydraulic functions.
add 100 ml (3.4 oz) of hydraulic oil to rod side of
piston, see “Cylinder Removal, Shimming, Over-
! WARNING haul, and Replacement.”
The procedures for troubleshooting uprights,
carriages, and forks involve movement of the No lift, tilt, or auxiliary function
components. Failure to follow these warnings
can result in serious injury. • Hydraulic fluid level low; check level and fill.
Make sure overhead clearances are adequate • Broken hoses or fittings; check and repair.
before raising the upright to full lift height.
• Damaged or blocked sump strainer; check and
Do not walk or stand under raised forks.
clean.
Block carriage and upright whenever mak-
ing checks with the upright elevated. • Hydraulic pump defective; see Group 29 for pump
Keep clear of load and carriage when making troubleshooting.
any check or adjustment. • Defective main hydraulic control valve; see Group
Keep your arms and fingers away from mov- 30 for valve troubleshooting.
ing parts of the upright. • Defective upright load-lowering flow valve; disas-
Do not reach through open areas of the semble valve, check and clean or replace.
upright.
SM 1024 34-2-1
Group 34, Uprights
Load cannot be lifted to maximum height • Defective priority valve; see Group 30 for valve
troubleshooting information.
• Hydraulic fluid level low, check level and fill. • Defective upright load-lowering flow valve;
• Debris in upright; check and clean. remove valve clean, inspect, and replace if neces-
• Hydraulic hose fittings loose or damaged; check sary.
and torque correctly (see Group 40 for specifica-
tions) or replace. Lowering speed sluggish
• Check cylinder for external leakage; replace cylin- • Damaged or binding upright roller; check condi-
der if cracked. tion of roller and replace if necessary.
• Cylinder shimming is incorrect; check and adjust • Damaged or kinked hydraulic hose or tube; check
shimming. condition of hose and tube, repair or replace as
• Internal leakage on lift or secondary piston cylin- necessary.
ders; remove rod and piston and clean check • Defective upright load-lowering flow valve; check,
valves; also clean and inspect/replace piston seals. clean and replace valve if necessary.
See Section 5.
• Defective velocity fuse; remove fuse from cylinder
• Cylinder check valve on lift or secondary piston hydraulic port, clean and recheck for proper opera-
cylinders not functioning properly; remove rod and tion.
piston and clean check valves; also clean and
inspect/replace piston seals. See Section 5. Load bounces excessively when lowering
• Hydraulic pump defective; see Group 29 for pump
troubleshooting information. • Air in hydraulic system, TSU and Hi-Lo ram-type
cylinders; set capacity load on upright and lift form
• Upright rails binding:
fully collapsed to full lift height for 10-15 cycles.
a. Perform a visual inspection and check for worn,
or distorted parts, broken or cracked rails or tie- • Defective upright load-lowering flow valve; check,
bars, correct chain and hosing placement and clean and replace valve if necessary.
operation • Defective main lift valve; see Group 30 for valve
b. Check rollers for contamination and proper oper- troubleshooting and service information.
ation, perform roller clearance check and adjust- • Defective velocity fuse; remove fuse from cylinder
ment hydraulic port, clean and recheck for proper opera-
tion.
Lift speed sluggish
Upright mis-staging (TSU lifting)
• Hydraulic fluid level low; check level and fill.
• Debris in upright roller area of carriage; check and
• Broken hoses or fittings; check and repair.
clean.
• Pump inlet line restricted; remove from pump and
• Interference between carriage and inner rail or cyl-
clean.
inder; check staging alignment and adjust or repair
• Damaged or binding upright roller; check condi- as necessary.
tion of roller and replace if necessary.
• Bent or broken carriage or inner rail; replace part -
• Internal leakage on piston-type lift and secondary do not try to repair by welding.
cylinders (with load); perform cylinder checks
• Damaged or binding carriage roller; check condi-
listed under “Load cannot be lifted to maximum
tion of roller and replace if necessary.
height.”
• Carriage roller shimming or thrust roller out of
• Hydraulic pump defective; see Group 29 for pump
adjustment; perform roller checks on carriage and
troubleshooting information.
make adjustments as necessary.
• Defective main lift valve; see Group 30 for valve
• Damaged or kinked primary cylinder hose; check
troubleshooting and service information.
condition of hose, repair or replace as necessary.
• Defective velocity fuse; remove fuse from cylinder
• Primary cylinder chain or chain sheave binding or
hydraulic port, clean and recheck for proper opera-
damaged; inspect and repair.
tion.
SM 1024 34-2-2
Group 34, Uprights
• Internal leakage in primary lift cylinder; perform • Bent or broken carriage or inner rail; replace part -
cylinder checks listed under “Load cannot be lifted do not try to repair by welding.
to maximum height.” • Carriage and upright roller shimming or thrust
• Damaged primary lift cylinder causing binding in roller out of adjustment; perform roller checks on
the cylinder; inspect and repair or replace cylinder. upright and/or carriage and make adjustments as
• Defective velocity fuse; remove fuse from cylinder necessary.
hydraulic port, clean and recheck for proper opera- • Defective velocity fuse; remove fuse from cylinder
tion. hydraulic port, clean and recheck for proper opera-
tion.
Upright mis-staging (TSU lowering)
External leakage on primary cylinder
• Debris in upright roller area or tie bar area; check
and clean. • Gland loose; check and tighten primary cylinder
• Bent or broken carriage or inner rail; replace part - gland to 135 Nm (100 ft-lb) and glands on lift
do not try to repair by welding. (secondary) cylinders to 100 Nm (73 ft-lb).
• Damaged or binding roller on upright; check con- • Cracked cylinder tube; replace tube.
dition of roller and replace if necessary. • Rod seal damage; replace seals and check for:
• Carriage and upright roller shimming or thrust Damaged rod seal groove in gland; check for
roller out of adjustment; perform roller checks on damage to groove and replace seal or gland if
upright and/or carriage and make adjustments as necessary
necessary. Scored cylinder wall; repair or replace cylinder
tube if necessary
• Damaged or kinked lift cylinder hose; check condi-
Leaking check valve; clean and replace if nec-
tion of hose, repair or replace as necessary.
essary
• Lift cylinder chain or chain sheave binding or dam- Leaking O-ring seal on check valve; replace
aged; inspect and repair. check valve.
• Bent cylinder rod; inspect and replace rod and/or • Gland static seals (O-rings and back-up ring) dam-
cylinder as necessary. aged; replace back-up ring.
• Internal leakage in piston-type cylinders; perform • Gland static seals sealing surface damaged; check
cylinder checks listed under “Load cannot be lifted groove and bore and repair or replace as necessary.
to maximum height.”
• Damaged lift cylinder causing binding in the cylin-
External leakage on lift (Standard) and sec-
der; inspect and repair or replace cylinder.
• Defective velocity fuse; remove fuse from cylinder
ondary cylinder (TSUs and Hi-Lo)
hydraulic port, clean and recheck for proper opera- • Gland loose; check and tighten gland on cylinders
tion. to 100 Nm (73 ft-lb).
• Cracked cylinder tube; inspect and replace tube.
Upright mis-staging (Standard and Hi-Lo • Seal damage in piston-type cylinders; replace pis-
upright lowering) ton seals and rod seals.
• Damaged seal groove, piston-type cylinders; check
• Damaged or binding roller on upright; check con-
for scratches, nicks, or burrs and repair or replace
dition of roller and replace if necessary.
rod and piston.
• Top carriage roller retaining cap screw loose;
• Scored cylinder wall, TSU piston-type cylinders;
check and replace cap screw.
replace tube and all seals.
• Lift cylinder chain or chain sheave binding or dam-
• Scored or damaged rod; replace rod and all seals.
aged; inspect and repair.
• Damaged gland back-up seal; inspect and replace
• Debris in upright roller area or tie bar area; check
seal.
and clean.
SM 1024 34-2-3
Group 34, Uprights
• Gland static seals sealing surface damaged; check • Cylinder hydraulic fittings loose or worn; check
grooves and bore. fitting O-rings, tighten fittings according to Group
40, “Hydraulic Fitting Tightening Procedure.”
Oil leak at top of lift cylinder • Check valve worn or damaged; remove rod and
• Scored cylinder wall; see Section 5. piston, clean check valve and replace if necessary.
• Worn or damaged gland rod-seal; see procedures • Control valve spool linkage malfunctioning, dam-
for piston-type cylinders under “Cylinder leaking aged, or worn; see Group 30, Section 5 for linkage
internally.” adjustment and/or replacement.
• Counterbalance function in main hydraulic control
Unsatisfactory lift or tilt cylinder drift test results valve malfunctioning, damaged, or worn; inspect
• Cylinder leaking internally; remove cylinder gland and clean or replace if necessary.
and check:
a. Primary cylinder should have only 3.4 ounces
(100 ml) on rod side of the piston
b. Piston-type lift and secondary cylinders should be
dry on rod side of piston.
If fluid is leaking past piston:
On piston-type cylinders, remove rod and piston,
clean check valves and clean and inspect/replace pis-
ton seals
See Section 5.
SM 1024 34-2-4
Group 34, Uprights
Section 3
Upright Inspection
! CAUTION
SAFE PARKING. Before working on truck:
1. Park truck on a hard, level, and solid sur-
face, such as a concrete floor with no gaps or
breaks.
2. Put upright in vertical position and fully
lower the forks or attachment.
3. Put all controls in neutral. turn key switch
OFF and remove key.
4. Apply the parking brake and block the
wheels.
Upright
Load backrest
Carriage
Fork
SM 1024 34-3-1
Group 34, Uprights
• Check function and security of the fork latch. • Excessive looseness in carriage or upright roller
• Inspect the forks for cracks, especially the hanger shimming.
and heel areas.
• Check for wear in the fork heel. If heel wear is evi- Upright and Carriage Weldments
dent, perform the extended inspection.
Inspect the upright and carriage for:
• Inspect the fork hanger and carriage fork bar for
excessive wear. • Debris or foreign objects on the components.
• Inspect for bent forks. • Bent, cracked, or broken components.
• Undesirable wear on or contact between compo-
Load Backrest nents.
• Irregular roller patterns and signs of excessive
• Inspect load backrest for damage such as cracks or wear or scraping on the rails.
bending.
• Check for tight mounting fasteners.
SM 1024 34-3-2
Group 34, Uprights
Extended Inspection
The extended inspection should be performed whenever
the basic visual inspection indicates upright problems, as
specified for PMs, or at least every 2000 hours.
Forks
Forks have a limited service life because of wear and
fatigue. Forks should be tested every 50-250 hours using a
visual inspection, a fork thickness check, a fork bending Fork Bending Check
check, and a fork gap check. If replacement is necessary,
always replace the pair to ensure fork integrity. 2. Set a carpenter’s square on the block against the fork
shank
Fork Alignment
3. Check the fork 508 mm (20 in) above the blade to
1. Park the truck on a flat, even surface, tilt upright to make sure it is not bent more than 14.5 mm (0.6 in) at
vertical position, and set forks 25-50 mm (1-2 in) the maximum.
above the ground.
4. If blades are bent over the 14.5 mm (0.6 in) allow-
2. Compare fork arms to be sure they are straight, on ance they should be replaced as a set.
the same plane (level), and the same length. See Section 7, “Fork and Carriage Removal and Replace-
3. Measure the distance from the fork tips to the ment,” for procedures to remove and replace the forks.
ground. The height difference between the forks tips Fork Fatigue
should be no more than 1.5% of the blade length. Fatigue cracks normally start in the heel area or on the
underside of the top hanger. If cracks are found, the fork
should be replaced. Dye penetrants or magnaflux can be
used for a more accurate inspection.
Fork Wear and Heel Wear
Industrial Truck Association (ITA) standards require that
a fork be removed from service when the blade or heel
thickness is reduced by 10% over its original thickness. If
XU\LGGU the heel is 10% smaller than the arm, the load capacity
G
could be reduced by 20%. A 5,000-pound (2272 kg)
Fork Arm Height capacity fork with 10% wear can only safely handle 4,000
4. If the fork tips are not aligned within the specified pounds (1818 kg).
1.5% difference, the cause of the problem must be Use of fork wear calipers are recommended (CLARK part
determined and corrected before returning the truck number 1803641) to gauge fork wear as follows:
to service. If replacement is necessary, always
replace the forks in a set. 1. Use the outside jaws of the caliper to measure fork
thickness in the shank area of the fork.
SM 1024 34-3-3
Group 34, Uprights
NOTE
A small amount of lubricant can be applied
NOTE to the fork latch. Do not over lubricate and
Hold the caliper square and use light pres- allow lubricant to run down on carriage fork
sure to squeeze the outer jaw tips against the bar.
fork shank. Take care not to accidentally
alter the reading of the calipers. 2. Check fork stops for widening of notches or round-
ing of top edge. Replace the carriage if fork stops are
2. Check the fork blade area to the inside jaws of the excessively worn.
caliper.
3. If the inside jaws fit over the fork in the blade area, Lift Chains
wear exceeds allowable 10% wear and a new set of
The following checks should be performed every 50-250
forks should be installed.
hours to ensure correct chain performance See Section 6
Fork Hanger Wear and Carriage Fork Bar Wear for more complete chain inspection and maintenance pro-
Inspect the fork hangers and carriage fork bar. Excessive cedures.
wear can cause the fork to disengage the fork bars or Chain Wear (Stretch) - All Lift Chains
reduce fork hanger life. Lift chain stretch due to wear in the joints can be mea-
sured using a measuring tape or chain check ruler.
When any section of the chain has worn and increased its
• If fork hangers are excessively worn, replace the
original length by 3% or more, the chain must be replaced.
forks as a set.
When checking chain wear, always measure a segment of
• If carriage fork bar is excessively worn, replace the the chain that rolls over a sheave.
carriage.
IMPORTANT
Welding is not recommended for repairing
forks or carriage. Replace the worn parts
with new parts.
SM 1024 34-3-4
Group 34, Uprights
IMPORTANT
Never replace a single chain in a set. Always
! WARNING
replace the two chains in a set for consistent Do not reach through the upright to push
lift operation. Always replace anchor pins chains for tension check.
when replacing chains.
3. If one chains moves more than the other;
1. For example, measure a 305 mm (12 in) segment of a. Lower the forks to ease tension on the chains.
the chain that does not roll over a sheave and count b. Adjust chain adjustment nuts for equal tension on
the number of links in the segment. both chains. See Section 6 for chain adjustment
procedures
2. Find an area of the chain that normally runs over the
sheave. This can usually be identified by wear on the 4. Repeat the tension test and make adjustments until
plate edges that roll over the sheave. the tension is equal on both chains when the carriage
and upright are raised.
3. If the same number of links measures over 315 mm
(12.36 in) the chain must be replaced.
If using a chain check ruler, see instructions on the ruler. Carriage and Upright Weldments
Chain replacement procedures appear in Section 6. The carriage and upright should be checked for fatigue
Chain Length cracks and bent components every 2000 hours or every
year. Fatigue cracks start in areas of stress after a high
IMPORTANT number of load cycles. Stress concentrations typically
Perform a chain length check and adjust- exist in welded joints, in the area around a welded joint, or
ment every 50-250 hours. Checks and adjust- in the corners of parts. Dye penetrant, magnaflux, or other
ments should also be performed to adjust for crack detection methods can be used to find or trace
chain stretch and tire wear. cracks. If cracks are found in any structural weldment, the
component should be replaced before returning the truck
Chain length must be adjusted if: to service.
• The fork-to-ground clearance is less than 5 mm • Bent components indicate excessive loading or
(.20 in) or more than 25 mm (1.0 in) when the high impacts to the weldments. Bent components
upright is vertical. are usually structurally damaged and should be
• The center of the bottom carriage roller comes replaced.
within 20 mm (0.80 in) of the bottom edge of the • Inspect roller contact patterns on the rail sections.
inner rail. Roller contact patterns should be smooth and regu-
• The carriage safety stop hits the inner rail stop at lar.
full lift height. In some applications, it may take up to 500
hours of operation to develop a roller contact
• On TSUs and Hi-Lo, the difference between the
pattern on the flange of the rail.
bottom of the inner rail and the outer rail is greater
In applications where heavy loads are common,
than 10 mm (0.40 in).
a rail lubricant may be required to allow proper
See Section 6 for chain length adjustment procedures.
wear-in on the roller.
Chain Tension • Check rails and carriage for wear due to undesir-
IMPORTANT able contact between components. Such contact
can be an indication of broken rollers, loose com-
Center any auxiliary attachments before
ponents, foreign objects or debris on the upright, or
beginning tension check
a broken weldment.
If contact or rubbing exists, the condition must
1. Raise the upright enough to put tension on the chains
be corrected immediately.
to be checked.
Rail and carriage weldments with damage
2. Push the chains forward and pull them backward; the should be replaced.
amount of tension should be equal on both sides.
SM 1024 34-3-5
Group 34, Uprights
SM 1024 34-3-6
Group 34, Uprights
SM 1024 34-3-7
Group 34, Uprights
SM 1024 34-3-8
Group 34, Uprights
If the upright does not increase lifting speed, but you still a. Hoses or tubes with scrapes or kinks should be
suspect an internal leak, repeat the procedure with a replaced.
capacity load. If the upright does not extend to full MFH, b. Hoses with outer cover wear exposing the rein-
the problem is likely an internal leak and the cylinder forcement braiding should be replaced.
should be overhauled.
Lift Cylinder Shimming Upright Drift
The lift cylinders on both standard uprights, Hi-Lo and
TSUs bottom out at the end of the stroke to limit upright Drift tests check cylinder, main valve, and hydraulic cir-
extension. The upright has dual lift cylinders and the cyl- cuit integrity under load pressures. A load is held elevated
inders’ extension length must be equal. If not, “racking,” for an extended period to determine how much the upright
or side-to-side shifting, results. Rod extension length is “drifts” (moves) over a specified time period. A tilt cylin-
made equal by using shims under the rod end of the cylin- der drift test appears in Group 32, Section 2, “Tilt Cylin-
der. To determine if shimming of the cylinders is required der Checks and Adjustments.”
to prevent racking, perform the following operational
check: ! WARNING
An upright or carriage can move unexpect-
! CAUTION edly during service procedures causing
Make sure truck is parked on level surface severe injury:
with parking brake applied and wheels Do not walk or stand under raised forks.
chocked; make sure overhead clearance is Keep clear of load and carriage when making
adequate to extend upright to its full height. any check or adjustment.
Keep your arms and fingers away from mov-
1. Center the forks or attachments on the upright. ing parts of the upright.
Do not reach through open areas of the
2. Check for equal chain tension. upright.
3. Raise the upright from the retracted position to full Failure to follow these warnings can result in
lift height. Note the point when the lift cylinders serious injury.
reach the end of their stroke.
1. Raise upright with the rated capacity and carriage to
• If the upright shifts right or left noticeably, shim-
its full extension and lower to a point halfway down
ming is required.
from full extension with the upright substantially
• Repeat the check three times before adding shims. vertical.
NOTE 2. Shut off the truck. Apply the parking brake and
Offset or unbalanced loads and off-center chock the wheels.
attachments can cause the upright to shift
3. With a pencil or chalk, make a mark across the rails
even with proper lift cylinder shimming.
on one side of the upright.
See Section 5 for lift cylinder shimming procedure. Rack-
ing adjustments for tilt cylinders appear in Group 32, Sec-
tion 2, “Tilt Cylinder Checks and Adjustments.”
Hydraulic Plumbing
Use the Lift Cylinder Shimming Check, the Load Test,
and the following Drift Test to check the performance of
the hydraulic system.
1. Check all fittings for leakage. Disassemble fittings
and inspect the seals. Replace seals as required. See
Group 40 for hydraulic fitting tightening procedures. Mark upright
rails here
2. Check all hoses and tubes for wear and damage.
SM 1024 34-3-9
Group 34, Uprights
SM 1024 34-3-10
Group 34, Uprights
Section 4
IMPORTANT
Before removing any component for over-
! WARNING
haul, make sure the correct repair parts and/ Use an approved safety platform to reach the
or kits are available. upper areas of the upright. Never use the
upright as a ladder.
! WARNING
Introduction
An upright or carriage can move unexpect-
edly: Standard and Hi-Lo upright assemblies have two lift roller
• Do not walk or stand under raised forks sets mounted on the rails, three lift roller sets mounted on
• Kee clear of load and carriage when mak- the carriage, and two internal and external (except 2.0/2.5
ing any check or adjustment ton STD) thrust roller set mounted on the carriage.
• Keep your arms and fingers away from
External thrust roller set used more than 3.0ton trucks.
moving parts of the upright.
• Block the carriage or upright when work- The triple-stage upright assemblies have four lift roller
ing with the components in a raised posi- sets mounted on the rails, three lift roller sets mounted on
tion. the carriage, and two thrust roller sets (“internal” and
• Do not reach through open areas of the “external”) mounted on the carriage. (see the “Roller Side
upright. Clearance Chart” on next page.)
• Never attempt to move or align the rails
Each carriage and upright lift roller is nested within its
by hand. Use a prybar.
adjacent rail set. The front “face” of the lift roller handles
Failure to follow these warnings can result in
front-to-back friction and play between the nesting seg-
serious injury.
ments of the upright assembly, the side “face” of the roller
radius handles side-to-side friction and play. The rollers
SM 1024 34-4-1
Group 34, Uprights
are canted (tilted) to allow the side face to bear properly tainty that the clearance is excessive, you perform the
on the web. checks given below.
Rail flange wear can cause excess play between the lift To correct excessive lift roller side clearance, you add
rollers and the rail flange. The only way to correct this is shims as described later in this Section. To correct internal
to install oversize rollers-only one size of which is avail- thrust roller clearance, you adjust thrust roller position as
able. If oversize rollers were fitted previously, the only described later in this Section.
remedy for excessive front-to-back play is to replace the
rail set. (carriage middle rollers are always standard-size
rollers; see “Oversize Rollers” later in this Section for
details on roller replacement.)
The gap between the roller “side” and the web of adjacent
rail set affects the side-to-side motion of the upright-
which should be as small as possible without causing the
sliding segments to bind. The same is true of the internal
thrust rollers.
You check the performance effect of the lift roller side
clearance and internal thrust roller clearance by means of
the load test described in Section 3. To evaluate with cer-
Web Area Gap at Mimimumm Span of Rail Set Gap at Maximum Span of Rail Set
Roller Set# Forming Gap Targeta Allowedb Targeta Allowedb
(mm) (in) (mm) (in) (mm) (in) (mm) (in)
#1 Front, Inner railc 0.5-1.5 0.02-0.06 0.5-1.25 0.02-0.05 d d 2.25 0-0.09
#2 Front, Inner rail 0-0.75 0-0.03 0-1.5e 0-0.06 d d 2.25 0-0.09
#3 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#4 Back, Inner rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#5 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#6 Back, Intermd rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
#7 Back, Outer rail 0-0.75 0-0.03 0-1.0 0-0.04 d d 2.25 0-0.09
a. Target is the desired gap after reshimming the roller set. d. Ideal is same as final measured gap at minimum width point of rail set.
b. Allowed is the acceptable gap when checking roller set. e. Measured at top of inner rail.
c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in)
beyond #1 rollers.
SM 1024 34-4-2
Group 34, Uprights
Roller Side Clearance Checks 2. Position the carriage or rails so that the roller set you
want to check is at the mark for the narrowest span
The same basic procedure is used for checking all the lift on the adjacent nesting rail set.
rollers. That general procedure is given in the subsection
directly below. Special instructions for specific rollers fol-
low that subsection. Follow those directions (in the sub-
section called “Directions for Checking Specific Rollers”) Narrowest
and you will be directed to general and specific informa- span
tion you need.
Widest
span
SM 1024 34-4-3
Group 34, Uprights
6. If the clearance at the widest rail set span is more Top Carriage Rollers and Internal Thrust Rollers
than 2.25 mm (0.09 in), the roller set needs shim- The internal thrust rollers are nearly perpendicular to the
ming. top carriage lift rollers and contact the same flange area as
If the clearance at the narrowest rail set span is more the carriage rollers. The top carriage lift rollers and the
than 1.0 mm (0.04 in), the roller set should be internal thrust rollers should be checked together.
shimmed; however, it is OK for the middle carriage
roller gap to be up to 1.5 mm (0.06 in).
7. Repeat entire procedure for each roller set, following
the instructions in “Directions for Checking Specific
Rollers” below.
SM 1024 34-4-4
Group 34, Uprights
SM 1024 34-4-5
Group 34, Uprights
6. Move the clamp to the shimmed side and clamp the Oversize Rollers
rollers against the shim and the rail web by position-
ing the clamp between the top and middle carriage At the time of roller shimming, you may
rollers. want to replace the lift rollers with oversize
rollers to counter rail flange wear as
detected by inspection and the load test.
Because there is only one size of oversize
rollers, you can install them only if they
were not installed previously.
Identify oversize rollers as follows: If a
roller is oversize, it has an indented radius
in the outer edge of its mounting side, as
shown below.
7. Cam the thrust roller on the shimmed side against the
rail clockwise and tighten the cap screws firmly. Lift Roller Shimming
NOTE You need to shim lift rollers if the roller side clearance
Make sure the roller does not rotate with the checks indicated that clearance was excessive at either the
cap screw when tightening. narrowest or widest span of the roller set’s adjacent rail
set.
8. Insert a 0.5 mm (0.02 in) shim in the opposite roller. Your objective in shimming is to add only enough shims
If a 0.5 mm (0.02 in) shim will not fit, insert a 0.25 to bring the clearances at both the widest and narrowest
mm (0.01 in) shim. spans into tolerances. In practice, you achieve this by
9. Loosen the clamp and remove the shim. shimming to obtain the smallest possible clearance at the
narrowest span of the rail set.
10. Reposition the clamp on the opposite side and draw
the roller against the shim and rail web.
Carriage Roller Shimming
11. Cam the thrust roller on this shimmed side toward
the rail clockwise and tighten the cap screws firmly. Using the measurement you recorded in previously in the
“Roller Side Clearance Checks,” determine the number of
NOTE
shims required to reduce the carriage roller clearance at
Make sure the roller does not rotate with the the narrowest span on the inner rail to 0-0.75 mm (0-0.03
cap screw when tightening. in):
12. Loosen the clamp and remove the shim. 1. Remove the carriage as described in Section 8, “Fork
and Carriage Removal and Replacement.”
13. Use a crow’s foot to torque the cap screws 70-80
Nm (51.5-59.2 ft-lb). 2. Remove the rollers (note the number of shims
already on the roller shafts, if any).
NOTE
If a crow’s foot is not available, the carriage
can be raised to the top of the inner rail and a
socket used to tighten to the correct torque.
SM 1024 34-4-6
Group 34, Uprights
3. Add shims to the top and bottom rollers as deter- Upright Roller Removal
mined in the previous steps. 1. After the carriage has been removed, lower the
• Install shims with the same number on each side. upright rails until both of the secondary (final) lift
• When an odd number of shims is required, always cylinders are completely collapsed.
place the odd shim on the same side on all roller 2. Jack the truck and block under the frame so that the
sets. bottom of the upright is approximately 254 mm (10
4. Use a straight bar to determine the number of shims in) off the floor. See “Lifting, Jacking, and Blocking”
to add to the middle roller shaft as shown in the fol- in Group SA for safe procedures.
lowing illustration. This shimming may be asymmet- 3. Set the parking brake and block the steer wheels.
ric, meaning the numbers of shims do not have to 4. Tilt the upright to as near vertical as possible.
match those of the top and bottom rollers.
5. Using a hoist and lifting strap of adequate capacities,
connect the lifting strap to the inner rail on standard
and Hi-LO uprights or intermediate rails on triple-
stage uprights. Lift hoist to remove slack from the
strap.
! WARNING
Use an approved safety platform. Never use
the upright as a ladder.
! CAUTION
The carriage should be removed for shim-
ming or when any service is performed on
the upright. See Section 8, for removal and
replacement procedures.
SM 1024 34-4-7
Group 34, Uprights
7. Disconnect the cylinder guide bolts. Roller Removal, Shimming, and Replacement
In Hi-Lo upright, disconnect the secondary cylinder To add shims to, or replace the rollers:
hose.
1. Use a puller to remove the rollers from the posts. Or,
gently pry the rollers off the posts. Pry at different
points around the bearing to work it off. Do not dam-
age the bearing seals on the backside of the roller.
2. Inspect all roller components when removed:
SM 1024 34-4-8
Group 34, Uprights
SM 1024 34-4-9
Group 34, Uprights
8. Replace the carriage and forks. 1. With the forks removed, lift the upright to maximum
fork height.
9. Test the upright lift and tilt functions; make sure all
upright components work correctly and smoothly. 2. Slowly lower the upright.
Check for overshimming as described in the next • The carriage should not bind or hang up at any
subsection. Repeat the load test to make sure the point along the rails.
upright works correctly under load. When you are • If the carriage binds or hangs up, and the rails are
sure all components are operating correctly, perform not clogged with grease or debris, the carriage
the chain adjustment checks in Section 3 before requires reshimming. See “Troubleshooting” for
returning the truck to service. other mis-staging problems.
SM 1024 34-4-10
Group 34, Uprights
Section 5
Cylinder Types 2. Attach a hoisting strap to the tie bar of the inner rail
or intermediate rail tie bar of TSUs.
Standard uprights use two lift cylinders. Hi-Lo and Triple
stage uprights use three cylinders, a primary (center-
mounted) cylinder, and two secondary cylinders. All pri-
mary cylinders used on Hi-Lo and triple-stage uprights
(TSUs) are piston cylinders. The lift and secondary cylin-
ders used on standard, Hi-Lo uprights and TSUs are either
piston or ram cylinders.
IMPORTANT
Before removing any component for over-
haul, make sure the correct repair parts,
seals, and gasket sets are available.
Upright
Upright Type
Number
Cylinder Type ! CAUTION
STD pneu S2016 Piston-type Lift Cylinder Make sure hoisting equipment is of adequate
TSU pneu T2016 Piston-type Secondary Cylinder capacity and in good working order.
Hi-Lo pneu F2016 Ram-type Secondary Cylinder
3. Remove the cylinder rod retaining bolt.
In Hi-Lo Upright, Remove the Cylinder Hose.
! CAUTION
To remove, or partially remove, the cylinders
from the upright for shimming or overhaul,
start with the truck in a safe position:
• Ignition off
• Parking brake applied
• Directional lever in neutral
STD & TSU Hi-Lo
• Forks lowered completely
4. Slowly lift the inner (or intermediate) rails off the top
• Wheels blocked. of the cylinder to expose the cylinder rod top.
SM 1024 34-5-1
Group 34, Uprights
6. Slowly lower the inner or intermediate rail back onto 4. Remove the pins, draw the chain through the sheave,
the rod ends. and drape the chain over the carriage.
! WARNING
Do not try to maneuver the cylinder or rails
with your hands. Use a prybar.
SM 1024 34-5-2
Group 34, Uprights
Use these steps in reverse to replace the cylinder. Check & Hi-Lo uprights and inner and intermediate rails on
Group 40 for hydraulic fitting tightening procedures. If triple-stage uprights.
complete cylinder was torque hydraulic line bracket to 40-
45 Nm (30-33 ft-lb).
! CAUTION
Make sure hoisting equipment is of adequate
capacity and in good working order.
SM 1024 34-5-3
Group 34, Uprights
Use these steps in reverse to replace the cylinders. Torque 6. Remove all rings and seals from the piston and the
the cylinder rod retaining bolts to 20-25 Nm (14.8-18.5 gland.
ft-lb). Torque the cylinder guide bolt nuts to 30-35 Nm
(22.2-25.6 ft-lb). Check Group 40 for hydraulic fitting
tightening procedures.
Cylinder Overhaul
Use these steps to overhaul the primary and lift and sec-
ondary (TSU) cylinders.
NOTE
During overhaul, set rod or cylinder on a
work bench with adequate support for safe
and convenient disassembly. Two sets of 4x4
in (100x100 mm) “V”-notched blocks are
helpful; one set for the cylinder barrel and
one set for the piston rod. The blocks prevent
7. For piston-type cylinders:
nicks and scratches from harming the piston
a. Remove the check valve from the piston for
or rod.
inspection and cleaning by removing the snap
ring from the piston bore.
Cylinder Disassembly
• To overhaul the primary cylinder, it is not neces-
sary to remove the cylinder from the upright.
Instead, free the rod end of the cylinder as
explained in “Cylinder Removal.”
• To overhaul piston-type cylinders, you should
remove the cylinders from the upright as explained
in “Cylinder Removal.” The cylinders have seals Check Valve. Arrow shows direction of flow
on the piston, and the rods must be removed for
b. Use a blunt hook to pop the check valve out.
seal replacement.
IMPORTANT
1. Clean the rod-end and gland thoroughly to prevent
contamination from falling into the cylinder during Use extreme care that you do not make nicks
disassembly. and burrs on the interior surface area of the
cap or cylinder or the piston.
2. With a blunt punch or chisel, bend the lock ring out
of the locking grooves of the gland.
Parts Inspection and Service
3. Use a spanner wrench to remove the gland. Reuse the
lock ring if undamaged. 1. Clean all parts completely in a suitable solvent. Dry
all parts with a soft clean cloth.
4. Carefully lift the rod out of the cylinder and place in
a clean area. 2. Inspect cylinder barrel and bore for cracks, pining,
scoring, or other irregularities that may require
5. Inspect the tube and tube end for damage and cover replacement of the barrel.
the cylinder tube end to prevent contamination.
3. Inspect the piston and rod for nicks, scratches, scor-
ing, or other defects that may demand new parts.
4. Check all gland and piston seal grooves for nicks,
burrs, and scratches that can damage seals during
reinstallation.
5. Inspect and clean the check valves.
SM 1024 34-5-4
Group 34, Uprights
6. Inspect all seals, including the check valve O-ring. piston seal. This prevents damage to the seal dur-
ing reassembly.
NOTE
Minute imperfections inside the cylinder bar-
rel or on the piston or rod may be improved
for acceptable use by careful honing. How-
ever, removal of material that produces a
notch, groove, or out-of-roundness may
cause excessive leakage during operation and
a shortened life.
Cylinder Reassembly
Take care when installing these parts to make sure that no
parts are damaged.
1. Coat all packing, seals and rings in clean, hydraulic
oil (Clark part number 1800236 qt., 1802155 gal.)
prior to reassembly. Coat the inside of the gland nut
bore with hydraulic oil.
2. Replace the U-cup seal (groove toward bottom of
4. For protection against corrosion, lubricate spacers
cylinder), rod wiper, and O-ring and back-up seals on
(where used) with petroleum-based hydraulic fluid.
the gland.
Slide the spacer onto the rod.
5. Insert the piston and rod into the cylinder. Be careful
not to scratch or damage the cylinder gland nut
threads.
6. For primary cylinders, add 3.4 oz (100 ml) of
hydraulic oil into the cylinder on the rod side of the
piston.
7. Install the lock ring onto the gland. Lubricate cylin-
der threads and screw gland onto cylinder. Be careful
NOTE not to damage gland seal. Make sure the gland is
O-rings should be carefully installed to elimi- fully seated on the cylinder barrel. Deform the lock
nate cuts or twisting. ring into slots in the tube and the gland.
8. Check the assembly by making sure the piston slides
3. Replace the piston seals:
freely in and out of the cylinder.
a. Primary cylinder pistons require a piston seal and
wear ring. Install the piston seal from the top of 9. Tighten the gland nut:
the rod. Use a ring compressor to compress the • On primary cylinders, tighten the gland nut to 135
Nm (100 ft-lb).
• On lift and secondary cylinders, tighten the gland
nut to 100 Nm (75 ft-lb).
SM 1024 34-5-5
Group 34, Uprights
This competes the cylinder repair procedure. Replace the for correct carriage and rail position. When all adjust-
cylinders as described in “Cylinder Removal and Replace- ments are completed, return the truck to service.
ment.” Complete the chain length adjustment in Section 3
Typical Piston-Type Standard Upright Lift and TSU Triple-Stage Upright Primary Cylinder
Secondary Cylinder
SM 1024 34-5-6
Group 34, Uprights
Section 6
SM 1024 34-6-1
Group 34, Uprights
SM 1024 34-6-2
Group 34, Uprights
SM 1024 34-6-3
Group 34, Uprights
Highly loaded chain operating with inadequate lubrication Fatigue cracks almost always start at the link plate
can generate abnormal frictional forces between pin and pin hole (point of highest stress) and are perpendic-
link plates. In extreme instances, the torque could surpass ular to the chain pitch line. They are often micro-
the press fit force between the pins and the outside plates, scopic in their early stage. Unlike a pure tensile
SM 1024 34-6-4
Group 34, Uprights
Tight Joints
All joints in leaf chain should flex freely. Tight joints
Arc-like cracks in plates are a sign of stress corrosion. resist flexure and increase internal friction, thus increas-
More than one crack can often appear on a link ing chain tension required to lift a given load. Increased
plate. In addition to rusting, this condition can be tension accelerates wear and fatigue problems.
caused by exposure to an acidic or caustic medium
or atmosphere.
Stress corrosion is an environmentally assisted
failure. Two conditions must be present: a corro-
sive agent and static stress. In the chain, static
stress is present at the pin hole due to the press fit If lubrication does not loosen a tight joint, the chain may
pin. No cyclic motion is required, and the plates have corrosion and rust problems or bent pins and must
can crack during idle periods. The reactions of be replaced.
many chemical agents (such as battery acid fumes)
See Section 3 for detailed chain stretch, length, and ten-
with hardened steel can liberate hydrogen which
sions checks.
attacks and weakens the steel grain structure.
For this same reason, never attempt to electroplate
a leaf chain or its components. The plating process
Chain Length Adjustments
liberates hydrogen, and hydrogen embrittlement
cracks will appear. These are similar in appearance ! WARNING
to stress corrosion cracks. An upright or carriage can move unexpect-
If a plated chain is required, consult CLARK. edly:
Plated chains are assembled from modified, indi- • Do not walk or stand under raised forks
vidually plated components which may reduce the • Keep clear of load and carriage when mak-
chain rating. ing any check or adjustment
• Corrosion Fatigue - Corrosion fatigue cracks are • Keep your arms and fingers away from
very similar (in many cases identical) to normal moving parts of the upright.
fatigue cracks in appearance. They generally begin • Block the carriage or upright when work-
at the pin hole and move perpendicular (90q) to the ing with the components in a raised posi-
chain pitch line. tion.
Corrosion fatigue is not the same as stress corro-
• Do not reach through open areas of the
sion. Corrosion fatigue is the combined action of
upright.
an aggressive environment and a cyclic stress (not
a static stress alone, as in stress corrosion). • Never attempt to move or align the rails by
hand. Use a prybar.
Failure to follow these warnings can result in
serious injury.
SM 1024 34-6-5
Group 34, Uprights
Standard Upright Chain Length Adjustment a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
To adjust chain length on the standard upright use the fol- b. If the carriage stop hits the upright stop, adjust
lowing illustration and procedures: the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
Adjust chain
length here
If all three chain length requirements listed above cannot
To carriage be met, the tire diameter may be out of the design range
allowance. Also, excessive tire wear will decrease car-
1. Fork-to-ground clearance: riage stop clearance.
a. Set the upright to vertical position.
b. Break the jam nuts loose on the chain anchors. Oversized tires will reduce the bottom carriage roller
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
SM 1024 34-6-6
Group 34, Uprights
To adjust the cylinder lift chains on a TSU use the follow- IMPORTANT
ing illustration and procedures: For all chain anchor adjustments:
• Threaded chain anchors must be left free
to pivot in mounting hole.
• Anchor cotter pin heads must be to the
inside of the upright.
• Torque jam nuts to 100-200 Nm (74-148 ft-
lb).
• Make sure chain anchors are secured so
Adjust chain
that no twist is evident in the chains.
length here
2. Carriage roller position:
To inner rail a. Raise carriage about 1 m (3.2 ft) and smear a
bead of grease on the bottom 75 mm (3 in) of the
1. Set the upright in the vertical position. inner rail in the area of the roller pattern.
b. Tilt upright fully back and completely lower.
2. Break the jam nuts loose on the chain anchors. c. Raise carriage again about 1 m (3.2 ft) and mea-
3. Adjust the chain anchor adjustment nuts until the sure the distance from where the center of the
bottom of the inner rail is within 2.5 mm (0.10 in) of bottom carriage roller stopped to the bottom edge
the bottom of the outer rail. of the inner rail. Distance should not be less than
To adjust the primary cylinder lift chain on TSU and Hi- 20 mm (0.80 in) or chain length adjustment is
Lo use the following illustration and procedures: required.
3. Carriage stop-to-upright:
a. Lift upright to its full height and check for clear-
ance on the carriage safety stop.
b. If the carriage stop hits the upright stop, adjust
the chain anchor adjustment nuts out until there is
at least 3 mm (0.12 in) clearance between the
stops.
IMPORTANT
The carriage stop must not be allowed to con-
tact the upright stop under any circumstance
during normal operations.
1. Fork-to-ground clearance: If all three chain length requirements listed above cannot
a. Set the upright to vertical position. be met, the tire diameter may be out of the design range
b. Break the jam nuts loose on the chain anchors. allowance. Also, excessive tire wear will decrease car-
c. Turn the chain adjustment nuts until clearance riage stop clearance.
between forks and ground is 10-20 mm (0.40-
Oversized tires will reduce the bottom carriage roller
0.80 in).
engagement on the inner rail when the carriage is in the
lowered position. The fork-to-ground clearance can devi-
ate from the 10-20 mm (0.40-0.80 in) allowance by a
small amount if necessary to maintain the safe 20 mm
(0.80 in) clearance of the bottom carriage roller to the
lower edge of the inner rail.
SM 1024 34-6-7
Group 34, Uprights
SM 1024 34-6-8
Group 34, Uprights
4. Remove the chain anchor pins from the carriage on 2. Remove the chain anchor pins from the back of the
the standard upright or the inner rail on the TSU. On primary cylinder. Pull the chains through the chain
the TSU, the inner rails must be lowered to the floor sheave and lay over the carriage load backrest.
to access the chain anchor pins.
Triple-Stage Upright Lift Chain Removal from Inner Rail 4. Use these steps in reverse to replace the primary cyl-
NOTE inder/carriage chain.
If a hose adapter assembly is used, the chain Perform the chain length adjustment and chain tension
sheaves must be loosened and removed to check before returning the truck to service.
prevent the hoses from stretching when the
inner rails of the TSU are lowered to access
the chain anchor pins. Other Chain Service Notes
• Use lengths of factory assembled chain. Do not
5. Use the steps in reverse order to replace the lift chain build lengths from individual components.
set.
• Do not attempt to rework damaged chains by
replacing only the components obviously faulty.
Primary Cylinder/Carriage Chains (TSU and The entire chain may be compromised and should
Hi-Lo) be discarded.
• Never electroplate assembled leaf chain or its com-
1. Tilt the upright forward, lower it, and completely ponents. Plating will result in failure from hydro-
collapse the primary cylinder to create slack in the gen embrittlement. Plated chains are assembled
chains. The carriage may also be lifted and blocked from modified, individually plated components.
in position and the primary cylinder completely col-
• Welding should not be performed on any chain or
lapsed to create slack in the chains.
component. Welding spatter should never be
allowed to come in contact with chain or compo-
nents.
• Leaf chains are manufactured exclusively from
heat treated steels and therefore must not be
annealed. If heating a chain with a cutting torch is
absolutely necessary for removal, the chain should
not be reused.
SM 1024 34-6-9
Group 34, Uprights
Section 7
Fork Removal
NOTE
Blocking the Fork
Forks do not need to be removed to remove
the carriage. 4. Push down on tips of the forks to disengage the fork
hooks from the carriage fork bar.
1. Release the fork latches.
5. Lift fork heel and remove block.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
! CAUTION
Forks are not stable sitting free in upright
position. Use care when working around the
forks.
SM 1024 34-7-1
Group 34, Uprights
SM 1024 34-7-2
Group 34, Uprights
5. Disconnect the carriage chains at the base of the car- 9. Remove steer wheel blocks. Release the parking
riage. Pull chains back off primary cylinder sheave. brake and slowly back the truck away from the car-
riage.
10. Lower the upright rails until both of the secondary
cylinders are completely collapsed.
Carriage Replacement
To replace the carriage:
1. First check to be sure the carriage is securely
clamped to the pallet.
6. For carriage auxiliary components, disconnect hoses 2. Move the truck up to the carriage assembly with the
(2- or 4-hose assemblies) from carriage. Remove the inner rail centered on the carriage.
bolts and strap fixture also.
3. Raise the upright until the inner rail is high enough to
clear the upper carriage rollers.
4. Tilt the upright until it is at the same angle as the car-
riage assembly.
5. Now slowly move the truck forward until the inner
rail is centered over the carriage rollers.
SM 1024 34-7-3
Group 34, Uprights
6. Lower the upright until the inner rail clears all of the
carriage rollers.
NOTE
If the rail or bearings bind, raise the upright,
back away from the carriage and check to be
sure the carriage rollers are installed prop-
erly.
SM 1024 34-7-4
Group 34, Uprights
Section 8
Outer Rail
Z-Hose Adaption
Mounting Bracket
Trunnion Mount
Transaxle
Trunnion Cap
Tilt Cylinder Mount
Bearing
Spring Washer
SM 1024 34-8-1
Group 34, Uprights
! WARNING
The upright assembly is heavy. Use only
Discon-
hoists with enough capacity to lift the entire nect and
assembly. Keep clear of the assembly as it is cap line
being hoisted and set down. Keep hands and from main
hydraulic
feet away from the assembly. Use prybars to control
move the assembly into position for reattach- valve.
ment.
SM 1024 34-8-2
Group 34, Uprights
3. Remove tilt cylinder rod-end lock plates and rod-end Upright Replacement
pins from upright.
1. Use an overhead chain hoist of adequate capacity and
an approved lift chain to lift upright into position.
SM 1024 34-8-3
Group 34, Uprights
SM 1024 34-8-4
GROUP 38
GROUP 38
SM 1024 38-0
Group 38, Counterweight and Chassis
Section 1
Specifications Description
The counterweight is a solid, cast-iron piece mounted to
Counterweight weights :
the back of the lift truck to counter-balance the loads
placed on the upright at the front of the truck. The weight
Short wheel base Long wheel base must be great enough to counteract forward tipping when
28.2 BC 33.9 BC lifting or stopping with a capacity load. The weight of the
counterweight is determined by the lifting capacity of the
1065 kg (2348 lbs) GTS 20 -
truck.
1420 kg (3130 lbs) GTS 25 -
The counterweight is cast with mounting niches molded
1660 kg (3660 lbs) - GTS 30 in. The niches fit the truck frame mounting and allow the
counterweight to “hang” on the truck frame bracket.
1800 kg (3968 lbs) - GTS 33 Large, hard steel bolts hold the counterweight to the frame
and prevent the counterweight from being dismounted
accidentally.
Fastener Torques
Counterweight Mounting Bolt : ! WARNING
440-490 Nm (325-361 ftlb) The counterweight is extremely heavy. Do
not remove the counterweight unless you
General Maintenance have training and are familiar with the cor-
rect procedures. Counterweights can fall if
The counterweight must be maintained in good condition not handled correctly and can cause severe
and securely attached to the lift truck. Because of its injury or death. Keep your hands, feet, and
heavy weight and bulky mass, the counterweight must be body clear of the counterweight at all times.
carefully supported and handled. When removed from the Hoisting equipment must be capable of han-
truck, store at floor level in a stable position to be sure it dling the weight of the counterweight when
will not fall or tip, causing damage or injury. removing or replacing. Make sure your hoist
is of adequate capacity to handle the weight.
SM 1024 38-1-1
Group 38, Counterweight and Chassis
Section 2
Counterweight
SM 1024 38-2-1
Group 38, Counterweight and Chassis
! WARNING
During mounting, always use prybars for
location adjustments. Do not place any part
Anchor bolts
SM 1024 38-2-2
Group 38, Counterweight and Chassis
Section 3
2. Put upright in vertical position and fully 2. Raise the seat deck.
lower the forks or attachment. 3. Lift out the operator’s compartment floor plate.
3. Put all controls in neutral. Turn key 4. Remove the operator’s seat deck; see Section 4.
switch OFF and remove key.
5. Disconnect and label all wiring for cell-mounted
4. Apply the parking brake and block the lights or other electrical devices.
wheels.
6. Disconnect air induction tube from cell leg.
SM 1024 38-3-1
Group 38, Counterweight and Chassis
1. Set cell into place on the truck chassis using an over- 4. Reconnect all wiring for cell-mounted lights or other
head hoist. electrical devices according to the labels made dur-
ing removal.
2. Replace the four mounting bolts and nuts. Torque the
nuts to 88-95 Nm (65-70 ftlb). 5. Replace the operators seat deck ; see Section 4.
SM 1024 38-3-2
Group 38, Counterweight and Chassis
Section 4
IMPORTANT
! CAUTION
Confirm that the accelerator pedal is at full
SAFE PARKING. Before working on truck : stroke and not restrained.
Torque:
SM 1024 38-4-1
Group 38, Counterweight and Chassis
Seat Deck
Seat Deck
Mounting Bolt
Gas Spring
Frame
Reinstallation
1. Reinstall in the reverse order of removal.
! WARNING
If the reinstallation work is not performed
according to the due procedure, the driver
may be injured.
SM 1024 38-4-2
GROUP 40
GROUP 40
SPECIFICATIONS
SM 1024 40-0
Group 40, Specifications
Section 1
Nameplates and Decals the weight of the load must be considered when oper-
ating on elevators, elevated floors, etc. to be sure
This Section shows the nameplate (data and capacity they are safe.
plate) and decals required to be on all operating CLARK
industrial trucks. The nameplate lists the data on the truck 5. Capacity rating, load center, and lifting height data
- type and serial number - and the capacities of the truck. — Shows the maximum load capacity of this truck
Decals depict or explain the hazards the operator must with relation to load centers and fork heights (see
avoid when operating the truck. The nameplate and decals diagram on plate). Personal injury and damage to the
are placed in specific locations on the truck and are truck can occur if these capacities are exceeded. Do
intended to warn others working around the truck of its not exceed the maximum capacity specified.
hazards as well. These nameplates and decals MUST BE
IN PLACE on all trucks. ! CAUTION
If any decals or the nameplate are missing from the truck, When attachments are added or if the truck
check with your local CLARK dealer for replacements. is modified, the capacity of the truck may be
affected. Contact your authorized CLARK
IMPORTANT dealer for a new nameplate showing the
Do not allow a lift truck with damaged or revised capacity.
missing decals or data plates to be placed in
service. Replace them immediately. They
contain important information as described 1 2
3
on the following pages. The location of all
decals is also shown on the following pages. 5
SM 1024 40-1-1
Group 40, Specifications
BEFORE OPERATING lift truck, operator must: placed where operators can
• Be trained and authorized. review the points daily as
• Read and understand operator's
manual. they conduct a visual inspec- Apply brake
tion and prepare the truck for when leaving
• Not operate a faulty lift truck. truck
• Not repair lift truck unless trained and authorized. work.
• Have the overhead guard and load backrest
extension in place. Watch Out
For Other
People
DURING OPERATION, lift truck operator must:
• Wear a seat belt.
• Keep entire body inside truck cab.
• Never carry passengers or lift people.
• Keep truck away from people and obstructions. Most lift truck
• Travel with lift mechanism as low as possible. INJURIES
and tilted back. are to other
people near
the lift truck.
TO PARK lift truck, operator must:
• Completely lower forks or attachments.
• Shift into neutral.
• Turn off key.
• Set parking brake.
P Prevent
Overturns!
AVOID :
• slippery,
IMPORTANT sloping,
or uneven
Safety and warning decals are placed in con- surfaces
spicuous locations on the truck to remind • loads over
capacity on
operators of essential procedures or to pre- nameplate
In Case of
Tip-Over:
Don't
jump
Hold on
tight
Brace feet
Lean
away
2798235
SM 1024 40-1-2
Group 40, Specifications
2372604
SM 1024 40-1-3
Group 40, Specifications
Section 2
General Specifications
Capacities
For standard trucks.
Models At 500mm Load Center
GTS 20 2000kg
GTS 25 2500kg
GTS 30 3000kg
GTS 33 3300kg
Note : Rated capacity applies when using standard upright GTS20-30 : 3195mm [125.7 inches], GTS33 : 3165mm [124.6
inches]
Loaded Vehile Empty Vehile Loaded Drive Empty Drive Empty Steer
Weight Weight Axle Weight Axle Weight Axle Weight
(kg) (kg) (kg) (kg) (kg)
Pneumatic tire type LPG - MMC PSI
GTS20 5506 3506 4195 1629 1877
GTS25 6361 3861 4873 1513 2348
GTS30 7220 4220 5740 1650 2570
GTS33 7728 4428 6309 1698 2730
Note : Refer to the truck data plate for exact service and axle weights.
SM 1024 40-2-1
Group 40, Specifications
SM 1024 40-2-2
Group 40, Specifications
Travel Speeds
Maximum speeds with standard upright and standard
transmission.
with load without load
(km/h) (km/h)
Pneumatic tire type
LPG - MMC PSI
GTS20 17.2 18.3
GTS25 16.9 18.3
GTS30 18.3 19.5
GTS33 19.6 20.6
SM 1024 40-2-3
Group 40, Specifications
Ignitor Air Gap : 0.8 mm (0.31 in) Fan Drive Belt : V-type belt
Water Pump Type : Centrifugal
Ignition Timing : BTDC 9° @ 740 rpm
Hose Clamp Sizes :
LPG : 48 mm (1.8 in) @ radiator end ; 44 mm (1.7 in)
@ engine (water pump or thermostat) end
Diesel : 51mm (2 in).
SM 1024 40-2-4
Group 40, Specifications
Group 07, Transmission, Drive Axle Group 13, Electrical System Specifications
Specifications Indicator lights : LEDs integral with circuit board.
General Specifications Buzzer : Integral with circuit board.
Model : MS Transmission, Drive Axle. Fuel gauge : LED.
No. Ratios : 1-speed, forward and reverse. Engine Coolant Temperature Gauge : LED.
SM 1024 40-2-5
Group 40, Specifications
Group 22, Wheels and Tires Specifications Group 23(G) brake/Inching System
Steer Tire Types : Pneumatic Rubber/Cushion Rubber, Specifications (Standard Transaxle)
non-marking, and urethane.
Service Brake
Drive Tire Type : Pneumatic Rubber/Cushion Rubber,
non-marking, and urethane. Type : Drum and shoe. Step-bore master cylinder.
Self-adjusting.
Pneumatic Truck Wheel and Tires Oil : Hydraulic Oil (Rando HD-32)
Tire Sizes and Ratings Brake System Residual Pressure : 49-127 kPa (7.1-8.4psi)
Drive Tires : Pedal Freeplay : 4~6mm (0.16~0.24 in).
GTS20/25 Single : 7.00Ý12-14 ply rating
Dual : 7.00Ý12-14 ply rating Parking Brake
GTS30/33 Single : 28Ý15-14 ply rating
Type : Ratchet linked to service brake shoe at each wheel.
Dual : 7.00Ý12-14 14 ply rating
Holding Test : Rated load on 15% grade.
Steer Tires :
GTS20/25 6.00Ý9-10 ply rating Inching (also see transaxle specs)
GTS30/33 6.50Ý10-12 ply rating
Type : Inching pedal mechanically linked to brake pedal
Tire Pressures and to inching spool on transaxle.
Drive Tires : Pedal Freeplay : None.
GTS20/25 Single : 1000 kPa (145 psi) Overlap Adjustment : 1.5-4.5 mm (0.06-0.18 in).
Dual : 1000 kPa (145 psi)
GTS30/33 Single : 1000 kPa (145 psi)
Dual : 1000 kPa (145 psi)
Steer Tires :
Group 25, Steering Column and Gear
GTS20-33 880 kPa (128 psi)
Specifications
Steering System Type : Hydrostatic power steering with
load sensing, dynamic signal circuit.
Steering System Relief Pressure Setting :
10000 kPa (1450 psi)
Nominal Flow Rating : 23 L/min (6 gal/min)
Inlet Pressure Rating : 12400 kPa (1800 psi)
Return Pressure Rating : 690 kPa (100 psi) maximum
SM 1024 40-2-6
Group 40, Specifications
Group 26, Steer Axle Specifications Maximum Pressure Drop at Rated Flow :
Inlet to outlet : 689 kPa (100 psi)
Pneumatic-Tire Truck Lift spool (spool #1) :
Steering System Relief Pressure Setting : - Inlet to cylinder port : 689 kPa (100 psi)
10000 kPa (1450 psi). - Cylinder port to outlet : 550 kPa (80 psi)
Rated Flow :
Lift spool (spool #1) : 76 LPM (20 GPM)
Tilt spool (spool #2) : 38 LPM (10 GPM)
Auxiliary spool (spool #3) : 38 LPM (10 GPM).
Integral Pressure Compensated Flow Control Settings :
Tilt spool (spool #2) : 15.5 LPM (4.1 GPM)
Auxiliary spool (spool #3) : 11 LPM (2.9 GPM).
SM 1024 40-2-7
Group 40, Specifications
SM 1024 40-2-8
Group 40, Specifications
Section 3
1. Tighten fitting finger tight until it stops turning, 2. Using finger tips only, lightly snug fitting with a
while moving the fitting lightly side to side to pre- wrench until it bottoms out on the seat or port. Do
vent cocking or thread damage. not overtighten.
SM 1024 40-3-1
What is a#Ydoxh#mark ?
It means the best in the forklift category,
which is selected by the top logistics magazine
(Modern Materials Handling) in the US.
#1 The best value #1 The most reasonable price
#1 The best service #1 The lowest maintenance cost