Clark 080 PDF

SF20-30D/L/G
CMP20-30D/L/G
SERVICE MANUAL
RATED CAPACITY : 2000~3000kg
Part No. 8034924

Manual No. SM688
Rev.2
Mar,2004
Manufactured by #40–1, Ungnam-Dong,
Changwon-City, Kyungnam,
Korea
Copyrighted Material
Intended for CLARK dealers only
Do not sell or distribute
GENERAL 00
• 00 – 01 REVISION HISTORY
• 00 – 02 FOREWORD
– Foreword
– How to read this manual
• 00 – 03 SAFETY
– General precautions
– Preparations for work
– Cautions during operation
• 00 – 04 STANDARDS
– Standard tightening torque
– Measurement conversions
G E N E R A L
REVISION HISTORY
Feb, 2005
00
When new or revised information is published
Mark Indication Action required 01
to update this manual the action to be taken
1②
with the pages is indicated in the table. ○ Page to be newly added Add
Pages not marked are not currently revised, ● Page to be replaced Replace
but are included for page numbering
continuity. ( ) Page to be deleted Discard
Revision Revision Revision Revision Revision

Mark Page Mark Page Mark Page Mark Page Mark Page
number number number number number
● 00–01–10 ② 10–01–10 10–06–30 10–07–19 15–02–15

● 00–01–20 ② 10–01–20 10–06–40 10–07–20
10–01–30 10–06–50 10–07–21 15–03–10
00–02–10 10–01–40 10–06–60 10–07–22 15–03–20
00–02–20 10–01–50 10–06–70 10–07–23 15–03–30
10–06–80 10–07–24 15–03–40
00–03–10 10–02–10 10–06–90 10–07–25 15–03–50
00–03–20 10–02–20 10–06–10 15–03–60
00–03–30 10–02–30 10–06–11 10–08–10 15–03–70
00–03–40 10–02–40 10–06–12 10–08–20 15–03–80
00–03–50 10–02–50 10–06–13 10–08–30 15–03–90
00–03–60 10–02–60 10–06–14 10–08–40 15–03–10
00–03–70 10–02–70 10–06–15 10–08–50 15–03–11
00–03–80 10–02–80 ○ 10-06-1-1 10–08–60 15–03–12
00–03–90 10–02–90 ○ 10-06-1-2 10–08–70 15–03–13
00–03–10 10–02–10 ○ 10-06-1-3 10–08–80 15–03–14
○ 10-06-1-4 10–08–90 15–03–15
00–04–10 10–03–10 ○ 10-06-1-5 10–08–10 15–03–16
00–04–20 10–03–20 ○ 10-06-1-6 15–03–17
00–04–30 10–03–30 ○ 10-06-1-7 15–03–18
00–04–40 ○ 10-06-1-8 ● 15–01–10 ① 15–03–19
10–04–10 ○ 10-06-1-9 15–01–20 15–03–20
01–01–10 10–04–20 ○ 10-06-1-10 15–01–30 15–03–21
01–01–20 10–04–30 ○ 10-06-1-11 15–01–40 15–03–22
01–01–30 10–04–40 15–01–50 15–03–23
● 01–01–40 ① 10–07–10 15–01–60 15–03–24
● 01–01–50 ① 10–05–10 10–07–20 15–01–70 15–03–25
01–01–60 10–05–20 10–07–30 15–01–80 15–03–26
● 01–01–70 ② 10–05–30 10–07–40 15–01–90 15–03–27
● 01–01–80 ② 10–05–40 10–07–50 15–01–10 15–03–28
10–05–50 10–07–60 15–03–29
10–05–60 10–07–70 15–02–10 15–03–30
01–02–10 ① 10–05–70 10–07–80 15–02–20 15–03–31
● 01–02–20 ① 10–05–80 10–07–90 15–02–30 15–03–32
10–05–90 10–07–10 15–02–40 15–03–33
● 01–03–10 ① 10–05–10 10–07–11 15–02–50 15–03–34
10–05–11 10–07–12 15–02–60 15–03–35
01–04–10 10–05–12 10–07–13 15–02–70
01–04–20 10–05–13 10–07–14 15–02–80 ○ 16–00–1
● 01–04–30 ① 10–05–14 10–07–15 15–02–90 ○ 16–00–2
10–07–16 15–02–10 ○ 16–00–3
01–05–10 10–06–10 10–07–17 15–02–11 ○ 16–00–4
10–06–20 10–07–18 15–02–13 ○ 16–00–5
G E N E R A L
REVISION HISTORY
00 Revision Revision Revision Revision Revision

01 number number number number number
2② ○ 16–00–6 ○ 16–04–1 ○ 16–06–2 20–03–60 50–01–10

○ 16–00–7 ○ 16–04–2 20–03–70 50–01–20
○ 16–00–8 ○ 16–04–3 ○ 16–07–1 20–03–80 50–01–30
○ 16–04–4 ○ 16–07–2 20–03–90 50–01–40
○ 16–01–1 ○ 16–04–5 ○ 16–07–3 20–03–10 50–01–50
○ 16–01–2 ○ 16–04–6 ○ 16–07–4 20–03–11 50–01–60
○ 16–01–3 ○ 16–04–7 20–03–12
○ 16–01–4 ○ 16–04–8 ○ 16–08–1 20–03–13 50–02–10
○ 16–01–5 ○ 16–04–9 ○ 16–08–2 20–03–14 50–02–20
○ 16–01–6 ○ 16–04–10 ○ 16–08–3 20–03–15 50–02–30
○ 16–01–7 ○ 16–04–11 ○ 16–08–4 20–03–16 50–02–40
○ 16–01–8 ○ 16–04–12 20–03–17 50–02–50
○ 16–01–9 ○ 16–04–13 ○ 16–09–1 20–03–18 50–02–60
○ 16–04–14 ○ 16–09–3 20–03–19
○ 16–02–1 ○ 16–04–15 ○ 16–09–4 20–03–20 ○ 50–03–10
○ 16–02–2 ○ 16–04–16 ○ 16–09–5 30–01–10 ○ 50–03–20
○ 16–02–3 ○ 16–04–17 ○ 16–09–6 30–01–20 ○ 50–03–30
○ 16–02–4 ○ 16–04–18 30–01–30 ○ 50–03–40
○ 16–02–5 ○ 16–04–19 ○ 16–10–1 30–01–40 ○ 50–03–50
○ 16–02–6 ○ 16–04–20 ○ 16–10–2 30–01–50 ○ 50–03–60
○ 16–02–7 ○ 16–04–21 ○ 16–10–3 30–01–60 ○ 50–03–70
○ 16–02–8 ○ 16–04–22 ○ 16–10–4 30–01–70 ○ 50–03–80
○ 16–02–9 ○ 16–04–23 ○ 16–10–5 30–01–80
○ 16–02–10 ○ 16–04–24 ○ 16–10–6 30–01–90 50–04–10
○ 16–02–11 ○ 16–04–25 ○ 16–10–7 30–01–10 50–04–20
○ 16–02–12 ○ 16–04–26 ○ 16–10–8 50–04–30
○ 16–02–13 ○ 16–04–27 30–02–10 50–04–40
○ 16–02–14 ○ 16–04–28 ○ 16–11–1 30–02–20 50–04–50
○ 16–02–15 ○ 16–04–29 ○ 16–11–2 30–02–30 50–04–60
○ 16–02–16 ○ 16–04–30 30–02–40 50–04–70
○ 16–02–17 ○ 16–04–31 20–01–10 30–02–50 50–04–80
○ 16–02–18 ○ 16–04–32 20–01–20 30–02–60 50–04–90
○ 16–02–19 ○ 16–04–33 20–01–30 30–02–70
○ 16–02–20 ○ 16–04–34 20–01–40 30–02–80 60–01–10
○ 16–02–21 ○ 16–04–35 20–01–5 30–02–90 60–01–20
○ 16–02–22 ○ 16–04–36 20–01–60 30–02–10 60–01–30
○ 16–02–23 ○ 16–04–37 20–01–70 30–02–11 60–01–40
○ 16–02–24 ○ 16–04–38 20–01–80 30–02–12 60–01–50
○ 16–02–25 ○ 16–04–39 30–02–13 60–01–60
○ 16–02–26 ○ 16–04–40 20–02–10 30–02–14 60–01–70
○ 16–02–27 ○ 16–04–41 20–02–20 30–02–15 60–01–80
○ 16–02–28 ○ 16–04–42 20–02–30 30–02–16 60–01–90
○ 16–02–29 ○ 16–04–43 20–02–40 30–02–17 60–01–10
○ 16–02–30 ○ 16–04–44 20–02–50 30–02–18 60–01–11
○ 16–02–31 ○ 16–04–45 20–02–60 30–02–19 60–01–12
○ 16–02–32 ○ 16–04–46 20–02–70 30–02–20 60–01–13
○ 16–04–47 20–02–80 30–02–21 60–01–14
○ 16–03–1 20–02–90
○ 16–03–3 ○ 16–05–1 40–01–10 60–02–10
○ 16–03–5 ○ 16–05–2 20–03–10 40–01–20 60–02–20
○ 16–03–7 ○ 16–05–3 20–03–20 40–01–30 60–02–30
○ 16–03–9 ○ 16–05–4 20–03–30 40–01–40 60–02–40
○ 16–03–10 20–03–40 40–01–50 60–02–50
○ 16–06–1 20–03–50 60–02–60
G E N E R A L
REVISION HISTORY
Revision Revision Revision Revision Revision

00
number number number number number 01
60–02–70 3 ②
60–02–80
60–02–90
60–02–10
60–02–11
60–02–12
60–02–13
● 60–02–14 ①
● 60–02–15 ①
● 60–02–16 ①
● 70–01–13 ②
○ 70–01–33
● 70–02–10 ②
● 70–02–30 ①
● 70–02–50 ①
● 70–02–70 ①
● 70–02–9 ①
● 70–02–11 ①
● 70–02–13
● 70–02–15
● 70–02–17
G E N E R A L
FOREWORD
FOREWORD
00
02
1
This shop manual has been prepared as an aid to improve quality of repairs by giving the
serviceman an accurate understanding of the product and by illustrating the correct way to
perform repairs and make judgements. Make sure you understand the contents of this manual
and use it to the full effect at every opportunity.
This shop manual mainly contains the technical information necessary for operations performed
in a service workshop.
For ease of understanding, the manual is divided into sections for each main system of the
machine, and the sections are further divided into groups.
! SAFETY
• Improper operation and maintenance of this machine could result in serious injury or death.
• Read the Operation and Maintenance Manual carefully BEFORE operating the machine.
• Always keep the Operation and Maintenance Manual and Parts catalogue near the work
area.
• Obey precautions concerning flammable liquids, hazardous fluids, oils, lubricants and
cleaning solvents.
• To prevent injury to workers, this symbol ! is used to mark safety precautions in this
manual. The precautions accompanying this symbol should always be followed carefully.
• The specifications contained in this shop manual are subject to change at any time and
without any advance notice. Contact your SAMSUNG distributor for the latest information.
HOW TO READ THIS MANUAL
CHAPTER AND SECTION
This manual is issued as a guide to carrying out repair and maintenance. To easily understand
this manual it is divided as follows :
Example) 10 – 01
Section number (01 : Structure and function)
Chapter number (10 : Engine)
G E N E R A L
FOREWORD
00 PAGE
02
2 Page numbering is started from each section. Therefore, revised pages can be easily inserted.
Also, additional pages and revision number can be indicated.
Ex) 15 – 1 ③
3rd revision
Additional page from page 15
15th page of the section
For the revision status in this manual, refer to REVISION HISTORY.
SYMBOLS
The following symbols as defined below are used in this manual to convey the intent of the
instructions concerning safety and repair.
Symbol Item Remarks
Special safety precautions are necessary when

Safety
performing the work.
! Special technical precautions or other precautions for

Caution preserving standards are necessary when performing
the work.
Tightening Places that require special attention for the tightening

torque torque during assembly.
Places that require proper tools used in assembling

Tool
and disassembling.
Adhesive Places to be applied with adhesive.
Lubricating Places where oil or lubricant must be added.
G E N E R A L
SAFETY
00
! WARNING
SERIOUS OR FATAL INJURY MAY RESULT TO YOURSELF OR OTHERS IF NOT FOLLOWED
03
1
This fork lift should not be operated by anyone who is not authorized and properly trained.
Read the Operators Manual carefully, and make yourself familiar with your fork lift.
Inspect and check your fork lift daily before and after use. Do not operate a faulty or damaged fork lift.
Repair work should be done by authorized and trained persons only.
To protect from falling objects, make sure that the Overhead Guard and Load Backrest are correctly mounted and in good condition.
Before starting engine, always set forward/reverse lever in neutral, with hand brake on.
Drive carefully, keeping forks and attachments as low as possible & fully tilted back.
Keep a careful lookout for people, obstructions and the path of travel. Watch clearance, especially overhead and tail swing.
Do not stick hands, feet and other parts of your body outside the Operatorls compartment.
Drive forward when you are climbing a slope with a load. Drive in reverse when you are descending with loads. Do not turn while on a slope.
Slow down before turning. Avoid any sudden start, stop or turning. Lateral tipover can occur if the fork lift is improperly operated.
Do not load fork lift over capacity limit designated on the load chart. Do not lift unstable loads.
This fork lift is not designed for raising or transporting people. Do not use fork lift for those purposes under any circumstances.
Before you get off fork lift, make sure the hand brake is set, lower forks or attachments, put forward/reverse lever in neutral position and
turn off key switch. Do not park on a slope. P/NO.6092-13130
GENERAL PRECAUTIONS
SAFETY PRECAUTIONS
• When carrying out any operation or maintenance, have trained and experienced personnel carry
out the work.
• When carrying out any operation or maintenance, carefully read the Operation and Maintenance
Manual.
Read all the precautions given on the decals which are fixed to the machine.
SAFETY DEVICE
• Make sure that all guards and covers are mounted in their proper position. Repair or replace
if damaged.
• Pay attention to the method of using any safety locking device or safety belt.
SAFETY CLOTHES AND HELMET
• Wear the specified work clothes in the correct manner.

• Use the specified protective gear (helmet, safety glasses, safety shoes, mask, gloves).
Guard against injury from flying pieces of metal
or debris, wear goggles, gloves and helmet.
Always have a trained and experienced welder
carry out any welding work.
When carrying out welding work, always wear
welding gloves, apron, glasses, cap and other
clothes suitable for welding work.
EX048
G E N E R A L
SAFETY
00 PREPARE FOR EMERGENCIES

03
2 • Know where fire extinguishers are located and
how to use them.
• Keep a first aid kit and an eye wash kit near
the work area.
• Keep emergency numbers for doctors, ambul-
ance service, hospital, and fire department near
your telephone. EX036
HANDLE FLUIDS SAFELY–AVOID FIRES
• Handle fuel with care it is highly flammable.

• Do not refuel the machine while smoking or
when near open flame or sparks.
Always stop the engine before refueling
machine. Fill the fuel tank outdoors.
• Store flammable fluids away from fire hazards.
EX028
Do not incinerate or puncture pressurized
containers.
DISPOSE OF FLUIDS PROPERLY
• Improperly disposing of fluids can harm the

environment and ecology. Before draining any
fluids, find out the proper way to dispose of
waste from your local environmental agency.
• Catch draining fuel, oil, or other fluids in
suitable containers. Do not use food or
beverage containers that may mislead someone
into drinking from them. Wipe up spills at once.
• Do not pour oil into the ground, down a drain,
or into a stream, pond, or lake. Observe EX043
relevant environmental protection regulations

when disposing of oil, fuel, coolant, brake fluid,
filters, batteries, and other harmful waste.
G E N E R A L
SAFETY
AVOID HARMFUL ASBESTOS DUST

00
03
• Avoid breathing dust that may be generated 3
when handling components containing asbestos
fibers. Inhaled asbestos fibers may cause lung
cancer.
EX025
G E N E R A L
SAFETY
00 PREPARATIONS FOR WORK

03
4
WARN OTHERS OF SERVICE WORK
• Unexpected machine movement can cause

serious injury.
• Before performing any work on the machine,
attach a “Do Not Operate” tag to the steering
wheel or the right control lever.
• When carrying out any operation with two or
more workers, always agree on the operating
procedure before starting.
USE TOOLS PROPERLY
• Use a tool only for its designed application.

• Keep all tools in good condition and know the
correct way to use them.
• Decide on a place in the repair workshop to
keep tools and removed parts.
EX033
• Always keep the work area clean and make
sure that there is no dirt or oil on the floor.
• Before adding oil or making any repairs, park
the machine on hard, level ground and put
blocks under the wheels or tracks to prevent
the mahcine from moving.
• Before starting work, lower the forks or any
other work equipment to the ground.
• Turn the engine OFF, remove the start key,
and apply the parking brake.
• Illuminate your work area adequately but safely.

Use a portable safety light for working inside
or under the machine. Make sure the bulb is
enclosed by a wire cage. The hot filament of
an accidentally broken bulb can ignite spilled
fuel or oil. EX042
G E N E R A L
SAFETY
USE HANDHOLDS AND STEPS

00
03
• Do not jump onto or down from the fork lift. 5
• When getting on or off the fork lift, use the
step provided.
• Do not grasp an operating lever or steering
wheel when getting on or off.
• Always keep the step clean and repair it if
damaged.
FX019
FX019
• Never operate with wet or oily hands and feet.
OPERATE FROM THE OPERATOR’S SEAT
• Do not operate the fork lift from any place

other than the designated operator’s position.
• Improper seating may cause serious injury.
FX020FX020
G E N E R A L
SAFETY
00 CAUTIONS DURING OPERATION

03
6
SERVICE COOLING SYSTEM SAFELY
• Hot coolant can burn you. Let it cool down.

• Turn the radiator cap slowly to release
pressure. Do not remove cap if engine is
overheated.
EX039E EX029
AVOID HIGH-PRESSURE FLUIDS
• Escaping fluid under pressure can penetrate the skin causing serious injury.
• Avoid the hazard by releasing pressure before
disconnecting hydraulic or other lines. Tighten
all connections before applying pressure.
• Search for leaks with a piece of cardboard.
Protect hands and body from high pressure
fluids.
EX062
• Be careful not to break, twist or damage the
high pressure pipes.
A jet spray of high pressure oil may cause
electrical fires.
EX040
HANDLING OF HEAVY OBJECTS
• When raising heavy components, use a hoist or crane.

• Check if the wire rope, chains and hooks are free from damage.
• Always use lifting equipment which has ample capacity. Install the lifting equipment at the
correct places.
• Use a hoist or crane and operate slowly to prevent the component hitting any other part.
• When disassembling or assembling, support the
machine with blocks, jacks or stands before
starting work.
• Before starting work, lower the forks or any
other work equipment to the ground.
• Do not work under the equipment when the
equipment is not sufficiently supported.
G E N E R A L
SAFETY
ELECTRICAL SYSTEM
00
03
• When welding on the machine or working on the 7
electrical system, ALWAYS turn the key switch
OFF and remove the lead from the battery
negative (–) terminal.
• When removing components, be careful not to
break or damage the wiring. Damaged wiring
may cause electrical fires.
• When working on the battery, wear goggles or

safety glasses.
• Sulfuric acid in battery electrolyte is poisonous.
It is strong enough to burn skin and eat holes
in clothing and cause blindness if splashed into
the eyes. If you spill acid on your clothes or
skin, immediately flush with large quantities of
water.
• If splashed into the eyes, flush with water and
get medical attention immediately.
• Keep sparks, lighted matches, and open flame

away from the top of battery. Battery
(hydrogen) gas can explode.
• Battery posts and cables touched by metal

objects can short circuit and burn you.
Keep tools away from posts, wires and
terminals.
Tighten the battery terminals to ensure good
contact.
• When disassembling and assembling the
battery, make sure that the battery terminals
are correctly connected.
• If water gets to the electrical system, abnormal

operation or failure can result.
Do not use water or steam on sensors,
connectors and instruments in the cab.
EX034
EX034
G E N E R A L
SAFETY
00 CAUTIONS DURING OPERATION

03
8 NEVER STAND UNDER FORKS
• Do not allow anyone to stand or walk under

the elevated forks, or load.
Failure to comply can cause serious injury or
death.
FX027
FX027
ROTATING PARTS / ALIGNING HOLES
• Never touch rotating parts such as the fan

blades or fan belt.
• When aligning two holes, never insert your
fingers or hand.
Be careful not to get your fingers pinched in a
hole, or between parts or tools.
EX035
NEVER RIDE ON FORKS
• Never use the forks to lift people.

Failure to comply can cause serious injury or
death.
FX028
G E N E R A L
SAFETY
PINCHING AND FALLING

00
03
• Do not put your head, hands, arms or feet into 9
the mast.
Entanglement in the mast can cause serious
injury.
• Do not use the mast as a ladder.
Falling from the mast can cause serious injury.
FX028
FX029
FX030
FX030
INFLATING TIRES
• Do not add air pressure immediately to the

tires when the air pressure is low. Inspect the
rim for damage.
If air pressure is added to the tire when the
rim is damaged, the tire can be exploded
causing serious injury or death.
• Check the valve stem, tread, and side wall for
air pressure leaks. EW013
EW013
• The tire must be inflated by trained personnel

only.
• Make sure there is enough hose to permit the
operator to stand away from the safety cage
when air pressure is added to the tire.
• Add air pressure to the tires only in a safety
cage, as illustrated.
• Always wear safety glasses.
G E N E R A L
SAFETY
00 ! IN CASE OF TIP–OVER
03
10
Lateral tip–over can occur if
! the fork lift is improperly operated.

Don’t risk injury or death.
Buckle up belt
Stay in seat
WARNING Slow down before turning!
IN CASE
! OF TIP–OVER
Follow these
instructions : Hold on
DANGER Lean away
steering wheel
Brace feet Don’t jump!
Be extremely careful to prevent the fork lift from tipping over during operation. Decelerate
the fork lift sufficiently when turning a corner or tight curve.
The following precautions should be closely observed to ensure safe operation of the fork
lift as well as to protect other persons against injury.
! Always make sure that your seat belt is securely fastened and the top panel latch is in the
locked position.
! If the fork lift begins to tip. DO NOT ATTEMPT TO JUMP CLEAR. The fork lift will fall
faster than you can jump.
Brace your feet and hold youself inside the operator compartment by holding onto the steering
wheel with both hands.
G E N E R A L
STANDARDS
APPROXIMATE CONVERSIONS
00
04
40
40
Degree °F
Degree °C
1
SI Conv Non-SI Conv SI
20
0
Unit Factor Unit Factor Unit
Torque
32
0
× ×
40
newton meter (N·m) 10.2 = kgf·cm 0.8664 = (lb·in)
newton meter (N·m) × 0.74 = lbf·ft. × 1.36 = N·m
20
newton meter (N·m) × 0.102 = kgf·m × 7.22 = (lbf·ft.)
80
98.6
Pressure (Pa = N/m2)
37
kilopascal (kPa) × 4.0 = in. H2O × 0.249 = kPa
120
kilopascal (kPa) × 0.30 = in. Hg × 3.38 = kPa
60
kilopascal (kPa) × 0.145 = psi × 6.89 = kPa
160
(bar) × 14.5 = psi × 0.069 = (bar)
80
(kgf/cm2) × 14.22 = psi × 0.070 = (kgf/cm2)
200
(newton/mm2) × 145.04 = psi × 0.069 = (bar)
212
100
megapascal (MPa) × 145 = psi × 0.00689 = MPa
240
Power (W = J/s)
120
kilowatt (kW) × 1.36 = PS (cv) × 0.736 = kW
kilowatt (kW) × 1.34 = HP × 0.746 = kW
280
140
kilowatt (kW) × 0.948 = Btu/s × 1.055 = kW
watt (W) × 0.74 = ft·lb/s × 1.36 = kW
320
160
Energy (J = N·m)
kilojoule (kJ) × 0.948 = Btu × 1.055 = kJ
180
360
joule (J) × 0.239 = calorie × 4.19 = J

Velocity and Acceleration
200
400
meter per sec2 (m/s2) × 3.28 = ft/s2 × 0.305 = m/s2

meter per sec (m/s) × 3.28 = ft/s × 0.305 = m/s
220
440
kilometer per hour (km/h) × 0.62 = mph × 1.61 = km/h

Horse Power/Torque
240
BHP × 5252 R.P.M. = TQ (lb·ft) TQ × R.P.M. 5252 = B.H.P.

480
Temperature
260
°C = (°F–32) ÷ 1.8 °F= (°C × 1.8) + 32

520
Flow Rate
280
l /min (dm3/min) × 0.264 = US gal/min×3.785 = l /min

560
300
Note : ( ) Non–SI Unit

600
320
G E N E R A L
STANDARDS
00 STANDARD TIGHTENING TORQUE

04
2
The following charts give the standard tightening torques of bolts and nuts.
Exceptions are given in sections of “Disassembly and Assembly”
METER TABLE
Classification 4T, 5T 10T
Bolt type 10.9
Bolt size Torque kgf·m (lbf·ft) Torque kgf·m (lbf·ft)
M4 0.2 ± 0.02 (1.4 ± 0.1) 0.4 ± 0.04 (2.9 ± 0.3)

M5 0.3 ± 0.03 (2.2 ± 0.2) 0.8 ± 0.08 (5.8 ± 0.6)
M6 0.5 ± 0.05 (3.6 ± 0.4) 1.4 ± 0.14 (10.1 ± 1.0)
M8 1.2 ± 0.12 (8.7 ± 0.9) 3.3 ± 0.3 (23.8 ± 2.2)
M10 2.3 ± 0.23 (16.6 ± 1.7) 6.5 ± 0.7 (47 ± 5)
M12 4.0 ± 0.4 (29 ± 3) 11.3 ± 1.1 (82 ± 8)
<M14> 6.4 ± 0.6 (46 ± 4) 17.9 ± 1.8 (129 ± 13)
M16 9.5 ± 0.9 (69 ± 6) 26.7 ± 2.7 (193 ± 19)
<M18> 13.5 ± 1.4 (97 ± 10) 38.0 ± 3.8 (274 ± 27)
M20 18.6 ± 1.9 (134 ± 14) 52.2 ± 5.2 (377 ± 38)
<M22> 24.7 ± 2.5 (178 ± 18) 69.4 ± 6.9 (500 ± 50)
M24 32.1 ± 3.2 (232 ± 23) 90.2 ± 9.0 (650 ± 65)
M30 62.6 ± 6.3 (452 ± 45) 176.1 ± 17.6 (1270 ± 127)
M36 108.2 ± 10.8 (781 ± 78) 304.3 ± 30.4 (2200 ± 220)
M42 171.8 ± 17.2 (1240 ± 124) 483.2 ± 48.3 (3500 ± 350)
M45 211.3 ± 21.1 (1525 ± 152) 594.3 ± 50.4 (4300 ± 430)
G E N E R A L
STANDARDS
MEASUREMENT CONVERSIONS
00
04
3
LENGTH
Unit cm m km in ft yd mile
cm 1 0.01 0.00001 0.3937 0.03281 0.01094 0.000006
m 100 1 0.001 39.37 3.2808 1.0936 0.00062
km 100000 1000 1 39370.7 3280.8 1093.6 0.62137
in 2.54 0.0254 0.000025 1 0.08333 0.02777 0.000015
ft 30.48 0.3048 0.000304 12 1 0.3333 0.000189
yd 91.44 0.9144 0.000914 36 3 1 0.000568
mile 160930 1609.3 1.6093 63360 5280 1760 1
1mm=0.1cm, 1µm=0.001mm
AREA
Unit cm2 m2 km2 a ft2 yd2 in2
cm2 1 0.0001 – 0.000001 0.001076 0.000012 0.155000
m2 10000 1 0.000001 0.01 10.764 1.1958 1550.000
km2 – 1000000 1 10000 1076400 1195800 –
a 0.01 100 0.0001 1 1076.4 119.58 –
ft2 – 0.092903 – 0.000929 1 0.1111 144.000
yd2 – 0.83613 – 0.008361 9 1 1296.00
in2 6.4516 0.000645 – – 0.006943 0.000771 1
1ha=100a, 1mile2=259 ha=2.59km2
G E N E R A L
STANDARDS
00 VOLUME
04
4 Unit cm3 = cc m3 l in3 ft3 yd3
cm3 = m l 1 0.000001 0.001 0.061024 0.000035 0.000001
m3 1000000 1 1000 61024 35.315 1.30796
l 1000 0.001 1 61.024 0.035315 0.001308
in3 16.387 0.000016 0.01638 1 0.000578 0.000021
ft3 28316.8 0.028317 28.317 1728 1 0.03704
yd3 764529.8 0.76453 764.53 46656 27 1
1gal(US)=3785.41 cm3=231 in3=0.83267gal(US)
WEIGHT
Unit g kg t oz lb
g 1 0.001 0.000001 0.03527 0.0022
kg 1000 10 0.001 35.273 2.20459
t 1000000 1000 1 35273 2204.59
oz 28.3495 0.02835 0.000028 1 0.0625
lb 453.592 0.45359 0.000454 16 1
1 tonne(metric)=1.1023 ton(US)=0.9842 ton(UK)
PRESSURE
Unit kgf/cm2 bar Pa=N/m2 kPa lbf/in2 lbf/ft2
kgf/cm2 1 0.98067 98066.5 98.0665 14.2233 2048.16
bar 1.01972 1 100000 100 14.5037 2088.6
Pa=N/m2 0.00001 0.001 1 0.001 0.00015 0.02086
kPa 0.01020 0.01 1000 1 0.14504 20.886
lbf/in2 0.07032 0.0689 6894.76 6.89476 1 144
lbf/ft2 0.00047 0.00047 47.88028 0.04788 0.00694 1
kgf/cm2=735.56 Torr(mmHg)=0.96784atm
SPECIFICATIONS 01
• 01 – 01 GENERAL
– Location of components
– Dimension and weight
• 01 – 02 LOAD CAPACITY
– Capacity charts
• 01 – 03 COOLANT / FUEL / LUBRICATION

– Chart
• 01 – 04 PERIODIC MAINTENANCE
– Periodic Maintenance
• 01 – 05 TIGHTENING TORQUE
– Tightening Torque
S P E C I F I C A T I O N S
GENERAL
LOCATION OF COMPONENTS
SF20D·SF25D·SF30D/SF20G·SF25G·SF30G
CMP20D·CMP25D·CMP30D/CMP20G·CMP25G·CMP30G
01
01
3 8 7 1
2
9
1
10
5 11
16
12
15
17
14
13
1. Mast 10. Hood

2. Lift cylinder 11. Counterweight
3. Control lever (Tilt, Lift) 12. Steering tire
4. Load backrest 13. Tilt cylinder
5. Carriage 14. Driving wheel
6. Forks 15. Frame
7. Overhead guard 16. Steering axle
8. Steering wheel 17. Driving axle
9. Driver’s seat
GENERAL
SF20L·SF25L·SF30L
CMP20L·CMP25L·CMP30L
01 3 8 7
01
2 2
9
1
4
18
10
5 11
16
12
15
17
14
13
1. Mast 10. Hood

2. Lift cylinder 11. Counterweight
3. Control lever (Tilt, Lift) 12. Steering tire
4. Load backrest 13. Tilt cylinder
5. Carriage 14. Driving wheel
6. Forks 15. Frame
7. Overhead guard 16. Steering axle
8. Steering wheel 17. Driving axle
9. Driver’s seat 18. LPG tank
GENERAL
OPERATOR’S CAB
01
01
3 1 8 7 9 2
3
5
6
10 11 14 12 13
1. Instrument panel 8. Steering knob

2. Turn signal lever 9. Steering wheel
3. Shift lever (forward–reverse) 10. Inching pedal
4. Parking brake lever 11. Brake pedal
5. Lift control lever 12. Accelerator pedal
6. Tilt control lever 13. Floor plate
7. Horn 14. Start key
GENERAL
INSTRUMENT PANEL
01 SF20D·SF25D·SF30D/SF20G·SF25G·SF30G
CMP20D·CMP25D·CMP30D/CMP20G·CMP25G·CMP30G
01
4①
9 1 4 5 6 7 8 1 10
11 12 13
1. Turn signal pilot lamp 8. Battery discharging warning

4. Engine oil pressure lamp
warning lamp 9. Beacon switch (Option)
5. Air preheating pilot lamp 10. Panel check switch
6. Parking brake pilot lamp 11. Fuel level gauge
7. Transmission oil 12. Hour meter
temperature warning lamp 13. Coolant temperature gauge
GENERAL
SF20L·SF25L·SF30L
CMP20L·CMP25L·CMP30L
01
1 4 5 6 7 8 1
01
9 10 5 ①
14 12 13
1. Turn signal pilot lamp 8. Battery discharging warning

4. Engine oil pressure warning lamp
lamp 9. Beacon switch (Option)
5. Air preheating pilot lamp 10. Panel check switch
6. Parking brake pilot lamp 12. Hour meter
7. Transmission oil temperature 13. Coolant temperature gauge
warning lamp 14. LPG warning lamp
GENERAL
DIMENSION AND WEIGHT
01
01
6
GENERAL
DIMENSION AND WEIGHT
Specification
Item Unit Symbol
SF20D SF25D
CMP20D CMP25D
3555 3785
SF30D
CMP30D
4200
SF20G SF25G
CMP20G CMP25G
3490 3720
SF30G SF20L SF25L
CMP30G CMP20L CMP25L
4160 3490 3720
SF30L
CMP30L
4160
01
Overall weight kg(lb) (7835) (8345) (9260) (7695) (8200) (7170) (7695) (8200) (9170) 01
mm 3615 3650 3755 3615 3650 3755 3615 3650 3755 7
Overall length (including forks) (in) A (142) (144) (148) (142) (144) (148) (142) (144) (148)
kg (lb) 2000 2500 3000 2000 2500 3000 2000 2500 3000
Max. load (@500mm[24in]) – (4000) (5000) (6000) (4000) (5000) (6000) (4000) (5000) (6000)
mm 2140/2140 2140/2140
2140/2140 2214/2214 2000 2000
2140/2140 2214/2214 2000 2000
2140/2140 2214/2214
Min. turning radius (in) R (84.3/84.3) (84.3/84.3) (87.2/87.2) (4000) (4000) (87.2/87.2) (4000) (4000) (87.2/87.2)
(84.3/84.3) (84.3/84.3) (84.3/84.3)
km/hr 2000 20.2(12.6)
2000 20.8 2000 2000 19.1 2000 2000 21.3(13.3)
Basic performance
20.8(12.9) 20.6(12.8)
No load (mile/hr) (4000) [20.4(12.7)]
(4000) (12.9) 18.7 (11.6)
(4000) (4000) (11.8) (4000) (4000) [19.0(11.8)]
[20.4(12.7)] [18.6(11.6)]
Max. travelling speed
km/hr 19.6(12.3) 19.5(12.1) 19.1(11.9) 19.2 18.9 18.0 20.3(12.6) 18.9
19.2 20.1(12.6) 20.8(12.9)
Full load (mile/hr) 17.6 (10.9)
[19.2(11.9)] [18.9(11.7)] [19.6(12.2)] (11.9) (11.7) (11.2) [17.6(10.9)]
( [17.6(10.9)] [18.0(11.2)]
Max. gradeability Full load degree 19.6[17.0] 15.6[15.0] 13.5[12.4] 13.0 12.3 10.4 17.2(13.0) 15.3(12.3) 11.9(10.4)
mm 3.9 4.1 4.6 3.8 4.1 4.5 3.8 4.1 4.5
Braking distance (at Max. speed) (ft) (12.8) (13.5) (15.1) (12.5) (13.5) (14.8) (12.5) (13.5) (14.8)
mm 590/550 590/530 590/510 560/520 560/500 560/480 560/520 560/500 560/480
Fork lifting speed (no load/full load) (in) (23.2/21.7) (23.2/20.9) (23.2/20.1) (22.1/20.5) (22.1/19.7) (22.1/18.9) (22.1/20.5) (22.1/19.7) (22.1/18.9)
mm
Fork lowering speed (no load/full load) (in) 510/510 (20/20)
Type – 4TNV 94L[4TNE 94] 4G 64

PS/RPM 59.8/2500(44/2500) 55/2600(41/2600)[45/2100 (32/2100)]
Rated output (KW/RPM) [57.5/2500 (42/2500)]
Engine system
kg·m/RPM 21.7/1000(212/1000)
Max. torque (N·m/RPM) [18/1600 (176/1600)] 16.5/1600(161.8/1600)[15.1/1800 (148/1800)]
Cylinder / cycles / displacement EA/–/CC 4/4/3054[4/4/2776] 4/4/2350
Idling RPM 800[750] 700[800]

Engine speed
Full load RPM 2500 2600[2100]
(range : 50rpm)
No load RPM 2700 2650[2600]
2
kg/cm 176 193 210 176 193 210 176 193 210
Main valve relief setting pressure (lb/in2) (2500) (2750) (2990) (2500) (2750) (2990) (2500) (2750) (2990)
mm 1210 1240 1210 1240 1210 1240
Overall width (in) B
(47.6) (48.8) (47.6) (48.8) (47.6) (48.8)
mm 2095 (82.5)
Overall height (in) H
mm 2133 (84.0)
Overall overhead guard height (in) C
mm 1620 1700 1620 1700 1620 1700
Overall wheelbase (in) D (63.8) (66.9) (63.8) (66.9) (63.8) (66.9)
mm 1006/938 1030/938 1006/938 1030/938 1006/938 1030/938
Overall wheel tread (Front/Rear) (in) E/F (39.6/36.9) (40.6/36.9) (39.6/36.9) (40.6/36.9) (39.6/36.9) (40.6/36.9)
mm
Basic performance
Max. lift height (in) G 3000 (118)

Attachment
mm 105 (4.13)
Free lift height (in) I
Tilt angle (Forward/Back) degree M/L 8/10

mm 1070×100×45 1070×125×45 1070×100×45 1070×125×45 1070×100×45 1070×125×45
Fork size (L×W×T) –
(in) (42.1×3.9×1.8) (42.1×4.9×1.8) (42.1×3.9×1.8) (42.1×4.9×1.8) (42.1×3.9×1.8) (42.1×4.9×1.8)
[ ] : Specification for non tier 2 engine
GENERAL
Specification
Item Unit Symbol
CMP20D CMP25D CMP30D CMP20G CMP25G CMP30G CMP20L CMP25L CMP30L
01
SF20D SF25D SF30D SF20G SF25G SF30G SF20L SF25L SF30L
Chassis mm
Load center distance (in) N 450 (17.7)
mm
Driver’s seat height O 1090 (42.9)
01 (in)
8② Front wheel – – 7.00×12–14PR 8.15×15–14PR 7.00×12–14PR 8.15×15–14PR 7.00×12–14PR 8.15×15–14PR

Tire
Rear wheel – – 6.50×10–10PR
Engine system
Fuel – – Diesel Gasoline LPG
Recommended anti–freeze – – AF coolant

l
Cooling system capacity (usgal) 11 (2.9) 8.5 (2.25)
Transaxle type/Model – – Power shift/TA18
LOAD CAPACITY
CAPACITY CHARTS
SF20D/SF20L/SF20G
CMP20D/CMP20L/CMP20G
SF25D/SF25L/SF25G
01
4000 4000
02
3750 3750
1①
3500 3500
3250 3250
3000 3000
Allowable load weight(kg)

MFH 3000
2750 2750
2500 2500
MFH 3000 MFH 3700
2250 2250
2000 2000
MFH 3700
1750 1750
1500 1500
1250 1250
1000 1000
750 750
MFH 4800
500 500
MFH 4800
250 250
0 0
500 600 700 800 900 1000 1100 1200 500 600 700 800 900 1000 1100 1200
Load center from front face of fork(mm) Load center from front face of fork(mm)
FX200
SF30D/SF30L/SF30G
4000
3750
3500
MFH 3000
3250
3000
MFH 3700
2750
2500
2250
2000
1750
1500
1250
MFH 4800
1000
750
500
250
0
500 600 700 800 900 1000 1100 1200
Load center from front face of fork(mm)
• The charts above are for standard mast. Optional devices such as the high mast, attachment,
will reduce the allowable load weight.
LOAD CAPACITY
LOAD WEIGHT AND STABILITY
01 The fork lift can be regarded as a seesaw where

the front wheels act as a fulcrum upon which
the counterweight load on the rear wheels is
Load center
02 counterbalanced by the load on the forks.
2 ① Loads that exceed the specified allowable
limits (weight/load center/lift) will cause the rear
wheels to float, reduce steering performance,
and can tip over the fork lift.
FX103
LOAD CENTER AND CAPACITY CHART
The distance between the center of the load and

the fork carriage is called the load center. The Forward tilt angle Backward tilt angle
charts shown here represent the relation

between the load center and the allowable load
weight.
30cm(12in)
When you drive the unit, lift the forks about

30cm above the floor or road and fully tilt the
mast backward. Lifting the load or tilting the
mast forward while driving will change the load
FX104
center to tip the fork lift over.
(1) Position the load against the backrest and
support at least 2/3 of load length with both
forks.
(2) Loading by the tip of the forks may damage the mast or forks.
(3) Avoid extreme side unbalance to prevent the load from slipping off.
(4) Operate the tilt control lever carefully when you handle the load.
(5) Abrupt forward tilt operation may cause the fork lift to tip over.
RATED CAPACITY PLATE
Rated capacity, lifting height and actual capacity

for load center distance are shown on the rated
capacity plate.
FX122
COOLANT / FUEL / LUBRICATION
CHART
Unit : l
Division
Ambient temperature Filling capacity 01
–22 –4 14 32 50 68 86 104 122°F SF20/25/30L SF20/25/30D SF20/25/30G
–30 –20 –10 0 10 20 30 40 50°C CMP20/25/30L CMP20/25/30D CMP20/25/30G 03
1 ①
ISO VG22 or VG15
Hydraulic oil ISO VG32 38 38 38
ISO VG46
SAE 10W–50
5 – 5
SAE 5W–30
Engine oil
SAE 10W–50
– 10 –
SAE 5W–30
Transmission
CLARK #2776236 16 16 16
oil
SAE 80W–90
Gear oil – – –
80W–140
Antifreeze
Water 50%, Antifreeze 50% 8.5 11 8.5
solution
Propane gas HD–5 15 kg – –
Fuel
ASTM D975 No.1
– FULL FULL
ASTM D975 No. 2
ASTM : American Society of Testing and Material

SAE : Society Automotive Engineers
API : American Petroleum Institute
ISO : International Standardization Organization
PERIODIC MAINTENANCE
No.
Period First
month
First
Every
1 month
Every
Every
3 months
Every Every
Every
6 months
Every
Every
12 months
01
Items 200 hours 200 hours 500 hours 1000 hours 2000 hours
04
Engine system 1
1. Inspection and adjustment (or replacement)
1) Intake/Exhaust valve clearance ○ ○
2) Belt tension ○ ○
Cylinder head bolts and
3) ○ ○
manifold nuts
★4) Fuel strainer (Filter) ○ ○
5) Idling speed ○ ○
Electrolyte specific gravity
6) ○
(Battery)
7) Starting motor and alternator ○
8)
9)
10)
11)
12)
2. Cleaning
★1) Radiator exterior (Fins) ○
★2) Fuel strainer element (Filter) ○ ○
★3) Air cleaner element ○ ○
4) Fuel tank interior ○
Cooling system interior
5) ○
(Radiator)
3. Replacement
★1) Engine oil ○ ○
★2) Engine oil filter ○ ○
★3) Coolant ○
★4) Fuel filter element ○
★5) Air cleaner element ○
∗ If you operate the fork lift in a dusty environment, “★” marked items must be checked more
frequently.
Period First Every Every Every Every

month 1 month 3 months 6 months 12 months
No.
01 Items
Chassis and Attachment

First Every Every Every Every
200 hours 200 hours 500 hours 1000 hours 2000 hours
04 1. Inspection and adjustment (or replacement)

2 Brake pedal and inching pedal
1) ○ ○
clearance
2) Parking brake lever and
○ ○
operation
3) Lift chain tension ○ ○
4) Carriage bearing ○
5) Mast bearing ○
6) Mast operation ○ ○
7) Tilt and lift cylinder fitting ○ ○
8) Tilt and lift cylinder operation ○ ○
9) Hydraulic pump operation ○ ○
10) Transmission oil ○ ○
11) Gear oil (differential and axle end) ○ ○
2. Lubrication
★1) Lift chain ○ ○
★2) Free bar bushing ○ ○
3) Mast mounting bushing and pin ○
4) Joints ○
Tilt cylinder mounting pin and
5) ○
bearing
6) Side roller (Carriage) ○ ○
7) Steering axle bearing and arm ○ ○
3. Cleaning
1) Hydraulic oil tank interior ○
4. Replacement
★1) Transmission oil ○
★2) Transmission oil filter ○
★3) Hydraulic oil ○
★4) Hydraulic oil filter ○ ○
5) Hydraulic oil strainer ○
6) Brake fluid ○
7) Wheel bearing grease ○
8) Gear oil (differential and axle end) ○
∗ If you operate the fork lift in a dusty environment, “★” marked items must be checked more
frequently.
∗ Change oil and filter after the first 50 hours and again after 100 operating hours when the
transaxle is new or rebuilt.
LUBRICATION
Perform periodic maintenance, replacement and lubricating according to following lubrication chart
to maintain optimum condition. Otherwise service, life will be reduced and breakdowns may occur
frequently. 01
04
3
LUBRICATION CHART CO Antifreeze
Lubricant G Grease HO Hydraulic oil
Replace EO Engine oil FO Fuel
Check TO Transmission oil BO Brake fluid
Transmission oil filter
Lift chain Mast mounting

EO G
RH, LH(2points) RH, LH(2points)
Brake fluid Tilt cylinder end

BO BO G
RH, LH(2points)
Transmission oil TO TO
Engine oil EO EO HO HO Hydraulic oil
Engine oil filter Hydraulic oil filter
Air cleaner
Coolant CO CO
Steer king pin

G
RH, LH(4points) Hydraulic breather
Steering linkage
G
RH, LH(4points)
Wheel bearing
Fuel FO
RH, LH(2points)
Every 10 hours or daily

Every 200 hours or monthly
Every 500 hours or every 3 months
Every 1000 hours or every 6 months
Every 2000 hours or yearly
FX203
TIGHTENING TORQUE
TIGHTENING TORQUE
Item Unit
Specification
SF20/25/30/D/G/L
CMP20/25/30/D/G/L
01
Bolt, mounting bracket, engine
kgf·m
14~15 (101~108)
05
(lbf·ft) 1
kgf·m
Bolt, transaxle 45~50 (325~362)
(lbf·ft)
kgf·m
Bolt, steering axle and silent block 25~30 (181~217)
(lbf·ft)
kgf·m
Bolt, silent block 10.7~12.9 (77~93)
(lbf·ft)
kgf·m
Bolt, parking brake lever 5.8~7.2 (42~52)
(lbf·ft)
kgf·m
Nut, driving wheel 65~73 (470~528)
(lbf·ft)
kgf·m
Nut, steering wheel 16.0~19.7 (116~142)
(lbf·ft)
kgf·m
Bolt, clamping, rod end, tilt cylinder 18.4±1 (133±7)
(lbf·ft)
kgf·m
Bolt, pin, tilt cylinder 4.9±0.5 (35±4)
(lbf·ft)
kgf·m
Bolt, steering unit 4.2±0.4 (30±3)
(lbf·ft)
kgf·m
Bolt, steering column 6.5±0.7 (47±5)
(lbf·ft)
kgf·m
Nut, steering hand wheel 8.5±0.8 (61±6)
(lbf·ft)
kgf·m
Bolt, counterweight 45~50 (325~362)
(lbf·ft)
kgf·m
Bolt, overhead guard 9.4~11.4 (68~82)
(lbf·ft)
kgf·m
Bolt, side roller, carriage 6.5±0.7 (47±5)
(lbf·ft)
kgf·m
Bolt, lift cylinder, mast 26.7±2.7 (193±20)
(lbf·ft)
kgf·m
Rubber 36 (26)
(lbf·ft)
Bolt, stopper, mast
kgf·m
Steel 26.7±2.7 (193±20)
(lbf·ft)
ENGINE GASOLINE,
LPG 10
• 10 – 01 GENERAL INFORMATION – Alternator

– Periodic inspection chart – Starter
– How to read this chapter • 10 – 06 FUEL SYSTEM - NON TIER2
– Engine model and – Removal
numbers – Installation
• 10 – 02 SPECIFICATION – Carburettor – Gasoline
– General specifications – Carburettor – LPG
– Service specifications – Air governor
– Tightening torque – Other components – LPG
– Special tools • 10 – 07 COMPONENTS
• 10 – 03 ADJUSTMENT – Rocker arms and
– Valve clearance camshaft
adjustment – Cylinder head and valves
– Ignition timing adjustment – Front case and oil pan
– Idling speed adjustment – Piston and connecting rod
– Air governor (high speed) – Crankshaft and cylinder
• 10 – 04 TIMING BELT block
– Removal • 10 – 08 TROUBLESHOOTING
– Inspection – By symptom
– Installation – By component
• 10 – 05 ELECTRIC COMPONENT • 10 – 09 FUEL SYSTEM - TIER2
– Inspection (MI - 4 LPSYSTEM)
– Distributor
E N G I N E
GENERAL INFORMATION
PERIODIC INSPECTION CHART
LUBRICATION
Intervals
Every 200 hours
Lubricant
10
Every 400 hours
Every 600 hours
Every 800 hours

Initial 100 hours
Lubrication
01
after delivery
No.
On delivery
point Type Quantity 1
1 Engine oil pan ○ ● ● Engine oil 4 liters (1.06 U.S.gal.)

2 Distributor ○ Engine oil As required
● Change ○ Inspection
INSPECTION
Intervals
Every 200 hours
Every 400 hours
Every 600 hours
Every 800 hours

Initial 100 hours
after delivery
No. Check point Remarks

On delivery
Cylinder head nuts ○ ○

1 Manifold nuts ○ ○
Support bolt ○ ○
2 Valve clearance ○ ○
3 Engine operating condition ○ ○ ○
4 Ignition timing ○ ○
5 Fan belt tension ○ ○ ○
6 Distributor ○ ○
7 Engine compression pressure ○
8 Spark plugs ○ ○
9 Starting motor ○
10 Oil filter element ● ●
11 Oil, fuel, water, gas, leakage ○ ○ ○
12 Cooling water ○ ○ ○ ●
13 Breather hose, and nipple ○ ○ Checking cracks, clogging
● Change ○ Inspection
E N G I N E
GENERAL INFORMATION
HOW TO READ THIS CHAPTER
SCOPE OF EXPLANATION
This chapter describes the service procedures for the engine removed from the vehicle.
For procedures concerning removal of the engine from the vehicle and on–vehicle inspection and
10 servicing, refer to the appropriate service manuals separately prepared for the individual models.
01 MAINTENANCE AND SERVICING PROCEDURES

2
• A diagram of the component parts is provided near the front of each section in order to give
the reader a better understanding of the installed condition of component parts.
• The numbers provided within the diagram indicate the sequence for maintenance and servicing
procedures ; the symbol N indicates a non–reusable part ; the tightening torque is provided where
applicable.
① Removal steps
The part designation number corresponds to the number in the illustration to indicate
removal steps.
② Installation steps
Specified in case installation is impossible in reverse order of removal steps. Omitted if
installation is possible in reverse order of removal steps.
③ Disassembly steps
The part designation number corresponds to the number in the illustration to indicate
disassembly steps.
④ Reassembly steps
Specified in case reassembly is impossible in reverse order of disassembly steps. Omitted
if reassembly is possible in reverse order of disassembly steps.
CLASSIFICATION OF MAJOR MAINTENANCE/SERVICE POINTS
When there are major points relative to maintenance and servicing procedures (such as essential
maintenance and service standard values, information regarding the use of special tools, etc.),
these are arranged together as major maintenance and service points and explained in detail.
SYMBOLS FOR LUBRICATION, SEALANTS AND ADHESIVES
Information concerning the locations for lubrication and for application of sealants and adhesives
is provided, by using symbols, in the diagram of component parts, or on the page following the
component parts page, and explained.
: Grease(multipurpose grease unless there is a brand or type specified)

: Sealant or adhesive
: Brake fluid, automatic transmission fluid or air conditioner compressor oil
: Engine oil or gear oil
E N G I N E
GENERAL INFORMATION
INSPECTION
Only the inspections to be performed by using special tools or measuring instruments are
covered. General service procedures not covered in this manual, such as visual inspections and
cleaning of parts, however, should always be performed during actual service operations.
PRECAUTIONS BEFORE SERVICE

10
REMOVAL AND DISASSEMBLY 01
3
For prevention of wrong installation or reassembly
and for ease of operation, put mating marks to
the parts where no function is adversely affected.
SPECIAL TOOL
Be sure to use special tools when their use is

specified for the operation.
Use of substitute tools will result in malfunction
of the part or damage it.
TIGHTENING TORQUE
Tighten the part properly to specified torque.
SEALANT
Use specified brand of sealant.
Use of sealant other than specified sealant may

cause water or oil leaks.
E N G I N E
GENERAL INFORMATION
REPLACEMENT PART
When oil seal, O–ring, packing and gasket have

been removed, be sure to replace them with
new parts.
However, rocker cover gasket may be reused if

it is not damaged.
10
01
4
RUBBER PARTS
Do not stain timing belt and V–belt with oil or

water.
Therefore, do not clean the pulley and sprocket

with detergent.
OIL AND GREASE
Before reassembly, apply specified oil to the

rotating and sliding parts.
GENUINE PART
When the part is to be replaced, be sure to use

a genuine part.
For selection of appropriate part, refer to the

Parts Catalog.
E N G I N E
GENERAL INFORMATION
ENGINE MODEL AND NUMBERS
• Indicating of engine model and number

Alternator
Engine model Engine number
4G64 AA0001 to YY9999
The engine model and serial number are

10
stamped on the right side cylinder block surface, 01
at a place behind the alternator. Engine model and number 5
E N G I N E
SPECIFICATION
GENERAL SPECIFICATIONS
Item CMP20/25/30G CMP20/25/30L
SF20/25/30G SF20/25/30L
Engine model 4G64–32SG 4G64–32SL
Water–cooled, 4–cycle
Type
Gasoline–powered LPG–powered
No. of cylinders and arrangement
Combustion chamber type
4, in–line
Semi–spherical
10
Valve mechanism SOHC 02
1
Total displacement cc (cu·in) 2350 (143.4)
Bore×stroke mm (in) 86.5×100 (3.4×3.9)
Dry weight kg(lb) 148 (326) 146 (322)
Compression ratio 8.6
Compression pressure kgf/cm2 (psi) 11.5 (163.5) at 300rpm
Open 12° BTDC
Intake valve
Close 40° ABDC
Open 54° BBDC
Exhaust valve
Close 6° ATDC
Firing order 1–3–4–2
lgnition timing BTDC/rpm 4°/740
Fuel pump type Mechanical (diaphragm)
Carburettor type Down draft
Governor type Pneumatic
Lubrication system Pressure feed, full–flow filtration
Oil pump type Gear, driven by timing belt
Oil filter type Filter paper, cartridge
Cooling system Water–cooled, forced circulation
Water pump type Centrifugal, driven by V–belt
Thermostat type Wax pellet
Electrical system VDC 12, negative ground
Alternator type (12V×50A) Alternating current, built–in fan and regulator
Starter motor type (12V×1.2kw) Reduction drive
Distributor type Contact pointless (transistor type)
Spark plug type (NGK or ND) BP4ES or W14EX–U
Quantity of lubricating oil l (gal) 4.0 (1.06)
Quantity of coolant l (gal) 3.1 (0.82)
E N G I N E
SPECIFICATION
SERVICE SPECIFICATIONS
Unit : mm(in)
Item Standard value Limit
Cylinder head Flatness of gasket surface 0.03 (0.001)
Grinding limit
0.2
∗ Total resurfacing depth of both
(0.008)
10 cylinder head and cylinder block
Overall height 89.9~90.1(3.539~3.547)
02 Oversize rework dimensions of valve
2 guide hole
0.05 (0.002) 13.05~13.07 (0.514~0.515)
0.25 (0.010) 13.25~13.27 (0.521~0.522)
0.50 (0.020) 13.50~13.57 (0.531~0.534)
Oversize rework dimensions of valve
seat ring hole
0.30 (0.012) 44.30~44.33 (1.744~1.757)
Intake
0.60 (0.024) 44.60~44.63 (1.744~1.757)
0.30 (0.012) 38.30~38.33 (1.508~1.509)
Exhaust
0.60 (0.024) 38.60~38.63 (1.508~1.509)
Camshaft Cam height Intake 41.62 (1.639) 41.12 (1.619)
Exhaust 41.62 (1.639) 41.12 (1.619)
Journal diameter 33.935~33.950 (1.336~1.3366)
Oil clearance 0.05~0.09 (0.002~0.0035)
Valve Overall length Intake 109.76 (4.321)
Exhaust 106.56 (4.195)
Stem diameter Intake 7.960~7.975 (0.313~0.314)
Exhaust 7.930~7.950 (0.312~0.313)
Face angle 45°~45.5°
Thickness of valve head Intake 1.2 (0.047) 0.7 (0.028)
(margin) Exhaust 2.0 (0.079) 1.5 (0.059)
Stem–to–guide clearance Intake 0.025~0.058 (0.001~0.002)
Exhaust 0.050~0.088 (0.002~0.003)
Valve spring Free height 48.0 (1.89) 47.0 (1.85)
Load/installed height 18kg / 40.4
Out–of–squareness 2° or less 4°
Valve guide Overall length Intake 47 (1.85)
Exhaust 52 (2.05)
Inner diameter 8.000~8.018 (0.315~0.316)
Valve seat Valve contact width 0.9~1.3 (0.035~0.051)
Sinkage 0.2 (0.008)
E N G I N E
SPECIFICATION
Unit : mm(in)
Piston Outside diameter 84.97~85.00 (3.345~3.346)
Piston clearance 0.02~0.04 (0.0008~0.0016)
Piston ring End gap No. 1 ring 0.25~0.40 (0.010~0.016) 0.08 (0.03)
No. 2 ring 0.45~0.60 (0.018~0.024) 0.08 (0.03)
Ring–to–ring groove
Oil ring
N0. 1
0.20~0.60 (0.008~0.024)
0.02~0.06 (0.0008~0.0024)
1.0 (0.04)
10
clearance No. 2 0.02~0.06 (0.0008~0.0024)
Piston pin Outside diameter 22.002~22.005 (0.8662~0.8663)
02
3
Press–in load (at room temperature)
750~1750
kg
Connecting Big end center–to–small end center 149.9~150.0
rod length (5.902~5.905)
Bend 0.05 (0.002)
Twist 0.10 (0.004)
Big end thrust clearance 0.10~0.25 (0.004~0.010)
Crankshaft End play 0.05~0.18 (0.002~0.007)
Journal outside diameter 56.985~57.995 (2.244~2.283)
Pin outside diameter 44.985~44.995 (1.7711~1.7715)
Out–of–roundness and taper of 0.005
journal and pin (0.0002)
Concentricity of journal and pin 0.03 (0.0012)
Oil clearance of journal 0.02~0.04 (0.010~0.016)
Oil clearance of pin 0.02~0.05 (0.010~0.020)
Cylinder block Cylinder inner diameter 85.00~85.03 (3.346~3.347)
Flatness of gasket surface 0.05 (0.020)
Grinding limit
0.2
∗ Total resurfacing depth of both
(0.008)
Cylinder head and cylinder block
Overall height 283.9~284.1 (11.177~11.185)
Oil pump Drive gear 0.08~0.14 (0.003~0.005)
Side clearance
Driven gear 0.06~0.12 (0.002~0.005)
New belt 7.5~9.0 (0.30~0.35)
Deflection
Used belt 10 (0.40)
Drive belt
New belt 5880
Tension N
Used belt 3920
E N G I N E
SPECIFICATION
Unit : mm(in)
Carburettor Throttle bore diameter 32 (1.26)
Outer venturi diameter 24 (0.94)
Inner venturi diameter 9~12 (0.35~0.47)
Main jet 132.5 (5.22)
10 Main air jet diameter

Pilot jet diameter
0.9 (0.035)
0.55 (0.022)
Pilot air jet diameter 1.6 (0.063)
02 Fast idle opening angle 18.5 (0.728)
4
Alternator Nominal output A 55
Brush length Wear limit
line
Slip ring outer diameter 23 (0.90)
Rotor coil resistance 3~5
Starter motor Nominal output kW 1.2
No–load
Characteristics Voltage V 11.5
Current A 100 or less
Speed rpm 3000
Commutator Outer diameter 32 (1.26) 31 (1.22)
Runout 0.05 (0.002) 0.1 (0.004)
Undercut 0.5 (0.020) 0.2 (0.008)
Pinion gap 0.5~2.0 (0.02~0.08)
Brush length Wear limit
line
Distributor Centrifugal advance crank Start 0 / 400
angle/engine speed ° / rpm End 20 / 2500
Vacuum advance crank Start 0 / 80
angle/vacuum ° / mmHg End 23 / 280
Ignition coil Primary coil resistance 1.18~1.32
Secondary coil resistance k 22.1~29.9
External resistor 1.22~1.49
Spark plug Plug gap 0.7~0.8(0.027~0.031)
Thermostat Valve opening temperature °C 82
Fully open temperature °C 95
Valve lift 8 or more
E N G I N E
SPECIFICATION
TIGHTENING TORQUE
TIGHTENING TORQUE OF EACH PART

Item kgf·m (lbf·ft)
Alternator, ignition coil
Water pump pulley bolt
Alternator pivot nut
0.9 (6.5)
4.2 (30.3) 10
Adjuster lock bolt 2.4 (17.3)
02
Alternator brace bolt 1.4 (10.1) 5
Crankshaft pulley bolt 2.5 (18.1)
Spark plug 2.5 (18.1)
Distributor nut 1.2 (8.7)
Timing belt
Timing belt cover bolt 1.1 (7.9)
Tensioner spring spacer 4.9 (35.4)
Tensioner bolt 4.9 (35.4)
Oil pump sprocket nut 5.5 (39.7)
Crankshaft bolt 12.0 (86.6)
Camshaft sprocket bolt 9.0 (65.0)
Engine support bracket bolt 3.6 (26.0)
Timing belt rear bolt 1.4 (10.1)
Fuel system
Fuel pump 1.1 (7.9)
Carburettor nut 1.2 (8.7)
Intake manifold
Water outlet bolt 1.4 (10.1)
Water temperature gauge unit 1.5 (10.8)
Intake manifold bolt/nut 1.8 (13.0)
Exhaust manifold
Oil level gauge guide bolt 1.4 (10.1)
Heat protector bolt 0.9 (6.5)
Exhaust manifold nut 3.5 (25.3)
Water pump bolt 1.4 (10.1)
Rocker arm and camshaft
Rocker cover bolt 0.6 (4.3)
Bearing cap bolt, M8 2.4 (17.3)
Bearing cap bolt, M6 2.0 (14.4)
E N G I N E
SPECIFICATION
Cylinder head, valve

Cylinder head bolt 2.0 (14.4)+1/4 turn
+1/4 turn
Front case, oil pan
Drain plug 4.0 (28.9)
Oil pan bolt 0.7 (5.1)
Oil screen bolt/nut 1.9 (13.7)
10 Oil Pressure switch
Relief plug
1.0 (7.2)
4.5 (32.5)
02 Oil filter bracket 1.9 (13.7)
6 Plug 2.4 (17.3)
Bolt 3.6 (26.0)
Oil pump cover bolt 1.7 (12.3)
Oil pump ocver screw 1.0 (7.2)
Front case bolt 2.4 (17.3)
Piston, connecting rod
Connecting rod bearing nut 2.0 (14.4)+1/4 turn
Crankshaft, cylinder block
Flywheel bolt 13.5 (97.5)
Oil seat case bolt 0.5 (3.6)
Rear plate bolt 0.9 (6.5)
0.6 (43.3)
Rear plate cover 1.1 (7.9)
Rear oil seal case bolt 1.1 (7.9)
Bearing cap bolt 2.0 (14.4)+1/4 turn
Starter motor
Starter motor bolt 2.7 (19.5)
GENERAL BOLTS AND NUTS TIGHTENING TORQUE TABLE
STANDARD BOLTS AND NUTS Unit : kgf·m (lbf·ft)

Torque
Bolt, stud, nut Flange bolt, flange
Nominal (with spring washer) nut
Pitch
diameter Head mark Head mark Head mark Head mark Head mark
4 7 10 4 7
M50 0.80 – 0.5 (3.6) – – 0.6 (4.3)
M60 1.00 – 0.9 (6.5) 1.2 (8.7) – 1.0 (7.2)
M70 1.25 1.2 (8.7) 2.2 (15.9) 3.0 (21.7) 1.3 (9.4) 2.4 (17.3)
M80 1.25 2.5 (18.1) 4.5 (32.5) 6.0 (43.3) 2.6 (18.8) 5.0 (36.1)
M90 1.25 4.2 (30.3) 8.3 (59.9) 10.7 (77.3) 4.7 (33.9) 9.5 (68.6)
M10 1.50 7.3 (52.7) 14.0 (101.1) 14.5 (104.7) – –
E N G I N E
SPECIFICATION
TAPERED THREADS Unit : kgf·m (lbf·ft)

Torque
Size Material of internal threads : Material of internal threads :
Aluminum alloy Cast iron or steel
NPTF 1/6 0.5~0.8 (3.6~5.8) 0.8~1.2 (5.8~8.7)
PT 1/8 0.8~1.2 (5.8~8.7) 1.5~2.2 (10.8~15.9)
PT 1/4 2.0~3.0 (14.4~21.7) 3.5~4.5 (25.3~32.5)
NPTF 1/4
PT 3/8
2.0~3.0 (14.4~21.7)
4.0~5.5 (28.9~39.7)
3.5~4.5 (25.3~32.5)
5.5~7.5 (39.7~54.2)
10
PT 1/2 7.0~10.0 (50.5~72.2) 12.0~16.0 (86.6~115.5) 02
7
NEW TIGHTENING METHOD OF BOLTS / NUTS WITH NYLON OR

PLASTIC COATING, INSERT OR WASHER
A new type of bolt, using nylon or plastic to improve torque retention, is currently used in some
parts of the engine. The tightening method for the bolt is different from the conventional one.
Be sure to observe the method described in the text when tightening the bolt.
Service limits are provided for the bolt. Make sure that the service limits described in the text
are strictly observed.
AREA WHERE THE BOLTS ARE IN USE
• Cylinder head bolts

• Main bearing cap bolts
• Connecting rod cap bolts
TIGHTENING METHOD
After tightening the bolts to the specified torque, tighten them another 90° or 180° (twice 90°).
The tightening method varies on different areas.
Observe the tightening method described in the text.
SEALANT
Part to be applied Brand

Water temperature gauge unit Threebond 1104F or equivalent
Semi circular packing Threebond 1212D or equivalent
Rocker cover Threebond 1212D or equivalent
Oil pressure switch Threebond 1211 or equivalent
Oil pan Threebond 1207F or equivalent
Rear oil seal case Threebond 1207F or equivalent
Rear plate bolt Threebond 1104 or equivalent
Oil seal case bolt Threebond 1104 or equivalent
E N G I N E
SPECIFICATION
FORM–IN–PLACE GASKET (FIPG)
The engine has several areas where the form–in–place gasket (FIPG) is in use. To ensure that
the gasket fully serves its necessary to observe some precautions when applying the gasket.
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 the fluid feed line. To eliminate the possibility of leaks from a joint, therefore,
it is absolutely necessary to apply the gasket evenly without a break, while observing the correct
10 bead size.
The FIPG used in the engine hardens as it reacts with the moisture in the atmospheric air, it
is normally used in the metallic flange areas.
02
8
Disassembly
The parts assembled with the FIPG can be easily disassembled without use of a special method.
In some cases, however, the sealant between the joined surfaces may have to be broken by
lightly striking with a mallet or similar tool. A flat and thin gasket scraper may be lightly
hammered in between the joined surfaces.
In this case, however, care must be taken to prevent damage to the joined surfaces. For removal
of the oil pan, the special tool ”Oil Pan Remover” (MD998727) is available. Be sure to use the
special tool to remove the oil pan.
Surface preparation
Thoroughly remove all substances desposited on the gasket application surfaces, using a gasket
scraper or wire brush. Check to ensure that the surfaces to which the FIPG is to be applied
is flat. Make sure that there are no oils, greases and foreign substances deposited on the
application surfaces. Do not forget to remove the old FIPG remaining in the bolt holes.
Form–in place gasket application

Applied FIPG bead should be of the specified size and without breaks. Also be sure to encircle
the bolt hole circumference with a completely continuous bead. The FIPG can be wiped away
unless it is hardened. While the FIPG is still moist (in less than 15 minutes), mount the parts
in position. When the parts are mounted, make sure that the gasket is applied to the required
area only.
The FIPG application procedure may vary on different areas. Observe the procedure described
in the text when applying the FIPG.
E N G I N E
SPECIFICATION
SPECIAL TOOLS
Tool Number Name Use
MB990767 End yoke holder Holding camshaft sprocket
(Use with MD998719)
MB990938 Handle Installation of crankshaft rear

oil seal (Use with MD998776)
10
02
9
MD998162 Plug wrench Removal and installation of

front case cap plug
MD998285 Crankshaft front Guide for installation of

seal guide crankshaft front oil seal
MD998375 Crankshaft front oil Installation of crankshaft front

seal installer oil seal
MD998440 Leak–down tester Leak–down test of lash adjuster
MD998441 Lash adjuster Air bleeding of lash adjuster

retainer
MD998442 Air bleed wire Air bleeding of lash adjuster
MD998443 Lash adjuster Retainer for holding lash

holder adjuster in rocker arm at time
of removal and installation of
rocker arm and rocker shaft
assembly
E N G I N E
SPECIFICATION
Tool Number Name Use

MD998713 Camshaft oil seal Installation of camshaft oil seal
installer
MD998719 Pulley holding pins Holding camshaft sprocket when
10 loosening or torquing bolt

(Use with MB990767)
(Single camshaft engine)
02
10
MD998727 Oil pan remover Removal of the oil pan
MD998729 Valve stem seal Installation of valve stem seal

installer (8–valve single camshaft engine)
MD998772 Valve spring Compression of valve spring

compressor
MD998776 Crankshaft rear oil Installation of crankshaft rear oil

seal installer seal
MD998778 Crankshaft Removal of crankshaft sprocket

sprocket puller and crankshaft sprocket B
MD998780 Piston pin setting Removal and installation of

tool piston pin
MD998781 Flywheel stopper Holding flywheel and drive plate
E N G I N E
ADJUSTMENT
VALVE CLEARANCE ADJUSTMENT
• Being adjusted automatically with a lash adjuster, the valve clearance needs no adjustment.
IGNITION TIMING ADJUSTMENT

10
• Let the engine warm up until the engine
coolant temperature rises to 80 to 90°C.
03
1
• Check that the ignition timing is as indicated
when the engine is running at idling speed.
Standard value :
Approx. 4° BTDC/800 rpm
• If the ignition timing does not conform to the

standard value, adjust by moving the distributor.
IDLING SPEED ADJUSTMENT
GASOLINE ENGINE
• Let the engine warm up until the engine

coolant temperature rises to 80 to 90°C.
• Back off the mixture adjusting screw 3.5±0.5 Speed

turns from the fully closed position. adjusting
screw
• Adjust the engine speed to the specified low

idling speed with the speed adjusting screw.
Mixture adjusting screw
• Slowly turn down the mixture adjusting screw
to a point where the engine speed begins to
decrease.
Standard value : 800±20rpm
• After racing the engine two or three times (at approx. 2500rpm), readjust the speed adjusting
screw to the point at which the engine runs at the specified idling speed.
E N G I N E
ADJUSTMENT
LP GAS ENGINE
Idling speed can be adjusted with the idling

screw. Turning the idling screw clockwise
makes air–fuel mixture richer, and vice versa.
Idling speed of the engine mounted on a vehicle
should be set to 800 rpm, which is rather higher
than that of gasoline engines. To set the idling
10 speed, turn in the idling screw clockwise as far
as engine speed increases. When a start of Idling screw
decrease of engine speed is felt, turn back the
03 idling screw and set the screw to a position
Spring
2
where the most stable running of the engine is
attained. Then, adjust engine speed accurately
to 800 rpm with the throttle screw. (The idling
speed adjustment should be performed after the
engine has been warmed completely.)
Idling speed of the engine alone has been set to 800 rpm.
LP GAS REGULATOR VALVE ADJUSTMENT
With the engine running under full–load(stall)

condition, turn the valve counterclockwise until
the rpm drops. Then, turn the valve clockwise
until engine speed increases to the maximum.
Set the valve to the start position of the maximum
engine speed range. That position will approxi-
mately coincide with the position shown in the
figure. Valve position
Power fuel mixture

adjusting valve
E N G I N E
SPECIFICATION
AIR GOVERNOR (HIGH SPEED)
HIGH SPEED ADJUSTMENT
• Place all the hydraulic levers in the neutral

position.
• Depress the accelerator pedal all the way. (The
carburettor throttle valve will open fully.)
10
• While holding the adjust screw to prevent it
from turning, rotate the adjusting nut either
03
clockwise or counterclockwise to make the 3
Screw
engine run at 2600±50 rpm. Lock nut
– Clockwise rotation Adjusting nut T=0.3~0.4 kgf·m
→ Increases the engine speed (increases (2.17~2.89 lbf.ft)
the installed load of spring.)

– Counterclockwise rotation
→ Decreases the engine speed (decreases the installed load of spring)
ANTI–HUNTING
• Place all the hydraulic levers or power train in

the neutral position.
• Depress the accelerator pedal all the way. (The Decreased spring
tension
carburettor throttle valve will open fully.)
• Slowly rotate the adjusting screw clockwise Increased spring
Output (PS)
until hunting disappears. tension

– Clockwise rotation
→ Increases spring tension (reduces the number
of active turns of spring)
Engine speed (rpm)
– Counterclockwise rotation
→ Reduces spring tension (increases the
number of active turns of spring)
Increasing the spring tension will eliminate hunting, but an excessively high tension will change
the governor characteristics and will produce some effects on the output characteristics of the
engine. It is, therefore, imperative to limit the movement of the adjusting screw to less than
two turns from the standard position.
• Clockwise rotation of the adjusting screw raises the engine maximum speed. Rotate the adjusting
nut counterclockwise to reduce the speed.
• Repeat anti–hunting adjustment two or three times by alternately adjusting the adjusting nut and
the adjusting screw until the best result is obtained.
• The number of active turns of spring should not be less than 11 when the adjustment is finished.
E N G I N E
TIMING BELT
REMOVAL
TIMING BELT REMOVAL
• When the timing belt is to be reused, make an

arrow mark on the back surface of the belt to
indicate the rotating direction with a chalk or
the like so that the belt can be installed in the
10
same direction. 04
1
• Move the timing belt tensioner upward and
temporarily tighten the tensioner lock bolt.
• Remove the timing belt.
CRANKSHAFT BOLT
MD998781
CRANKSHAFT SPROCKET
MD998778
CAMSHAFT SPROCKET MB990767
MD998719
E N G I N E
TIMING BELT
INSPECTION
TIMING BELT
Replace belt if any of the following conditions

exist.
10 • Hardening of back rubber.

Back side is glossy without resilience and
leaves no indent when pressed with fingernail.
04
2
• Cracks on rubber back
• Cracks or peeling of canvas. Cracks
• Cracks on tooth bottom.
• Cracks on belt sides.
Peeling
Cracks
Cracks
• Abnormal wear of belt sides.

Rounded edge
NOTE :
The sides are normal if they are sharp as if
cut by a knife.
Abnormal wear
(Fluffy strand)
• Abnormal wear on teeth

– Earlier stage
Rubber exposed
Canvas worn (canvas fibers napped, rubber lost,
discolored whitish, and unclear canvas texture)
– Latter stage Tooth missing
Canvas lost, rubber exposed (tooth width thinner)
• Missing tooth
INSTALLATION
MB998719
CAMSHAFT SPROCKET INSTALLATION
: 9.0 kgf·m (65 lbf·ft)
MD990767
E N G I N E
TIMING BELT
CRANKSHAFT BOLT TIGHTENING
:12.0 kgf·m (86.6 lbf·ft)
MD998781
TENSIONER INSTALLATION
10
Spring end
04
: 4.9 kgf·m (35.4 lbf·ft) 3
Tensioner
spacer
Spring
end
Water pump Bolt

Tensioner
TIMING BELT
• Align the timing mark on the camshaft sprocket

Timing mark
with that on the cylinder head.
• Align the timing mark on the crankshaft

sprocket with that on the front case. Timing mark
• Align the timing mark on the oil pump sprocket

with its mating mark. Timing mark
E N G I N E
TIMING BELT
• Install the timing belt on the crankshaft

sprocket, oil pump sprocket and camshaft
sprocket in that order. There should be no Tensioner spacer
slack on the tension side.
• Apply a reverse direction (counterclockwise)
force to the camshaft sprocket to make the Bolt
tension side of the belt “tight”.
In that state, recheck that all the timing marks
10 are in alignment.
Tensioner
• Loosen a turn or two the tensioner bolt and

04 nut that were temporarily tightened to hold the Timing mark
4
tensioner on the water pump side. This gives
tension to the belt by the action of the Two teeth
tensioner spring.
• Rotate the crankshaft by the amount equivalent
to two camshaft sprocket teeth in the forward Timing mark
(clockwise) direction. Timing belt
Since this step is intended for giving the timing
belt proper tension, do not attempt to rotate the
crankshaft in the reverse (counterclockwise)
direction or press the belt to check the tension.
• Apply force to the tensioner in the direction

shown by arrow to make the belt engage
completely with each sprocket.
Tensioner
• Tighten the tensioner attaching bolt to the

specified torque.
: 4.9 kgf·m (35.4 lbf·ft)
Tensioner spacer
• Tighten the tensioner spacer to the specified
torque.
:4.9 kgf·m (35.4 lbf·ft)
Bolt
NOTE
If the nut is tightened first, the tensioner may also Tensioner
turn together with the nut and a loose tension of
the belt may result. Always tighten the bolt (at the
bottom of the tensioner) first and then tighten the
nut (at the top of the tensioner.)
14mm (0.55in)
• Hold the center of the tension side span of the
timing belt (between the camshaft and oil pump
sprockets) between your thumb and index
finger as shown. Then, make sure that the
clearance between the belt back surface and
cover meets the standard value.
– Standard value : 14mm (0.55 in)Copyrighted Material
E N G I N E
ELECTRIC COMPONENT
INSPECTION
IGNITION COIL
Perform the following measurements. Replace the ignition coil if the standard values are not
met.
• Measure the resistance values of the primary and secondary coils and of the external resistor
with a tester. If the readings are within the standard limits, it follows that there is no short or
10
open circuit in the ignition coil.
• Standard value
05
– Primary coil resistance value : 10.8~14.1 1
– Secondary coil resistance value : 22.1~29.9
– External resistor resistance value : 1.22~1.48
SPARK PLUG CABLE/HIGH TENSION CABLE
• Check the caps and covering for cracks.

• Measure the resistance values.
• Standard value : 16 k / m
DISTRIBUTOR
INSTALLATION
• Turn the crankshaft so that the No.1 cylinder

is at top dead center. Gear’s mating mark.
• Align the distributor housing and gear mating Housing’s mating
mark
marks.
• Install the distributor to the engine while

aligning the fine cut (groove or projection) of
the distributor’s installation flange with the Stud
center of the distributer installation stud.
Housing’s
mating mark
E N G I N E
ELECTRIC COMPONENT
DISASSEMBLY
SIGNAL ROTOR SHAFT/SIGNAL ROTOR
• Remove the signal rotor shaft from the

signal rotor.
Rotor shaft
10 Signal rotor
Breaker
plate
05 INSPECTION
2
Check the following points. If anything defective is found, repair or replace the appropriate parts.
CAP AND ROTOR Contact carbon
• Make sure that there are no cracks in the cap.

• Check the cap electrodes and rotor electrodes
Electrode
for damage. Signal
• Wipe away deposits from the cap and rotor. rotor
Electrode
(Rotor side)
ASSEMBLY BREAKER PLATE (B) (A)
• Install the breaker plate with its projection (A)

seated in groove (B).
INSTALLATION OF SIGNAL ROTOR

Socket
• Install the signal rotor over the rotor shaft,
making sure that the rotor dowel pin is seated Dowel pin
Groove
in the groove.
INSTALLATION OF IGNITER
• Adjust the signal rotor–to–ignitor pickup air gap. Signal

– Standard value : 0.8 mm (0.031 in) rotor
Air gap
Ignitor
E N G I N E
ELECTRIC COMPONENT
ALTERNATOR
DISASSEMBLY
STATOR AND FRONT BRACKET
• With a blade screwdriver inserted between the

front bracket and stator core, pry to separate
10
the stator from the front bracket.
05
! Do not insert the screwdriver too deep 3
as the stator core could be damaged.
ALTERNATOR PULLEY
• With the pulley side facing up, hold the rotor

in a vise and remove the pulley.
! Use care not to damage the rotor.
STATOR ASSEMBLY / REGULATOR AND BRUSH HOLDER
• Remove the solder connecting the stator lead

Solder
wire to the main diode of the rectifier when
Rectifier
removing the stator.
• Remove the solder from soldered connections
with the rectifier when removing the rectifier
from the brush holder.
Plate
! • When soldering connections or when
removing solder, be careful not to let
heat transfer to the diode for long
periods of time.
Finish soldering and removing solder
in as short a time as possible.
• Be careful not to exert excessive force
on the diode leads.
E N G I N E
ELECTRIC COMPONENT
INSPECTION
ROTOR
• Check the rotor coil continuity. Make sure that

there is continuity between the slip rings.
Measure the rotor resistance. If it is excessiv-
10 ely small, it indicates a shorted rotor. If there

is no continuity or if it is shorted, replace the
rotor assembly.
05 • Standard value : 3~5
4
• Check for rotor coil grounding. Make sure that

there is no continuity between the slip ring and
the core. Replace the rotor assembly if there
is continuity.
STATOR
• Check the stator continuity. Make sure that

there is continuity between the coil leads.
Replace the stator assembly if there is no
continuity.
• Check for coil grounding. Make sure that there

is no continuity between the coil and the core.
Replace the stator assembly if there is
continuity.
E N G I N E
ELECTRIC COMPONENT
RECTIFIER
• Inspection of (+) heat sink assembly

Using a circuit tester, check continuity bet-ween
the (+) heat sink and the stator coil lead
connection terminals. If there is continuity in
both directions, the diode is shorted and the
rectifier assembly must be replaced.
10
05
5
• Inspection of (–) heat sink assembly

Check continuity between the (–) heat sink and
the stator coil lead connection terminals. If
there is continuity in both directions, the diode
is shorted and the rectifier assembly must be
replaced.
• Inspection of diode trio

With a circuit tester connected to both ends of
each diode. Check continuity of the three
diodes. If there is continuity in both directions
or no continuity, the diode is damaged and the
rectifier assembly must be replaced.
BRUSH
• The brush must be replaced if worn to the

wear limit line.
Wear limit line
E N G I N E
ELECTRIC COMPONENT
• Unsolder the brush lead wires and the brush

will come out.
Solder
10
05
6
• When installing a new brush, push the brush
into the holder as illustrated and solder the
leads.
ASSEMBLY
ROTOR
• Before installing the rotor on the rear bracket,

thread a steel wire through the small hole
Steel wire
provided in the rear bracket to hold back the
brush. After rotor installation, remove the steel
wire.
Rear bracket
Brush
Steel wire
E N G I N E
ELECTRIC COMPONENT
STARTER
REMOVAL AND INSTALLATION
10
05
7
Removal steps
1. Bolt
2. Starter
1 2.7 kgf·m (19.5 lbf·ft)
INSPECTION AND TEST
PINION GAP ADJUSTMENT (PLANETARY GEAR REDUCTION DRIVE TYPE)
• Disconnect the field coil wire from terminal M of the magnetic switch.
• Connect a 12V battery between terminal S and starter motor body (positive terminal to terminal S).
! This test must be performed quickly (in less than 10 seconds) to prevent the coil from
burning out.
• Push the pinion back with a finger and measure the pinion stroke (the travel along which the
pinion is pushed back). This is the pinion gap.
• If the pinion gap is not up to specification,

adjust by adding or removing fiber washers Pinion gap
between the magnetic switch and the front
bracket. Using more washers makes the gap
smaller.
12V battery
E N G I N E
ELECTRIC COMPONENT
PULL–IN TEST OF MAGNETIC SWITCH
• The pull–in coil is in good condition if the

plunger is pulled in to cause the pinion to move
out when a battery is connected between
terminals S and M of the magnetic switch. If the
S M
pinion does not move out, replace the magnetic
switch.
10 ! • The connector must be disconnected
from terminal M for this test.
Battery
12V
Disconnect
05 • The test must be finished within 10 connector
8 seconds.
HOLD–IN TEST OF MAGNETIC SWITCH
• With a battery connected between terminal S

and the body of the magnetic switch, manually
pull the pinion up to the pinion stopper. The
S
hold–in coil is in good condition if the pinion
remains out when releasing it.
Battery
! The test must be completed within 10 12V
seconds.
Disconnect
connector
RETURN TEST OF MAGNETIC SWITCH
• With a battery connected between terminal M

and the body of the magnetic switch, manually
pull the pinion out to the pinion stopper. Both
coils are fully operational if the pinion returns M
immediately after releasing it.
Battery
! The test must be completed within 10 12V
seconds.
Disconnect
connector
E N G I N E
ELECTRIC COMPONENT
NO–LOAD TEST
• Set up a circuit as shown which connects a

starter motor, battery, ammeter, voltmeter, and
variable resistance. Variable resistance
M
• The starter motor should be in good condition
Battery
if it turns smoothly and steadily when the Starter
10
12V
Ammeter
switch is turned ON with a maximum variable motor
Voltmeter
resistance value.
With the variable resister adjusted so that the
voltmeter will indicated 11.5V, if the current and
05
9
speed are not as specified, locate the cause of
the problem according to the following table
and take necessary measures.
Symptom Possible cause
Current is too large, and starter motor – Contaminated or oil stained metal
rotates at too low speeds. – Friction between armature core and pole
(Motor output torque is insufficient). piece
– Armature coil and / or field coil not properly
grounded
– Armature coil short–circuited
Current is too large, and motor does not – Electromagnetic switch not properly ground-
rotate at all. ed
– Armature coil and / or field coil not properly
grounded
– Seizure of metal
No current is available, and motor does not – Armature coil and / or field coil open–
rotate. circuited
– Brush and / or pigtail open–circuited
– Poor contact of brush and commutator due
to contaminated commutator, high mica,
etc.
Current is too small, and motor rotates at Loose field coil connections (If the shunt coil
low speed. alone is open–circuited or loosely connected,
(Motor output torque is insufficient). the motor will rotate at a high speed.)
Current is too large, and motor rotates at too Field coil short–circuited
high speeds.
(Motor output torque is insufficient.)
E N G I N E
ELECTRIC COMPONENT
DISASSEMBLY
MAGNETIC SWITCH
Magnetic
switch S terminal
• Disconnect the field coil wire from terminal M
of the magnetic switch. M terminal
10 Field
coil
05 wire
10
SNAP RING
Snap ring
Pinion shaft
• Using a feeler gauge, measure the end play in
Washer
the pinion shaft for the purpose of reassembly.
SNAP RING/STOP RING
• Using an appropriate size socket, push the stop Socket

ring toward the snap ring.
Stop ring
Pinion gear
• Remove the snap ring using screwdriver and

then remove the stop ring.
Snap ring
Stop ring
Pinion gear
E N G I N E
ELECTRIC COMPONENT
CLEANING OF STARTER MOTOR PARTS
• Do not immerse the parts in cleaning solvent. Immersion of the yoke, field coil assembly or
armature in solvent will cause damage to the insulation.
Wipe clean with a cloth if these parts are dirty. Do not immerse the drive unit in cleaning
solvent. The overrunning clutch has been lubricated at the factory and cleaning with a solvent
will remove the lubricant.
Clean the drive unit using a brush wetted with cleaning solvent and then wipe dry with a cloth.
10
INSPECTION 05
11
COMMUTATOR
• Place the armature on a pair of V–blocks and

check the runout using a dial gauge.
• Standard value : 0.5 mm (0.020 in)
• Limit : 0.1 mm (0.004 in)
• Check the O.D. of the commutator.

• Limit : 31.0 mm (1.22 in)
• Check depth of the undercuts between the

segments.
Segment
• Limit : 0.2 mm (0.008 in) Undercut
Mica
E N G I N E
ELECTRIC COMPONENT
FIELD COIL OPEN–CIRCUIT TEST
• Check for continuity between the field brushes.

There must be continuity.
10
05
12
FIELD COIL GROUND TEST

Field
• Check for continuity between the field coil brush
brush and yoke.
There must be no continuity.
Yoke
BRUSH HOLDER
• Check continuity between the brush holder

plate and the brush holder.
Brush holder
The brush holder is okay if there is no
continuity.
OVERRUNNING CLUTCH
• Check that the pinion locks when it is turned

counterclockwise and moves smoothly when it
is turned clockwise. Free
• Check the pinion for wear or damage.
Lock
E N G I N E
ELECTRIC COMPONENT
BRUSH
• Check the brush for roughness of the surface

that contacts the commutator and check the
brush length.
Limit : Wear limit line
• In case the contacting surface has been
corrected or the brush has been replaced,
correct the contacting surface by winding
sandpaper around the commutator.
Wear limit
line
10
• When removing a worn brush by breaking with
pliers, use care to prevent damage to the
05
13
pigtail.
• Polish the pigtail end with sandpaper for secure
soldering. New brush
• Insert the pigtail into the hole of a new brush Pigtail Soldering
and solder. (brush surface
• Make sure that there is no excess solder on is free from
excess solder
the brush surface.
Mark
ARMATURE COIL SHORT CIRCUIT TEST
• Set the armature on a growler.

• While applying a thin piece of iron in parallel Growler
with the armature, turn the armature slowly.
The armature is okay if the piece of iron is not
attracted or does not vibrate
! Clean the armature surface thoroughly

before checking
ARMATURE COIL GROUND TEST
• Check insulation between the commutator

segments and the armature coil core.
There should be no continuity.
E N G I N E
ELECTRIC COMPONENT
OPEN CIRCUIT CHECK OF ARMATURE
• Check continuity between segments.

There should be continuity.
10
05
14
ASSEMBLY
INSTALLATION OF STOP RING/SNAP RING
• Using an appropriate tool, pull the stop ring

over the snap ring.
Pinion
gear
Stop ring
Snap ring
COOLANT TEMPERATURE SENSOR
• When the coolant temperature sensor unit is a

reused one, apply the specified sealant to the
threaded area.
: Threebond 1104 or equivalent
E N G I N E
FUEL SYSTEM
REMOVAL
CARBURETTOR
• Hold the carburettor in a level position while using care not to let fuel spill, remove it from
the intake manifold.
• Turn the carburettor upside down on a pan to drain fuel.
10
FUEL PUMP 06
1
• Placing the piston in No. 1 cylinder at TDC on the compression stroke makes the fuel pump
stoke lift the smallest, allowing easy removal of the pump.
INSTALLATION
FUEL PUMP
• Bring the piston in No. 1 cylinder to TDC on the compression stroke. This provides the smallest
lift of the eccentric cam, allowing easy installation of the fuel pump.
• Apply engine oil to the surface of the push rod and insert it into the hole in the cylinder head.
Make sure that the push rod slides smoothly.
• Install the fuel pump on the cylinder head with the insulator and a new gasket in between,
and tighten the bolts completely.
1
11
2
3
10
4 9
5
6 8
7
IN OUT
1. Arm pin 7. Pump cover

2. Rod spring 8. Pump body
3. Rod 9. Push rod
4. Breather hole 10. Camshaft
5. Diaphragm spring 11. Arm
6. Diaphragm
E N G I N E
FUEL SYSTEM
CARBURETTOR–GASOLINE
DISASSEMBLY
The following parts must not be disassembled at the time of disassembly.

• Choke valve and choke shaft
10 • Inner venturi
• Throttle valve and throttle shaft
06
2 RETURN SPRING/CHOKE ROD
• When the spring is removed, avoid prying it with undue force or any other attempt that can
cause damage to it.
• Press the end of the choke rod to force the rod out. Avoid applying a strong force to the
plastic grommet of the rod fit-in hole.
FLOAT CHAMBER COVER
• Since the screws require great force to loosen,

use a phillips screwdriver that exactly fits in the
cross recess in the screw heads.
• To remove the float chamber cover, slowly lift
it, while using care not to damage the float.
Don't tilt the main body, as the pump discharge
weight and the related parts may come out and
could be lost.
PUMP WEIGHT/BALL
• Turn the main body upside down to remove

the weight and ball.
MAIN JET REMOVAL
• To remove the main jet, be sure to use a

screwdriver whose tip exactly fits in the slot of Main jet
the jet.
E N G I N E
FUEL SYSTEM
INSPECTION
GENERAL INSPECTION
Check the following and repair or replace parts if faulty.

• Check fuel passages (jets) and air passages(jets or orifices) for clogging. If clogged, wash
throughtly with cleaning solvent or detergent and remove dirt by compressed air. Do not use
wire or other metal pieces.
• Check diaphragms, O–rings and springs for damage and cracks.
10
• Check that needle valve operates lightly. If the valve is hard to operate or is binding. repair 06
or replace. If there is overflow, poor valve to seat contact is suspected. Check thoroughly.
3
• Check the fuel inlet filter (located above the needle valve)for clogging and damage.
• Check the float operation. Check float and lever for deformation and damage and replace if
necessary.
• Check operation of the throttle valve, choke valve and link.
If they do not operate lightly, wash well and apply engine oil sparingly to their shaft.
• Check the float chamber cover and main body for damage and cracks.
FUEL CUT SOLENOID VALVE OPERATION CHECK
• Connect the battery directly to the body and

terminal of the fuel cut solenoid valve to apply
the voltage.
! Use care not to short-circuit the battery.
• Listen for a click which should be heard when

the valve operates normally at the moment the
battery is conncted.
FUEL CUT SOLENOID VALVE RESISTANCE CHECK
Measure the resistance between the body and

the terminal of the fuel cut solenoid valve with
a tester.
• Standard value : Approx. 90 at 20°C (68°F)
E N G I N E
FUEL SYSTEM
INSPECTION OF MIXTURE ADJUSTING SCREW (MAS)
• Check tapered end of mixture adjusting screw

(MAS) for damage from overtightening, etc.
10 Check for damage

06
4
THROTTLE BODY CHECK
• Make sure that the throttle shaft moves

smoothly. If any sticky movement is found,
thoroughty clean the shaft, and then coat it
with a small amount of engine oil.
Do not disassemble the shaft unnecessarily.
ASSEMBLY
For reassembly, reverse the order of disassembly while paying much attention to the following:
• Clean every part with clear cleaning oil before reassembly. Check all passages for clogging.
• Replace all the removed packing and gaskets.
• Make sure the throttle and choke linkage operates smoothly. If any sticky movement is found,
clean or replace the linkage, and make sure that the carburettor operates without any problem.
INSTALLATION OF MAIN JETS
• When replacing a main jet, the old jet and the

Main jet
new jet must be of the same size.
Because the jet is selected after exact flow
measurement by factory. (A size symbol is
stamped on each jet.)
E N G I N E
FUEL SYSTEM
• Main jets have jet size symbols stamped on

their ends for identification.
! Refer to the table in SERVICE SPECIFI-
CATIONS for the size symbols.
132.5
Size symbol
10
06
CHECK BALL/WEIGHT INSTALLATION 5
Weight
Check ball
• Install the acceleration check ball and weight.
FLOAT/FLOAT PIN INSTALLATION
• After the float and float pin have been installed, make sure that the float is in a level position.
To ultimately adjust the level of the float, pour fuel in the float chamber after the float has
been installed, and proceed as described below.
Float level adjustment

If the float level is not within the level mark,
adjust the float level by adding or removing
needle valve seat packings. Level mark
Packing
The float level should normally be within the Sight

level mark. However even if is slightly above or glass
below the mark, it does not cause any effects
Float
on the carburettor and engine performance.
Strangler spring setting positions

Hole A Spring
If the strangler spring of the choke valve shaft 3rd stage setting
is out of position, set it correctly in the positions Positions
shown in the illustration. 2rd stage
Hole B
1st stage
Hole C
E N G I N E
FUEL SYSTEM
INSPECTION AND ADJUSTMENT Choke shaft

Choke lever
FAST IDLE OPENING
• Move the choke lever to place the choke valve

in fully closed position.
10
06 • Measure the clearance (primary throttle valve
Primary throttle valve
to throttle bore)
6
! Refer to the table in SERVICE SPECIFI-
CATIONS for the clearance.
Clearance “A”
(drill bit diameter.)
• If the clearance “A” is out of specifications,

adjust to the standard value by the fast idle
Fast idle
adjusting screw.
adjusting
screw
Screw direction
Clearance Remarks
of rotation
Clockwise
Increases Fast idle speed
increases
Counterclockwise
Decreases Fast idle speed
decreases
CHOKE VALVE OPERATION
With the choke valve lever set to its full position, move the choke valve with a finger to make
sure that the choke valve shaft has not an excessive play and the valve moves smoothly without
sticking
• If the choke valve cannot be moved smoothly, clean the choke valve and the area around it.
• If the play of the choke valve shaft is excessive, replace the flat chamber cover.
PORT
Connect a hand vacuum pump and check each

port for clogging.
If clogged, clean the port and then blow air into
it.
E N G I N E
FUEL SYSTEM
CARBURETTOR – LPG
CONSTRUCTION
The carburettor for LP gas engines is a combination of the upper body (CA100M–3) and
adapter (AA3–67) of the carburettor made by IMPCO. Hereinafter, the carburettor for LP gas
engines is called the “IMPCO” carburettor.
Like gasoline engine carburettors, this IMPCO carburettor is mounted on the throttle body located
10
to the top of the air governor.
The IMPCO carburettor consists of the converter(or vaporizer) and the mixer (or carburettor). The
06
converter is only for the purpose of vaporizing LP gas and has no parts to be adjusted from 7
the outside.
This SERVICE GUIDE relates to maintenance of the carburettor Itself. For other carburettor–related
parts to be prepared by vehicle manufacturers, follow the vehicle manufacturers’ instructions.
1 2 3 4 5
6
1
7 1. Cover
From air cleander Converter
LPG gas 2. Air valve
3. Air valve spring
4. Gas metering valve
5. Air passage
6. Diaphragm
7. Idling screw
8. Gas regulating valve
9. Throttle valve
10. Air governor valve
Fuel System
• When an engine cylinder piston is in course of lowering, that piston stroke (hatched portion in
the preceding flgure) develops a negative pressure. The negative pressure is conducted through
passage (5) in the air valve (2) to the upper side of diaphragm (6), and atmosphere pushes
the diaphragm upward against the force of spring (3).
• The negative pressure on the upper side of diaphragm varies with engine speed and with
opening of throttle valve (9). The air valve acts exactly in response to the variations of engine
speed and throttle valve opening so that an adequate quantity of air can flow into the engine.
• Gas metering valve (4) is fitted to the air valve. It opens with opening of the air valve to
adjust the quantity of air can flow into the engine.
• The idling screw (7) controls the intake air flow to meter the air–fuel mixture necessary for
supporting engine idling.
• The gas regulator valve (8) controls the air–fuel mixture when the gas metering valve (4) has
been brought to its lift end by flowing in of much air. This control is effective only under engine
running condition close to full–load running.
E N G I N E
FUEL SYSTEM
REMOVAL AND DISASSEMBLY
• When removing the carburettor, close the main valve on the LP gas cylinder securely while
the engine is left running.
• After the engine comes to a stop automatically, turn the engine key to OFF position.
• Remove the fuel hose (vapor line) from the carburettor, taking care not to damage the hose.
Remove the adapter mounting nuts from the lower surface of the carburettor and dismount the
10 carburettor.
06
8
Carburettor
fitting nut
Adaptor
Removing Carburettor
• Remove the screws fastening the cover and disassemble the carburettor. Take care not to
damage the diaphragm.
2 4 5 6 7
1
2
Air
LPG
8 10
9
Sectional View of Carburettor
1. Gas inlet 7. Air valve diaphragm

2. Vacuum nipple 8. Power fuel mixture
3. Cover adjustment valve
4. Gas metering valve 9. adaptor
5. Air valve spring 10. Carburettor body
6. Air passage
• Do not remove the gas intake (“L” joint) unless it is necessary. It is a plastic part coated with
sealant and, therefore, easily broken by careless handling.
E N G I N E
FUEL SYSTEM
INSPECTION
• Check the diaphragm and packing for damage and deterioration.

• Check and clean the carburettor contact surface of the air valve and the air passage in the
air valve. Thoroughly clean the gas metering valve contact surface, too.
• Clean the gas passage in carburettor body. Check the gas intake and gas regulator valve for
damage. Never disassemble the gas regulator valve.
• Check the spring for damage.
• Check and clean the valves in the throttle body and the air govenor system using the same 10
manner as required for servicing the gasoline engines.
06
9
REASSEMBLY
• Clean all parts. Reinstall them to the positions shown in the assembly drawing.
When fitting the air valve to the carburettor body, be sure to let the “I” mark at the center of
air valve face the gas intake direction. If the air valve is fitted in reverse, hard engine start
and unstable idling may result.
Position mark
Direction of Installation of Air Valve Assembly
• Fit in the air valve spring to the valve center boss until the spring comes into contact with
the seat.
• Install the cover, taking care not to cause the diaphragm to slip. Tighten the screws.
• When the idling screw has been removed, reinstall it with its spring.
Idling screw
Spring
Installing Idling Screw

E N G I N E
FUEL SYSTEM
INSTALLING CARBURETTOR
• Install the carburettor securely, with the gasket fitted in place without fail to assure air–tight
installation of the carburettor. It is desirable to use liquid packing in addition to the gasket.
PERIODIC INSPECTION OF LP GAS UNIT
10 Periodic inspection is indispensable for vehicles to keep them always well maintained and to
assure safe and smooth operation.
For the IMPCO LP gas unit, the general items to be inspected periodically are shown below for
06 your reference. Actual inspection of the LP gas unit, except for the carburettor, should be made
10 in accordance with the vehicle manufacturer’s instructions.
INSPECTION ITEMS
• Check the piping for damage, loose fittings, and noticeable deformation.
• Check the pipe joints and other joining parts for gas leaks by means of soapsuds, checking liquid
or a detector. Never use any fire such as a match, a lighter and a candle for checking a gas leak.
• Check the cover of electric wires and contact points for damage.
• Check the converter and filter for improper installation, loosening and gas leaks.
• Check the gas cylinder stand for loosening and damage.
• Check the valves on the gas cylinder for gas leaks from the fittings.
• Check the vaporizer and other devices for abnormality.
• Check for abnormal leak of exhaust gas from the exhaust pipe.
• Check the rubber hoses for damage and loosening.
• Disassembling and inspecting the carburettor.
• Check the converter for proper function.
• Check the fuel lock–off valve and filter for proper function.
• Clean the air filter element.
INSPECTION TIME
Service interval Applicable inspection item number
Before daily operation 2, 3, 8, 13
Every month 1, 2, 3, 4, 8, 9, 13
Every 3 months 1, 2, 3, 4, 5, 6, 7, 8, 9, 13
Every year 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13
PERIODIC REPLACEMENT PARTS

Replacement interval
Part name Location Every Every Every 2
6 Months Year Years
O–ring JA800 ○
Water hose ○
Vacuum hose JB Converter–Engine ○
Converter inner parts JB Converter ○
Carburettor diaphragm CA100 Carburettor ○
Filter inner parts VFF30 Fuel lock & filter ○
LP gas hose LP gas tank–VFF30 ○
Air filter element ○
E N G I N E
FUEL SYSTEM
AIR GOVERNOR
CONSTRUCTION
12 13
7
8
5 4 10
9 06
14
11
6
15 16
11
10
1
Disassembly steps
1. Ventilation hose 9. Plate assembly

2. Gasket 10. Valve assembly
3. Sealing cap 11. Valve shaft assembly
4. Cover plate assembly 12. Piston cover
5. Gasket 13. Gasket
6. Lock nut 14. Stabilizer piston
7. Adjusting nut 15. Piston shaft
8. Adjusting screw 16. Governor body
DISASSEMBLY SERVICE POINTS
! Since the air governor has been adjusted and sealed in the manufacturer’s factory to
conform to the specifications, it should not be disassembled in general cases. Like
any other sealed components, the air governor should not be disassembled anywhere
except the locations where a warranty claim decision is authorized. In addition, the
cam on the throttle valve shaft should never be removed.
E N G I N E
FUEL SYSTEM
INSPECTION
• Check the plate assembly (9) composed of a ribbon spring and coil spring for cracks and any
other damage.
• Check the valve shaft for wear, and also make sure that it rotates smoothly when mounted in
the body.
• Check the piston for damage. Check also the valve fit–in section of the shaft for damage.
10 • Grease packed needle bearings are press–fitted at both ends of the valve shaft hole of the
governor body. Avoid cleaning the body in gasoline or any other solvent.
06
12 REASSEMBLY SERVICE POINTS
! Thoroughly clean all component parts Piston shaft Stabilizer piston

before installation. Do not apply grease Valve
or oil anywhere in the body except the
needle bearings (grease packed) in the
throttle valve shaft hole.
Section A–A
ADJUSTING SCREW AND NUT SETTING
Valve Shaft
When assembling the air governor separately
from the engine, temporarily assemble it so that A
the throttle valve will be in the fully opened
position. Also make sure that when an air Adjusting
pressure of 0 to 1.5 kgf/cm2 (0~21 psi) is slowly screw
applied to the stabilizer piston from the nipple

side, the throttle valve operates smoothly. Lock nut
Adjusting nut
E N G I N E
FUEL SYSTEM
OTHER COMPONENTS – LPG
PIPING
From LPG Tank

10
1,2
06
3
13
8
6
4
5
7 32(2)
29
Hydrostatic relief valve 26
36
13
14 21
Vacuum Line
6
25
16 15
33
Liquid gas 31(6)
22
28 To carburettor
Fuel LockÐoff 37
valve and filter 35
27
17 as
e dg Liquid gas
10(2)
p oriz 25
Va 24
12(2)
11(2)
Water hose
34(2) 23
19(2) 15
18(2)
34(2) 23
19(2)
20
18(2)
Vaporizer
E N G I N E
FUEL SYSTEM
HYDROSTATIC RELIEF VALVE
A hydrostatic relief valve is used in the LPG system to bleed off fuel line pressure in excess
of 2758 kPa(400 psi). It opens and closes automatically when the excess pressure is reduced.
The valve is installed in the three–way adaptor fitting outside the engine compartment and must
always point away from the operator.
Check for leaks and replace valve if it fails to seal properly.
10
VACUUM AND WATER LINES
06
14
• The IMPCO LPG system depends on tight vacuum connections at the fittings.
If hose ends are belled, split or loose, clip off damaged part and reconnect to the fitting.
• Water hoses between engine and vaporizer–

regulator may be either clamp–type or push on
type with reusable fittings. Cut off bad portions
of hose and strip from fittings.
Push hoses solidly back into position. Do not
use cement or clamps on push–on type fittings.
FUEL LOCK–OFF VALVE AND FILTER
OPERATION
The fuel lock–off valve is vacuum operated.

When a slight vacuum is sensed, it opens and
allows liquid fuel from tank to flow through an
internal fuel filter to vaporizer–regulator. Any time
engine stops, whether ignition key is on or off,
fuel is shut off automatically. Also, it filters any
large particles of solid material, 5 microns and
larger, out of fuel before it reaches high pressure
side of vaporizer–regulator.
MAINTENANCE
• The fuel filter element should be checked once

a year and replaced if necessary.
Foreign matter usually will be collected in filter
only when installation is new. Often, a new
tank will have scale or rust particles in it which
will be caught by filter.
E N G I N E
FUEL SYSTEM
• Check hose connections and filter cover (inlet

side) for sign of leakage. Look for stains or
frost caused by evaporation.
Tighten cover screws as required. Disconnect
hoses and reseal threads if necessary.
! Overly tight hose connections may crack
the casting.
10
06
15
VAPORIZER
OPERATION
The vaporizer–regulator is a combined two–stage regulator and vaporizer. It receives liquid fuel
at tank pressure from the fuel lock–off valve and filter and reduces that pressure in two stages
to slightly less than atmospheric.
When the engine is cranking or running, a partial vacuum is created in the fuel line to the
carburettor, which opens the regulator permitting fuel to flow to the carburettor.
In the process of reducing the pressure from approximately 10.6 kg/cm2 (150 psi) in the tank to
atmospheric pressure, the liquid propane expands to become a vapor, causing refrigeration.
To compensate for this and to assist in vaporization, water from the engine cooling system
circulates through the vaporizer and raises the temperature of the fuel as it enters the vaporizer
at –42~4°C(–44~40°F) at full rated fuel flow. The regulator seals off fuel flow when the engine
is stopped.
MAINTENANCE
• Check fuel, water and vapor connections for evidence of leakage, such as stains, frost or gas
odor. Tighten cover screws or reseal hose connections as required.
• Remove fuel vapor hose and check for deterioration. Particularly check vapor outlet fittings for
tightness.
! Overly tight hose connections may crack the casting.
E N G I N E
EMISSION COMPLIANT ENGINE
·LPG 6G64-35SL(EMISSION COMPLIANT ENGINE ONLY)

! WARNING
LPG FUEL IS HIGHLY FLAMMABLE.
PARK TRUCK IN A WELL-VENTILATED AREA. NEVER CHANGE TANKS WHEN THE

ENGINE IS RUNNING. NEVER SMOKE WHEN CHANGING TANKS. DO NOT SMOKE OR
PERFORM MAINTENANCE NEAR OPEN FLAME OR OTHER SOURCES OF IGNITION. DO
NOT DISCONNECT ANY LINES WHEN EXHAUST MANIFOLD IS EXCESSIVELY HOT.
10
! WARNING 06-1
DO NOT STORE LPG FUEL TANKS NEAR HEAT OR OPEN FLAME. FUEL TANKS 1
SHOULD BE FILLED ONLY BY QUALIFIED PERSONNEL IN ACCORDANCE WITH LOCAL
ORDINANCES. DO NOT REMOVE ANY COMPONENTS FROM TANK.
LPG CARBURATOR, INTAKE AND EXHAUST MANIFOLD
CARBURETOR (4G64-35SL)
Removal steps
1. Accel wire assembly
2. LPG carburetor
3. Carburetor gasket
4. Air governor
5. Air governor gasket
6. Fuel pump cover
E N G I N E
INTAKE MANIFOLD
10
06-1
2
N : Denotes Non-reuseable part
Removal steps
1. Waster outlet
2. Gasket
3. Thermostat
4. Engine hanger
5. Intake manifold
6. Gasket
E N G I N E
EXHAUST MANIFOLD AND WATER PUMP
10
06-1
3
N : Denotes Non-reuseable part
Removal steps
1 Oil level gauge 8. Exhaust manifold
2. Oil level gauge guide 9. Gasket
3. O-ring →A← 10. Water inlet pipe
4. Heat protector A →A← 11. O-ring
5. Heat protector B 12. Water hose
6. Oxygen sensor 13. Water pump
7. Engine hanger 14. Gasket
E N G I N E
LPG CARBURETOR
10
06-1
4
Removal steps
1 Bolt
2 LPG mixer
3 Gasket
4 Vacuum switch
5 Fitting
6 Vacuum switch(MAP)
7 Idle adjustment screw
8 Idle adjustment screw spring
9 Throttle body assembly
E N G I N E
·GOVERNOR AND VACUUM ADVANCE MECHANISM
GOVERNOR ADVANCE MECHANISM
In the figure below, pin A rotates together with the shaft. A governor weight is installed to this
pin A. There is a pin B on the governor weight which fits into the oblong hole in the cam base.
The governor spring is attached to the spring hook of the governor weight, pulling the governor
weight to the fully closed position.
10
When the rotation speed increases, the governor weight is subjected to centrifugal force which 06-1
causes it to open outward. When the centrifugal force becomes stronger than the tensile force 5
of the spring, the weight opens, as shown by (b) in the figure below, thus maintaining a balance
with the force of the spring. Because pin B of the weight is fit into the oblong hole In the cam
base, the movement of pin B becomes rotation of the cam in the direction of rotation. In other
words, the cam advances in relation to the shaft.
When the rotation speed becomes sufficiently high, pin B contacts the outer side of the oblong
hole in the cam base, and the weight opens no further. This position is the fully advanced
condition.
When the rotation speed decreases, the centrifugal force of the weight becomes weaker and
the weight is closed by the force of the spring, thus returning to the original condition.
The advance characteristic of the centrifugal-

advance device employed by the governor is as
shown in the figure as the left.
Point A is the beginning of advance, and point

B shows the rotation speed at full advance.
E N G I N E
VACUUM ADVANCE MECHANISM
There is a diaphragm within the vacuum controller, with a spring at the negative-pressure
(vacuum) side which pressure against the diaphragm. A link is attached to the diaphragm and
is connected to the pickup plate. The pickup assy is installed on the pickup plate, and can
rotate together with the pickup plate.
10 The negative pressure (vacuum) side of the vacuum controller is connected to the vacuum port
of the carburetor by a tube.
When the throttle valve of the carburetor is closed, the engine is in the idling condition, and
06-1 there is no vacuum inside the tube at this time. When the throttle valve is partially open, the
6
air within the tube is drawn out by the air/fuel mixture flowing near the vacuum port, thus
resulting in a negative-pressure (vacuum) condition. Because the tube is connected to the
negative-pressure (vacuum) port of the vacuum controller, the diaphragm pressure against the
spring, and it moves in the direction of the arrow. Then the link rotates the pickup plate and,
because the position of the pickup changes, the timing also changes. The direction is the
direction opposite to the direction of signal rotor rotation, so that the projection of signal rotor
will pass the pickup quickly. In this way, then, the ignition timing advances.
The figure at the left shows the advance

characteristic curve of the vacuum-advance
mechanism. Point A is the start of the advance,
and point B is the end of the advance.
Because the magnitude of the degree of

advance determined by blance of the strength of
the vacuum and the pressure of the spring, if
the spring is weak the degree of advance will
be great at a small vacuum.
E N G I N E
·VAPORIZER(EMISSION COMPLIANT ENGINE, 4G64-35SL)
10
06-1
7
Removal steps
1 Vacuum hose 10 Vacuum terminal
2 Vacuum hose 11 Balance hose
3 Vacuum hose 12 Jet
4 Fuel control valve 13 Elbow fitting
5 LPG shut off valve assembly 14 Elbow fitting
6 Nipple 15 Fuel outlet plug
7 Balance hose 16 Bolt washer assembly
8 Check valve elbow fitting 17 Elbow fitting
9 Balance hose
E N G I N E
INSPECTION
FUEL LOCK-OFF
1.When voltage is impressed to the terminal of

fuel lock-off, check whether there is operation
sound.
10 2.If there is an abnormality, replace the fuel lock-

off.
06-1
8
FUEL CONTROL VALVE

1. Connect a hand vacuum pump to the nipple
A of the vacuum switch.
2. Battery voltage is impressed between the
terminals of a fuel control valve, a hand
vacuum pump is connecting in nipple A, and
vacuum is applied.
Items When B nipple is closed

When current is flowing Vacuum is felt with a finger.
When current is Vacuum is not felt with a
not flowing finger.
3. If there is an abnormality, replace the fuel control valve.
E N G I N E
·IDC ADJUSTMENT PROCEDURE
READJUSTMENT PROCEDURE FOR MIXTURE ADJUSTING SCREW (MAS)

(1) Remove the tamper proof plug on the MAS of LPG carburetor.
(2) Connect the FSA-1000 to ECU, and then monitor the operating state (duty cycle) for the
Fuel Control Valve (FCV).
(3) Perform warming up for 10 minutes.
(4) Confirm the idling speed. If needed, adjust the idling speed to the specific speed with a
Speed Adjusting Screw (SAS).
10
(5) In an idling state, complete the MAS 2 rotation (in the direction of counterclockwise) 06-1
(6) Confirm the duty value of FSA-1000, and then adjust the MAS to be 5-25%. 9
(7) Confirm none of hesitation.
(8) Install a new tamper proof plug into the MAS hole.
E N G I N E
·WIRING DIAGRAM (EMISSION COMPLIANT)
10
06-1
10
! Remarks
To indicate charge rate through ammeter, eliminate charge lamp to change the connection
as shown this diagram.
E N G I N E
·LPG FUEL SYSTEM (EMISSION COMPLIANT)
10
06-1
11
1. Nut - hex 15. 45° Male elbow

2. Switch - pressure 16. Bracket wa - module
3. Fitting 17. Screw - round head
4. Capscrew - flanged 18. Bracket - C/C MTG
5. Connector 19. Bracket wa - CARB fuel
6. Connector - 45 flared type 20. Hose - fuel
7. Clamp - hose worm 21. Hose - water
8. Adaptor assy - 3 ways 22. Hose - water
9. Hose assy 23. Bolt - hexagon head
10. Hose assy 24. Bolt - hexagon head
11. Elbow 25. Nut - hexagon head
12. Relief valve 26. Nut - hexagon head
13. Coupling - femail 27. Washer - plain
14. Coupling - male 28. Washer - spring
E N G I N E
·INTAKE SYSTEM (EMISSION COMPLIANT)
10
06-1
12
1. Clamp - hose worm 9. Hose - air intake

2. Clamp - hose worm 10. Hose - intake
3. Brkt - air cleaner 11. Air inlet fabrication
4. Brkt - air cleaner 12. Bolt - hexgon head
5. Porous duct 13. Washer - plain
6. Rain cap 14. Washer - spring
7. Fitting 15. Service indicator
8. Air - cleaner
E N G I N E
COMPONENTS
ROCKER ARMS AND CAMSHAFT
REMOVAL
ROCKER ARM AND ROCKER SHAFT

MD998443
• Before removing rocker arms and shafts
assembly, install the special tool as illustrated
10
to prevent the adjusters from dropping.
07
1
INSPECTION
CAMSHAFT
• Measure the cam height and if the limit is

exceeded, replace.
• Limit : 41.12 mm (1.619 in)
LASH ADJUSTER
MD998442
! • The lash adjuster is a precision part.
• Keep it free from dust and other foreign
matter.
• Do not disassemble lash adjusters.
• When cleaning lash adjusters, use clean MD998441
Diesel
diesel fuel only. fuel
• Immerse the lash adjuster in clean diesel fuel.

• While lightly pushing down the inner steel ball using the special tool, air bleed wire, move the
plunger up and down four or five times to bleed air.
! Since the spring holding the steel ball is very weak, applying excessive force with
the air bleed wire could deteriorate the function of the lash adjuster.
• Remove the wire and press the plunger. If the plunger is hard to push in, the lash adjuster
is normal. If the plunger can be pushed in all the way readily, bleed the lash adjuster again
and test again. If the plunger is still loose, replace the lash adjuster.
E N G I N E
COMPONENTS
! Upon completion of air bleeding, hold the Division=1 mm (0.4in)

lash adjuster upright to prevent inside
MD998440
diesel fuel from spilling and keep it free
from dust and other foreign matter.
• After air bleeding, set the lash adjuster on the Lash

adjuster
special tool, leak down tester.
10 NOTE
Remove the bolt from the tester and adjust the
height as shown.
07
2 • After the plunger has gone down somewhat
0.2~0.5mm (0.008~0.020in), measure the time
taken for it to go down 1mm. Replace if the
measured time is out of the specification. Nut
• Standard value : 5~20 seconds/1mm (0.040 in) Lash
[ Diesel fuel at 15~20°C (59~68°F) ] adjuster
INSTALLATION
CAMSHAFT
• Apply engine oil to the journals and cams of the camshafts. Install the camshafts on the cylinder
head
ROCKER SHAFT Notch
• Insert the rocker shafts into the front bearing

cap so that the notches on the shafts face up,
and insert the installation bolts without tight-
ening them.
Front bearing cap
WAVE WASHER
Wave washer
• Install the wave washer in correct direction

as shown. Front No.1 intake
bearing side rocker arm
cap
E N G I N E
COMPONENTS
BEARING CAP
Rocker cover
mounting bolt hole
No.4
Front mark Identification mark
No.2 No.3
10
LASH ADJUSTER
07
3
• Immerse the lash adjuster in clean diesel fuel.
• Using the special tool (air bleed wire), move the
plunger up and down 4 or 5 times while
pushing down lightly on the check ball in order MD998442
Diesel
to bleed out the air.
fuel
• Insert the lash adjuster to the rocker arm, being MD998443

careful not to spill the diesel fuel. Then use the
special tool to prevent the adjuster from falling
while installing it.
CAMSHAFT OIL SEAL
MD998713
SEMI–CIRCULAR PACKING
Apply sealant
• Apply sealant to the location shown in the
illustration.
: Threebond 1212D or equivalent.
E N G I N E
COMPONENTS
CYLINDER HEAD AND VALVES
CONSTRUCTION
10
07
4
At the time of installation, apply

engine oil to all sliding surfaces.
1. Cylinder head bolt 11. Exhaust valve

2. Cylinder head assembly 12. Valve stem seal
3. Cylinder head gasket 13. Valve spring seat
4. Retainer lock 14. Valve stem seal
5. Valve spring retainer 15. Valve spring seat
6. Valve spring 16. Intake valve guide
7. Intake valve 17. Exhaust valve guide
8. Retainer lock 18. Intake valve seat
9. Valve spring retainer 19. Exhaust valve seat
10. Valve spring 20. Cylinder head
E N G I N E
COMPONENTS
REMOVAL
CYLINDER HEAD BOLT
• Using a 12 mm–12 point socket wrench, loosen

the cylinder head bolts.
10
07
5
RETAINER LOCK REMOVAL

MD998772
• Store removed valves, springs and other parts,
tagged to indicate their cylinder No. and
location for reassembly.
VALVE STEM SEAL REMOVAL
! Do not reuse removed valve stem seal.
INSPECTION
CYLINDER HEAD
• Check the cylinder head for water leaks, gas

leaks, damage or cracks before cleaning.
• Thoroughly remove oil, water scale, sealant,
carbon deposit, etc. After the oil passages have
been cleaned, blow air to make sure that they
are clear.
E N G I N E
COMPONENTS
• Check the cylinder head gasket surface for flatness by using a straight–edge and feeler gauge.
If the service limit is exceeded, correct to meet the specification.
– Standard value : 0.03 mm (0.001in) or less
– Limit : 0.2 mm (0.008in)
– Grinding limit : 0.2 mm (0.008in)
– Cylinder head height (when new) : 89.9~90.1mm (3.539~3.547in)
NOTE
10 Grinding the cylinder head is permitted as long as the total thickness of the metal removed
from the cylinder head and the cylinder block does not exceed 0.2 mm (0.008in).
07 VALVE
6
• Check the valve face for correct contact. If
incorrect, reface.
Valve seat contact should be maintained
uniform at the center of valve face.
• If the margin exceeds the service limit, replace
the valve.
• Standard value Valve seat
(A) Intake : 1.2 mm (0.047 in) contact Margin
(B) Exhaust : 2.0 mm (0.079 in)
• Limit
(A) Intake : 0.7 mm (0.028 in)
(B) Exhaust : 1.5 mm (0.059 in)
VALVE SPRING
• Measure the free height of spring and, if it is

smaller than the limit, replace. Out of squareness
• Limit : 48.8 mm (1.921 in) Free
• Measure the squareness of the spring and, if height
the limit is exceeded, replace.
VALVE GUIDE
• Measure the clearance between the valve

guide and valve stem. If the limit is exceeded,
replace the valve guide or valve, or both
Valve
guide
Stem O.D
Guide I.D
E N G I N E
COMPONENTS
VALVE SEAT RECONDITIONING PROCEDURE
• Before correcting the valve seat, check for

clearance between the valve guide and valve 0.9~1.3 mm (0.035~0.050in)
m 0in)
and, if necessary, replace the valve guide. ~1.3 m ~0.05
0.9 35
60° (0.0
• Correct to obtain the specified seat width and 60°
angle.
• After correction, valve and valve seat should be
lapped with a lapping compound.
25° 43.5°
10
43.5°~44° ~44°
25° 07
7
VALVE SEAT REPLACEMENT PROCEDURE
• Cut the valve seat to be replaced from the

inside to thin the wall thickness. Then, remove 0.5~1.0 mm(0.020~0.040in)
the valve seat.
Cut away
0.5~1.0 mm
(0.020~0.040in)
• Rebore the valve seat hole in the cylinder head

to a selected oversize valve seat diameter.
• Before fitting the valve seat, cool the valve seat
in liquid nitrogen, to prevent the cylinder head
Height of
bore from galling. valve
seat
Oversize I.D
• Using a valve seat cutter, correct the valve

seat to the specified width and angle.
See “VALVE SEAT RECONDITIONING PROCEDURE”
E N G I N E
COMPONENTS
VALVE GUIDE REPLACEMENT PROCEDURE
• Using a press, remove the valve guide toward the cylinder block side.
• Rebore the valve guide hole to the new oversize valve guide outside diameter.
NOTE
Do not install a valve guide of the same size again.
• Valve guide hole diameter :
10 0.05 O.S. 13.05~13.07 mm (0.514~0.515 in)

0.25 O.S. 13.25~13.27 mm (0.521~0.522 in) Removal
Press
Installation
Press
11.5mm
0.05 O.S. 13.50~13.52 mm (0.531~0.534 in)
07 Push rod
Push
rod
8 • Press in the valve guide to the position shown
in the illustration.
• Standard value : 11.5 mm (0.453 in) Valve Valve
guide guide
NOTE
• Press–fit the valve guide, working from the
cylinder head top surface.
• Note that the intake and exhaust side valve guides are different in length.
• After installing valve guides, insert new valve in them to check for sliding condition.
INSTALLATION
VALVE STEM SEAL
• Install the valve spring seat.

• Using special tool, install the new valve stem seal to the valve guide.
! CAUTION
• Do not reuse removed valve stem seal.
• The special tool must be used to install the MD998729
valve stem seal. Improper installation could
result in oil leaking past the valve guide.
E N G I N E
COMPONENTS
VALVE SPRING
• Direct the valve spring end with identification

color toward the rocker arm. Spring
Identification retainer
color
Stem seal
10
Spring seat
07
9
RETAINER LOCK
MD998772
CYLINDER HEAD BOLT
• When installing the cylinder head bolts, check

that the shank length of each bolt meets the
limit. If the limit is exceeded, replace the bolt.
Standard value : 120.4 mm (4.74 in)
• Apply engine oil to the bolt threads and
washers. Shank length
• According to the tightening sequence, tighten

the bolts to 8.0 kgf·m (58 lbf·ft), using a
12 mm~12point socket wrench.
• Loosen the bolts completely.
• Torque the bolts to 2.0 kgf·m (14.4 lbf·ft)
• Tighten the bolts 1/4 turns (90°) more.
• Tighten the bolts 1/4 turns (90°) additionally.
E N G I N E
COMPONENTS
FRONT CASE AND OIL PAN
REMOVAL
OIL PAN
10 • Remove the all oil pan bolts.

0.7 kg f·m (5.1 lbf·ft) MD99872
07 • Drive in the special tool between the cylinder
10 block and oil pan.
• Slide the tool by striking the edge of the
special tool to separate the oil pan from the
cylinder block.
PLUG REMOVAL
• If the plug is too tight, hit the plug head with

a hammer two to three times, and the plug will
be easily loosened. Plug
MD998162
INSPECTION
OIL PUMP
• Assemble the oil pump drive gear and driven

gear to the front case.
• Check the side clearance using a feeler gauge.
• Standard value
– Drive gear : 0.08~0.14 mm (0.003~0.006 in)
– Driven gear : 0.06~0.12 mm (0.002~0.005 in)
E N G I N E
COMPONENTS
INSTALLATION
OIL PUMP OIL SEAL
Socket
Oil seal wrench
Front case 10
07
11
CRANKSHAFT FRONT OIL SEAL
MD998375
Oil seal
Front case
OIL PUMP DRIVEN GEAR/OIL PUMP DRIVE GEAR
• Apply engine oil amply to the gears and line

up the alignment marks.
Alignment
mark
FRONT CASE
• Set the special tool on the front end of the crankshaft and apply a thin coat of engine oil to
the outer circumference of the special tool to install the front case.
When an oil seal is provided on the front case, the special tool must always be used.
• Install the front case assembly through a new front case gasket and temporarily tighten the
flange bolts (other than those for tightening the filter bracket).
E N G I N E
COMPONENTS
• Mount the oil filter bracket with the oil filter bracket gasket in between, and partially tighten
the 4 bolts, each with a washer.
• Tighten the bolts to the specified torque.
1.9 kg f·m (13.7 lbf·ft)
PLUG INSTALLATION
10 2.4 kg f·m (17.3 lbf·ft)

Plug
07
12
MD998162
OIL PRESSURE SWITCH INSTALLATION
1.0 kg f·m (7.2 lbf·ft)

Sealant
Threebond 1211 or equivalent
! • Keep the end of threaded portion clear

of sealant.
• Avoid overtightening.
E N G I N E
COMPONENTS
OIL PAN INSTALLATION
• Clean both mating surface of the oil pan and cylinder block.
• Apply a 4 mm (3/16″) wide bead of FIPG to the entire circumference of the oil pan flange. The
oil pan should be installed within 15 minutes after the application of FIPG.
Threebond 1207F or equivalent
10
07
13
Bolt hole Groove portion

portion
• Note the difference in bolt lengths at the

← Crank pulley side
location shown.
0.7 kgf·m (5.1 lbf·ft)
M6×8
E N G I N E
COMPONENTS
PISTON AND CONNECTING ROD
REMOVAL
CONNECTING ROD CAP
10 • Mark the cylinder number on the side of the

connecting rod big end for correct reassembly.
Cylinder number
07
14
PISTON PIN
Guide A : 17.9mm
Push rod
• The special tool, piston pin setting tool
(MD998780), consists of the parts shown in the
illustration.
Guide A : 18.9mm
• Insert the special tool, push rod, into the piston
from the side on which the front mark is
stamped in the piston head, and attach the Guide C
guide C to the push rod end. Guide A : 20.9mm
• Place the piston and connecting rod assembly
on the special tool, piston pin setting base, with
Base
the front mark facing upward.
Guide A : 21.9mm
• Using a press, remove the piston pin.

Push rod
NOTE
Keep the disassembled pistons, piston pins
and connecting rods in order according to the Front mark
cylinder number. Front
mark
Guide C
Base
E N G I N E
COMPONENTS
INSPECTION
PISTON RING
• Check for the clearance between the piston

ring and ring groove. If the limit is exceeded,
replace the ring or both piston and ring.
10
07
15
• Install the piston ring into the cylinder bore,

Force is down with a piston, its crown being
Press down ring
in contact with the ring, to correctly position it
with piston
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
No. 1 : 0.25~0.40 mm (0.010~0.016 in)
No. 2 : 0.45~0.60 mm (0.018~0.024 in) Piston ring end gap
Oil : 0.20~0.60 mm (0.008~0.024 in)
– Limit
No. 1, No. 2 : 0.8 mm (0.030 in)
Oil : 1.0 mm (0.040 in)
E N G I N E
COMPONENTS
CRANKSHAFT PIN OIL CLEARANCE (PLASTIC GAUGE METHOD)
• Remove oil from the crankshaft pin and the

connecting rod bearing.
• Cut the plastic gauge to the same length as
the width of the bearing and place it on the
crankshaft pin in parallel with its axis.
• Install the connecting rod cap carefully and
10 tighten the bolts to the specified torque.
• Remove the bolt and carefully remove the
connecting rod cap.
07 • Measure the width of the plastic gauge at its
16
widest part by using the scale printed on the
plastic gauge package.
– Standard value : 0.02~0.05 mm (0.0008~0.002 in)
– Limit : 0.1 mm (0.004 in)
INSTALLATION
PISTON PIN
• Measure the following dimensions of the piston,

piston pin and connecting rod.
A : Piston pin insertion hole length
B : Distance between piston bosses
D C
C : Piston pin length
D : Connecting rod
• Obtain dimension L (to be used later) from the Connecting Rod
above measurements by using by following Piston pin
Piston
formula.
(A – C) – (B – C)
L =
2
• Insert the special tool, push rod, into the piston
pin and attach the guide A to the push rod B A
end.
• Assemble the connecting rod in the piston with
their front marks facing the same direction.
• Apply engine oil to the entire periphery of the
piston pin.
• Insert the piston pin, push rod and guide A assembly having assembled in step (3) from the
guide A side into the piston pin hole on the front marked side.
E N G I N E
COMPONENTS
• Screw the guide B into the guide A until the

3mm(0.120in)+L2
gap between both guides amounts to the value
L obtained in step (2) plug 3 mm (0.120 in).
Guide B
Guide A
10
07
• Place the piston into the piston setting base 17
with the front marks directed upward.
• Press–fit the piston pin using a press. Push rod
If the press–fitting force required is less than the
standard value, replace the piston and piston Piston pin
pin set or/and the connecting rod.
Front Front mark
– Standard value : 750~1750 kg (1653~3858 lb)
mark
Guide A
Base
Guide B
OIL RING
• Fit the oil ring spacer into the piston ring

groove. First, install the upper side rail, and
then install the lower side rail.
NOTE
The side rails and spacer may be installed in
either direction.
The new spacers and side rails are painted in
the following colors to identify their sizes.
Size Identification color

STD. No color
0.25 mm O.S. White
0.50 mm O.S. White
0.75 mm O.S. Blue
1.00 mm O.S. Yellow
E N G I N E
COMPONENTS
• To install the side rail, first fit one end of the

rail into the piston groove. Then press the Side rail gap
remaining portion into position by finger. See
illustration.
! CAUTION
The side rail could be broken if it is
expanded with a piston ring expander in
10 the same way as with a compression ring.
07 • Make sure that the side rails move smoothly

18 in either direction.
Piston ring
expander
PISTON RING NO. 2/PISTON RING NO. 1
• Using a piston ring expander, fit No. 2 and then

No. 1 piston ring into position.
! NOTE
• Note the difference in shape between No.
1 and No. 2 piston rings.
• Install piston rings No. 1 and No. 2 with
their side having marks facing up. (on the
crown side)
PISTON AND CONNECTING ROD
• Liberally coat engine oil on the circumference

of the piston, piston ring, and oil ring.
• Arrange the piston ring and oil ring gaps (side Upper side rail No.1
rail and spacer) as shown in the illustration.
• Insert the piston and connecting rod assembly
from above the cylinder in such a way that the
Piston pin
front mark (arrow) on the top of the piston will
be directed toward the camshaft sprocket.
Lower side
rail
E N G I N E
COMPONENTS
• Insert the piston and connecting rod assembly

with the piston rings held firmly with a ring
band. Forcing it by pounding should be avoided
because damage to the piston rings or crank
pin could result.
10
07
19
CONNECTING ROD BEARING
When the bearings are replaced, select and

install them according to the identification colors No.1
on the crankshaft and identification marks
No.4
stamped on the connecting rod bearing.
Crankshaft Connecting rod bearing

Pin
Pin O.D. Identification Thickness
identification
(mm) mark (mm)
color No.2
44.995~4 1.487~1.4 No.3
Yellow 1
5.000 91
44.985~4 1.491~1.4
None 2
4.995 95
44.980~4 1.495~1.4
White 3
4.985 99
Connecting rod inside diameter :

48.000~48.015 mm
Identification
mark
CONNECTING ROD CAP
• Verifying the mark made during disassembly,

install the bearing cap to the connecting rod.
If the connecting rod is new with no index
mark, make sure that the bearing locking
notches come on the same side as shown. Cylinder No.
Notches
E N G I N E
COMPONENTS
• Mark sure that connecting rod big end side

clearance meets the specification.
– Standard value : 0.10~0.25 mm
(0.004~0.010 in)
– Limit : 0.4 mm (0.016 in)
10
07
20
CONNECTING ROD CAP NUT
• Since the connecting rod bolts and nuts are torqued according to the tightening method, for
fasteners with nylon / plastic coating or insert they should be examined BEFORE reuse. If the
bolt threads are “necked down”, the bolts should be replaced.
Necking can be checked by running a nut with fingers to the full length of the bolt’s thread.
If the nut does not run down smoothly, the bolt should be replaced.
• Before installing the nuts, the threads should be oiled with engine oil.
• Install both nuts on the bolts finger tight, then alternately torque each nut to assemble the cap
properly.
• Tighten the nuts to 2.0 kgf·m (14.4 lbf·ft) and plus 1/4 (90°) turn.
E N G I N E
COMPONENTS
CRANKSHAFT AND CYLINDER BLOCK
INSPECTION
CRANKSHAFT OIL CLEARANCE (PLASTIC GAUGE METHOD)
Use of the plastic gauge can facilitate the oil

clearance measurement work. Plastic gauge 10
To use the plastic gauge proceed as follows :
• Remove oil from the crankshaft journal and
07
crankshaft bearing. 21
• Install the crankshaft.
• Cut the plastic gauge to the same length as
the width of the bearing and place it on the
journal in parallel with its axis.
• Install the crankshaft bearing cap carefully and
tighten the bolts to specified torque.
• Remove the bolt, and carefully remove the
crankshaft bearing cap.
• Measure the width of the plastic gauge at its
widest part by using a scale printed on the
plastic gauge package.
(0.0008~0.0016 in)
– Limit : 0.1 mm (0.004 in)
CYLINDER BLOCK
• Visually check for scratches, rust, and corro-

sion. C D E
A F
Use also a flaw detecting agent for the check.
If defects are evident, correct, or replace. B G
• Using a straight–edge 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 (0.002 in)
– Limit : 0.1 mm (0.004 in)
E N G I N E
COMPONENTS
• Check the cylinder walls for scratches and

seizure, if defects are evident, correct (bored
to oversize) or replace.
• Using a cylinder gauge, measure the cylinder
bore and cylindricity. If worn badly, rebore all
cylinders to an oversize and replace piston
12mm
rings. Measure at the points shown in the
illustration.
10 • Standard value
– Cylinder I.D. : 85.00~85.03 mm
(3.345~3.3476 in)
07 – Cylindricity : 0.01 mm (0.0004 in)
22
CYLINDER BORING
• Oversize pistons to be used should be deter-

mined on the basis of the largest bore cylinder.
• Oversize pistons are available in four
sizes (0.25 mm, 0.50 mm, 0.75 mm and 1.00 mm
–0.010, 0.020, 0.030, 0.040 in)
Rebore the cylinder to a diameter that matches
the selected piston outside diameter with the
specified clearance. Thrust
Piston O.D
The reference piston outside diameter measur- direction
ing point is shown in the illustration.
• Based on the measured piston O.D. calculate
the boring finish dimension.
Boring finish dimension=Piston O.D.+0.02~0.04 mm (0.0008~0.0016in) (clearance between piston
O.D. and cylinder)–0.02 mm (0.0008 in) (honing margin)
• Bore all cylinders to the calculated boring finish dimension.
! CAUTION
To prevent distortion that may result No.3
from temperature rise during boring, No.2
bore cylinders, working from No. 2 to
No. 4 to No. 1 to No. 3
No.4
• Hone to the final finish dimension (piston
O.D.+clearance between piston O.D. and
cylinder).
• Check the clearance between the piston and No.1
cylinder.
– Standard value
Clearance between piston and cylinder :
0.02~0.04 mm (0.008~0.0016 in)
No.5
E N G I N E
COMPONENTS
INSTALLATION
CRANKSHAFT BEARING
• When the bearings are replaced, select and

install them according to the identification
colors on the crankshaft and the identification Cylinder bore
marks stamped on the cylinder block. size mark
10
07
23
Cylinder block
bearing support I.D mark
Unit : mm (in)
Cylinder block
Crankshaft journal Crankshaft bearing
bearing support section
Ident. color O.D. Ident.mark I.D. Ident.mark Thickness
Yellow 56.994~57.000 61.000~61.006 1.988~1.991
0 1
(2.2439~2.2441) (2.4016~2.4018) (0.0783~0.784)
61.006~61.012 1.991~1.994
1 2
(2.4018~2.4020) (0.784~0.785)
61.012~61.018 1.994~1.997
2 3
(2.4020~2.4022) (0.785~0.786)
None 56.988~56.994 61.000~61.006 1.991~1.994
0 2
(2.2436~2.2439) (2.4016~2.4018) (0.784~0.785)
61.006~61.012 1.994~1.997
1 3
(2.4018~2.4020) (0.785~0.786)
61.012~61.018 1.997~2.000
2 4
(2.4020~2.4022) (0.786~0.787)
White 56.982~56.988 61.000~61.006 1.994~1.797
0 3
(2.2434~2.2436) (2.4016~2.4018) (0.785~0.786)
61.006~61.012 1.997~2.000
1 4
(2.4018~2.4020) (0.786~0.787)
61.012~61.018 2.000~2.003
2 5
(2.4020~2.4022) (0.787~0.789)
E N G I N E
COMPONENTS
• Install the bearings having an oil groove to the

cylinder block. Grooved
• Install the bearings having no oil groove to the Grooveless
bearing caps.
Identification
Upper bearing
mark
Lower bearing (for No. 1,2,4,5)
(for No. 1,2,4,5) Grooveless
10 No.3 bearing
Identification
mark
07
24
BEARING CAP/BEARING CAP BOLT
• Install the bearing caps so that their arrows are

positioned on the timing belt side.
• When installing the bearing cap bolts, check
that the shank length of each bolt meets the
limit. If the limit is exceeded, replace the bolt.
– Limit : Max. 71.1 mm (2.79 in)
• Torque the bearing cap bolts to 2.5 kgf·m (18 lbf·ft) and, from that position, retighten them
1/4 (90°) turns more.
• After installing the bearing caps, make sure

that the end play is correct. If the end play
exceeds the limit, replace the crankshaft
bearings.
(0.002~0.010 in)
– Limit : 0.4 mm (0.016 in)
REAR OIL SEAL
MB990938
MD998776
E N G I N E
COMPONENTS
SEALANT APPLICATION TO REAR OIL SEAL CASE
Threebond 1207F or equivalent

Sealant
10
07
25
REAR PLATE
Install the rear plate with the bolts coated with sealant.
• Sealant : Threebond 1104 or equivalent
OIL SEAL
Using a proper jig, install the oil seal in such a way that the oil seal end surface will be flush
with the oil seal case end surface.
OIL SEAL CASE INSTALLATION
Install the oil seal case with the bolts coated with sealant.
Threebond 1104 or equivalent
E N G I N E
TROUBLESHOOTING
BY SYMPTOM
Abnormal Ignition Loose connection in – Check connections
combustion system ignition system wiring. and retighten.
Defective spark plug. – Replace spark plug.

Incorrect ignition timing. – Adjust ignition timing.
Carburetion
related
components
Defective carburettor. – Repair or replace
carburettor.
10
Contaminated or clogged – Clean fuel filter element 08
fuel filter element and pipe. and pipe.
1
Entry of air from carburettor – Retighten set bolts or
or intake manifold. replace heat insulator
and/or intake manifold
gasket.
Valves and related Defective valves and related – Adjust or repair valves
components components. and related components.
Cylinder head Carbon deposited in – Disassemble and clean.

combustion chamber.
Clogged cylinder head – Clean or replace
water tube. water tube.
Cylinder gasket blowby. – Replace gasket.
Insufficient Ignition system Incorrect ignition timing. – Adjust ignition timing.

output out of adjustment Defective spark plug. – Replace spark plug.
Insufficient fuel Defective carburettor. – Repair or replace

carburettor.
Damaged cylinder head – Replace gasket.
gasket, etc.
Clogged fuel pipe. – Clean pipe.
Clogged fuel filter. – Clean or replace.
Air in fuel system. – Check connections
and retighten.
Damaged fuel pipe. – Replace pipe.
Fuel pump not functioning – Repair or replace.
properly.
Damaged diaphragm. – Replace.
Defective valve. – Replace.
Insufficient
intake air in Clogged air cleaner – Clean or replace
carburettor element. element.
Carburettor choke always – Repair or replace
in operation. carburettor.
Air governor malfunction. – Repair or replace
Copyrighted Material air governor.
E N G I N E
TROUBLESHOOTING
Insufficient Overheating Insufficient coolant. – Add coolant and

output check for leaky points.
Leaks from radiator. – Repair or replace
radiator.
Loosened or damaged – Retighten clamp or replace
radiator hose connection. hose.
Leaks from water pump. – Replace.
10 Coolant leaks from

cylinder head gasket.
– Retighten cylinder head
bolts or replace gasket.
Cracks in cylinder head – Replace.
08 or block.
2
Loose fan belt tension. – Adjust or replace.
Worn or damaged fan belt. – Replace.
Oil on fan belt. – Clean.
Thermostat not functioning – Replace.
properly.
Water pump not – Replace.
functioning properly.
Clogged radiator. – Clean radiator and coolant
passages.
Incorrect ignition timing. – Adjust ignition timing.
Improper engine oil. – Refer to lubrication table
and replace oil with a
recommended one.
Too lean mixture. – Repair or replace
carburettor.
Incorrect valve clearance – Make measurements on or
adjustment. replace
auto–lash adjuster.
Insufficient
compression Engine out of order. – Refer to page 10–08–4
pressure and make repairs.
Overcooling Defective thermostat. – Replace thermostat.

(Coolant Extremely low atmospheric – Place cover or anything
temperature temperature. proper on the front of
does not rise.) radiator.
Poor Engine Engine out of order. – Refer to page 10–08–4

acceleration and make repairs.
Caburettor Carburettor out of order. – Replace or repair

carburettor.
Ignition system Defective distributor. – Repair or replace

distributor.
Defective spark plug. – Replace spark plug.
E N G I N E
TROUBLESHOOTING
Excessive Engine Engine out of order. – Adjust or repair valves.

fuel
consumption Carburettor Defective carburettor. – Repair or replace
carburettor.
Clogged air bleeder. – Clean or replace.
Damaged gaskets. – Replace.
Improper idling speed. – Adjust idling speed.
Ignition system Incorrect ignition timing – Adjust ignition timing. 10

Excessive Excessive 08
engine oil engine oil Engine out of order. – Refer to page 10–08–5
3
consumption consumption and make repairs.
Oil leaks Engine out of order. – Refer to page 10–08–5

and make repairs.
E N G I N E
TROUBLESHOOTING
BY COMPONENT
ENGINE
Valves and Poor idling Incorrect valve clearance. – Make measurements on or

related replace auto–lash adjuster.
components
10 Valve not in close contact – Reface seat surface.
with valve seat.
Excessive clearance – Replace valve and valve
08 between valve stem and guide.
valve guide.
4
Abnormal Incorrect valve clearance. – Make measurements on or

combustion replace auto–lash adjuster.
Valve binding. – Disassemble, correct or
replace.
Deteriorated valve spring. – Replace spring.
Insufficient Incorrect valve clearance.– Make measurements on or

output replace auto–lash adjuster.
Pressure leaks from valve – Reface.
seat.
Valve stem seizure. – Repair or replace.
Excessive fuel Deteriorated or broken – Replace spring.
consumption valve spring.
Engine Poor Valve damaged by heat. – Reface or replace valve.

startability Intake manifold gasket not – Retighten set bolts or
tight enough. replace gasket.
Cylinder head gasket – Replace gasket.
blowby.
Poor Valve damaged by heat – Adjust or replace.

acceleration or not properly serviced.
Insufficient compression – Disassemble and repair
pressure. engine.
Cylinder head gasket – Replace gasket.
blowby.
Excessive fuel
Pressure leaks from – Retighten cylinder head
consumption
cylinder head gasket. bolts and replace gasket.
Insufficient Piston ring binding or worn. – Replace ring.
output Piston ring or ring worn. – Disassemble and repair
engine.
E N G I N E
TROUBLESHOOTING
Engine Excessive oil • Oil leaks.

consumption Loose oil drain plug. – Retighten plug.
Loose oil pan set bolts. – Retighten set bolts.
Damaged oil pan gasket. – Replace gasket.
Loose timing gear cover – Retighten set bolts or
or damaged gasket. replace gasket.
Defective crankshaft front
oil seal.
Defective crankshaft rear
– Replace oil seal.
– Replace oil seal.

10
oil seal. 08
Damaged cylinder head – Replace gasket.
5
gasket.
Loose oil filter set bolt. – Retighten set bolts or
replace oil filter gasket.
• Oil working its way up.

Piston ring gaps in – Adjust ring gap positions.
improper positions.
Piston rings or ring grooves – Replace piston or rings.
worn or rings
seized in grooves.
Carbon deposit oil return – Replace rings.
hole of oil ring.
Worn piston and cylinder. – Rebore and hone cylinder
and install oversize piston.
Excessive quantity of oil – Oil quantity : 4.8 l
in oil pan.
• Oil working its way down.

Worn valve stem and – Replace valve and guide.
valve guide.
Defective valve stem oil – Replace oil seal.
seal.
Excessive Excessive oil clearance. – Replace bearing.

engine noise due to worn crankshaft
bearing.
• Fusion in crankshaft – Replace bearing and check
bearing. lubrication system.
Worn connecting rod –Replace bearing.
bearing.
• Bent connecting rod. – Repair bent connecting rod
or replace.
• Fusion in connecting rod – Replace bearing and check
bearing. lubrication system.
E N G I N E
TROUBLESHOOTING
Engine Excessive • Excessive clearance due – Rebore and hone cylinder

engine noise to worn cylinder. and install oversize piston.
Worn piston or piston pin. – Replace piston and piston
pin.
• Piston seizure. – Replace piston.
Broken piston ring. – Replace piston ring.
10 Excessive camshaft end

play.
Worn crankshaft thrust
– Replace camshaft thrust
plate.
– Replace bearing.
08 bearing.
• Worn timing gears. – Replace.
6
Excessive valve clearance. – Make measurements on or
replace auto–lash adjuster.
E N G I N E
TROUBLESHOOTING
CARBURETTOR
Carburettor Poor engine Needle valve and valve – Clean or replace.
startability seat not seating properly.
Incorrect float level. – Adjust.
Worn float lip. – Replace.
Worn float level pin and – Replace level pin and its
related components. related parts.
Malfunction choke valve. – Repair.
10
Poor idle Idle rpm set out of – Adjust idling speed.
adjustment. 08
Damaged idle adjust screw. – Replace adjust screw. 7
Clogged idle passage or – Clean.
idle port.
Clogged bypass screw. – Clean jet.
Worn throttle shaft. – Replace shaft.
Loose vacuum pipe union. – Retigthen union.
Idling circuit not air tight. – Clean.
Incorrect float level. – Replace.
Abnormal
Too lean mixture. – Clean or replace.
combustion
Inner dirty carburettor. – Clean carburettor.
Defective float level. – Adjust float.
Poor
Defective accelerating – Disassemble or replace.
acceleration
pump plunger.
Clogged pump jet. – Clean or replace.
Defective accelerating – Replace linkage.
linkage.
Malfunction power piston. – Replace power piston.
Malfunction power valve. – Replace.
Clogged power jet. – Clean or replace.
Float lever too low. – Adjust float.
Throttle valve not opening – Adjust valve.
completely.
Insufficient
Clogged main jet. – Clean.
output
Incorrect float level. – Adjust float.
Malfunction power piston. – Replace power piston.
Malfunction power valve. – Replace power valve.
Worn throttle shaft. – Replace shaft.
Throttle valve not opening – Adjust valve.
completely.
Choke valve stuck close. – Repair or replace
Excessive
fuel Float lever too high. – Adjust float.
consumption Defective power valve. – Replace valve.
Choke valve not opening – Check linkage, replace.
completely.
Improper idling
Intended for speed.
CLARK – Adjust idling speed.
dealers only
E N G I N E
TROUBLESHOOTING
ELECTRICAL COMPONENTS
Distributor Poor engine Cracked distributor cap – Clean or replace.
starting and burnt or contaminated
cord insertion hole.
Poor engine
acceleration Centrifugal and vacuum
advance device – Repair or replace.
Insufficient malfunction.
10 engine output
Excessive fuel
consumption
08
8
Spark plug Poor engine Improper spark plug gap. – Adjust or replace.
starting Carbon deposit in spark – Clean or replace.
plug.
Abnormal
Improper heat range of – Replace spark plug with
combustion in
engine spark plug. proper one.
Loose or defective plug – Repair or replace.
Poor engine cord.
acceleration
Insufficient
engine output
Ignition coil Poor engine Defective ignition coil. – Replace ignition coil.
starting
Poor engine
acceleration
Starter Starter does Improperly connected – Repair.

not rotate. terminals.
Switch contacts in loose – Replace switch.
contact.
Magnet switch contact – Grind or replace contact
plate burnt or in loose plate.
contact.
Magnet switch holding coil – Replace.
open–circuited.
Brush in loose contact – Reface.
with commutator as a
result of wear.
Commutator burnt with – Exchange or replace
consequent poor commutators.
conduction of electricity.
High mica of commutator. – Perform under–cutting.
Field coil not properly – Replace.
grounded or short–circuited.
E N G I N E
TROUBLESHOOTING
Starter Starter does Field coil not properly – Repair.

not rotate. soldered.
Armature not properly – Replace.
grounded.
Armature short–circuited. – Rewind or replace.
Brush spring broken or – Replace spring.
with inadequate tension.
Brush holder not properly
insulated.
– Clean brush or replace
holder.
10
Worn bearing bushing. – Replace bushing. 08
Starter rotates 9
Wires of armature coil – Rewind or replace.
but slowly and
irregularly. about to be short–circuited
or grounded.
Field coil not properly – Repair connections.
connected or about to be
short circuited.
Commutator heat–damaged – Replace armature.
with consequent poor
conduction.
Brush movement due to – Repair or replace.
damaged or worn
commutator.
Commutator vibrating, – Repair or replace.
causing brush to move.
Lifted mica between – Perform under–cutting.
commutator segments
causing brush to move.
One or two commutator – Repair or replace.
segments lifted causing
brush to move.
Commutator in loose – Repair or replace.
contact due to worn brush.
Chipped brush. – Repair or replace.
Pinion does not
engage with Worn starter clutch pinion – Replace.
ring gear. end.
Clutch rotates always – Replace.
freely.
Deteriorated clutch drive – Replace.
spring.
Does not rotate in – Replace.
overrunning direction.
Poor sliding of splined – Rub surfaces smooth,
section. clean and repair.
Worn bushing. – Replace.
E N G I N E
TROUBLESHOOTING
Starter Pinion does not Improper projection – Adjust with stud bolt.
engage with position of magnet switch
ring gear. pinon.
Worn bearing bushing. – Replace.
Motor Magnet switch coil layer – Replace.
10 continues to
rotate and does
not stop.
shorted–circuited.
Magnet switch contact
plate seizure.
– Replace.
08 Starter switch does not – Replace switch.

return properly.
10
Battery Run–down • Alternator

battery Drive belt slipping. – Adjust belt.
Stator coil grounded or – Replace or repair.
open–circuited.
Rotor coil open–circuited. – Replace.
Brush and slip ring not – Replace brush if worn.
properly connected. (Clean holder.) Polish
(Brush does not properly slip ring.
come down.)
Diode short–or – Replace rectifier assembly.
open–circuited.
• Battery
Short or improper – Add electrolyte and adjust
electrolyte. specific gravity.
Defective plates. – Replace.
(internal short circuit)
Terminals in loose contact. – Clean and then retighten.
• Wiring
Open circuit or loose – Repair.
contact between key
switch and alternator
terminals L and R.
Burnt fuse of – Replace fuse and repair
above–mentioned circuits contacting section of
or holder in loose contact. holder.
Open circuit or loose – Repair.
contact between battery
and alternator terminal B.
Burnt fuse of – Replace fuse and repair
above–mentioned circuits or contacting section of holder.
holder in loose contact.
Overcharged Defective IC regulator – Replace.

battery
E N G I N E
FUEL SYSTEM - TIER2(MI-4 LP SYSTEM)
! WARNING
Read this entire manual and all other publications pertaining to the work to be performed before
installing, operating, or servicing this equipment. Practice all plant and safety instructions and
precautions. Failure to follow instructions can cause personal injury and/or property damage.
The engine or other type of prime mover should be equipped with an over speed (over
temperature, or overpressure, where applicable) shutdown device(s), that operates totally
independently of the prime mover control device(s) to protect against runaway or damage to the
engine or other type of prime mover with possible personal injury or loss of life should the 10
mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the driving
mechanism(s), the linkage(s), or the controlled device(s) fail.
09
1
! CAUTION
To prevent damage to a control system that uses an alternator or battery-charging device, make
sure the charging device is turned off before disconnecting the battery from the system. Electronic
controls contain static-sensitive parts. Observe the following precautions to prevent damage to
these parts.
Discharge body static before handling the control (with power to the control turned off, contact
a grounded surface and maintain contact while handling the control).
Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed circuit boards.
Do not touch the components or conductors on a printed circuit board with your hands or
with conductive devices.
IMPORTANT DEFINITIONS
! WARNING-indicates a potentially hazardous situation, which, if not avoided, could result in

death or serious injury.
! CAUTION-indicates a potentially hazardous situation, which, if not avoided, could result in

damage to equipment.
NOTE-provides other helpful information that does not fall under the warning or caution
categories.
Woodward Governor Company reserves the right to update any portion of this publication at any time.
Information provided by Woodward Governor Company is believed to be correct and reliable.
However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.
@ 2004 by Woodward
All Rights Reserved
E N G I N E
WORKING WITH LPG EQUIPMENT
! WARNING
Propane Vapor is heavier than air and can collect in low areas when adequate ventilation or
air movement is not present to disperse it. Never check for leaks with a flame or match. Use
10 a leak detector solution or an electronic detector. Make sure the container service valve is
closed when connecting or disconnecting. If the container service valve does not operate
properly, discontinue use and contact your propane supplier. Never insert any object into the
09 pressure relief valve.
2
! WARNING
LP gas is highly flammable. To prevent personal injury, keep fire and flammable materials
away from the lift truck when work is done on the fuel system.
Gas vapor may reduce oxygen available for breathing, cause headache, nausea, dizziness
and unconsciousness and lead to injury or death. Always operate the forklift in a well
ventilated area
Liquid propane may cause freezing of tissue or frostbite. Avoid direct contact with skin or
tissue; always wear appropriate safety protection including gloves and safety glasses when
working with liquid propane.
! CAUTION
The regulator/converter and mixer are part of a certified system complying with EPA and CARB
2004 requirements. Only trained certified technicians should perform disassemble, service or
replacement of the regulator/converter or mixer.
! CAUTION
LPG fueled machinery may be garaged anywhere gasoline powered vehicles are garaged. When
machines are stored for a long period, it is advisable to shut off the tank supply valve and run
the machine until the fuel trapped down stream of the valve is depleted.
NOTE
NFPA (National Fire Protection Agency) 58 covers the procedures for storage and garaging for
repair purposes, on propane powered equipment.
E N G I N E
! CAUTION
Safety is an important consideration for any repair facility, and repairing LPG fueled machinery
is no exception. Refer to the NFPA (National Fire Protection Agency) for the appropriate fire
extinguisher specifications and fluorescent lighting requirements.
Propane has a heavier than air vapor density and will fall if a leak occurs, while natural gas,
by comparison, will rise in the event of a leak (Figure 1).
This is an important property that technicians need to be aware of when performing maintenance.
When repairing propane machinery, the work should be performed in the lowest point of the 10
facility where possible. The tank supply should be shut off, except when required for running
equipment.
09
3
Figrue 1
E N G I N E
CHAPTER 1. LPG AND LPG FUEL TANKS
LPG FUEL SUPPLY
Liquefied petroleum gas (LPG) consists mainly of propane, propylene, butane, and butylenes in
various mixtures. LPG is produced as a by-product of natural gas processing or it can be
10 obtained from crude oil as part of the oil refining process. LPG, like gasoline, is a compound
of hydrogen and carbon, commonly called hydrocarbons.
09
In its natural state, propane is colorless and odorless; an odorant (ethyl mercaptan) is added
4
to the fuel so its presence can be detected. There are currently three grades of propane available
in the United States. A propane grade designation of HD5 (not exceeding 5% propylene), is
used for internal combustion engines while much higher levels of propylene (HD10) are used
as commercial grade propane along with a commercial propane /butane mixture.
APPROXIMATE COMPOSITION OF HD5 PROPANE BY VOLUME
Propane Butane Methane

(C3H8) Propylene (C4H10) Iso-Butane (CH4) TOTAL
90.0% min. 5% max. 2.0% 1.5% 1.5% 100%
An advantage of LPG is the ability to safely store and transport the product in the liquid state.
In the liquid state propane is approximately 270 times as dense as it is in a gaseous form. By
pressurizing a container of LPG we can effectively raise the boiling point above -44 deg. C / -
42 deg. C, keeping the propane in liquid form. The point at which the liquid becomes a gas
(boiling point) depends on the amount of pressure applied to the container.
This process operates similarly to an engine coolant system where water is kept from boiling
by pressurizing the system and adding a mixture of glycol. For example water at normal
atmospheric pressure will boil at 212 deg. F / 100 deg. C. If an engines operating temperature
is approximately 230 deg. F / 110 deg. C, then the water in an open un-pressurized cooling
system would simply boil off into steam, eventually leaving the cooling system empty and over
heating the engine. If we install a 10 PSIG cap on the radiator, pressurizing the cooling system
to 10 PSIG, the boiling point of the water increases to 242 deg. F / 117 deg. C, which will
cause the water to remain in liquid state at the engines operating temperature.
E N G I N E
The same principle is applied to LPG in a container, commonly referred to as an LPG tank or
cylinder. Typically an LPG tank is not filled over 80% capacity allowing for a 20% vapor
expansion space. Outside air temperature effect's an LPG tank and must be considered when
using an LPG system. (Figure 2) shows the relationship between pressure and temperature in
a LPG tank at a steady state condition.
10
09
5
Figure 2
With 128 PSIG vapor pressure acting against the

liquid propane the boiling point has been raised
to slightly more than 80 deg. F / 27 deg. C.
Figure 3
NOTE
Vapor pressure inside an LPG tank depends on the ambient air temperature outside the
tank, not the amount of liquid inside the tank. A tank that is " full of liquid propane
at 80 deg. F will contain the same vapor pressure as a tank that is only " full of liquid
propane.
LPG's relative ease of vaporization makes it an excellent fuel for low-rpm engines on start-and-
stop operations. The more readily a fuel vaporizes the more complete combustion will be.
Because propane has a low boiling point (-44F), and is a low carbon fuel, engine life can be
extended due to less cylinder wall wash down and little, if any, carbon build up.
E N G I N E
LPG FUEL TANKS
The two styles of LPG storage containers

available for industrial use and lift truck
applications are portable universal cylinders and
permanently mounted tanks. Portable universal
cylinders are used primarily for off-highway
10 vehicles and are constructed in accordance with

the DOT-TC (United States Department of
Transport - Transport Canada). The cylinders are
09 referred to as universal because they can be
6 mounted in either a vertical or horizontal position
(Figure 4).
Figure 4
NOTE
A 375-psig, relief valve is used on a DOT forklift tank. The relief valve must be replaced
with a new valve after the first 12 years and every 10 years thereafter.
The tank must be discarded if the collar is damaged to the point that it can no longer protect
the valves. It must also be replaced if the foot ring is bent to the point where the tank will not
stand or is easily knocked over.
INSTALLING LPG FUEL TANKS
When installing a tank on a lift truck, the tank must be within the outline of the vehicle to
prevent damage to the valves when maneuvering in tight spaces. Horizontal tanks must be
installed on the saddle that contains an alignment pin, which matches the hole in the collar of
the tank. When the pin is in the hole, the liquid withdrawal tube is positioned to the bottom of
the tank. A common problem is that often these guide-pins are broken off, allowing the tank to
be mounted in any position. This creates two problems. 1). When the liquid withdrawal tube is
exposed to the vapor space, it may give a false indication that the tank is empty, when it
actually is not. 2). The safety relief valve may be immersed in liquid fuel. If for any reason the
valve has to vent, venting liquid can cause a serious safety problem,
! CAUTION
When empty, the tank is exchanged with a pre-filled replacement tank. When exchanging
a tank, safety glasses and gloves should be worn.
E N G I N E
LPG FUEL TANK COMPONENTS
1. Fuel Gauge
2. 80% Stop Bleeder
3. Pressure Relief Valve
4. Service Valve (Tank end male coupling)
5.
6.
7.
Filler Valve
Alignment Pin
Vapor Withdrawal Tube (Only used with Vapor Withdrawal)
10
8. 80% Limiter Tube
09
9. Liquid Withdrawal Tube 7
10. Foot Ring
11. Fuel Level Float
12. Collar
Figure 5
E N G I N E
FUEL GAUGE
In figure 5 a visual fuel gauge is used to show the fuel level in the tank. A mechanical float
mechanism detects the liquid propane level. A magnet on the end of the float shaft moves a
magnetic pointer in the fuel gauge. Some units have an electronic sending unit using a variable
resistor, installed in place of a gauge for remote monitoring of the fuel level. The gauge may
be changed with fuel in the tank. DO NOT REMOVE THE FOUR LARGE FLANGE BOLTS
10 THAT RETAIN THE FLOAT ASSEMBLY, WITH FUEL IN THE TANK!
09 ! WARNING
8 It is not a legal practice to fill the tank through the liquid contents gauge.
In some applications a fixed tube fuel indicator is used in place of a float mechanism. A fixed
tube indicator does not use a gauge and only indicates when the LPG tank is 80% full. The
fixed tube indicator is simply a normally closed valve that is opened during refueling by the
fueling attendant. When opened during refueling and the tanks LPG level is below 80%, a small
amount of vapor will exit the valve. When the LPG tank level reaches 80% liquid propane will
begin exiting the valve in the form of a white mist (Always wear the appropriate protective
apparel when refueling LPG cylinders). In order for this type of gauge to be accurate, the tank
must be positioned properly. When full (80% LPG) the valve is closed by turning the knurled
knob clockwise. Typically a warning label surrounds the fixed tube gauge which reads STOP
FILLING WHEN LIQUID APPEARS.
PRESSURE RELIEF VALVE
A pressure relief valve is installed for safety purposes on all LPG tanks. Portable fuel tank safety
pressure relief valves are a normally closed spring-loaded valve and are calibrated to open at
375 PSIG tank pressure. This will allow propane vapor to escape to the atmosphere. When tank
pressure drops below the preset value the valve closes.
SERVICE VALVE
The service valve is a manually operated valve

using a small hand wheel to open and close the
fuel supply to the service line (fuel supply line).
The service valve installs directly into the tank
and has two main categories, liquid and vapor
service valves. Liquid service valves used on
portable LPG tanks use a 3/8" (3/8" NPT) male
pipe thread on the service valve outlet for
attachment of a quick disconnect coupler.
Figure 6
E N G I N E
An excess flow valve is built into the inlet side of the service valve as a safety device in case
of an accidental opening of the service line or damage to the service valve itself.
The excess flow valve shuts off the flow of liquid propane if the flow rate of the liquid propane
exceeds the maximum flow rate specified by the manufacturer.
! CAUTION
When the tank is in use the service valve should be completely open. If the valve is
partly open, the vehicle may not be getting enough fuel to operate efficiently.
10
In addition to possibly starving the engine for fuel, a partly open valve may restrict the 09
flow enough to prevent the excess flow valve from closing in the event of a ruptured fuel 9
line.
Most liquid service valves have an internal hydrostatic relief valve and are usually labeled
"LIQUID WITH INTERNAL RELIEF". The hydrostatic relief valve protects the fuel service line
between the tank and the lock off from over pressurization. The internal hydrostatic relief valve
has a minimum opening pressure of 375 PSIG and a maximum pressure of 500 PSIG. These
type of relief valves have an advantage over external relief valves because the propane is
returned to the tank in the event of an over pressurization instead of venting the propane to
atmosphere.
QUICK DISCONNECT COUPLING
The liquid withdrawal or service valve on a DOT

tank has male threads and accepts the female
portion of a quick disconnect coupling (Figure 7).
The female portion is adapted to the liquid hose
going to the fuel system. Both halves are
equipped with 100% shutoffs, which open when
coupled together to allow fuel flow. The coupler
has two seals. One is an o-ring and the other
is a flat washer. The o-ring prevents leakage
from the shaft on the other coupling and the flat
washer seals when the coupler is fully
connected.
NOTE
The flat seal and/or the o-ring will sometimes

pop off when disconnecting and slide up the
shaft of the mating connector, causing the
valve not to open when fully mated. The Figure 7
extra washer or o-ring must be removed from
the shaft and the coupling reconnected.
E N G I N E
FILLER VALVE
The liquid filler valve (Figure 8) has a male

thread to receive a fuel nozzle and typically has
a plastic or brass screw on cap that is retained
with a small chain or plastic band to keep debris
out of the filler valve. The filler valve is a one-
10 way flow device that uses two check valves to

allow fuel to enter the tank but prevent it from
exiting. Both check valves are backpressure type
09 check valves, designed so that backpressure
10 from the tank assists the check valves own
spring pressure to close the valve. The first
valve uses a neoprene on metal seal and the Figure 8
second valve uses a metal on metal seal.
A weakness ring is machined into the filler valve just above the check valves and will allow the
filler valve to shear off in case of an accident. The valve will break or shear off above the
check valves so that the tank will be sealed and no liquid propane can escape.
E N G I N E
CHAPTER 2. MI-04 LPG SYSTEM OPERATIONAL

OVERVIEW 2.0L & 2.4L
MI-04 GENERAL DESCRIPTION
Woodward's MI-04 control system is designed to provide a complete, fully integrated solution
that will meet or exceed TIER-2 Large Spark Ignited Engines emission standards established by
10
the California Air Research Board (CARB) and the Environmental Protection Agency (EPA) for 09
2004. The MI-04 is a closed loop system utilizing a catalytic muffler to reduce the emission
11
level in the exhaust gas. In order to obtain maximum effect from the catalyst, an accurate control
of the air fuel ratio is required. A small engine control module (SECM) uses a heated exhaust
gas oxygen sensor (HEGO) in the exhaust system to monitor exhaust gas content.
MI-4 SYSTEM WITH THE N-CA55-500 MIXER
Figure 9
E N G I N E
The SECM makes any necessary corrections to the air fuel ratio by controlling the inlet fuel
pressure to the air/fuel mixer by modulating the fuel trim valve (FTV) connected to the regulator.
Reducing the fuel pressure leans the air/fuel mixture and increasing the fuel pressure enriches
the air/fuel mixture. To calculate any necessary corrections to the air fuel ratio, the SECM uses
a number of different sensors to gain information about the engines performance. Engine speed
is monitored by the SECM through a variable reluctance (VR) sensor. Intake manifold air
temperature and absolute pressure is monitored with a (TMAP) sensor. The MI-04 is a drive by
wire (DBW) system connecting the accelerator pedal to the electronic throttle through the electrical
10 harness, mechanical cables are not used. A throttle position sensor (TPS) monitors throttle
position in relation to the accelerator pedal position sensor (APP) feedback. Even engine coolant
09 temperature and adequate oil pressure is monitored by the SECM. The SECM controller has full
adaptive learning capabilities, allowing it to adapt control function as operating conditions change.
12
Factors such as ambient temperature, fuel variations, ignition component wear, clogged air filter,
and other operating variables are compensated.
Open Loop LP Fuel System
MI-4 Closed Loop LP Fuel System
E N G I N E
MI-04 LP FUEL FILTER
After exiting the fuel tank, liquid propane passes

through a serviceable inline fuel filter to the
electric fuel lock off. (Figure 10) shows a typical
inline type LP fuel filter manufactured by
Century. The primary function of the fuel filter is
to remove particles and sediments that have
found their way into the tank. The LP fuel filter
will not remove heavy end solids and paraffin's
10
that build up in LPG fuel systems as a result of
09
vaporization. 13
Figure 10
MI-04 FUEL LOCK-OFF (ELECTRIC)
The fuel lock-off is a safety shutoff valve,

normally held closed by spring pressure, which
is operated by an electric solenoid and prevents
fuel flow to the regulator/converter when the
engine is not in operation. This is the first of
three safety locks in the MI-04 system.
(Figure 11) shows the electric fuel lock
assembly.
In the MI-04 design, power is supplied to the

fuel lock-off with the SECM controlling the lock-
off ground (earth) connection. Figure 11
The lock-off remains in a normally closed (NC) position until the key switch is activated, this
supplies power to the lock-off and the SECM but will not open the lock-off until the SECM
provides the lock-off ground connection. This design gives the SECM full control of the lock-off
while providing additional safety by closing the fuel lock-off in the unlikely event of a power
failure, wiring failure or module failure.
When the liquid service valve in the fuel container is opened liquid propane flows through the
LP filter and through the service line to the fuel lock-off. Liquid propane enters the lock-off
through the " NPT liquid inlet port and stops with the lock-off in the normally closed position.
When the engine is cranked over the main power relay applies power to the lock-off and the
SECM provides the lock-off ground causing current to flow through the windings of the solenoid
creating a magnetic field. The strength of this magnetic field is sufficient to lift the lock-off valve
off of its seat against spring pressure. When the valve is open liquid propane, at tank pressure,
flows through the lock-off outlet to the pressure regulator/converter. A stall safety shutoff feature
is built into the SECM to close the lock-off in case of a stall condition. The SECM monitors three
engine states. Crank, when the VR sensor detects any engine revolutions. Stall, when the key
is in the ON position but the VR sensor detects no engine revolutions, and the Run state, when
the engine reaches pre-idle RPM. When an operator turns on the key switch the lock-off is opened
but if the operator fails to crank the engine, the SECM will close the lock-off after 5 seconds.
E N G I N E
MI-04 N-2001 REGULATOR/CONVERTER
After passing through the electric fuel lock-off,

liquid propane enters the N-2001 regulator/
converter (Figure 12). The N-2001 functions as
a fuel vaporizer, converting liquid propane to
vapor propane and as a two-stage negative
10 pressure regulator, supplying the correct vapor

propane fuel pressure to the mixer.
09 The regulator is normally closed requiring a

14 vacuum signal (negative pressure) to allow fuel
to flow. This is the second of three safety locks
in the MI-04 system. If the engine stops, vacuum
signal stops and fuel flow will automatically stop
when both the secondary (2nd stage) valve and
the primary (1st stage) valve closes. Unlike most
other regulator/converters, the N-2001 primary
valve closes with fuel pressure rather than
against pressure, extending primary seat life and
adding additional safety.
Liquid propane must be converted into a

gaseous form in order to be used as a fuel for Figure 12
the engine.
When the regulator receives the desired vacuum signal it allows propane to flow to the mixer.
As the propane flows through the regulator the pressure is reduced in two stages from tank
pressure to slightly less than atmospheric pressure. As the pressure of the propane is reduced
the liquid propane vaporizes and refrigeration occurs inside the regulator due to the large
temperature drop inside the regulator from the vaporization of liquid propane. To replace heat
lost to vaporization, engine coolant is supplied by the engine driven water pump and pumped
through the regulator. Heat provided by this coolant is transferred through to the fuel vaporization
chamber.
N-2001 Heat Transfer Chamber

(Figure 13) shows the heat chamber and the
coolant passage in the N-2001.
Figure 13
E N G I N E
N-2001 THEORY OF OPERATION
N-2001 Cutaway View
10
09
15
Figure 14
Liquid propane, at tank pressure, enters the N-2001 through the fuel inlet port (1). Propane
liquid then flows through the primary valve (2). The primary valve located at the inlet of the
expansion chamber (3), is controlled by the primary diaphragm (4), which reacts to vapor pressure
inside the expansion chamber. Two springs are used to apply force on the primary diaphragm
in the primary diaphragm chamber (5), keeping the primary valve open when no fuel pressure
is present.
A small port connects the expansion chamber to the primary diaphragm chamber. At the outlet
of the expansion chamber is the secondary valve (6). The secondary valve is held close by the
secondary spring on the secondary valve lever (7). The secondary diaphragm controls the
secondary lever. When the pressure in the expansion chamber reaches 1.5 psi it causes a
pressure/force imbalance across the primary diaphragm (8). This force is greater than the primary
diaphragm spring pressure and will cause the diaphragm to close the primary valve.
Since the fuel pressure has been reduced from tank pressure to 1.5 psi the liquid propane
vaporizes. As the propane vaporizes it takes on heat from the expansion chamber. This heat
is replaced by engine coolant, which is pumped through the coolant passage of the regulator.
At this point vapor propane will not flow past the expansion chamber of the regulator until the
secondary valve is opened. To open the secondary valve a negative pressure signal must be
received from the air/fuel mixer. When the engine is cranking or running a negative pressure
signal (vacuum) travels through the vapor fuel outlet connection of the regulator (9), which is
the regulator secondary chamber, and the vapor fuel inlet of the mixer. The negative pressure
in the secondary chamber causes a pressure/force imbalance on the secondary diaphragm, which
overcomes the secondary spring force, opening the secondary valve and allowing vapor propane
to flow out of the expansion chamber, through the secondary chamber to the mixer.
E N G I N E
Because vapor propane has now left the expansion chamber, the pressure in the chamber will
drop, causing the primary diaphragm spring force to re-open the primary valve allowing liquid
propane to enter the regulator, and the entire process starts again. This creates a balanced
condition between the primary and secondary chambers allowing for a constant flow of fuel to
the mixer as long as the demand from the engine is present. The fuel flow is maintained at a
constant output pressure, due to the calibrated secondary spring. The amount of fuel flowing will
vary depending on how far the secondary valve opens in response to the negative pressure
signal generated by the air/fuel mixer. The strength of that negative pressure signal developed
10 by the mixer is directly related to the amount of air flowing through the mixer into the engine.
With this process, the larger the quantity of air flowing into the engine, the larger the amount
09 of fuel flowing to the mixer.
16
MI-04 (N-CA55-500TR MIXER)
Vapor propane fuel is supplied to the N-CA55-

500TR mixer by the N-2001 pressure
regulator/converter. The N-CA55-500TR mixer
uses a piston type air valve assembly to operate
a gas-metering valve inside the mixer. The gas-
metering valve is normally closed, requiring a
negative pressure (vacuum) signal from a
cranking or running engine to open. This is the
third of the three safety locks in the MI-04
system. If the engine stops or is turned off, the
air valve assembly closes the gas-metering
valve, stopping fuel flow past the mixer. The
gas-metering valve controls the amount of fuel
to be mixed with the incoming air at the proper
ratio. The air/fuel mixture then travels past the
throttle, through the intake manifold and into the Figure 15
engine cylinders where it is compressed, ignited
and burned.
(Figure 16) shows the N-CA55-500TR mixer

installed with the electronic throttle.
Figure 16
E N G I N E
N-CA55-500-TR AIR/FUEL MIXER THEORY OF OPERATION
The air/fuel mixer is mounted in the intake air

stream between the air cleaner and the throttle.
The design of the main body incorporates a
cylindrical bore or mixer bore, fuel inlet (1) and
a gas discharge jet (2). In the center of the main
body is the air valve assembly, which is made
up of the piston air valve (3), the gas-metering
valve (4), and air valve sealing ring (5), air valve
10
spring (6) and the check valve plate (7). The
09
gas-metering valve is permanently mounted to 17
the piston air valve with a face seal mounted
between the two parts.
When the engine is not running this face seal

creates a seal against the gas discharge jet, Figure 17
preventing fuel flow with the aid (upward force)
of the air valve spring. The outer surface of the
piston air valve forms the venturi section of the
mixer while the inner portion of the piston is
hollow and forms the air valve vacuum chamber.
The check valve plate seals off the bottom of
the air valve vacuum (AVV) chamber and the air
valve sealing ring seals the top portion of the
AVV chamber as the piston moves against the
air valve spring.
When the engine is cranked over it begins to

draw in air, creating a negative pressure signal.
This negative pressure signal is transmitted Figure 18
through a port in the check valve plate to the
AVV chamber.
A pressure/force imbalance begins to build across the air valve piston between the AVV chamber
(below the piston) and atmospheric pressure above the piston. Approximately 6" W.C. (Water
Column) of negative pressure is required to overcome the air valve spring force and push the
air valve assembly (piston) downward off the valve seat. Approximately 24" W.C. pushes the
valve assembly to the bottom of its travel in the full open position.
The amount of negative pressure generated is a direct result of throttle position and the amount
of air flowing through the mixer to the engine. At low engine speeds, low AVV causes the piston
air valve to move downward a small amount, creating a small venturi. At high engine speeds,
high AVV causes the air valve piston to move much farther creating a large venturi. The variable
venturi air/fuel mixer constantly matches venturi size to engine demand. To prevent engine
reversion pulses, commonly encountered in small displacement engines, from having an effect
on the piston AVV chamber, a check valve is incorporated on the check valve plate control port
to the AVV chamber. The check valve is held open with gravity and remains open with any
negative pressure signal from the engine.
E N G I N E
If a reverse pressure pulse, caused by engine reversion, travels up the intake manifold toward
the mixer it will close the check valve for the duration of the pulse, preventing the pulse from
entering the AVV chamber.
N-CA55-500TR
A main mixture adjustment valve on the fuel inlet
of the N-CA55-500TR is not used in the MI-04
10 system, however an idle mixture adjustment is

incorporated into the mixer (Figure 19). The idle
mixture adjustment is an air bypass port,
09 adjusting the screw all the way in, blocks off the
18 port and enriches the idle mixture. Backing out
the idle adjustment screw opens the port and
leans the idle mixture. The idle mixture screw is
a nylon type screw that is factory set with a
tamper resistant cap installed after adjustment.
Accurate adjustment of the idle mixture can only
be accomplished by adjusting for a specific fuel
trim valve (FTV) duty cycle with the service tool
software, and should be only be adjusted by
trained service technicians. Figure 19
MI-04 ELECTRONIC THROTTLE
Conventional throttle systems rely on mechanical linkage to control the throttle valve. To meet
fluctuating engine demands a conventional system will typically include throttle valve actuators
designed to readjust the throttle valve opening in response to engine demand, together with idle
control actuators or idle air bypass valves.
In contrast, the MI-04 system uses electronic

throttle control (ETC). The SECM controls the
throttle valve based on engine RPM, engine
load, and information received from the foot
pedal. Two mutually opposed potentiometers on
the foot pedal assembly monitor accelerator
pedal travel. The electronic throttle used in the
MI-04 system is a Bosch 32mm Electronic
Throttle Body DV-E5 (Figure 20). The DV-E5 is
a single unit assembly, which includes the
throttle valve, throttle-valve actuator (DC motor)
and the throttle position sensor (TPS) (Figure Figure 20
21).
The SECM calculates the correct throttle valve opening that corresponds to the driver's demand,
makes any adjustments needed for adaptation to the engine's current operating conditions and
then generates a corresponding electrical (driver) signal to the throttle-valve actuator.
E N G I N E
In place of a dual TPS design (TPS1 and TPS2), the SECM calculates correct throttle position
(Predicted TPS) based on RPM and MAP and compares this to the actual throttle position,
based on TPS1. The SECM continuously checks and monitors all sensors and calculations that
effect throttle valve position whenever the engine is running. If any malfunctions are encountered,
the SECM's initial response is to revert to redundant sensors and calculated data. If no redundant
signal is available or calculated data cannot solve the malfunction, the SECM will drive the
system into one of it's limp-home modes or shut the engine down, storing the appropriate fault
information in the SECM.
There are multiple limp-home modes available with ETC. 1. If the throttle itself is suspected of
10
being inoperable, the SECM will remove the power to the throttle motor. When the power is 09
removed, the throttle blade returns to its "default" position, approximately 7% open. 2. If the
19
SECM can still control the throttle but some other part of the system is suspected of failure,
the SECM will enter a "Reduced Power" mode. In this mode, the power output of the engine
is limited by reducing the maximum throttle position allowed. 3. In some cases, the SECM will
shut the engine down. This is accomplished by stopping ignition, turning off the fuel, and disabling
the throttle.
Bosch 32mm Electronic Throttle Body DV-E5

Picture courtesy of Robert Bosch GmbH
Figure 21
E N G I N E
MI-04 FUEL TRIM VALVE
The Fuel Trim Valve (FTV) is a two-way electric

solenoid valve and is controlled by a pulse width
modulated (PWM) signal provided by the SECM.
The FTV is used to bias the output fuel pressure
on the LPG regulator/converter (N-2001), by
10 metering air valve vacuum (AVV) into the

atmospheric side of the N-2001 secondary
regulator diaphragm. An orifice balance line
09 connected to the air inlet side of the mixer
20 provides atmospheric reference to the N-2001
when the FTV is closed. The SECM uses
feedback voltage from the O2 sensor to
determine the amount of bias needed to the
regulator/converter.
In normal operation the N2001 maintains fuel flow at a constant output pressure, due to the
calibrated secondary spring. The amount of fuel flowing from the N2001 will vary depending on
how far the secondary diaphragm opens the secondary valve in response to the negative
pressure signal generated by the air/fuel mixer. One side of the N2001 secondary diaphragm is
referenced to atmospheric pressure while the other side of the diaphragm reacts to the negative
pressure signal from the mixer. If the pressure on the atmospheric side of the N2001 secondary
diaphragm is reduced, the diaphragm will close the secondary valve until a balance condition
exists across the diaphragm, reducing fuel flow and leaning the air/fuel mixture.
A branch-tee fitting is installed in the atmospheric vent port of the N2001 with one side of the
branch-tee connected to the intake side of the mixer forming the balance line and referencing
atmospheric pressure. The other side of the branch-tee fitting connects to the FTV inlet (small
housing side). The FTV outlet (large housing connector side) connects to the AVV port. When
the FTV is open AVV is sent to the atmospheric side of the N2001 secondary diaphragm, which
lowers the reference pressure, closing the N2001 secondary valve and leaning the air/fuel mixture.
The MI-04 system is calibrated to run rich
without the FTV. By modulating (pulsing) the
FTV the SECM can control the amount of AVV
applied to the N2001 secondary diaphragm.
Increasing the amount of times the FTV opens
(modulation or duty cycle) causes the air/fuel
mixture to become leaner; decreasing the
modulation (duty cycle) enriches the mixture.
(Figure 22) shows the Fuel Trim Valve

connected in the MI-04 system.
Figure 22
E N G I N E
HEATED EXHAUST GAS OXYGEN SENSOR (HEGO)
The HEGO sensor (Figure 24) installed in the

exhaust manifold before the catalytic muffler is
a basic zirconium type oxygen sensor comprised
of a hollow cone-shaped internal element made
of zirconium dioxide (ZrO2, a ceramic material),
which is coated with a thin layer of micro-porous
platinum. The outer layer is exposed to the
exhaust stream, while the inner layer is vented
10
to the atmosphere and attached to a wire that
09
runs to the SECM. It operates like a galvanic 21
cell with the zirconium dioxide acting as the
electrolyte and the platinum layers serving as Figure 24
electrodes.
Once the ZrO2 reaches approximately 600 deg. F., it becomes electrically conductive and attracts
negatively charged ions of oxygen. These ions collect on the inner and outer platinum surfaces.
Naturally, there's more oxygen in plain air than in exhaust, so the inner electrode will always
collect more ions than the outer electrode, and this causes a voltage potential for electrons to
flow. The concentration of oxygen in the exhaust stream determines the number of ions on the
outer electrode, hence the amount of voltage produced. If the engine is running rich, little oxygen
will be present in the exhaust, few ions will attach to the outer electrode, and voltage output
will be relatively high. In a lean situation, more oxygen will be present, and that translates into
more ions on the outer electrode, a smaller electrical potential, and less voltage. In order for
the sensor to conduct and create an electrical signal below 600 deg. F., a heated element is
added to the sensor housing. Two wires provide the necessary 12VDC and ground signal for
the heater element. A fourth wire provides an independent ground for the sensor.
The HEGO stoichiometric air/fuel ratio voltage target is approximately 500mV and changes slightly
as a function of speed and load. When the HEGO sensor sends a voltage signal less than
500mV the SECM interprets the air/fuel mixture to be lean. The SECM then decreases the duty
cycle of the FTV lowering the amount of air valve vacuum (AVV) acting on the atmospheric
side of the N2001 secondary diaphragm, increasing the regulator vapor propane output to richen
the air/fuel mixture. The opposite is true if the SECM receives a voltage signal above 500mV
from the HEGO. The air/fuel mixture would then be interpreted as being too rich and the SECM
would increase the duty cycle of the FTV.
! CAUTION
The HEGO sensor used is calibrated to work with the MI-04 system. Using alternate
sensors may impact drivability and the ability of the system to diagnose rich and lean
conditions.
E N G I N E
MI-04 SECM (GENERAL DESCRIPTION)
The Woodward Small Engine Control Module

(SECM) controller has full authority over spark,
fuel and air. Utilizing Motorola's HCS12 micro
controller, the SECM has 24 pins of I/O and is
fully waterproof and shock hardened (Figure 23).
10 To optimize engine performance and drivability,

the SECM uses several sensors for closed loop
feedback information. These sensors are used
09 by the SECM for closed loop control in three
22 main categories:
Fuel Management
Load/Speed Management
Ignition Management
The SECM monitors system parameters and Figure 23

stores any out of range conditions or
malfunctions as faults in SECM memory.
Engine run hours are also stored in memory. Stored fault codes can be displayed on the
Malfunction Indicator Light (MIL) as flash codes or read by the MI-04 Service Tool software
through a CAN (Controller Area Network) communication link.
Battery power (12 VDC) is supplied through the fuse block to the main power relay. The ignition
key switch is used to energize the main power relay. A main power relay supplies 12 VDC
power to the SECM, the heated element of the oxygen sensor, Fuel Lock-Off, Fuel Trim Valve
(FTV) and the Smart Coil. The SECM supplies positive voltage to the electronic throttle actuator,
oil pressure switch and the coolant temperature sensor. Transducer or sensor power (+5 VDC)
is regulated by the SECM and supplied to the Temperature/Manifold Air Pressure Sensor (TMAP),
Throttle Position Sensor (TPS), and the Accelerator Pedal Position Sensors (APP1 & APP2).
The SECM provides a constant voltage (VCC) to the Smart Coil Driver, transducer ground for
the all sensors, and a low side driver signal controlling the fuel lock-off, MIL and FTV.
MI-04 SECM (FUEL MANAGEMENT)
During engine cranking at startup, the SECM provides a low side driver signal to the fuel lock-
off, which opens the lock-off allowing liquid propane to flow to the N2001 regulator. A stall safety
shutoff feature is built into the SECM to close the lock-off in case of a stall condition. The
SECM monitors three engine states. Crank, when the VR sensor detects any engine revolutions.
Stall, when the key is in the ON position but the VR sensor detects no engine revolutions, and
the Run state, when the engine reaches pre-idle RPM. When an operator turns on the key
switch the lock-off is opened but if the operator fails to crank the engine, the SECM will close
the lock-off after 5 seconds.
To maintain proper exhaust emission levels, the SECM uses a heated exhaust gas oxygen
sensor (HEGO) mounted before the catalyst, to measure exhaust gas content in the LP gas
system. Engine speed is monitored by the SECM through a variable reluctance (VR) sensor.
E N G I N E
Intake manifold air temperature and absolute pressure is monitored with a (TMAP) sensor. The
HEGO voltage is converted to an air fuel ratio value. This value is then compared to a target
value in the SECM. The target value is based on optimizing catalyst efficiency for a given load
and speed. The SECM then calculates any corrections that need to be made to the air fuel
ratio.
The system operates in open loop fuel control until the engine has done a certain amount of
work. This ensures that the engine and HEGO are sufficiently warmed up to stay in control. In
open loop control, the FTV duty cycle is based on engine speed and load. Once the HEGO
reaches operating temperature the fuel management is in closed loop control for all steady state
10
conditions, from idle through full throttle. In closed loop mode, the FTV duty cycle is based on 09
feedback from the HEGO sensor. In order to handle transient loads, engine RPM and load is
23
compared to a threshold used by the SECM. When this threshold is exceeded, the FTV duty
cycle will be set to a Feed Forward Adaptive value.
The SECM then makes any necessary corrections to the air fuel ratio by controlling the inlet
fuel pressure to the air/fuel mixer Reducing the fuel pressure leans the air/fuel mixture and
increasing the fuel pressure enriches the air/fuel mixture. Control is achieved by modulating the
fuel trim
CATALYTIC MUFFLER
All exhaust gases pass through a catalytic converter that is mounted on the exhaust pipe. It
filters these gases through a dense honeycomb structure coated with precious metals such as
platinum, palladium, and rhodium. Chemical reactions occur on these surfaces to convert the
pollutants into less harmful gases. Catalytic converters store oxygen on lean mixtures (less than
optimal amount of fuel) and release oxygen on rich mixtures (more than optimal amount of fuel).
The primary pollutant produced on the lean swing is nitrous oxide. Oxygen is removed from
nitrous oxide by the converter, resulting in nitrogen gas, a harmless emission. On the rich cycle,
the primary pollutant is carbon monoxide. By adding the oxygen that was stored on the lean
cycle to the carbon monoxide, carbon dioxide is produced.
Oxidation and Reduction Process
Figure 25
E N G I N E
Inside the catalytic muffler is a three-way catalyst as well as sound dampening and spark
arresting features. The three-way catalyst section consists of a honeycomb coated with a mixture
of platinum, palladium and rhodium. As engine exhaust gases flow through the converter
passageways, they contact the coated surface, which initiate the catalytic process. The reduction
catalyst is the first stage of the catalytic converter. It uses platinum and rhodium to help reduce
the NOx emissions. The oxidation catalyst is the second stage of the catalytic converter. It
reduces the unburned hydrocarbons and carbon monoxide by burning (oxidizing) them over a
platinum and palladium catalyst. Cerium is also used to promote oxygen storage and improve
10 oxidation efficiency.
09 As exhaust and catalyst temperatures rise the following reaction occurs:

Oxides of nitrogen (NOx) are reduced into simple nitrogen (N2) and carbon dioxide (CO2).
24
Hydrocarbons (HC) and carbon monoxide (CO) are oxidized to create water (H2O) and carbon
dioxide (CO2).
The third stage is the MI-04 control system that

monitors the exhaust stream, and uses this
information to control the air/fuel mixture. By
using the signal from the HEGO the SECM can
increase or decrease the amount of oxygen in
the exhaust by modulating the FTV and
adjusting the air/fuel ratio. This control scheme
allows the SECM to make sure that the engine
is running at close to the stoichiometric point,
and also to make sure that there is enough
oxygen in the exhaust to allow the oxidization
catalyst to burn the unburned hydrocarbons and
CO.
MI-04 SECM (LOAD/SPEED MANAGEMENT)
Drive by wire refers to the fact that the MI-04

control system has no throttle cable from the
foot pedal (Figure 26) to the throttle body.
Instead, the SECM is electronically connected
both to the foot pedal assembly and the throttle
body. The SECM monitors the foot pedal
position and controls the throttle plate by driving
a dc motor connected to the throttle. The dc
motor actuates the throttle plate to correspond
to the foot pedal position when the operator
depresses the pedal.
The use of electronic throttle control (ETC) Figure 26
ensures that the engine only receives the correct
amount of throttle opening for any given
situation, greatly improving idle quality and
drivability.
E N G I N E
A Throttle Position Sensor (TPS), (Figure 27)

which is integral to the Drive By Wire (DBW)
throttle assembly, provides feedback for position
control by monitoring the exact position of the
throttle valve.
NOTE
The DV-E5 is not a serviceable assembly. If

the TPS sensor fails, the assembly should be
10
replaced. 09
25
Figure 27
SECM self-calibration and "cross checking" of

the TPS is accomplished by comparing the TPS
signal to a calculated throttle position in the
SECM software (Predicted TPS). In addition to
the throttle position sensor, a Temperature/
Manifold Air Pressure Sensor (TMAP) is used to
monitor intake manifold temperature and
pressure (Figure 28). This enables the SECM full
control capabilities monitoring actual airflow in
relationship to desired airflow. Figure 28
The TMAP sensor is a single unit incorporating
both intake manifold temperature and manifold
pressure measurement.
The MI-04 system also performs minimum (min) and maximum (max) governing through the
SECM and DBW throttle. For min governing, or idle speed control, the idle speed is fixed by
the SECM. Unlike a mechanical system, the idle speed is not adjustable by the end user. The
idle speed is adjusted by the SECM based on engine coolant temperature. At these low engine
speeds, the SECM uses spark and throttle to maintain a constant speed regardless of load.
E N G I N E
The MI-04 system eliminates the need for air velocity governors. This substantially increases the
peak torque and power available for a given system as shown in (Figure 29). When the engine
speed reaches the max governing point the speed is controlled by closing the DBW throttle.
Using the DBW throttle as the primary engine speed control allows for a smooth transition into
and out of the governor. If speed exceeds this max governing point, spark is interrupted to
attempt to bring the speed back to a point that can be controlled by throttle alone. If over speed
is detected multiple times, the engine is shutdown.
10
09
26
Figure 29
E N G I N E
DBW FLOW DIAGRAM
10
09
27
Figure 30
(Figure 30) describes the signal flow process of the MI-04 DBW section. The foot pedal assembly
uses two potentiometers to detect pedal position. These two signals, accelerator pedal position
1 (APP1) and accelerator pedal position 2 (APP2) are sent directly to the SECM. The SECM
uses a series of algorithms to self calibrate and cross check the signals from the pedal assembly.
A demand position for the throttle will then be derived and sent to the throttle as a throttle
position sensor demand (TPSd). The signal will be processed through a PID (Proportional,
Integral, Derivative) controller in the SECM to achieve the appropriate motor-current response
then passed to the throttle. The throttle moves to the commanded position and provides a
feedback signal from the throttle position sensor (TPS) to the SECM.
E N G I N E
MI-04 IGNITION MANAGEMENT
In the normal course of events, with the engine operating at the correct temperature in defined
conditions, the SECM will use load and engine speed to derive the correct ignition timing. In
addition to load and speed there are other circumstances under which the SECM may need to
vary the ignition timing, including low engine coolant temperature, air temperature, start-up, idle
speed control.
10 VR SENSOR
09
28
A Variable Reluctance sensor (Figure 31) is an
electromagnetic device consisting of a permanent
magnet surrounded by a winding of wire. The
sensor is used in conjunction with a ferrous
signal rotor on the distributor shaft. The signal
rotor has four lobes, one for each cylinder.
Rotation of the signal rotor near the tip of the
sensor changes the magnetic flux, creating an
analog voltage signal in the sensor coil.
The MI-04 system is capable of operating with
either a distributor based ignition system or a
distributor less ignition system. The current Figure 31
application uses a distributor based ignition
system.
The distributor will have no internal advance mechanisms giving the SECM consistent authority
over ignition timing. The spark is sent to the appropriate cylinder in the conventional way via
the rotor arm and spark plug wires. The SECM uses the signal from the VR (Variable Reluctance)
sensor in the distributor to determine the engine position and RPM at any time. It uses this
information together with the information from the TPS sensor and TMAP to calculate the
appropriate ignition timing settings for the "smart coil".
The MI-04 system uses a single coil, which
incorporates the ignition driver circuitry inside the
coil itself. The SECM signals the "smart coil"
when to begin its dwell cycle then the coil waits
for the trigger signal from the SECM.
The "smart coil" eliminates the need for a driver
circuit inside the SECM or externally from the
coil. Using a single VR sensor and "smart coil"
eliminates multiple sensors and coil packs used
in more complex ignition systems.
E N G I N E
CHAPTER 3. MI- 4 MAINTENANCE SCHEDULE
RECOMMENDED MAINTENANCE SCHEDULE
Suggested maintenance requirements for an engine equipped with an MI-04 fuel system are
contained in this section. The owner should, however, develop his own maintenance schedule
using the requirements listed in this section and any other requirements listed by the engine
manufacturer.
10
09
TEST FUEL SYSTEM FOR LEAKS 29
Obtain a leak check squirt bottle or pump spray

bottle.
Fill the bottle with an approved leak check
solution.
Spray a generous amount of the solution on the
fuel system fuel lines and connections, starting at
the storage container.
Wait approximately 15-60 seconds then perform
a visual inspection of the fuel system. Leaks will
cause the solution to bubble.
Repair any leaks before continuing.
Crank the engine through several revolutions. This will energize the fuel lock-off and allow
fuel to flow to the pressure regulator/converter. Apply additional leak check solution to the
regulator/converter fuel connections and housing. Repeat leak inspection as listed above.
Repair any fuel leaks before continuing.
INSPECT ENGINE FOR FLUID LEAKS
Start the engine and allow it to reach operating temperatures.

Turn the engine off.
Inspect the entire engine for oil and/or coolant leaks.
Repair as necessary before continuing.
INSPECT VACUUM LINES AND FITTINGS
Visually inspect vacuum lines and fittings for physical damage such as brittleness, cracks and
kinks. Repair/replace as required.
Solvent or oil damage may cause vacuum lines to become soft resulting in a collapsed line
while the engine is running.
If abnormally soft lines are detected, replace as necessary.
E N G I N E
INSPECT ELECTRICAL SYSTEM
Check for loose, dirty or damaged connectors and wires on the harness including: Fuel lock-
off, TMAP sensor, O2 sensor, Electronic throttle, Control Relays, Fuel Trim Valve, Foot Pedal,
and Distributor sensor.
Repair and/or replace as necessary.
10 INSPECT FOOT PEDAL OPERATION
Verify foot pedal travel is smooth without sticking.

09
30
CHECK COOLANT LEVEL
The items below are a general guideline for system checks. Refer to the engine manufacturers
specific recommendations for proper procedures.
Engine must be off and cold.
! WARNING
NEVER REMOVE THE PRESSURE CAP ON A HOT ENGINE.
The coolant level should be equal to the "COLD" mark on the coolant recovery tank.
Add approve coolant to the specified level if the system is low.
INSPECT COOLANT HOSES
Visually inspect coolant hoses and clamps. Remember to check the two coolant lines that
connect to the pressure regulator/converter.
Replace any hose that shows signs of swelling, cracking, abrasion or deterioration.
INSPECT BATTERY SYSTEM
Clean battery outer surfaces with a mixture of baking soda and water.
Inspect battery outer surfaces for damage and replace as necessary.
Remove battery cable and clean, repair and/or replace as necessary.
INSPECT IGNITION SYSTEM
Remove and inspect the spark plugs. Replace as required.

Test secondary wires with an Ohmmeter. If maximum resistance is exceeded, repair and/or
replace.
Remove distributor cap and perform visual inspection. Replace cap and rotor if corrosion is
found on the contacts.
Inspect the ignition coil for cracks and heat deterioration. Visually inspect the coil heat sink
fins. If any fins are broken replace as required.
E N G I N E
REPLACE SPARK PLUGS
Using a gentle twisting motion remove the high voltage leads from the spark plugs. Replace
any damaged leads.
Remove the spark plugs.
Gap the new spark plugs to the proper specifications.
Apply anti-seize compound to the spark plug threads and install.
! CAUTION 10
DO NOT OVERTIGHTEN THE SPARK PLUGS. 09
31
Re-install the high voltage leads.
REPLACE LP FUEL FILTER ELEMENT
Park the lift truck in an authorized refueling area with the forks lowered, parking brake applied
and the transmission in Neutral.
1. Close the fuel shutoff valve on the LP-Fuel tank. Run the engine until the fuel in the system
runs out and the engine stops.
2. Turn off the ignition switch.
3. Scribe a line across the filter housing covers, which will be used for alignment purposes
when re-installing the filter cover.
E N G I N E
4. Remove the cover retaining screws (1).
10
09
32
5. Remove top cover (2), magnet (3), spring (4), and filter element (7) from bottom cover (5).
6. Replace the filter element (7).
7. Check bottom cover O-ring seal (6) for damage. Replace if necessary.
8. Re-assemble the filter assembly aligning the scribe lines on the top and bottom covers.
9. Install the cover retaining screws, tightening the screws in an opposite sequence across the
cover.
10. Open the fuel valve by slowly turning the valve counterclockwise.
11. Crank the engine several revolutions to open the fuel lock-off. DO NOT START THE
ENGINE. Turn the ignition key switch to the off position.
12. Check the filter housing, fuel lines and fittings for leaks. Repair as necessary.
TESTING FUEL LOCK-OFF OPERATION
Start engine.
Locate the electrical connector for the fuel lock (A).
Disconnect the electrical connector.
The engine should run out of fuel and stop within a short period of time.
Turn the ignition key switch off and re-connect the fuel lock-off connector.
NOTE
The length of time the engine runs on trapped fuel vapor increases with any increase in
distance between the fuel lock-off and the pressure regulator/converter.
E N G I N E
10
09
33
PRESSURE REGULATOR/CONVERTER TESTING AND INSPECTION
Visually inspect the pressure regulator/converter (B) housing for coolant leaks. Refer to the
pressure regulator/converter section of the service manual if maintenance is required.
NOTE
For pressure testing and internal inspection of the pressure regulator/converter, refer to
the pressure regulator/converter section of the service manual.
FUEL TRIM VALVE INSPECTION (FTV)
Visually inspect the Fuel trim valve (C) for abrasions or cracking. Replace as necessary.
To ensure the valve is not leaking a blow-by test can be performed.
1. With the engine off, disconnect the electrical connector to the FTV.
2. Disconnect the vacuum line from the FTV to the pressure regulator/converter, at the
converter's tee connection.
3. Lightly blow through the vacuum line connected to the FTV. Air should not pass through
the FTV when de-energized. If air leaks past the FTV when de-energized replace the FTV.
E N G I N E
INSPECT AIR/FUEL VALVE MIXER ASSEMBLY
Refer to the LP mixer (G) section of the service manual for procedures.
INSPECT FOR INTAKE LEAKS
Visually inspect the intake manifold, throttle assembly (D), and manifold adapters (E), for
10 looseness and leaks. Repair as necessary.
09 INSPECT THROTTLE ASSEMBLY

34
Visually inspect the throttle assembly motor housing for coking, cracks and missing cover-
retaining clips. Repair and/or replace as necessary.
NOTE
Refer to the LP mixer and throttle section of the service manual for procedures on
removing the mixer and inspecting the throttle plate.
CHECKING THE TMAP SENSOR
Verify that the TMAP sensor (F) is mounted tightly into the manifold adapter (E), with no
leakage.
If the TMAP is found to be loose, remove the TMAP retaining screw and the TMAP sensor
from the manifold adapter.
Visually inspect the TMAP O-ring seal for damage. Replace as necessary.
Apply a thin coat of an approved silicon lubricant to the TMAP o-ring seal.
Re-install the TMAP sensor into the manifold adapter and securely tighten the retaining screw.
INSPECT ENGINE FOR EXHAUST LEAKS
Start the engine and allow it to reach operating temperatures.

Perform visual inspection of exhaust system.
Repair any/all leaks found.
E N G I N E
MAINTENANCE SCHEDULE
CHECK POINT Interval Hours

Daily Every Every Every Every Every Every
250 500 1000 1500 2600 4500
Hours or Hours or Hours or Hours or Hours or Hours or
General Maintenance Section

a month 3 months 6 months 9 months a year 18 months
10
Test Fuel System for
Prior to any service or maintenance activity
09
Leaks 35
Inspect engine for fluid
X
leaks
Inspect all vacuum lines
X
and fittings
Inspect electrical system-
check for loose, dirty,
X
or damaged wires and
connections
Inspect all fuel fittings
X
and hoses
Inspect foot pedal travel
X
and operation
Engine Coolant Section
Check Coolant Level X
Inspect coolant hoses and
fittings for leaks, cracks, X
swelling, or deterioration
Engine Ignition Section
Inspect battery for damage
X
and corroded cables
Inspect ignition system X
Replace spark plugs X
Fuel Lock-Off/Filter Section
Replace LP fuel filter
X
element
Inspect lock-off and fuel
X
filter for leaks
Ensure lock-off stops fuel
X
flow when engine is off
E N G I N E
CHECK POINT Interval Hours

Daily Every Every Every Every Every Every
250 500 1000 1500 2600 4500
Hours or Hours or Hours or Hours or Hours or Hours or
a month 3 months 6 months 9 months a year 18 months
Pressure Regulator/Converter Section
10 Test regulator pressures

Inspect pressure regulator
X
X
vapor hose for deposit build-up
09
36 Inspect regulator assembly
X
for fuel/coolant leaks
Fuel Trim Valve Section
Inspect valve housing for
X
wear, cracks or deterioration
Ensure valve seals in the
X
closed position when the
engine is off
Carburetor Section
Check air filter indicator X
Check for air leaks in the
X
filter system
Inspect air/fuel valve
X
mixer assembly
Inspect air/fuel mixer
X
assembly throat
Check for vacuum leaks in
the intake system including
X
manifold adapter and
mixer to throttle adapter
Inspect throttle assembly X
Inspect air filter X
Replace air filter element X
Check TMAP sensor for
X
tightness and leaks
Exhaust & Emission Section
Inspect engine for exhaust
X
leaks
Replace Oxygen Sensor X
Replace PCV Valve and
X
breather element
E N G I N E
CHAPTER 4. MI-04 LP BASIC TROUBLESHOOTING
BASIC TROUBLESHOOTING
The MI-04 systems are equipped with built-in fault diagnostics. Detected system faults can be
displayed by the Malfunction Indicator Lamp (MIL) and are covered in the Advanced Diagnostics
section. Items such as fuel level, plugged fuel lines, clogged fuel filters and malfunctioning
pressure regulators may not set a fault code by the Small Engine Control Module (SECM).
10
Below are basic checks that should be made before referring to the Advanced Diagnostics 09
section, if engine or drivability problems are encountered.
37
Locating a problem in a propane engine is done exactly the same way as with a gasoline
engine. Consider all parts of the ignition and mechanical systems as well as the fuel system.
Problem Probable Cause Corrective Action
Engine Cranking but Fuel container empty Fill fuel container

Will Not Start Do not exceed 80% of liquid capacity
Liquid valve closed Slowly open liquid valve
Excess flow valve closed Reset excess flow valve
Close liquid valve
Wait for a "click" sound
Slowly open liquid valve
Plugged fuel line Remove obstruction from the fuel line
Close liquid fuel valve
Using caution, disconnect the fuel line
(some propane may escape)
Clear obstruction with compressed air
Re-connect fuel line
Slowly open liquid fuel valve
Leak test
Clogged fuel filter Repair/replace as required

See Section 3 Fuel Filter replacement
Faulty vapor connection Check connection

between the pressure Verify no holes in hose
regulator/converter and Clamps must be tight
the mixer Look for kinked, pinched and/or collapsed
hose
Fuel Lock-off malfunction Repair/replace Fuel Lock-off

See Chapter 3 Fuel Lock-off
Pressure regulator/ Test pressure regulator/converter operation
converter malfunction See Chapter 9 Tests and Adjustments
Incorrect air/fuel or See Chapter 5 Advanced Diagnostics

ignition/spark control
E N G I N E
Engine Cranking but No VR Sensor Signal Verify the VR signal is present

Will Not Start See Chapter 5 Advanced Diagnostics
Difficult to Start Fuel container almost LPG Vapor from liquid outlet
empty Fill fuel container
Do not exceed 80% of liquid capacity
10 Excess flow valve closed Reset excess flow valve

Close liquid valve
Wait for a "click" sound Slowly open
09 liquid valve
38
See Chapter 3 Fuel Filter replacement
Slowly open liquid fuel valve
Leak test

hose
Pressure regulator Test pressure regulator/converter operation

/converter malfunction See Chapter 9 Tests and Adjustments
Fuel container almost LPG Vapor from liquid outlet

Air filter clogged Check air filter

Clean/replace as required
Incorrect air/fuel or See Chapter 5 Advanced Diagnostics

ignition control
Engine Mechanical See Engine Manufacturers Service Manual
Fuel container almost LPG Vapor from liquid outlet

Will Not Run
Continuously

Close liquid valve
liquid valve
E N G I N E
Will Not Run Clogged fuel filter Repair/replace as required

Continuously See Chapter 3 Fuel Filter replacement
10
Slowly open liquid fuel valve & Leak 09
test
39
Pressure regulator Check level in cooling system
freezes Must be full, check coolant strength
-35F minimum
Check coolant hoses
Watch for kinks and/or pinched hoses
Verify one pressure hose and one return
hose

See Chapter 3 Fuel Lock-off
Incorrect idle speed or See Chapter 5 Advanced Diagnostics

ignition problem
Engine Mechanical See Engine Manufacturers Service
Manual
Will Not Fuel container almost LPG Vapor from liquid outlet
Accelerate/Hesitation empty Fill fuel container
During Acceleration Do not exceed 80% of liquid capacity

Close liquid valve
liquid valve


hose
Throttle butterfly valve See Chapter 5 Advanced Diagnostics

not opening or sticking
Foot Pedal signal
incorrect or intermittent
E N G I N E
Will Not Incorrect air/fuel or See Chapter 5 Advanced Diagnostics

Accelerate/Hesitation ignition control
During Acceleration
Engine Stalls Fuel container almost LPG Vapor from liquid outlet
10 Do not exceed 80% of liquid capacity

09 Close liquid valve
40
liquid valve

Slowly open liquid fuel valve & Leak
test

See Chapter 3 Fuel Lock-Off
hose
Pressure regulator Check level in cooling system

freezes Must be full, check coolant strength
-35F minimum
Check coolant hoses
Watch for kinks and/or pinched hoses
Verify one pressure hose and one return
hose
Pressure regulator Test pressure regulator operation

malfunction See Chapter 9 Tests and Adjustments
Vacuum leak Check for vacuum leaks

Between mixer and throttle body
Between throttle body and intake
manifold
Between intake manifold and cylinder
head
E N G I N E
Engine Stalls Air/Fuel Mixer Check mixer

malfunction See Chapter 8 Air/Fuel mixer section
Rough Idle Faulty vapor connection Check connection

regulator/converter and
the mixer
Clamps must be tight
Look for kinked, pinched and/or collapsed
hose
10
09
See Chapter 9 Tests and Adjustments 41
malfunction
Vacuum leak Check for vacuum leaks
Between mixer and throttle body
Between throttle body and intake
manifold
Between intake manifold and cylinder
head
Air/Fuel Mixer Check mixer

malfunction See Chapter 8 Air/Fuel mixer section
Incorrect Idle speed See Chapter 5 Advanced Diagnostics &

control Chapter 9 Tests and Adjustments
Incorrect timing or spark
control
High Idle Speed Incorrect Idle speed See Chapter 5 Advanced Diagnostics &
control Chapter 9 Tests and Adjustments
Throttle sticking
Foot pedal sticking or Check pedal return spring travel for
incorrect pedal signal binding
See Chapter 5 Advanced Diagnostics
Poor High Speed Clogged fuel filter Repair/replace as required
Performance See Chapter 3 Fuel Filter replacement

Slowly open liquid fuel valve & Leak
test
Air filter clogged Check air filter

E N G I N E
Poor High Speed Faulty vapor connection Check connection

Performance between the pressure Verify no holes in hose
hose
10 malfunction
Air/Fuel Mixer
See Chapter 9 Tests and Adjustments
Check mixer
09 malfunction See Chapter 8 Air/Fuel mixer section
42 Check exhaust system
Restricted exhaust
system Measure exhaust back pressure
Incorrect ignition control See Chapter 5 Advanced Diagnostics &

Incorrect air/fuel control Chapter 9 Tests and Adjustments
Incorrect throttle position
Excessive Fuel Air/Fuel Mixer Check mixer
Consumption/LPG malfunction See Chapter 8 Air/Fuel mixer section
Exhaust Smell Check air filter
Air filter clogged
Vacuum leak Check system vacuum hoses from

regulator to FTV and mixer
Repair/replace as necessary

malfunction/fuel pressure See Chapter 9 Tests and Adjustments
too high
Faulty FTV Check FTV for housing cracks or
obstructions
FTV operation
Repair and/or replace as necessary
Weak ignition and/or See Chapter 5 Advanced Diagnostics

spark control
Incorrect air/fuel control See Chapter 5 Advanced Diagnostics
Exhaust system leaks Repair exhaust system
Oxygen sensor failure Replace as necessary

E N G I N E
CHAPTER 5. MI-04 LP ADVANCED DIAGNOSTICS
ADVANCED DIAGNOSTICS
The MI-04 systems are equipped with built-in fault diagnostics. Detected system faults can be
displayed by the Malfunction Indicator Lamp (MIL) as Diagnostic Fault Codes (DFC) or flash
codes, and viewed in detail with the use of service tool software. When the ignition key is turned
ON the MIL will perform a self-test, illuminate once and then go OFF. If a detected fault condition
10
exists, the fault or faults will be stored in the memory of the small engine control module (SECM). 09
Once a fault occurs the MIL will illuminate and remain ON. This signals the operator that a
43
fault has been detected by the SECM.
READING DIAGNOSTIC FAULT CODES
All MI-04 fault codes are two digit codes. When the fault codes are retrieved (displayed) the
MIL will flash for each digit with a short pause (.5 seconds) between digits and a long pause
(1.2 seconds) between fault codes. A code 12 is displayed at the beginning of the code list.
EXAMPLE : A code 26 has been detected (ETCSticking) and the engine has shutdown and the
MIL has remained ON. When the codes are displayed the MIL will flash one time (1), pause,
then flash two times (2). This identifies a twelve (12), which is the beginning of the fault list.
It will then pause for 1.2 seconds (long pause) and flash two times (2), pause, then flash six
times (6). This identifies a twenty-six (26), which is the ETCSticking fault. If any additional faults
were stored the SECM would again have a long pause, then display the next fault by flashing
each digit. Since no other faults were stored there will be a long pause then one flash (1),
pause, then two flashes (2). This identifies a twelve meaning the fault list will begin again.
DISPLAYING FAULT CODES (DFC) FROM SECM MEMORY
To enter code display mode you must turn OFF the ignition key. Now turn ON the key but do
not start the engine. As soon as you turn the key to the ON position you must cycle the foot
pedal by depressing it to the floor and then fully releasing the pedal (pedal maneuver). You
must fully cycle the foot pedal three (3) times within five (5) seconds to enable the display
codes feature of the SECM. Simply turn the key OFF to exit display mode. The code list will
continue to repeat until the key is turned OFF. An automatic code display feature is activated
if a foot pedal fault condition exists. This feature enables the service technician to view the fault
codes by turning the key to the ON position, if a foot pedal malfunction is preventing the retrieval
of the stored fault codes from the SECM.
Malfunction Indicator Light(MIL)
E N G I N E
CLEARING FAULT (DFC) CODES
To clear the stored fault codes from SECM memory you must complete the reset fault pedal
maneuver.
! CAUTION
10 Once the fault list is cleared it cannot be restored.
First turn OFF the ignition key. Now turn ON the key but do not start the engine. As soon as
09 you turn the key to the ON position you must cycle the foot pedal by depressing it to the floor
44 and then fully releasing the pedal (pedal maneuver). You must fully cycle the foot pedal ten
(10) times within five (5) seconds to clear the fault code list of the SECM. Simply turn the key
OFF to exit the reset mode. The code list is now clear and the SECM will begin storing new
fault codes as they occur.
FAULT ACTION DESCRIPTIONS
Each fault detected by the SECM is stored in memory (FIFO) and has a specific action or result
that takes place. Listed below are the descriptions of each fault action.
Engine Shutdown : The most severe action is an Engine Shutdown. The MIL will light and the
engine will immediately shutdown, stopping spark with the fuel lock-off closing.
Delayed Engine Shutdown : Some faults such as low oil pressure will cause the MIL to
illuminate for 30 seconds and then shutdown the engine.
Disable Throttle : The throttle moves to its default position. The engine will run at idle but will
not accelerate.
Limp Home Mode : A "limp home" mode reduces the lift truck power, and is provided to enable
the operator to drive the lift truck in an unsafe situation but not use the truck for normal
operation.
MIL ONLY : The MIL will light by an active low signal provided by the SECM, indicating a fault
condition but no further action will take place.
E N G I N E
FAULT LIST DEFINITIONS
Several sensors in the MI-04 system have input low/high faults and a sensor range fault. These
are the coolant temperature sensor, the throttle position sensor and the pedal position sensors.
Signals to these sensors are converted into digital counts by the SECM. A low/high sensor fault
is normal set when the converted digital counts reach the minimum of 0 or the maximum of
1024 (1024=5.0 VDC with ~204 counts per volt). A sensor range fault is set if the parameter
measured by the sensor is outside the normal operating range.
10
09
45
Figure F1
ECTSensorInputLow : (Engine Coolant Temperature Sensor Input is Low) normally set if the
coolant sensor wire has shorted to chassis ground or the sensor has failed.
ECTSensorInputHigh : (Engine Coolant Temperature Sensor Input is High) normally set if the
coolant sensor wire has been disconnected or the circuit has opened to the SECM.
ECTRangeHigh : (Engine Coolant Temperature Range is High) the sensor has measured an
excessive coolant temperature typically due to the engine overheating.
ThrottleSensorInputLo : (Throttle Position Sensor (TPS1) Input is Low) is normally set if the
TPS1 signal wire has been disconnected or the circuit has opened to the SECM.
ThrottleSensorInputHi : (Throttle Position Sensor (TPS1) Input is High) is normally set if the
TPS1 signal wire has become shorted to power, the TPS1 has failed or the SECM has failed.
ThrottleSensorRangeLo : (Throttle Position Sensor (TPS1) Range has measured Low) the TPS1
potentiometer has malfunctioned. An improper TPS reading may be due to dirt or oxidation on
the sensor traces. NOTE: The TPS is not a serviceable item and can only be repaired by
replacing the DV-EV throttle assembly.
ThrottleSensorRangeHi : (Throttle Position Sensor (TPS1) Range has measured High) the TPS1
potentiometer has malfunctioned. An improper TPS reading may be due to dirt or oxidation on
the sensor traces. NOTE: The TPS is not a serviceable item and can only be repaired by
replacing the DV-EV throttle assembly.
E N G I N E
ETCSticking : (Electronic Throttle Control is Sticking) is normally set if either of the ETC driver
signals have opened or become disconnected. This can also occur if the throttle plate (butterfly
valve) inside the throttle bore is sticking. The plate sticking can be due to some type of
obstruction; a loose throttle plate or worn components shaft bearings. Certified technicians using
the service tool software can perform a throttle motion test to confirm sticking problems. NOTE:
The throttle assembly is not a serviceable item and can only be repaired by replacing the DV-
EV throttle assembly.
10 PredictedTPSDifference : (Predicted Throttle Position Sensor Difference) measured TPS1 is

different than SECM Calculated throttle position. Normally caused by intake leaks between the
09 throttle assembly and the engine.
46
ETCSpringTestFailed : (Electronic Throttle Control Spring Return Test has Failed) upon the initial
startup of the engine the SECM will perform a safety test of the throttle return spring. If this
spring has become weak the throttle will fail the test and set the fault. NOTE: The throttle
assembly is not a serviceable item and can only be repaired by replacing the DV-EV throttle
assembly.
ETCDriverFault : (Electronic Throttle Control Driver has Failed) an over current condition has
occurred on either ETC+ or ETC- driver signals.
MapSensorInputLow : (Manifold Air Pressure Sensor Input is Low) is normally set if the TMAP
pressure signal wire has been disconnected or the circuit has opened to the SECM.
MapSensorInputHigh : (Manifold Air Pressure Sensor Input is High) is normally set if the TMAP
pressure signal wire has become shorted to power, shorted to the IAT signal, the TMAP has
failed or the SECM has failed.
IATSensorInputLow : (Intake Air Temperature Sensor Input is Low) is normally set if the TMAP
temperature signal wire has become shorted to ground, shorted to the MAP signal, the TMAP
has failed or the SECM has failed.
IATSensorInputHigh : (Intake Air Temperature Sensor Input is High) normally set if the TMAP
temperature signal wire has become disconnected or the circuit is open to the SECM.
EST1Low : (Electronic Spark Trigger) is a current driver signal and normally set if the signal
from the SECM is shorted to ground.
EST1High : (Electronic Spark Trigger) is a current driver signal and normally set if the signal
from the SECM is open or lost.
LowOilPressure : (Low Oil Pressure) the oil pressure switch has opened or become
disconnected, normally indicating a low oil condition in the engine.
BatterySensorInputLow : (Battery Voltage Sensor Input is Low) normally set if the power to the
SECM drops below 8.5 VDC.
BatterySensorInputHigh : (Battery Voltage Sensor Input is High) normally set if the power to the
SECM increases above 15.9 VDC.
E N G I N E
XDRPSensorInputLow : (Transducer Voltage Sensor Input is Low) normally set if the sensor
power from the SECM drops below 4.8 VDC.
XDRPSensorInputHigh : (Transducer Voltage Sensor Input is High) normally set if the sensor
power from the SECM increases above 5.9 VDC.
EngineOverspeed : (Engine Over speed) is set when the engine RPM increases above the
SECM maximum governing RPM. Typically this is in association with one or more throttle faults.
This fault can be set without additional throttle faults if the operator motors the lift truck down
a steep grade (hill).
10
09
Pedal1SensorInputLo : (Accelerator Pedal Position 1 Sensor Input is Low) normally set if the
47
APP1 signal wire has become disconnected or the circuit is open to the SECM.
Pedal1SensorInputHi : (Accelerator Pedal Position 1 Sensor Input is High) normally set if the
APP1 signal wire has become shorted to APP power, APP1 has failed or the SECM has failed.
Pedal1SensorRangeLo : (Accelerator Pedal Position 1 Sensor Range is Low) the APP1

potentiometer has malfunctioned. An improper APP1 reading may be due to dirt or oxidation on
the sensor traces.
Pedal1SensorRangeHi : (Accelerator Pedal Position 1 Sensor Range is High) the APP1

the sensor traces.
Pedal2SensorInputLo : (Accelerator Pedal Position 2 Sensor Input is Low) normally set if the
APP2 signal wire has become shorted to APP power, APP2 has failed or the SECM has failed.
Pedal2SensorInputHi : (Accelerator Pedal Position 2 Sensor Input is High) normally set if the
APP2 signal wire has become disconnected or the circuit is open to the SECM.
Pedal2SensorRangeLo : (Accelerator Pedal Position 2 Sensor Range is Low) the APP2

the sensor traces.
Pedal2SensorRangeHigh : (Accelerator Pedal Position 2 Sensor Range is Low) the APP2

the sensor traces.
Pedal1ToPedal2Difference : (Accelerator Pedal Position Sensor 1 and Accelerator Pedal Position

Sensor 2 are Different) normally set when APP1 measured pedal position is different from APP2
measured pedal position.
AFRTrimValveOutput : (Air Fuel Ratio Trim Valve (FTV) Driver) is normally set when the FTV
driver signal is open due to the connector becoming disconnected.
AFRTrimValveLowerDC : (Air Fuel Ratio Trim Valve (FTV) Lower Duty Cycle) normally set when
the duty cycle of the FTV reaches the minimum limit (running too lean).
E N G I N E
AFRTrimValveUpperDC : (Air Fuel Ratio Trim Valve (FTV) Upper Duty Cycle) normally set when
the duty cycle of the FTV reaches the maximum limit (running too rich).
O2SensorSwitching : (Oxygen Sensor Switching) is set when the O2 sensor can no longer switch
or be driven above and below 500mv by the SECM.
OxygenSensorInputHigh : (Oxygen Sensor Input is High)
10 OxygenSensorInputLow : (Oxygen Sensor Input is Low)
09
TABLE A. MI-04 DIAGNOSTIC FAULT CODES (FLASH CODES)
48
DFC Probable Fault Action Corrective Action, First Check
12 NONE NONE None, used as a beginning and end

Signifies the end of one of the fault list identification
pass through the fault list
14 ECTSensorInputLow Stored Fault Code Check ECT sensor connector and

Coolant sensor failure or (MIL Only) wiring for a short to GND
shorted to GND
SECM (SIGNAL) PIN 16 to
ECT PIN A
SECM (GND) PIN 1 to ECT PIN B
15 ECTSensorInputHigh Stored Fault Code Check if ECT sensor connector is
Coolant sensor (MIL Only) disconnected or for an open ECT
disconnected or open circuit
circuit
ECT PIN A
16 ECTRangeHigh Delayed Engine Check coolant system for radiator
Engine Overheating Shutdown blockage, proper coolant level and
for leaks in the system. Possible
ECT short to GND, check ECT
signal wiring
ECT PIN A
Check regulator for coolant leaks
*See Chapter 7.0
22 ThrottleSensorInputLo Disable Throttle Check throttle connector connection
TPS1 signal disconnected and TPS1 sensor for an open circuit
or open circuit (Expected
ETC PIN 6 to SECM PIN 17
faults when ETC
(SIGNAL)
connector is unplugged
CODES : 22 & 24) ETC PIN 2 to SECM PIN 1 (GND)
E N G I N E
23 ThrottleSensorInputHi Disable Throttle Check throttle connector and TPS1

TPS1 sensor failure or sensor wiring for a shorted circuit
shorted circuit
ETC PIN 6 to SECM PIN 17
(SIGNAL)
ETC PIN 2 to SECM PIN 1 (GND)
24 ThrottleSensorRangeLo Stored Fault Code Check the throttle connector and

10
TPS1 potentiometer (MIL Only) pins for corrosion. 09
malfunction. Improper Perform Throttle test with the 49
TPS reading may be due Service Tool several times to clean
to dirt or oxidation on the sensor
sensor traces.
To check the TPS disconnect the
throttle connector and measure the
resistance (1.25K +/-30%) from
TPS PIN 2 (GND) to PIN 6

(TPS1 SIGNAL)
TPS PIN 3 (PWR) to PIN 6

(TPS1 SIGNAL)
*See Chapter 6.0 for sensor checks
25 ThrottleSensorRangeHi Stored Fault Code Check the throttle connector and

TPS1 potentiometer (MIL Only) pins for corrosion.
malfunction. Improper Perform Throttle test with the
TPS reading may be due Service Tool several times to clean
to dirt or oxidation on the sensor
sensor traces.
To check the TPS disconnect the
throttle connector and measure the
resistance (1.25K +/-30%) from
TPS PIN 2 (GND) to PIN 6

(TPS1 SIGNAL)
TPS PIN 3 (PWR) to PIN 6

(TPS1 SIGNAL)
*See Chapter 6.0 for sensor checks
E N G I N E
26 ETCSticking Engine Shutdown Check for debris or obstructions

Throttle plate sticking inside the throttle body
inside the throttle body or Perform the Throttle test using the
the ETC driver signal is Service Tool and re-check for fault
open Check throttle-plate shaft for
10
bearing wear
Check the ETC driver wiring for an

open circuit
09
50 ETC+ PIN 1 to SECM PIN 22
ETC-PIN 4 to SECM PIN 24
Check the ETC internal motor drive

by disconnecting the throttle
connector and measuring the motor
drive resistance at the throttle
TPS PIN 1 (+DRIVER) to PIN 4

(-DRIVER) ~3.0Ω+/-30%
27 PredictedTPSDifference Engine Shutdown Check for manifold leaks between

Measured TPS1 is the throttle and the engine
different than SECM
Calculated throttle position
28 ETCSpringTestFailed Power Limit Perform throttle spring test by cycling

Upon initial key-up the the ignition key and re-check for
internal throttle return fault
spring has become weak
29 ETCDriverFault Disable Throttle Check ETC driver wiring for a

Throttle driver over-current shorted circuit
or driver signals shorted
ETC+ PIN1 to SECM PIN 22
ETC- PIN 4 to SECM PIN 24

Perform Throttle test and with the
Service Tool and re-check for fault
Check the ETC internal motor drive

by disconnecting the throttle
connector and measuring the motor
drive resistance at the throttle
TPS PIN 1 (+DRIVER) to PIN 4 (-

DRIVER) ~3.0Ω+/-30%
E N G I N E
33 MapSensorInputLow Disable Throttle Check TMAP connector and MAP

MAP signal disconnected, signal wiring for an open circuit
open circuit or sensor
TMAP PIN 4 to SECM PIN 5
malfunction
(SIGNAL)
(Expected faults when
10
TMAP connector is
unplugged (GND)
CODES: 33 & 38)
(XDCR +5VDC)
09
51
Check the MAP sensor by
disconnecting the TMAP connector
and measuring at the sensor
TMAP PIN 1(GND) to PIN 4

(PRESSURE SIGNAL KPA)
(2.4kΩ - 8.2k )
TMAP PIN 3(PWR) to PIN 4

(3.4kΩ - 8.2k )
34 MapSensorInputHigh Disable Throttle Check TMAP connector and MAP

TMAP sensor failure or signal wiring for a shorted circuit
shorted circuit
(SIGNAL)

(GND)

(XDCR +5VDC)
Check the MAP sensor by

disconnecting the TMAP connector
and measuring at the sensor
TMAP PIN 1(GND) to PIN 4

(2.4kΩ - 8.2k )
TMAP PIN 3(PWR) to PIN 4

(3.4kΩ - 8.2k )
E N G I N E
37 IATSensorInputLow Stored Fault Code Check TMAP connector and IAT

TMAP sensor failure or (MIL Only) signal wiring for a shorted circuit
shorted circuit
(SIGNAL)
TMAP PIN 1 to SECM PIN 1 (GND)

10 TMAP PIN 3 to SECM PIN 18
(XDCR +5VDC)
09
52 To check the IAT sensor of the
TMAP disconnect the TMAP
connector and measure the IAT
resistance
*See the IAT table in Chapter 6.0
38 IATSensorInputHigh Stored Fault Code Check TMAP connector and IAT

IAT signal disconnected, (MIL Only) signal wiring for an open circuit
open circuit or sensor
malfunction
(SIGNAL)
TMAP PIN 1 to SECM PIN 1 (GND)

(XDCR +5VDC)
To check the IAT sensor of the

TMAP disconnect the TMAP
connector and measure the IAT
resistance
*See the IAT table in Chapter 6.0
42 EST1Low Stored Fault Code Check coil driver wiring and

Coil driver signal low or (MIL Only) connector for shorts
under-current
SECM PIN 7(EST1) to COIL PIN A
Verify GND on COIL PIN B

Verify GND on COIL PIN C
Verify GND on COIL PIN D
Verify +12vdc on COIL PIN E
To check the Smart Coil internal

circuit disconnect the coil connector
and measure the resistance from pin
to pin
*See Smart Coil resistance check in

Chapter 6.0
E N G I N E
43 EST1High Stored Fault Code Check coil driver wiring for an open
Coil driver signal high or (MIL Only) circuit or disconnected connector
over-current
SECM PIN 7(EST1) to COIL PIN A
Verify GND on COIL PIN B

Verify GND on COIL PIN C
Verify
Verify
GND on COIL PIN D
+12vdc on COIL PIN E
10
To check the Smart Coil internal
09
circuit disconnect the coil connector 53
and measure the resistance from pin
to pin
*See Smart Coil resistance check in

Chapter 6.0
52 LowOilPressure Delayed Engine Check engine oil level

Low Engine Oil Pressure Shutdown
Check electrical connection to the oil
pressure switch
SECM PIN 23 to Oil Pressure

Switch
53 BatterySensorInputLow Stored Fault Code Check battery voltage

Battery voltage measured (MIL Only) Perform maintenance check on
below electrical connections to the battery
+8.0 VDC and chassis ground
Check battery voltage during
starting and with the engine
running to verify charging system
and alternator function
Measure battery power at the SECM

with a multimeter
SECM PIN 13 (BATT +) to SECM

PIN 14 (BATT -)
E N G I N E
54 BatterySensorInputHigh Stored Fault Code Check battery and charging system

Battery voltage measured (MIL Only) voltage
above +15.9 VDC Check battery voltage during starting
and with the engine running
Check voltage regulator, alternator
10
and charging system
Check battery and wiring for
overheating and damage
09 Measure battery power at the
54 SECM with a multimeter
SECM PIN 13 (BATT +) to SECM

PIN 14 (BATT -)
55 XDRPSensorInputLow Engine Shutdown Measure transducer power at the

+5VDC Transducer power TMAP connector with a multimeter
supplied by the SECM to TMAP PIN 3 +5VDC to TMAP PIN
the sensors is below 1 XDCR GND
+4.60VDC
(Expected faults when Verify transducer power at the SECM
Transducer power is lost with a multimeter
CODES : 22, 24, 33, 62, SECM PIN 18 +5VDC to SECM PIN
64, 66, 68 & 69) 1 XDCR GND
Verify transducer power at ETC with

a multimeter
ETC PIN 3 XDCR PWR to ETC PIN
2 XDCR GND
Verify transducer power to the foot

pedal with a multimeter
56 XDRPSensorInputHigh Engine Shutdown Measure transducer power at the

+5VDC Transducer power TMAP connector with a multimeter
supplied by the SECM to TMAP PIN 3 +5VDC to TMAP PIN
the sensors is above 1 XDCR GND
+5.20VDC
Verify transducer power at the SECM
with a multimeter
SECM PIN 18 +5VDC to SECM PIN
1 XDCR GND
Verify transducer power at ETC with

a multimeter
ETC PIN 3 XDCR PWR to ETC PIN
2 XDCR GND
Verify transducer power to the foot

pedal with a multimeter
E N G I N E
57 Engine OverSpeed Engine Shutdown Usually associated with additional

Engine RPM increased ETC faults
beyond maximum RPM Check for ETC Sticking or other
set point ETC faults
Verify if the lift truck was motored
10
down a steep grade
61 Pedal1SensorInputLo MIN Power Limit Check foot pedal connector

APP1 signal disconnected, Check APP1 signal at 09
open circuit or sensor SECM PIN 15 55
malfunction(Expected faults
when APP connector is
unplugged
CODES : 61 & 66)
62 Pedal1SensorInputHi MIN Power limit Check foot pedal connector

APP1 sensor failure or Check APP1 signal at
shorted circuit SECM PIN 15
63 Pedal1SensorRangeLo Stored Fault Code Check foot pedal connector

APP1 potentiometer (MIL Only) Cycle the pedal several times and
malfunction. Improper check APP1 signal at
APP1 reading may be SECM PIN 15
due to dirt or oxidation on
the sensor traces.
64 Pedal1SensorRangeHi Stored Fault Code Check foot pedal connector

the sensor traces
65 Pedal2SensorInputLo MIN power Limit Check foot pedal connector

APP2 sensor failure or Cycle the pedal several times and
shorted circuit check APP2 signal at
SECM PIN 2
66 Pedal2SensorInputHi MIN power Limit Check foot pedal connector

APP2 signal disconnected, Check APP2 signal at
open circuit or sensor SECM PIN 2
malfunction(Expected faults
when APP connector is
unplugged
CODES: 61 & 66)
E N G I N E
67 Pedal2SensorRangeLo Stored Fault Code Check foot pedal connector

10
the sensor traces.
68 Pedal2SensorRangeHi Stored Fault Code Check foot pedal connector

09 APP2 potentiometer (MIL Only) Cycle the pedal several times and
56 malfunction. Improper check APP2 signal at
the sensor traces.
69 Pedal1ToPedal2Difference MIN power Limit Check foot pedal connector

Measured APP2 pedal Cycle the pedal several times and
position signal is different check APP1 signal at
than APP1 signal SECM PIN 15
Check APP2 signal at
SECM PIN 2
71 AFRTrimValveOutput Stored Fault Code Check FTV for an open wire or FTV
FTV modulation driver (MIL, Disable connector being disconnected
signal fault Adaptive learns)
FTV PIN A (SIGNAL) TO PIN B
(PWR)
Check FTV for an open coil by

disconnecting the FTV connector and
measuring the resistance (~26Ω+/-2Ω)

(PWR)
72 AFRTrimValveLowerDC Stored Fault Code Engine measured Air/Fuel ratio at the

FTV duty cycle at lower (MIL, Disable O2 sensor is excessively lean
(lean) limit Adaptive learns) Check for intake manifold leaks
Check balance line (vacuum hose)
connection at the regulator
Check N-CA55-500-TR mixer for
heavy end build-up and operation
(see mixer section)
Check N2001 secondary for
operation or low primary pressure
(see N2001 Regulator section)
E N G I N E
73 AFRTrimValveUpperDC Stored Fault Code Engine measured Air/Fuel ratio at the

FTV duty cycle at high (MIL, Disable O2 sensor is excessively rich
(rich) limit Adaptive learns)
Check FTV connector wiring for an
(Expected fault when FTV
open circuit
connector is unplugged)
(PWR) 10
09
measuring the resistance (~26Ω+/-2Ω) 57

(PWR)
Check N-CA55-500-TR mixer for
heavy end build-up and operation
(see mixer section)
Check N2001 secondary for
operation (see N2001 Regulator
section)
74 O2SensorSwitching Stored Fault Code Check the FTV for proper operation
O2 sensor is not (MIL, Disable Check FTV Hose Connections
switching across the Adaptive learns)
reference AFR voltage
measuring the resistance
(~26Ω+/-2Ω)

(PWR)
77 OxygenSensorInputHigh Stored Fault Code Check if O2 sensor is shorted to

O2 sensor SECM driver (MIL, Disable +5VDC or Battery.
signal is shorted to power Adapts)
O2 (SIGNAL) PIN B to SECM PIN 3
(AFRTrimValveLowerDC fault should

also occur)
Verify O2 sensor heater circuit is

operating by measuring circuit
resistance (2.1Ω+/-0.4Ω)
O2 PIN C (HEATER GND) to PIN D

(HEATER PWR)
E N G I N E
CHAPTER 6. MI-04 ELECTRICAL CONNECTIONS
10
09
58
Figure E1
E N G I N E
10
09
59
Figure E2
E N G I N E
RESISTANCE CHECKS
NOTE
All resistive checks are made with the sensor or device disconnected from the harness.
SENSOR POINT TO POINT EXPECTED RANGE
10 TMAP PIN 1 (GND) TO PIN 4

2.4kΩ- 8.2kΩ
09 TMAP
TMAP PIN 3 (PWR) TO PIN 4
3.4kΩ- 8.2kΩ
60
TMAP PIN 1 (GND) TO PIN 2 *SEE TMAP IAT TABLE FOR
(TEMPERATURE SIGNAL) PROPER RANGE
TMAP SENSOR IAT TABLE

Temperature Temperature Resistance in Ω (OHMS)
in F +/-1 in C +/-1 MINIMUM NOMINAL MAXIMUM
-40 -40 43.6K 48.2K 54.2K
-31 -35 32.1K 36.6K 40.1K
-22 -30 24.7K 27.5k 30.0k
-13 -25 18.3K 20.4K 22.7K
-4 -20 14.0K 15.6K 17.3K
5 -15 11.0K 12.1K 13.4K
14 -10 8.5K 9.4K 10.4K
23 -5 6.7K 7.4K 8.2K
32 0 5.4K 5.9K 6.5K
41 5 4.3K 4.7K 5.2K
50 10 3.5K 3.8K 4.2K
59 15 2.8K 3.0K 3.5K
68 20 2.3K 3.0K 3.3K
77 25 1.9K 2.0K 2.2K
86 30 1.6K 1.7K 1.9K
95 35 1.3K 1.4K 1.5K
104 40 1.1K 1.2K 1.3K
113 45 937 1.0K 1.1K
122 50 792 851 913
131 55 672 721 772
140 60 572 612 655
149 65 488 522 558
158 70 418 446 476
167 75 359 383 408
176 80 309 329 351
185 85 267 284 302
194 90 232 246 261
203 95 201 214 227
212 100 176 186 197
221 105 153 162 172
230 110 134 142 150
239 115 118 125 132
248 120 103 110 116
257 125 91 97 102
266 130 81 85 91
E N G I N E

TPS TPS PIN 2 (GND) TO PIN 6
1.25KΩ +/-30%
(ELECTRONIC THROTTLE) (TPS1 SIGNAL)
TPS PIN 3 (PWR) TO PIN 6
1.25KΩ +/-30%
(TPS1 SIGNAL)
TPS PIN 1 (+DRIVER) TO
~3.0Ω +/-30%
PIN 4 (-DRIVER)
10
09
61
ECT ECT PIN A (SIGNAL) TO 2.8KΩ AT 25 C (77 F)
(COOLANT TEMPERATURE) PIN B (GND) +/- 8 C

O2 O2 PIN C (HEATER GND) TO
2.1 +/- 0.4 ohms
(OXYGEN SENSOR) PIN D (HEATER PWR)

VR SENSOR VR PIN 1 (+) TO PIN 2 (-) ~460Ω
CONNECTOR POINT TO POINT EXPECTED RANGE

SMART COIL COIL PIN A (SIGNAL) TO PIN B ~10KΩ
COIL PIN A (SIGNAL) TO PIN D ~34KΩ
COIL PIN A (SIGNAL) TO PIN E
~15KΩ
(PWR)
COIL PIN B TO PIN D ~44KΩ
COIL PIN B TO PIN E (PWR) ~26KΩ
COIL PIN D TO PIN E (PWR) ~17KΩ

FTV FTV PIN A (SIGNAL) TO
(~26Ω +/-2Ω)
(FUEL TRIM VALVE) PIN B (PWR)
FUEL LOCK-OFF LOCK-OFF PIN A (PWR) TO

~20-25Ω
PIN B (GND SIGNAL)
E N G I N E
CHAPTER 7. N2001 PRESSURE REGULATOR/CONVERTER
Propane is a by-product of crude oil and natural gas. In the extraction process various
hydrocarbons such as gasoline, kerosene, propane and butane are separated. Each of these
carry a certain amount of by-product residue, commonly called heavy ends. Under normal
circumstances these residues remain suspended in liquid and pass through the system
10 undetected.
Engine coolant flows through the regulator/converter assisting in the propane vaporization process.
09 As the coolant temperature rises, the regulator/converter temperature also rises. The gas
62 becomes hot and expands to the point where it cannot carry the heavier hydrocarbons or heavy-
ends through the system. Because of this, the heavy-ends are deposited (dropped out) into the
regulator/converter, the vapor line from the regulator to the mixer and even in the mixer itself.
When these heavy-ends cool they form a wax-like deposit or sludge. HD5 grade propane is
recommended for motor fuel use, however HD5 propane will carry a certain amount of heavy-
ends. A fuel filter cannot remove this because it is not dirt or debris but part of the liquid
propane. As these deposits build up over time regulator fuel ports and valve seats can be
affected, reducing the performance of the regulator. All propane systems incorporating a
regulator/converter are subject to heavy-end fouling over time. Because of this it may be
necessary for the certified technician to disassemble, clean and service the regulator/converter
after long periods of operation.
REMOVAL AND INSTALLATION OF N2001 LP

REGULATOR/CONVERTER
! WARNING
LP gas is highly flammable. To prevent personal injury, keep fire and flammable
materials away from the lift truck when work is done on the fuel system.
Gas vapor may reduce oxygen available for breathing, cause headache, nausea,
dizziness and unconsciousness and lead to injury or death. Always operate the forklift
in a well ventilated area
Liquid propane may cause freezing of tissue or frostbite. Avoid direct contact with skin
or tissue; always wear appropriate safety protection including gloves and safety glasses
when working with liquid propane.
! CAUTION
The regulator/converter and mixer are part of a certified system complying with EPA and
CARB 2004 requirements. Only trained certified technicians should perform disassemble,
service or replacement of the regulator/converter or mixer.
E N G I N E
HOSE CONNECTIONS
Proper operation of the closed loop control greatly depends on the correct vacuum hose routing
and fuel line lengths. Refer to the connection diagram (Figure R1) for proper routing and
maximum hose lengths when reinstalling system components.
10
09
63
Figure R1
Hose Type
A. 3/8" Female flare stainless steel braided-neoprene high-pressure fuel line.
(Fabric braid can be used on assemblies less than 60 inches) Fuel Tank Valve Closed!
B. 5/8" I.D. Vapor Hose-Wire Reinforced (15 inch maximum length)
C. 5/8" I.D. Hose-Water (*Maximum length specified by engine manufacturer)
D. 1/2" I.D. Rubber Hose (*Maximum length specified by engine manufacturer)
E. 7/32" I.D. Vacuum Hose (10 inch recommended maximum length)
F. 7/32" I.D. Vacuum Hose (11.5 inch recommended maximum length)
G. 7/32" I.D. Vacuum Hose (18 inch recommended maximum length)
E N G I N E
N2001 REMOVAL STEPS:
1. Close the liquid outlet valve in the forklift

cylinder or fuel storage container.
2. Purge the system of fuel by starting the
engine and running until all trapped fuel in
the system is exhausted and the engine
10 shuts down.
3. Remove the fuel inlet line (Figure R2-1)
from the lock-off, the two vacuum lines (2)
09 from the branch-tee fitting in the regulator
64 vent and disconnect the lock-off connector
(3).
4. Remove the two rear-mounting bolts that
hold the regulator to the support bracket.
This will allow you easier access to the
remaining hose clamps.
5. Remove the two cooling lines (4) from the
regulator. Figure R2
NOTE
It will be necessary to either drain the coolant system or clamp off the coolant lines
as close to the regulator as possible to avoid a coolant spill when these lines are
disconnected.
6. Remove the fuel vapor outlet hose (5) from the regulator.
7. If it is necessary to fully disassemble the N2001 regulator, you will need to remove the fuel
lock-off at this time.
NOTE
For installation of the N2001 reverse the removal steps.
N2001 REGULATOR DISASSEMBLY STEPS:
1. Remove the six secondary cover screws (1), the secondary cover (2) and the secondary
diaphragm (3).
Figure R3 Figure R4
E N G I N E
2. Remove the six primary diaphragm cover screws (4) and the primary cover assembly (5).
3. Remove the six primary diaphragm cover screws (4) and the primary cover assembly (5).
10
09
65
Figure R5
4. Remove the primary diaphragm by sliding

the diaphragm to one side, releasing the
primary valve pin (Figure R6).
Figure R6
5. Turn the regulator body over with the rear

fuel inlet plate facing up. Remove the
primary valve access plug (7), the primary
valve (8) and the primary valve o-ring seal
(9). The primary valve goes through the
inlet plate, then through the body
assembly and is retained by the primary
diaphragm (Figure R9).
Figure R7
Figure R8 Figure R9
E N G I N E
6. Remove the body gasket (10), body o-ring

seal (11) and the fuel inlet plate, exposing
the fuel inlet expansion chamber and the
coolant passage.
10
09 Figure R10
66
NOTE
For re-assembly of the N2001 regulator/converter, reverse the steps for disassembly.
Tighten all fasteners to recommended torque values and test the regulator before installing
in the vehicle. Torque primary cover screws to (40-50 inch lbs.), secondary cover screws
to (15-18 inch lbs.).
N2001 DISASSEMBLED SERVICE
1. Clean the primary and secondary valves with soap and warm water to remove heavy-end
deposits. Inspect the valve seats and o-rings for wear. Replace worn components as
necessary.
2. Clean the primary and secondary diaphragms with soap and warm water. Inspect for wear,
tears or pinholes and deformations that may cause leaks or poor performance of the
regulator/converter. Replace components as necessary.
3. Replace the body gasket of the coolant
chamber and body o-ring seal when
servicing the N2001 to avoid coolant leaks
from the fuel expansion chamber to the
coolant passage.
4. Clean the regulator body (casting) with a
parts cleaning solvent. Be sure to remove
all seals and gaskets before cleaning the
casting with solvent.
5. Make sure all parts (Figure R11) are
completely dry before re-assembly. Figure R11
E N G I N E
CHAPTER 8. N-CA55-500TR AIR/FUEL MIXER
Propane is a by-product of crude oil and natural gas. In the extraction process various
hydrocarbons such as gasoline, kerosene, propane and butane are separated. Each of these
carry a certain amount of by-product residue, commonly called heavy ends. Under normal
circumstances these residues remain suspended in liquid and pass through the system
undetected.
Engine coolant flows through the regulator/converter assisting in the propane vaporization process.
10
As the coolant temperature rises, the regulator/converter temperature also rises. The gas 09
becomes hot and expands to the point where it cannot carry the heavier hydrocarbons or heavy- 67
ends through the system. Because of this, the heavy-ends are deposited (dropped out) into the
regulator/converter, the vapor line from the regulator to the mixer and even in the mixer itself.
When these heavy-ends cool they form a wax-like deposit or sludge. HD5 grade propane is
recommended for motor fuel use, however HD5 propane will carry a certain amount of heavy-
ends. A fuel filter cannot remove this because it is not dirt or debris but part of the liquid
propane. As these deposits build up over time regulator fuel ports and valve seats can be
affected, reducing the performance of the regulator. All propane systems incorporating a
regulator/converter are subject to heavy-end fouling over time. Because of this it may be
necessary for the certified technician to disassemble, clean and service the regulator/converter
after long periods of operation.
REMOVAL AND INSTALLATION OF THE N-CA55-500TR MIXER
! WARNING
! CAUTION
E N G I N E
N-CA55-500TR MIXER REMOVAL STEPS:
1. Close the liquid outlet valve in the forklift

cylinder or fuel storage container.
2. Purge the system of fuel by starting the
engine and running until all trapped fuel in
the system is exhausted and the engine
10 shuts down.
3. Remove the air horn air inlet adapter and
hose (Figure M1-1).
09 4. Mark the two vacuum lines to the mixer and
68 throttle adapter for identification; they must
be installed correctly for proper operation.
Remove the two vacuum lines (Figure M1-2). Figure M1
5. Remove the vapor fuel inlet line
(Figure M2-3).
6. Remove the electronic throttle connector
(Figure M1-4).
7. Remove the four bolts that mount the
throttle adapter to the electronic throttle body
(Figure M2-5).
8. Remove the mixer/adapter assembly from
the throttle by gently pulling upwards.
Figure M2
NOTE
There will be a plastic o-ring spacer and an

o-ring inside this adapter, be careful not to
lose these items when removing the
mixer/adapter assembly from the throttle
(Figure M3).
Figure M3
E N G I N E
N-CA55-500TR DISASSEMBLY AND SERVICE
1. With the mixer/adapter assembly removed,

and the Air Horn removed from the mixer,
remove the four adapter retaining screws
from the bottom of the mixer (Figure M4).
10
09
69
Figure M4
2. bottom of the mixer (Figure M5).
Figure M5
3. Components of the N-CA55-500TR and the

mixer body are shown in (Figure M6).
Figure M6
E N G I N E
4. Replace the air-valve sealing ring as shown

(Figure M7). The ring is similar to a piston
ring and forms a seal from the air valve
assembly to the mixer main body.
10
09 Figure M7
70
5. Insert the air valve assembly into the main

body (Figure M8).
Figure M8
6. Next, install the air valve spring (Figure M9).
Figure M9
E N G I N E
7. After the air valve spring install the check

valve plate (Figure M10).
10
Figure M10
09
71
8. Place the mixer to throttle body gasket over

the check valve plate (Figure M11). To
properly install the gasket the hole for the
idle port in the throttle adapter must be
aligned with the idle port in the gasket.
Figure M11
9. Align the check valve notch in the throttle

adapter with the mixer check valve and the
adapter idle port with the mixer idle port.
Install the throttle adapter tamper-resistant
screws to the mixer (Figure M12).
Figure M12
E N G I N E
10. Check for binding of the air valve assembly

by pressing down with two fingers on
opposite sides of the air valve assembly
(Figure M13). The air valve assembly should
move freely without binding and have full
travel. If the air valve is binding, loosen the
four adapter retaining screws, re-check the
air valve for binding and re-tighten the
10 adapter retaining screws.

11. Clean and check the orifice fitting (Mixer
09 hose barb) for obstruction.
Figure M13
72
! CAUTION
The 1/8" NPT X " hose barb fitting that is installed in the mixer housing uses a specific
machined orifice size through the fitting. This orifice fitting is part of the mixer assembly
and an integral part of the MI-04 control. DO NOT replace this fitting with a standard hose
barb fitting or use a drill bit to clean out the fitting passage way. If this fitting is damaged
the mixer will need to be replaced.
N-CA55-500TR DISASSEMBLED SERVICE
1. Clean the air valve assembly with soap and warm water to remove heavy-end deposits.
Inspect the fuel metering valve and sealing ring for wear. Replace worn components as
necessary.
2. Clean the check valve plate with soap and warm water. Inspect for wear, tears or pinholes
in the check valve and deformations that may cause leaks or poor performance. Replace
components as necessary.
3. Replace all gaskets before assembly.
4. Clean the mixer body (casting) with a parts cleaning solvent. Be sure to remove all seals
and gaskets before cleaning the casting with solvent. Make sure all parts are completely
dry before re-assembly.
NOTE
For re-assembly of the N-CA55-500TR reverse the disassembly steps.
E N G I N E
INSTALLING THE MIXER/THROTTLE ASSEMBLY
10
09
73
Figure M14
E N G I N E
The mixer/throttle assembly consists of a manifold adapter, electronic throttle, mixer-throttle

adapter and air horn adapter. The manifold adapter is designed to mount the mixer/throttle
assembly to a two-bolt intake manifold. The air horn adapter allows the intake hose from the
air cleaner to be attached to the mixer air intake, along with the vent line from the engine PCV
valve.
1. Align the Mixer-Throttle Adapter gasket

between the mixer and the throttle adapter
10 (Figure M15), and then attach the mixer to

the adapter using the four tamper-resistant
09 retaining screws.
74
Figure M15
! CAUTION
The mixer must be installed with the idle port
aligned with the idle port in the adapter, and
the mixer check valve aligned with the valve
recess in the adapter to operate properly
(Figure M16).
Figure M16
2. Tighten the four tamper-proof retaining

screws to the specified torque (Figure M17).
Figure M17
E N G I N E
3. Check for free travel of the mixer's piston

diaphragm assembly by pushing the piston
diaphragm downward (Figure M18). If you
detect any binding, loosen the retaining
screws, re-align the gasket and re-tighten
the retaining screws. Check for binding
again, if the piston assembly moves freely,
re-torque the fasteners and continue.
10
Figure M18
09
75
4. Install the manifold adapter by placing the manifold gasket between the manifold and the
manifold adapter. The manifold adapter should be mounted with the TMAP sensor ports
facing the thermostat housing. Tighten the two internal socket bolts to specified torque values.
5. Place the throttle bottom gasket between the electronic throttle assembly and the manifold
adapter. Place the throttle assembly on top of the gasket aligning the four mounting holes
with the threaded holes in the manifold adapter. The plastic motor assembly cover, of the
electronic throttle assembly should be facing opposite of the TMAP sensor mounting holes.
6. Place the O-ring Spacer over the outside

throat of the throttle. This spacer is
necessary to assure that the O-ring, which
seals the throttle to the adapter, properly
seats against the throttle adapter.
7. Place the throttle adapter O-ring over the
outside throat of the throttle, below the
throttle bore retaining lip and on top of the
O-ring Spacer (Figure M19). Apply a
generous amount of lubricating grease
(vacuum grease) to the O-ring and fully seat
it against the machined surface. Figure M19
8. Carefully slide the pre-assembled mixer/

throttle adapter assembly over the throat of
the throttle using a rocking motion, aligning
the mounting holes of the adapter with the
mounting holes of the throttle (Figure M20).
Face the fuel inlet of the mixer toward the
plastic motor assembly cover of the
electronic throttle assembly.
Figure M20
E N G I N E
NOTE
Avoid pinching the O-ring in the cutaway of the throttle adapter. This will damage the O-
ring and cause a manifold leak in the system.
9. Tighten the four mounting bolts hand tight using a crossing pattern from one side of the
adapter to the other. This prevents the adapter O-ring from misaligning against the throttle,
which may cut the O-ring and cause an intake leak. Finally, tighten the four throttle adapter
10 fasteners to the specified torque values.

10. Install the TMAP sensor mounting-bracket to the manifold adapter. Apply a small amount of
vacuum grease to the TMAP sensor O-ring and install the sensor into the manifold adapter,
09 tighten the fasteners to specified torque values.
76
NOTE
Be careful not to over tighten the sensor retaining screw or damage to the sensor housing
may result.
11. Place mixer intake gasket on top of the mixer (Figure M21), then place the air horn adapter
on top of the mixer with the intake tube facing the valve cover (air cleaner side of the
engine). Tighten the air horn retaining bolts to specified torque values.
Figure M21
E N G I N E
CHAPTER 9. TEST AND ADJUSTMENTS
! WARNING
10
Liquid propane may cause freezing of tissue or frostbite. Avoid direct contact with skin 09
77
! CAUTION
N2001 SERVICE TESTING
After overhaul or for simply checking the N2001 regulator/converter operation, the following tests
can be performed (See Chapter 7 for removal/installation of the N2001). To check the
secondary regulation (output) a simple vacuum hand pump can be used to simulate the vacuum
signal transmitted from the air/fuel mixer when the engine is running. You will need the following
hardware:
SECONDARY STAGE TEST HARDWARE
1. Hand vacuum pump

2. Regulator vapor outlet test fitting " NPT X " hose barb
3. Union Tee " NPT with three " NPT X " hose barb
4. Vacuum hose
5. 0-3 in W.C. Magnehelic Gauge (inches of water column)
E N G I N E
SECONDARY STAGE (BREAK-OFF) TEST
1. Connect the vacuum pump, the Magnahelic gauge and the regulator vapor outlet to the
Union Tee fitting (Figure R11). Make sure there is no leakage at any of the fittings.
2. Using the vacuum pump slowly apply enough vacuum to measure above -2 in WC on the
gauge. This vacuum signal opens the secondary valve in the N2001 regulator/converter.
3. Release the vacuum pump lever and you will see the gauge needle start falling back toward
zero. When the pressure drops just below the specified break-off pressure (-1.2 in WC) of
10 the secondary spring, the needle should stop moving.
4. At this point the secondary valve should close. If the secondary valve seat or the secondary
09 diaphragm is leaking the gauge needle will continue to fall toward zero (proportional to the
leak size). An excessively rich air/fuel mixture can be caused by a secondary valve seat
78
leak, repair as necessary (See Chapter 7 for disassembly of the N2001).
Figure R11
PRIMARY STAGE TEST HARDWARE
1. Hand vacuum pump

2. Regulator Fuel Inlet test fitting (1/4" NPT standard air coupling)
3. Test Gauge fitting (1/4" NPT X 1/4" Hose Barb)
4. Vacuum hose or vinyl tubing
E N G I N E
PRIMARY STAGE PRESSURE TEST
6. Remove the primary test port plug from the

side of the regulator and install the 1/4" NPT
hose barb fitting.
7. Connect a compressed air line (shop air
~100psi) to the liquid propane fuel inlet of
the N2001 Regulator (Figure R12).
10
09
79
Figure R12
8. hose barb in the test port, and then connect

the Magnahelic gauge (Figure R13) to the
hose barb using the vacuum hose or vinyl
tubing. This prevents the gauge from
reading maximum pressure due to the large
velocity of compressed air entering the
primary chamber.
9. Make sure there is no leakage at any of the
fittings. The static pressure should read
between 40-60 inches of water column on
the Magnahelic gauge and maintain a
constant pressure for 60 seconds. Figure R13
10. If the pressure reading begins to increase, a leak is most likely present at the primary valve,
either the primary valve o-ring or the valve itself. If a leak is present you will need to
disassemble the primary side of the regulator, repair the cause of the leak, re-assemble the
regulator and test the primary stage again (See Chapter 7 for disassembly of the N2001).
11. If the pressure begins to decrease, the secondary seat is probably not making an adequate
seal and is leaking. If a leak is present you will need to disassemble the secondary cover
of the regulator, repair the cause of the leak, re-assemble the regulator and test the primary
and secondary stage again (See Chapter 7 for disassembly of the N2001).
12. Once the test is successful, re-install the primary test port plug and check the fittings for
leaks (See Chapter 7 for installation of the N2001).
NOTE
The N2001 Primary stage pressure can also be tested at idle on a running engine. The
N-2001 primary pressure should be between 40" and 55" water column at 700 RPM, idle.
E N G I N E
! WARNING
10 or tissue; always wear appropriate safety protection including gloves and safety glasses
when working with liquid propane
09
80 N-CA55-500TR SERVICE AVV (AIR VALVE VACUUM) TESTING
AVV TEST HARDWARE
1. Mixer AVV test fitting " NPT X " hose barb

2. Union Tee " NPT with three " NPT X " hose barb
3. Vacuum hose
AVV TEST
5. Install the Union Tee fitting between the FTV and the AVV fitting.
6. Connect the vacuum hose from the Union Tee fitting to the Magnahelic gauge (Figure T1).
You should now have the gauge inline between the FTV and the mixer to throttle adapter.
7. With the engine running at idle (700 RPM) the AVV should be between 5" and 10" water
column.
Figure T1
E N G I N E
NOTE
If the measured water column is excessively high, check for a sticking or binding piston
diaphragm assembly inside the mixer. (See Chapter 8 for removal, installation and
disassembly of the N-CA55-500TR mixer).
IGNITION TIMING ADJUSTMENT
With the MI-04 system both mechanical and vacuum advance are no longer inside the distributor.
10
All ignition timing advance is controlled by the SECM. The initial ignition timing setting of the 09
distributor is described in the following steps. It will be necessary to mechanically adjust the 81
distributor to an initial setting for startup, and then adjust the final timing using the service tool.
1. Using the timing indicator on the crankshaft

pulley, set the engine on 0 degrees Top
Dead Center (TDC) of number 1 cylinder
(Figure G1).
Figure G1
2. Verify that the distributor rotor is lined up

with number 1 cylinder on the distributor cap
(Figure G2).
Figure G2
E N G I N E
3. Using the timing indicator rotate the

crankshaft 10 degrees After Top Dead
Center (ATDC).
The distributor rotor will now be advanced
slightly past number 1 cylinder (Figure G3).
10 Figure G3
09
82
4. Mechanically set the distributor so that the
rotor lines up with number 1 and the signal
rotor point lines up with the pickup. To do
this you will need to remove the distributor,
rotate the distributor one tooth
counterclockwise and re-install. This can be
easily done when the distributor is removed
from the engine by turning the distributor
rotor counterclockwise until it points slightly
Before Top Dead Center (BTDC) of number
1 cylinder (Figure G4).
Figure G4
5. Re-install the distributor. The drive gear on

the distributor is a helical type gear, which
will cause the rotor to rotate clockwise as
you re-install the distributor. If your
alignment in step 4 was correct, the rotor
should rotate clockwise as you re-install the
distributor and point slightly past (ATDC)
number 1 cylinder. If not repeat step 4.
Figure G5
E N G I N E
6. Now that you have the distributor re-

installed, rotate the distributor housing
clockwise (Figure G6) until the rotor points
to number 1 cylinder and the signal rotor
point lines up with the center of the pick-
up.
7. Lock the distributor in place by tightening
the hold down nut to the specified torque
value.
10
Figure G6
09
NOTE 83
This completes the initial ignition timing. The final ignition adjustment must be
made at engine start-up using the software service tool.
FINAL TIMING AND IDLE MIXTURE ADJUSTMENT
The best method for making the final timing

adjustment to a running engine is to use the
Service Tool software by connecting a laptop
computer to the SECM. If you do not have the
Service Tool proceed to (step 12). A USB
(Universal Serial Bus) to CAN (Controller Area
Network) communication adapter by Kavaser will
be required along with a Crypt Token (Figure
G7). The Crypt Token acts as a security key
allowing the laptop to retrieve the necessary Figure G7
data from the SECM.
1. Install the Crypt Token in an available USB

port in the computer (Figure G8).
2. With the ignition key in the OFF position,
connect the Kavaser communication cable
from a second USB port on the computer
to the CAN communications cable on the
engine. (*If your laptop computer does not
have a second USB port an appropriate
USB Hub will need to be used).
3. Connect a timing light to the engine.
4. Turn the ignition key to the ON position
(Do Not Start the Engine). Figure G8
E N G I N E
5. Launch the MotoView program on your

computer and open the Service Tool display.
6. Start the engine; you should now see the
idle RPM on your Service Tool display
screen (Figure G9).
10
09 Figure G9
84 NOTE
Service Tool software (MotoTuneViewer) and the security Crypt Token is obtainable by
certified technicians through authorized dealers.
7. Select the Run Screen, you will see an

option to lock the ignition bit (Spark Control
Lock), select the check box to lock the
timing (Figure G10). This locks the SECM
programmed spark advance at 10 degrees
BTDC.
Figure G10
8. Start the engine. Use the timing light to

check the engine timing. The timing should
be at 10 degrees BTDC. If it is not, loosen
the distributor-retaining nut and rotate the
distributor (Figure G11) until the timing light
shows an engine timing of 10 degrees
BTDC.
9. Tighten the distributor-retaining nut and
verify the timing is still 10 degrees BTDC.
10. Unlock the Spark Control Lock bit, the field
should now read unlocked.
11. Use the accelerator pedal to increase RPM Figure G11
above idle momentarily (Rev the engine)
then release the pedal to return to idle
RPM.
E N G I N E
SETTING INITIAL TIMING WITHOUT THE SERVICE TOOL
12. Disconnect the fuel lock-off connector at the

lock-off so that fuel cannot flow during
cranking.
13. The initial timing can bet set using a
standard inductive timing light (Figure G4)
with no offset adjustment. During crank RPM
the initial timing should be 15 degrees
BTDC. Set the initial timing to 15 degrees
10
BTDC (advanced), by rotating the distributor
09
while cranking the engine with the ignition 85
key.
Figure G4
14. Turn the ignition key to the OFF position.
Tighten the distributor hold-down bolt to the specified torque value and re-connect the 4-
PIN ignition module connector and the fuel lock-off connector
IDLE MIXTURE ADJUSTMENT
15. While on the Run Screen adjust the idle

mixture screw on the mixer until a reading
of 25-40% is reached for the FTV Duty
Cycle (Figure G12).
16. To make this adjustment you will need to
adjust the nylon screw all the way inward
and then back out the screw " turn.
17. Use the accelerator pedal to increase RPM
above idle momentarily (Rev the engine)
then release the pedal to return to idle
RPM. The duty cycle setting should remain
within the adjustment range (25-40%). Figure G12
18. To obtain an accurate FTV Duty Cycle reading when the tamper proof is not installed, place
your thumb over the idle screw port so that no air will leak past the screw threads.
19. If the FTV Duty Cycle reading is above 40% back the idle adjustment screw out again and
re-check your duty cycle reading. Continue to do this until the FTV Duty Cycle reading is
within the proper range (25-40%)
20. Turn the ignition key to the OFF position to shut down the engine.
E N G I N E
21. Install the tamper proof cap on the idle

mixture screw adjustment port so that no
further adjustments can be made (Figure
G13).
10
09 Figure G13
86 NOTE
If the FTV Duty Cycle reading is cannot be adjusted between 25-40%, check for possible
vacuum leaks, manifold leaks or a faulty mixer.
ENGINE (4TNE94–SF) 15
• 15 – 01 STRUCTURE AND • 15 – 03 DISASSEMBLY &

FUNCTION ASSEMBLY
– Specification – Maintenance
– Structure standard
– Fuel system – Tightening torque
– Cooling system – Special tools
– Lubrication system – Precautions
• 15 – 02 INSPECTION & – Cylinder head
MAINTENANCE – Gear train and
– Inspection camshaft
– Adjusting operation – Cylinder block
– Periodic – Gear train and
maintenance chart camshaft
– Troubleshooting – Cylinder block
chart
E N G I N E (4TNE94–SF)
STRUCTURE AND FUNCTION
SPECIFICATION
GENERAL SPECIFICATION
Model 4TNE94–SF
Type Vertical, in–line, 4–cycle, water–cooled diesel engine
Combution chamber Direct injection
Number of cylinder bore×stroke 4–94mm×100mm (3.7″×3.9″)
Total displacement 2776cc (169cu.in)
Compression ratio
rpm
18.0 : 1
2500 rpm
15
Rated output
Output 42 kW (57.5ps) 01
1 ①
rpm 1600 rpm
Max. torque
Torque 18.0±0.5 kgf·m (130±3 lbf·ft)
Max. 2700±30 rpm
No load rpm
Min. 750±30 rpm
Fuel consumption (rated) 170 g/PS·h
Fuel injection timing (FID, bTDC) bTDC 10°~12°
Fuel injection pressure 220~230 kgf/cm2 (3128~3270 psi)
Firing order 1–3–4–2 (No.1 cylinder on flywheel side)
Output shaft Flywheel
Direction of rotation Counterclockwise (viewed from flywheel)
Fuel oil Diesel oil
Lubrication oil SAE class CF
Max. 10.2 l (2.5 gal)
Oil pan capacity
Min. 4.5 l (1.2 gal)
Overall length 720 mm (28.3″)
Engine dimension Overall width 508 mm (20″)
Overall height 689 mm (27.1″)
Engine weight (dry) About 260 kg (506 lb)
Start motor 12V–2.0kW
Alternator 12V–40A
ENGINE PERFORMANCE CURVE
20
15
Torque : kgf·m
60 10
15 50 5
01 40 0
2
Output : PS
30
Specific fuel consumption : g/PS·h

20 190
10 180
0 170
160
10 12 14 16 18 20 22 24 26 28
Speed of crank shaft : rpm (×102)
Condition Specification
Cooling fan φ430 pusher
Exhaust pressure 1000mmAq
Air cleaner 6 inch
Radiator installed
Alternator installed
STRUCTURE
• 4TNE94 is 4 cycle, 4 cylinder, water cooled diesel engine.

• 4TNE94 produces powerful performance using direct injection type combustion chamber.
<Top view>
1. Fuel injection nozzle

2. Gear case
3. Gear case cover
4.
5.
6.
Start motor
Exhaust manifold
Valve rocker cover
15
7. Cylinder head 01
8. Intake manifold 3
9. Flywheel housing
1 2 3
<Flywheel side view>
5 6 7 8
<Fuel injection pump side view>
1. Intake manifold
2. Stop motor
1 3 4 6 7 3. Governor
4. Fuel injection pump
5. Fuel filter
6. Cooling water inlet
7. Cooling fan
8. Oil filler port
9. Fuel feed pump
5 10. Lubrication oil filter
15 2 13
8
11.
12.
13.
Dipstick
Oil pan
Cooling water pump
01 9 14. Alternator
11 15. Cooling water outlet
4
10
12
<Fan side view>
15
14
FUEL SYSTEM
FUEL SYSTEM DIAGRAM
Fuel injection valve (Nozzle)
15
01
5
Fuel injection
pump
Feed pump
Fuel filter Return
Suction
Fuel tank
FUEL INJECTION PUMP EXPLODED VIEW
! Fuel injection pump disassembly/assembly and adjustment is possable at manufacture’s

(ZEXEL) test bench with special tools. Therefore do not disassemble or adjust in the field.
1. Delivery valve spring holder

2. Delivery valve spring
3. Delivery valve
4. Plunger & barrel
5. Pump housing
6. Control rack
7. Camshaft
8. Pinion
9. Control sleeve
10. Plunger spring upper retainer
11. Plunger spring
12. Plunger spring lower retainer
13. Tappet
14. Bottom screw plug
15. Lock plate
16. Pump cover
17. Bearing holder
COOLING SYSTEM
SYSTEM BLOCK DIAGRAM
From
15
cylinder
head
Bypass
Cooling
01 water
pump
6
Radiator
WATER PUMP STRUCTURE
2. Fan and pulley

Cylinder head 3. Thermostat
cover
4. Cooling water
pump
5. Thermostat
Cylinder block
DISASSEMBLY/ASSEMBLY
– Remove the alternator.

– Remove the fan, V–belt and pulley.
– Remove the thermostat cover.
– Remove the cooling water pump.
– Remove the thermostat.
– For assembly, reverse the procedure.
SERVICE POINTS
Point 1
15
Disassemble–Reassembly : 01
• Check to see that the cooling water pump bearing is free from abnormal noise, sticking or 7
play and water leakage from the bearing. If replacement is necessary, replace the whole cooling
water pump assembly.
Point 2
Disassemble :
• Check the thermostat function, referring to the inspection method.
LUBRICATION SYSTEM
LUBRICATION SYSTEM DIAGRAM
Camshaft
To cylinder head To gear case
bearing (valve rocker arm (oil pump gear
lubrication) lubrication)
15 Crankshaft
bearing
01
8
Lube oil pump

(with built–in pressure
regulating valve)
Fuel pump
Lube oil filter
Oil pan
LUBE OIL PUMP STRUCTURE

4. Lubrication oil pump
5. Pressure regulating valve
Gear case
Outer rotor
5
4 Punch mark Crankshaft
– Loosen the belt, and remove the radiator pulley, fan and V–belt.
– Remove the crankshaft pully.
– Remove the gear case cover.
– Remove the lubricating oil pump assembly from the gear case. (point 1)
– Remove the pressure regulating valve from the lubricating oil pump body. (point 2)
SERVICE POINTS
Point 1
Disassemble :
15
• Check if the pump rotates smoothly and see that there is no play between the shaft and gear, 01
and inner rotor. 9
Reassemble :
• Install the outer rotor in the gear case so that the punch mark on the end face is seen.
• When replacing the lubricating oil pump, replace the whole assembly.
Point 2
Disassemble–Reassemble :
• Only wash the pressure regulating valve. Disassembly is unnecessary unless any abnormality
in operation is detected.
PARTS INSPECTION AND MEASUREMENT
OUTER ROTOR
• Oil clearance between the outer rotor and

Outer rotor
inside diameter of the gear case hole.
• Side clearance between outer rotor and gear Gear case
case hole.
Unit : mm (inch)
Standard Limit
0.100~0.155 0.25
15 Oil clearance
Side clearance
(0.004~0.006)
0.05~0.10
(0.010)
0.15
Oil clearance
(0.002~0.004) (0.006)
01
10
ROTOR SHAFT
Unit : mm (inch)
Standard Limit
12.955~12.970 12.945
Shaft O.D.
(0.510~0.511) (0.510)
12.980~13.020 13.050
Bearing I.D. Side clearance
(0.511~0.513) (0.514)
0.010~0.064 0.105
Clearance
(0.0004~0.0026) (0.0041)
Rotor shaft
Shaft O.D.
Bearing I.D.
Lube oil pump bearing Gear case
INSPECTION & MAINTENANCE
INSPECTION
ENGINE OIL
• The level must be between the upper and lower limit lines on the dipstick.
Max. level 10.2 l (2.5 gal)

Min. level 4.5 l (1.2 gal)
• The oil must have appropriate viscosity and not be contaminated.

• No coolant or diesel fuel shall be mixed.
• Insert the dipstick fully and check the oil level.
! The oil should not be overfilled to exceed the upper limit line. Otherwise, oil may
15
blow out from the breather or impair normal engine operation. 02
1
COOLANT
• Engine : The radiator shall be completely filled.

• Sub–tank : The coolant level shall be between
the upper and lower limit lines.
Engine 4.2 l (1.1gal)

Capacity
Sub–tank Approx. 0.8 l (0.2gal)
• The coolant must be checked when the engine

is cold.
• If the level is normal in the sub–tank but low EX0684
in the radiator, check for loosened clamping of

the rubber hose between the radiator and
sub–tank or a tear in the hose.
LEAK FROM COOLING SYSTEM AND RADIATOR
COOLANT LEAK CHECK IN COOLING SYSTEM
• Fill coolant to the normal level in the radiator,

and install the cap tester on the radiator.
• Operate the manual pump to set the pressure
to 0.9±0.15 kgf/cm2 (12.8±2 psi). If the cap tester
pressure gauge reading drops then, coolant is
leaking from the cooling system. Check and
repair the leaking point.
Cap tester
Leak check in cooling water system
RADIATOR CAP INSPECTION
• Install the radiator cap on the cap tester.

• Set the tester pressure to 0.9±0.15 kgf/cm2
(12.8±2 psi) and check that the cap relief valve
is opened.
If the relief valve does not open, or you can
not build test pressure, replace the cap since Radiator cap
it is abnormal.
Radiator cap inspection
15 FAN BELT TENSION INSPECTION AND ADJUSTMENT

02
2 • Push the center of the V–belt between the 98N (10kgf)
alternator and cooling water pump pulley with
a finger. The V belt tension is normal if the
deflection is between 10 to 15 mm (0.4″~0.6″). 10~15
If not, adjust the V–belt tension by the mm
alternator adjuster.
Alternator
Cooling water
pump
Crankshaft pulley
V–belt tension
Adjust the V–belt

tension by inserting
Adjuster a bar.
Alternator
Tension adjustment
VALVE CLEARANCE ADJUSTMENT
Make adjustment when the engine is cold.

• Align the top mark scribed on the crankshaft
pulley with the gear case timing mark.
• Make sure that No. 1 intake and exhaust
valves (from flywheel side) are free raising the
rocker arms by hand. If not, rotate the
crankshaft pulley one more turn (360°).
• Loosen the lock nut and ajusting screw, and
check the valve cap for any inclination,
entrapped dirt or wear.
If the valve cap head portion is worn, replace
the cap with a new one.
15
02
3
• Insert a 0.2mm (0.008″) feeler gauge between

the rocker arm and valve cap, and tighten the
adjusting screw to adjust the valve
clearance. (marked v )
• Hold the adjusting screw with screwdriver and
tighten the locknut.
• Apply oil to the contact between the adjusting
screw and push rod.
• Rotate the crankshaft pulley one turn (360°).
• Check and adjust the valve clearance for
remaining valves. (marked ×)
Cylinder No. 1 2 3 4
Valve IN EX IN EX IN EX IN EX
No.1 cylinder at compression TDC. ○ ○ ○ ○
No.4 cylinder at compression TDC. × × × ×
FUEL INJECTION NOZZLE
! Wear protective glasses when testing the fuel injection nozel. Never approach the injection
nozzle portion with a hand. The oil jetting out from the nozzle is at a high enough pressure
to cause loss of sight or injury if accidentally coming into contact with it.
INJECTION PRESSURE MEASUREMENT
• Remove carbon deposit at the nozzle hole

thoroughly before measurement.
• Connect the fuel injection valve to the high
15 pressure pipe of the nozzle tester.

• Operate the nozzle tester lever slowly and read
the pressure at the moment when the fuel
Nozzle tester
02 injection from the nozzle starts.

4 • If the measured injection pressure is lower than
Injection nozzle
the standard level, replace the pressure
Injection pressure measurement
adjusting shim with a thicker one. with nozzle tester
Type of pressure adjusting shim thickness (mm) Injection pressure adjustment
The injection pressure is increased by approx.

0.13, 0.15, 0.18, 0.4, 0.5, 0.8 19kgf/cm2 (270psi) when the adjusting shim
thickness is increased by 0.1 mm.
Fuel return pipe joint
Nozzle holder
Pressure adjusting shim
Nozzle spring
Nozzle spring seat
Valve stop spacer
Nozzle
Dowel pin valve
Nozzle
Nozzle
body
Nozzle case nut
Fuel injection nozzle exploded view

SPRAY PATTERN INSPECTION
After adjustment to the specified valve opening Normal

pressure, use a nozzle tester and check the
spray pattern and nozzle tip leakage.
• Nozzle tip leakage test
– After injecting a few times, increase the pressure
gradually. Hold the pressure for about 5 seconds
at a little before the valve opening pressure of
20kgf/cm2(284psi), and check to see that oil does
not drip from the tip end of the nozzle.
– If extreme oil leak from the overflow joint exists Uniform spray pattern from each nozzle
during injection by the nozzle tester, check
after retightening.
If much oil is leaking, replace the nozzle Abnormal
15
assembly. 02
• Spray and injection states 5
– Operate the nozzle tester lever at a rate of
once or twice a second and check for
abnormal injection.
– If normal injection as shown below cannot be Extreme difference in angle (θ)
obtained, replace the fuel injection valve. Extremely different injection angle (α)
Non–atomized spray
Stagnant spray
Nozzle valve sliding test
Wash the nozzle valve in clean fuel oil.
Place the nozzle body vertically and insert the
nozzle into the body to about 1/3 of its length. The
valve is normal if it smoothly falls by its own weight
into the body. In case of a new nozzle, remove
the seal peel, and immerse it in clean diesel oil or
solvent to clean the inner and outer surfaces and
to thoroughly remove rust–preventive oil before
using the nozzle. Note that a new nozzle is coated
with rust–preventive oil and is pasted with the seal
Nozzle valve sliding check by gravity
peel to shut off outer air.
Nozzle punch mark

Y DLL A – 150 P 244JO
Design code
Size : size P
: size S
Injection angle
Nozzle insertion angle Code A : angled
No code : no angle
Punch mark
Type : DLL (semi–long type)

YANMAR
FUEL INJECTION TIMING
• Turn the engine by using the crankshaft pulley. Inspect the injection timing of No. 1 cylinder
by means of the delivery valve spring holder of the fuel injection pump (cylinders numbered
No. 1, 2, 3 and 4 from the flywheel side.)
• Rotate the crankshaft clockwise as seen from the pulley side. Since the oil level at the tip
end of the delivery valve spring holder rises, stop rotation as soon it rises.
• Check the crankshaft top mark and
timing scale position.
Standard : bTDC 10~12° (FID)
• If the injection timing does not satisfy the
standard, adjust it by tilting the fuel
15 injection pump body toward or away from
the engine after loosening the fuel
Crankshaft pulley
injection pump mounting nut.

02 • If the timing is delayed, tilt the pump
6
body away from the engine.
• If the timing is too early, tilt the pump
body toward the engine.
Top mark
Fuel injection pump

mounting nut
NO LOAD MIN./MAX. RPM ADJUSTMENT
• After warming the engine up, gradually raise the speed and set it at the no–load maximum
revolution.
• If the no–load maximum revolution is outside the standard range, adjust it by turning the no–load
maximum revolution adjusting bolt.
• Then set the no–load minimum revolution by adjusting the no–load minimum revolution adjusting
bolt.
No–load minimum
revolution adjusting bolt No–load maximum
Standard revolution adjusting bolt
– No load max. rpm : 2700±30 rpm
– No load min. rpm : 750±30 rpm
Decrease Increase Decrease Increase
SENSOR
THERMOSTAT AND THERMAL SWITCH INSPECTION
Thermostat
To radiator
Place the thermostat in a container filled with
water. Heat it while measuring the water
temperature, and see that the thermostat is Cover
actuated between 69.5°C–72.5°C
(157.1°F~162.5°F).
15
Thermostat
Thermo switch 02
7
Thermoswitch
Place the thermoswitch in a container filled with
Thermometer
antifreeze or oil. Heat it while measuring the fluid
temperature. The switch is normal if the
multimeter shows continuity when the fluid
temperature is between 107°C–113°C
(224.6°F~235.4°F). Tester
probes
Engine oil pressure switch

Disconnect the connector from the oil pressure cylinder
switch. Keep the multimeter probes in contact Tester probes block
with the switch terminal and cylinder block while (flywheel
side)
operating the engine. It is abnormal if circuit is
closed.
Continuity test
COMPRESSION PRESSURE CHECK
Compression pressure drop is one of major causes of increasing blowby gas (lubricating oil
contamination or increased lubricating oil consumption as a resultant phenomenon) or starting
failure. The compression pressure is affected by the following factors :
1. Degree of clearance between piston and cylinder
2. Degree of clearance at intake/exhaust valve seat
3. Gas leak from nozzle gasket or cylinder head gasket
In other words, the pressure drops due to increased parts wear and reduced durability resulting
from long use of the engine.
A pressure drop may also be caused by scratched cylinder or piston by dust entrance from the
dirty air cleaner element or worn or broken piston ring. Measure the compression pressure to
15 diagnose presence of any abnormality in the engine.
02 COMPRESSION PRESSURE MEASUREMENT METHOD

8
• After warming up the engine remove the fuel
injection nozzle from the cylinder to be
measured.
Compression
• Before installing the compression gauge, cut off gauge
the fuel supply by the adjusting lever and
check if fuel comes out while rotating the
flywheel manually.
• Install the compression gage and compression
gage adapter at the cylinder to be measured.
Measuring the compression pressure
! Do not forget to install a gasket at the
tip end of the adapter.
• Install the compression gage and compression gage adapter at the cylinder to be measured.
• Crank the engine by the starting motor until the compression gage reading is stabilized.
STANDARD COMPRESSION PRESSURE
• Standard : 35±1 kgf/cm2 (497±14.2 psi)

• Limit : 27 kgf/cm2 (383.4 psi)
• Difference among cylinders : 2~3 kgf/cm2 (28.4~42.6 psi)
ENGINE SPEED AND COMPRESSION PRESSURE

Compression pressure
(kgf/cm2)
15
Engine speed (rpm)
02
9
ITEMS TO BE CHECKED
When the measured compression pressure is below the limit value, inspect each part by referring
to the table below.
Item Cause Corrective action

• Air cleaner element • Clogged element • Clean the element.
• Broken element • Replace the element.
• Defect at element seal portion
• Valve clearance • Excessive or no clearance • Adjust the valve clearance.
• Valve timing • Incorrect valve clearance • Adjust the valve clearance.
• Cylinder head • Gas leak from gasket • Replace the gasket.
gasket • Retighten the cylinder head
bolts to the specified torque.
• Intake/exhaust valve • Gas leak due to worn valve • Lap the valve seat.
• Valve seat seat or foreign matter. • Replace the intake/exhaust
• Piston • Sticking valve valve.
• Piston ring • Gas leak due to scoring or • Perform honing or boring/horning
• Cylinder wear and use an oversized part.
ADJUSTING OPERATION
Perform adjusting operation as follows after the maintenance job :

• Supply the fuel oil, lubricating oil and coolant.
! Check the levels of the lubricating oil and coolant again after test running (for about
5 minutes) and add as required.
• Start the engine, and carry out idling at a low revolution (700 to 900 rpm) for a few minutes.
• Run in the engine for about five minutes at the rated revolution (no–load). Check for coolant,
fuel or oil leaks and existence of abnormal vibration or noise. Also check the oil pressure,
coolant temperature and exhaust gas color.
15 • Adjust the no–load minimum and maximum revolutions according to the specifications.
02 LONG STORAGE
10
Observe the following instructions when the engine is to be stored for a long period without
operation :
Always drain cooling water in a cold season or before a long storage. (This is unnecessary
when antifreeze is used.)
! Negligence of water draining will cause the water remaining inside the engine to freeze
and expanded, damaging the engine cooling system components.
Coolant draining procedure

– Remove the radiator cap.
– Loosen the draining cock under the radiator to drain coolant.
– Loosen the drain cock on the side of the engine block to drain coolant.
– After draining coolant, tighten the radiator cap and drain plug and cocks.
• Remove all mud, dust, oil deposits and thoroughly clean the engine and attached components.
• Perform the nearest periodic inspection before the storage.
• Drain or fill the fuel oil fully to prevent condensation in the fuel tank.
• Disconnect the battery cable from the battery negative (–) terminal.
• Cover the silencer, air cleaner and electric parts with PVC cover to prevent water and dust
from depositing or entrance.
• Select a well–ventilated location without moisture and dust for storage.
• Perform battery recharging once a month during storage to compensate for self–discharge.
PERIODIC MAINTENANCE CHART
! Make a periodic inspection plan according to the state of use. Perform periodic
inspection accurately so that inspection will not be skipped. If periodic inspection is
neglected, failures may occur or durability may be lost. Inspection and maintenance
after 1000 hours require expertise and skill, so consult our dealer or distributor.
Every month Every 3 month Every 6 month Every year

Part Item Daily or or or or
Every 50 hrs. Every 200 hrs. Every 400 hrs. Every 1000 hrs.
Fuel oil Check the fuel level and refill ○ before operation
system Drain the fuel tank sediment
Clean the fuel filter
○
○ 15
Replace the fuel filter element ○
Drain the water separator if applicable ○ 02
Check for fuel oil leakage ○ after operation 11
Fuel injection Check the injection
●
nozzle condition
Check the fuel injection timing ●
Check the fuel injection pump ●
Lube. oil Check the lube oil level in the oil
○ before operation
system pan and refill
○ ○
Replace the lube oil 1st time 2nd time and
thereafter
○ ○
Replace lube oil filter element 1st time 2nd time and
thereafter
Check for lube oil leakage ○ after operation
Cooling water Check the coolant level and refill
system
Clean the cooling system ○
Replace the coolant ○
Check for coolant leakage ○ after operation
Check for clogging ○ before operation
Radiator fin
Clean the fin ○
○ ○
Adjust the fan belt tension 1st time 2nd time and
thereafter
Check the fan belt ○ before operation
Air induction Check the air cleaner element ○
system Replace the air cleaner element ○
Check the battery electrolyte level
Electric system and refill
Check the warning lamps ○ when the engine is started
Engine body Adjusting the intake and exhaust
●
valve clearance
! Item marked “●” should be serviced by an authorized SAMSUNG dealer, unless the
owner has proficient mechanical ability and the proper tools.
TROUBLESHOOTING CHART
The following table summarizes the general trouble symptoms and theiir causes. If any trouble symptom occurs, take corrective action before it develops into a serious problem so as not to shorten the engine
service life.
High knocking sound during combustion

Starting failure Insufficient Poor ex- Hunting Lubricating oil Coolant Air
engine output haust color intake
Difficulty in returning to low speed

Engine starts Exhaust color During
but stops soon. work
Excessive fuel consumption

Trouble symptom
Uneven combustion sound

Exhaust smoke
Exhaust temperature rise

Low coolant temperature
Abnormal engine sound
Excessive consumption
Large engine vibration
Engine does not start
Corrective action
15
Much blow–by gas

Low L.O. pressure
Dilution by fuel oil
Mixture with water
Cause
Pressure drop
Pressure rise
During idling
During work
02
Overheat
Ordinary
White
White
Much
Black
Black
None
Little
13
Improper clearance of intake/exhaust valve ○ ○ ○ ○ ○ ○ Adjust the valve clearance.

Compression leakage from valve seat ○ ○ ○ ○ ○ ○ Lap the valve seat.
Seizure of intake/exhaust valve ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ Correct or replace.
Blowout from cylinder head gasket ○ ○ ○ Replace the gasket.
Seized or broken piston ring ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ Replace the piston ring.
Worn piston ring, piston or cylinder ○ ○ ○ ○ ○ ○ ○ ○ Perform honing and use oversize parts.
Seized crankpin metal or bearing ○ ○ ○ ○ ○ ○ ○ ○ ○ Replace or replace.
Engine system
Improper arrangement of piston ring joints ○ ○ ○ ○ Correct the ring joint positions.
Reverse assembly of piston rings ○ ○ ○ ○ Reassemble correctly.
Worn crankpin and journal bearing ○ ○ ○ ○ ○ ○ ○ Measure and replace.
Loosened connecting rod bolt ○ ○ ○ Tighten to the specified torque.
Foreign matter trapped in combustion
○ ○ ○ ○ ○ Disassemble and repair.
chamber
Excessive gear backlash ○ ○ Adjust gear meshing.
Worn intake/exhaust valve guide ○ ○ Measure and replace.
Defective governor ○ ○ ○ ○ ○ Make adjustment.
Improper open/close timing of
○ ○ ○ ○ ○ ○ Adjust the valve clearance.
intake/exhaust valves
Excessive cooling effect of radiator ○ ○ ○ Defective thermostat (kept closed).
Defective thermostat (kept opened).
Cooling system
Insufficient cooling effect of radiator ○ ○ ○

or slipping fan belt
Insufficient coolant level ○ ○ ○ Check leakage from cooling system.
Cracked water jacket ○ ○ ○ Repair or replace.
Slackened fan belt ○ ○ ○ Adjust the belt tension.
Defective thermostat ○ ○ ○ ○ Check or replace.

Starting failure Insufficient Poor ex- Hunting Lubricating oil Coolant Air
engine output haust color intake

Engine starts Exhaust color During
but stops soon. work

Trouble symptom

Exhaust smoke
Exhaust temperature rise

Low coolant temperature
Excessive blowby gas

Engine does not start
Corrective action
Low L.O. pressure

Mixture with water
Cause
Pressure drop
Pressure rise
During idling
During work
Overheat
Ordinary
White
White
Much
Black
Black
None
Little
Improper properties of lubricating oil ○ ○ ○ ○ ○ ○ Use proper lubricating oil.
15
Lubricating system
Leakage from lubricating oil piping system ○ ○ Repair

Insufficient delivery capacity of trochoid pump ○ Check and repair.
02
Clogged lubricating oil filter ○ ○ Clean or replace. 15
Defective pressure regulating valve ○ Clean, adjust or replace.
Insufficient lubricating oil level ○ ○ Add proper lubricating oil.
Timing of fuel injection pump too early ○ ○ ○ ○ Check and adjust.
Timing of fuel injection pump too late ○ ○ ○ ○ ○ ○ Check and adjust.
Improper properties of fuel oil ○ ○ ○ ○ ○ ○ Use proper fuel oil.
Water entrance in fuel system ○ ○ ○ ○ ○ ○ ○ Perform draining from the fuel filter.
Clogged fuel filter ○ ○ ○ Clean or replace
Air entrance in fuel system ○ ○ ○ Perform air bleeding.
Fuel system
Clogged or cracked fuel pipe ○ ○ ○ Clean or replace.

Insufficient fuel supply to fuel injection pump ○ ○ ○ Check the fuel tank cock, fuel filter, fuel pipe, and fuel feed pump
Uneven injection volume of fuel injection pump ○ ○ ○ ○ ○ ○ ○ ○ ○ Check and adjust.
Excessive fuel injection volume ○ ○ ○ ○ ○ ○ ○ Check and adjust.
Poor spray pattern from fuel injection nozzle ○ ○ ○ ○ ○ ○ ○ ○ ○ Check and adjust.
Foreign matter trapped in the valve inside the priming pump.
Priming failure ○
(Disassemble and clean.)
Clogged strainer at feed pump inlet ○ Clean the strainer
Air system
Clogged air filter ○ ○ ○ ○ ○ Clean

Engine used at high temperatures or at high altitude ○ ○ ○ ○ ○ Study output drop and load matching.
Clogged exhaust pipe ○ ○ ○ ○ Clean
Starting motor defect ○ Repair or replace.
Elec. system
Alternator defect ○ Repair or replace.

Open–circuit in wiring ○ Repair
Battery voltage drop ○ Inspect and charge the battery.
DISASSEMBLY & ASSEMBLY
MAINTENANCE STANDARD
ENGINE TUNING
Inspection item Unit Standard Limit

Gap at intake/exhaust valve heads mm (inch) 0.15~0.25 (0.006~0.010) –
V–belt tension Used part mm (inch) 10~15 (0.39~0.59) –
98N finger pressure (10 kgf/cm2) New part mm(inch) 7~9 (0.28~0.35) –
Fuel injection pressure kgf/cm2(psi) 220~230 (3124~3266) –
Fuel injection timing (FID)
Max.
(degrees)(bTDC) 10~12
rpm 2700±30
–
–
15
No load rpm
Min. rpm 750±30 – 03
28±1 1
Compression at 250 rpm kgf/cm2(psi) 35±1 (497±14.2) (398±14.2)
Top clearance mm(in) 0.737~0.869 (0.029~0.034) –
Coolant capacity (engine only) l (gal) 4.2 (1.1) –
High l (gal) 10.2 (2.7) –
Lubricating oil capacity (oil pan)
Low l (gal) 4.5 (1.2) –
Max. (in cold state) kgf/cm2(psi) 6.0 (85) –
Lubricating oil
At rated oupput kgf/cm2(psi) 3.0~4.0 (43~57) –
Pressure
At idling kgf/cm2(psi) 0.6 or above (9) –
Oil pressure switch operating pressure kgf/cm2(psi) 0.5±0.1 (7±1) –
Thermostat valve opening temperature °C (°F) 69.5~72.5 (157~162) –
Thermoswitch actuating temperature °C (°F) 107~113 (225~235) –
ENGINE BODY

Cylinder head
Max. 0.05 (0.002″)

0.15
Combustion surface distortion mm(inch) (0.006″)
0.5~0.7 (0.020″~0.027″)
1.0
Intake mm(inch) (0.039″)
Valve sink
0.6~0.8 (0.024″~0.031″)
1.1
Exhaust mm(inch) (0.043″)
1.3 (0.051″)
2.0
Intake mm(inch) (0.079″)
Seat width
2.2 (0.087″)
3.0
Valve seat Exhaust mm(inch) (0.118″)
Intake (Deg.) 120 –
Seat angle
Exhaust (Deg.) 90 –
Seat correction angle (Deg.) θ1 : 40, θ2 : 150 –

Intake/exhaust valve guide
7.915
Valve stem outside diameter mm (inch) 7.965~7.980 (0.3136~0.3142) (0.3116)
8.100
Intake Guide inside diameter mm (inch) 8.015~8.030 (0.3156~0.3161) (0.3189)
0.185
Clearance mm (inch) 0.035~0.065 (0.0014~0.0026) (0.0073)
7.905
Valve stem outside diameter mm (inch) 7.955~7.970 (0.3132~0.3138) (0.3112)
8.100
Exhaust Guide inside diameter mm (inch) 8.015~8.030 (0.3156~0.3161) (0.3189)
0.195
Valve guide driving–in method mm (inch) Cold–fitted –

15 Valve guide projection from cylinder head mm (inch) 14.7~15.0 (0.5789~0.591) –
Replacement valve guide inside diameter after insert mm (inch) 8.015~8.030 (0.3156~0.3161) –
03
Valve spring
2
Free length mm (inch) 47.5 (1.87″) –
1.2
Inclination mm (inch) – (0.047)
Load for compressing uneven pitch portion by 1mm kgf (lb) 2.257 (4.97) –
Rocker arm and shaft
18.57
Arm shaft hole diameter mm (inch) 18.50~18.52 (0.7283~0.7291) (0.7311)
18.44
Shaft outside diameter mm (inch) 18.47~18.49 (0.7272~0.7279) (0.7260)
0.13
Push rod
0.03
Bend mm (inch) – (0.0012)
Cam shaft
0.30
Side gap mm(inch) 0.05~0.20 (0.002~0.008) (0.012)
0.05
Bending (1/2 the dial gauge reading) mm (inch) 0~0.02 (0~0.0008) (0.002)
42.185
Cam height mm (inch) 42.435~42.565 (1.6707~1.6758) (1.6608)
49.890
Camshaft outside diameter mm (inch) 49.925~49.950 (1.9656~1.9665) (1.9642)
50.130
Gear side Bushing inside diameter mm (inch) 49.990~50.055 (1.9681~1.9707) (1.9736)
0.240
49.875
50.100
Intermediate Block inside diameter mm (inch) 50.000~50.025 (1.9685~1.9695) (1.9724)
0.225
49.980
50.100
Flywheel side Block inside diameter mm (inch) 50.000~50.025 (1.9685~1.9695) (1.9724)
0.210

Idle gear shaft and bushing
45.900
Shaft outside diameter mm (inch) 45.950~49.975 (1.8091~1.9675) (1.8071)
46.075
Bushing inside diameter mm (inch) 46.000~46.025 (1.8110~1.8120) (1.8140)
0.175
Backlash of each gear

Crank gear, cam gear, idle gear, fuel injection 0.16
mm(inch) 0.08~0.14 (0.0031~0.0055) (0.0063)
pump gear and PTO gear
0.17
Lubricating oil pump gear mm (inch) 0.09~0.15 (0.0035~0.0059)
Cylinder block
(0.0067)
94.130
15
Inner diameter 4TNE94 mm (inch) 94.000~94.030 (3.7008~3.7020) (3.7059)
0.03
03
Cylinder bore Roundness mm (inch) 0.01 (0.0004) or less (0.012) 3
0.03
Cylindricity mm (inch) 0.01 (0.0004) or less (0.012)
Crankshaft
0.02
Bending (1/2 the dial gauge reading) mm (inch) – (0.0008)
57.902
Pin outside diameter mm (inch) 57.952~57.962 (2.2816~2.2820) (2.2796)
Metal thickness mm (inch) 1.492~1.500 (0.0587~0.0591) –

Crank pin
US 0.25 mm (inch) 1.617~1.625 (0.0637~0.0640) –
0.150
64.902
Journal outside diameter mm (inch) 64.952~64.962 (2.5572~2.5576) (2.5552)
Metal thickness mm (inch) 1.995~2.010 (0.0785~0.0791) –

Crank journal
US 0.25 mm (inch) 2.125~2.130 (0.0872~0.0839) –
0.150
Thrust bearing
Crankshaft side gap mm (inch) 0.11~0.21 (0.0043~0.0083) –
1.850
Thrust bearing thickness mm (inch) 1.930~1.980 (0.0760~0.0780) (0.0728)
OS 0.25 mm (inch) 2.055~2.105 (0.0809~0.0829) –

Piston and ring
93.900
Standard mm (inch) 93.945~93.955 (3.6986~3.6990) (3.6969)
Piston outside
OS 0.25 mm (inch) 94.195~94.205 (3.7085~3.7089) –
diameter
OS 0.50 mm (inch) 94.445~94.455 (3.7183~3.7187) –
Clearance with cylinder bore
0.120
Note) Measure at 22mm above the piston bottom mm (inch) 0.050~0.080 (0.0020~0.0031) (0.0047)
face in vertical direction to the piston pin.

29.959
30.039
Piston pin Hole inside diameter mm (inch) 30.000~30.009 (1.1811~1.1815) (1.1826)
0.080
Ring groove width mm (inch) 2.040~2.060 (0.0803~0.0811) –

1.920
Ring width mm (inch) 1.940~1.960 (0.0764~0.0772) (0.0756)
Top ring
Side clearance mm (inch) 0.080~0.120 (0.0031~0.0047) –
0.540
End clearance mm (inch) 0.250~0.450 (0.0098~0.0177) (0.0213)
2.195
Ring groove width mm (inch) 2.080~2.095 (0.0819~0.0825)
15 Second ring
Ring width mm (inch) 1.970~1.990 (0.0776~0.0783)
(0.0864)
1.950
(0.0768)
0.245
Side clearance mm (inch) 0.090~0.125 (0.0035~0.0049)
03 (0.0096)
0.730
4
3.130
Ring groove width mm (inch) 3.015~3.030 (0.1187~0.1193) (0.1232)
2.950
Ring width mm (inch) 2.970~2.990 (0.1169~0.1177) (0.1161)
Oil ring 0.180
Side clearance mm (inch) 0.025~0.060 (0.0010~0.0024) (0.0071)
0.550
Connecting rod
Thrust clearance mm (inch) 0.20~0.40 (0.0079~0.0157) –
30.068
Bushing inside diameter mm (inch) 30.025~30.038 (1.1821~1.1826) (1.1838)
Small end 29.959
of rod 0109
Tappet
11.955
Tappet stem outside diameter mm (inch) 11.975~11.990 (0.4715~0.4720) (0.4707)
12.038
Tappet hole (block) inside diameter mm (inch) 12.000~12.018 (0.4724~0.4731) (0.4739)
0.083
Trochoid pump (Lubrication oil pump)

0.25
Clearance between outer rotor and gear case mm (inch) 0.100~0.155 (0.0039~0.0061) (0.0098)
0.15
Side clearance between outer rotor and gear case mm (inch) 0.05~0.10 (0.0020~0.0039) (0.0059)
12.945
Rotor shaft Shaft outer diameter mm (inch) 12.955~12.970 (0.5100~0.5106) (0.5096)
13.050
and gear Bearing inside diameter mm (inch) 12.980~13.020 (0.5110~0.5126) (0.5138)
case 0.105
TIGHTENING TORQUE
Unit : kgf·m (lbf·ft)
Nominal
Tightening position size Tightening torque
Thermostat case M8 2.3~2.9 (16.6~20.9)
Intake manifold M8 2.3~2.9 (16.6~20.9)
Exhaust manifold M8 2.3~2.9 (16.6~20.9)
Cylinder head Rocker cover M8 2.3~2.9 (16.6~20.9)
Valve arm support M10 4.5~5.5 (32.5~39.7)
∗ Fuel injection nozzle M6 0.7~0.9 (5.1~6.5)
Engine hoisting hook
∗ L Cylinder head
M8
M11
2.3~2.9 (16.6~20.9)
10.5~11.5 (75.8~83.0)
15
Gear case M8 2.3~2.9 (16.6~20.9)
03
Idle gear shaft M8 2.3~2.9 (16.6~20.9) 5
Camshaft thrust bearing M8 2.3~2.9 (16.6~20.9)
Oil pan M8 2.3~2.9 (16.6~20.9)
Cylinder block M10 4.5~5.5 (32.5~39.7)
Mounting flange
M8 2.3~2.9 (16.6~20.9)
∗ L Bearing cap M11 11.0~12.0 (79.4~86.6)
Lubricating oil suction pipe M8 2.3~2.9 (16.6~20.9)
PTO lubrication pipe M8 1.3~1.7 (9.4~12.3)
Fuel injection pump inlet pipe M8 1.3~1.7 (9.4~12.3)
Fuel injection pump rear stay M8 2.3~2.9 (16.6~20.9)
Cooling water pump M8 1.8~2.3 (13.0~16.6)
Alternator M10 4.5~5.5 (32.5~39.7)
Gear case cover M8 1.8~2.3 (13.0~16.6)
Fuel injection pump M10 3.5~4.5 (25.3~32.5)
Gear case
Oil pan M8 1.8~2.3 (13.0~16.6)
Lubricating oil pump assy M8 1.8~2.3 (13.0~16.6)
Fuel injection pump drive gear cover M8 1.8~2.3 (13.0~16.6)
PTO lubrication pipe M8 1.3~1.7 (9.4~12.3)
∗ L Flywheel M14 19~21 (137~152)
Crankshaft
∗ L Crankshaft pully M14 11~13 (79.4~93.9)
Connecting rod ∗ L Rod bolt M10 5.5~6.0 (39.7~43.3)
Mounting flange Starting motor M12 8.0~10.0 (57.8~72.2)
Main bearing cap Lubricating oil suction pipe stay M8 2.3~2.9 (16.6~20.9)
Intake manifold Fuel filter M10 3.5~4.5 (25.3~32.5)
Cooling water pump Cooling fan M8 1.8~2.3 (13.0~16.6)
! Marked ∗ : Reinforced type bolt, L : Lubrication oil applied tightening torque.
Unit : kgf·m (lbf·ft)

Nominal
Tightening position size Tightening torque
Fuel injection pipe M12 2.0~2.5 (14.4~18.1)
Delivery valve holder – 6.0~7.0 (43.3~50.5)
∗ Drive gear M14 8.5~9.5 (61.4~68.6)
Fuel pipe (inlet) M14 2.0~2.5 (14.4~18.1)
Fuel injection pump
Fuel pipe (return) M14 2.0~2.5 (14.4~18.1)
Feed pump M6 0.8~0.96 (5.8~6.9)
Inlet pipe M10 1.0~1.3 (7.2~9.4)
Rear stay M10 4.5~5.5 (32.5~39.7)
15 Fuel injection
nozzle
Fuel injection pipe
Nozzle holder
M12
–
2.0~2.5 (14.4~18.1)
4.0~4.5 (28.9~32.5)
Fuel pipe (inlet) M14 2.0~2.5 (14.4~18.1)
03
6 Fuel pipe (outlet) M14 2.0~2.5 (14.4~18.1)
Fuel feed pump
Priming pump M16 4.0~4.5 (28.9~32.5)
Plug M26 8.0~9.0 (57.8~65.0)
Fuel pipe M12 2.5~3.5 (18.1~25.3)
Fuel filter
Fuel return pipe M14 4.0~4.5 (28.9~32.5)
Alternator Bracket M8 2.3~2.9 (16.6~20.9)
! Marked ∗ : Reinforced type bolt, L : Lubrication oil applied tightening torque.
SPECIAL TOOLS
SPECIAL TOOLS
Tool name Applicable model and tool size Illustration
Valve guide tool

(for removing valve (mm)
l2
guide) d2
l1 l2 d1 d2
l1
20 75 7.5 11
d1
15
Valve guide tool 03
(for inserting valve (mm) l2 7
guide) l1
l1 l2 d1 d2
15 65 14 20
d1
d2
Connecting rod
bushing replacer (mm)
l2
(for removal/ d2
l1 l2 d1 d2
installation of l1
–0.3 –0.3
connecting rod 10 100 30 –0.6
33 –0.6
bushing)
d1
Valve spring
compressor
(for removal/
Part number
installation of valve
spring) 129100–92630
Stem seal inserter

(for inserting stem l2
seal)
l1 l2 d1 d2 l1
19 65 16.5 23
d1
d2
Tool name Applicable model and tool size Illustration
Filter wrench Available on the market

(for removal/
installation of
lubrication oil filter)
Camshaft bushing
15 tool
(for removing (mm)
l2
camshaft bushing) l1 l2 d1 d2 d2
03 l1
–0.3 –0.3
8 18 70 50 –0.6 53 –0.6
d1
Flex–Hone
(for re–honing of
(mm)
cylinder liner)
Applicable Applicable
Part number
engine model bore
4TNE94 129400–92430 83~95
Piston insertion tool

(for inserting piston) Part number
95550–002476
∗ The above piston insertion tool

is applicable to 60~125 mm
diameter piston.
Piston ring replacer Available on the market.

(for removal/
installation of piston
ring)
MEASURING TOOLS
Instrument name Application Illustration
Dial gauge Measurements of shaft bending,

and strain and gap of surfaces
Test indicator Measurements of narrow or deep

portions that cannot be measured
by dial gauge
Magnetic stand For holding the dial gauge when

15
measuring using a dial gauge,
03
9
standing angles adjustable
Micrometer For measuring the outside

diameters of crankshaft, pistons,
piston pins, etc.
Cylinder gauge For measuring the inside

diameters of cylinder liners, rod
metal, etc.
Calipers For measuring outside diameters,

depth, thickness and width
Depth micrometer For measuring of valve sink
Square For measuring valve spring

inclination and straightness of
parts
V–block For measuring shaft bend
Torque wrench For tightening nuts and bolts to

the specified torque
Feeler gauge For measuring gaps between ring

and ring groove, and shaft joints
during assembly
15 Cap tester For checking radiator cap relief

valve and cooling system leakage
03
10
Battery/coolant For checking concentration of

tester antifreeze and specific gravity of
the battery electrolyte.
Nozzle tester For measuring injection spray

pattern of fuel injection nozzle and
injection pressure
Digital thermometer For measuring temperatures
Contact type For measuring revolution by

contacting the mortise in the
revolving shaft
Speedometer
Photoelectric type For measuring revolution by

sensing the reflecting mark on the Revolving shaft
outer periphery of the revolving

shaft
Reflection mark
Fuel high–pressure Measuring the revolution regardless

pipe clamp type of the center or periphery of the
Speedometer
revolving object.
High–pressure pipe
Circuit tester For measuring resistance voltage

and continuity of electrical circuits
15
03
11
Compression gauge For measuring compression

kit pressure
Part number
TOL–97190080
PRECAUTIONS
Make preparation as follows before starting engine inspection and service :
Fix the engine on a horizontal base.
! Be sure to fix the engine securely to prevent injury or damage to parts due to falling
during the work.
– Remove the cooling water hose, fuel oil pipe, wire harness, control wires etc. connecting the
driven machine and engine, and drain cooling water, lubricating oil and fuel.
– Clean soil, oil, dust, etc. from the engine by washing with solvent, air, steam, etc. Carefully
15 operate so as not to let any foreign matter enter the engine.
! Always wear glasses or other protectors when using compressed air or steam to
prevent any foreign matter from getting in the eyes.
03
12 – Any part which is found defective as a result of inspection or any part whose measured value
does not satisfy the standard or limit shall be replaced.
– Any part predicted to dissatisfy the standard or limit before the next service as estimated from
the state of use should be replaced even when the measured value then satisfies the standard
or limit.
CYLINDER HEAD
EXPLODED VIEW
15
03
13
– Disassemble in the order of the numbers shown in the illustration. (service point)
1. Remove the alternator assembly. (service point 1)
2. Remove the fan, pulley and V–belt.
3. Remove the thermostat case. (service point 2)
4. Remove the fuel filter and fuel oil piping. (service point 3)
5. Remove the oil level gauge assembly.
6. Remove the oil filter. (service point 4)
7. Remove the fuel injection pipes. (service point 5)
8. Remove the intake manifold assembly.
9. Remove the exhaust manifold assembly.
10. Remove the rocker cover.
11. Remove the rocker shaft assy, push rods and valve caps. (service point 6)
12. Remove the cylinder head assy and head gasket. (service point 7)
13. Remove the fuel injection valves and fuel return pipe. (service point 8)
14. Remove the intake/exhaust valves, stem seals and valve springs. (service point 9)
15. Remove the rocker arms from the rocker shaft.
SERVICE POINTS
Point 1
98N (10kgf)
Disassemble :
• Loosen the mounting bolt while supporting the
alternator. 10~15
mm
! Do not tilt the alternator toward the
cylinder block in a haste since it may Alternnator
damage the alternator or pinch a finger. Cooling water
pump
Reassemble : Crankshaft pulley
• The belt deflection shall be between V–belt tension
15 10~15mm (7~9 mm for a new belt).

• Replace the belt with a new one if cracked, Adjust the V–belt tension
worn or damaged. by innserting a bar.
03 • Carefully prevent the belt from being smeared
14 Adjuster
with oil or grease.
Alternnator
Point 2 Tension adjustment
Reassemble :
• Check the thermostat function.
Point 3
Reassemble :
• Replace the fuel filter element with a new one.
Disassemble :
• Cover the fuel pipe opening with tape to prevent intrusion of foreign matter.
Point 4
Reassemble :
• Replace the oil filter with a new one.
• After fully tightening the filter manually, retighten it with a filter wrench by 3/4 turn.
Point 5
Disassemble :
• Cover the fuel injection pipe and pump inlets and outlets with tape or the like to prevent
intrusion of foreign matter.
Point 6
Disassemble :
• Keep the removed push rods by attaching tags showing corresponding cylinder numbers.
Reassemble :
• Always apply oil to the contact portions of the push rods and valve clearance adjusting screws.
Point 7
Disassemble : Disassembly
• Loosen the cylinder head bolts in two steps in
the illustrated order.
Fan side
• Place the cylinder head assembly on card
board to prevent any damage to the
combustion face.
Reassemble :
• Replace the head gasket with a new one. Head bolt disassembly order
• Uniformly install the head bolts manually after
applying oil on the threads and seat portions.
• They shall be tightened in two steps in the
reverse of the order for disassembly.
First step : 5~6 kgf·m (36.1~43.3 lbf·ft)

Assembly
15
Second step : 10.5~11.5 kgf·m (75.8~
Fan side
83.0 lbf·ft)
03
15
Head bolt tightening order
Point 8
Disassemble :
• Carefully remove the fuel injection valve so as not to leave the tip end protector from being
left inside the cylinder.
Reassemble :
• Replace the fuel injection valve protector with a new one.
Point 9
Disassemble :
• When removing each intake/exhaust valve from
the cylinder head, use a valve spring
compressor and compress the valve spring and
remove the valve cotter.
• Keep each removed intake/exhaust valve after
attaching a tag showing the corresponding
Valve spring compressor
cylinder number.
• If cotter burr is seen at the shaft of each
intake/exhaust valve stem, remove it with an oil
stone and extract the valve from the cylinder
head.
Reassemble :
• Replace the stem seal with a new one when an intake/exhaust valve is disassembled.
• Carefully install each valve after oil application so as not to damage the stem seal.
• Different stem seals are provided for the intake and exhaust valves. Do not confuse them since
those for exhaust valves are marked with yellow paint.
• After assembling the intake/exhaust valve, stem seal, valve spring, seat, and cotter, tap the
head of the valve stem lightly for settling.
• Do not forget to install the valve cap.
Cylinder head
Clean the cylinder head, mainly the combustion surface, valve seats and intake/exhaust ports,
remove carbon deposit and bonding agent, and check the surface state.
• Appearance check Distortion at combustion surface

Check mainly discoloration and crack.
If crack is suspected, perform dye check. Straight–edge
• Combustion surface distortion

Apply a straight–edge in two diagonal directions
and on four sides of the cylinder head, and
15 measure distortion with a feeler gage.
Unit : mm (inch)
03 Standard Limit
Feeler gauge
16
0.05 or less
Distortion 0.15 (0.0059) Valve sink
(0.002)
Depth micrometer
• Valve sink
Measure with the valve inserted to the cylinder
head.
Unit : mm (inch)
Standard Limit
Valve Intake 0.5~0.7 (0.0197~0.0276) 1.0 (0.0394)
sink Exhaust 0.6~0.8 (0.0236~0.0315) 1.1 (0.0433)
Valve sink depth
Valve sinking depth
• Seat width
Unit : mm (inch) Valve seat width
Standard Limit Vernier caliper
Intake 1.3 (0.0512) 2.0 (0.0787)

Width
Exhaust 2.2 (0.0866) 3.0 (0.1181)
• Seat contact Valve seat contact

Apply a thin coat of bluing on the valve seat.
Insert the valve in the cylinder and push it
against the seat to check seat contact.
Standard : Continuous contact all around
Seat
• Valve guide
Mainly check damage and wear on the inside
wall. Apply supply part number 129150–11810
15
when replacing the part. Measuring positions 03
17
Inside diameter Unit : mm (inch)
Standard Limit
Stem O.D. 7.965~7.980 (0.3136~0.3142) 7.915 (0.3116)
Intake
Guide I.D. 8.015~8.030 (0.3156~0.3161) 8.100 (0.3189) Valve guide inside diameter
valve
Clearance 0.035~0.065 (0.0014~0.0026) 0.185 (0.0073)
Stem O.D. 7.955~7.970 (0.3132~0.3138) 7.905 (0.3112)
Exhaust
Guide I.D. 8.015~8.030 (0.3156~0.3161) 8.100 (0.3189)
valve
Clearance 0.045~0.075 (0.0018~0.0030) 0.195 (0.0077)
Measuring positions
• Intake/exhaust valve
Mainly clean and check damage and wear at
the valve stem and seat.
(a) Seat contact : See above.
(b) Stem outside diameter : See above.
Valve stem outside diameter
(c) Valve head thickness Unit : mm (inch)
Standard Limit
Intake 1.71 (0.0673) 1.00 (0.0394)
Exhaust 1.65 (0.0650) 1.00 (0.0394)
(d) Valve stem bend
Limit 0.01mm (0.0004in)

Thickness
Valve head thickness
(e) Overall length

Unit : mm (inch)
Length
Standard Limit
Intake 115 (4.53) 114.5 (4.50)
Exhaust 115 (4.53) 114.5 (4.50)
Valve bend and length
15 • Valve spring
Mainly inspect damage and corrosion.
Unit : mm (inch)
Valve spring
03 Standard Limit
18
Free length 47.5 (1.87) –
Inclination – 1.2 (0.047) Free length
Valve spring
Inclination
• Valve rocker arm

Mainly inspect valve head cap contact surface,
inside surface defects and wear.
Slight surface defects shall be corrected with
an oilstone.
Unit : mm (inch)
Standard Limit
Arm hole diameter 18.50~18.52 (0.7283~0.7291) 18.57 (0.7311)
Shaft O.D. 18.47~18.49 (0.7272~0.7280) 18.44 (0.7260)
Rocker arm hole diameter
Clearance 0.01~0.05 (0.0004~0.0020) 0.13 (0.005)
• Valve rocker arm shaft

Mainly inspect seizure and wear at the surface
in sliding contact with the arm.
The rocker shaft diameter shall be as specified
in above.
Rocker shaft outside diameter
• Push rod
Mainly inspect the surface in contact with the
tappet and adjusting screw.
15
Slight defects shall be corrected with an 03
oilstone. 19
Bend limit : 0.03 mm (0.0012 in) or less
• Valve clearance adjusting screw
Thickness gauge
Mainly inspect the surface in contact with the
push rod.
Slight defects shall be corrected with an Push rod bend
oilstone.
• Rocker arm spring
Mainly inspect surface defects and corrosion.
Valve seat correction

! Always check the oil clearance between the valve and valve guide before correcting
the valve seat. If it exceeds the limit, replace the valve or valve guide first to make
the clearance satisfy the standard. After correction, wash the valve and the cylinder
head sufficiently with diesel oil to remove all grinding powder or compound.
• If the seat surface is slightly roughened :

perform (A) and (B) following.
• If the seat is heavily roughened but the width
is almost normal, correct with a seat grinder or
seat cutter first. Then perform lapping (A) and
(B) following.
Seat cutter Intake Exhaust

angle 120° 90° Cylinder head
correction angle
• If the seat is heavily roughened and the width

is much enlarged, grind the seat inner surface
Grinder
with a seat grinder whose center angle is 40°,
then grind the seat outer surface with a grinder
whose center angle is 150° to make the seat
width match the standard. Then perform seat
correction as described above, and then carry
out lapping (A) and (B) below.
Grinding wheel θ1 θ2 Grindstone Seat grinder

angle 40° 150°
15 (A) : Lap the valve and seat with a mixture of

valve compound and engine oil.
(B) : Lap with engine oil only.
03
20
Valve lapping
Valve guide replacement

• Use a valve guide extraction tool and extract Valve guide replacement Valve guide extracting
& inserting tool
the valve guide from the cylinder head.
• Put liquid nitrogen or ether, (or alcohol) with dry
ice added in a container and put the valve Projection
guide for replacement (Part No. 129150–
Cylinder head
11810) in it for cooling. Then insert it in with
a valve guide inserting tool.
! Do not touch the cooled valve guide with Valve guide

bare hands to avoid skin damage.
• Check the inside diameter and finish to the

standard inside diameter as required with a
reamer.
Check the projection from the cylinder head.
Projection : 14.7~15.0 mm (0.5787~0.5906 in)
Valve stem seal replacement

Valve stem seal inserting tool
Always use a new seal after the intake/exhaust
valve disassembly. Since the exhaust valve is
marked with yellow paint, do not confuse the
intake and exhaust valves.
• Apply engine oil to the lip.
Stem seal
• Push with the inserting tool for installation.
Valve guide
Cylinder head
Stem seal insertion

GEAR TRAIN AND CAMSHAFT
EXPLODED VIEW
15
03
21
– Disassemble in the order of the numbers in the illustration.

1. Perform steps 1 to 12 of the cylinder head disassembly procedure.
2. Remove th cooling water pump.
3. Remove the crankshaft pulley. (service point 1)
4. Remove the gear case cover. (service point 2)
5. Remove the fuel injection pump. (service point 3)
6. Remove the idle gear assembly. (service point 4)
7. Remove the PTO drive gear. (service point 5)
8. Remove the PTO lubrication pipe.
9. Remove the starting motor.
10. Remove the flywheel. (service point 6)
11. Remove the camshaft assembly. (service point 7)
12. Remove the gear case. (service point 8)
13. Remove the oil seal from the gear case cover. (service point 9)
SERVICE POINTS
Point 1
Disassemble :
• Remove the crankshaft pulley using a gear puller after removing the mounting bolt. When
removing the pulley with the gear puller, use a pad and carefully operate so as not to damage
the thread. Set the gear puller securely to prevent the pulley from being damaged.
Reassemble :
• When installing the crankshaft pulley, apply lube oil to the bolt and carefully assemble so as
not to damage the oil seal.
11~13 kgf·m (79.4~93.9 lbf·ft)
15 Point 2
Reassemble :
• When installing the gear case cover, do not forget to install the two reinforcing bolts at the
03 center.
22
• Measure the backlash of each gear.
Fuel injection pump
Unit : mm (inch) drive gear Camshaft gear
Standard Limit
Crankshaft gear,
Camshaft gear, 0.08~0.14 0.16
Fuel injection pump gear, (0.0031~0.0055) (0.0063)
Idle gear, PTO gear, Idle gear
PTO gear
0.09~0.15 0.17
Lubricating oil pump gear Lubrication oil Crankshaft gear
(0.0035~0.0059) (0.0067) pump gear Direction of rotation Gear train
• Apply sealant and install the gear case cover by correctly positioning the two dowel pins.
Point 3
Disassemble :
• Remove the fuel injection pump drive gear mounting nut, remove the gear using the gear puller,
and remove the fuel injection pump. Do not forget to remove the stay on the rear side. When
extracting the gear using the gear puller, use a pad at the shaft and carefully operate so as
not to damage the thread.
Reassemble :
• Drive gear nut tightening torque
8.5~9.5 kgf·m (61.4~68.6 lbf·ft)
Point 4
Reassemble :
• Assemble crankshaft gear A, fuel injection pump drive gear B and camshaft gear C at the
same time by aligning with idle gear A, B and C marks.
• Install the idle gear shaft with the oil hole facing upward.
Point 5
Reassemble :
• Install the PTO drive gear with its inner spline side facing the flywheel.
Point 6
Disassemble :
• Install a bolt as a handle in the hole at the end face of the flywheel and remove carefully so
as not to damage the ring gear.
Reassemble :
• Flywheel mounting bolt tightening torque
19~21 kgf·m (137.2~151.6 lbf·ft) (lubrication oil applied)
Point 7
Disassemble : Camshaft gear
• Measure the camshaft side gap. Thrust bearing
Unit : mm (inch)
Standard
0.05~0.20
Limit
15
Side gap 0.30 (0.1181)
(0.0020~0.0079) 03
23
• If the measured side gap exceeds the limit,
replace the thrust bearing. Camshaft side gap Side gap
Disassemble :
• Since the camshaft gear is shrink–fit, heat it to
180°C~200°C (356°F~392°C) for extraction.
! Do not heat directly with flame to prevent damage.

• For camshaft removal, raise the engine with its mounting flange at the bottom. After removing the
thrust bearing mounting bolt from the camshaft gear hole, extract the camshaft carefully so as not
to damage the bearing bushing.
• Rotate the camshaft a few turns before extracting it to prevent the tappet from being caught by
the cam.
• After removing the camshaft, set the engine horizontal and fix it on the base.
! Unforeseen injury may arise due to falling or slipping when raising the engine vertically
or returning it to the horizontal position. Proceed carefully so as not to lose balance.
Point 8
Reassemble :
• Do not forget to install the oil pan mounting bolts on the bottom side when installing the gear
case.
• Apply sealant (Part No. 977770–01212) and install the gear case by matching the two dowel
pins.
Point 9
Reassemble :
• Replace the oil seal whenever disassembled.
• Apply lithium grease at the time of assembly.
Mainly check the contact between the tappet and cam contact surface, bearing seizure and wear,
and gear damage.
• Shaft bend measurement
Support the camshaft with V blocks.
Rotate the camshaft and measure the runout
at the center of the camshaft and at each
journal with a dial gauge.
Half of the runout is the bend.
Unit : mm (inch)
Standard Limit
15 Bend
0~0.02
(0~0.0008)
0.05 (0.0020)
03
24 • Intake/exhaust cam height measurement.
Unit : mm (inch)
Standard Limit
42.435~42.565
Cam height 42.185 (1.6608)
(1.6707~1.6758)
• Camshaft outside diameter and bearing hole

diameter measurement.
Measure the camshaft outside diameter with a
micrometer. The oil clearance shall be
calculated by subtracting the measured
camshaft outside diameter from the camshaft
bushing inside diameter after insertion to the
cylinder measured with a cylinder gage.
Unit : mm (inch)
Standard Limit
Camshaft O.D. 49.925~49.950 (1.9656~1.9665) 49.890 (1.9652)
Gear
Bushing I.D. 49.990~50.055 (1.9681~1.9707) 50.130 (1.9736)
side
Oil clearance 0.040~0.130 (0.0016~0.0051) 0.240 (0.0094)
Inter– Camshaft O.D. 49.910~49.935 (1.9650~1.9659) 49.875 (1.9636)
mediate Block I.D. 50.000~50.025 (1.9685~1.9695) 50.100 (1.9724)
position Oil clearance 0.065~0.115 (0.0026~0.0045) 0.225 (0.0089)
Camshaft O.D. 49.925~49.950 (1.9656~1.9665) 49.890 (1.9642)
Wheel
Block I.D. 50.000~50.025 (1.9685~1.9695) 50.100 (1.9724)
side
Oil clearance 0.050~0.100 (0.0020~0.0039) 0.210 (0.0083)
• Idle gear
Mainly check the bushing seizure and wear,
Shaft Idle gear
and gear damage.
Inside diameter
Shaft diameter
Idle gear
Shaft outside diameter and bushing inside
diameter measurement.
Standard
Unit : mm (inch)
Limit
15
Shaft outside diameter 45.950~49.975 (1.8091~1.9675) 45.900 (1.8071) 03
Bushing inside diameter 46.000~46.025 (1.8110~1.8120) 46.075 (1.8140) 25
Clearance 0.025~0.075 (0.0010~0.0030) 0.175 (0.0070)
• PTO drive gear

Mainly check sticking of bearings on both sides, gear damage and looseness, and gear shaft
damage and wear.
• Oil seal replacement
Replace the oil seal with a new one when the gear case is disassembled. Extract the used
oil seal.
Insert a new oil seal using the oil seal inserting tool.
Apply lithium grease.
• Camshaft bushing replacement
Replace the bushing using the special service tool.
CYLINDER BLOCK
EXPLODED VIEW
15
03
26
– Disassemble in the order of the numbers in the illustration.

1. Perform steps 1 to 12 in the cylinder head disassembly procedure.
2. Perform steps 1 to 12 in the gear train disassembly procedure.
3. Remove the oil pan. (service point 1)
4. Remove the lubricating oil suction pipe.
5. Remove the piston w/rod. (service point 2)
6. Remove the mounting flange. (service point 3)
7. Remove the bearing metal caps. (service point 4)
8. Remove the crankshaft. (service point 5)
9. Remove the tappets.
10. Remove the pistons and rings. (service point 6)
11. Remove the oil seal from the mounting flange. (service point 7)
SERVICE POINTS
Point 1 Oil pan

Disassemble :
• Sealant is applied to the oil pan mounting
surface on the block. Carefully operate so as
not to damage or distort the bonding surface.
Reassemble :
• Apply sealant (Part No. 977770–01212) before
reassembly.
Crankshaft
Feeler gage
Point 2 Piston with rod
Disassemble :
• Measure the connecting rod side gap.
Connecting rod side gap
15
Standard : 0.20~0.40 mm (0.0079~0.0157 in)
• Carefully remove the carbon deposit on top of the cylinder so as not to damage the inner side
03
27
of the cylinder.
• Set the piston at the BDC position and remove the connecting rod cap. Then set the piston
at the TDC position, and push the connecting rod big end with the wooden shaft of a hammer.
Proceed carefully so as not to cause the cylinder block catch the rod big end. Set the rod
caps and crankpin metals in their correct combinations.
Reassemble :
• Apply oil especially carefully to the sliding contact surfaces of the pistons, rods and rings.
• Use the piston insertion tool to insert each piston with rod in the cylinder block and install the
bearing metal cap.
Rod bolt : 5.5~6 kgf·m (39.7~152.4 lbf·ft) (lubrication oil applied)
Point 3 Mounting flange

Disassemble :
• Place the engine on a stable base with the cylinder block upper surface facing down, and
remove the mounting flange carefully so as not to damage the combustion surface.
Reassemble :
• Apply sealant (Part No. 977770–01212) and install the mounting flange by matching the two
dowel pins. After assembly, rotate the engine with its mounting flange on the bottom side.
! Unforeseen injury may arise due to falling or slipping when raising or reversing the
engine. Carefully operate so as not to lose balance.
Point 4 Journal bearing cap

Disassemble :
• Before removing the journal bearing, measure
the crankshaft side gap.
Standard : 0.11~0.21mm (0.0043~0.0083 in)
Crankshaft side gap

Reasssemble :
• If the side gap exceeds the standard, replace the thrust bearing with an oversize one.
129900–02370 (Upper)
0.25 OS
129900–02360 (Lower)
Standard thickness 2.055~2.105 mm (0.0809~0.0829 in)
Disassemble :
• Remove the bearing caps, cap side bearings, Thrust
and thrust bearings. Place each thrust bearing bearings Block side main
Wheel side
bearing metals
with identification of the position and direction. Cap side main
Reassemble : bearing metals
15 • Carefully install each thrust bearing so that the

grooved one is positioned away from the cap.
Gear side
• Do not confuse the upper and lower main
03 bearing metals. The upper main bearing
28 metal (block side) has an oil hole, and the
lower one does not. The “wheel and arrow” Main bearing
marks on the cap shall face the flywheel.
Bearing cap mounting bolt
11~12 kgf·m (79.4~86.6 lbf·ft) (lubrication oil applied)
Point 5 Crankshaft
Disassemble :
• Remove the crankshaft. Remove each main bearing metal upper (block side) and pair it with
the metal cap side lower metal.
! Carefully prevent damage to the bearing or finger injury when removing the crankshaft
because it is heavy.
Piston ring
Point 6 Piston pin and rings
Disassemble :
• Use the piston ring replacer, remove the piston
rings.
• Remove the circlip and remove the piston pin
by pushing it out.
Make the punched
Reassemble : manufacturer’s mark face
• Install each piston ring on the piston, with the upward
punched manufacturer’s mark facing upward.
• The piston ring joints shall be staggered at by Oil ring joint
120° intervals. Do not position the top ring joint
vertical to the piston pin. The coil expander
Second
joint shall be opposite to the oil ring joint. ring joint
Top ring joint
Expander joint
Ring joints
• When installing the piston pin to the rod and

piston, the punched match mark on the big end
of the connecting rod shall be opposite to the
Camshaft side
Nozzle side
size mark on the piston top.
• Install the piston in the cylinder block with the
punched mark on the big end of the rod on
the nozzle side. (The embossed mark at the
connecting rod I–beam section shall be on the
flywheel side.)
Point 7 Oil seal

Reassemble :
• Replace the oil seal with a new one whenever
disassembled. Apply lithium grease at the time
of assembly.
15
03
Assembly direction of connecting 29
rod and piston
Cylinder block
Especially clean head surface, cylinder bores and oil holes, and check after removing any carbon
deposit and bonding agent.
• Appearance inspection Cylinder bore
Check if there is any discoloration or crack. If
crack is suspected, perform dye check.
Sufficiently clean the oil holes and check they
are not clogged.
• Cylinder bore and distortion
Measure at 10mm below the crest of the liner,
at 20mm from the bottom end and at the
center.
• Roundness : Maximum value of the difference
between the measured values in
the same cross section.
• Cylindricity : Maximum value of the difference
between the measured values in
the same direction.
Unit : mm (inch)
Standard Limit
Bore 94.000~94.030 (3.7008~3.7020) 94.130 (3.7059) Measure in two directions A
and B at points a, b and c.
Roundness 0.01 or less (0.0004) 0.03 (0.0012)
Cylindricity 0.01 or less (0.0004) 0.03 (0.0012) Cylinder bore measurement positions
• If the limit is exceeded or any surface defect is found, repair by boring and honing. Use an
oversized piston (and new piston rings) as required.
Piston assembly part No. Piston ring assembly Boring dimension Head gasket
(including/Piston ring assembly) Part No. mm (inch) Part No.
0.25OS 129900–22900 129901–22950 φ94.250–φ94.280 (φ3.7106~φ3.7118) 129900–01331 (STD)
0.50OS 129900–22920 129901–22970 φ94.500–φ94.530 (φ3.7205~φ3.7217) 129900–01340 (OS)
Crankshaft
• Mainly check seizure and wear of the crankpins
15 and journals. Since the crankshaft gear is

shrink–fitted, heat to 180 to 200°C when
extraction is necessary.
03 • Shaft portion dye check
30 After washing the crankshaft, inspect it by
means of dye check or a magnaflux test.
Replace it if cracked or heavily damaged. Slight
defects shall be corrected by grinding.
• Crankshaft bend Inspection by dye check
Support the crankshaft journals at both ends
with V–blocks. Use a dial gauge and measure Bend
the runout at the center journal while rotating
the shaft to inspect the bend.
Standard : 0.02 mm (0.0008″) or less.
Deflection
• Crankpin and journal measurement

V–block V–block
Measure the outside diameter, roundness and Crankshaft bend measurement
taper at each crankpin and journal.
Correct by grinding if unevenly wear, roundness
exceeding the limit or insufficient outside
diameter is found. Replace if the defect is
excessive.
Crankpin
Unit : mm (inch)
Standard Limit
Pin outside diameter 57.952~57.962 (2.2816~2.2820) 57.902 (2.2796)
Metal thickness 1.492~1.500 (0.0587~0.0591) –
Oil clearance 0.038~0.074 (0.0015~0.0029) 0.150 (0.0059)
If the oil clearance exceeds the limit, use an Crankshaft
journal Crankpin
undersized bearing.
Measuring position of the crankpin and
and crank journal
0.25 US bearing Unit : mm (inch)

Part No. 129900~23350
Standard thickness 1.617~1.625 (0.0637~0.0640)
Pin machining dimension φ57.702~57.712 (φ2.2717~2.2721)
Crank journal Unit : mm (inch)

Standard Limit
Journal O.D. 64.952~64.962 (2.5572~2.5576) 64.902 (2.5552)
Metal thickness 1.995~2.010 (0.0785~0.0791) –
Oil clearance 0.038~0.068 (0.0015~0.0027)
If the clearance limit is exceeded, use an undersized bearing.

0.150 (0.0059)
15
03
0.25 US crank journal bearing 31
Unit : mm (inch)
129900~02320 (Upper)
Part No.
129900~02330 (Lower)
Standard thickness 2.215~2.130 (0.0872~0.0839)
Journal bearing
φ64.702~64.712 (φ2.5473~2.5477)
machining dimension
! If the oil clearance is excessive though the thicknesses of the journal and crankpin
metals are normal or if partial uneven wear is observed, re–grind the crankshaft and
use an oversized metals.
! If rust or surface roughening exists on the rear side of the metals, coat it with thin
film of ink. Then assemble the crankpin metal to the connecting rod, and tighten the
rod bolt to the secified torque to check the metal for contact. If the contact surface
occupies 75% or more, the metal is normal. If the contact surface is insufficient, the
metal interference is insufficient. Replace the metal with a new one.
Thrust metal inspection

Inspect any damage or wear.
• Thickness
Unit : mm (inch)
Standard Limit
Thickness 1.930~1.980 (0.0760~0.0780) 1.850 (0.0728)
If the side gap is exceeded, use an oversized thrust metal.
129900–02370 (Upper)
0.25 OS
129900–02360 (Lower)
Standard thickness 2.055~2.105 mm (0.0809~0.0829in)
Piston
• Especially clean the combustion surface, Piston outside diameter
circumference, ring grooves and piston pin
bosses, and check after removing any carbon
deposit. Any burr at a ring groove or snap ring
groove shall be removed. If crack is suspected,
inspect using color check.
• Piston outside diameter measurement
Measure the long diameter at 22mm from the Measurement
bottom end of the piston of the oval hole in piston
the vertical direction to the piston pin hole.

Unit : mm (inch)
15 Standard Limit Measure at positions a, b and

c in directions A and B.
Long diameter 93.945~93.955 (3.6986~3.6990) 93.900 (3.6969)
03 Clearance Min. – 0.050 (0.0020)
32 between
piston and
cylinder Max. – 0.080 (0.0031)
If the clearance between piston and cylinder

exceeds the limit, use an oversized piston.
Piston pin outside diameter
Piston assembly part No. Piston ring assembly Boring dimension Head gasket
(including/Piston ring assembly) Part No. mm (inch) Part No.
0.25OS 129900–22900 129901–22950 φ94.250–φ94.280 (φ3.7106~φ3.7118) 129900–01331 (STD)
0.50OS 129900–22920 129901–22970 φ94.500–φ94.530 (φ3.7205~φ3.7217) 129900–01340 (OS)
• Piston pin hole measurement. Measure at positions a and b

in directions A and B.
Unit : mm (inch)
Standard Limit
Pin hole diameter 30.000~30.009 (1.1811~1.1815) 30.039 (1.1826)
Pin outside diameter 29.989~30.000 (1.1807~1.1811) 29.959 (1.1795)
Oil clearance 0.000~0.020 (0.0000~0.0008) 0.080 (0.0031)
Piston pin hole
• Piston ring, ring groove and end clearance

measurement.
Except for the top ring, to measure the piston
ring groove width, first measure the width of
the piston ring. Then insert the piston ring into
the ring groove. Insert a feeler gauge in
between the piston ring and groove to measure
the gap between them. Obtain the ring groove
width by adding ring width to the measured
side clearance.
To measure the end clearance, push the piston
ring into the sleeve using the piston head,
insert a feeler gauge in end clearance to
measure. The ring shall be pushed in to
approx. 30mm above the bottom end of the
15
cylinder. 03
For the top ring, measure only the piston ring 33
joint end clearance in normal state.
Measuring side clearance

Unit : mm (inch)
Standard Limit
Ring groove width 2.040~2.060 (0.0803~0.0811) –
Top Ring width 1.940~1.960 (0.0764~0.0772) 1.920 (0.0756)
ring Side clearance 0.080~0.120 (0.0031~0.0047) –
End clearance 0.250~0.450 (0.0098~0.0177) 0.540 (0.0213)
Ring groove width 2.080~2.095 (0.0819~0.0825) 2.195 (0.0864)
Second Ring width 1.970~1.990 (0.0776~0.0783) 1.950 (0.0768)
ring Side clearance 0.090~0.125 (0.0035~0.0049) 0.245 (0.0096)
End clearance 0.450~0.650 (0.0177~0.0256) 0.730 (0.0287)
Ring groove width 3.015~3.030 (0.1187~0.1193) 3.130 (0.1232)
Oil Ring width 2.970~2.990 (0.1169~0.1177) 2.950 (0.1161)
ring Side clearance 0.025~0.060 (0.0010~0.0024) 0.180 (0.0071) Ring joint clearance measurement
End clearance 0.250~0.450 (0.0098~0.0177) 0.550 (0.0217)
Connecting rod
m
0m
• Appearance inspection 10
m
Inspect the portion near the boundary of the 0m
10 Parallelism
chamfered portion and I–beam section of the
big and small ends of the connecting rod as
Twist
well as the portion near the oil hole of the
bushing at the small end for cracks,
deformation, and discoloration. Mandrel
• Twist and parallelism measurement
Twist and parallelism measurement
Use a connecting rod aligner and measure the
twist and bend.
Unit : mm (inch)
15 Standard
dimension
Limit
dimension
03 Twist and
parallelism
0.03 (0.0012) or
less per 100 (3.94)
0.08 (0.0031)
34 Connecting rod
aligner
• Rod small end measurement
Twist
Measure the pin outside diameter according to measurement
procedure described above. using a
Unit : mm (inch) connecting
rod aligner
Standard Limit
Piston pin I.D. bushing 30.025~30.038 (1.1821~1.1826) 30.068 (1.1838)
Piston pin O.D. 29.987~30.000 (1.1806~1.1811) 29.959 (1.1795)
Oil clearance 0.025~0.051 (0.0010~0.0020) 0.109 (0.0043)
If the bushing is to be replaced because the

oil clearance exceeds the limit, use spare part
Cylinder
No. 129900–23910. gage
• Rod big end measurement

Measure the crankpin and bushing according to Connecting rod small end
procedure described above.
Tappet
• Mainly check the tappet contact surface with
the cam and push rod. Slight surface defects Tappet
shall be corrected with an oilstone.
• Tappet stem outside diameter measurement
Unit : mm (inch)
Standard Limit
Stem O.D. 11.975~11.990 (0.4715~0.4720) 11.955 (0.4707)
Tappet hole I.D. 12.000~12.018 (0.4724~0.4731) 12.038 (0.4739) Abnormal contact Normal contact
surface surface
Oil clearance 0.010~0.043 (0.0004~0.0017) 0.083 (0.0033)
Cylinder bore correction

• Slight uneven worn, flawed, etc. shall be
corrected by honing only. If the cylinder is
unevenly worn partially, flawed or otherwise
damaged and cannot be repaired simply by
honing, rebore the cylinder first and then hone.
• Items to be prepared for honing
– Flex–Hone
– Exectric drill
– Honing fluid (50 : 50 mixture of lube oil and
diesel oil) Honing cross hatch
• Apply the honing fluid to the Flex–Hone and
run the electric dril at 300 to 1200 rpm.
Then insert the Flex–Hone into the cylinder bore while running it, and move it up and down
15
for about 30sec, to obtain honing mark with a cross hatch angle of 30 to 40°.
03
! Avoid faster revolution than 1200 rpm since it may cause breakdown. 35
! Do not insert or extract the Flex–Hone in stopped state because the cylinder will be
damaged.
Piston pin bushing replacement

• Replace bushing by using the special service tool.
Oil seal replacement

• Replace oil seal, when mounting flange is removed. Extract the used oil seal.
• Insert a new oil seal with the oil seal insertion tool.
• Apply lithium grease.
DIESEL ENGINE-TIER2
(4TNV88/94L) 16
16 – 00 SAFETY
16 – 01 GENERAL
16 – 02 INSPECTION AND ADJUSTMENT
16 – 03 TROUBLESHOOTING
16 – 04 DISASSEMBLY, INSPECTION AND
REASSEMBLY OF ENGINES
16 – 05 LUBRICATION SYSTEM
16 – 06 COOLING SYSTEM
16 – 07 FUEL INJECTION PUMP/GOVERNOR
16 – 08 ALTERNATOR
16 – 09 ELECTRIC WIRING
16 – 10 SERVICE STANDARDS
16 – 11 TIGHTENING TORQUE FOR BOLTS AND NUTS
DIESEL ENGINE 4TNV88/94L
SAFETY
PREFACE
This manual describes the service procedures for the TNV series engines of indirect injection
system that have been certified by the US EPA, California ARB and/or the 97/68/EC Directive
for industrial use.
Please use this manual for accurate, quick and safe servicing of the said engine. Since the
explanation in this manual assumes the standard type engine, the specifications and components
may partially be different from the engine installed on individual work equipment (power generator,
pump, compressor, etc.). Please also refer to the service manual for each work equipment for
details.
The specifications and components may be subject to change for improvement of the engine
quality without notice. If any modification of the contents described herein becomes necessary,
it will be notified in the form of correction information each time.
16
00
1
SAFETY
SAFETY PRECAUTIONS
SERVICE AREA
Sufficient Ventilation
Inhalation of exhaust fumes and dust particles may be hazardous to ones
health. Running engines welding, sanding, painting, and polishing tasks
should be only done in well ventilated areas.
Safe / Adequate Work Area

The service area should be clean, spacious, level and free from
holes in the floor, to prevent "slip" or "trip and fall" type accidents.
16
00 Bright, Safely Illuminated Area
2
The work area should be well lit or illuminated in a safe manner.
For work in enclosed or dark areas, a "drop cord" should be
utilized. The drop cord must have a wire cage to prevent bulb
breakage and possible ignition of flammable substances.
Safety Equipment
Fire extinguisher(s), first aid kit and eye wash / shower station
should be close at hand (or easily accessible) in case of an
emergency.
SAFETY
WORK - WEAR (GARMENTS)
Safe Work Clothing

Appropriate safety wear (gloves, special shoes/boots, eye/ear
protection, head gear, harness', clothing, etc.) should be used/worn
to match the task at hand. Avoid wearing jewelry, unbuttoned cuffs,
ties or loose fitting clothes around moving machinery. A serious
accident may occur if caught in moving/rotating machinery.
TOOL
Appropriate Lifting / Holding

When lifting an engine, use only a lifting device (crane, jack, etc.)
with sufficient lifting capacity. Do not overload the device. Use only
a chain, cable, or lifting strap as an attaching device. Do not use
rope, serious injury may result.
16
To hold or support an engine, secure the engine to a support 00
stand, test bed or test cart designed to carry the weight of the 3
engine. Do not overload this device, serious injury may result.
Never run an engine without being properly secured to an engine
support stand, test bed or test cart, serious injury may result.
APPROPRIATE TOOLS
Always use tools that are designed for the task at hand. Incorrect
usage of tools may result in damage to the engine and or serious
personal injury.
GENUINE PARTS AND MATERIALS
Genuine Parts
Always use genuine YANMAR parts or YANMAR recommended
parts and goods. Damage to the engine, shortened engine life and
or personal injury may result.
SAFETY
FASTENER TORQUE
Torqueing Fasteners
Always follow the torque values and procedures as designated in
the service manual. Incorrect values, procedures and or tools may
cause damage to the engine and or personal injury.
ELECTRICAL
Short Circuits
Always disconnect the (-) Negative battery cable before working
16 on the electrical system. An accidental "short circuit" may cause

damage, fire and or personal injury. Remember to connect the (-)
Negative battery cable (back onto the battery) last.
00 Fasten the terminals tightly.
4
Charging Batteries
Charging wet celled batteries produces hydrogen gas. Hydrogen
gas is extremely explosive. Keep sparks, open flame and any other
form of ignition away. Explosion may occur causing severe personal
injury.
Battery Electrolyte
Batteries contain sulfuric acid. Do NOT allow it to come in contact
with clothing, skin and or eyes, severe burns will result
WASTE MANAGEMENT
Observe the following instructions with regard to hazardous waste
disposal. Negligence of these will have a serious impact on
environmental pollution concerns.
1) Waste fluids such as lube oil, fuel and coolant shall be carefully
put into separate sealed containers and disposed of properly.
2) Do NOT dispose of waste materials irresponsibly by dumping
them into the sewer, overland or into natural waterways.
3) Waste materials such as oil, fuel, coolant, solvents, filter elements
and batteries, must be disposed of properly according to local
ordinances. Consult the local authorities or reclamation facility.
SAFETY
FURTHER PRECAUTIONS
Fueling / Refueling
Keep sparks, open flames or any other form of ignition (match,
cigarette, etc.) away when fueling/refueling the unit. Fire and or
an explosion may result.
Hot Surfaces.
Do NOT touch the engine (or any of its components) during
running or shortly after shutting it down. Scalding / serious burns
may result. Allow the engine to cool down before attempting to
approach the unit.
16
00
5
Rotating Parts
Be careful around moving/rotating parts. Loose clothing, jewelry,
ties or tools may become entangled causing damage to the engine
and or severe personal injury.
Preventing burns from scalding

1) Never open the radiator filler cap shortly after shutting the
engine down.
Steam and hot water will spurt out and seriously burn you.
Allow the engine to cool down before attempt to open the filler
cap.
2) Securely tighten the filler cap after checking the radiator.
Steam can spurt out during engine running, if tightening loose.
SAFETY
PRECAUTIONS FOR SERVICE WORK
PRECAUTIONS FOR SAFETY

Read the safety precautions given at the beginning of this manual carefully and always mind
safety in work.
PREPARATION FOR SERVICE WORK

Preparation is necessary for accurate, efficient service work. Check the customer ledger file for
the history of the engine.
Preceding service date
Preceding Period/operation hours after preceding service
Preceding Problems and actions in preceding service
Preceding Preceding Replacement parts expected to be required for service
Preceding Recording form/check sheet required for service
PREPARATION BEFORE DISASSEMBLY

16 Preceding Prepare general tools, special service tools, measuring instruments, oil, grease,
nonreusable parts, and parts expected to be required for replacement.
00 Preceding When disassembling complicated portions, put matchmarks and other marks at
6 places not adversely affecting the function for easy reassembly.
PRECAUTIONS IN DISASSEMBLY
Preceding Each time a parts is removed, check the part installed state, deformation, damage,
roughening, surface defect, etc.
Preceding Arrange the removed parts orderly with clear distinction between those to be
replaced and those to be used again.
Preceding PrecedingParts to be used again shall be washed and cleaned sufficiently.
Preceding Select especially clean locations and use clean tools for disassembly of hydraulic
units such as the fuel injection pump.
PRECAUTIONS FOR INSPECTION AND MEASUREMENT

Inspect and measure parts to be used again as required to determine whether they are reusable
or not.
PRECAUTIONS FOR REASSEMBLY

Preceding Reassemble correct parts in correct order according to the specified standards
(tightening torques, and adjustment standards). Apply oil important bolts and nuts before tightening
when specified.
Preceding Always use genuine parts for replacement.
Preceding Always use new oil seals, O-rings, packings and cotter pins.
Preceding Apply sealant to packings depending on the place where they are used. Apply of
grease to sliding contact portions, and apply grease to oil seal lips.
SAFETY
HOW TO READ THIS MANUAL
RANGE OF OPERATION EXPLANATION

This manual explains the troubleshooting, installation/removal, replacement, disassemble/reassembly,
inspection, adjustment and adjusting operation procedures for the TNV series engines with direct
injection system.
Refer to the manufacturer's manual for each of the fuel injection pump, governor, starting motor
and alternator except for their installation.
HOW TO READ THE EXPLANATIONS

An exploded view, sectional views, a system diagram, etc. are shown at the beginning of
each section as required for easy understanding of the mounted states of the components.
For the removal/installation of each part, the procedure is shown with the procedural step No.
in the illustration.
Precautions and key points for disassembly and reassembly of parts are described as points.
In the explanation for each point, detailed operation method, information, standard and precautions
are described.
16
Description Example 00
7
SAFETY
The job contents are described in the disassembly procedure for Nos. not shown in the
illustration.
Disassembly procedure
1) Follow steps (1) to (15) of the cylinder head disassembly procedure.
2) Remove the cooling water pump.
3) Remove the crankshaft pulley. (Point 1) Operation point to be explained on a later page.
Operation points
Disassemble:Service point for remova
Reassemble:Service point for installation
Disassemble-Reassemble:Service point required in both removal and installation.
Contents omitted in this manual
Though the following jobs are omitted in the explanation in this manual, they should be
conducted in actual work:
4) Jacking up and lifting
5) Cleaning and washing of removed parts as required
6) Visual inspection
DEFINITION OF TERMS
16 [NOTICE]: Instruction whose negligence is very likely to cause an accident. Always observe it.
Standard: Allowable range for inspection and adjustment.
00 Limit : The maximum or minimum value that must be satisfied during inspection or
8 adjustment.
ABBREVIATIONS
Abbreviation Meaning Abbreviation Meaning
Assy assembly T.D.C. top dead center
Sub-Assy sub-assembly B.D.C. bottom dead center
a.T.D.C after top dead center OS oversize
b.T.D.C before top dead center US undersize
STD Standard Rpm revolutions per minute
IN Intake PS Output (metric horsepower)
EX Exhaust T Bolt/nut tightening torque
GENERAL
1.1 ENGINE NOMENCLATURE
The engine specification class

Classification Load Engine speed Available engine speed (rpm)
16
CL Constant load Constant speed 1500/1800
01
1
VM Variable load Variable speed 2000-3000
The engine specification class (CL or VM) is described in the specifications table.
1.2 SPECIFICATIONS
NOTE:
1) The information described in the engine specifications tables (the next page and after) is for
"standard" engine. To obtain the information for the engine installed in each machine unit, refer
to the manual provided by the equipment manufacturer.
2) Engine rating conditions are as follows (SAE J1349, ISO 3046/1)
Atmospheric condition: Room temp. 25 , Atmospheric press. 100 kPa (750mm Hg), Relative
humidity 30%
Fuel temp: 40 (Fuel injection pump inlet)
With cooling fan, air cleaner, exhaust silencer (Yanmar standard parts)
After running-in hours. Output allowable deviation: 3%
GENERAL
(1) 4TNV88
Engine name Unit 4TNV88
Engine specification class - VM
Type - Vertical, in-line, 4-cycle, water-cooled diesel engine
Combustion chamber - Direct injection
Number of cylinders - 4
Cylinder bore stroke mm mm 88 90
Displacement L 2.190
Revolving
speed rpm 2400
Rated output
kW 29.7
Output (ps) (40.4)
Max. no-load speed( 25) rpm 2590

Ignition order - 1-3-4-2-1(No.1 cylinder on flywheel side)
16 Power take off
Direction of rotation
-
-
Flywheel
Counterclockwise (viewed from flywheel)

01 Cooling system - Radiator
2
Lubrication system - Forced lubrication with trochoid pump
Starting system - Electric

Applicable fuel - Diesel oil-ISO 8217 DMA, BS 2869 A1 or A2
(cetane No.45 min.)
Applicable lubricant - API grade class CD or CF
Lubricant capacity MAX L 5.8

(oil pan) Min L 3.5
Cooling water capacity L 2.7
(engine only)
Overall
ength mm 637
Engine dimensions Overall
mm 515
(with wheel housing) width
Overall mm 667
height
Engine mass (dry) kg 165
(with flywheel housing)
Crankshaft V pulley diameter & mm 110 110
Fun V pulley diameter (std.)
GENERAL
(2) 4TNV94L
Engine name Unit 4TNV94L
Engine specification class - VM
Type - Vertical, in-line, 4-cycle, water-cooled diesel engine
Combustion chamber - Direct injection
Number of cylinders - 4
Cylinder bore stroke mm mm 94 100
Displacement L 3.054
Revolving
speed rpm 2500
Rated output
kW 44
Output (ps) (59.8)
Max. no-load speed( 25) rpm 2700
Ignition order - 1-3-4-2-1(No.1 cylinder on flywheel side)
Power take off
Direction of rotation
-
-
Flywheel
Counterclockwise (viewed from flywheel)

16
Cooling system - Radiator 01
3
Lubrication system - Forced lubrication with trochoid pump
Starting system - Electric
Applicable fuel - Diesel oil-ISO 8217 DMA, BS 2869 A1 or A2
(cetane No.45 min.)
Applicable lubricant - API grade class CD or CF
Lubricant capacity MAX L 7.5

(oil pan) Min L 5.5
Cooling water capacity L 4.2
(engine only)
Overall
ength mm 698
Engine dimensions Overall
mm 498
(with wheel housing) width
Overall mm 711
height
Engine mass (dry) 240
(with flywheel housing) kg (equivalent to SAE#4)
Crankshaft V pulley diameter &
Fun V pulley diameter (std.) mm 130 130
GENERAL
1.3 FUEL OIL, LUBRICATING OIL AND COOLING WATER
1.3.1 FUEL OIL
IMPORTANT:
Only use the recommended fuel to obtain the best engine performance and prevent damage
of parts, also prevent air pollution.
(1) Selection of fuel oil

Use the following diesel fuels for best engine performance:
BS 2869 A1 or A2
Fuels equivalent to Japanese Industrial Standard, JIS. No. K2204-2
Fuel cetane number should be 45 or greater
(2) Fuel handling

16 Water and dust in the fuel oil can cause
operation failure. Use containers which are
01 clean inside to store fuel oil. Store the
containers away from rain water and dust.
4
Before supplying fuel, let the fuel container
rest for several hours so that water and
dust in the fuel are deposited on the
bottom.
Pump up only the clean fuel.
(3) FUEL TANK
Be sure to attach a drain cock, precipitation trap

and primary strainer to the fuel tank as shown
illustration right.
1.3.2 LUBRICATING OIL
IMPORTANT:
Use of other than the specified engine oil may cause inner parts seizure or early wear, leading
to shorten the engine service life.
GENERAL
(1) Selection of engine lube oil

Use the following engine oil
API classification .......... CD or CF
(Standards of America Petroleum Institute)
SAE viscosity ............... 10W-30 or 15W-40
(Standard of Society of Automotive Engineering)
Engine oil with 10W30 or 15W40 can be used
throughout the year.
(Refer to the right figure.)
(2) Handling of engine oil

Carefully store and handle the oil so as to
prevent dust or dirt entrance. When supplying the
oil, pay attention and clean around the filler
port.
Do not mix different types of oil as it may
adversely affect the lubricating performance.
When touching engine oil by hand, the skin of the hand may become rough. Be careful
16
not to touch oil with your hands without protective gloves. If touch, wash your hands 01
with soap and water thoroughly.
5
1.3.3 COOLING WATER
Use clean soft water and be sure to add the Long Life Coolant Antifreeze (LLC) in order to
prevent rust built up and freezing. If there is any doubt over the water quality, distilled water or
pre-mixed coolant should be used.
The coolants / antifreezes, which are good performance for example, are shown below.
TEXACO LONG LIFE COOLANT ANTIFREEZE, both standard and pre-mixed.
Product codes 7997 and 7998
HAVOLINE EXTENDED LIFE ANTIFREEZE / COOLANT
Product code 7994
IMPORTANT:
Be sure to add Long Life Coolant Antifreeze(LLC) to soft water. In cold season, the LLC is
especially important. Without LLC, cooling performance will decrease due to scale and rust
in the cooling water line. Without LLC, cooling water will freeze and expand to break the
cooling line.
Be sure to use the mixing ratios specified by the LLC manufacturer for your temperature
range.
Do not mix different types (brand) of LLC, chemical reactions may make the LLC useless
and engine trouble could result.
Replace the cooling water every once a year.
When handling Long Life Coolant Antifreeze, wear protective

rubber gloves not to touch it. If LLC gets eyes or skin, wash with
clean water at once.
GENERAL
1.4 EXHAUST GAS EMISSION REGULATION
16
01
6
GENERAL
1.5 EXHAUST GAS EMISSION REGULATION

The engines in this manual have been certified by the US EPA, California ARB and/or the
97/68/EC Directive.
California
Proposition 65 Warning
Diesel engine exhaust and some of its constitutions are known to the State of California to cause
cancer, birth defects, and other reproductive harm.
California
Proposition 65 Warning
Battery post, terminals, and related accessories contain lead and lead compounds, chemicals
known to the State of California to cause cancer and reproductive harm.
1.5.1 THE EMISSION STANDARD IN USA
(1) EPA Nonroad Diesel Engine Emission Standards

g/kW hr(g/bh phr)
Engine Power
kW<8
Tier
Tier 1
Model Year
2000
NOx
-
HC
-
NMHC+NOx
10.5 (7.8)
CO
8.0 (6.0)
PM
1.0 (0.75)
16
(hp<11) Tier 2 2005 - - 7.5 (5.6) 8.0 (6.0) 0.80 (0.60) 01
7
8 kW<19 Tier 1 2000 - - 9.5 (7.1) 6.6 (4.9) 0.80 (0.60)
(11 hp<25) Tier 2 2005 - - 7.5 (5.6) 6.6 (4.9) 0.80 (0.60)
19 kW<37 Tier 1 1999 - - 9.5 (7.1) 5.5 (4.1) 0.80 (0.60)

(25 hp<50) Tier 2 2004 - - 7.5 (5.6) 5.5 (4.1) 0.60 (0.45)
Tier 1 1998 9.2 (6.9) - - - -

37 kW<75
(50 hp<100) Tier 2 2004 - - 7.5 (5.6) 5.0 (3.7)
0.40 (0.30)
Tier 3 2008 - - 4.7 (3.5) 5.0 (3.7)
Tier 1 1997 9.2 (6.9) - - - -

75 kW<130
Tier 2 2003 - - 6.6 (4.9) 5.0 (3.7)
(100 hp<175) 0.30 (0.22)
Tier 3 2007 - - 4.0 (3.0) 5.0 (3.7)
Note1) The EPA emission regulation under 130kW is mentioned below.

Note2) As for Model year, the year which a regulation is applicable to is shown.
Transient smoke standards % opacity

Engine classification
(acceleration/lug/peak modes)
Constant speed engine Not regulated
Variable speed engine 20/15/50 or less
(2) California ARB Emission Regulation

The ARB emission standard is based on that of the EPA.
GENERAL
1.5.2 ENGINE IDENTIFICATION
(1) Emission control labels of US EPA
EPA label for constant speed engines EPA label for variable speed engines
(2) EMISSION CONTROL LABEL FOR BOTH EPA AND ARB
16
01
8
(3) 97/68EC DIRECTIVE LABEL
1.5.3 GUARANTEE CONDITIONS FOR THE EPA EMISSION STANDARD
The following guarantee conditions are set down in the operation manual. In addition to making sure
that these conditions are met, check for any deterioration that may occur before the required
periodic maintenance times.
(1) REQUIREMENT ON ENGINE INSTALLATION CONDITION

(a) Intake air depression
kPa(mmAq)
Initial Permissible
2.94(300) 6.23 (635)
GENERAL
(b) Exhaust gas back pressure
kPa(mmAq)
Engine type Initial Permissible
Naturally aspirated engines 12.75(1300) 15.30(1560)
(2) Fuel oil and lubricating oil

(a) Fuel: The diesel fuel oil US No.2 diesel fuel oil.
(b) Lube oil: API grade, class CD or CF
(3) Do not remove the seals restricting

injection quantity and engine speed.
16
01
9
(4) Perform maintenance without fail.

Note : Inspections to be carried out by the user and by the maker are divided and set down
in the "List of Periodic Inspections" and should be checked carefully.
(5) Maintenance period and Quality guarantee period for exhaust emission related parts
The maintenance of the parts related to the exhaust emission must be carried out in the
maintenance period as shown in the below table.
A guarantee period is that either the operation hours or years shown in the table come first in
the condition that the maintenance inspection was carried out based on the "List of Periodic
Inspections".
Maintenance period Quality Guarantee Period

Fuel nozzle cleaning Adjustment, cleaning, For nozzle, fuel pump,
repairs for fuel nozzle, turbocharger
fuel pump, turbocharger,
electronic control unit etc.
Every 1500 hours Every 3000 hours 3000 hours / 5 years
(applied from Tier 2) (applied from Tier 2)
DIESEL ENGINE 4TNV88, 94
INSPECTION AND ADJUSTMENT
2.1 PERIODIC MAINTENANCE SCHEDULE

The engine periodic inspection timing is hard to determine as it varies with the application, load
status, qualities of the fuel and lubricating oils used and handling status. General rules are
described here.
: User-maintenance : Parts replacement : Shop-inspection

Maintenance period
Every Every Every Every
Classification Item Daily Every 250 500 1000 2000
50 hours hours hours hours
hours or3 or6 orone ortwo
months months year years
Whole Visual check around engine
Fuel tank level check and fuel supply
Fuel tank draining
Fuel oil Water separator (Option) draining
system Bleeding the fuel system
Water separator cleaning
Fuel filter element replacement
Lubricating
oil system
Lube oil level check and replenishment
Lube oil replacement
Lube oil filter replacement 1st time
2nd time
and
thereafter
16
Cooling water level check and
replenishment
02
Radiator fin cleaning 1
Cooling
water 2nd time
V-belt tension check 1st time and
system thereafter
Cooling water replacement
Cooling water path flushing and
maintenance
Fuel pipe and cooling water pipe
Rubberhouse inspection and maintenance
Inspection and adjustment of
Governor governor lever and accelerator
Air cleaner cleaning and element
replacement
Air intake
Diaphragm assy inspection (2 years)
system
Turbocharger blower cleaning* *
Warning lamp & instruments function
Electrical check
system Battery electrolyte level check and
battery recharging
Intake/exhaust valve head clearance
Cylinder adjustment
head Intake/exhaust valve seat lapping
Fuel Fuel injection nozzle pressure inspection *
injection Fuel injection timing adjustment
pump and Fuel injection pump inspection and *
nozzle adjustment
*) EPA allows to maintain the emission related parts every 1,500 or 3,000 hours as shown in 16-1-8
2.2 PERIODIC INSPECTION AND MAINTENANCE PROCEDURE
2.2.1 CHECK BEFORE DAILY OPERATION
Be sure to check the following points before starting an engine every day.
No. Inspection Item
(1) Visual check around engine
(2) Fuel tank level check and fuel supply
(3) Lube oil level check and replenishment
(4) Cooling water level check and replenishment
(5) Fuel pipe and cooling water pipe inspection and maintenance
(6) Inspection and adjustment of governor lever and accelerator
(7) Warning lamp & instruments function check
(1) Visual check around engine

16 If any problem is found, do not use before the engine repairs have been completed.
Oil leak from the lubrication system
02 Fuel leak from the fuel system
Cooling water leak from the cooling water system
2
Damaged parts
Loosened or lost bolts
Fuel, radiator rubber hoses, V belt cracked, loosened clamp
(2) FUEL TANK LEVEL CHECK AND FUEL SUPPLY
Check the remaining fuel oil level in the fuel tank and refuel the recommended fuel if necessary.
(Refer to 16-01-4)
(3) Lube oil level check and replenishment

(a) Checking oil level
Check the lube oil level with the dipstick,
after adjusting the posture of the machine
unit so that an engine may become a
horizontality. Insert the dipstick fully and
check the oil level. The oil shall not be
contaminated heavily and have appropriate
viscosity. No cooling water or diesel fuel
shall be mixed.
When lube oil is supplied after the engine
running, check the lube oil level after
about 10minutes pass after the engine
shutdown so that the lube oil inside may
be retuned the oil pan.
Standard
The level shall be between the upper and
lower limit lines on the dipstick. Copyrighted Material
(Unit: liter)
Model Total volume(L) Effective volume(L)
4TNV88 7.4 3.4
4TNV94L 10.5 4.5
Lube oil capacity may differ from the above volume depending on an engine installed on a machine unit.
(b) Replenishing oil pan with lube oil

If the remaining engine oil level is low, fill the oil pan with the specified engine oil to the
specified level through the filler port.
[NOTICE]
The oil should not be overfilled to exceed the upper limit line. Otherwise a naturally-
aspirated engine may intake lube oil in the combustion chamber during the operation,
then white smoke, oil hummer or urgent rotation may occur, because the blowby gas
is reduced in the suction air flow.
In case of turbo-charged engine oil may jet out from the breather or the engine may
become faulty.
(4) Cooling water Inspection
Daily inspection of cooling water should be done only by coolant recovery tank. 16
Never open the radiator filler cap while the engine and 02
radiator are still hot. Steam and hot water will spurt out and 3
seriously burn you. Wait until the radiator is cooled down
after the engine has stopped, wrap the filler cap with a rag
piece and turn the cap slowly to gently release the pressure
inside the radiator.
Securely tighten the filler cap after checking the radiator.
Steam can spurt out during operation, if the cap is tightened
loosely.
(a) Checking cooling water volume

Check the cooling water level in the coolant recovery tank. If the water level is close to the
LOW mark, open the coolant recovery tank cap and replenish the coolant recovery tank with
clean soft water to the FULL mark.
Standard
The water level of the coolant recovery tank shall be between the upper and lower limit
lines.
(b) Replenishing engine with water

If the coolant recovery tank water level is lower
than the LOW mark, open the radiator cap and
check the cooling water level in the radiator.
Replenish the radiator with the cooling water, if the
level is low.
Check the cooling water level while the engine is
cool.
Checking when the engine is hot is dangerous.
And the water volume is expanded due to the heat.
Daily cooling water level check and replenishing shall be done only at the coolant recovery
tank. Usually do not open the radiator cap to check or replenish.
IMPORTANT:
If the cooling water runs short quickly or when the radiator runs short of water with
the coolant recovery tank level unchanged, water may be leaking or the air tightness
may be lost. Increase in the coolant recovery tank water level during operation is not
abnormal.
The increased water in the coolant recovery tank returns to the radiator when the engine
is cooled down.
If the water level is normal in the coolant recovery tank but low in the radiator, check
loosened clamping of the rubber hose between the radiator and coolant recovery tank
or tear in the hose.
Standard
Engine: The radiator shall be filled up.
(Unit: liter)
Model Cooling water volume In an engine
4TNV88 2.7
4TNV94L 4.2
16 Engine coolant water capacity may differ from the above

02 volume depending on an engine installed on a machine unit.
4 (5) Fuel pipe and cooling water pipe inspection and maintenance
Check the rubber hoses for fuel and cooling water pipes cracked. If the cracked hose is found,
replace it with new one. Check the loosened clamp. If found, tighten it.
Make sure the accelerator of the machine unit can be operated smoothly before starting the
engine. If it feels heavy to manipulate, lubricate the accelerator cable joints and pivots. Adjust
the accelerator cable if there is a dislocation or excessive play between the accelerator and the
governor lever.
(7) Warning lamp & instruments function check
Before and after starting the engine, check to see that the alarm function normally. Failure of
alarm cannot warn the lack of the engine oil or the cooling water. Make it a rule to check the
alarm operation before and after starting engine every day. Refer to each manual for machine
units in details.
2.2.2 INSPECTION AFTER INITIAL 50 HOURS OPERATION
Be sure to check the following points after initial 50 hours operation, thereafter every 250 hours
or 3 months operation.
No. Inspection Item
(1) Lube oil and filter replacement
(2) V-belt tension check
(1) Lube oil and filter replacement (1st time)

When an engine is still hot, be careful with a splash of engine
oil which may cause burns. Replace engine oil after the engine
oil becomes warm. It is most effective to drain the engine oil
while the engine is still warm.
In early period of use, the engine oil gets

dirty rapidly because of the initial wear of
internal parts. Replace the engine oil earlier.
Lube oil filter should also be replaced when

the engine oil is replaced.
The procedure of lube oil and lube oil filter
replacement is as follows.
(a) Drain engine oil
Prepare a waste oil container collecting
waste oil.
Remove the oil filler cap to drain easily
while draining the lube oil.
Loosen the drain plug using a wrench
(customer procured) to drain the lube oil.
16
Securely tighten the drain plug after
draining the lube oil.
02
5
[NOTICE]
Use a socket wrench or a closed
wrench when removing or tightening a
drain plug.
Don’t use a spanner because it has the
possibility that the spanner will slip and
it will get hurt.
(b) Replacing oil filter

Turn the lube oil filter counter-clockwise
using a filter wrench (customer procured)
to remove it.
Clean the mounting face of the oil filter.
Moisten the new oil filter gasket with the
engine oil and install the new engine oil
filter manually turning it clockwise until it
comes into contact with the mounting
surface, and tighten it further to 3/4 of
a turn with the filter wrench.
Tightening torque:20~24N m(2.0~2.4kgf m)
Oil filter P/NO:918648
(c) Filling oil and inspection

Fill with new engine oil until it reaches
the specified level.
IMPORTANT:
Do not overfill the oil pan with engine oil.
Be sure to keep the specified level
between upper and lower limit on the
dipstick. Copyrighted Material
Warm up the engine by running for 5 minutes while checking any oil leakage
Stop the engine after warming up and leave it stopping for about 10 minute to recheck the
engine oil level with dipstick and replenish the engine oil. If any oil is spilled, wipe it away
with a clean cloth.

When there is not enough tension in the V-
belt, the V-belt will slip making it impossible
for the altenator to generate power and cooling
water pump and cooling fan will not work
causing the engine to overheat.
Check and adjust the V-belt tension (deflection)
in the following manner.
[NOTICE]
Be especially careful not to splash engine
oil on the V-belt, because it will cause
slipping, stretching and aging of the belt.
16 1) Press the V-belt with your thumb [approx. 98N(10kgf)] at the middle of the V-belt span to
check the tension (deflection).
Available positions to check and adjust the V-belt tension (deflection) are at the A, B or C
02 direction as shown in the illustration right.
6 You may choose a position whichever you can easily carry out the check and adjustment on
the machine unit.
"New V-belt" refers to a V-belt which has been used less than 5 minutes on a running
engine.
"Used V-belt" refers to a V-belt, which has been used on a running engine for 5 minutes
or more.
The specified deflection to be measured at each position should be as follows. (Unit:mm)

Direction A B C
For used V-belt 10~14 7~10 9~13
For new V-belt 8~12 5~8 7~11
2) If necessary, adjust the V-belt tension (deflection). To adjust the V-belt tension, loosen the
set bolt and move the alternator to tighten the V-belt.
After replacing with a new V-belt and
adjusting it, run the engine for 5 minutes
and readjust the deflection to the value in
the table above.
3) After replacing with a new V-belt and

adjusting it, run the engine for 5 minutes
and readjust the deflection to the value in
the table above.
4) Visually check the V-belt for cracks, oiliness

or wear. If any, replace the V-belt with new
one.
2.2.3 INSPECTION EVERY 50 HOURS
Be sure to check the following points every 50 hours operation.

No. Inspection Item
(1) Fuel tank draining
(2) Water separator draining
(3) Bleeding the fuel system
(4) Battery electrolyte level check and battery recharging
(1) Fuel tank draining

1) Prepare a waste oil container.
2) Remove the drain plug of the fuel tank to
drain (water, dust, etc.) from the fuel tank
bottom.
3) Drain until fuel with no water and dust flow
out. Then tighten the drain plug firmly.
16
02
7
(2) Water separator draining

Drain off the water separator whenever there
is a lot of drain collected in the water separator
at the bottom of the cup even if not the time
for periodic inspection hour. The cup of the
water separator is made from semi-transparency
material and in the cup, the red colored float
ring which rises on the surface of the drain
is installed to visualize the amoun of drain.
Also, the water separator with sensor to
detect the drain for warning device on a
controle panel is provided as the optional.
Drain off the water separator in the following manner.

2) Close the fuel cock.
3) Loosen the drain cock at the bottom of the water separator, and drain off any water
collected inside.
4) Tighten the drain cock with hand.
5) Be sure to bleed air in the fuel system.
NOTE:
If no drain drips when the drain cock is opened, loosen the air bleeding bolt on the top
of the water separator by turning counter-clockwise 2~3 times using screw driver.
(This may occure in case of the water separator position is higher than the fuel oil level
in the fuel tank). After draining, be sure to tighten the air bleeding bolt.
(3) BLEEDING THE FUEL SYSTEM
Bleed the fuel system according to the following

procedures. When there is air in the fuel system,
the fuel injection pump will not be able to
function.
1) Check the fuel oil level in the fuel tank.
Refuel if insufficient.
2) Open the cock of the water separator.
3) Loosen the air bleeding bolt on the water
separator by turning 2~3 times to the
counter-clockwise using screw driver or
spanner.
4) When the fuel coming out is clear and not
mixed with any bubble, tighten the air
bleeding bolt.
5) Feed the fuel with the fuel priming pump
or electro-magnetic fuel feed pump.
In case of the engine using the electro-
magnetic fuel feed pump.
16 Turn the starter switch to the ON position

and hold it in the position for 10~15 seconds
to operate the fuel feed pump.
02 In case of the engine installed the fuel filter
8 mounting with the fuel priming pump.
The priming pump is on the top of the fuel
filter mounting. Move the priming pump up
and down to feed fuel until feel your hand
slightly heavy.
(4) Battery electrolyte level check and battery recharging

Fire due to electric short-circuit
Make sure to turn off the battery switch or disconnect the
negative cable (-) before inspecting the electrical system.
Failure to do so could cause short-circuiting and fires.
Always disconnect the (-) Negative battery cable first before
disconnecting the battery cables from battery. An accidental
"Short circuit" may cause damage, fire and or personal injury.
And remember to connect the (-) Negative battery cable (back
onto the battery) LAST.
Proper ventilation of the battery area

Keep the area around the battery well ventilated, paying
attention to keep away any fire source. During operation or
charging, hydrogen gas is generated from the battery and can
be easily ignited.
Do not come in contact with battery electrolyte

Pay sufficient attention to avoid your eyes or skin from being
in contact with the fluid. The battery electrolyte is dilute sulfuric
acid and causes burns. Wash it off immediately with a large
amount of fresh water if you get any on you.
Battery structure
(1) Electrolyte level

Check the level of fluid in the battery.
When the amount of fluid nears the
lower limit, fill with battery fluid (available
in the market) to the upper limit. If
operation continues with insufficient
battery fluid, the battery life is shortened,
and the battery may overheat and
16
explode. 02
Battery fluid tends to evaporate more 9
quickly in the summer, and the fluid
level should be checked earlier than the
specified times.
If the engine cranking speed is so slow
that the engine does not start up,
recharge the battery.
If the engine still will not start after
charging, replace the battery.
Remove the battery from the battery mounting of the machine unit after daily use
if letting the machine unit leave in the place that the ambient temperature could
drop at -15 or less. And store the battery in a warm place until the next use
the unit to start the engine easily at low ambient temperature.
(2) Battery charge

Use a battery tester or hydrometer and
check the battery condition. If the battery is
discharged, recharge it.
(a) Measurement with a battery tester
When checking the battery with the atter
tester, connect the red clip of the tester to
the battery positive (+) terminal and black
clip to the battery negative (-) terminal by
pinching them securely, and judge the
battery charge level from the indicator
position.
Green zone: Normal

Yellow zone: Slightly discharged
Red zone: Defective or much discharged
(b) Measurement with hydrometer

When using a hydrometer, the measured specific
gravity must be corrected according to the
temperature at the time of measurement. The
specific gravity of battery electrolyte is defined
with 20 as the standard. Since the specific
gravity increases or decreases by 0.0007 when
the temperature varies by 1 , correct the value
according to the equation below.
16 (c) Specific gravity and remaining battery charge
02 Specific
gravity
Discharged
quantity
Remaining
charge
10 ofcharge
(20 ) (%) (%)
1.28 0 100
1.26 10 90
1.24 20 80
1.23 25 75
(3) Terminals
Clean if corroded or soiled.
(4) Mounting bracket

Repair or replace it if corroded.
Retighten if loosened.
(5) Battery appearance

Replace the battery if cracked or deformed.
Clean with fresh water if contaminated.
2.2.4 INSPECTION EVERY 250 HOURS OR 3 MONTHS
Be sure to check the following points every 250 hours or 3 months operation, whichever comes
first.
No. Inspection Item
(1) Lube oil and filter replacement
(2) Radiator fin cleaning
(5) Air cleaner cleaning and element replacement
(1) Lube oil and filter replacement (The second replacement and after)
Replace the engine oil every 250 hours operation from 2nd time and on. Replace the engine
oil filter at the same time. Refer to 16-02-2.
(2) Radiator fin cleaning

16
Beware of dirt from air blowing
Wear protective equipment such as goggles to protect your eyes 02
when blowing compressed air. Dust or flying debris can hurt 11
eyes.
Dirt and dust adhering on the radiator fins reduce the

cooling performance, causing overheating. Make it a
rule to check the radiator fins daily and clean as
needed.
Blow off dirt and dust from fins and periphery

with compressed air [0.19MPa (2kgf/cm2) or
less] not to damage the fins with compressed
air.
If contaminated heavily, apply detergent,
thoroughly clean and rinse with tap water
shower.
IMPORTANT:
Never use high pressure water or air from close by fins or never attempt to clean using a wire
brush. Radiator fins can be damaged.
(3) V-belt tension check (The second time and after)

Check and adjust the V-belt tension. Refer to 16-02-6.

The governor lever and accelerating devices
(accelerating lever, pedal, etc.) of the machine
unit are connected by an accelerating wire or
rod. If the wire becomes stretched or the
connections loose, the deviation in the position
may result and make operation unsafe. Check
the wire periodically and adjust if necessary.
Do not strongly move the accelerating wire or
accelerating pedal. It may deform the governor
lever or stretch the wire to cause irregular engine
speed control.
Checking and adjusting procedure are as follows.
1) Check that the governor lever of the engine
makes uniform contact with the high idling
and low idling limiting bolt when the
accelerating devices is in the high idling
speed or low idling speed position.
2) If either the high or the low idling speed
16 side does not make contact with the limiting

bolt, adjust the accelerating wire.
Loosen the accelerating wire fixing nut and
02 adjust the wire to contact with the limitng bolt.
12
Never release the limiting bolts. It will impair the safety and performance of the product and
functions and result in shorter engine life.
Beware of dirt from air blowing

Wear protective equipment such as goggles to protect your eyes
when blowing compressed air. Dust or flying debris can hurt
eyes.
The engine performance is adversely affected

when the air cleaner element is clogged by dust.
So periodical cleaning after disassembly is needed.
1) Undo the clamps on the dust pan and
remove the dust pan.
2) Loosen the wing bolt on the element and
pull out the element.
3) Blow air [0.29 0.49MPa (3.0 5.0kgf/cm2)]

from inside the element to blow dust off
as shown in the illustration right.
Apply the air blowing pressure as low as
possible so as not to damage the element.
If having the air cleaner with double
elements, never remove and clean the inner
element.
The aim of installing the inner element is
for back up protecting from intaking dust
during engine running when leaving the
outer element to reinstall after removing it
or when damaging the outer element
unexpectedly during engine running.
4) Replace the element with new one, If the
element is damaged, excessively dirty or oily.
5) Remove the inside dust cover of the dust pan, and clean inside of the dust pan.
6) Reinstall the element with the wing bolt. (do not leave the gasket.) Reattach the inside dust
cover to the dust pan and install the dust pan to the air cleaner case placing the TOP
mark upward.
IMPORTANT:
When the engine is operated in dusty conditions, clean the element more frequently.
16
Do not run the engine with removed air cleaner or element, as this may cause foreigh 02
material to enter and damage the engine. 13
2.2.5 INSPECTION EVERY 500 HOURS OR 6 MONTHS
Be sure to check the following points every 500 hours or 6 months operation, whichever comes
first.
No. Inspection Item
(1) Water separator cleaning
(2) Fuel filter element replacement
(1) Water separator cleaning

Periodically wash the water separator element
and inside cup with clean fuel oil.
2) Close the fuel cock.
3) Loosen the drain cock and drain.
Refer to 16-02-7
4) Turn the retaining ring counter-clockwise
16 and remove the cup.

(Disconnect the coupler of the lead wire for
drain sensor before removing the cup if it
02 is with drain sensor).
14 5) Wash the element and inside cup with
clean fuel oil. Replace the element with new
one if any damaged.
Element P/NO:1234887
6) Insert the element to the bracket (O-ring) and after putting the float ring in the cup, install
it to the bracket by tightening the retaining ring clockwise.
Tightening torque: 15~20N m (1.5~2.0kgf m)
7) Close the drain cock (connect the coupler if with drain sensor).
8) Bleed the fuel system. Refer to 16-02-8
(2) Fuel filter element replacement

Replace the fuel filter at specified intervals,
before it is clogged with dust to adversely affect
the fuel flow. Also, replace the fuel filter after
the engine has fully been cooled.
1) Close the fuel cock of the water separator.
2) Remove the fuel filter using a filter wrench
(customer procured). When removing the
fuel filter, hold the bottom of the fuel filter
with a piece of rag to prevent the fuel oil
from dropping. If you spill fuel, wipe such
spillage carefully.
3) Clean the filter mounting surface and
slightly apply fuel oil to the gasket of the
new fuel filter.
4) Install the new fuel filter manually turning
until it comes into contact with the mounting surface, and tighten it further to 1/2 of a turn
using a filter wrench.
Tightening torque for 4TNV88 to 4TNV94L:20~24N m(2.0~2.4kgf m)
Filter P/NO:932827
5) Bleed the fuel system. Refer to 16-02-8 16
IMPORTANT:
Be sure to use genuine Yanmar part (super fine mesh filter). Otherwise, it results in
02
15
engine damage, uneven engine performance and shorten engine life.

Replace the air cleaner element periodically even if it is not damaged or dirty.
When replacing the element, clean inside of the dust pan at the time.
If having the air cleaner with double elements, do not remove the inner element. If the engine
output is still not recover (or the dust indicator still actuates if having the air cleaner with a
dust indicator) even though the outer element has replaced with new one, replace the inner
element with new one.
2.2.6 INSPECTION EVERY 1,000 HOURS OR ONE YEAR
Be sure to check the following points every 1,000 hours or one year operation, whichever comes
first.
No. Inspection Item

(1) Cooling water replacement
(2) Diaphragm assy inspection
(3) Turbocharger blower cleaning*
(4) Intake/exhaust valve clearance adjustment
(5) Fuel injection nozzle pressure inspection
(1) Cooling water replacement

Cooling water contaminated with rust or water
scale reduces the cooling effect. Even when
antifreeze agent (LLC) is mixed, the cooling
water gets contaminated due to deteriorated
16 ingredients. Replace the cooling water at least

once a year.
Beware of scalding by hot water
02 Wait until the temperature goes down before
16 draining the cooling water. Otherwise, hot water
may splash to cause scalding.
1) Remove the radiator cap.
2) Loosen the drain plug at the lower portion
of the radiator and drain the cooling water.
3) After draining the cooling water, tighten the
drain plug.
4) Fill radiator and engine with cooling water.
Beware of scalding by hot water

Wait until the temperature goes down before draining the cooling
water. Otherwise, hot water may splash to cause scalding.
(2) Diaphragm assy inspection

Inspect the diaphragm assy on the rocker arm
cover every 1000 hours or 2 years. Refer to 16-
04-15 point 6 for the function of the diaphragm.
1) Loosen screws, and remove a diaphragm
assy, and check whether oil and so on
doesn’t enter between the diaphragm and
the cover. If oil and so on enters into the
diaphragm assy, the diaphragm doesn’t work
well.
2) Check the damages of the diaphragm rubber
and the spring. If necessary, replace with
new ones.
[NOTICE]
When a diaphragm is damaged, pressure
control inside the crankcase becomes insufficient, and troubles such as combustion
defect and so on occur.
At lubricating oil replacement or lubricating oil supply, the amount of lubricating oil isn’t
to be beyond the standard upper limit. If the lubricating oil quantity is beyond the upper
limit or an engine is operated beyond the allowable maximum angle of an engine, the
amount of oil mist may be inducted in the combustion chamber and the oil hammer
16
sometimes may occur. 02
17
(3) Turbocharger blower cleaning*

When engine speed seems sluggish or the exhaust color looks poor, the blades of the
turbocharger-blower may be dirty.
Wash the turbine blower in such a case.
(a) General items
1) As for washing, use washing liquid and clear water.
2) Washing time is the time when about 10% of the boost pressure decreases more than
that of usual operation state as a standard.
3) Disassemble and clean a turbocharger periodically because the whole of the turbocharger
can’t be cleaned in this method.
(b) Washing point
1) A specified quantity of washing liquid/water is poured with a filler (ex. Oil sprayer) from
the air inlet of the blower gradually (about ten seconds) at the normal load (3/4-4/4) of an
engine.
And, perform this work at no-load after load running of the engine, if it is difficult to pour
the liquid into the blower at load running.
Specified quantity of washing liquid/water
Turbocharger model RHB31, RHB51
16
Injection amount, one time 20 cc
02 It causes an accident when large quantity of washing liquid is poured rapidly into a
18
turbocharger.
2) Pour the same amount of clear water as washing liquid/water into the blower about 3-5
minutes later after the washing liquid/water injection and wash it.
It causes an accident when large quantity of water is poured rapidly into a

turbocharger.
3) Repeat the washing after then minutes when there is no change with the boost pressure
or the exhaust gas temperature after washing.
When there is no change at all even if it repeats 3-4 times, disassemble and maintain the
turbocharger because of the cruel dirt of the blower or other causes.
4) Operate the engine at load for at least 15 minutes after washing, and dry.
(4) Intake/exhaust valve clearance adjustment Make measurement and adjustment

while the engine is cold.
(a) Valve clearance measurement
1) Remove the rocker arm cover above
cylinder head.
2) Set the No.1 cylinder in the compression
TDC
Turn the crankshaft to bring the piston
of the No.1 cylinder to its compression
top dead center while watching the
rocker arm motion, timing scale and the
top mark position of the crankshaft
pulley.
(Position where both the intake and
exhaust valves are closed.)
Notes:
The crankshaft shall be turned clockwise as seen from the radiator side.
The No.1 cylinder position is on the

opposite side of the radiator and the
16
ignition order shall be 1-3-4-2-1 at 180
intervals.
02
19
Since the intake and exhaust valve
rocker arms are operated the same
and there is a clearance between the
arm and valve generally at the top
dead center, the position can be
checked by means of the play when
the arm head is held with a hand.
Also see that the crankshaft pulley
top mark is positioned at zero on the
timing scale. If there is no valve
clearance, inspection in the disassembled
state is necessary since the valve seat
may be worn abnormally.
3) Valve clearance measurement
In case of 2-valve cylinder head insert
a thickness gage between the rocker
arm and valve cap, and record the
measured valve clearance.
In case of 4-valve head insert a thickness
gage between the rocker arm and the
valve bridge, and record the measured
valve clearance.
(Use it as the data for estimating the
wear state.)
4) Adjusting other cylinders

In case of 4-cylinder engines, turn the crankshaft 180 and make adjustment for the No.3
cylinder. Then adjust the No.4 and No.2 cylinders in this order.
The cylinder to be adjusted first does not have to be the No.1 cylinder. Select and adjust
the cylinder where the piston is the nearest to the top dead center after turning, and make
adjustment for other cylinders in the order of ignition by turning the crankshaft 180 each time.
In case of 3-cylinder engines, turn the crankshaft 240 and make adjustment for the No.3 cylinder.
Then adjust the No.2 cylinder in this order.
The cylinder to be adjusted first does not have to be the No.1 cylinder. Select and adjust the cylinder
where the piston is the nearest to the top dead center after turning, and make adjustment for other
cylinders in the order of ignition by turning the crankshaft 240 each time.
The adjustment method of reducing the flywheel turning numbers (for reference):
For 4 cylinder engines
Set No.1 cylinder to the compression T.D.C. and adjust the clearance of the mark of the bottom
table. Next, turn the flywheel once, and adjust the clearance of the mark.
Ignition order of 4 cylinder engines: 1 3 4 2

Cylinder No. 1 2 3 4
16 Valve
No.1
compression
Suction Exhaust Suction Exhaust Suction Exhaust Suction Exhaust
The first
time
02 T.D.C
No.1 The
20
overlap second
T.D.C time
(b) Valve clearance inspection and adjustment

1) Loosen adjusting bolts
In case of 2-valve cylinder head loosen the lock
nut and adjusting screw, and check the valve for
any inclination of valve cap, entrance of dirt or
wear.
In case of 4-valve cylinder head loosen the lock

nut and adjusting screw of rocker arm. Be careful
that excessive tension isn’t applied to the valve
bridge, and loosen a locknut of valve bridge.
[NOTICE]
When loosening a locknut of a valve bridge,
loosen the locknut while fixing the valve bridge
with a wrench so that the valve may not lean.
Push the bridge head so that a valve bridge

and two valve stem heads may contact each
other uniformly, and adjust an adjusting bolt
so that a gap of the valve stem head may
become 0. Tighten a locknut after a valve
bridge is fixed with a wrench.
2) Measuring valve clearance

Insert a 0.2 or 0.3 mm thickness gage
between the rocker arm and valve cap
/valve bridge, and adjust the valve
clearance. Tighten the adjusting screw. 16
[NOTICE] 02
When tightening a valve bridge locknut of 21
4-valve head, tighten a locknut after fixing
a valve bridge with a wrench so that a
bridge may not rotate and a valve may not
lean.
3) Apply oil to the contact surface between

adjusting screw and push rod.
4) Adjusting other cylinders
In case of 4-cylinder engines turn
the crankshaft 180 then and make
adjustment for the No.3 cylinder. Then
adjust the No.4 and No.2 cylinders in
this order.
The cylinder to be adjusted first does
not have to be the No.1 cylinder.
Select and adjust the cylinder where the
piston is the nearest to the top dead
center after turning, and make adjustment
for other cylinders in the order of ignition
by turning the crankshaft 180 each time.
In case of 3-cylinder engines turn the crankshaft 240 then and make adjustment for the No.3
cylinder. Then adjust the No.2 cylinder in this order.
The cylinder to be adjusted first does not have to be the No.1 cylinder. Select and adjust the
cylinder where the piston is the nearest to the top dead center after turning, and make adjustment
for other cylinders in the order of ignition by turning the crankshaft 240 each time
(5) Fuel injection nozzle pressure inspection
Wear protective glasses when testing injection from the fuel injection valve. Never
approach the injection nozzle portion with a hand. The oil jetting out from the nozzle
is at a high pressure to cause loss of sight or injury if coming into careless contact
with it.
(a) Injection pressure measurement
Standard
Model MPa(kgf/ )
4TNV88 21.6-22.6
4TNV94L (220-230)
[NOTICE]
As for the opening pressure of the brand-new
16 fuel nozzle, about 0.5Mpa(5kgf/ ) declines by the

engine operation for about 5 hours because of
the initial wear-out of a spring etc. Therefore,
02 adjust 0.5MPa (5kgf/ ) higher than the standard
value of the above table when adjusting a new
22
fuel nozzle of a spare part.
Remove carbon deposit at the nozzle hole thoroughly before measurement.
1) Connect the fuel injection valve to the high pressure pipe of the nozzle tester.
2) Operate the nozzle tester lever slowly and read the pressure at the moment when the fuel
injection from the nozzle starts.
3) If the measured injection pressure is lower than the standard level, replace the pressure
adjusting shim with a thicker one.
Thickness of pressure adjusting shims mm Injection pressure adjustment
The injection pressure is increased by approx. l.9 MPa(l9 kgf/ ),
0.13, 0.15, 0.18, 0.4, 0.5, 0.8
when the adjusting shim thickness is increased by 0.l mm.
[Informative: Fuel injection valve structure]
16
02
23
(b) Spray pattern inspection

After adjustment to the specified valve opening
pressure, use a nozzle tester and check the
spray pattern and seat oil-tightness.
Seat oil tightness check

After injecting a few times, increase the
pressure gradually. Hold the pressure for
about 5 seconds at a little before the valve
opening pressure of 1.96 MPa(20kgf/ ),
and check to see that oil does not drip
from the tip end of the nozzle.
If extreme oil leak from the overflow joint
exists during injection by the nozzle tester,
check after retightening. If much oil is leaking,
replace the nozzle assembly.
Spray and injection states

Operate the nozzle tester lever at a rate of
once or twice a second and check no
abnormal injection.
If normal injection as shown below cannot
be obtained, replace the fuel injection valve.
No extreme difference in angle( )
No extreme injection angle difference( )
Finely atomized spray
Excellent spray departure
(c) Nozzle valve sliding test

Wash the nozzle valve in clean fuel oil. Place
the nozzle body vertically and insert the nozzle
into the body to about 1/3 of its length. The
16 valve is normal if it smoothly falls by its own

weight into the body. In case of a new nozzle,
remove the seal peel, and immerse it in clean
02 diesel oil or the like to clean the inner and outer
24 surfaces and to thoroughly remove rust-preventive
oil before using the nozzle. Note that a new
nozzle is coated with rust-preventive oil and is
pasted with the seal peel to shut off outer air.
(d) Nozzle punch mark
2.2.7 INSPECTION EVERY 2000 HOURS OR 2 YEARS
Be sure to check the following points every 2,000 hours or two years operation, whichever comes
first.
No. Inspection Item
(1) Cooling water path flushing and maintenance
(3) Intake/exhaust valve seat lapping
(4) Fuel injection timing adjustmentFuel injection pump inspection and adjustment
(1) Cooling water path flushing and maintenance

Rust and water scale will accumulate in the cooling system through many hours of operation.
This lowers the engine cooling effect. Oil coolers (attached to turbocharged engines and some
of naturally aspirated engines) quickly deteriorate the lube oil. The cleaning and maintenance of
the following parts are necessary in accordance with the cooling water replacement.
Cooling system parts: radiator, cooling water pump, thermostat, cylinder block, cylinder head, oil
cooler.
16
Regularly check the rubber hoses of the fuel system and cooling water system. If cracked or 02
degraded, replace them with new one. Replace the rubber hoses at least every 2 years even 25
if 2,000 hours doesn’t come.
(3) Intake/exhaust valve seat lapping

The adjustment is necessary to maintain proper contact of the valves and seats. Refer to 16-
04-22
(4) Fuel injection timing adjustment / Fuel injection pump inspection and adjustment
The fuel injection timing and the fuel injection pump are adjusted so that engine performance
may become the best condition. As for the inspection and adjustment of the fuel pump, it is
based on the service manual of the MP pump of the separate volume. The fuel injection timing
is adjusted by the following procedure.
As for the engine, which adopts a MP type fuel

injection pump, the fuel injection angle (note)
is adjusted for the fuel injection timing
adjustment, because the adjusting method of fuel
injection timing like an inline fuel pump can’t be
applied.
Note) The fuel injection angle (cam angle) is

the difference from the injection valve opening
angle while the fuel injection pump being driven
by a motor and the angle at the plunger lift
2.5mm of the fuel pump.
And, as for the actual fuel injection angle ,
the measured value is recorded on the pump
body by each every fuel pump. Copyrighted Material
The adjustment of fuel injection angle

In case that a fuel pump cover, installed with a
gear case cover and the fuel pump are removed,
and reassembled, the procedure of fuel injection
angle adjustment is as follows. (As for the
disassembly of a fuel injection pump, refer to 16-
07-2
[NOTICE]
Never loosen four flange bolts, which fasten a
pump flange and a fuel pump drive gear at the
time of the removal of the fuel pump. When it
is loosened, the adjustment of the fuel injection
timing becomes very difficult.
1) Before removing a fuel pump drive gear,

make ID marks on the gearing part of the
pump drive gear and the idle gear with
paint and so on.
16 2) Make the mark-off line to the gear case

precisely in accordance with the position of
mark-off line of the fuel pump.
02 3) Before removing a fuel pump, put the
26 standard mark of a sticker for fuel injection
angle adjustment in accordance with the
mark-off line of the fuel pump and paste
it on the gear case.
4) Remove a fuel pump, and read the fuel
injection angle recorded in that fuel pump.
5) Read the injection angle recorded on a
reassembled fuel pump and calculate the
difference from the injection angle of the
disassembled fuel pump. (When re-installation
does the same fuel pump, the angular
difference is zero.)
[NOTICE]
Tell the fuel pump number to Yanmar, and inquire the injection angle of the pump when
it is hard to find out.
6) Put the fuel pump on the gear case temporarily and install the drive gear on the cam
shaft with checking the ID marks, which were put on the fuel pump drive gear and the
idle gear at the time of the disassembling.
Tighten the installation nut of a pump drive gear.
Model Tightening torqueN m(kgf m) Lubricating oil application(thread portion, and seat surface)
4TNV88 78~88 (8~9)

Not applied
4TNV94L 113~123 (11.5~12.5)
7) Adjust the injection angle difference,

calculated in the above 5), at 0.25 in the
unit in the installation angle of the fuel
pump while reading the mark (minimum 0.5
and cam angle) of the adjustment sticker.
[NOTICE]
Push down the fuel pump in the outside
direction of the cylinder block at +1 degree
when a injection angle difference is +1
16
degree. And, push it down to the cylinder 02
block side when a difference is -1 degree. 27
8) Tighten the fuel pump installation nuts.
(Supplementary explanation 1)
The installation angle of the fuel pump is as
follows.
Installationangle
Model (deg.)
4TNV88 25
4TNV94L 13
(Supplementary explanation 2)
When fuel injection timing is advanced or
delayed, the installation angle of the fuel pump
is adjusted.
When fuel injection timing is advanced for
example at 2 degrees, loosen the nuts, which
fix the fuel pump on the gear case, and turn
the fuel pump body in the outside direction of
the cylinder block at 1 degree, and tighten the
pump installation nuts.
And, when fuel injection timing is delayed, a
pump is turned in that reverse direction.
16
02
28
2.3 ADJUSTING THE NO-LOAD MAXIMUM OR MINIMUM SPEED

1) After warming the engine up, gradually
raise the speed and set it at the no-load
maximum revolution.
2) If the no-load maximum speed is out of
the standard, adjust it by turning the high
idle limiting bolt.
The no-load maximum speed standard is
shown in the specification tables in 16-01-1
3) Then set the no-load minimum speed by
adjusting the low idle limiting bolt.
16
Standards (Unit:rpm) 02
Engine application class Rating speed No-load minimum No-load minimum 29
4TNV88 2400 2590

800 or more
4TNV94L 2500 2700
Note) The engine speed may differ from the above standard depending on an engine installed
on a machine unit.
2.4 SENSOR INSPECTION
2.4.1 OIL PRESSURE SWITCH
Disconnect the connector from the oil pressure

switch. Keep the voltammeter probes in contact
with the switch terminal and cylinder block while
operating the engine. It is abnormal if circuit is
closed.
16 2.4.2 THERMO SWITCH
Place the thermo switch in a container filled with

02 antifreeze or oil. Heat it while measuring the
30 fluid temperature. The switch is normal if the
voltammeter shows continuity when the fluid
temperature is 107~113 deg C.
2.5 WATER LEAK CHECK IN COOLING WATER SYSTEM
Check cooling water leakage from the cooling

water system visually. If any problem is found,
Inspect as follows.
1) Fill cooling water to the normal level in the
radiator, and install the cap tester on the
radiator.
2) Operate the manual pump to set the pressure
to 0.09 0.015MPa (0.9 0.15kgf/ ). If the
cap tester pressure gage reading drops then,
water is leaking from the cooling water
system. Check the water leaking point.
2.6 RADIATOR CAP INSPECTION

Install the radiator cap on the cap tester. Set
the tester pressure to 0.09 0.015MPa (0.9
0.15kgf/ ) and see that the cap is opened. If
the cap does not open, replace the cap since
it is abnormal.
2.7 THERMOSTAT INSPECTION

Place the thermostat in a container filled with water.
Heat it while measuring the water temperature, and
see that the thermostat is actuated at temperature
of following table.
16
Model Valve opening Full open lift
02
Temperature (Temperature) 31
(deg C)* (mm)
All models 69.5~72.5 8 or more (85deg C)
* Valve opening temperature is carved on the
flange.
2.8 ADJUSTING OPERATION

Perform the adjusting operation of a engine as follows after the maintenance job:
1) Supply the fuel oil, lubricating oil and cooling water.
Note:
Check the levels of the lubricating oil and cooling water again after test running (for about
5 minutes) and add as required.
2) Start the engine, and carry out idling at a low revolution (700 to 900 rpm) for a few
minutes.
3) Run in the engine for about five minutes at the rated revolution (no-load). Check any water,
fuel or oil leak and existence of abnormal vibration or noise. Also check the oil pressure,
cooling water temperature and exhaust gas color.
4) Adjust the no-load minimum and maximum revolutions according to the specifications.
5) Perform loaded operation as required.
2.9 LONG STORAGE

Observe the following instructions when the engine is to be stored for a long period without
16 operation:
1) Always drain coolant water in a cold season or before a long storage.(This is unnecessary
when antifreeze is used.)
02 [NOTICE]
Negligence Of water draining will cause the coolant water remaining inside the engine to
32
be frozen and expanded to damage the engine parts.
Water draining procedure

a) Remove the radiator cap.
b) Loosen the water darining cock under the radiator to drain water from the inside.
c) Loosen the drain cock on the side surface of the cylinder to drain water from the inside.
d) After draining water, tighten the radiator cap and drain plug and cocks.
2) Remove the mud, dust and oil deposit and clean the outside.
3) Perform the nearest periodic inspection before the storage.
4) Drain or fill the fuel oil fully to prevent condensation in the fuel tank.
5) Disconnect the battery cable from the battery negative (-) terminal.
6) Cover the silencer, air cleaner and electric parts with PVC (Poly Vinyl Chloride) cover to
prevent water and dust from depositing or entrance.
7) Select a well-ventilated location without moisture and dust for storage.
8) Perform recharging once a month during storage to compensate for self-discharge.
TROUBLESHOOTING
3.1 PREPARATION BEFORE TROUBLESHOOTING

If the signs of a trouble appear, it is important to lecture on the countermeasure and treatment
before becoming a big accident not to shorten the engine life.
When the signs of a trouble appear in the engine or a trouble occurs, grasp the trouble conditions
fully by the next point and find out the cause of sincerity according to the troubleshooting. Then
repair the trouble, and prevent the recurrence of the trouble.
1) What’s the occurrence phenomenon or the trouble situation? (e.g......Poor exhaust color )
2) Investigation of the past records of the engine
Check a client control ledger, and examine the history of the engine.
Investigate the engine model name and the engine number. (Mentioned in the engine
label.)
Examine the machine unit name and its number in the same way.
When was the engine maintained last time?
How much period and/or time has it been used after it was maintained last time?
What kind of problem was there on the engine last time, and what kind of maintenance
was done?
3) Hear the occurrence phenomenon from the operator of the engine in detail.
5W1H of the occurrence phenomenon : the investigation of when (when), where (where),
16
who (who), what (what), why (why) and how (how) 03
1
When did the trouble happen at what kind of time?
Was there anything changed before the trouble?
Did the trouble occur suddenly, or was there what or a sign?
Was there any related phenomenon.
......(e.g. Poor exhaust color and starting failure at the same time)
4) After presuming a probable cause based on the above investigation, investigate a cause
systematically by the next troubleshooting guide, and find out the cause of sincerity.
DIESEL ENGINE 4TNV88 / 94L
TROUBLESHOOTING
3.2 QUICK REFERENCE TABLE FOR TROUBLESHOOTING
The following table summarizes the general trouble symptoms and their causes. If any trouble symptom occurs, take corrective action before it becomes a serious problem so as not to shorten the engine service life.

Poor Lubricating oil Cooling

Starting failne Insufficient exhaust Hunting Air
engine output color water intake

Trouble symptom

Engine starts Exhaust During
Exhaust temperature ris

but stops
Low water temperature

color work
Engine does not start.

soon.
Exhaust
Low L.O. pressure

Much blow-by gas
Mixture with water
smoke Corrective action
Pressure drop
Pressure rise
During idling
During work
Overheat
Ordinary
White
White
Much
Black
Black
None
Little
Cause
Improper clearance of intake/exhaust valve Adjust the valve clearance. (See 16-02-19)
Compression leakage from valve seat Lap the valve seat. (See 16-04-22)
Seizure of intake/exhaust valve Correct or replace.
Blowout from cylinder head gasket Replace the gasket. (See 16-04-12)
Seized or broken piston ring
Worn piston ring, piston or cylinder
Seized crankpin metal or bearing
Replace the piston ring. (See 16-04-32)
Perform honing and use oversize parts. (See 16-04-20 and 16-04-22)
Repair or replace.
16
Engine system
Improper arrangement of piston ring joints Correct the ring joint positions. (See 16-04-36 point 6 ) 03
Reverse assembly of piston rings Reassemble correctly. (See 16-04-36 point 6) 3
Worn crankpin and journal bearing Measure and replace. (See 16-04-38)
Loosened connecting rod bolt Tighten to the specified torque. (See 16-04-33 point 2)
Foreign matter trapped in combustion chamber Disassemble and repair.
Excessive gear backlash Adjust gear meshing. (See 16-04-26 point 2 )
Worn intake/exhaust valve guide Measure and replace. (See 16-04-19 and 16-04-23)
Defective governor Make adjustment.
Improper open/close timing of intake/exhaust valves Adjust the valve clearance. (See 16-02-19).
Fouled blower
Waste gate malfunction Wash the blower.
Turbocharger
Worn floating bearing Disassemble and inspect.

Disassemble and inspect.
TROUBLESHOOTING
Poor

Starting failne Insufficient exhaust Lubricating oil Cooling Air

engine output color Hunting water intake
Trouble symptom


but stops

color work

soon.

Exhaust
Low L.O. pressure

Much blow-by gas
Mixture with water
Pressure drop
Pressure rise
During idling
During work
Overheat
Ordinary
White
White
Much
Black
Black
None
Little
Cause
Excessive cooling effect of radiator Defective thermostat (kept closed) (See 16-02-25)
Cooling Water System
Defective thermostat (kept opened)(See 16-02-25)

Insufficient cooling effect of radiator or slipping fan belt (See 16-02-6)
Check water leakage from cooling water system.
Insufficient cooling water level (See 16-02-3)
Cracked water jacket Repair or replace.
Slackened fan belt Adjust the belt tension. (See 16-02-6)
Defective thermostat Check or replace. (See 16-02-25)
Improper properties of lubricating oil Use proper lubricating oil. (See 16-01-4)
16
Lubricating System
Leakage from lubricating oil piping system Repair.

Insufficient delivery capacity of trochoid pump Check and repair. (See 16-05-3)
Clogged lubricating oil filter Clean or replace. 03
Defective pressure regulating valve Clean, adjust or replace.
5
Insufficient lubricating oil level Add proper lubricating oil. (See 16-02-2)
Too early timing of fuel injection pump Check and adjust. (See 16-02-25)
Too late timing of fuel injection pump Check and adjust. (See 16-02-25)
Improper properties of fuel oil Use proper fuel oil. (See 16-01-4)
Water entrance in fuel system Perform draining from the fuel filter. (See 12-02-7 and 16-02-14)
Clogged fuel filter Clean or replace. (See 16-02-14)
Fuel system
Air entrance in fuel system Perform air bleeding. (See 16-02-7)

Clogged or cracked fuel pipe Clean or replace.
Insufficient fuel supply to fuel injection pump Check the fuel tank cock, fuel filter, fuel pipe, and fuel feed pump.
Uneven injection volume of fuel injection pump Check and adjust.
Excessive fuel injection volume Check and adjust.
Poor spray pattern from fuel injection nozzle Check and adjust. (See 16-02-16)
Foreign matter trapped in the valve inside the priming pump.
Priming failure (Disassemble and clean.)
Clogged strainer at feed pump inlet Clean the strainer.
TROUBLESHOOTING
Poor

Starting failne Insufficient exhaust Lubricating oil Cooling Air

engine output color Hunting water intake
Trouble symptom


but stops

color work

soon.

Exhaust
Low L.O. pressure

Much blow-by gas
Mixture with water
Pressure drop
Pressure rise
During idling
During work
Overheat
Ordinary
White
White
Much
Black
Black
None
Little
Cause
Clogged air filter Clean. (See 16-02-11)

Air/Exhaust Gas System
Engine used at high temperatures or at high Study output drop and load matching.
altitude Clean.
Clogged exhaust pipe
Starting motor defect Repair or replace.

16
Alternator defect Repair or replace. 03
Electrical System
Open-circuit in wiring Repair.

7
Battery voltage drop Inspect and change the battery. (See 16-02-7)
TROUBLESHOOTING
3.3 TROUBLESHOOTING BY MEASURING COMPRESSION PRESSURE

Compression pressure drop is one of major causes of increasing blowby gas (lubricating oil
contamination or increased lubricating oil consumption as a resultant phenomenon) or starting
failure. The compression pressure is affected by the following factors:
1) Degree of clearance between piston and cylinder
2) Degree of clearance at intake/exhaust valve seat
3) Gas leak from nozzle gasket or cylinder head gasket
In other words, the pressure drops due to increased parts wear and reduced durability resulting
from long use of the engine.
A pressure drop may also be caused by scratched cylinder or piston by dust entrance from the
dirty air cleaner element or worn or broken piston ring. Measure the compression pressure to
diagnose presence of any abnormality in the engine.
(1) Compression pressure measurement method

1) After warming up the engine, remove
the fuel injection pipe and valves from
the cylinder to be measured.
2) Crank the engine before installing the
compression gage adapter. 16
*1) Perform cranking with the stop handle 03
at the stop position (no injection state). 9
3) Install the compression gage and

compression gage adapter at the cylinder
to be measured.
*1) Never forget to install a gasket at the
tip end of the adapter.
4) With the engine set to the same state as in 2)*1), crank the engine by the starter motor
until the compression gage reading is stabilized.
(2) Standard compression pressure
Engine compression pressure list (reference value)

Compression pressure
at 250 rpm Deviation among cylinders
Engine mode
MPa (kgf/ ) MPa(kgf/ )
Standard Limit
4TNV88/94L 3.43 0.1 (35 1) 2.75 0.1 (28 1) 0.2~0.3 (2~3)
TROUBLESHOOTING
(3) ENGINE SPEED AND COMPRESSION PRESSURE (FOR REFERENCE)
16 (4) Measured value and troubleshooting

03 When the measured compression pressure is below the limit value, inspect each part by referring
10 to the table below.
No. Item Cause Corrective action

Air cleaner element Clogged element Clean the element.
1 Broken element Replace the element.
Defect at element seal
portion
2 Valve clearance Excessive or no Adjust the valve clearance.
clearance
3 valve timing Incorrect valve Adjust the valve clearance.
Cylinder head gasket Gas leak from gasket Replace the gasket.
4 Retighten the cylinder head bolts to the
specified torque.
(See 16-04-12)
Intake/exhaust valve Gas leak due to worn Lap the valve seat.
Valve seat valve seat or foreign
5
matter trapping Replace the intake/exhaust valve.
Sticking valve
Piston Gas leak due to Perform honing and use an oversized part.
6 Piston ring scratching or wear
Cylinder
DISASSEMBLY, INSPECTION AND REASSEMBLY OF ENGINES
4.1 COMPLETE DISASSEMBLY AND REASSEMBLY
4.1.1 INTRODUCTION
Make preparation as follows before starting engine inspection and service:
1) Fix the engine on a horizontal base.
Be sure to fix the engine securely to prevent injury or damage to parts due to falling
during the work.
2) Remove the cooling water hose, fuel oil pipe, wire harness, control wires etc. connecting
the driven machine and engine, and drain cooling water, lubricating oil and fuel.
3) Clean soil, oil, dust, etc. from the engine by washing with solvent, air, steam, etc. Carefully
operate so as to prevent any foreign matter from entering the engine.
Always wear glasses or other protectors when using compressed air or steam to prevent
any foreign matter from getting in the eyes. 16
[NOTICE] 04
Any part which is found defective as a result of inspection or any part whose
1
measured value does not satisfy the standard or limit shall be replaced.
Any part predicted to dissatisfy the standard or limit before the next service as
estimated from the state of use should be replaced even when the measured value
then satisfies the standard or limit.
4.1.2 SPECIAL SERVICE TOOLS
(1) Special Tools
No. Tool name Applicable model and tool size Illustration

Valve guide
tool(for extracting
valve guide) mm
Model L1 L2 d1 d2
4TNV94L 20 75 6.5 10
1
4TNV88 20 75 7.5 11
Locally manufactured
Valve guide tool
(for inserting
valve guide)
mm
16 Model
4TNV88
L1
15
L2
65
d1
14
d2
20
04 2
4TNV94L 7 60 13 16
2
Connecting rod
bushing
replacer(for
removal / mm
installation of Model L1 L2 d1 d2
connecting rod 4TNV88 20 100 26 29
3 bushing)
4TNV94L 20 100 30 33
Allowance:d1-0.3
-0.6
-0.3
d2-0.6
Valve spring
compressor (for
removal /
installation of
valve spring)
yanmar code No.
4
129100-92630
No. Tool name Applicable model and tool size Illustration

Stem seal inserter
(for inserting stem
seal)
mm
Model d1 d2 d3 L1 L2 L3
4TNV94L 16.5 22 13.5 18.8 65 4
5
4TNV88 15.2 21 12 11.8 65 4
Filter wrench(for
removal /
6 Available on the market
installation of L.O.
filter)
Camshaft
bushing tool(for Model L1 L2 d1
mm
d2
16
extracting
4TNV88 20 100 26 29
04
7 camshaft 3
4TNV94L 20 100 30 33
bushing)
Allowance:d1-0.3
-0.6
-0.3
d2-0.6
Flex-Hone
(For re-honing of
cylinder liner) Cylinder
Model Parts No. bore
8 (mm)
TNV88~4TNV94L 129400-92430 83~95
Piston insertion
tool(for inserting Yanmar code No. 95550-002476
9 piston) The above piston insertion tool is
applicable to 60-125 mm diameter pistons.
Piston ring replacer

(for removal /
10 Available on the market
installation of
piston ring)
Crankshaft pulley
installing tool Locally manufactured
11 (for 4TNV94L)
(Refer to 16-04-31 in detail)
(2) Measuring instruments
No. Instrument name Application Illustration

Measurements of shaft bending, and strain
and gap of surfaces
1 Dial gage
Measurements of narrow or deep portions

that cannot be measured by dial gage
2 Test indicator
For holding the dial gage when measuring

using a dial gage, standing angles
adjustable
3 Magnetic stand
16
04 For measuring the outside diameters of
4 crankshaft, pistons, piston pins, etc.
4 Micrometer
For measuring the inside diameters of

cylinder liners, rod metal, etc.
5 Cylinder gage
For measuring outside diameters, depth,

thickness and width
6 Calipers
For measuring of valve sink
7 Depth micrometer
For measuring valve spring inclination and

straightness of parts
8 Square

For measuring shaft bend
9 V-block
For tightening nuts and bolts to the

specified torque
10 Torque wrench
For measuring gaps between ring and

ring groove, and shaft joints during
assembly
11 Thickness gage
16
For checking water leakage 04
5
12 Cap tester
For checking concentration of antifreeze

and the battery electrolyte charge status
13 Battery coolant tester
For measuring injection spray pattern of

fuel injection nozzle and injection
pressure
14 Nozzle tester
For measuring temperatures
15 Digital thermometer

For measuring revolution by
contacting the mortise in the revolving
Contact type shaft
16 Speedometer For measuring revolution by sensing

the reflecting mark on the outer
periphery of the revolving shaft
Photoelectric type
For measuring resistance, voltage

and continuity of electrical circuits
17 Circuit tester
16 For measuring compression

04 pressureYanmar code No. TOL-
97190080
6 18 Compression gage kit
4.1.3 COMPLETE DISASSEMBLY
Peripheral parts such as air cleaner, muffler and radiator differ in installation and types for each
application. Therefore, description in this Chapter is started with the steps to be taken just after
the peripheral parts have been removed.
Step Removal Parts Remarks

1) Thoroughly remove sand, dust, dirt and
1 soil from the surface of the engine.
2) Drain cooling water and lubricating oil
from the engine.
1) Remove turbocharger and exhaust manifold.
2) Remove intake manifold and surge tank.
2
1) Close the fuel cock valve of the fuel tank. 1) If nozzle seat is left on the cylinder head,
2) Remove high-pressure fuel pipe. remove the cylinder head before extracting
3) Remove fuel return pipe. nozzle seat.
4) Loosen the tightening nut on fuel 2) To prevent dust from entering fuel injection
3 injection nozzle retainer and extract
the retainer and fuel injection nozzle.
*) Fuel injection nozzle for Indirect
nozzle, fuel injection pump and high-
pressure fuel pipe, seal their respective
threads with a tape or the like.
16
injection system is screwed type. 3) Whenever extracting fuel injection nozzle, 04
replace nozzle protector with a new one. 7
1) Remove rocker arm cover assembly.
4
1) Remove valve rocker arm shaft assembly. 1) Attach a tag to push rod for each
2) Remove push rod. cylinder No. to put the push rod in order.
2) Remove valve cap from the intake/
exhaust valve head.
5 3) Note that tappet of the indirect injection
system can be removed at the same
time when push rod is extracted.
4) Attach a tag to tappet for each cylinder
No. to put the tappet in order
1) Remove fan mounting bolt, and then 1) Never turn down alternator vigorously
remove fan. toward the cylinder block. Otherwise, your
2) Loosen adjusting bolt for the V-belt finger may be nipped and alternator
6 adjuster, and then remove V-belt. broken.
3) Remove alternator.
4) Remove the spacer for cooling fan
and V-pulley.
1) Remove lubricating oil filter assembly.
7 2) Extract dipstick form the oil dip-stick hole
1) Disconnect fuel return pipes to.

2) Remove fuel filter.
8

1) Disconnect cooling water pipe from the
cooling water pump.
9
2) Remove thermostat assembly.
3) Remove cooling water pump.
1) Remove cylinder head tightening bolt. 1) Lay a cardboard or the like on the floor
2) Remove cylinder head assembly. and place cylinder head assembly on it
3) Remove cylinder head gasket. so as not to damage the combustion
surface.
2) Order of loosening the cylinder head
tightening bolts.
16 10
04 3) To remove the intake/exhaust valves
from cylinder head assembly, take the
8 following steps.
a) Using a valve spring compressor (see
Chapter 16-05-1), compress valve
spring and remove valve cotter.
b) Remove valve retainer and valve
spring.
c) Remove intake valve and exhaust
valve.
1) Remove crankshaft V-pulley clamping 1) Extract crankshaft V-pulley by hitting the

bolt. bolt of the puller using a plastic hammer
11 2) Using a puller, extract crankshaft V-pulley. or the like.
1) Remove oil pan mounting bolt under 1) Never fail to removes stiffner bolt at the
gear case. center of the gear case.
2) Remove gear case mounting bolt. 2) When removing the gear case, carefully
12
3) Remove gear case. protect oil seal from damage.
1) Remove the nut from fuel injection 1) Before removing fuel injection pump,
pump drive gear. Extract fuel injection make sure of the position of the arrow
pump drive gear using a puller. of the pump body for adjusting fuel
injection timing as well as the position
13 of the scribed line of the gear case
flange. (Applies only to direct injection
system.)

1) Remove lubricating oil pump.
14
1) Remove starting motor from flywheel

housing.
15
1) Remove flywheel mounting bolt. 1) Carefully protect the ring gear from
2) Remove flywheel. damage mage.
16
1) Remove flywheel housing. 1) Carefully protect the oil seal from

2) Remove oil seal case with a screwdriver damage.
17 or the like by utilizing grooves on both
sides of oil seal case.
1) Remove oil pan and spacer. 1) Put the cylinder block with the attaching
surface of the cylinder head facing
down.
16
2) Carefully protect the combustion surface
of the cylinder block from damage.
04
18 3) For indirect injection system, be careful 9
to the possibility of the tapped to drop
off when the cylinder block is turned
upside down, because the tappet is
cylindrical in shape.
1) Remove idle gear shaft, and then remove 1) Turn the cylinder block aside and carefully
19 idle gear. prevent tappet from jamming on the cam.
2) Remove mounting bolt of thrust bearing 2) Preheat camshaft gear and camshaft
through the hole of the camshaft gear. assembly to 180 ~200 which are shrink
Remove camshaft assembly. fitted, before removing them.
1) Remove gear case flange.
20
1) Remove lubricating oil strainer.

21
1) Remove crankpin side cap of the 1) Before extracting piston, remove carbon
connecting rod. deposits from the upper wall of the
While turning crankshaft, place piston in cylinder using fine sandpaper, while
the bottom dead center (BDC). taking care not to damage the inner
22 surface of the cylinder.
2) Make sure than cap No. of connecting
rod agrees with cylinder No.
3) Take care not to let crankpin metal fall
when removing connecting rod crankpin
side cap.

1) Remove main bearing cap bolt. While 1) Before extracting crankshaft, measure the
shaking main bearing cap, remove side gap around it.
main bearing cap together with lower
main bearing metal.
2) Extract crankshaft, taking care not to
damage it.
3) Remove upper main bearing metal.
23
16 Apply a dial gauge to the end of

crankshaft. Force the crankshaft on both
sides in the axial direction to measure
04 the thrust gap. Alternatively, insert a
thickness gauge directly between the
10
base thrust metal and the thrust surface
of the crankshaft to measure the gap.If
the limit size is exceeded, replace the
thrust metal with a new one.
Thrust gap (All models)

2) Notice on the removal of thrust metal.
a) When removing thrust metal, ascertain
the position and direction where thrust
metal is installed in relation to the cap.
b) Make sure that the thrust metal groove
is outward in relation to the cap.
1) Remove piston and connecting rod 1) To selectively remove a desired piston
assembly. and connecting rod assembly without
extracting crankshaft, take the steps
itemized below:
a) Remove carbon deposits from the
upper wall of the cylinder using fine
sandpaper, taking care not to damage
the inner surface of the cylinder.
24 b) While turning the crankshaft, with the
connecting rod cap removed, raise
the piston up to the top dead center
(TDC).
c) Extract the piston/connecting rod
assembly while tapping the connecting
rod at the large end with the handle
of a plastic hammer or the like.
1) Remove tappet.
25
4.1.4 PRECAUTIONS BEFORE AND DURING REASSEMBLY
To reassemble engine components, reverse the procedure of disassembly. However, follow the
precautions below and the precautions from in chapter 4 to in chapter 7 particularly before and
during reassembly.
(1) Cleaning the component
Use particular care to clean the cylinder block, cylinder head, crankshaft, and camshaft. Ensure
that they are free from chips, dust, sand, and other foreign matter.
(2) Parts to be replaced during reassembly
Be sure to replace the following parts with new ones during assembly.
Valve stem seal
Head gasket packing
Nozzle protector and nozzle seat of the fuel injection valve
Various copper packing, O-rings and gasket packing.
4.1.5 ADJUSTING OPERATION
Make sure to perform adjusting operation after completing reassembly. Refer to section 16-02-
30 for the operation procedure. 16
04
11
4.2 CYLINDER HEAD: DISASSEMBLY, INSPECTION AND REASSEMBLY
4.2.1 COMPONENTS (2-VALVE CYLINDER HEAD)
16
04
12
4.2.2 Disassembly procedure:

Disassemble in the order of the numbers shown in the illustration.
1) Remove the alternator assy. (Point1)
2) Remove the fan, pulley and V belt.
3) Remove the thermostat case. (Point2)
4) Remove the fuel filter and fuel oil piping. (Point3)
5) Remove the oil level gage assy.
6) Remove the oil filter. (Point4)
7) Remove the fuel injection pipes. (Point5)
8) Remove the intake manifold assy.
9) Remove the exhaust manifold assy.
10) Remove the rocker arm cover Assy.
11) Remove the rocker shaft assy, push rods and valve caps. (Point6)
12) Remove the cylinder head assy and head gasket. (Point7)
13) Remove the fuel injection valves and fuel return pipe. (Point8)
14) Remove the intake/exhaust valves, stem seals and valve springs. (Point9)
15) Remove the rocker arms from the rocker shaft.
16
04
13
4.2.3 REASSEMBLY PROCEDURE:
Reverse order of the disassembly procedure.
4.2.4 SERVICING POINTS
Point1
[Disassemble]
Loosen the mounting bolt while supporting
the alternator.
Do not tilt the alternator toward the cylinder

block in haste since it may damage the
alternator or pinch a finger.
[Reassemble]
The belt deflection shall be checked according
to 16-02-4.
[Reassemble]
Replace the belt with a new one if cracked,
worn or damaged.
Carefully prevent the belt from being smeared
16 with oil or grease.
04
14
Point2
[Reassemble]
Check the thermostat function.
Pont3
[Reassemble]
Replace the fuel filter element with a new one.
[Disassemble]
Cover the fuel pipe opening with tape to prevent intrusion of foreign matters.
Point4
[Reassemble]
Replace the oil filter with a new one.
After fully tightening the filter manually, retighten it with a filter wrench by 3/4 turn.
Point5
[Disassemble]
Cover the fuel injection pipe and pump inlets and outlets with tape or the like to prevent
intrusion of foreign matters.
Point6
1) Removing pipe seals of 4 valve head.
[Disassemble]
Take off a rocker arm cover in case of 4
valve head after removing fuel injection
pipes and pipe seals.
[NOTICE]
Attention is necessary because a fuel nozzle
is caught in a pipe seal and the pipe seal is
damaged when a rocker arm cover is lifted
with a pipe seal sticking to the rocker arm
cover.
Insert a minus driver in the slit part of the

rocker arm cover, and remove it when
removing a pipe seal.
[Reassemble]
Replace the used pipe seal with a new one
when removing a pipe seal.
16
2) Breather system (A reductor to intake air 04
system of blowby gas) 15
Emitting blowby gas is harmful to natural
environment. Therefore blowby gas reductor is
adopted to TNV series naturally - aspirated
engines as breather system (Turbocharged
engines emitblowby gas).
Some of the combustion gas passes through
the clearance between the cylinder and the
piston, piston ring, and flows to the crankcase.
This is said as blowby gas. While it passes
into the cylinder head and the rocker arm
cover, the blowby gas mixes with splash oil,
and becomes oil mist-blowby gas mixes with
splash oil, and becomes oil mist-blowby gas
ith passing through the baffle plate inside a
rocker arm cover. And it passes through a
diaphragm assy, and a intake manifold, and is
reduced in the combustion chamber. Pressure
inside a crankcase is controlled by the function
of the diaphragm assy, and suitable amount
of blowby gas is reduced in intake air system.
[Disassemble]
When a rocker arm cover is taken off, check
whether oil or the like enter the diaphragm space
from a small hole on the side of a diaphragm
cover or not without disassembling the diaphragm.
[NOTICE]
1) When a diaphragm is damaged, pressure control inside the crankcase becomes
insufficient, and troubles occur. When the internal pressure of the crankcase
decreases too much due to the damage of a spring, much blowby gas containing
oil is reduced in intake air system, and it may cause the combustion defect by the
early dirt of the intake valve or the urgent rotation of the engine by the oil burning.
When pressure progresses in the crank case too much due to the wrong operation
of the diaphragm and so on, it is considered that oil leakage from the joint of a oil
pan, a oil seal and so on will occur. When a diaphragm is damaged, blowby is
discharged from the breathing hole on the side of diaphragm cover, and not reduced
in the intake manifold. Therefore, be careful of the diaphragm trouble.
2) At lubricating oil replacement or lube oil supply
The amount of lubricating oil isn’t to be beyond the standard upper limit (in the
engine horizontality, the upper limit mark of the dip stick). Since the blowby gas
reductor is adopted, be careful that the amount of oil mist may be inducted in the
combustion chamber and the oil hammer sometimes may occur, when the lubricating
oil quantity is beyond the upper limit or an engine is operated beyond the allowable
maximum angle of an engine.
[Reassembly]
Replace the diaphragm with new one, when it is damaged.
16 Point7
04 [Disassemble]
Keep the removed push rods by attaching
16 tags showing corresponding cylinder Nos.
[Reassemble]
Always apply oil to the contact portions of
the push rods and clearance adjusting
screws.
Point8
[Disassemble]
Loosen the cylinder head bolts in two steps
in the illustrated order.
Place the cylinder head assy on a paper
board to prevent the combustion face from
any damage.
[Reassemble]
Remove the head gasket with a new one.
Uniformly install the head bolts manually after applying oil on the threaded and seat portions
They shall be tightened in two steps in the reverse of the order for disassembly.
Tightening torque
N m(kgf m) N m(kgf m)
4TNV88 4TNV94L
First step 41.1~46.9(4.2~4.8) First step 49.0~58.8(5.0~6.0)
Second step 85.3~91.1(8.7~9.3) Second step 103.1~112.9(10.5~11.5)
Point9
[Disassemble]
Carefully remove the fuel injection valve so as not to leave the top end protector from
being left inside the cylinder.
[Reassemble]
Replace the fuel injection valve protector with a new one.
Point10
[Disassemble]
When removing each intake/exhaust valve
from the cylinder head, use a valve spring
compressor and compress the valve spring
and remove the valve cotter.)
Keep each removed intake/exhaust valve
after attaching a tag showing the corresponding
cylinder No.
If cotter burr is seen at the shaft of each
intake/exhaust valve stem, remove it with
16
an oilstone and extract the valve from the cylinder head.
[Reassemble]
Replace the stem seal with a new one when an intake/exhaust valve is disassembled.
Carefully install each valve after oil application so as not to damage the stem seal.
04
Different stem seals are provided for the intake and exhaust valves. Do not confuse them since 17
those for exhaust valves are marked with yellow paint.
After assembling the intake/exhaust valve, stem seal, valve spring, seat, and cotter, tap the
head of the valve stem lightly for settling.
Do not forget to install the valve cap.
4.2.5 PARTS INSPECTION AND MEASUREMENT
(1) Cylinder head

Clean the cylinder head, mainly the combustion
surface, valve seats and intake/exhaust ports,
remove carbon deposit and bonding agent, and
check the surface state.
(a) Appearance check
Check mainly discoloration and crack. If crack is
suspected, perform color check.
(b) Combustion surface distortion

Apply a strait-edge in two diagonal directions and
on four sides of the cylinder head, and measure
distortion with a thickness gage.
mm
Standard Limit
Distortion 0.05 or less 0.15
16 (c) Valve sink

Measure with the valve inserted to the cylinder head.
04
mm
18
Standard Limit
4TNV88 Intake 0.30~0.50 0.8

(2-valve head) Exhaust 0.30~0.50 0.8
4TNV94 Intake 0.36~0.56 0.8

(d) Seat contact

Apply a thin coat of minium on the valve seat.
Insert the valve in the cylinder and push it against
the seat to check seat contact.
Standard:Continuous contact all around
(2) Valve guide

Mainly check damage and wear on the inside wall.
Apply the service part code when replacing a part.
mm
Model Service part code
4TNV88 Suction 904282

(2-valve) Exhaust 931693
4TNV94L Suc./Exh 1234944
Valve stem clearance

Model Part name Place Standard Limit
mm 16
Guide I.D. 8.010~8.025 8.10 04
Intake value Stem O.D. 7.955~7.975 7.90
19
4TNV88 Clearance 0.035~0.070 0.18
(2-valve head) Guide I.D. 8.015~8.030 8.10
Exhaust value Stem O.D. 7.955~7.970 7.90
Clearance 0.045~0.075 0.18
Guide I.D. 7.000~7.015 7.08
Intake value Stem O.D. 6.945~6.960 6.90
4TNV94L Clearance 0.040~0.070 0.17
(4-valve head) Guide I.D. 7.000~7.015 7.08
Exhaust value Stem O.D. 6.940~6.955 6.90
Clearance 0.045~0.075 0.17
(3) Intake/exhaust valve

Mainly clean and check damage and wear at the valve stem and seat.
(a) Seat contact: See (1)-(d) above.
(b) Stem outside diameter: See (2) above.
(c) Valve head thickness
mm
Part Standard Limit
Intake 1.34 0.50
4TNV88
Exhaust 1.45 0.50
Intake 1.71 1.00

4TNV94L
Exhaust 1.65 1.00
(b) Valve stem bend

mm
Limit 0.01
16 (e) Overall length
Standard Limit
mm
04 4TNV88 Intake/Exhaust
20 4TNV94L Intake/Exhaust 115 114.5
(4) Valve spring

Mainly inspect damage and corrosion.
mm
Free length Standard Inclination limit
4TNV88 42.0 1.2
4TNV94L 47.5 1.2
(5) Valve rocker arm

Mainly inspect valve head cap contact surface,
inside surface defects and wear.
Slight surface defects shall be corrected with an
oilstone.
mm
Model Items Standard Limit
Arm hole 16.00~16.02 16.07
diameter
4TNV88 Shaft O.D. 15.97~15.98 15.94
Clearance 0.016~0.054 0.13
Arm hole 18.50~18.52 18.57
diameter
4TNV94L Shaft O.D. 18.47~18.49 18.44
Clearance 0.01~0.05 0.13
(6) Rocker arm shaft

Mainly inspect seizure and wear at the surface in
sliding
16
contact with the arm. The rocker shaft diameter 04
shall be as specified in (5) above.
21
(7) Push rod

Mainly inspect the surface in contact with the tappet
and adjusting screw. Slight defects shall be corrected
with an oilstone.
Bend limit 0.03mm or less
(8) VALVE CLEARANCE ADJUSTING SCREW
Mainly inspect the surface in contact with the push

rod.
Slight defects shall be corrected with an oilstone.
(9) Rocker arm spring

Mainly inspect surface defects and corrosion.
4.2.6 VALVE SEAT CORRECTION
[NOTICE]
Always check the oil clearance between the valve and valve guide before correcting the
valve seat. If it exceeds the limit, replace the valve or valve guide first to make the
clearance satisfy the standard. After correction, wash the valve and the cylinder head
sufficiently with diesel oil to remove all grinding powder or compound.
1) If the seat surface is slightly roughened:perform

[A] and [B] below.
[A]:Lap the valve and seat with a mixture of

valve compound and engine oil.
[B]:Lap with engine oil only.
2) If the seat is heavily roughened but the width

is almost normal, correct with a seat grinder
or seat cutter first. Then perform lapping [A]
and [B].
16 Seat cutter angle

intake
120
Exhaust
90
04
22
3) If the seat is heavily roughened and the width is much enlarged, grind the seat inner
surface with a seat grinder whose center angle is 40 then grind the seat outer surface
with a grinder whose center angle is 150 to make the seat width match the standard.
Then perform seat correction as described in 2), and then carry out lapping [A] and [B].
1 2
Grinding wheel angle
40 150
4.2.7 VALVE GUIDE REPLACEMENT
1) Use a valve guide extraction tool in

Chapter 12) and extract the valve guide
from the cylinder head.
2) Put liquid nitrogen or ether (or alcohol)
with dry ice added in a container and
put the valve guide for replacement in
it for cooling. Then insert it in with a
valve guide inserting tool (Refer to No.2
of 16-04-2).
Do not touch the cooled valve guide

with bare hands to avoid skin damage.
3) Check the inside diameter and finish to

the standard inside diameter as required
with a reamer.
4) Check the projection from the cylinder
head
mm
16
Model Number of valves Projection 04
4TNV88 2 valves 14.7~15.0 23
4TNV94L 4 valves 9.7~10
4.2.8 Valve stem seal replacement

Always use a new seal after the intake/exhaust
valve is disassembled. Since the one for the
exhaust valve is marked with yellow paint, do
not confuse the intake and exhaust valves.
1) Apply engine oil to the lip.
2) Push with the inserting tool (Refer to No.5

of 16-04-3) for installation.
16 3) Measure and check the projection of valve

stem seal to keep proper clearance between
valve guide and stem seal.
04
24 mm
Model Number of valves Projection
4TNV88 2 valves 18.7~19.0
4TNV94L 4 valves 11.7~12.0
4.3 GEAR TRAIN AND CAMSHAFT
4.3.1 COMPONENTS
16
04
25
4.3.2 DISASSEMBLY PROCEDURE:
Disassemble in the order of the numbers in the illustration.

1) Perform steps 1) to 12) of the cylinder head disassembly procedure.
2) Remove the cooling water pump.
3) Remove the crankshaft pulley. (See Point 1 of 16-04-26)
4) Remove the gear case cover. (See Point 2 of 16-04-26)
5) Remove the fuel injection pump. (See Point 3 of 16-04-27)
6) Remove the idle gear assy. (See Point 4 of 16-04-27)
7) Remove the PTO drive gear. (See Point 5 of 16-04-27)
8) Remove the starting motor.
9) Remove the flywheel. (See Point 6 of 16-04-27)
10) Remove the camshaft assy. (See Point 7 of 16-04-27)
11) Remove the gear case. (See Point 8 of 16-04-28)
12) Remove the oil seal from the gear case cover. (See 16-04-31)
Reverse of the disassembly procedure.
Point1
[Disassemble]
Remove the crankshaft pulley using a gear puller after removing the crankshaft pulley set
bolt. When removing the pulley using the gear puller, use a pad and carefully operate so
as not to damage the thread. Set the gear puller securely to prevent the pulley from being
damaged.
[Reassemble]
Apply lithium grease to the oil seal lips. For the oil seal with double lips dust seal, further
slightly apply engine oil on the lips so as not to damage them.
Clean by wiping off any oil on both taper surfaces using detergent.
Be sure to use the crankshaft pulley installing tool so as not to damage the oil seal lips.
(See 16-04-31 Oil seal replacement)
When installing the crankshaft pulley, apply lube oil to the set bolt to tighten and carefully
assemble so as not to damage the oil seal.
N m(kgf m)
Model Tightening torque
16 4TNV88
4TNV94L
112.7~122.7 (11.5~12.5)
107.9~127.5 (11.0~13.0)
04
26 Point2
[Reassemble]
When installing the gear case, do not forget
to install the two reinforcing bolts at the
center.
Measure the backlash of each gear.
mm
4TNV88 Standard Limit
Crankshaft gear,
Camshaft gear,
0.07~0.15 0.17
Fuel injection pump gear,
Idle gear, PTO gear,
Lubricating oil pump gear 0.11~0.19 0.21
mm
4TNV94L Standard Limit
Crankshaft gear, Camshaft gear,
Fuel injection pump gear, Idle gear, PTO gear 0.08~0.14 0.16
Lubricating oil pump gear 0.09~0.15 0.17
Apply sealant and install the gear case by correctly positioning the two dowel pins.
Point3: (Refer to 16-07-3)

[Disassemble]
Remove the mounting nut of the fuel injection pump drive gear, remove the gear using the
gear puller, and remove the fuel injection pump. Do not forget to remove the stay on the
rear side. When extracting the gear using the gear puller, use a pad at the shaft and
carefully operate so as not to damage the thread.
[Reassemble]
Tightening torque for fuel pump drive gear nut (without lube. Oil)
N m(kgf m)
4TNV88 78~88 (8.0~9.0)
4TNV94L 113~123 (11.5~12.5)
Point4
[Reassemble]
Assemble crankshaft gear A, fuel injection pump drive gear B and camshaft gear C at the
same time by aligning with idle gear A, B and C marks.
16
Install the idle gear shaft with the oil hole facing upward.
Point5
[Reassemble]
Install the PTO drive gear with its inner spline side facing the flywheel. 04
27
Point6
[Disassemble]
Install a bolt as a handle in the hole at the end face of the flywheel and remove carefully
so as not to damage the ring gear.
[Reassemble]
Flywheel mounting bolt : apply lube oil
N m(kgf m)
4TNV88 83.3~88.2 (8.5~9.0)
4TNV94L 186.2~205.8 (19.0~21.0)
Point7
[Disassemble]
Measure the camshaft side gap.
mm
Item Standard Limit
Side gap 0.05~0.20 0.30
If the measured side gap exceeds the limit,

replace the thrust metal.
[Disassemble]
Since the camshaft gear is shrink-fit, heat it to 180 ~200 for extraction.
For camshaft removal, raise the engine with its mounting flange at the bottom. After
removing the thrust metal mounting bolt from the camshaft gear hole, extract the camshaft
carefully so as not to damage the bearing bushing.
Rotate the camshaft a few turns before extracting it to prevent the tappet from being caught
by the cam.
After removing the camshaft, set the engine horizontal and fix it on the base.
Unforeseen injury may arise due to falling of slipping when raising the engine vertically
or returning it to the horizontal position. Proceed carefully so as not to lose balance.
Point8:Gear case
[Reassemble]
Do not forget to install the oil pan mounting bolts on the bottom side when installing the
gear case.
Apply sealant (code No.931667) and install the gear case by matching the two dowel pints.
16
04
28
4.3.5 PARTS INSPECTION AND MEASUREMENT
(1) Camshaft
Mainly check the contact between the tappet and cam contact surface, bearing seizure and wear,
and gear damage.
(a) Shaft bend measurement
Support the camshaft with V blocks. Rotate the
camshaft and measure the runout at the center
of the camshaft and at each journal with a dial
gage. half of the runout is the bend.
mm
Item Standard Limit
Bend 0~0.02 0.05
(b) Intake/exhaust cam height measurement
mm
Item
4TNV88
Standard
38.600~38.800
Limit
38.350
16
4TNV94L 43.400~43.600 43.150 04
29
(c) Camshaft and bearing hole measurement
Measure the camshaft outside diameter with a
micrometer. The oil clearance shall be calculated
by subtracting the measured camshaft outside
diameter from the inside diameter of the camshaft
bearing or bushing. The camshaft bushing at gear
case side is measured with a cylinder gage after
insertion to the cylinder.
Model Place Item Standard Limit

Bushing I.D. 44.990~45.055 45.130
Gear sideCamshaft O.D. 44.925~44.950 44.890
Oil clearance 0.040~0.130 0.240
Bushing I.D. 45.000~45.025 45.100
4TNV88 Intermediate position Camshaft O.D. 44.910~44.935 44.875
Oil clearance 0.065~0.115 0.225
Bushing I.D. 45.000~45.025 45.100
Wheel side Camshaft O.D. 44.925~44.950 44.890
Oil clearance 0.050~0.100 0.210
Bushing I.D. 49.990~50.055 50.130
Gear sideCamshaft O.D. 49.925~49.950 49.890
Oil clearance 0.040~0.130 0.240
Bushing I.D. 50.000~50.025 50.100
4TNV94L Intermediate position Camshaft O.D. 49.910~49.935 49.875
Oil clearance 0.065~0.115 0.225
Bushing I.D. 50.000~50.025 50.100
Wheel side Camshaft O.D. 49.925~49.950 49.890
16 (2) Idle gear

Oil clearance 0.05~0.100 0.210
04 Mainly check the bushing seizure and wear, and

gear damage.
30
Shaft outside diameter and bushing inside
diameter measurement
mm
Item Standard Limit
Shaft outside diameter 45.950~49.975 45.900
Bushing inside diameter 46.000~46.025 46.075
Clearance 0.025~0.075 0.175
(3) PTO drive gear

Mainly check sticking of bearings on both sides, gear damage and looseness, and gear shaft
damage and wear.
4.3.6 OIL SEAL REPLACEMENT (GEAR CASE SIDE)

1) Replace the oil seal with a new one when the gear case is disassembled.
Extract the used oil seal.
2) Insert a new oil seal. Fit the position of the oil seal insertion to the end face of the gear
case. (Refer to the below figure.)
3) Apply lithium grease to the oil seal tips. For the oil seal with double lips dust seal, further,
slightly apply engine oil on the oil seal lip so as not to damage them, when
installing the pulley.
[NOTICE]
Pay attention not to drop any oil on the taper surface of the crankshaft. If dropped,
clean by wiping off using detergent.
4) Carefully install the crankshaft pulley so as not to damage the oil seal lips. Especially for
the engine installed the oil seal with double lips dust seal, be sure to use the crankshaft
pulley-installing tool.
16
04
31
4.3.7 CAMSHAFT BUSHING REPLACEMENT
Replace the bushing using the special service tool.
4.4 CYLINDER BLOCK
4.4.1 COMPONENTS
16
04
32
Disassemble in the order of the numbers in the illustration.

1) Perform steps 1) to 12) in the cylinder head disassembly procedure.
2) Perform steps 1) to 12) in the gear train disassembly procedure.
3) Remove the oil pan. (See Point 1 of 16-04-33)
4) Remove the lubricating oil suction pipe.
5) Remove the piston w/rod. (See Point 2 of 16-04-33)
6) Remove the mounting flange. (See Point 3 of 6-04-33)
7) Remove the bearing metal caps. (See Point 4 of 16-04-34)
8) Remove the crankshaft. (See Point 5 of 16-04-35)
9) Remove the tappets.
10) Remove the pistons and rings. (See Point 6 of 16-04-36)
11) Remove the oil seal from the mounting flange.
Reverse of the disassembly procedure.

Point 1: Oil pan

[Disassemble]
Sealant is applied to the oil pan mounting
surface on the block. Carefully operate soas
not to damage or distort the bonding surface.
[Reassemble]
Apply sealant (code No.931667) before
reassembly.
Point 2: Piston w/rod

[Disassemble]
Measure the connecting rod side gap.
mm
Standard 0.20~0.40
Carefully remove the carbon deposit on top

of the cylinder so as not to damage the
inner side of the cylinder. 16
Set the piston at the BDC position and remove the connecting rod cap. Then set the piston
at the TDC position, and push the connecting rod big end with the wooden shaft of a 04
hammer. Proceed carefully so as not to cause the cylinder block catch the rod big end. 33
Set the rod caps and crankpin metals in their correct combinations.
[Reassemble]
Apply oil especially carefully to the sliding contact surfaces of the pistons, rods and rings.
Use the piston insertion tool to insert each piston w/rod in the cylinder block and install
the bearing metal cap.
Rod bolt tightening torque N m(kgf m)

Model Standard (apply lube oil)
4TNV88 44.1~49.0 (4.5~5.0)
4TNV94L 53.9~58.8 (5.5~6.0)
Point 3: mounting flange

[Disassemble]
Place the engine on a stable base with the cylinder block upper surface facing down, and
remove the mounting flange carefully so as not to damage the combustion surface.
[Reassemble]
Apply sealant (code No.931667) and install the mounting flange by matching the two dowel
pins. After assembly, raise the engine with its mounting flange on the bottom side.
Unforeseen injury may arise due to falling of slipping when raising or reversing the
engine. Carefully operate so as not to lose balance.
Point4: Journal bearing cap

[Disassemble]
Before removing the journal bearing, measure
the crankshaft side gap. Measure it in either
method because there are the next two
methods.
1) Install a dial gage on the cylinder block,

and move a crankshaft in front and back,
and measure the side gap as shown in the
right figure.
16
04
34 2) Put a thickness gauge in the clearance
between thrust metal and crankshaft directly,
and measure it.
Side gap standard mm

Model Standard Limit
All models 0.13~0.23 0.28
[Reassemble]
If the side gap exceeds the standard,
replace the thrust metal with an oversize
one.
Machine the standard width of the
crankshaft thrust part into the dimension of
the below table at the same time.
Refer to a parts catalog when ordering the
part.
The surface finishing precision :
0.25mm Oversized thrust metal (0.25DS) mm

0.25DS Thrust metal assy code Standard thickness
4TNV88 904244 2.055~2.105
4TNV94 931639 2.055~2.105
The standard width of the crankshaft thrust part
mm
Model Standard thickness
4TNV88 28.250~28.271
4TNV94L 32.250~32.275
[Disassemble]
Remove the bearing caps, cap side bearings,
and thrust metals. Place each thrust metal
with identification of the position and direction.
The position number of reassembling is

punched on a metal cap (except for both
ends) and a cylinder block.
[Reassemble]
Carefully install each thrust metal so that
16
the grooved one is positioned away from 04
the cap. 35
Do not confuse the upper and lower main
bearing metals. The upper main bearing
metal (block side) has an oil hole, and the
lower one does not. The "arrow" marks on
the cap shall face the flywheel. Tighten
main bearing cap bolts.
Main bearing cap bolt tightening torque

(apply lube oil)
N m(kgf m)
Model Standard
4TNV88 93.2~98.1(9.5~10.5)
4TNV94L 108.1~117.9 (11.0~12.0)
Point5: Crankshaft
[Disassemble]
Remove the crankshaft. Remove each main
bearing metal upper (block side) and pair it
with the metal cap side lower metal.
Carefully prevent damage to the bearing or finger injury when removing the crankshaft
because it is heavy.
Point6: Piston pin and rings

[Disassemble]
Using the piston ring replacer (see 16-04-
3), remove the piston rings.
Remove the circlip and remove the piston
pin by pushing it out.
[Reassemble]
Install each piston ring on the piston, with
the punched manufacturer’s mark facing
upward.
[Reassemble]
The piston ring joints shall be staggered at
by 120 intervals. Do not position the top
ring joint vertical to the piston pin. The coil
expander joint shall be opposite to the oil
ring joint.
16
04
36
[Reassemble]
When installing the piston pin to the rod
and piston, the punched match mark on the
big end of the connecting rod shall be
opposite to the size mark on the piston top.
[Reassemble]
Install the piston in the cylinder clock with
the punched mark on the big end of the
rod on the nozzle side. (The embossed
mark at the connecting rod I-beam section
shall be on the flywheel side.)
4.4.5 Parts inspection and measurement
(1) Cylinder block

Especially clean head surface, cylinder bores and oil holes, and check after removing any carbon
deposit and bonding agent.
(a) Appearance inspection
Check if there is any discoloration or crack. If
crack is suspected, perform color check.
Sufficiently clean the oil holes and check they
are not clogged.
(b) Cylinder bore and distortion
Measure at 20 mm below the crest of the liner,
at 20 mm from the bottom end and at the
center.
Roundness:
Roundness is found as follows though it is
the simple method. Measure cylinder diameters
of the A direction and the B direction on
each section of a, b and c.
Roundness is the maximum value among
those difference values. 16
Cylindricity: 04
Cylindricity is found as follows though it is
37
the simple method.
Measure cylinder diameters of a, b and c
sections in the A direction, and calculate
the difference in maximum value and
minimum value of the measured diameters.
In the same way measure and calculate
the difference in the B direction.
Cylindricity is the maximum value between
those difference values
mm
Item Model Standard Limit
4TNV88 88.000~88.030 88.200
Cylinder inside diameter
4TNV94L 94.000~94.030 94.130
Roundness
Cylinder bore all TNV 0.01 or less 0.03
Cylindricity
(c) If the limit is exceeded or any surface defect is found, repair by boring and honing. Use
an oversized piston (and new piston rings) as required.
Oversized piston (0.25 mm, with piston rings)

Model Code No. Standard (mm)
4TNV88 1234841 88.250
4TNV94L 1234991 94.250
Piston ring assy for oversized (0.25mm)

Model Piston ring code No.
4TNV88 1234842
4TNV94L 1234992
Cylinder dimension after boring and honing

Cylinder dimension Honing angle Surface roughness Roundness/Cylindricity
Model (mm) (deg.) (mm)
4TNV88 88.250~88.280
30~40 deg. Rmax1.0~3.5S 0.01 or less
4TNV94L 94.250~94.280
16 (2) Crankshaft
04 Mainly check seizure and wear of the crankpins
38 and journals. Since the crankshaft gear is shrink-
fitted, heat to 180 to 200 when extraction is
necessary.
(a) Shaft portion color check
After washing the crankshaft, inspect it by means
of color check or a magnaflux inspector.
Replace it if cracked or heavily damaged. Slight
defects shall be corrected by grinding.
(b) Crankshaft bend

Support the crankshaft journals at both ends
with V-blocks. Use a dial gage and measure the
runout at the center journal while rotating the
shaft to inspect the bend.
Limit 0.02mm or less
(c) Crankpin and journal measurement

Measure the outside diameter, roundness and
taper at each crankpin and journal.
exceeding the limit or insufficient outside diameter
is found. Replace if the defect is excessive.
Crankpin mm
16
Model & Item Standard Limit 04
Pin outside diameter 47.952~47.962 47.902 39
4TNV88 Metal thickness 1.492~1.500 -
Oil clearance 0.038~0.074 0.150
Pin outside diameter 57.952~57.962 57.902
4TNV94L Metal thickness 1.492~1.500 -
Oil clearance 0.038~0.074 0.150
If the oil clearance exceeds the limit, use an undersized bearing.
Undersized crankpin bearing (0.25 mm)

Model Code No. Standard thickness(mm)
4TNV88 904264 1.617~1.625
4TNV94L 931659 1.617~1.625
Pin machining dimension

Model Pin machining dimension(mm)
4TNV88 47.702~47.712
4TNV94L 57.702~57.712
Crank journal
Model Item Standard Limit
Journal O.D. 53.952~53.962 53.902
4TNV88
Metal thickness 1.995~1.990 -
(Selective assembly)
Oil clearance 0.038~0.068 0.150
Journal O.D. 64.952~64.962 64.902
4TNV94L
(Selective assembly)
Oil clearance 0.038~0.068 0.150
If the clearance limit is exceeded, use an undersized bearing.
Undersized bearing (0.25mm)

Model Code No. Standard thickness (mm)
4TNV88 904243 2.112~2.125
4TNV94L 931638 2.112~2.125
Crankshaft Journal machining dimension

Model Pin machining dimension (mm)
4TNV88 53.702~53.712
16 4TNV94L
Dimension R and finishing precision of

64.702~64.712
crankshaft journal and pin

04 As for grinding processing of journal and
40 pin, machine it by using the grinding wheel
of the dimension R of below table.
Surface finishing precision standard on
journal and pin:
Ry=0.8S super polishing
Surface finishing precision standard on the

thrust side of crankshaft arm:
mm
Model Finishing precision standard of dimension R
4TNV88 3.5+0.3/ 0
4TNV94L 4.0+0.3/ 0
[NOTICE]
1) lf the oil clearance is excessive though the thickness of the journal and crankpin
metals are normal or if partial uneven wear is observed, re-grind the crankshaft and
use an oversized metals.
2) lf rust or surface roughening exists on the rear side of the metals, coat it with blue
or minimum. Then assemble the crankpin metal to the connecting rod, and tighten
the rod bolt to the specified torque to check the metal for contact. lf the contact
surface occupies 75% or more, the metal is normal. lf the contact surface is
insufficient, the metal interference is insufficient. Replace the metal with a new one.
(3) Thrust metal inspection

(a) Inspect any damage or wear.
(b) Measure side gap and thrust metal thickness
Side gap and thrust metal thickness mm

Side gap Thrust metal thickness
Model
Standard Limit Standard Limit
4TNV88 0.14~0.22 - 1.930~1.980 1.850
4TNV94L 0.13~0.23 - 1.930~1.980 1.850
If the side gap is exceeded, use an oversized thrust metal. (Refer to point 4 of 16-04-34)
Oversized metal (0.25mm)

- Code No. Standard thickmess(mm)
Upper Lower
4TNV88 904244
2.15
(Up-down combination)
4TNV94L
(4) Piston 16
Especially clean the combustion surface, 04
circumference, ring grooves and piston pin
41
bosses, and check after removing any carbon
deposit. Any burr at a ring groove or snap ring
groove shall be removed. If crack is suspected,
inspect by color check.
(a) Piston outside diameter measurement
Measure the long diameter at H mm from the
bottom end of the piston of the oval hole in the
vertical direction to the piston pin hole.
Piston outside diameter mm

Outside diameter Clearance between Measurement
Model Standard Limit piston and cylinder position (H)
4TNV88 87.945~87.975 87.900 0.045~0.075 22~25
4TNV94L 93.945~93.955 93.900 0.050~0.080 22
If the clearance between piston and cylider

exceeds the limit, usec an overized piston.
(Refer to the tabies of oversized pistons,
oversized piston rings and cylinder boring
dimension on 16-04-39.)
(b) Piston pin hole measurement
Measure the outside diameter of piston pin
and the inside diameter of piston pin hole.
Calculate the clearance between piston pin
and piston pin hole. If any data exceeds the
limit, replace the part with a new one.
mm
Pin I.D. 26.000~26.009 26.039
4TNV88 Pin O.D. 25.995~26.000 25.965
Clearance 0.000~0.014 0.074
Pin I.D. 30.000~30.009 30.039
4TNV94L Pin O.D. 29.989~30.000 29.959
Clearance 0.000~0.020 0.080
16 (c) Piston ring, ring groove and end clearance

04 measurement
42 Except for the top ring, to measure the
piston ring groove width, first measure
the width of the piston ring. Then insert
the piston ring into the ring. Then insert
the piston ring into the ring groove.
Insert a thickness gage in between the
piston ring and groove to measure the
gap between them. Obtain the ring groove
width by adding ring width to the
measured side clearance.
To measure the end clearance, push the
piston ring into the sleeve using the
piston head, insert a thickness gage in
end clearance to measure. The ring
shall be pushed in to approx. 30 mm
above the bottom end of the cylinder.
For the top ring, measure only the piston
ring joint end clearance in normal state.
Piston ring dimension mm

Model Part Item
Ring groove width
Standard
2.060~2.075
Limit
-
16
Ring width 1.970~1.990 1.950
Top ring
Side clearance 0.070~0.105 -
04
43
End clearance 0.200~0.400 0.490
Ring groove width 2.025~2.040 2.140
4TNV88 Ring width 1.970~1.990 1.950
Second ring
Side clearance 0.035~0.070 0.190
End clearance 0.200~0.400 0.490
Ring width 3.970~3.990 3.950
Oil ring
End clearance 0.200~0.400 0.490
Ring groove width 2.040~2.060 -
Ring width 1.940~1.960 1.920
Top ring
End clearance 0.250~0.450 0.540
Ring width 1.970~1.990 1.950
4TNV94L Second ring Side clearance 0.090~0.125 0.245
End clearance 0.450~0.650 0.730
Ring width 2.970~2.990 2.950
Oil ring
End clearance 0.250~0.450 0.550
(5) Connecting rod

(a) Appearance inspection
Inspect the portion near the boundary of the
chamfered portion and I-beam section of the big
and small ends of the connecting rod as well
as the portion near the oil hole of the bushing
at the small end for cracks, deformation, and
discoloration.
(b) Twist and parallelism measurement Use a

connecting rod aligner and measure the twist
and bend.
mm
Item Standard dimension Limit dimension
Twist and 0.03 or less
0.08
parallelism per 100mm
(c) Rod small end measurement
16 Measure the pin outside diameter according to

16-04-41 described above.
mm
04 Model Item Standard Limit
44 Piston pin
26.025~26.038 26.068
I.D. bushing
4TNV88
Pin O.D. 25.995~26.000 25.967
Clearance 0.025~0.043 0.101
Piston pin
30.025~30.038 30.068
I.D. bushing
4TNV94L
Pin O.D. 29.987~30.000 29.959
Clearance 0.025~0.051 0.109
If the bushing is to be replaced because the oil

clearance exceeds the limit, use spare part.
Model Service part code

4TNV88 904259
4TNV94L 931656
(d)Rod big end measurement

Measure the crankpin and bushing according to
16-04-39 described above.
Calculate the oil clearance of a crank pin metal
and a crank pin from the measured values of
the crank pin metal inner diameter and the crank
pin outside diameter.
Replace a crank pin metal if the oil clearance
becomes about the limit dimension of the below
table.
exceeding the limit or insufficient outside diameter
is found. Also use an undersized metal.
[NOTICE]
When measuring the inside diameter of the
rod big end, install the crankpin metals in
the rod big end not to mistake the top and
bottom of the metals and tighten the rod
bolts by the standard torque.
16
Tightening torque of rod bolt 04
Model Tightening torque Lubricating oil application 45
Nm(kgf m) (threaded portion, and bearing seat surface)
4TNV88 44.1~49.0(4.5~5.0)
Lube. oil applied
4TNV94L 53.9~58.8(5.5~6.0)
Standard of rod big end mm

Rod I.D. bushing 47.952~47.962 -
Crankpin O.D. 48.000~48.026 47.902
4TNV88
Clearance 0.038~0.074 0.150
Rod I.D. bushing 57.952~57.962 57.902
Crankpin O.D. 58.000~58.026 -
4TNV94L
Clearance 0.038~0.074 0.150
(6) Tappet
Mainly check the tappet contact surface with the
cam and push rod.Slight surface defects shall
be corrected with an oilstone.
(a) Tappet stem outside diameter measurement
mm
Tappet
12.000~12.025 12.045
hole I.D.
4TNV88
Stem O.D. 11.975~11.990 11.955
Clearance 0.010~0.050 0.090
Tappet
12.000~12.018 12.038
hole I.D.
4TNV94L
Stem O.D. 11.975~11.990 11.955
Clearance 0.010~0.043 0.083
16
04
46
4.4.6 CYLINDER BORE CORRECTION
1) Slight uneven worn, flawed, etc. shall be

corrected by honing only. If the cylinder is
unevenly worn partially, flawed or otherwise
damaged and cannot be repaired simply by
honing, rebore the cylinder first and then
hone. See 16-04-37 for the boring dimension.
2) Items to be prepared for honing
Flex-Hone
(see No.8 of 16-04-3)
Electric drill
Honing fluid
(50:50 mixture of lube oil and diesel oil)
Apply the honing fluid to the Flex-Hone and turn

the electric drill at 300 to 1200 rpm. Then insert
the Flex-Hone into the cylinder bore while
turning it, and move it up and down for about
30 sec. to obtain a honing mark with a cross
hatch angle of 30 to 40
[NOTICE]
1) Avoid faster revolution than 1200 rpm since
it may cause breakdown.
2) Do not insert or extract the Flex-Hone in
stopped state because the cylinder will be
damaged.
16
04
47
4.4.7 PISTON PIN BUSHING REPLACEMENT
Replace bushing by using the special service tool (see 16-04-2 No.3).
4.4.8 OIL SEAL REPLACEMENT (FLYWHEEL HOUSING SIDE)
1) Replace oil seal, when a flywheel housing is removed. Extract the used oil seal.
2) Insert a new oil seal with the oil seal insertion tool.
3) Apply lithium grease.
LUBRICATION STSTEM
5.1 LUBRICATION SYSTEM DIAGRAM
16
05
1
Note : It varies in the specifications of each model whether Oil cooler and Piston cooling of
the * mark are attached.
LUBRICATION STSTEM
5.2 TROCHOID PUMP COMPONENTS
Trochoid pump (4TNV88) Trochoid pump (4TNV94L)
5.3 DISASSEMBLY(REVERSE THE PROCEDURE BELOW FOR ASSEMBLY)
16 1)
2)
3)
Loosen the belt, and remove the radiator pulley, fan and V-belt. See 16-04-12.
Remove the crankshaft pulley. See 16-04-25.
Remove the gear case cover. See 16-04-25.
05 4) Remove the lubricating oil pump assy from the gear case for 4TNV94L. (16-05-2 Point 1)
Remove the lube oil cover from gear case cover for 4TNV88. (16-05-2 Point 1)
2
5) Remove the pressure regulating valve from the lubricating oil pump body. (16-05-2 Point 2)
5.4 SERVICING POINTS
Point 1
[Disassemble]
Check if the pump rotates smoothly and see that there is no play between the shaft and
gear, and inner rotor.
[Reassemble]
[NOTICE]
Always check if the pump rotates smoothly after installation on the gear case.
Running the engine when the pump rotation is heavy may cause the pump to be
burnt.
1) 4TNV88
Apply lube oil to rotor (outer/inner) insertion part.
Assemble the outer rotor so that the mark of the end face may become a cover side when
inserting it in the gear case.
Fasten a lube oil pump cover by the standard torque.
Tightening torque: 6.9 1.5N m (0.7 0.15kgf m)
When replacing the lube oil pump, replace the whole assy.
2) 4TNV94L
Apply lube oil to lube oil pump insertion part of gear case.
Install the outer rotor in the gear case so that the punch mark on the end face is seen.
When replacing the lube oil pump, replace the whole assy.
Point 2
[Disassemble-Reassemble]
Only wash the pressure regulating valve. Disassembly is unnecessary unless any abnormality
in operation is detected.
LUBRICATION STSTEM
5.5 PARTS INSPECTION AND MEASUREMENT
5.5.1 TROCHOID PUMP INSPECTION AND MEASUREMENT
(1) Outside clearance of outer rotor

Insert a gap gage between a outer rotor and a
pump body, and measure the clearance.
Outside clearance mm
4TNV88 0.12~0.21 0.30
4TNV94L 0.100~0.155 0.25
(2) Side clearance of outer rotor

When measuring a side clearance, put a right-
angle gage to the pump body, insert a gap gage
and measure the clearance. 16
05
Sideclearance mm 3
4TNV88 0.02~0.07 0.12
4TNV94L 0.05~0.10 0.15
(3) Inner rotor and gear boss clearance (4TNV88)
Standard Standar Standardcl

dimension clearance clearance
Item Part (mm) (mm) limit
(mm)
Inside clearance Gear boss diameter 53.05~53.15

0.3~0.5 0.6
of inner rotor Rotor inner diameter 53.45~53.55
Width across flat Width across flat of gear boss 49.45~49.75

0.2~0.6 0.7
clearance of inner rotor Width across flat of rotor 49.95~50.05
LUBRICATION STSTEM
(3) Rotor shaft clearance (4TNV94L)

Measure the outside diameter of rotor shaft and
the shaft hole diameter of gear case. Calculate
the clearance from that difference.
mm
Gear case bearing I.D. 12.980~13.020 13.05
4TNV94L Rotor shaft O.D. 12.955~12.970 12.945
Rotor clearance 0.035~0.065 0.105
16
05
4
COOLING SYSTEM
6.1 COOLING WATER SYSTEM
6.2 COOLING WATER PUMP COMPONENTS

16
06
1
COOLING SYSTEM
6.3 DISASSEMBLY (REVERSE THE PROCEDURE BELOW FOR ASSEMBLY)

1) Remove the alternator. See 16-04-12.
2) Remove the fan, V-belt and pulley. See 16-04-12.
3) Remove the cooling water pump. (Point 1, in below)
4) Remove the thermostat. (Point 2 in below)
6.4 SERVICING POINTS
Point 1
Disassemble-Reassemble:
Check to see that the cooling water pump bearing is free from abnormal noise, sticking or
play and water leakage from the bearing. If replacement is necessary, replace the whole
cooling water pump assy.
[NOTICE]
Replace the O-ring of the cooling water
pump with new one when disassembling.
And, be sure to use the special O-ring for
each engine model, because the material
16 is different, although the dimension is the

same as a commercial part. (Refer to the
right figure.)
06
Point 2
2
Disassemble:
Check the thermostat function. See 16-02-
31 for the inspection method.
FUEL INJECTION PUMP/GOVERNOR
Only the outline of the MP fuel pump is explained in this chapter. Refer to the MP pump service
manual of the separate volume for the disassembly and assembly.
7.1 INTRODUCTION
It is described about the features of the fuel
injection pump, YDP-MP, manufactured by Yanmar,
disassembly, assembly and adjustment procedure.
Fuel injection pump is the most important equipment,
which is enable to make the sensitive adjustment
according to the variable load of the engine.
Therefore all of the parts are required not only
very precise machining but also finest, assembling
with top level.
The careful arrangement of keeping off the dust
and the rust when disassemble, adjustment and
reassemble of the fuel injection pump is made
in the market.
Yanmar YDP-MP Pump is a distributor type pump
which is unified of Mono-plunger, a distributing
shaft, a hydraulic head which equipped the delivery valve for each cylinder, pump housing which
has a cam shaft internally and governor.
The fuel, which is pressurized by the up and down movement of the plunger driven by the cam-
16
rotation, is supplied through the distributor shaft, which is rotating accordingly. 07
There are a model YDP-MP2 and a model YDP-MP4, and plunger diameter and fuel cam speed 1
are different.
7.2 FUEL INJECTION PUMP
7.2.1 FUEL SYSTEM DIAGRAM
7.2.2 EXTERNAL VIEW AND COMPONENTS
16
07
2
Disassembly from the engine body

1) Remove the cooling fan, pulley and V-belt.
2) Remove the fuel injection pipe, fuel oil piping, fuel return pipe and rear stay. See point
1 of 16-07-3.
3) Remove the fuel injection pump cover (the cover of the drive gear).
4) Make ID marks on the gearing part of the pump drive gear and the idle gear with paint
and so on.
See Point 2 of 16-07-3.
5) Loosen a fuel pump drive gear nut, and remove a pump drive gear from the fuel pump
by using a gear puller. See Point 3 of 16-04-27.
6) Remove a drive gear nut carefully not to drop it to the inside of the gear case.
7) Record the installation angle of the fuel pump precisely by using a mark-off line and a
sticker.
See (4) of 16-02-25.
8) Remove the fuel injection pump. See Point 3 of 16-07-3.
7.2.4 ASSEMBLY PROCEDURE
Reverse the disassembly procedure and adjust the fuel injection timing finally. See (4) of 16-
02-25.
16
07
3
Point 1
[Disassemble]
Block an entrance with the tape so that
trash may not enter the fuel injection pipe
and the fuel injection pump.
Point 2
[Disassemble]
After putting the I.D. marks on the gearing
part of the pump drive gear and the idle
gear with paint and so on, remove the
gear installation nut.
[NOTICE]
Don’t remove four flange bolts.
[Reassemble]
Reassemble the pump driving gear while checking the I.D. marks on the driving gear and
idle gear.
Tightening torque of the gear installation nut
Lubricating oil application
Model N m(kgf m) (thread portion, and seat surface)
4TNV88 78~88 (8~9)
Not applied
4TNV94L 113~123 (11.5~12.5)
Point 3
[Disassemble]
There is an acoustic material part to name as fuel pump spacer between the fuel pump
and the cylinder block. Loosen fuel pump installation bolts with a closed wrench when
disassembling a fuel pump.
[NOTICE]
An intake manifold may obstruct the disassembly of the fuel pump by the engine model.
Remove the fuel pump after removing the intake manifold first.
16
07
4
[Reassemble]
When installing a fuel pump on the gear case, put a fuel pump spacer between the cylinder
blocks, and install it.
ALTERNATOR
As a representative example of alternator, the alternator of 40A is shown in this chapter.
8.1 THE 40A ALTERNATOR FOR 3TNV84 AND OTHER MODELS
8.1.1 COMPONENTS
(1) Parts related to the alternator
16
(2) Alternator components of the disassembly and assembly 08
1
ALTERNATOR
8.1.2 SPECIFICATIONS
Manufacturer’s model (Hitachi) - ACFA68
Yanmar code - 904027
Rating - Continuous
Battery voltage V 12
Nominal output (13.5V heat) A 40
Rated revolution rpm 5,000
Operating revolution rpm 1,000~18,000
Grounding characteristics - Minus side grounding
Direction of revolution (viewed from pulley) - Clockwise
Integrated regulator IC regulator
Weight kg 2.8
Pulley (outside diameter) mm 69.2
16 Belt shape - Type A
08 8.1.3 SPECIFICATIONS
2
[NOTICE]
1) Don’t do mis-wiring and short-circuit of each terminal.
2) Don’t short-circuit between IG and L. (Connect it through the charge lamp.)
3) Don’t connect a load between L and E.
4) Don’t remove a battery terminal and a B terminal when rotating.
5) Shut out a battery switch during the alternator stop.
6) Tightening torque of each terminal: 1.7-2.3N m (17-23kgf cm)
ALTERNATOR
8.1.4 STANDARD OUTPUT CHARACTERISTICS
The standard output characteristics of this alternator

are shown as the right figure.
16
08
8.1.5 INSPECTION 3
(1) V belt inspection

1) Inspect the matter whether there are not
crack, stickiness and wear on the belt visually.
Check that a belt doesn’t touch the bottom
part of the pulley groove. If necessary,
replace the V belt set.
2) V belt tension:
(Refer to 16-02-6)
(2) Visual check of wiring and check of unusual sound

1) Confirm whether wiring is right or there is no looseness of the terminal part.
2) Confirm that there is no unusual sound from the alternator during the engine operation.
(3) Inspection of charge lamp circuit
1) Move a start switch to the position of on. Confirm lighting of the charge lamp.
2) Start an engine, and confirm the lights-out of the lamp. Repair a charge lamp circuit when
a lamp doesn’t work.
ALTERNATOR
8.1.6 Troubleshooting
16
08
4
ELECTRIC WIRING
9.1 ELECTRIC WIRING DIAGRAM
16
09
1
ELECTRIC WIRING
9.2 PRECAUTION ON ELECTRIC WIRING
9.2.1 ALTERNATOR
In the cases listed below the warranty shall not be deemed to apply. Please be sure to read
these conditions carefully when planning to use it with other equipment. Also be certain to give
appropriate guidance on usage to the user.
(1) When the battery cable can be connected backwards
The alternator diode will be damaged and recharging made impossible if the plus and minus
ends of the battery cable are confused. The stator coil will also be burned as a result. To
prevent this, supply the user with a cable of such a length or structure that the plus and minus
ends cannot be confused. Also warn the user not to connect the cable backwards.
(2) When charging output voltage is used for control purposes
The engine speed at starting is not proportional to the output voltage of the alternator, so this
output voltage must not be used for any control systems. It is especially wrong to use it for
the control signal of the safety relay for cutting the starting motor because this will damage the
starting motor and cause engine starting failure.
(3) When the L line is used for control purposes
16
Consult with Yanmar first before connecting any load other than the charge lamp to the L line. 09
Damage to the alternator and related equipment will not be warranted without such prior 3
consultation.
(4) Non-use of the Yanmar wiring diagram
Use without prior consultation of any wiring diagram other than that provided by Yanmar removes
any breakdown of any electrical equipment from the warranty.
(5) Regarding lamp control
Once the charge lamp goes out after the start of charging, it does not come on again even if
the engine speed falls and charging is insufficient. The lamp will not light again if the charging
circuit is normal. The lamp only comes on during operation if the alternator itself is broken or
the drive V-belt breaks. However, when an LED is used for the charge lamp, the LED will shine
faintly even during normal operation. This is due to the control system for the alternator lamp
and is not an abnormality.
(6) Use of a non-specified V-belt
Use of a non-specified V-belt will cause inadequate charging and shorten the life of the belt.
Use a belt of the specified type.
(7) Direct high pressure washing is prohibited
Water will enter the brush if the alternator is washed directly at high pressure, causing inadequate
charging. Warn users not to use direct, high-pressure washing.
(8) Adhesion of agricultural and other chemicals (direct contact or airborne)
Adhesion of agricultural and other chemicals, especially those with high sulfur content, to the IC
regulator corrodes the conductor on the substrate, leading to over-charging (battery boiling) and
charging malfunctions. Consult with Yanmar prior to using the engine in such an environment.
Use without prior consultation removes any breakdown from the warranty.
ELECTRIC WIRING
9.2.2 STARTING MOTOR
(1) Starting performance in the case of using an untested battery
The starting performance of the engine is closely dependent on the battery capacity. This battery
capacity is itself affected by the climate and the type of equipment installation. The details
regarding ambient temperature and equipment installation vary depending on the OEM, so
Yanmar cannot decide the battery capacity on its own. Confer with Yanmar in advance after
checking these conditions and fix the battery capacity on the basis of confirmatory tests.
(2) When the resistance of the battery cable exceeds the specified value
The combined total resistance of the battery cable in both directions between the starting motor
and battery should be within the value indicated on the wiring diagram. The starting motor will
malfunction or break down if the resistance is higher than the specified value.
(3) When the resistance of the starting circuit exceeds the specified value
The combined total resistance of the wiring between the starting motor and key switch (or power
16 relay or safety relay, depending on the application) should be within the value indicated on the
wiring diagram. Engine starting will be difficult if the resistance is higher than the specified value.
This can also cause welding of the magnet switch at the point of contact and resultant burning
09 of the armature coil.
4
(4) When there is no safety relay
Over-running (when the electric current flows for too long) is a major cause of starting failure.
This burns the armature coil and causes clutch failure. Excessive work and failure of the key
switch to return properly are the main causes of over-running. The user must be given sufficient
warning about this.
Be sure to use the safety relay to prevent over-running. This safety relay is supplied as an option.
Consult Yanmar first when planning to install a safety relay at your own company. In the case
of failure to consult with Yanmar, our warranty will not be applied to all the electrical equipment.
(5) When there is too much rust due to the entry of water
The water-proofing of the starting motor is equivalent to R2 of JIS D 0203. This guarantees that
there will be no damage from the sort of exposure encountered in rain or when water is poured
on from a bucket. You should, however, avoid the use of high-pressure washing and steeping in
water.
(6) Regarding the heat resistance of the starting motor
The starting motor has heat resistance for an ambient temperature of 80 and surface temperature
of 100 . Insulators must be installed to prevent overheating when used near high temperature
parts such as the exhaust system.
(7) Corrosion of magnet switch contact point by corrosive gas.
When using equipment with a dry clutch, ammonium gas generated by friction is liable to corrode
the contact of the magnet switch. Be sure to install a vent in the clutch case.
ELECTRIC WIRING
9.2.3 CURRENT LIMITER
(1) When an over-discharged battery is used
Use of booster starting with an over-discharged battery (when the voltage has dropped to 8V
or less) will destroy other electrical equipment by generating an abnormally high voltage. A
specialized battery charger should be used to recharge such an over-discharged battery (when
the voltage has dropped to 8V or less).
(2) When checks for malfunctioning are not performed
When high voltage noise from other electrical equipment is impressed on the current limiter upon
turning off the key switch, the current limiter can be damaged and cause loss of control over
the output voltage. Other electrical equipment may also be damaged if this happens, so surge
killers should be fitted to the electrical equipment whenever necessary. Be sure to check prior
to mass production whether electrical noise might damage the current limiter by turning the key
switch and other electrical equipment on and off while the engine is running, using both the
vehicle and the wire harness that will be used in mass production.
(3) Removal of the battery cable during operation 16
The current limiter may malfunction if the battery cable and/or battery are removed during
operation, depending on the kind of electrical equipment being used, causing loss of control over
09
the output voltage. In such cases, the current limiter and other electrical equipment will be 5
damaged by the generation of a continuous high voltage of 24-43V (for 5,000rpm dynamo). All
electrical equipment falls outside the scope of the warranty under these circumstances. Be sure
to warn the user not to remove the battery cable and/or battery during operation.
(4) If the battery cable can be attached in reverse
The current limiter’s SCR diode will be destroyed if the plus and minus ends of the battery
cable are connected the wrong way around. This causes charging malfunctioning and burns the
harness. Give the user a cable of such a length that it cannot be connected the wrong way
and warn the user against connecting the cable backwards.
(5) Non-use of the Yanmar wiring diagram
Use without prior consultation of any wiring diagram other than that provided by Yanmar removes
any breakdown of any electrical equipment from the warranty.
(6) Installation environment
Observe the following when installing the current limiter:
1) Do not install it on the engine.
2) Place it in a well-ventilated place with an ambient temperature of 65 or less.
3) Ensure that the cooling air flows in the right direction for the current limiter’s cooling fins.
4) Do not use the earth wire of the current limiter to earth any other electrical equipment.
ELECTRIC WIRING
9.2.4 SECTION AREA AND RESISTANCE OF ELECTRIC WIRE
(1) Allowable maximum cable length (Terminal resistance is not included.)
Cable size Cable construction Resistance 2m Note1 20m Ref. 50m Note2
mm2 Element No. Cable dia. ( m) (m) (m) (m)
3 41 0.32 0.005590 0.36 3.58 8.94
5 65 0.32 0.003520 0.57 5.68 14.20
8 50 0.45 0.002320 0.86 8.62 21.55
15 84 0.45 0.001380 1.45 14.49 36.23
20 41 0.80 0.000887 2.25 22.55 56.37
30 70 0.80 0.000520 3.85 38.46 96.15
40 85 0.80 0.000428 4.67 46.73 116.82
50 108 0.80 0.000337 5.93 59.35 148.37
16 60
85
127
169
0.80
0.80
0.000287
0.000215
6.97
9.30
69.69
93.02
174.22
232.56
09 100 217 0.80 0.000168 11.90 119.05 297.62
6
Note1) Allowable maximum resistance of Battery cable
Note2) Allowable maximum resistance of Starting motor circuit
(2) Terminal resistance

Generally, a terminal resistance is 15m per coupler and 0 per screw setting. This resistance
should be included in allowable maximum resistance when the cable length is planned.
SERVICE STANDARDS
10.1 ENGINE TUNING
No. Inspection item Standard Limit Reference

page
Gap at intake/exhaust valve heads
1 4TNV88-94L 0.15~0.25 - 16-02-19
mm
Between alternator Used part 10~14 -
and crank pulley New part 8~12 -
V-belt tension Between alternator Used part 7~10
2 mm and radiator fan 16-02-6
New part 5~8
at 98N (10kgf)
Between radiator fan Usedpart 9~13
and crank pulley New part 7~11
Fuel injection 21.57~22.55
3 pressureMPa 4TNV88~4TNV94L - 16-02-18
(220~230)
(kgf/cm2)
Compression
pressure
4
(at 250 min-1) 4TNV94L 3.43(35) 0.1(1) 2.75(28) 0.1(1) 16-03-9
MPa (kgf/cm2)
5
Cooling water
Capacity
(Only engine
4TNV88 2.7 -
16-02-3
16
body)
(Liter)
4TNV94L 4.2 - 10
1
- MAX Min -
Lubricating oil 4TNV88 7.4 3.4 -

6 capacity 16-02-2
(oil pan)
4TNV94L 10.5 4.5 -
(Liter)
- at rated speed at low idle speed -
Lubricating -0.1
4TNV88 0.44
7 oilpressure
MPa (kgf/cm2) 0.06(0.6) -
or above
4TNV94L 0.05
0.34
+0.05
Oil pressure switch operating pressure 0.05 0.01
8 - -
MPa (kgf/ ) (0.5 0.1)
valve opening Full opening lift
temperature (mm)
deg C (temperature)
9 Thermostat 8 or above 16-02-31
All models 69.5~72.5
(85deg C)
10 or above
All modelsoption 80~84
(95 deg C)
10 Thermo switch actuating temperature (deg C) 107~113 - 16-02-30
SERVICE STANDARDS
10.2 ENGINE BODY
10.2.1 CYLINDER HEAD
(1) Cylinder head

Inspection item Standard Limit Reference page
Combustion surface distortion mm 0.05 or less 0.15
4TNV88 Intake 0.30~0.50 0.8
Valve sink (2-valve head) Exhaust 0.30~0.50 0.8 16-04-18
mm 4TNV94L Intake 0.36~0.56 0.8

Intake 120 -
Seat angle Deg.
Valve seat
Exhaust 90 - 16-04-22
(2-valve,4-valve)
16 Seat correction angle deg. 40,150 -
10
2
SERVICE STANDARDS
(2) Intake/exhaust valve and guide mm
Inspection item Standard Limit Reference

page
Guide inside diameter 8.010~8.025 8.10
IntakeValve stem outside diameter 7.955~7.975 7.90
4TNV88 Clearance 0.035~0.070 0.18
(2-valve head) Guide inside diameter 8.015~8.030 8.10
Exhaust Valve stem outside diameter 7.955~7.960 7.90
Clearance 0.045~0.075 0.18
Guide inside diameter 7.000~7.015 7.08 16-04-19
Intake Valve stem outside diameter 6.945~6.960 6.90
4TNV94L Clearance 0.040~0.070 0.17
(4-valve head) Guide inside diameter 7.000~7.015 7.08
Exhaust Valve stem outside diameter 6.940~6.955 6.90
learance 0.045~0.075 0.17
Valve guide projection 4TNV88 14.7~15.0 -
from cylinder head 4TNV94L 9.7~10.0 - 16-04-23
Valve guide driving-in method Cold-fitted -
(3) Valve spring 16

mm
Reference
10
Inspection item Standard Limit 3
page
4TNV88 (2-valve) 42.0 41.5
Free length
4TNV94L (4-valve) 39.7 39.2
16-04-20
4TNV88 (2-valve) - 1.4
Inclination
4TNV94L (4-valve) - 1.4
(4) Rocker arm and shaft

mm
Reference
Model Inspection item Standard Limit page
Arm shaft hole diameter 16.000~16.020 16.07
4TNV88 Shaft outside diameter 15.966~15.984 15.94
Clearance 0.016~0.054 0.13 16-04-21
Arm shaft hole diameter 18.500~18.520 18.57
4TNV94L Shaft outside diameter 18.470~18.490 18.44
Clearance 0.010~0.050 0.13
(5) Push rod

mm
Bend - 0.03 16-04-21
SERVICE STANDARDS
10.2.2 GEAR TRAIN AND CAMSHAFT
(1) Camshaft mm
Reference
Inspection item Standard Limit page
Side gap 0.05~0.20 0.30 16-04-26
Bending (1/2 the dial gage reading) 0~0.02 0.05
4TNV88 38.600~38.800 38.350 16-04-29
Cam height
4TNV94L 43.400~43.600 43.150
Shaft outside diameter / Metal inside diameter
Gear side Camshaft outside diameter 44.925~44.950 44.890
Clearance 0.040~0.130 0.240
4TNV88 Intermediate Camshaft utside diameter 44.910~44.935 44.875
Clearance 0.065~0.115 0.225
Wheel side Camshaft outside diameter 44.925~44.950 44.890
16 Clearance
Bushing inside diameter
Gear side Camshaft outside diameter
0.050~0.100
49.990~50.055
49.925~49.950
0.210
50.130
49.890
16-04-29
10 Clearance 0.040~0.130 0.240

4 Bushing inside diameter 50.000~50.025 50.100
4TNV94L Intermediate Camshaft outside diameter 49.910~49.935 49.875
Clearance 0.065~0.115 0.225
Wheel side Camshaft outside diameter 49.925~49.950 49.890
Clearance 0.05~0.100 0.210
(2) Idle gear shaft and bushing

mm
Shaft outside diameter 45.950~45.975 45.900
Bushing inside diameter 46.000~46.025 46.075 16-04-30
Clearance 0.025~0.075 0.175
(3) Backlash of each gear

mm
Model Inspection item Standard Limit Reference
page
Crank gear, cam gear, idle gear,
4TNV88 0.07~0.15 0.17
fuel injection pump gear and PTO gear
Crank gear, cam gear, idle gear,
0.08~0.14 0.16
fuel injection pump gear and PTO gear 16-04-26
4TNV94L Lubricating oil pump gear 0.09~0.15 0.17
Balancer drive gear
0.12~0.18 0.20
(only for 4TNV106(T))
SERVICE STANDARDS
10.2.3 Cylinder block
(1) Cylinder block
mm
Reference
4TNV88 88.000~88.030 88.200
Cylinder inside diameter
4TNV94L 94.000~94.030 94.130
16-04-44
Roundness
Cylinder bore 0.01 or less 0.03
Inclination
(2) Crankshaft
mm
Inspection item Standard Limit Reference
page
Bending (1/2 the dial gauge reading) - 0.02
4TNV88
Pin outside diameter
Metal inside diameter
47.952~47.962
48.000~48.026
47.902
-
16
Crank pin
Metal thickness
Clearance
1.492~1.500
0.038~0.074
-
0.150
10
5
Pin outside diameter 57.952~57.962 57.902
Metal inside diameter 58.000~58.026 -
4TNV94L
Clearance 0.038~0.074 0.150 16-04-38
Journal outside diameter 53.952~53.962 53.902
4TNV88
Selective
pairing
Crank journal Clearance 0.038~0.068 0.150
Journal outside diameter 64.952~64.962 64.902
4TNV94L
Selective
pairing
Clearance 0.038~0.068 0.150
(3) Thrust bearing
mm
Inspection item Standard Limit Referencepage
Crankshaft side gap All models 0.13~0.23 0.28 16-04-33
SERVICE STANDARDS
(4) Piston and ring

Piston
mm
Reference
Piston outside diameter 4TNV88 87.945~87.975 87.900
(Measure in the direction
vertical to the piston pin.) 4TNV94L 93.945~93.955 93.900
Piston diameter measure 4TNV88 24 -
position(Upward from the
bottomend of the piston) 4TNV94L 22 -
Hole inside diameter 26.000~26.009 26.039 16-04-41
4TNV88 Pin outside diameter 25.995~26.000 25.965
Clearance 0.000~0.014 0.074

Piston pin
Hole inside diameter 30.000~30.009 30.039
4TNV94L Pin outside diameter 29.989~30.000 29.959
Clearance 0.000~0.020 0.080
16
10 Piston ring
6 mm
Reference
Model Inspection item Standard limit page
Ring width 1.970~1.990 1.950
Top ring
End clearance 0.200~0.400 0.490
4TNV88 Second ring Ring width 1.970~1.990 1.950
End clearance 0.200~0.400 0.490
Oil ring Ring width 3.970~3.990 3.950
End clearance 0.200~0.400 0.490 16-04-41
Ring width 1.940~1.960 1.920
Top ring
End clearance 0.250~0.450 0.540
4TNV94L
Second ring Ring width 1.970~1.990 1.950
End clearance 0.450~0.650 0.730
Oil ring Ring width 2.970~2.990 2.950
End clearance 0.250~0.450 0.550
SERVICE STANDARDS
(5) Connecting rod

mm
Thrust clearance 0.2~0.4 - 16-04-33
Rod small end mm

Reference
Model Inspection item Standard Limit page
4TNV88 Pin outside diameter 25.995~26.000 25.967
Clearance 0.025~0.043 0.101 16-04-44
4TNV94L Pin outside diameter 29.987~30.000 29.959
Clearance 0.025~0.051 0.109
(6) Tappet
mm
Reference
16
Inspection item Standard Limit
page 10
Tappet hole (block) inside diameter 12.000~12.025 12.045 7
4TNV88 Tappet stem outside diameter 11.975~11.990 11.955
Clearance 0.010~0.050 0.090 16-04-46
Tappet hole (block) inside diameter 12.000~12.018 12.038
4TNV94L Tappet stem outside diameter 11.975~11.990 11.955

Clearance 0.010~0.043 0.083
SERVICE STANDARDS
10.3 LUBRICATING OIL SYSTEM (TROCHOID PUMP)
(1) Outside clearance of outer rotor

mm
Model Standard Limit Reference page
4TNV88 0.12~0.21 0.30
16-05-3
4TNV94L 0.100~0.155 0.25
(2) Side clearance of outer rotor

mm
Model Standard Limit Reference page
4TNV88 0.02~0.07 0.12 16-05-3
4TNV94L 0.05~0.10 0.15
(3) Inside clearance of inner rotor
16 Item Parts Standard Standard Limit

mm
Reference
page
10 Gear boss diameter 53.05~53.15
8 Inside clearance
of inner rotor 0.30~0.50 0.6
Rotor diameter 53.45~53.55
Width across flat of 16-05-3
Width across flat Gear boss 49.45~49.75
0.2~0.6 0.7
clearance of inner rotor Width across flat of
rotor 49.95~50.05
(4) Rotor shaft clearance
mm
Model Inspection item Standard Limit Reference
page
Gear case bearing I.D. 12.980~13.02 13.05
4TNV94L Rotor shaft O.D. 12.955~12.975 12.945 16-05-3
Rotor clearance 0.035~0.065 0.105
TIGHTENING TORQUE FOR BOLTS AND NUTS
11.1 TIGHTENING TORQUES FOR MAIN BOLTS AND NUTS
Thread Lubricating oil

Part and engine model diameter Tightening torque application Reference
pitch (thread portion, page
mm Nm(kgf m) and seat surface)
4TNV88 M10 1.25 85.3~91.1
Cylinder (8.7~9.3)
Applied 16-04-14
head bolt 103.1~112.9
4TNV94L M11 1.25 (10.5~11.5)
4TNV88 M9 1.0 44.1~49.0
Connecting (4.5~5.0)
Applied 16-04-33
rod bolt 53.9~58.8
4TNV94L M10 1.0 (5.5~6.0)
4TNV88 M10 83.3~88.2

Flywheel 1.25 (8.5~9.0)
Applied 16-04-26
set bolt 186.2~205.8
4TNV94L M14 1.5 (19~21)
93.2~98.1
Bearing cap 4TNV88 M12 1.5 (9.5~10.5)
Applied 16-04-33
set bolt 108.1~117.9
Crankshaft
4TNV94L
4TNV88
M11
M14
1.25
1.5
(11.0~12.0)
112.7~122.7
(11.5~12.5)
16
Applied 16-04-26
pulley set bolt 4TNV94L M14 1.5 107.9~127.5 11
(11.0~13.0)
1
Fuel nozzle 24.4~28.4
4TNV88 M8 1.25 (2.5~2.9)
Not applied -
set bolt 4TNV94L M8 1.25 22.6~28.4
(2.3~2.9)
Fuel pump drive 4TNV88 78~88
M14 1.5 (8~9)
Not applied 16-04-26
gear set nut 113~123
4TNV94L M18 1.5 (11.5~12.5)
Fuel injectionpipe 4TNV88 29.4~34.3
M12 1.5 (3.0~3.5)
Not applied -
set bolt 4TNV94L M12 19.6~24.5
1.5 (2.0~2.5)
Fuel returnpipe 7.8~9.8
4TNV94L M6 1.0 (0.8~1.0) Not applied -
joint bolt
TIGHTENING TORQUE FOR BOLTS AND NUTS
11.2 TIGHTENING TORQUES FOR STANDARD BOLTS AND NUTS
Item Nominal thread diameter Tightening torque Remarks

pitch Nm(kgf-m)
9.8~11.8 Use 80% of the value at
M6 1
(1.0~1.2) left when the tightening part
M8 1.25 22.6~28.4 is aluminum.Use 60% of
(2.3~2.9)
the value at left for
Hexagon bolt (7T) M10 1.5 44.1~53.9
(4.5~5.5) 4T bolts and lock nuts.
and nut
78.4~98.0
M12 1.75 (8.0~10)
M14 127.5~147.1
1.5 (13~15)
215.7~235.4
M16 1.5 (22~24)
9.8
1/8 (1.0)
1/4 19.6
PT plug (2.0) -
29.4
3/8 (3.0)
16 1/2
M8
58.8
(6.0)
12.7~16.7
(1.3~1.7)
11 19.6~25.4
M10
2 (2.0~2.6)
24.5~34.3 -
M12
Pipe joint bolt (2.5~3.5)
39.2~49.0
M14 (4.0~5.0)
49.0~58.8
M16 (5.0~6.0)
Note) Lubricating oil is not applied to threaded portion and seat surface.
TRANSAXLE 20
• 20 – 01 STRUCTURE AND – Stator support

MAINTENANCE removal from
– Construction adaptor plate
– Hydraulic circuit – Clutch assembly,
– Service maintenance idler gear & pinion
– Specification shaft removal
– Service brake • 20 – 03 ASSEMBLY
adjustment – Transaxle
• 20 – 02 SERVICE BRAKE reassembly
ADJUSTMENT – Differential
– Precaution – Pinion gear
– Remove auxiliary shimming
subassemlies – Wheel end final
– Wheel end assembly
– Brake assembly – Clutch assembly
removal – Stator support
– Separation of – Transmission
converter housing assembly
and adaptor plate
T R A N S A X L E
STRUCTURE AND MAINTENANCE
CONSTRUCTION
20
01
1
TA18 Transaxle assembly includes:
• Torque converter
• Single–speed forward and reverse powershift transmission with integral differential and
drive axle
• Full–floating straight drive axle
• Automotive–type drum and shoe brakes
• Gear–driven pump drive
• Electric shift control, hydraulic inching control
Power flow is from torque converter turbine, to turbine (clutch) shaft and gears, then through
either forward gear or reverse idler shaft, to the output gear mounted on final drive pinion shaft.
Transmission and differential are housed in a one–piece transmission case.
Torque converter housing joined to transmission case through an adaptor (or spacer) plate holds
the converter stator support and reverse idler outer bearing.
Pump drive is from converter impeller hub gear, through an idler gear to the pump gear mounted
on charging pump shaft.
Final drive pinion gear shaft, mounted in tapered roller bearings at both ends in transmission
case, is adjusted for mounting distance, and ring and pinion gear contact by, shim a pack
installed behind the pinion gear inner tapered roller bearing cup in the transmisson case. Pinion
shaft bearing preload is adjusted with shims behind outer bearing cone on the pinion shaft.
T R A N S A X L E
Final drive ring gear is bolted to differential carrier. Differential support is by opposed tapered
roller bearings mounted on inner end of wheel end housings, which are bolted to openings in
transmission case at the sides of the differential. Differential bearing preload and ring gear
clearance (backlash) is maintained by shims placed behind differential bearing cones on wheel
end housings. Adjustment of differential bearing preload or ring gear backlash requires trial
assembly, checking, and disassembly of wheel end housings until correct adjustment is obtained.
Drive axle wheel hubs/brake drums are supported by double tapered roller bearings on outer
end of wheel end housings. Drive axle shaft flange bolted to wheel hubs are full–floating in
differential. Service brake backing plates are bolted to mounting flanges on wheel end housings.
Wheel bearings are lubricated from the transaxle sump.
Control valve is mounted on pad at top of transmission case. Oil from charging pump flows via
filter and pressure regulator to control valve through an external oil supply line. Oil from control
valve is delivered to clutches through passages in housing and oil distributor sleeve and seal
rings at forward–clutch end of turbine/clutch shaft. Excess pump oil volume and converter–out
20 oil, flows to oil cooler and returns to transmission housing at base of control valve, then through
center of turbine/clutch shaft back to converter.
01
2
HYDRAULIC CIRCUIT
T R A N S A X L E
SERVICE MAINTENANCE
SERVICE
The transaxle has two service openings:

1. Dipstick / oil fill tube in central side axle
housing.
2. Drain plug, in bottom of transmission case.
FLUID LEVEL CHECK 20

01
Check the transaxle fluid level with:
3
• Fork lift on a level surface
• Engine idling with transmission in NEUTRAL
• Oil at operating temperature 82~93°C (180~200°F)
① Remove the transaxle oil level plug the front of central housing of driving wheel.
② The oil level is correct when the oil reaches the full mark on dipstick.
③ Add recommended fluid only, as required.
FLUID AND FILTER CHANGE
It is recommended to:
• Drain and replace the transaxle fluid every
1000 operating hours.
• The oil should be drained when warmed to
operating temperature, 82~93°C (180~200°F)
• Replace the transaxle oil filter every 500
operating hours. See NOTICE below.
! IMPORTANT
When the transaxle is new or rebuilt, it is recommended to change the oil filter after
the first 50 hours and again after 100 operating hours.
① Remove drain plug from bottom of transmission case. Drain old oil into suitable drain pan.
② Remove old oil filter. The oil filter is mounted near the top of converter housing above
transmission.
T R A N S A X L E
! Take special care when removing the filter to avoid oil remaining in filter from draining
onto floor. Loosen the filter using a filter wrench. Remove filter while holding a pad
of cloth or other absorbent material under the open end to absorb any excess oil that
may drain out of filter.
③ Install a new oil filter. Follow the installation instructions printed on filter.
! Always use genuine SAMSUNG parts
REFILLING THE TRANSAXLE
After drive axle and transmission housing has drained completely,

• Install drain plug.
• Loosen the oil level plug and fill the oil upto the plug hole.
• Start the engine and run at idle speed (700~800 rpm) in NEUTRAL for 2~3 minutes to prime
the converter and cooler lines.
20 • Recheck oil level with engine running at idle speed. [82~93°C (180~200°F)]
• Check for leaks at drain plug and oil filter.
01
4
SPECIFICATION
PRESSURE SPECIFICATION
• Regulator valve pressure : 1108~1451kPa (160~210 psi) @ 1800 rpm

Check Point : Oil supply line at converter
• Converter In/Lube Pressure : 176~314kPa (26~45 psi ) @ 1800 rpm
Check Point : Return from cooler
• Converter Safety Valve Pressure : 729~827kPa (105~120 psi) @
(Trans in NEUTRAL) 1800 rpm (Refefence only)
Check Point : None with line to cooler blocked
• Clutch Pressure : 1034kPa (150 psi) @
(Forward, Reverse applied) 700~800 rpm idle
Check Point : At control valve Normally 103kpa (15 psi) less than regulator
(1/8 NPTF) pressure 1000kpa (145 psi min)
• Clutch Pressure : Regulator pressure
(in NEUTRAL)
T R A N S A X L E
! NOTES
• All rpm’s noted are engine speed.
• All clutch pressures are at engine idle speed with clutch engaged, unless otherwise
noted.
• Oil at operating temperature 82~93°C (180~200°F)
• Refer to following illustrations for check point locations.
PRESSURE CHECK POINTS
20
01
5
T R A N S A X L E
SERVICE BRAKE ADJUSTMENT
20
01
6
PREPARATION
1. The service brakes on the transaxle may be adjusted from the inner side through the backing
plate (all models), or from the outer side through access openings in the wheel
hub/brake drum (later models).
2. Brake clearance is measured between brake shoe and drum, with brakes fully released.
Brake clearance : 0.255~0.304 mm (.010~.012 in)
! CAUTION : Be sure transmission directional control is in NEUTRAL and fork lift

prevented from moving when parking brake is released.
3. Release parking brake.
! IMPORTANT – Do not overtighten brakes.

It is very difficult to release the ratchet wheel pawl and back off adjustment of the
brake.
T R A N S A X L E
ADJUSTMENT AT BACKING PLATE
1. Remove the 4 dust plugs in brake backing plate.

2. Use a feeler (thickness) gauge to check the clearance between each shoe and drum. Use a
brake adjuster tool to rotate the adjuster ratchet wheel in the brake.
3. Use a screwdriver to push on and release the ratchet pawl when it is necessary to back off
adjustment (increase clearance) of the brake.
4. Carefully adjust clearance between brake shoes and drum to 0.255~0.304 mm (.010~.012 in)
measured at dust plug openings at outer sides of backing plate.
5. Replace the dust plugs in brake backing plate when adjustment is completed.
ADJUSTMENT AT WHEEL HUB
Openings in the wheel hub/brake drum have been provided for easier access to check and
adjust the service brakes from the outer side. Requires removal of drive wheel and tire assembly.
Some models may have only a slot for measuring brake clearance ; adjustment is made through
the plug openings on backing plate. Later models have a slot and circular opening for access
20
also to the adjuster. The opening is enclosed with a dust cover held in place by a single screw.
01
7
1. Remove wheel and tire assembly from wheel hub.
! WARNING–Pneumatic Tire Wheels

Before loosening wheel mounting bolts or nuts, release the air pressure from the tire.
Failure to release the air pressure from the tire can result in serious injury or death.
2. Remove dust cover from access opening in wheel hub/brake drum.

3. Use feeler (thickness) gauge to check the clearance between each shoe and drum. Use a
brake adjuster tool to rotate the adjuster ratchet wheel in the brake.
4. Use a tool with a hook to pull on and release the ratchet pawl when it is necessary to back
off adjustment (increase clearance) of the brake.
T R A N S A X L E
! IMPORTANT – Do not overtighten brakes.

It is very difficult to release the ratchet wheel pawl and back off adjustment of the
bake.
5. Carefully adjust clearance between brake shoes and drum to 0.255~0.304 mm (.010~.012 in)
measured at slot opening. Move slot by rotating brake drum to check clearance at the
illustrated position for each brake shoe. (20–01–6)
6. After adjusting brakes, install dust cover over access opening in the wheel hub.
7. Install wheel and tire assembly on the drive axle wheel hub.
8. Install wheel mounting lug nuts and tighten to spec : 637~718 Nm (471~531 lbf·ft)
20
01
8
T R A N S A X L E
PRECAUTION
• Before attempting any repairs or overhaul of this assembly, please read through the entire
disassembly and assembly procedures first.
! Cleanliness is of extreme importance in the repair and overhaul of this assembly.

• The exterior surface of the unit MUST be thoroughly cleaned of all dirt and foreign substances
to prevent contamination of the parts during disassembly and overhaul. Perform all disassembly
and assembly work in a clean area. Protect all components from dust and dirt while repairs
are being made.
• Keep all parts in order as disassembly progresses. Take care to properly identify each part
and its order of removal. If necessary, keep notes and put marking on parts using a
nondestructive marker such as a felt–tipped pen.
REMOVE AUXILIARY SUBASSEMBLIES

20
02
1
1. Remove torque converter assembly by carefully sliding it off the turbine (clutch) shaft and
stator support.
2. Disassemble converter drive plate and adaptor, as needed.
Remove the :
3. Oil filter
4. Charging pump
5. Oil supply line assembly
6. Transmission control valve assembly
T R A N S A X L E
WHEEL END
20
7
02
2
6 5 3
2 1
1. Loosen and remove the axle shaft fasteners.

2. Remove axle shaft.
3. Unbend (straighten) the lockplate tabs from the bolt heads of the wheel bearing retainer plate
fasteners.
4. Remove the bearing retainer plate fasteners.
5. Remove the lockplate, bearing retainer plate and wheel bearing shims.
6. Pull wheel hub out to loosen bearing (you may have to tap on hub or pry at brake backing
plate), remove outer wheel bearing, then remove the wheel hub/brake drum assembly with
inner wheel bearing and oil seal.
T R A N S A X L E
! IMPORTANT
This oil seal is a type that seals internally, and is lined with sealing compound on
the inner diameter that sticks and seals to the spindle.
Removing the wheel hub from the spindle breaks that seal. Replace with new seal
each time that the wheel hub is removed from wheel end housing.
20
02
3
7. Before removal of wheel end housing, mark the housing and the transmission case for
same–location matching at reassembly. Loosen and remove the housing bolts and washers.
8. Remove wheel end housing from transmission case.
9. If the differential bearing on the inner end of the wheel end housing is to be removed and
replaced, use a bearing puller, if necessary. Wire bearing shims to wheel end housing for
storage until reassembly.
10. Repeat procedures of Steps 1 through 9 for opposite wheel end disassembly.
11. Remove the differential assembly from transmission case.
T R A N S A X L E
BRAKE ASSEMBLY REMOVAL
Brake removal is optional for brake overhaul as necessary.
1. Remove the upper brake shoe return springs.

2. Remove lower return spring.
3. Remove brake shoe hold–down (guide)
springs.
20
02
4. Disconnect parking brake cable.
4
Remove the brake shoes.
5. Remove brake backing plate fasteners and
washers.
6. Remove backing plate and parking brake
cable assembly from wheel end housing.
7. Remove drive axle support and spacer from
wheel end housing.
T R A N S A X L E
SEPARATION OF CONVERTER HOUSING AND

ADAPTOR PLATE
20
1. Remove the fasteners and washers which mount the converter housing to transmission case 02
through the adaptor plate. 5
2. From other side, remove the bolts and washers which mount adaptor (spacer) plate to
converter housing.
3. Remove the clutch pressure–regulating valve assembly (also oil filter mounting base).
! IMPORTANT
Pry only at the dowel pins to remove adaptor plate. Dowel pins must be removed
before reassembly. See later instructions.
4. Separate converter housing from adaptor plate.

5. Remove impeller hub gear from stator support.
6. Remove pump drive idler gear and bearing, outer and inner thrust washers, and idler shaft.
7. Remove adaptor plate from transmission case.
T R A N S A X L E
STATOR SUPPORT REMOVAL FROM ADAPTOR

PLATE
1. The stator support is held in place by two

retaining rings, one on each side of the
adaptor plate.
20
2. To remove stator support :
02 – Remove front (converter end) retaining ring
6 from ring groove and move ring and impeller
gear thrust washer toward stator support
seal surface.
– Push stator support to the rear (towards
transmission side) far enough to expose rear
retainer ring.
– Remove rear retaining ring.
– From the front, pull stator support from
adaptor plate.
CLUTCH ASSEMBLY, IDLER GEAR & PINION

SHAFT REMOVAL
1. Move the reverse idler gear and clutch

assembly apart far enough to allow the idler
shaft to be pulled out of the inner bearing.
T R A N S A X L E
2. Remove the clutch assembly and reverse

idler shaft together.
3. Remove the turbine (clutch) shaft rear

bearing.
4. Remove the clutch shaft oil distributor
retaining set screw (internal hex) from valve
mounting base.
20
02
7
5. Remove the oil distributor. Note the recess

in distributor for retaining set screw.
6. Loosen and remove the pinion shaft nut.
Hold or block the pinion shaft with a brass
bar or similar soft material to prevent
turning.
7. Remove the pinion shaft outer bearing and
shims. Keep the shims with the bearing and
pinion shaft.
8. Remove output gear retaining ring from
pinion shaft (inside transmission case).
9 Remove output gear (move pinion shaft
away).
10. Remove pinion shaft and inner bearing
through differential housing.
11. If pinion bearings are to be replaced, drive the cups from the housing inside transmisson
case.
12. Remove inner pinion bearing cup and shims from differential side.
T R A N S A X L E
! Wire shims to transmission housing for storage until reassembly.

13. As required, remove oil suction (pickup) tube
assembly from transmission case.
CLUTCH DISASSEMBLY
(Forward & Reverse Clutch Procedure Are The Same)
20 • Reverse Clutch Disassembly Illustrated
02
8
1. Remove outer clutch hub gear thrust bearing and thrust washers, clutch hub gear, and inner
clutch hub thrust bearing and thrust washers.
2. Disassemble the two clutch gear bearings and spacer from internal bore of clutch gear hub.
3. Remove clutch disc end plate retainer ring and clutch disc end plate.
4. Remove inner and outer clutch discs.
5. Remove clutch return spring retainer ring.
6. Remove clutch return (release) springs (Belleville washers). Note assembly arrangement.
T R A N S A X L E
7. Remove clutch piston wear plate.

8. Remove clutch piston by turning clutch
upside down and tapping the shaft on a
block of wood.
9. Remove and discard clutch piston sealing
rings.
10. Repeat procedures, steps 1 through 9, for
forward clutch disassembly.
DIFFERENTIAL DISASSEMBLY
1. Use a small drift pin or rod to remove the

differential pinion pin, lock pin.
2. Remove the pinion pin. 20
02
9
3. Rotate the pinion gears and washers to

remove them from the differential housing.
T R A N S A X L E
ASSEMBLY
TRANSAXLE REASSEMBLY
20
03
1
1. Use Permatex and Loctite only where specified.

2. All lead–in chamfers for oil seals, piston ring grooves and O–rings must be smooth and free
from burrs. Inspect at assembly.
3. Lubricate all piston ring grooves, clutch plates and O–rings with oil before assembly.
4. Apply a thin coating of grease between seal lips of lip–type oil seals prior to assembly.
5. Apply a very light coating of Permatex No.2 to O.D. of all seals and hole plugs before
assembly.
6. Apply a light coating of Loctite # 592 to all uncoated pipe plugs.
7. After assembly of parts using Permatex or Loctite, there must not be any free or excess
material that could enter the oil system.
8. Brush light coating of Texaco 8570 or equivalent oil, on tapered bearings and bushing bores.
• Oil suction Tube

1. As required, install oil suction (pickup) tube
assembly in transmission case. Insert tube
end through housing opening, install seal on
tube, then pull tube with seal back into place.
See enlarged view (N) Install and tighten
mounting bolt.
T R A N S A X L E
ASSEMBLY
DIFFERENTIAL
Before reassembly, clean, inspect and lubricate all parts.
20
03 Loctite #277
2
1. Position the side gears and washers in the differential assembly.

2. Locate both pinion gears and washers on the side gears.
! The pinion gears must be located across from each other and then rotated into
position to align the holes in the pinions with the hole in the housing.
T R A N S A X L E
ASSEMBLY
3. Insert pinion pin (1) in the housing aligning the hole in the pin with the hole in the housing.
4. Install the pinion pin, lock pin (2).
5. If removed or replaced, install bearing cups in ends of differential carrier case.
6. If ring gear was removed or replaced, install the ring gear on differential. Apply Loctite # 277
to the ring gear capscrews and tighten to spec. : 176~191 Nm (130~141lbf·ft)
DIFFERENTIAL BEARING PRELOAD CHECK (PINION GEAR NOT

INSTALLED)
The purpose of this trial assembly is to determine the total combined shim pack thickness to
be installed under the differential carrier bearings when replacement (new) parts have been
installed. Later procedures for checking gear backlash and tooth contact are used to determine
the individual shim pack thickness to be installed under each bearing cup.
• No New Parts Installed
If all original parts are reused, use original shim
pack thickness and proceed to : Step 4
Pinion Gear Installation 20
• New Parts Installed 03
If differential carrier, carrier bearings, or wheel 3
end housings have been replac-ed (new), use
the following procedure :
1. Install the differential bearing shims and
tapered bearing cone on the wheel end
housing. Start with original shim pack
thickness.
! Force a small shop cloth or rag into the

differential side gears and pinions to
prevent them from turning.
2. Position the differential in the transmission

case.
T R A N S A X L E
ASSEMBLY
3. Mount wheel end housings to the

transmission case in position as marked at
disassembly. Be sure differential and bearing
cups are aligned with bearings on wheel end
housing. Install attaching bolts and washers
and tighten fully.
4. Temporarily install axle shaft into side gear of
the differential (with side gear blocked to
prevent turning)
5. Measure the differential bearing rolling–torque
preload with a torque wrench.
Correct preload
: 1.66~2.15 Nm (15~19 lbf·in)
! Remove wheel end housings, remove

bearing and add or remove differential
bearing shims behind bearing come to
20 obtain the proper preload torque.

Repeat above procedure.
03
4
6. After correct bearing preload is set, remove the axle shaft and wheel end housings.
7. Remove differential assembly.
Remove shop cloth that was used to block gears from turning.
PINION GEAR SHIMMING
PINION GEAR SHIMMING
NO REPLACEMENT OF GEARS OR HOUSINGS
If the ring and pinion gear or the transmission case was not replaced, use original shim pack
thickness and proceed to : Step 4 Pinion Gear Installation
TRANSMISSION HOUSING REPLACED
If the transmission case was replaced, the following procedure must be used to set the correct
ring gear and pinion contact :
T R A N S A X L E
ASSEMBLY
On the new transmission case, a dimension for

the case bore depth will be stamped on the
location shown in the illustration.
• Shim Pack Thickness Calculations :
The following conditions are used to calculate
the shim pack thickness to be installed.
A=nominal pinion mounting distance 149.86mm (5.9 in).
B=typical pinion mounting distance (which is etched
on the outer diameter of the ring gear).
C=case bore depth (stamped on the case).
D=nominal shim pack of 0.86mm (0.034 in)
E=final shim pack to be installed under the inner pinion bearing cup to position the pinion
shaft.
! If original shim pack is lost or must be replaced, use D=Nominal shim pack thickness
of 0.86mm (0.034 in). Check new shim pack dimension by measuring thickness.
Substitute new thickness for original (old) thickness where shown.
The following examples show calculations for determining the shim pack thickness to be installed
under the pinion inner bearing :
20
Unit : inch 03
5
Example 1
D .034 B 3.106 ( .041)
C +. 007 A – 3.100 (– .006)
E = ( .041 – .006) = ( .035)
Example 2
D .034 B 3.105 ( .032)
C –. 003 A – 3.100 (– .005)
E = ( .032 – .005) = ( .027)
Example 3
D .034 B 3.100 ( .037)
C +.002 A –3.095 (+.005)
E = ( .037 + .005) = ( .042)
Example 4
D .034 B 3.100 ( .032)
C –.002 A – 3.095 (+.005)
E = ( .032 + .005) = ( .037)
T R A N S A X L E
ASSEMBLY
a. If the case bore depth (stamped on case) has a “+” (plus) sign, add (C) to the nominal
shim pack (D).
b. If the case bore depth (stamped on case) has a “–” (minus) sign, subtract (C) from the
nominal shim pack (D).
c. If the nomial mounting distance 149.86 mm(5.9 in) is smaller than the mounting distance
etched on the ring gear, subtract (A) 149.86 mm (5.9in).
from (B) the etched mounting distance.
Subtract this answer from the answer of “D” and “C”. See examples 1 and 2.
d. If the mounting distance etched on the ring gear is smaller than the nominal mounting
dimension 149.86 mm(5.9 in), this difference is added to the answer of “D” and “C”. See
examples 3 and 4.
RING AND PINION GEAR REPLACED
If only the ring and pinion were changed, the following procedure is used :
• Shim Pack Thickness Calculations
20 Use a micrometer to measure the original shim pack thickness.
A. If the new pinion mounting distance (etched on ring gear) is larger than the pinion mounting
03 distance (etched on original ring gear), you must subtract the difference (see following
6 example) :
5.904 etched on new ring gear

– 5.901 etched on original ring gear
0.003 in. difference
0.031 original shim pack

– 0.003 difference
0.028 in. FINAL SHIM PACK (E)
B. If the new pinion mounting distance is smaller than the pinion mounting distance on the
original ring gear, you must add the difference (see following example)
5.905 etched on new ring gear

– 5.901 etched on original ring gear
0.004 in. difference
0.031 original shim pack

+ 0.004 difference
0.035 in. FINAL SHIM PACK (E)
T R A N S A X L E
ASSEMBLY
PINION GEAR INSTALLATION
20
1. Install the pinion inner bearing cup shim pack and bearing cup in the transmission case.
03
7
2. If outer bearing is removed or replaced, install outer pinion bearing cup in transmission case.
3. Assemble the inner pinion bearing on the pinion shaft.
4. Position the output gear in the case with the long hub of the gear outward as shown.
5. Position the pinion shaft and inner bearing into the case and through the output gear.
6. Install the output gear retainer ring on the pinion shaft. Be sure the retainer ring is fully
seated into the ring groove.
7. Assemble the outer bearing shims and outer pinion bearing on the pinion shaft. If a new
pinion shaft is used, a nominal shim pack of 1.575 mm (0.062 in). can be used initially.
8. Install the pinion shaft nut and tighten to spec : 271~339 Nm (200~250 lbf·ft). Hold or
block the pinion shaft with a brass bar or similar soft material to prevent the shaft from
turning.
9. With pinion shaft free to turn, use a torque wrench to measure the pinion shaft bearing
rolling–torque wrench to measure the pinion shaft bearing rolling–torque preload.
Correct preload: 0.8~1.6 Nm (7~15 lbf·ft).
! Remove pinion shaft nut and bearing and add or remove shims behind pinion shaft
outer bearing come to set correct bearing preload torque.
T R A N S A X L E
ASSEMBLY
TRIAL WHEEL END ASSEMBLY FOR RING & PINION GEAR CONTACT
AND BACKLASH CHECK (PINION GEAR & DIFFERENTIAL INSTALLED)
20 1. Position the differential assembly in the transmission case.

03 2. Assemble the wheel end housings on the transmission case as marked at disassembly. Align
8 with differential bearings.
3. Install the wheel end housing bolts and washers. Tighten bolts to spec :
109~120 Nm (80~88 lbf·ft)
CHECK RING AND PINION GEAR BACKLASH.
Open the inspection cover on the top of the

differential case. Set up and position a dial
indicator on a ring gear tooth to check the ring
gear to pinion backlash. Hold pinion, move ring
gear within backlash freeplay range several times.
Backlash should be measured at 3 places
minimum around the ring gear (rotate ring gear).
The backlash must be as indicated on the outer
diameter of the ring gear as “BL”.
To set the correct backlash, shims behind the
tapered bearings on the wheel end housings are
removed from one side and added to the other.
Remove the wheel end housings, remove bearings and move shims.
Repeat above assembly and checking procedure.
T R A N S A X L E
ASSEMBLY
CHECK RING AND PINION GEAR TOOTH BEARING CONTACT PATTERN.
To check the ring gear and pinion for proper

tooth contact pattern (correct position), apply a
coating of gear checking compound, e.g., red
lead, to the ring gear teeth. Rotate the ring and
pinion gears through a minimum of one
revolution. Apply a load (hold by hand) to the
gears as they are turned. When the ring gear
is turned, the compound is squeezed away by
the contact action of the teeth, leaving bare
areas that are the exact shape, size and area
of the tooth contact pattern.
Check the tooth contact area on the drive (convex) side of the ring gear teeth. See figure above
for typical correct tooth contact pattern. If the tooth contact is not as shown, recheck the pinion
mounting procedure and also the ring and pinion backlash reading. Disassemble the parts, add
or remove, or move shims as needed to adjust pinion or ring gear position and backlash and
recheck.
20
! IMPORTANT 03
Each time the ring gear or pinion is moved, the backlash and the bearing preloads 9
must be checked and reset as needed.
T R A N S A X L E
ASSEMBLY
WHEEL END FINAL ASSEMBLY
20
03
10
Before final assembly, clean and lubricate all parts thoroughly.

After the correct ring gear and pinion backlash and tooth contact is set :
1. Remove both wheel end housings and apply a film of Loctite #515 to the flange on housing.
Spread the material evenly on the flange around the bolt holes.
2. Position the wheel ends on transmission case.
Be sure differential bearings are aligned and fitted correctly.
3. Apply a thread locking compound, e.g., Loctite #277 as follows :
• On bolts, capscrews and studs (anchor end), apply compound on the female threaded
component part.
• On nuts, apply compound to the male thread of mating fastener.
• Apply compound to coat the full length and circumference of thread engagement.
• Remove excess compound from mating parts after fastener installation.
4. Install the wheel end housings to transmission case.
Install washers and mounting bolts. Tighten bolts to spec :
109~120 Nm (80~88 lbf·ft)
5. If brakes were removed, install drive axle mounting support and spacer on each axle end.
T R A N S A X L E
ASSEMBLY
INSTALL BRAKE ASSEMBLIES (AS REQUIRED)
1. Insert parking brake cable (through the opening noted at disassemly) in the brake backing
plate.
2. Install backing plate over (5) studs with washers and nuts. Install one (1) capscrew and washer
20
per brake, located closest to parking brake cable connection. 03
3. Tighten the fasteners in the sequence shown to spec : 11
156~174 Nm (115~129 lbf·ft)
4. Connect parking brake cable to the notch in
the brake cam.
5. Assemble the brake shoes and hold–down
springs on backing plate.
6. Install lower return spring.
7. Install upper return springs.
! For brake adjustment, refer to brake

adjustment procedure.
WHEEL HUB ASSEMBLY
1. Install the outer and inner bearing cups.

2. Position inner tapered bearing in bearing cup.
3. Apply a very light coating of Loctite #515 to
outer diameter of a new wheel hub oil seal
and install seal in wheel hub.
! A special driver, Chicago Rawhide part

No. 448–5, is used to install the wheel
hub oil seal.
T R A N S A X L E
ASSEMBLY
! IMPORTANT
It is mandatory to replace the wheel hub oil seal whenever the hub is removed from
spindle. This oil seal is a type that seals internally, and is lined with sealing compound
on the inner diameter that sticks and seals to the spindle. Removing the wheel hub
from the spindle breaks that seal.
The seal cannot be reused.
4. Position wheel hub assembly on the wheel end spindle. Be careful when sliding oil seal
onto wheel end housing. Support the wheel hub to avoid seal dragging over spindle.
5. Install wheel hub outer tapered bearing.
6. Install wheel bearing shims, retainer plate, retainer lockplate and capscrews.
20
03
12
7. Tighten bearing retainer capscrews to spec : 16~22 Nm (12~16 lbf·ft)

8. Use a dial indicator to check bearing endplay.
Correct endplay = 0.013~0.076 mm (0.0005~0.003 in)
Add or subtract shims under bearing retainer plate to obtain the correct end play.
9. When end play is correct, bend the tabs of the lock plate against the capscrew heads to
lock them.
10. Apply a film of Loctite #515 to the axle shaft flange. Spread evenly around the bolt holes.
11. Apply Loctite #515 to threaded holes in the wheel hub.
12. Install axle shaft in wheel end. Rotate shaft to align axle shaft splines with side gears in
differential.
13. Install axle shaft mounting screws. Tighten to spec : 109~120 Nm (80~88 lbf·ft)
T R A N S A X L E
ASSEMBLY
CLUTCH ASSEMBLY
Forward clutch reassembly is the same as reverse clutch (shown). 20

! Before reassembly, clean, inspect and lubricate all parts with a light layer of engine
oil. 03
13
1. Install new clutch piston inner and outer oil seal rings in piston grooves.
See figure above.
! The rings must be sized before piston installation onto shaft and into the clutch drum :
• Sizing is best accomplished by rotating the piston while holding a round object against
the new seal rings.
• Rotate the piston until the seal rings are sized flush with the inner and outer diameters
of the piston.
2. Install clutch piston over turbine (clutch) shaft and into clutch drum.
3. Install clutch piston wear plate (flange towards piston).
4. Install piston return springs (Belleville washers).
Install first washer with large diameter of bevel toward wear plate.
Alternate five (5) washers.
5. Position return spring retainer ring on clutch shaft. Start ring on shaft with snap ring pliers.
6. Install retainer ring using a sleeve with the
proper inner diameter to fit over shaft and
against retainer ring. A sharp blow with a
soft hammer will compress springs and
seat retainer ring. Be sure ring is seated
fully in position in ring groove.
T R A N S A X L E
ASSEMBLY
7. Install the first outer (steel) clutch disc against clutch piston. Next, install first inner (friction)
clutch disc. Alternate outer and inner discs to install a total of 6 outer steel plates and 6
inner friction plates.
8. Install clutch disc end plate.
9. Install end plate retainer ring.
10. Check clutch disc clearance.
! Both clutch packs (Forward and Reverse) must be checked for clutch disc clearance :
• Stand the clutch assembly on end. The clutch discs on the bottom will fall to the end plate.
• Measure the distance between the clutch piston and the first steel disc by inserting a feeler
gauge through the slots in the clutch drum.
• Required clearance is 1.22~2.66 mm (.048~.105 in)
• If clearance is greater than 2.66 mm (.105 in), add one steel disc under the end plate.
11. Install inner clutch gear thrust bearing set (thrust bearing between 2 thrust washers).
12. Assemble clutch gear bearing (spacer between bearings) into clutch gear hub.
13. Install clutch gear into clutch assembly by aligning the clutch hub teeth with the clutch inner
20 discs. Be sure the clutch hub is fully in position in the clutch assembly. Do not force this
operation.
14. Install outer clutch gear thrust bearing set, with thurst bearing between thrust washers,
03 against clutch gear.
14 15. Repeat assembly procedures, steps 1 through 14, for forward clutch.
16. After forward clutch is assembled, install
new oil distributor seal rings on clutch shaft.
Apply grease to rings to facilitate assembly
into oil distributor.
T R A N S A X L E
ASSEMBLY
STATOR SUPPORT
1. Install the turbine shaft bushing and clutch outer pilot bearing into stator support. Press the
bushing to the specified depth.
2. Install stator support assembly in adaptor plate (Reverse of disassembly procedure) : 20
• Assemble front retainer ring on stator support but do not install in front ring 03
groove ; temporarily position it beyond the groove to the forward end of the rear spline.
15
Position the impeller hub gear thurst washer on stator support and against retainer ring.
• From the front, assemble stator support into spacer plate. Push stator support through plate
until rear retainer ring groove is exposed. Install rear retainer ring.
• Push stator support toward the front until rear ring shoulders against spacer plate.
• Push thrust washer back against plate and install front retainer ring in groove.
T R A N S A X L E
ASSEMBLY
TRANSMISSION ASSEMBLY
20 1. Install the clutch shaft oil distributor in transmission case with the recess in the distributor
03 lined up with retaining set screw hole in valve housing pad.
2. Install the oil distributor retaining set screw.
16
3. Install turbine (clutch) shaft inner (rear) bearing.
4. Install reverse idler shaft inner (rear) bearing.
T R A N S A X L E
ASSEMBLY
5. Install clutch and idler gear shafts. The forward and reverse clutch assembly and the reverse
idler gear must be assembled in the transmission case together. Carefully move and align
the clutch shaft oil seal rings through the rear bearing and into the oil distributor. Be sure
the reverse idler is fully installed in the inner bearing.
6. Install adaptor plate on transmission case.
• Remove dowel pins from adaptor plate.
• Install (position) a new transmission to
adaptor plate gasket on the transmission
case.
• Carefully align the adaptor plate over the
turbine (clutch) shaft and on the transmission
case.
• Tap adaptor plate into position tight against
the transmission case. Install the dowel pins
to hold plate in position.
! Dowel pins should project 1/4″ out of adaptor plate for installation into converter
housing.
7. Turn the pinion shaft (using the nut) and the

20
turbine shaft to check if the unit is binding.
If both shafts turn freely with spacer plate 03
tight against transmission case, proper 17
assembly is completed.
If binding is detected, the unit must be
disassembled and reassembled.
8. Install impeller hub gear on stator support.
9. Install pump idler shaft in spacer plate.

Install idler gear inner thrust washer.
10. Install pump drive idler gear and bearing on

idler shaft. Install idler gear outer thrust
washer.
T R A N S A X L E
ASSEMBLY
11. Install the converter bearing and impeller

hub oil seal in converter housing, as
illustrated. Apply a thin coat of grease
between seal lips prior to further assembly.
12. Install (position) a new spacer plate to

converter housing gasket on the spacer
plate.
13. Install converter housing on adaptor plate (fit
over dowels) and to transmission case. Be
20 careful not to damage converter housing oil

seal when moving over the stator support.
14. Install adaptor plate to converter housing
03 and converter housing to transmission
18 housing attaching screws and lock–washers.
Tighten to torque spec :
30~33 Nm (22~25 lbf·ft)
15. Install oil pressure regulator valve sleeve

assembly through the spacer plate and into
converter housing. Tighten regulator sleeve
to spec : 60~67 Nm (44~50 lbf·ft)
16. Install oil filter on regulator sleeve as per
instructions on filter.
17. Install charging pump with attaching bolts

and washers and tighten to spec :
16~22 Nm (12~16 lbf·ft)
T R A N S A X L E
ASSEMBLY
18. Install control valve assembly to transmission

case with attaching bolts and washers and
tighten to spec :
16~22 Nm (12~16 lbf·ft)
19. Install oil supply tube assembly.
20. Install torque converter assembly by sliding

onto stator support.
Carefully align splines with stator and
impeller hub gear. Again use care not to
damage converter housing oil seal.
20
03
19
T R A N S A X L E
ASSEMBLY
! Two dimples 180° apart in backing ring must be out (toward the engine flywheel).
Install capscrews and washers. 35~39 N·m (26~29 lbf·ft)
TRANSMISSION TO ENGINE INSTALLATION PROCEDURE
Remove all burrs from flywheel mounting face

and nose pilot bore. Clean drive plate surface
with solvent.
Check engine flywheel & housing for conformance
to standard SAE No. 3 per SAE J927 and J1033
tolerance specifications for pilot bore size, pilot
bore runout and mounting face flatness.
Measure and record engine crankshaft end play.
Install two 63.500 mm (2.5in) long transmission to
flywheel housing guide studs in the engine
flywheel housing as shown.
Rotate the engine flywheel to align a drive plate
20 mounting screw hole with the flywheel housing

access hole.
Rotate the transmission torque converter to align
03 the locating stud in the drive plate with the
20 flywheel drive plate mounting screw hole
positioned in step No. 3. Locate transmission on
flywheel housing.
Aligning drive plate to flywheel and transmission to flywheel housing guide studs, install
transmission to flywheel housing screws. Tighten screws to specified torque. Remove transmission
to engine guide studs. Install remaining screws and tighten to specified torque.
STEERING SYSTEM 30
• 30 – 01 FUNCTION AND MAINTENANCE

– Outline
– Operating principle during left/right turn
– Steering unit
– Operation
– Troubleshooting table
• 30 – 02 DISASSEMBLY AND ASSEMBLY

– Steering unit
– Priority valve
S T E E R I N G S Y S T E M
FUNCTION AND MAINTENANCE
OUTLINE
30
• The oil from hydraulic tank (6) is sent to priority valve (2) by steering pump (5). 01
• When the steering wheel is turned ; the movement is transmitted via the steering columm shaft 1
to steering unit (1), which activates priority valve (2).
• The distribution of the oil flow through the priority valve is controlled by the “LS” signal from
the steering unit.
• The oil flow necessary for steering flows through priority valve “CF” port to the steering unit
then to the steering cylinder.
The oil not required for the steering, flows to the main control valve through “EF” port of the
priority valve.
• When the steering wheel is not operated all the oil from steering pump (5) flows to the main
control valve, except for 0.5 l /min. which flows to the steering unit to provide an immediate
response when the steering wheel is operated.
NEUTRAL POSITION
• When the steering wheel is not operated, the neutral position spring of steering unit (1) return
the sleeve to a neutral position in relation to the spool. The spool is centered on the pin
secured in the sleeve.
• Under this condition oil from steering pump (5) flows to “P” port of priority valve (2).
Since the ports to the steering cylinders are closed in steering unit (1) pilot pressure “PP”
signals priority valve (2) and all the oil (except for 0.5 l /min.) from the steering pump flows
through the “EF” port to the main control valve.
OPERATING PRINCIPLE DURING LEFT/RIGHT TURN
• When the steering wheel is turned left/right, the spool within steering unit (1) spline–fitted to
the steering column shaft will rotate in a left/right–hand direction.
• Oil from steering pump (5) flows to “P” port of priority valve (2). The position of the valve spool
is determined when the pressure difference between the front and rear orifices is balanced with
the spool spring force.
• The high pressure oil flows through “CF” port of the priority valve to steering unit (1). The flow
is directed through the steering unit to the steering cylinder according to the rotational direction
of the steering wheel. Oil flow to the steering cylinder is in proportion to the angular rotation
of the steering wheel.
• Return oil from the left/right cylinder chamber flows through “T” port of the steering unit to
tank.
• The progression of this operation articulates the machine in the desired direction.
30
01
2
STEERING UNIT
CONSTRUCTION
30
01
3
1. Steering Column 7. Cardan shaft

2. Neutral position springs 8. Stator
3. Housing 9. Rotor
4. Check valve 10. Pin
5. Spool 11. Gerotor
6. Sleeve
FUNCTION
Breakdown of functions according to sub–assembly
ROTARY VALVE BANK
• Three positions : Neutral Position

Right hand feed position
Left hand feed position
• In neutral position it has the following function
– Lock steering cylinder power supply (no reaction)
– Lock steering unit set power supply
• In feed position (right or left hand)
– It directs the oil from the pump to the gerotor set.
– It directs the oil from gerotor set towards the steering cylinder and the cylinder return flow
towards the tank.
GEROTOR SET
• Delivers an oil flow proportional to steering wheel turning motion.
30 • Ensures steering hydraulic servo–assistance.

• Functions as a hand pump when the pump has no flow (safety), however steering wheel
operating force is very heavy.
01 Operation of the rotary valve bank is connected to the gerotor set by the cardan shaft. Each
4 of these components fulfils specific functions which are put into motion by turning the steering
wheel.
DESCRIPTION
The steering unit device consists of a rotary valve bank spool (5), sleeve (6) and gerotor set (8),
(9) flanged to main housing (3).
The steering column (1) drives spool (5) ; inside sleeve (6) and these two parts turn at ± 8° in
relation to each other.
These parts are positioned at an angle by means of neutral position springs (2). When the
steering wheel is not turned (Neutral position), the springs return the sleeve to a neutral position
in relation to the spool.
The cardan shaft (7) is intergral with sleeve (6) by pin (10) with stator (8) and rotor (9).
Steering check valve (4) enables the steering cylinder return flow to be reinjected direct for power
supplying the device (closed circuit).
During normal operation the valve is closed.
OPERATION
RIGHT–HAND TURNING
When the steering wheel is turned, selector

spool (5) turns in relation to feed sleeve (6) ;
pin (10) which is tightly secured in sleeve (6),
goes through spool (5) via a hole with a
diameter larger than that of the pin.
This enables the spool to rotate on either side
by 8°. As a result of this, the cylinder feed lines
open progressively, the return ports to the tank
close and the oil is directed towards gerotor
set (11) which directs the oil towards the steering
cylinder. The volume of fluid discharged is in
direct proportion to the angular movement of the
steering wheel. As from 8° the spool and sleeve
turn at the same speed and constitute a follow-
up system.
If the steering is no longer activated, the center-
ing springs push feed sleeve (6) to a neutral
position. The oil from the pump is once again
30
channelled towards the tank and the cylinder
01
chambers are locked.
5
NEUTRAL POSITION
The spool and sleeve are centered in relation to

each other by the springs. Aligned ports channel
the oil from the pump to the tank (centre open).
The cylinder ports are closed (no reaction), so if
the steering axle strikes an obstacle, no repercu-
ssions are felt at the steering wheel.
MANUAL CONTROL
As soon as an operating fault arises upstream

of the device (engine shut–down during travel,
damage to component, burst pipe), the gerotor
set is automatically converted to a manual
emergency pump which ensures closed circuit
power–supply of the steering cylinder.
When the steering wheel is turned, the selector spool turns too. When it reaches 8°, the pin
drives the feed sleeve and the gerotor set by means of the cardan shaft. Under these conditions,
the steering unit operates as a manual pump and discharges the oil towards the steering cylinder.
Pressure depends on the torque exerted by the operator on the steering wheel.
TIMING GEROTOR ASSY.
• Before disassembling for checking, mark the position of the various components.
• When reassembling :
– Position feed ports facing you.
– Mount the gears (1–2) so that the position of one of the rotor (1) teeth (4) corresponds to
that shown in relation to the slot of the cardan shaft (3).
If this timing is not observed, steering tends to turn automatically in the reverse direction to that
of the steering wheel (operates as a motor).
30
01
6
CHECKING AND ADJUSTING RELIEF PRESSURE
The steering system relief pressure is adjusted by the relief valve in the steering unit specification
92 kgf/cm2 (1308 psi). If the relief pressure setting is higher than specification it can cause defects
of the hydraulic hoses, tear the steering cylinder seal, and cause damage to the steering shaft
link. If the relief pressure setting is lower than specification, force excessive is required to turn
the steering wheel.
CHECK
! Loosen the oil filler cap on the hydraulic tank and operate the steering wheel several
times to release the pressure in the hydraulic circuit.
1. Engage the parking brake and put the transmission into neutral.
2. Block the driving wheels.
3. Remove the plug (PT 1/8″) from the fitting on the steering cylinder.
4. Install the hydraulic pressure gauge 0~350kg/cm2(0~5000psi)
5. Start the engine and run at high idle.
6. Turn the steering wheel and measure the pressure when the relief valve is actuated.
ADJUSTMENT
30
1. Remove plug
01
7
2. Adjust the pressure.

– Specification : 90~95 kgf/cm2 (1280~1351 psi)
– To increase : turn clockwise
– To decrease : turn counter–clockwise
TROUBLESHOOTING TABLE
Steering systems with load sensing
Fault Possible cause Remedy
Steering wheel is heavy • Insufficient oil pressure. • Check the oil pressure.
to turn ① pump drive defective. ① Replace pump drive.
② Pump is worn out. ② Replace pump.
• Pressure relief valve is stuck in • Repair or clean pressure relief

open position or setting pressure valve. Adjust the valve to the
is too low. correct pressure.
• Priority valve spool stuck. • Clean or replace valve.
• Too much friction in the mechan- • Grease/repair axle knuckle pins,

ical parts of the steering system. steering cylinder pins, steering
column bearings.
Check the hydraulic cylinder for
malfunction.
Constant steering • Leaf springs without spring force • Replace leaf springs.
30 is necessary for
straight travel.
(“Snake–like driving”)
or broken.
• Spring in relief valve broken.
• Gerotor assy worn.
• Replace relief valve.
• Replace gerotor assy.
01 • Cylinder scored or piston seals • Replace defective parts.
8 worn.
Neutral position of • Steering column and steering unit • Align the steering column with
steering wheel out of alignment. steering unit.
can not be obtained, • Too little or no end play between • Adjust the end play and if
i.e. there is a steering column and steering unit necessary, shorten the splined
tendency towards input shaft. shaft.
“motoring”. • Pinching between inner and outer • Dismantle the steering unit and
spools. repair as required.
“Motoring” effect. The • Leaf springs are stuck or broken • Replace leaf springs.
steering wheel can turn and therefore have reduced
on its own. spring force. • Dismantle the steering unit and
• Inner and outer spools sticking clean/repair as required
possibly due to dirt.
Backlash • Cardan shaft fork worn or • Replace cardan springs.

broken.
• Leaf springs without spring force • Replace leaf springs.
or broken.
• Worn splines on the steering • Replace steering
column. column/shaft.
Shimmy–abnormal • Air in the steering cylinder.

• Bleed steering system, remedy
vibration of steering
cause of air ingression.
wheel. • Worn axle knuckles or steering
• Replace worn parts.
cylinder pins.
• Leaking relief valve and antica-
• Repair/replace relief valve
vitation valves or broken valve
anticavitation valves.
springs.
Replace the springs.
Steering wheel can be • Oil is needed in the tank.

• Fill with clean oil and bleed the
turned continuously
system.
without articulating the • Steering cylinder worn.
• Replace or repair cylinder.
steering axle wheels. • Gerotor set worn.
• Replace gerotor set.
• Spacer across cardan shaft
• Install spacer.
missing.
Steering wheel can be • One or both anticavitation valves

• Clean or replace defective valves.
turned slowly in one or leaking.
both direction without • Relief valve leaking.
• Clean or replace defective valve.
articulating the axle
wheels.
Steering is too slow • Insufficient oil supply to steering

30
• Replace pump.
and heavy when trying unit, pump defective. 01
to turn quickly. • Relief valve setting too low. 9
• Adjust valve to correct setting.
• Relief valve sticking owing to dirt.
• Clean the valve.
• Check valve in emergency steer-
• Clean or replace the check valve.
ing unit stuck open allowing
pressure to return to tank.
(if equipped)
• Correct setting as shown in

Heavy kick–back in • Incorrect setting of cardan shaft
service manual.
steering wheel in both and gerotor set.
directions.
• Reverse the hoses.

Turning the steering • Hydraulic hoses for the steering
wheel articulates the cylinders have been interchanged.
• Reassemble correctly
axle wheels in the • Incorrect assembly of cardan
opposite direction. shaft and gerotor.
• Check pump flow.

Hard point when start- • Pump output low.
• Inspect relief valves and adjust.
ing to turn the steering • Relief valve set pressure to low.
Replace the valves if defective
wheel.
• Cross–over relief valve set
pressure to low. (if equipped)
• Clean spool orifice.
• Priority valve spool orifice blocked.
• Let motor run until oil is warm.
• Oil is too thick (cold).
Leakage at either input • Shaft defective • Replace shaft seal, see service
shaft, end cover, manual.
gerotor set, housing or • Screws loose. • Tighten screws (3±0.3 kgf·m).
ports. • Washers or O–rings • Replace washers or O–rings.
defective.
30
01
10
DISASSEMBLY AND ASSEMBLY
STEERING UNIT
TOOLS
Holding tool
Assembly tool for O–ring and kin–ring
30
02
1
Assembly tool for cardan shaft
Assembly tool for dust seal
Torque wrench 0~7 kgf·m (0~50 lbf·ft)

13mm socket (12 point)
6,8 and 12 mm hexagon sockets
12 mm screwdriver
2 mm screwdriver
13 mm ring spanner
30 6, 8 and 12 mm hexagon L wrench

Plastic hammer
Tweezers
02
2
The tools listed above are not available from SAMSUNG.
DISASSEMBLY
In repair keep all parts clean. Be sure the

steering unit is thoroughly cleaned and free of
dirt and debris prior to disassembly.
Place the steering unit in the holing tool and

remove the screws in the end cover (6–plus one
special screw).
Remove the end cover, sideways.
30
02
3
Lift the gerotor set (with spacer if fitted) off the

unit. Take out the two O–rings.
Remove cardan shaft.
Remove distributor plate.
Screw out the threaded bushing over the check

valve.
30
02
4
Remove O–ring.
Shake out the check valve ball (φ 8 mm)

Shake out the two anticavitation check valve
balls. (if equipped)
Take care to keep the cross pin in the sleeve

and spool horizontal.
The pin can be seen through the open end of
the spool. Press the spool inwards and the
sleeve, ring, bearing races and needle bearing
will be pushed out of the housing together.
Take the ring, bearing races and needle bearing

from sleeve and spool. The outer (thin) bearing
race can sometimes “stick” in the housing, there-
fore check that it has come out.
30
02
Press out the cross pin. Use the special screw
5
from the end cover.
A small mark has been made with a pumice

stone on both the spool and sleeve close to one
of the slots for the neutral position springs (see
drawing)
If the mark is not visible, remember to leave a

mark of your own on the sleeve and spool
before the neutral position springs are
disassembled.
Carefully press the spool out of the sleeve.
Press the neutral position springs out of their

slots in the spool.
30
02
Remove dust seal and O–ring / kin–ring.
6
Screw out the plug using an 8 mm hexagon

L wrench.
Remove seal washers.
Unscrew the relief set screw using an 8 mm

hexagon L wrench.
Shake out the spring and piston. The valve seat

is bonded into the housing and cannot be
removed.
30
02
7
The pressure relief valve is now disassembled.
ASSEMBLY
Before assembly clean all parts very carefully, replace all seals and O–rings, and lubricate all
parts with hydraulic oil.
ASSEMBLE SPOOL AND SLEEVE.
When assembling spool and sleeve only one of two possible ways of positioning the spring slots
is correct. There are three slots in the spool and three holes in the sleeve in the end of the
spool/sleeve opposite to the end with spring slots. Place the slots and holes opposite each other
so that parts of the holes in the sleeve are visible through the slots in the spool.
Place the two flat neutral position springs in the

slot.
Place the curved springs between the flat ones
and press them into place.
30
02
8
Line up the spring set.
Guide the spool into the sleeve.

Make sure that spool and sleeve are placed
correctly in relation to each other.
Press the spring together and push the neutral

position springs into place in the sleeve.
Line up the springs and center them.
30
02
9
Guide the ring down over the sleeve.
! The ring should be able to rotate free of

the springs.
'
Fit the cross pin into the spool/sleeve.
Fit bearing races and needle bearing as

illustrated.
ASSEMBLY PATTERN FOR STANDARD BEARINGS
2 1. Outer bearing race

2. Needle bearing
3 3. Inner bearing race ∗ (thicker)
4. Spool
5. Sleeve
30 4
02 5
10
Turn the steering unit until the bore is horizontal.

Guide the outer part of the assembly tool into
the bore for the spool/sleeve.
Grease O–ring and kin–ring with hydraulic oil

and place them on the tool.
Hold the outer part of the assembly tool in the

bottom of the steering unit housing and guide
the inner part of the tool completely to the
bottom.
Press and turn the O–ring / kin–ring into position

in the housing.
30
02
11
Draw the inner and outer parts of the assembly
tool out of the steering unit bore, leaving the
guide from the inner part in the bore.
With a light turning movement, guide the spool

and sleeve into the bore.
! Fit the spool set holding the cross pin

horizontal.
The spool set will push out the assembly tool

guide. The O–ring and kin–ring are now in
position.
Turn the steering unit until the bore is vertical

again. Put the check valve ball into the hole
indicated by the arrow.
30
02
12
Screw the threaded bushing lightly into the
check valve bore. The top of the bush must lie
just below the surface of the housing.
Grease the O–ring with mineral oil approx.

viscosity 500 cSt at 20°C.
Place the distributor plate so that the channel

holes match the holes in the housing.
Guide the cardan shaft down into the bore so

that the slot is parallel with the connection
flange.
30
02
13
Place the cardan shaft as shown so that it is
held in position by the mounting fork.
Grease the two O–ring with mineral oil approx.

viscosity 500 cSt 20 °C and place them in the
two grooves in the gerotor assy.
Fit the gerotor assembly on the cardan shaft.
! Fit the rotor and cardan shaft so that a

tooth base in the rotor is positioned in
relation to the shaft slot as shown. Turn
the stator so that the seven through
holes match the holes in the housing.
Fit the spacer, if any.
30
02 Place the end cover in position.
14
Fit the special screw with washer and place it

in the hole shown.
Fit the six screws with washers and insert them.

Cross–tighten all the screws in several stages.
3.0±0.3 kgf·m (22±2 lbf·ft)
Place the dust seal ring in the housing.

The dust seal ring must be placed only after the
pressure relief valve has been fitted.
30
02
15
Fit the dust seal ring in the housing using

special tool and a plastic hammer.
Press the plastic plugs into the connection ports.

Do NOT use a hammer.
30
02
16
Fit the piston.
Fit the spring.
Screw in the relief screw with an 8 mm hexagon

L wrench. Adjust the pressure setting on a test
bench or in the vehicle.
Install the plug with dust seal into the housing

using an 8 mm hexagon L wrench.
5.1±1 kgf·m (37±7 lbf·ft)
30
02
17
PRIORITY VALVE
TOOLS
Torgue wrench
Hexagon Allen socket 8 mm
Hexagon socket (12 point) 22 mm
Open–end spanner 22 mm
Nylon pin
Allen wrench 8 mm
These tools are not available from SAMSUNG.
DISASSEMBLY
30 Screw out the PP plug using the 8 mm hexagon

Allen wrench. Remove the seal ring (alu.)
02
18
Loosen the LS plug using the 22 mm open–end

spanner.
Pull out the plug with seal ring (alu.) and spring.
Press out the spool using the nylon pin.
30
02
19
CLEANING
Clean all parts carefully in cleaning solvent.
INSPECTION AND REPLACEMENT
Check all parts carefully and make any replacements necessary. All seal rings must be replaced.
LUBRICATION
Before assembly, lubricate all parts with hydraulic oil.
ASSEMBLY
Guide the spool into the bore. Use the nylon pin
to center the spool in the bore.
Put in the PP plug. Remember seal ring.
30
02
20
Guide the spring and LS plug into the bore.
Remember seal ring.
Tighten the LS plug with a torque wrench using

a 22 mm hexagon socket.
: 5±1 kgf·m (36±7 lbf·ft)
Tighten the PP plug with a torque wrench using

a 8 mm hexagon Allen socket.
: 5±1 kgf·m (36±7 lbf·ft)
30
02
21
BRAKE SYSTEM 40
• 40 – 01 BRAKE AND INCHING SYSTEM

– General
– Brake / Inching bleeding
– Disassembly and assembly
B R A K E S Y S T E M
BRAKE AND INCHING SYSTEM
GENERAL
The fork lift is equipped with a manual brake system and an inching system consisting of two
master cylinders and dual pedals. One master cylinder is for the service brakes, and the other
master cylinder operates the inching control valve for the powershift transmission. The service
brakes are the drum and shoe type mounted on the driving axle.
The parking brake is the mechanical lever and cable type connected to the service brakes.
The pedals are mounted on a common shaft and the inching pedal interlocks with the brake
pedal. The first portion of the inching pedal stroke operates the inching control valve for the
power shift transmission to vary the directional clutch pack pressure so that the travel speed
and lift speed can be independent ; then the remaining stroke operates the brake master cylinder.
The purpose of bleeding the brake system is to remove any air trapped in the brake circuit,
which can cause spongy brakes and brake fading.
BRAKE/INCHING BLEEDING :
PRECAUTIONS
• Do not mix different types and brands of brake fluid.

• Do not use brake fluid that is contaminated in any way.
• Do not use brake fluid that is cloudy, opaque, an emulsion, separated into layers, or that
contains any moisture.
• Store brake fluid in original container and keep air tight.
40
• Clean off brake fluid containers before opening.
• Do not reuse brake fluid containers for any other purpose.
01
1
• Never reuse brake fluid once it has entered any brake system.
• Use only new brake fluid for bleeding and cleaning of brake/inching system parts.
• Clean off the reservoir before removing cap.
• Do not open the reservoir in a dusty area or where snow, rain, etc., can enter the fluid.
• Clean off the reservoir before removing cap.
• Do not open the reservoirs in a dusty area or where snow, rain, etc., can enter the fluid.
• Clean off bleeder screws before bleeding brakes.
• Before bleeding, make all necessary repairs on lines, hoses, cylinders, etc.
• Flush the entire brake system if the fluid in the master cylinders looks dirty, cloudy, or
emulsified, separated into layers, or if it contains any foreign liquid.
! CAUTION :
Do all brake/inching bleeding with the ENGINE OFF.
ADJUSTMENT
BRAKE PEDAL AND INCHING PEDAL (CLUTCH PEDAL)
• Recommended height and free play of the

brake pedal and inching pedal.
Freeplay
4~6 mm
(0.157~0.236 in)
137~142mm (5.40~5.60 in)
! CAUTION :
Incorrect pedal stroke adjustment can cause transmission overheating.
1. Block the wheels and release the parking brake.

2. Fully depress the inching pedal to maximum stroke.
3. Put the transmission directional control lever in neutral position.
4. Accelerate the engine RPM to maximum.
5. Shift the directional control lever to Forward. If the engine RPM decreases, the inching
pedal stroke must be adjusted.
! Be prepared for the vehicle to move!

40 6. Turn the start key to “OFF”, apply the parking brake, and adjust the pedal stop bolt(A,B)
about 6mm. Start the engined and repeat above procedure.
01 If the engined RPM decreased, check the inching valve for the transmission.
2
PARKING BRAKE
The parking brake is operated by the mechanical

force of the toggle type parking brake lever.
• Check if the parking brake works properly when
you apply and release repeatedly.
• Recommended applying force range :
15~30 kgf (33~66 lbf)
SERVICE BRAKES
! CAUTION :
Use SAE DOT–3 brake fluid in the brake and inching systems.
1. Fill the brake system reservoir with brake fluid and maintain full level during the bleeding
procedures.
2. Install a clear vinyl hose onto the axle wheel end bleeder screw and place the other end
in a container.
3. Depress the brake pedal several times to build up the circuit pressure.
4. While depressing the pedal loosen the bleeder screw and observe the flow of brake fluid
for air bubbles.
5. Close the bleeder screw while the brake pedal is still depressed.
6. Repeat the procedure until there are no air bubbles in the flow of brake fluid.
7. Then bleed the opposite wheel end brake assembly.
8. When the air bleeding is completed, fill the brake reservoir to 6 mm (1/4″) from the top.
! Two workers are required for this operation, one depresses the brake pedal and the
other bleeds the system.
INCHING BRAKE
! CAUTION :
Use SAE DOT–3 brake fluid in the inching circuit.
1. Fill the inching/brake system reservoir with brake fluid and maintain full level during the
bleeding procedures.
2. Install a clear vinyl hose onto the transmission inching balve cylinder bleeder screw and
40
place the other end in a container. 01
3. Depress the inching pedal several times to build up the circuit pressure. 3
4. While depressing the pedal loosen the bleeder screw and observe the flow of brake fluid
for air bubbles.
5. Close the bleeder screw while the pedal is still depressed.
6. Repeat the procedure until there are no air bubbles in the flow of brake fluid.
7. When the air bleeding is completed, fill the brake reservoir to 6mm (1/4″)from the top.
After the inching and brake systems are properly bled and pedal freeplay correctly adjusted, the
inching valve operation must be checked and readjusted if necessary.
CONSTRUCTION
! CAUTION :
The service guide for the brake drum and shoe is included in the transaxle section.
The following procedures are for removing the brake inching pedal and master
cylinders from the cowl.
1. Brake master cylinder

2. Capscrew
3. Spring washer
4. Clevis pin
5. Split pin
6. Inching master cylinder
7. Capscrew
8. Inching pedal
9. Brake pedal
10. Pedal pad
11. Nut
12. Bearing–dry
40 13. Brake bracket

14. Brake adapter
15. Washer
01 16. Retaining ring
4 17. Woodruff key
19. Brake pedal rod
20. Brake spring
21. Inching spring
22. Bearing–dry
23. Clevis
24. Bolt
25. Nut
27. Inching rod
28. Nut
(A,B) Inching stroke
adjustment bolt
DISASSEMBLY
1. Prior to disassembling shut off the engine, engage the parking brake and block the wheels.
2. Remove the hydraulic line from each master cylinder.
3. Remove the brake assembly unit from the cowl by removing capscrews (7).
4. Remove the split pins, clevis pin, and capscrews (2), then cylinder (1) and inching cylinder (6).
5. Loosen brake return spring (20) and inching return spring (21).
6. Push retaining ring (16) to one side, and remove the woodruff key.
7. Push retaining ring (16) to opposite side, and remove the woodruff key.
8. Remove brake pedal rod (19) from bracket (13), and disassemble the brake pedal and inching
pedal.
ASSEMBLY
1. Put bracket (13) on a flat surface, and assemble dry bearing (12) to each rod bore in the
bracket.
2. Install retaining rings (16), washers (15), inching pedal (8), brake pedal (9), and adapter (14) to
the brake pedal rod.
3. Assemble woodruff keys (17) to the brake pedal and adapter.
4. Fix the brake spring and inching spring to the bracket.

40
5. Install brake master cylinder (1) and inching cylinder (6) with capscrews (2) 01
: 6~6.5 kgf·m. (43~47 lbf·ft) 5
6. Connect the hydraulic line to each cylinder.
7. Fill the reservoir with clean SAE DOT–3 brake fluid.
HYDRAULIC STSTEM 50
• 50 – 01 MAIN PUMP
– Specification
– Troubleshooting
– Start–up
• 50 – 02 MAIN HYDRAULIC VALVE(EATON VALVE)

– Valve disassembly
– Cleaning, inspection and repair
– Main hydraulic valve assembly
– Hydraulic system pressure setting
– Troubleshooting
• 50 – 03 MAIN HYDRAULIC VALVE(HANIL VALVE)

– Hydraulic control valve/lift circuit specifications and description
– Hydraulic system troubleshooting
– Hydraulic system pressure checks and adjustments
– Hydraulic control valve overhaul
• 50 – 04 HYDRAULIC CYLINDERS
H Y D R A U L I C S Y S T E M
MAIN PUMP
SPECIFICATION
PUMP MODEL P315 (SHI)
DISPLACEMENT 27.9/25.4 cc/rev (1.70/1.55 cu.in/rev)
MAX. PRESSURE 250 kg/cm2 (3556 psi)
MAX. SPEED 3000 rpm
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
50
01
1
MAIN PUMP
DISASSEMBLY
• Clean the pump thoroughly prior to disassembly.

• Secure the pump in a vise with the drive shaft facing downward.
! Use soft material jaw liners, i.e copper or lead.

• Scribe marks on shaft cover, gear housing and port cover prior to dismantling.
• Remove bolts and port cover. Use a soft faced hammer to loosen the cover.
• Remove the square seal and channel seal.
• Remove the thurst plate and gear set.
! Prior to removal mark the driving gear and driven gear so as to mesh the same
teeth when reassembling.
• Remove the gear housing from the shaft cover.

• Remove the lip seal from the shaft cover.
! Do not score the shaft cover seal bore.
ASSEMBLY
• Inspect all parts for damage and wear, replace as required.
! Lubricate all parts prior to installation.

• Install a new lip seal in the shaft cover.
! Use a proper driver to install the seal, make sure the lip faces to the inside of the
50 pump.
• Install square seals to the gear housing.

01 • Install the channel seals to the thrust plates.
• Install a thrust plate with the seal against the shaft cover.
2
! Do not use force to install it, hold the thrust plate level and slide it into position
in the gear housing.
! Install the thrust plates with the alignment marks (grooves) on the outlet side of the
gear housing.
! Also note that the seal is shaped like a “3”, ensure the open side of “3” faces the
inlet port.
• Install the gear set.
! Be sure to align/mesh the marked teeth.

• Install a thrust plate with the seal facing the port cover.
• Install the port cover and bolts. Torque the bolts to specification.
MAIN PUMP
INSPECTION AND ASSESSMENT
Each component should be thoroughly cleaned,

carefully 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.
The body should be inspected to ensure that
there is no superficial damage which may
adversly affect performance or sealing. Pay
particular attention to the port threads and body
O–ring seal recesses.
GEAR
The gear teeth should be carefully examined to

ensure that there are no signs of bruising, pitting
or that a wear step can be felt.
The journal bearing surfaces should be
completely free from scoring or bruising.
The surface should appear highly polished and
smooth to touch. Gear set should be changed if 50
the φd size is below φ23.887mm (0.94in).
Examine the area where the shaft seal lips 01
run on the drive shaft, this shows up as a 3
polished ring or rings. If a noticeable groove can
be felt or there is scoring the shaft should be
replaced.
MAIN PUMP
THRUST PLATE
The surface of the thrust plate is coated with a

gray colored Teflon. In normal operation, a soft
trace is left at the point of gear contact as
shown in the figure.
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.
If a hollow dowel pin is damaged it must be

replaced.
If a new pin is loose in the bore of the gear
housing, port cover or shaft cover, that part must
be replaced.
SEALS
All seals should be replaced in reassembly.
50
01
4
BUSHING
New bushings must be installed when the gear

set is replaced.
Always replace the bushings as a set.
MAIN PUMP
TROUBLESHOOTING
Trouble Probable cause Remedy
Pump not Driven in the wrong direction of The drive direction must be changed
delivering fluid. rotation. immediately to prevent seizure.
Coupling or shaft sheared or Inspect auxiliary drive and pump input shaft.
disengaged. Replace the necessary parts.
Fluid intake pipe in reservoir Check all strainers and filters for dirt and sludge.
restricted. Clean if necessary.
Fluid viscosity too heavy to pick Completely drain the system. Add new
up prime. filltered fluid of the proper viscosity.
Air leaks at the intake, pump Check the inlet connections to determine
not priming. 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 System relief valve Use a pressure gauge to correctly adjust

set too low. the relief valve.
pressure
build–up.
Loss of flow
from pump.
Worn pump parts.
Damaged inlet or pressure line.
50
01
Pump Pump intake Service the intake strainers. Check the fluid 5
making partially condition and, if necessary, drain and flush
noise. blocked. the system. Refill with clean fluid.
Air leaks at the intake or shaft Check the inlet connections and seal to
seal causing cavitation. (oil in determine where air is being drawn in.
reservoir would probably be Tighten any loose connections and replace
foamy). the seal if necessary. See that the fluid in
the reservoir is above the intake pipe opening.
Pump drive speed too slow or Operate the pump at the recommended
fast. speed.
Auxiliary driveshaft misalignment. Check if the shaft seal bearing or other

parts have been damaged. Replace any
damaged parts. Realign the coupled shafts.
MAIN PUMP
Trouble Probable cause Remedy
External Shaft seal leakage. Damaged or worn seal.

leakage. 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.
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.
50
01
6
MAIN HYDRAULIC VALVE(EATON VALVE)
VALVE DISASSEMBLY
Clean the outside of valve before starting

disassembly.
Position valve as shown and as you remove

each part, arrange it in a line exactly as
removed so reassembly will be easy. On the top
of each spool is a letter designation:
W=Lift Spool
A=Tilt Spool
D=Aux. Spool
Remove the retainer, sleeve and O–ring.
10 Nm(88 lbf·ft).
50
02
1
Tap lightly on the top of the valve spool to drive

it out of the valve body.
Arrange the parts in the order of removal.
Loosen and remove the bolts on the next

retainer.
Arrange the parts in the removal sequence.
50
02
2
Remove the hydrostat valve
34N·m (25 lbf·ft)
Remove the relief valve. To remove the relief

valve parts, loosen the lock nut and then
remove (turn) the adjusting screw out of the
valve body.
Remove flow control cartridge valve–tilt function.

This screw is left hand thread.
34 N·m (25lbf·ft).
Remove the load hold check valve.
34 N·m (25lbf·ft)
50
02
3
! Important
Arrange the parts in the correct order, be careful not to drop the springs for the
spools and valves during the disassembly and assembly procedure.
Note
The pressure relief setting must be reset after reassembly and installation in the fork lift.
CLEANING, INSPECTION AND REPAIR

• Discard all old seals. Wash all parts in a clean mineral oil solvent and place them on a clean
surface for inspection.
• Carefully remove burrs by light stoning or lapping. Be certain there is no paint or burring on
mating surfaces of valve bodies.
• Inspect valve spools and bores for burrs and scoring. If scoring is not deep enough to cause
objectionable leakage, the surfaces can be polished with a fine oil stone or crocus cloth. If
scoring is excessive, valve body and spool must be replaced. Check the valve spool for freedom
of movement in the bore.
• Check the relief valve for smooth movement in its bore. Valve should move from its own
weight.
MAIN HYDRAULIC VALVE ASSEMBLY

Assembly is in reverse order of disassembly.
Coat all parts with clean hydraulic oil to facilitate assembly and provide initial lubrication.
Petroleum jelly can be used to hold seal rings in place on assembly. Install seal rings and the
seal ring retainer in the grooves in the body of each inlet and center section. Use petroleum
jelly to hold the seals in which they were removed.
HYDRAULIC SYSTEM PRESSURE SETTING

! CAUTION
– To perform this service procedure, it is
recommended that:
– The fork lift is parked on a level
50 surface.
– The park brake is engaged.
– The forks are fully lowered.
02 – The steer & drive wheels are blocked.
4
MAIN VALVE RELIEF PRESSURES:
SF/CMP20D/L : 176 kg/cm2 (2500 psi)

AUXILIARY VALVE RELIEF PRESSURE
(Refer to attachment specifications.)

Adjustable dependent upon application from 70~140 kgf/cm2 (1000~2000 psi).
• Stop the engine
! Loosen the hydraulic tank cap slowly to

release the pressure inside the reservoir.
! Operate the control levers several times

to release the remaining pressure in the
hydraulic piping.
• Remove the plug (PT1/8) at the control valve,
pump port.
• Install a suitable range pressure gauge.
• Start and operate the engine at high idle(max.
rpm).
• Move the tilt control lever to full back–tilt until
over relief pressure reading is obtained.
! IMPORTANT
Do not operate system over relief pressure any longer than necessary to read the
pressure gauge.
Do not exceed the specified pressure setting!
• On the main valve, the main hydraulic system

relief(1) and auxiliary relief(2) are shown in the
figure. To adjust, loosen the lock nut, reset and
tighten lock nut. Turn adjustment clock-wise to
increase pressure. Turn counter-clockwise to
decrease pressure.
50
• Recheck the pressure relief setting to verify it 02
is correct. 5
! Do not exceed the relief valve
specification.
! When removing the hydraulic pressure

gauge, release the pressure in the
same way as when installing the
gauge.
TROUBLESHOOTING
TROUBLE CAUSE REMEDY
• Leaks at either end of Defective O–rings in valve Replace O–rings.

spool. body.
Spring–centered
spools do not return to Broken springs. Replace springs.
neutral.
Bent spool. Replace with new section of
same size and type.
Foreign particles. Clean system and valve.
Misalignment of operation Check linkage for binding

linkage. condition.
Valve bank improperly set, or Retorque nuts to specified

stuck in base and /or worn. torque.
• No motion, slow or jerky Relief valve not properly set, Repair, clean and readjust.
action of hydraulic system. or stuck in base and/or
worn.
Dirt or foreign particles Disassemble, clean and

lodged between relief valve reassemble.
control poppet and seat.
Valve body cracked inside. Replace valve section.
Spool not moved to full Check travel.

stroke.
• No relief valve action (high Small particle of dirt plugging Remove relief valve and
50 pressure) orifice in relief valve
sub–assembly.
check orifice. If blocked,
clean carefully.
02 Relief valve sub–assembly Install properly.

6 installed backwards.
• Load will not hold. Oil bypassing between spool Replace valve.
and body.
Oil bypassing piston in Repair or replace cylinder.

cylinder.
Spool not centered. Refer to above spool

remedies.
• Load drops when spool is Dirt or foreign particles Disassemble, clean and
moved from neutral to a lodged between check valve reassemble.
power position. poppet and seat.
Scored or sticking check Replace poppet.

valve.
MAIN HYDRAULIC VALVE(HANIL VALVE)
HYDRAULIC CONTROL VALVE/LIFT CIRCUIT

50
03
SPECIFICATIONS AND DESCRIPTION 1
Specifications
Hydraulic Fluid Type : Clark specification MS-68 (Clark part #1802155 and #1800236)
Main Relief Valve Setting : 20680 to 21370 kPa (3000 to 3100 psi) at rated flow.
Auxiliary Relief Valve Setting : 13800 to 14300 kPa (2000 to 2070 psi) at rated flow.
Rated Flow :
Lift spool (spool #1) : 76 L/min (20 gpm).
Tilt spool (spool #2) : 38 L/min (10 gpm).
Auxiliary spool (spool #3) : 38 L/min (10 gpm).
Integral Pressure Compensated Flow Control Settings :

Tilt spool (spool #2) : 21 L/min (5.5 gpm).
Auxiliary spool (spool #3) : 11 L/min (2.9 gpm).
Maximum Pressure Drop at Rated Flow :

Inlet to outlet : 689 kPa (100 psi).
Lift spool (spool #1) :
Inlet to cylinder port : 689 kPa (100 psi)
Cylinder port to outlet : 550 kPa (80 psi).
Tilt spool (spool #2) :
Auxiliary spools (spools #3 and #4) :
Tilt Flow Settings :
Upright Usage Flow Lpm (gpm)

MFH 6370~7315 TSU 15 (4.0)
MFH 4165~5170 STD, 3860~6100TSU 21 (5.5)
MFH 2100~3860 STD 27 (7.1)
Flow Control Adjustments : Adjustable from 4 to 38 L/min (1 to 10 gpm) Before adjusting, turn
fully Counter-Clockwise to stop. Each Clockwise turn increases flow by.
Service Intervals
Hydraulic System Relief Pressure Check : Every year or every 2000 hours of operation.
Description
The following description focuses primarily on hydraulic circutry controlled by the main hydraulic
control valve, that is, the lift/tilt/aux circuit. Various other hydraulic systems come into play,
however, and are mentioned.
The main hydraulic pump is mechanically driven by the transmission (transaxle or hydrostatic
pump) and draws fluid from the sump through a particle-blocking suction screen. A priority valve,
contained in the pump assembly, senses the demand for flow to the steering/braking circuit and
divides pump flow between the lift/tilt/aux circuit and the steering/braking circuit accordingly, with
50 priority given to steering and braking.

03 Fluid from the priority valve goes to the main hydraulic control valve. The lift truck operator
moves the main hydraulic control valve spool by hand, directing fluid to the lift and tilt cylinders
2
and auxiliary actuators as needed for manipulating the load-handling mechanism.
The main hydraulic control valve features an open-center, parallel-circuit type modular design. It
has the main (lift/tilt) pressure relief valve (steering pressure relief valve is on main hydraulic
pump), a secondary pressure relief valve for optional auxiliary components, a lift spool, a tilt
spool with an integral counterbalance valve, optional auxiliary spools, and adjustable pressure-
compensated flow controls. All spools are low-leakage design.
The main hydraulic valve has from two to four valve sections. Each section performs a separate
function; standard two spool assemblies have a inlet/lift section (with fluid inlet port), a tilt section,
and an outlet section. A third and fourth section may be added to control auxiliary components.
When lift attachments are used, an auxiliary section may be added to the outer (RH) side of
the standard (lift/tilt only) main valve. The optional auxiliary sections also have an adjustable
relief valve and can be assembled with optional flow control levels.
The valve spools are arranged in standard sequence (from the operator's position) to first provide
lift control, then tilt, and finally auxiliary control. The control levers are spring-loaded (by the
valve spool centering springs) to return them to neutral when released. Oil flow is controlled by
the amount or distance the control handles are moved. Excess oil flow is returned to the sump.
A check valve prevents reverse flow.
When all the control valve spools are in neutral, fluid flows through the open-centers of the
valve spools to the sump return line. When a spool is partially shifted and the associated cylinder
or other actuator has not reached its end-of-travel, some of the fluid flows to the cylinder
(actuator) and the rest flows to the sump line. In both cases, the pressure in the system should
be less than the amount required to open the relief valves.
The main relief valve vents flow to the sump when one of the following conditions is present :
• The operator continues to hold the lift control in the lift position after the lift mechanism
reaches its end-of-travel.
• Too heavy a load is being lifted.
• The operator continues to hold the tilt control in the tilt position after the tilt mechanism
has reached its end-of-travel (This is called "tilt bypass.")
• Auxiliary relief fails to operate.
The auxiliary relief valve vents flow to the sump when the operator continues to hold the
attachment control in the operated position after the attachment reaches its end-of-travel.
Main and auxiliary relief pressure settings can be checked through a gauge port on the pump.
Flow from the sump return line is filtered before entering the sump. If the filter is clogged, a
by-pass valve routes the flow around the filter. On hydrostatic trucks, fluid in the return line
serves as a source for the hydrostatic pump. Fluid from the hydrostatic pump is filtered within
the pump assembly and returned through a separate port in the sump.
A tilt-lock valve built into the main control valve assembly locks the upright into its current tilt
position when the truck is turned off. A load lowering flow valve mounted on the upright limits
the speed at which the operator can lower a load, decreasing the speed for heavier loads. A
velocity fuse built into one of the lift cylinder ports prevents the upright from falling rapidly should
a hydraulic line rupture or be disconnected.
Hydraulic System Troubleshooting

The following is a list of problems and solutions relating to the main hydraulic control valve and
associated components.
No lift, tilt, or auxiliary function
• Hydraulic fluid very low; check and fill to correct level.

50
• Hose or fittings broken; replace component. 03
• Defective main lift valve ; check other Troubleshooting items for possible cause, then
3
consider rebuilding or replacing main lift valve.
• Hydraulic pump defective ; check other Troubleshooting items for possible cause, then
consider rebuilding or replacing pump.
No motion, slow or jerky action of hydraulic system

• Spool not moved to full stroke ; check travel and linkage adjustment.
• Relief valve not properly set, stuck in place, and/or worn ; check and clean valve, replace
if necessary.
• Dirt or foreign particles lodged between relief valve control poppet and seat ; check valve
and clean.
• Valve body cracked inside ; check and replace entire valve.
Foaming hydraulic fluid

• Low oil level ; check and fill to correct level.
• Wrong fluid ; drain and refill with correct oil.
• Oil too heavy ; change to correct viscosity.
• Pump inlet line restriction or line kinked ; clean line and suction screen or repair kinked
hose.
• Hydraulic pump (or hydrostatic pump) cavitating (pumping air with fluid) ; check hydraulic
plumbing for airtight hoses and connections.
Overheated hydraulic fluid

Thin fluid ; drain and fill with correct fluid.
• Fluid contaminated ; drain sump, clean suction screen, replace filter, and refill.
• Cavitating pump ; check hydraulic plumbing for airtight hoses and connections.
• Pump driveshaft misaligned ; check mounting and alignment.
• Axial loading on drive shaft ; check shaft end clearance and shaft alignment ; check for
worn key/spline.
• Relief valve in bypass ; check relief setting.
Load cannot be lifted to maximum height

• Hydraulic fluid low ; check and fill to correct level.
• Hydraulic pump defective ; check other Troubleshooting items for possible cause, then
consider rebuilding or replacing pump.
Oil leaks at top of lift (secondary) cylinder(s)

• Plugged vent line ; check and clear line.
• Worn or damaged piston seal ; rebuild cylinder.
• Scored cylinder wall ; replace cylinder.
Oil leak at tilt or auxiliary function cylinder

• Worn or damaged seal; rebuild cylinder.
• Scored piston rod; repair or replace rod.
Load will not hold

• Oil bypassing between lift spool and valve body ; overhaul valve and spool.
• Spool not centered ; see spool remedies for correcting problems when spools do not return
to neutral.
• Oil bypassing piston in cylinder ; repair or replace cylinder.
50 Oil leaks at either end of main hydraulic valve spool

03 • Defective O-ring seals ; rebuild valve.
4 Spring-centered spools do not return to neutral
• Broken springs ; rebuild valve.
• Entrapped foreign particles ; check and clean system and valve.
• Bent spool ; replace with new valve section.
• Misalignment or binding of linkage ; check and align/adjust linkage.
No relief valve action (high pressure)

• Small particles of dirt in relief valve subassembly ; check, clean, and/or replace relief valve,
clean hole.
• Relief valve subassembly installed backwards ; reinstall correctly.
Load drops when spool is moved from neutral to a power position

• Dirt or foreign particles lodged between check valve ball and seat ; check and clean.
• Sticking or scored check valve ; clean if sticking, replace if scored, replace poppet.
Hydraulic System Pressure Checks and Adjustments

! 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.
Relief Pressure Check

Following is the general procedure for checking main hydraulic valve lift and auxiliary relief
pressure, (if the truck is equipped with an auxiliary component).
Hydraulic system relief pressure setting may be checked using a Mico Quadrigage (Clark Part
No. 1800106) or with a conventional pressure gauge with suitable pressure range calibration. To
cover all models of the truck, a gauge with capacity range of 0 to 27,580 kPa minimum (0 to
4000 psi) is recommended.
! CAUTION
HYDRAULIC FLUID SAFETY. Keep all hydraulic ports and components clean. Wipe the
area on the pump around the diagnostic check port completely clean to prevent any
contamination from entering the hydraulic system.
When checking the hydraulic system, do not use your hands to check for leakage.
Use a piece of cardboard or paper to search for leaks. Escaping fluid under pressure
can penetrate the skin causing serious injury. Relieve pressure before disconnecting
hydraulic or other lines. Tighten all connections before applying pressure. Keep hands
and body away from pinholes and nozzles which eject fluids under high pressure.
1. Tilt the steering column fully forward and raise

50
the engine cover. 03
2. Remove the cap from the gauge port and connect
5
pressure gauge to the fitting.
! NOTE
Use quick-disconnect adapter fitting, Clark
Part #913125.
3. Start the engine and let it warm up until it runs
smoothly. Continue with step 4.
4. Accelerate the engine to no-load governed speed
(full throttle), and hold at this speed. Gauge Checking Relief Pressure. Gauge port location varies.
should read between 897.5 to 1132 kPa (130-164 psi).
5. Check main relief pressure : Move the tilt control lever to full back (or forward) tilt relief
position. Hold tilt control in relief position until pressure reading is obtained, and then release.
Gauge should read 20,680 to 21,370 kPa (3000 to 3100 psi).
! IMPORTANT
Do not operate system in relief any longer than required to read the pressure gauge.
6. Check auxiliary relief pressure : (Truck must have auxiliary component and auxiliary section
added to main hydraulic valve.) Move the auxiliary control lever to full back or forward relief
position. Hold auxiliary control in relief position until pressure reading is obtained, and then
release. Gauge should read 13,000 to 14,300 kPa (1925 to 2075 psi).
Main and Auxiliary Pressure Relief Adjustment

! IMPORTANT
The main relief valve has been set on the plant. Never try to adjust. If the relief
pressure exceeds the set value, contact to Service managers or Clark experts.
The main and auxiliary relief setting only applies to a hydraulic valve that has auxiliary
sections added.
To adjust the hydraulic system main and auxiliary pressure relief valve :
1. Loosen the jam nut on the relief valve adjustment
screw.
2. Turn the adjustment screw to set relief setting to
the normal range.
3. Reset the jam nut on the relief valve adjustment
screw.
Flow Control Adjustment

! CAUTION
The flow control valve has been set on the plant. Never try to adjust. If adjusted, it
will cause fetal danger, Contact to Service managers or Clark experts.
1. Remove the jam nut from the main hydraulic valve is bolt.
2. Remove the stud from the valve.
3. Turn the flow control adjuster fully CW to the stop. Turn CCW per specifications (in Section
1) to adjust.
50 4. Reinstall the tie bolt stud in the valve. Torque the

03 stud to 38-43 N.m (28-32 ft.lb). Reinstall the nut
on the tie bolt and torque to 38-43 N.m (28-32
6
ft.lb)
Hydraulic Control Valve

Overhaul
! IMPORTANT
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 assembly with the inlet/lift section, a tilt
(or auxiliary) section, and outlet section (outlet section contains no spool).
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.
• Clean outside of valve with a good grade of solvent and dry thoroughly.
• Before starting disassembly, the valve should be carefully examined to determine if there is
any evidence of external damage.
Disassembly
During disassembly, pay particular attention to identification of parts for reassembly. Spools are
selectively fitted to valve bodies and you must return each spool to the same body from which
it was removed. You must also be sure to reassemble the valve sections in the original order.
! NOTE
Valve sections may or may not require separation for overhaul.
If only valve spools are being overhauled, you do not have to separate the sections. For a complete
overhaul, including replacement of the seals, retainers, O-rings, springs, and balls used between the
sections, follow steps 1 and 2. To overhaul only the valve spools, begin with step 3.
Figure 1. Inlet/Lift Body, Main Pressure Relief Valve, and Auxiliary Pressure Relief Valve.
Contents of spool assembly are shown in Figure 2.
1. Remove the nuts and studs connecting the valve sections.

50
2. Remove and label all parts between the sections for correct reassembly. These include : 03
a. Retainers and seals which are included in the replacement seal kit.
7
b. O-rings, springs, and ball which are replaced separately.
! NOTE
Keep parts in order as removed and avoid mixing the sections and parts.
3. Disassemble each valve spool, one at a time, from bottom of valve as shown in the illustration.
4. Remove the valve spools by tapping lightly on the top end with a soft-faced hammer to drive
them out of the valve body.
5. Arrange the parts in the sequence of removal.
! NOTE
Remove the outlet port section only if there is need for further inspection and cleaning
of contaminants in the valve. To remove, loosen and remove the nuts and studs and
separate the outlet port section from the valve body. Label and keep all parts for
correct reassembly.
Cleaning, Inspection, and Repair

1. Discard all old seals. Wash all parts in a clean mineral oil solvent and place them on a
clean surface for inspection.
2. Carefully remove any burrs by light stoning or lapping. Be sure there is no paint or burrs
on mating surfaces of valve bodies.
3. Inspect valve spools and bores for burrs and scoring. If scoring is not deep enough to cause
leakage, the surfaces can be stoned or polished with crocus cloth. If scoring is excessive,
valve body and spool must be replaced. Check each valve spool for free movement in its
bore.
4. Inspect the main pressure relief valve for damage. Relief valve must be free from
contamination, burrs, and scoring. Plug, spring, and O-ring should be cleaned and inspected
for damage.
! NOTE
Entire relief valve assembly must be replaced if damaged. Relief valve pressure is
controlled by a hydrostat in the valve relief valve assembly and is set at the factory.
No adjustments are recommended; if pressure relief setting is not in recommended
range, hydrostat must be replaced.
Figure 2. Valve Spool and Tilt (or Auxiliary) Body. Differences in lift (or tilt) and auxiliary components noted.
50
03 5. Inspect the lift and tilt relief valves for damage. Check the relief valve for smooth free
movement in its bore. The valve poppet should move easily from only the force of its own
8
weight.
6. Inspect the valve body to make sure it has not been physically damaged. Examine all threads
to be sure they are clean and not damaged or burred. Inspect all bores and poppet seats.
Poppet seat must be even all around its circumference with no nicks, burrs, or indentations
in any of the seat face.
7. All springs should be free of corrosion and not broken or bent.
8. If parts must be left unassembled for a period of time or overnight, cover with a lint-free
clean material.
Reassembly
Use the exploded view illustration of the valve section, spools, and relief valves for reassembly.
1. Assemble valve in reverse order of disassembly.
2. Coat all parts with clean hydraulic oil to facilitate assembly and provide initial lubrication.
Petroleum jelly can be used to hold seal rings in place during assembly.
3. Use new O-rings and seals for all parts.
4. Install seal rings and the seal ring retainer in the grooves in body of each inlet and center
section. Use petroleum jelly to hold the seals in place. Carefully place the sections together
in the same order in which they were removed.
5. Torque dust-cover screws to 10.8-13.5 N.m (8-10 ft.lb).
6. Reinsert studs between valve sections and torque nuts to 27-34 N.m (20-25 ft.lb).
Relief Valve Settings

After overhaul and reisintallation of the main hydraulic valve, the hydraulic system relief pressure
and auxiliary valve relief pressure settings (if truck and valve are equipped with an auxiliary
component and section) must be checked.
If the truck is not equipped with any auxiliary equipment, no adjustments are necessary. If an
auxiliary scetion has been added to the hydraulic valve and auxiliary components have been
installed on the truck, check the relief pressure.
Figure 3. Outlet Body
HYDRAULIC CYLINDERS
LIFT CYLINDER
DISASSEMBLY
Prior to disassembly, thoroughly clean the exterior of the cylinder.

Remove the hydraulic oil from the cylinder by stroking the pistion rod to force the oil out.
When overhauling the cylinder, ensure that contamination does not enter the cylinder. The
smallest particles are capable of severely damaging the hydraulic system.
• Hold the cylinder securely in a vise ; do not use

excessive force.
• Remove the gland with a hook wrench.

Carefully pull the gland assembly from the
cylinder tube, and slide it off the cylinder rod.
50
04
1
• After the gland is removed, pull the piston rod

assembly from the cylinder barrel.
HYDRAULIC CYLINDERS
• Remove the piston packing and wear ring from

the piston.
• Remove the retaining ring from the gland, then

remove the dust wiper, bushing, and rod
packing.
Remove O–ring and back–up ring.
CHECKING LIFT CYLINDER
• Carefully wash all parts with clean solvent, and store in a clean place.
• Check whether the piston rod is damaged, minor scratches of the mirror surface can be repaired
50
with a fine oil stone. But it must be replaced in the case of deep score marks.
• Check whether the cylinder barrel is damaged.

04 Replace it in the case of deep scoring or damage.
Check the threads for the gland and port fittings.
2
• Lightly coat all parts with hydraulic oil. If the parts are to be stored for a long time, cover
with a clean rag.
HYDRAULIC CYLINDERS
ASSEMBLY
Install the new retaining ring, dust wiper,

bushing, and rod packing in the gland. Install the
new back–up ring and O–ring.
Install the new packing and wear ring.
Lightly lubricate the piston with hydraulic oil and

carefully push the piston rod into the cylinder
barrel.
50
04
3
Lightly lubricate the gland assembly, then screw

the gland into the cylinder barrel with a hook
wrench. When tightening, don’t damage the seal.
70±7 kgf·m (505±50 lbf·ft)
! Thoroughly test the cylinder for smooth

operation and oil leaks.
HYDRAULIC CYLINDERS
TILT CYLINDER
DISASSEMBLY
Prior to disassembly, thoroughly clean the exterior of the cylinder. Remove the hydraulic oil from
the cylinder by stroking the piston rod to force the oil out.
When overhauling the cylinder, ensure that contamination does not enter the cylinder. The
smallest particles are capable of severely damaging the hydraulic system.
• Hold the cylinder securely in a vise ; do not use

excessive force.
• Remove the gland with a hook wrench.

Carefully pull the gland assembly from the
cylinder tube and slide it off the cylinder rod.
50
04 • After the gland is removed, pull the rod
4
assembly from the cylinder barrel.
HYDRAULIC CYLINDERS
Remove the nut and piston from the rod.

Remove the piston packing and wear rings.
Remove the retaining ring from the gland, and

remove the dust wiper, bushing and rod packing.
Checking
• Carefully wash all ports with clean solvent, and store in a clean place.
• Check whether the piston rod is damaged, minor scratches of the mirror surface can be repaired
with a fine oil stone. But it must be replaced in the case of deep score marks.
• Check whether the barrel is damaged. Replace in the case of deep scoring or other damage.
Check the threads for the gland and port fittings.
50
• Lightly coat all parts with hydraulic oil. If the parts are to be stored for a long time, cover
04
5
with a clean rag.
HYDRAULIC CYLINDERS
Assembly
• Install the new retaining ring, dust wiper,

bushing, and rod packing in the gland. Install
the new back–up ring and O–ring.
• Install the new piston packing and wear ring,

install the piston to the piston rod, and tighten
the nut.
80±8 kgf·m (578±58 lbf·ft)
• Lightly lubricate the piston with hydraulic oil

and carefully push the piston rod assembly into
the cylinder barrel.
50
04
6
• Lightly lubricate the gland assembly, then

screw the gland into the cylinder barrel with a
hook wrench. When tightening, don’t damage
the seal.
85±8 kg·m (614±58 ft·lbs)
HYDRAULIC CYLINDERS
Thoroughly test the cylinder for smooth operation

and oil leaks.
STEERING CYLINDER
DISASSEMBLY
Prior to disassembly, thoroughly clean the exterior of the cylinder. Remove the hydraulic oil from
the cylinder by stroking the piston rod to force the oil out. When overhauling the cylinder, ensure
that contamination does not enter the cylinder. The smallest particles are capable of severely
damaging the hydraulic system.
• Make a match mark on the cylinder glands,

cylinder tube and cylinder rod, to correctly align
the parts for reassembly.
• Remove the nuts on the cyliner tie rods and
carefully extract each tie rod.
50
04
• Disassemble the gland from the cylinder tube 7
by tapping the cylinder gland with a soft faced
hammer(plastic, mallet).
• Remove the gland, and pull the piston from the
cylinder tube.
• Remove all the seals and packing.
• Inspect the cylinder gland for damage.
HYDRAULIC CYLINDERS
• Confirm whether scratch marks or corrosion is

present inside the cylinder tube.
! A light honing is permissible.
• Check the cylinder gland for damage, and

replace the seal with a new one.
• Check the piston rod and piston surface for

damage.
• If any damage is evident, provided the flaw is
minor it may be polished with fine emery and
crocus cloth. However if the flaw is excessive
50 the part must be replaced.
04
8
Assembly
• Install new seals in the cylinder gland and on
the piston rod assembly.
• Push the piston and the rod assembly into the

cylinder tube.
! Ensure that the match marks are

aligned.
HYDRAULIC CYLINDERS
• Install the cylinder gland to the cylinder tube.

Confirm that the gland and tube mating
surfaces are not damaged.
! Ensure that the match marks are

aligned.
• Install the tie rods to the cylinder, and tighten

the nuts.
5.0±0.5 kg·m (36±4 lbf·ft)
! Thoroughly test the cylinder for smooth

operation and oil leaks.
50
04
9
MAST MAINTENANCE 60
• 60 – 01 MAST
– General
– Standard mast
– Full free lift mast
– Triple mast
• 60 – 02 OTHER COMPONENT
– Carriage
– Cylinder racking
– Lift chains
– Forks
– Counterweight
– Lifting, jacking and blocking
M A S T M A I N T E N A N C E
MAST
GENERAL
PRECAUTION
! Before performing any visual inspection or maintenance of the mast, carriage or forks,
strictly adhere to the following :
• Do not reach through the open areas of the mast.
• Do not walk or stand under raised forks.
• Use only hardwood blocks with square cut ends, that are not cracked or damaged.
• Ensure that all chains / slings and lifting equipment is in good condition and of
adequate load rating.
• Read the entire check and adjustment procedure before starting any maintenance or
service function.
Failure to comply with these warnings can result in severe injury.
VISUAL INSPECTION
A visual inspection should be conducted daily, however a thorough inspection of the mast
assembly must be done at a minimum of every 500 hours.
MAST
Check rail roller clearance and wear pattern.

Check mast for alignment, looseness and smoothness of operation.
Check mast mounting brackets and trunnions for loose bolts.
Check hydraulic hoses for leaks and interference with the mast.
CARRIAGE
Check rail to roller clearance.

Check fork bar notches for excessive wear and damage.
Check smoothness of operation.
CHAINS 60
Check for uniform tension. 01
Check for proper lubrication. 1
Check for corrosion, bent or cracked links.
Check chain mounting components for wear and damage.
CYLINDERS – LIFT, TILT
Check for seal leakage.

Check cylinder rods for nicks and scratches.
Check cylinder racking(uneven stroking of lift and tilt cylinder rods).
MAST
CLASSIFICATION ACCORDING TO MAST TYPE
STANDARD 2–STAGE MAST
Construction : An outer and inner rail with dual

lift cylinders.
Free lift : The distance that the carriage
can be raised before the inner
rail begins to lift. This distance
400–500 mm(16~20 in) is obtain-
ed by making the inner rail shorter
than the outer rail. The carriage
moves at twice the speed of the
lift cylinder rod.
FULL FREE LIFT 2–STAGE MAST
Construction : An outer and inner rail with dual

lift cylinders and a separate
larger diameter hydraulic cylinder
(primary) to raise the carriage.
Free lift : The distance from the lowest
carriage position to the top of the
mast. The inner rail does not
begin to lift until the carriage
reaches the top of the mast.
FULL FREE LIFT 3–STAGE MAST
Construction : An outer, intermediate and inner

rail with dual lift cylinders (secon-
dary) and a separate larger dia-
meter hydraulic cylinder (primary)
to raise the carriage. The inner
60 rail is raised via the lift chains
connected to the outer rail. The
action of these chains is controll-
01 ed by the lift cylinders(secondary)
2
attached to the intermediate rail.
Free lift : The distance from the lowest carriage position to the top of the mast. The inner
rail does not begin to lift until the carriage reaches the top of the mast.
The carriage and the inner rail move at twice the speed of the intermediate rail.
FULL FREE LIFT MAST OPERATION :
Since the diameter of the primary cylinder is larger than the secondary cylinder and the load
on the secondary cylinders is greater by the weight of the inner rail (intermediate rail–3 stage)
primary cylinder and the carriage, the primary cylinder extends first.
MAST
STANDARD MAST
REMOVING AND INSTALLING MAST
REMOVAL
• Park the fork lift in a suitable place, and set the steer wheels and the chassis in line.
• Apply the parking brake and remove the forks.
• Tilt the mast completely forward.
• Block the steering and driving wheels and turn
the key switch to “ OFF ”.
• Put a drain pan under the rails.
• Disassemble the hose connected between the
M.C.V and the regulator valve.
• Sling the outer rail at the center of the top tie
bar using an overhead crane.
(Before the mast is completely disassembled
from the fork lift, balance the weight so the
rail does not tilt.)
• Apply a small amount of tension by lifting with
the overhead crane.
• Remove the bolt and tilt cylinder mounting pin
on both sides. If the tension of the chain sling
hanging on the overhead crane is not applied,
the mast may fall forward at the last moment,
when the tilt mounting pin is removed.
Be especially careful, pay attention to safety.
• Remove the bolts of the trunnion bracket at the
mast lower mounting.
• Carefully move the mast forward from the fork
lift with the overhead crane.
INSTALLATION
• Carry out the reinstalling of the mast in the

60
reverse order of removal.
• When reconnecting the hoses pay attention to 01
the installation direction of the flow limiting 3
valve and the flow regualtor valve.
! CAUTION
If the flow limiting valve is incorrectly
installed, a hose failure will result in an
uncontrolled drop of the carriage assembly, : 11.3±1.1 kgf·m
causing serious injury or death. (82±8 lbs·ft)
Loctite#271
MAST
TRUNNION BUSHING
To check the trunnion mounting

• Check for missing, broken, bent, or loose trunnion cap fasteners. Replace any damaged parts.
• Lift the mast 305–610 mm (1–2 ft) and tilt the mast fully forward.
• Check for trunnion bushing or cap wear by inserting a feeler gauge between the trunnion cap
and the axle mounting bushing surface.
• The gap should not exceed 0.75 mm (0.030 in.)
• If the gap exceeds specification the bushing or cap may need replacement.
FLOW LIMITING VALVE
The flow limiting valve is connected directly to one rail lift cylinder and the carriage lift
cylinder(Full free lift mast) to control the descent speed of the cylinder in the event that the
flow regulator valve malfunctions or a hydraulic hose ruptures.
Under normal descent speeds the pressure inside the cylinder and in the hose are approximately
equal. Therefore the flow limiting valve does not operate, and the flow regulator valve controls
the descent speed.
However if the flow regulator valve malfunctions or a hose ruptures, a pressure difference occurs
between the cylinder and the output side of the valve. The pressure in the valve pushes the
plunger in the valve, throttling the output port which reduces the descent speed.
! CAUTION
The valve must be installed with the arrow pointing away from the cylinder.
If installed in the reverse position the valve does not function.
1. O–ring
2. Nipple
3. Nipple stopper
4. Body
5. Spring
60 6. Plunger
01
4
MAST
FLOW REGULATOR VALVE
The flow regulator valve in the hydraulic circuit to the rail lift cylinders(secondary) and the carriage
lift cylinder (primary full free lift mast) is mounted on the mast assembly. This valve regulates
the flow rate of the return oil from the lift cylinders to control the descent speed of the cylinders.
When the return circuit is activated the check valve in the flow regulator valve is closed by the
return oil and all return flow passes though the variable orifice, restricting the flow thereby
regulating the descent speed of the cylinders.
! CAUTION
The valve must be installed with the arrow pointing in the direction of flow to the
cylinder.
1. Housing
2. Tee
3. Valve
4. O–ring
60
01
5
MAST
CHECKING CARRIAGE AND MAST SHIM
• Park the fork lift where the forks can be lifted

to the maximum height.
• Apply the parking brake and set steer wheels
and chassis in line, then place wood blocks at
the front and rear of both steer wheels.
The tilt angle should be 0° and the forks
should be about 50 mm (2.0 in) below the
maximum height. Turn the key switch to “OFF”.
• Prepare a feeler gauge 0.5 mm (0.020 in), and
a “C” type clamp.
• To check the gap, catch one side bearing with

a “C” type clamp. Insert a block at the clamp
contact position to transmit the force equally to
the two bearings without damage and defor-
mation of the rail surface.
• Don’t exceed the tightening torque :
27 kgf·m. (195 lbf·ft)
• Put a feeler gauge (0.5 mm–0.020 in)
between the rail surface and the bearing
surface on the opposite side tightened by the
“C” type clamp.
• When a feeler gauge is not available, use a
shim of the same specification.
NOTE
Be sure to check rail–to–roller clearance at the tightest point. If a 0.5 mm (0.020 in.) feeler gauge
goes in and a 1.0 mm (0.040 in.) does not, no shims are needed.
60
01
6
MAST
CHECKING AND ADJUSTING CARRIAGE SIDE ROLLER
It is possible to check the clearance of upper

and lower end bearing of the carriage, but it is
impossible to check and adjust the middle and
side bearing. After checking the carriage upper
and lower end bearing clearance, check the
middle bearing and side roller as follows after
the carriage is disassembled.
• Disassemble the carriage.

• Check and adjust the carriage upper and lower bearing shims using a carpenter's same method
as described for the mast. Ensure that the side thrust roller does not interfere with checking
the clearance.
• Adjust the middle and side roller using a carpenter’s square, as shown.
• Set the square against the upper and lower bearing and adjust (shim) the middle bearing and
side roller to be in line with the vertical edge of the square.
ADJUSTING MAST SHIM
! This job must be done by a qualified technician.
DISASSEMBLY
To adjust the rail roller clearance the mast must

be partially disassembled as follows :
• Remove the carriage from the mast.
60
01
7
MAST
• Place the drive wheels on blocks high enough

so that the lower end of the outer rail will clear
the floor by 153~203 mm (6~8 in).
• Apply the parking brake and block the steering
wheels.
• Tilt the mast to 0° vertical.
• Place a drain pan under the mast and remove

the tilt cylinder hydraulic hoses.
• Temporarily tie the lift cylinder supply hose to
the outer rail near the overhead guard to
minimize the loss of oil.
• Attach a sling to the inner rail top tie bar and

lift it approx. 203mm (8 in).
• Place two blocks under the inner rail.
• Remove the bolts securing the lift cylinder rods
to the inner rail top tiebar.
• Remove the bolts securing the lift cylinder to
the outer rail support bracket.
• Remove the double nuts and cushion rubber.
• Raise the inner rail using an overhead crane.
• Remove the lift cylinder from the mast.
60 ! When disassembling the lift cylinders, note the number of shims on the end of each
lift cylinder rod.
01 • Remove the blocks under the inner rail and

8 lower the inner rail slowly.
Now the outer rail and inner rail rollers will

be exposed.
• Take out the bearing and shim the rollers as
required.
! Take care that the number of shims

assembled at each side is the same if
possible.
MAST
SHIM INSTALLATION
• Gently pry the rollers off the posts. Pry at different points around the bearing to work it off.
• If the clearance check indicated an even number of shims needed, split the quantity evenly
between the rollers on either side of the rail.
• However if the clearance check indicated an odd number of shims needed, split the quantity
of shims so that the odd number are placed one side and the even number are on the opposite
side. i.e. 3 shims needed, place 2 on the left side roller and 1 on the right side roller.
• Check the rollers and replace if the bearings do not operate smoothly.
• Install the rollers on to the posts using a rubber mallet to firmly seat the roller against the
shims.
REASSEMBLY
• When the shim adjustment is completed, raise

the inner rail with the hoist crane.
• Install the lift cylinders. When fully seated in
the lower mount install the lower lock bracket.
• Install the shims which were removed from the
rod end of the lift cylinders when disassem-
bling, and secure each cylinder rod to the tie
bar with the capscrews.
! Use same quantity shims as removed

from each rod when disassembling.
• Tighten the cylinder clamp bracket and the

rubber cushion bolt.
1~2 kgf·m (7~14 lbf·ft)
• Install the hydraulic hoses and sheaves.
• Install the lift chain assemblies.
• Install the carriage.
• Adjust the chain.
• Check the level of the hydraulic oil. Add if required.
• Confirm for the interference by moving the mast up and down.
• Lift cylinder rod end lock capscrew : 26.7 kgf·m (193 lbf·ft)
60
01
9
MAST
FULL FREE LIFT MAST
Checking mast shim, carriage shim and adjusting carriage shim procedure is same as that of
the standard mast.
ADJUSTING MAST SHIM
This job must be done by a qualified technician.
DISASSEMBLY

• Apply the parking brake and place the drive
wheels on blocks high enough so that the
lower end of the outer rail will clear the floor
by 153~203mm (6~8 in).
• Tilt the mast 0° vertical.
• Push the lift lever fully forward.
• Attach a sling to the top tie bar of the inner
rail.
• Place a drain pan under the primary cylinder
and disconnect the supply hose.
• Remove the bracket of hose sheave from the
free bar.
• Temporarily tie the supply hose to the upper
side of the outer rail to prevent the excessive
leakage.
• Disassemble the lift chains.
• Lower the inner rail slowly using overhead
crane so that the upper and lower rollers are
exposed.
• Take out the bearing and shim the rollers as
60 required.
! Take care that the number of shims

01 assembled at each side is the same if
10 possible.
MAST
TRIPLE MAST
CHECKING MAST AND CARRIAGE SHIM
The procedure for checking the mast and carriage rail roller clearance is the same as that
described for the standard mast.
60
01
11
MAST
ADJUSTING MAST SHIM
DISASSEMBLY
To adjust the rail roller clearance the mast must be partially disassembled as follows:

• Lower the inner and intermediate rails completely.
• Place the drive wheels on blocks high enough so that the lower end of the outer rail will clear
the floor by 153~203mm (6–8in).
• Tilt the mast to 0° vertical. (Fig 1)
• Place a drain pan under the mast and remove the hydraulic hoses, tubes and sheave
assemblies for the primary (centered mounted) cylinder and the lift cylinders.
(Match mark the hoses if removed from the “limiting valve”)
• Temporarily tie the lift cylinders supply hose to the outer rail.
! Temporarily tie both lift cylinders to the outer rail.

• Attach a sling to the top tie bar of the inner rail and lift it approximately 203 mm (8 in) above
the intermediate rail.
• Place two blocks under the inner rail, then lower it until the rail rests on the blocks.
• Remove the inner rail lift chain assemblies and the capscrews securing the cylinder rods to
the intermediate rail top tie bar.
• Attach the sling to both the inner rail and intermediate rail top tie bars.
• Raise the inner and intermediate rails, remove the two blocks previously installed and place a
1m (3 ft) heavy wood block under the base of both the intermediate and inner rails. Ensure
that the block is large enough to hold both of the rail bases.
• As you raise the rails take note of the shims on the lift cylinder rods.
• Lower the inner and intermediate rails on to the block. Ensure they are firmly seated.
• Attach a sling to a lift cylinder and take up the slack.
• Remove the lower lock bracket from the lift cylinder, collapse the cylinder rod into the barrel
and carefully lift the cylinder out of the mast. (Fig.2)
• Repeat the procedure and carefully remove the other lift cylinder.
• Attach a sling to both the inner and intermediate rail top tie bars, raise the rails, then remove
the support block and lower both rails to the floor. Ensure that both rails are on the floor.
• The intermediate rail lower rollers and outer rail upper rollers are now exposed, shim the rollers
60 as required. (Fig.3)
• Attach a sling to the intermediate rail top tie bar, raise the rail and insert a
100×100×610mm(4×4×24 in.) block between the upper or lower tie bars of the inner and
01 intermediate rails.
12
• The intermediate rail upper rollers and inner rail lower rollers are now exposed, shim the rollers
as required. (Fig.4)
MAST
Fig. 1 Fig. 2
Fig. 3 Fig. 4
SHIM INSTALLATION
The procedure for removing the rollers and installing additional shims is the same as that
described for the standard mast.
REASSEMBLY
• Raise the intermediate rail and remove the block between the upper or lower tie bars of the
inner and intermediate rails.
• Lower the intermediate rail to the floor.
60
• Attach a sling to the top bar of both the inner and intermediate rails, then raise the rails 01
carefully guiding the lower rollers into position. 13
• Continue to raise both rails until a 1m (3ft) block can be placed under the base of both the
intermediate and inner rails. Ensure that the block is large enough to hold both of the rail
bases.
• Lower the inner and intermediate rails on to the block.
Ensure they are firmly seated. Install a safety chain from the inner and intermediate lower tie
bars to the outer rail top tie bar.
MAST
• Attach a sling to a lift cylinder and carefully position it in the mast.

• When fully seated in the lower mount install the lower lock bracket.
• Repeat the procedure and install the other lift cylinder.
• Raise the inner and intermediate rails, remove the safety chain and the support block.
• Carefully lower the rails, guide each lift cylinder rod into the intermediate rail top tie bar,(do
not forget to install the rod shims) and install capscrews to secure the cylinder rod.
26.7 kgf·m (193 lbf·ft)
• Raise both rails enough to place a block under the base of the inner rail, then lower the rails
until inner rail rests on the block.
• Install the lift chain assemblies and the hydraulic hoses and sheaves.
• Remove the support block from under the inner rail and lower the rail completely.
60
01
14
M A I N T E N A N C E
OTHER COMPONENT
CARRIAGE
The standard mast carriage and the full free lift mast carriage are very similar, the only difference
being that the full free lift carriage is operated by a center mounted hydraulic cylinder rather
than the rail lift cylinders.
REMOVAL
• Apply the park brake, place directional lever in neutral and block the steer wheels.
• Adjust the tilt angle of the mast to 0° vertical. (Fig.1)
• Raise the carriage 153~203 mm (6–8 in) then place a heavy pallet under the forks.
• Lower the carriage until the forks rest on the pallet, use two “C” clamps to clamp the forks
to the pallet. (Fig.1)
• On the standard mast continue to lower the lift cylinders until the chain tension is released.
• Turn the start switch to “OFF”
• On the full free lift mast continue to lower the center mounted (primary) cylinder until the chain
tension is released.
• Remove the carriage chain clevis pins from the chain anchors on the rear side of the carriage
(std. mast) or remove the clevis pins at the primary cylinder, pull the chain out of the sheaves
and lay them over the carriage (full free lift mast).
• Raise the inner rail until the carriage upper rollers are clear. (Fig. 2)
• Start the engine, release the park brake and slowly back away from the carriage. (Fig. 2)
60
02
1
OTHER COMPONENT
Fig. 1 Fig. 2
INSTALLATION
• Ensure that the carriage is securely clamped to the pallet.

• Slowly drive the fork lift up to the carriage assembly with the inner rail centered on the carriage.
• Raise the inner rail until it is high enough to clear the carriage upper rollers.
• Tilt the mast until it is at the same angle as the carriage assembly.
• Slowly move the fork lift forward until the inner rail is centered over the carriage rollers.
• Carefully lower the inner rail over the carriage rollers until the rail lift cylinders are completely
collapsed.
• Apply the parking brake, place directional lever in neutral, turn “OFF” the start switch and block
the steer wheels.
• Reinstall the lift chains. Always use new cotter pins.
CYLINDER RACKING
60
02 CHECKING
2
The phenomenon referred to as racking occurs when the stroke of the lift cylinders or the tilt
cylinders are not equal.
Lift cylinder racking–If lift cylinder racking occurs it can be felt when the rail reaches maximum
lift, since there is shock loading on one cylinder when it stops and the other cylinder continues
stroking.
Tilt cylinder Racking–If tilt cylinder racking occurs it can be visibly noticed when tilting reaches
maximum forward or backward position, since there is a twisting motion of the mast as one
cylinder stops and the other continues stroking.
OTHER COMPONENT
ADJUSTING
LIFT CYLINDER
• Raise the forks approximately 100 mm (4 in) off the floor.

• Check the tension of both chains, if necessary adjust so that the tension is equal.
• To adjust lower the carriage until the heel of the forks is 13 mm off the floor. Adjust each chain
anchor until the carriage just starts to lift. Tightening torque of lock nut :
9.5 kgf·m (68 lbf·ft)
• Raise the lift cylinders to maximum stroke and check if both cylinder rods stop at the same
time.
• If racking occurs even after adjusting the chains, remove the cylinder rod of the lift cylinder
which stopped first (shorter stroke) from the rail tie bar, add shims and reinstall.
• Recheck for racking and adjust shimming if required.
• Tightening torque of cylinder rod end lock capscrew : 26.7 kgf·m (193 lbf·ft)
TILT CYLINDER
• Tilt the mast fully forward and fully backward and check it both cylinders start and stop at the
same time.
• If racking occurs adjust the cylinder with the longest stroke.
• Loosen the bolt clamping the rod end yoke and rotate the cylinder rod to shorten the stroke.
(Adjust forward tilt first.)
• When no racking is evident tighten the clamping bolt. 18.4 kgf·m (133 lbf·ft)
LIFT CHAINS
The lift chains are very important components in the mast assembly. The safe, efficient, reliable
transfer of lifting force from the hydraulic cylinders to the carriage (forks) depends on proper care
and periodic maintenance. To obtain maximum chain life, correct chain adjustment and regular
lubrication with the correct lubricant is essential.
LUBRICATING CHAIN
60
02
Inspect and lubricate the chains every 250 hours 3
with a quality chain spray lubricant or SAE 20
grade engine oil.
In adverse working conditions inspect and
lubricate every 50 hours. The lubricant must be
absorbed into the joint and between the links to
gain maximum chain life. Lubricating the outer
surface prevents rust and corrosion. (Fig.1)
Fig. 1
OTHER COMPONENT
CHAIN FAILURES
Excessive chain overload particularly without

sufficient lubrication causes protruding pins and
crushed links. (Fig.2)
Fig. 2
Cracked and broken links are a result of fatigue

caused by exceeding the rated capacity of the
equipment. (Fig.3)
Insufficient or improper lubrication contributes to
this type of failure due to seized joints.
Fig. 3
• Wear
Replace the chain if the chain length is longer than the new chain length by 3% or more.
Always replace the two chains in a set for consistent lift operation.
• Rust (corrosion)
It is very important to protect the lift chain from corrosion whether the equipment is being
used or stored. The corrosion causes cracks in the chain, which reduce the rated capacity
60 of the lift chain.
• Fracture and crack

02 Chain fractures occur because of overloads that considerably exceed the rated capacity of
4 the equipment or by sudden impact loading. The most common reason for chain cracks is
fatigue failure. Replace with new chains when fractures or cracks are found. Always replace
all chains of the equipment at the same time.
• Seized joint
The joints of the lift chain must bend freely. A tight joint is caused by a bent pin and plate,
or rust. Do not repair a chain by cutting out a worn section and joining in a new piece.
OTHER COMPONENT
• Chain anchor/clevis bolt

Check wear, damage, and general condition of the chain anchors. If there is wear in the
anchor or damaged to the clevis bolt thread, replace the anchor assembly.
• Cleaning
It is preferable to clean the chains with a biodegradeable solvent, however if steam cleaned
do not use a caustic solution.
CHECKING CHAIN TENSION
• Place the mast at 0° vertical.

• Pick up a load and raise the forks approxi-
mately 153mm (6 in).
• Push the chains forward and pull them
backward to check the amount of tension on
each chain.
• If one chain moves more than the other, lower
and adjust the chain anchor bolts for equal
tension on both chains.
• Raise the load and recheck the chain tension,
adjust if required.
• Chain anchor lock nut :
9.5 kgf·m (68 lbf·ft).
ADJUSTING LENGTH OF LIFT CHAINS
STANDARD AND FULL FREE LIFT 2–STAGE MAST
The standard mast has two chains, one on eash side of the mast anchored from the top tie
bar of the outer rail to the carriage.
The full free lift mast has two chains anchored from the base area of the primary cylinder (center
mounted on the inner rail).
• Ensure that the tires are inflated to specification.

60
• Pick up a rated load (to obtain maximum chain stretch).
• Set the tilt angle of the mast to 0° vertical. 02
• Lower the carriage and inner rail completely. 5
• Adjust the carriage chains so that the heel of each fork is approximately 13mm (1/2") off the
floor.
• Recheck the chain tension.
• Check anchor lock nut : 9.5 kgf·m (68 lbf·ft ).
OTHER COMPONENT
FULL FREE LIFT TRI MAST
The full free lift 3–stage mast has four chains, 1 set anchored from the base of the inner rail
to the top tie bar of the outer rail, and the other set anchored from the base area of the primary
cylinder (center mounted) to the carriage.
• Ensure that the tires are inflated to specification.

• Pick up a rated load (to obtain maximum chain stretch).
• Set the tilt angle of the mast to 0° vertical.
• Lower the inner and intermediate rails completely.
• Adust the back chains so that the inner rail is 3.1mm (1/8″) above the intermediate rail.
• Next adjust the carriage chains so that the heel of the forks is approximately 13mm (1/2″) off
the floor.
60
02
6
OTHER COMPONENT
FORKS
REMOVAL AND INSTALLATION FORKS
• Release the lock latch on the fork, then slide

the fork over the notch in the lower carriage
fork bar.
• Lift the end of the fork, the lower fork hanger

will separate from the lower carriage fork bar.
• Place a block of wood under the heel of the
fork.
• Press the end of the fork downward, the upper

fork hanger will disengage from the upper
carriage fork bar.
! CAUTION
When the fork disenages it is not
supported by the carriage and can fall to
the side.
60
02
7
Repeat the above procedure to detach the other fork.

Installing the forks is carried out in the reverse order of removal.
OTHER COMPONENT
INSPECTION
The forks should be inspected regularly to ensure component integrity.
VISUAL INSPECTION
• Fork Alignment : Compare fork arms to be sure they are straight, on the same plane (level),
and the same length.
• Fork Latch : Check for damage and holding ability.
• Fork Stops : Inspect the carriage fork stop for wear and or damage.
• Unusual Wear : Check for visible wear caused by improper operation or abuse.
• Physical Damage : Check for impact damage which could weaken the forks.
• Cracks : Inspect the forks for cracks at the heel, toe, and hanger areas.
FORK WEAR AND HEEL WEAR
Industrial Standards require that a fork be removed from service when the blade or heel thickness
is reduced by 10% from its original thickness.
• Use a pair of calipers (fork wear calipers are recommended) to gauge the thickness on an
unworn portion of the arm.
Move the calipers to the worn, heel area of the fork and make a measurement.
If the heel is 10% smaller than the arm, the load capacity could be reduced by 20%. A
3,500 kg (7700 lbs.) capacity fork with 10% wear can only safely handle 2,800 kg (6170 lbs.)
FORK FATIGUE
• 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 ALIGNMENT
60 • Park the fork lift on a flat, even surface, tilt mast to vertical position, and set forks
25–50 mm (1–2 in) above the ground.
• Compare fork arms to be sure they are straight, on the same plane(level), and the same length.
02 • Measure the distance from the fork tips to the ground. The height difference between the forks
8
tips should be no more than 3% of the fork length. For example, a 1070 mm (42 in) fork should
not vary more than 30.5 mm (1.2 in) up or down from its mate.
• If the fork tips are not aligned within the specified 3% difference, the cause of the problem
must be determined and corrected before returning the unit to service.
If replacement is necessary, always replace the forks in a set.
OTHER COMPONENT
FORK BENDING
Overloading, glancing blows against solid objects, or picking up loads unevenly can bend or twist
a fork. Use the following procedure to check for fork bending.
• Place a 50×100×6100 mm (2×4×24 in) wood block flat on the fork. Make sure the block is not
resting on the heel radius.
• Set a carpenter's square on the block against the fork shank.
• Check the fork 508 mm (20 in) above the blade to make sure it is not bent more than
14.5 mm (0.6 in) at the maximum.
• If blades are bent over the 14.5 mm (0.6 in) allowance they should be replaced as a set.
60
02
9
OTHER COMPONENT
COUNTERWEIGHT
The counterweight should be inspected regularly to ensure that it is securely mounted and for
cracks, particularly around the mounting bolts and tow pin areas.
! CAUTION
Do not operate the fork lift without a counterweight or with loose mounting bolts.
Failure to comply can result in severe injury or death.
REMOVAL
! CAUTION
To lift the counterweight use wire ropes or chains that are certified and in good
condition and of adequate load rating and length.
! Stand clear of the counterweight as it is being hoisted, moved, or mounted.
• Install two eye bolts of adequate size and load

rating into the counterweight.
• Connect the lift chains or wire rope slings to

the eye bolts and using an overhead hoist of
60 sufficient lifting capacity slowly lift the chains

until the slack is removed.
02
10
OTHER COMPONENT
• Remove the mounting capscrews, then raise

the counterweight from the fork lift frame.
• Slowly lower the counterweight on to a sturdy

pallet. As a precaution block the counterweight
to prevent it from shifting when the pallet is
moved.
INSTALLATION
Installing the counterweight is the reverse procedure of removal.
• Install the shims in the original position, or set

the counterweight on the frame and determine
the thickness of shims required (1).
• Remove the counterweight and install the

shims on the frame.
• Set the counterweight on the frame, and adjust

capscrew (2) to level the counterweight. Lock
the jam nut.
60
02
• Insert the mounting capscrews (3) and install washer (4) as required between the frame plate 11
and counterweight.
• Tighten mounting capscrews to specification.

Apply loctite #277 : 45–50 kgf·m (325~362 lbf·ft)
OTHER COMPONENT
LIFTING, JACKING AND BLOCKING
! CAUTION
Do not raise the fork lift by jacking on the counterweight.
Only use a hydraulic jack that is certified, in good condition and of adequate load rating.
SAFE PARKING
Carry out the following procedures first before raising and blocking the machine.
• Park the fork lift on a hard flat surface such a as concrete floor without gaps or holes.
• Put the mast to the vertical position, and lower completely the forks or attachment.
• Put all control levers in neutral position and turn the start key to “OFF”.
• Engage the parking brake and block the wheels.
LIFTING THE DRIVING WHEELS
Use the mast to lift the driving wheels from the floor.
• Start the engine, and tilt the mast backward

completely. If needed, lift the mast a little for
2nd stage, and turn the start switch key to
“OFF”.
60 • Put a hardwood block 100×100 mm (4×4in.)

below the mast rail. Set an iron plate approxi-
02 mately 6.4 mm (1/4″) thick on each wood block.
12
OTHER COMPONENT
• Turn the start key to “ON”, and tilt the mast

forward completely.
Release the tilt control lever, and check the
gap between the drive wheels and floor.
• Turn the start key to “OFF”.
• Confirm that the support blocks under the mast

rails are securely positioned.
• Carry out the above procedures in reverse order to remove the support blocks.
60
02
13 ①
OTHER COMPONENT
LIFTING THE STEERING WHEELS
PARK THE FORK LIFT SAFELY
• Install the jack under the rear part of the fork

lift frame.
! Do not install the jack under the counter-

weight.
• Raise the fork lift just enough to conduct

repairs.
• Place hardwood blocks under both sides of the
frame close to the steering wheels to ensure
maximum stability.
• Put an equal amount of blocking under each
side to keep the fork lift horizontal.
• The length of the blocking should be equal to
the width of the fork lift.
• Lower the fork lift to the blocks and confirm
machine stability prior to performing any repairs.
When repairs are completed lower the steering wheels to the floor, by carrying out the
procedure in reverse order.
60
02
14 ①
OTHER COMPONENT
LIFTING THE ENTIRE FORK LIFT
! CAUTION
SIDE–TO–SIDE TIPOVER. When jacking the side be sure the mast is lowered fully and
do not raise one side of the fork lift more than about 50mm(2in) higher than the other,
to avoid tipping it over laterally.
END–TO–END TIPOVER. If the mast and transaxle are removed while the fork lift is
blocked up, it will tip backwards due to the heavy counterweight. Both mast and
counterweight must be removed before attempting to raise the fork lift for transaxle
removal. The back of the unit must be supported by blocking under the steer axle to
prevent movement.
The reverse is also true. If the counterweight is removed while the fork lift is up on
blocks, the weight of the mast and transaxle will cause it to tip on the front blocks
and fall forward.
• Place the jack under the side frame near the center of the fork lift. Get as close as possible
to the point of balance.
! CAUTION
Ensure that the jack is properly
positioned under the side frame.
• Carefully lift one side of the fork lift at a time,

to a maximum height 150 mm (6 in.)
! CAUTION
When raising the fork lift do not exceed
the point of stability.
The fork lift could tip over causing
serious injury or death.
60
02
• Place the blocks under the side frame close to 15 ①
the driving wheels and steering wheels for
maximum stability.
• Lower the fork lift on to the blocks and move
the jack to the opposite side. Repeat the lifting
procedure.
• Use the same size blocks under each side, so
the fork lift will be level and have maximum
stability.
OTHER COMPONENT
• When working on components other than the

drive axle or steering axle raise the fork lift and
put wheel cradles of adequate load rating and
stability under the wheels.
• Lower the fork lift in the reverse order of the lifting procedure.
To prevent side–to–side tipover, lower one side of the fork lift at a time by 50 mm(2 in) then
repeat the process on the opposite side.
60
02
16 ①
CIRCUIT DIAGRAM 70
• 70 – 01 HYDRAULIC CIRCUIT DIAGRAM

– Hydraulic circuit diagram(EATON Valve)
– Hydraulic circuit diagram(HANIL Valve)
• 70 – 02 ELECTRIC CIRCUIT DIAGRAM
– Electric circuit diagram (SF20 - 30L For EPA non tier2)
– Electric circuit diagram (SF20 - 30G For EPA non tier2)
– Electric circuit diagram (SF20 - 30D For EPA non tier2)
– Electric circuit diagram (CMP20 - 30L For EPA non tier2)
– Electric circuit diagram (CMP20 - 30G For EPA non tier2)
– Electric circuit diagram (CMP20 - 30D For EPA non tier2)
– Electric circuit diagram (Diesel - For EPA tier2)
– Electric circuit diagram (LPG - For EPA tier2)
– Electric circuit diagram (LPG SECM - For EPA tier2)
C I R C U I T D I A G R A M
HYDRAULIC CIRCUIT DIAGRAM
HYDRAULIC CIRCUIT DIAGRAM(EATON VALVE)
70
01
1②
HYDRAULIC CIRCUIT DIAGRAM
HYDRAULIC CIRCUIT DIAGRAM(HANIL VALVE)
LIFT TILT AUX1 AUX2
70
01
3
ELECTRIC CIRCUIT DIAGRAM
ELECTRIC CIRCUIT DIAGRAM (SF20-30L For EPA non tier2)
1. Battery
WNCT 22mm
2
Y
800 B+
2. Cranking motor
SLOW-BLOW
FUSE (40,60) 3. Relay
40A 1B 50
1A R
W W
4. Alternator
60A
B+ BR R1 R2 C ACC F4(10A) F10(5A) F1(10A) F11(15A) 5. Slow blow fuse
PRE
OFF 6. Distributer
ON 51 L B
START 5
RW
14
YG
L
GY
R RW
7. Start switch
11 Z1 136 143 105
10 W R W
50A W
50B
CLUSTER 12 13 15 17 7 16
GBr
10 S/W-P.C.B. 8. Fuse box ass’y
IGN BEACON LAMP CHECK SW
R
9 HOUR FUEL T/M ENG CHARG T/M PARK T/M ILL.
9. Cluster
METER W/TEMP OIL OIL OIL WARN GLOW SPARE SPARE T/SIG T/SIG
10. LPG senser

PRS TEMP TEMP -L -R
7 WB
UNIT
11. Water temp. sender
CRANKING MOTOR 4 3 1 11 2 8 9 5 14 GND 6
DC 12V, 1.2Kw
70A
12. S/W–oil press
B+
GY
0.5µF H I E F H I
13. T/M oil temp. sw
L
1.25RY
725
S
12 WB
792
Y
Z2 14. Parking brake sw.
32 W
53 58 63 55 70
I. C
YR
59 YL
YL YW YG YB 15. Rear work lamp
REG. D
ALTERNATOR
16. Licence lamp ass’y
DC 12V, 50A 3
1
DISTRIBUTOR
4 W/TEMP
FUEL
SENSOR
P T/M
PARK 17. T/sig. lamp
OIL
2 E / OIL TEM
18. Head lamp
IGINITION
COIL 014
04 05 03 08
B 19. Switch–combi
B B B B
20. Room lamp
B- 21. Combi lamp ass’y
1 2 3 4 5 6 7 8 9 11 10 12 13 14
22. Switch–brake stop
23. Flasher unit
B+ 24. Directional lever
801
R
25. Relay–3 point
R
N 801A
ANTENNA
30
RG 26. T/M solenoid
121A
F2(25A) F14(15A) F13(10A) F9(10A) F3(10A) F7(10A) F5(15A)

RW
27. Relay–3 point
7.5A
28. Back–up alarm
700
131 R
DIRECTION
LEVER
RY
RADIO & 29. Horn relay
B+ 501 GB 201 R 401 R
R
551 R CASSETTE
101 132 LW
L
FLASH
UNIT
B SOL.-F SOL. -R NEU
301 L
L 307
ROOM
LAMP
30. Horn switch
E FWD HORN RELAY E P C E B+ L H E W
OFF
B T H
LH
LH FU RH
NEU
POWER RELAY
HEATER SW OFF B 31. Horn
NEU B+ A C 1ST P 35A 807 808 805
RH
RG
151
REV
F OFF 2ND
L B G
32. Beacon lamp
HZR 719-2 719-1
750 G 1ST TURN SPEAKER
POWER RELAY 502
LW L 720-1
GY G 2ND BR
33. Heater switch
LB 302 LW 305 303
552 B 308
N
719 720 553 R
555
LR
202 RB
402 403
B
34. Heater
730 809 G
L LR
B RW L GY
35. Wiper & washer switch
POWER
G LR
L YL RG RELAY SPEAKER
736 732 303 304
36. Wiper motor & brkt. ass’y
70
R 554 LR
D4
RW RG YR RW YR W Y RG Y RG W
D3 503
GR
37. Washer pump
111 123 135 121 122 141 134 102 152 103 153 142
Y 737 733 RY D
REAR LIC T/SIG HEAD
RW
HEAD T/SIG T/SIG
TAIL STOP TAIL STOP T/SIG
BEACON M
C 38. Cassette
713 GB LAMP
WORK LH-FRT RH-FRT LH- COM RH-COM
POWER RELAY BACK 39. Speaker
015
B
016
B
017
B
018
B
019
B
020
B
021
B
022
B
023
B
024
B
025
B 028
B
029
B
030
B RW
791
Z1 UP
ALARM
HORN
HEATER
035
B
40. Antenna 02
031 032
B
793
RB
09
B
010
B
034 B B B 034
B
1②
031 Z2
B-
15 16 17 18 19 21 22 23 24 25 26 25 27 28 29 31 32 33 34 35 36 37 38 39 40 20
30
ELECTRIC CIRCUIT DIAGRAM (SF20-30G For EPA non tier2)
2
WNCT 22mm
Y
SLOW – BLOW
800 1. Battery
FUSE (40, 60)
40A
2⋅ 3.OW
50
2. Cranking motor
1B
1A 5.0R
60A
5.0W
3. Relay
B+ BR R1 R2 C ACC F4 (10A) F10 (5A) F1 (10A) F11 (15A) 4. Alternator
PRE
OFF
L
5. Slow blow fuse
ON 51
R B
START
5
1.25RW
14
YG
1.25L
GY RW 6. Distributer
Z1 136 143 105
10 5.0W
3.0W 3.0W CLUSTER 4 16
IGN
12 1 8
GBr
2 S/W – P. C. B. 7. Start switch
11 50A 50B
BEACON LAMP CHECK SW
5.0R
9
5.0R
HOUR T/M ENG CHARG T/M PARK T/M ILL.
8. Fuse box ass’y
METER FUEL W/TEMP OIL OIL OIL WARN GLOW T/SIG T/SIG
PRS PRS TEMP –L –R
M
7 1.25WB
9. Cluster
10. Fuel sender
UNIT UNIT
CRANKING MOTOR
DC 12V, 1.2Kw B+ 15
14 3 7 10 11 6 17 15 9 13 GND 5
1.25R 70A
1.25RY
0.5∝F H I GY 12. S/W–oil press
725 12 WB
E F H I
792 Z2 13. T/M oil temp. sw
32 1.25W
Y
I.C
REG.
DUAL 58 53 63 55 70 14. Parking brake sw.
SW YL YR YW YG YB
T/M
15. Rear work lamp
ALTERNATOR 3 E/OIL OIL PARK
DC 12V, 65A DISTRIBUTOR
1 4
TEM
1.25L 1.25G FUEL
W/TEMP
2 16 17
SENDER
17. T/sig. lamp
IGNITION
X COIL
18. Head lamp
04 03 05 08 014
LPG GAS DUAL

B B B B B
19. Switch–combi
FUEL SHUT SOL SOL SYSTEM
OFF SOLENOID 20. Room lamp
1 2 3 4 5 6 7 41 8 9 10 11 12 13 14
23. Flasher unit
B+ 24. Directional lever
1.25R
801 25. Relay–3 point
N 0.85R
26. T/M solenoid
801A 30
121A RG
ANTENNA
F5 (15A)
RW 27. Relay–3 point
F13 (10A) F9 (10A) F3 (10A) F7 (10A)
F2 (25A) F14 (15A)
7.5A
28. Back–up alarm
700
29. Horn relay
131 R
DIRECTION 1.25RY 501 1.25GB RADIO &
2.0R B+
LEVER
551
201 1.25R 401 1.25L
301 1.25L
L CASSETTE 30. Horn switch
101 132 LW FLASH B SOL.–F SOL.–R NEU 307 ROOM
R HORN RELAY LAMP
L UNIT
E FWD POWER RELAY E P C E B+ L H E W
31. Horn
B T H LH FU RH
OFF
OFF LH NEU HEATER SW
1ST P 035A 807 808 805 32. Beacon lamp
NEU B+ A C B L B G
RG REV
RH
HZR
151 F OFF 2ND 33. Heater switch
SPEAKER
719-2 719-1 750 1ST TURN
POWER RELAY LW 720-1 1.25PR
L
GY
G
502 503 202 2ND LB
302 305 033 BR 34. Heater
G 1.25GR LW B 308
N 555
LR 35. Wiper & washer switch
730 719 720 402
809 G
1.25L
B RW 1.25L 1.25GY G LR
303 304
1.25
RW
111
L
RG
123
R
YR
135
1.25
RW
121
1.25
RW YR
122 141
W
134
Y RG
102 152
Y RG
103 153
W
142
YL
736
D3
Y
737
RG
732
RY
D4
733
BEACON
LAMP
403
1.25LR
SPEAKER
37.
38.
Washer pump
Cassette 70
T/SIG TAIL TAIL STOP T/SIG
BACK
UP
M
C 39. Antenna
02
T/SIG STOP HORN
REAR LIC HEAD HEAD T/SIG 1.25GB ALARM
713
WORK LH–FRT RH–FRT
LH–COM RH–COM POWER RELAY
40. Speaker
HEATER
015
1.25B
106
B
017
B
018
2.0B
019
1.25B
020
B
021
B
022
B
023
B
024
B
025
B 028 029
030
1.25B
RW
Z1 034
B
035
1.25
41. SW-Fuel selection 3①
791
B B
B B 031 032
793 09 010 034 B B
RB 1.25B
031 Z2
0.85B
15 16 17 18 19 21 22 23 24 25 26 25 27 28 29 31 32 33 34 35 36 37 38 39 40 20
30
ELECTRIC CIRCUIT DIAGRAM (SF20-30D For EPA non tier2)
1. Battery
WNCT 40mm
SLOW – BLOW 2. Cranking motor
FUSE (50, 60) 2 5.0R
50A
764 RL
3. Timer
1 5.0R B+
800 Y 4. Relay
FUSE BOX
9811 – 32102
11 5.0W 27 5R 5. Alternator
KEY SW F11 (15A)
6. Thermo sensor
F4 (10A) F12 (5A) F10 (5A) F1 (10A)
B+
10 5.0W
PRE
B+ BR R1 R2 C ACC
7. Start switch
5.0R 9 OFF
COIL
START RELAY
ON
5 W 765 RB L 8. Air heater
U V START 14 1.25L
R B
YG
M
8 1.25BW
51
Z1 19 R GY
136 143
RW
105 9. Fuse box ass’y
CLUSTER 4 16 12 1 8 GBr 2 S/W – P. C. B.
< 2.3KW >

CRANKING
7 1.25RB 3 3.0W
IGN BEACON LAMP CHECK SW
10. Eng. stop motor
MOTOR T/M ENG T/M T/M
CHARG PARK ILL.
11. Cluster
HOUR OIL OIL OIL WARN T/SIG
METER FUEL GLOW T/SIG
W/TEMP PRS PRS TEMP –L –R
3.0W 4
6 BW
"P"
"B+"
12. Fuel sender
26 UNIT UNIT
"L"
RW 14 3 7 10 11 6 17 15 9 13 GND 5 13. Water temp. sender
79 BW
70A
766 W GY 14. S/W–oil press
"IG" H I E F H I
25
RL 792 Z2 15. T/M oil temp. sw
Y
I. C REG.
RL 24
TIMER 761 R
58
YL
53
YR
63
YW
55
YG
70
YB
16. Micro switch
5R 760 W/TEMP
T/M
17. Rear work lamp
< 12V, 60A > OIL PARK
28 GR E/OIL TEM
ALTERNATOR
094
B
762
RY 093 FUEL
SENDER
B
M 19. T/sig. lamp

AIR INDUCTION 763
092 04
B B
03
B
05
B
08
B
050
0.85B
014
B 20. Head lamp
HEATER HEATER
BW
01
1.25B 067 21. Switch–combi
B

1 2 4 42 5 4 6 7 8 3 10 9 26 11 12 13 14 15 16
24. Flasher unit
B+
1.25R 25. Directional lever
801
N 0.85R
801A 30
26. Relay
RG
121A
RW
ANTENNA
27. T/M solenoid
F14 (15A) F9 (10A) F3 (10A) F7 (10A) F5 (15A)
F2 (20A) F13 (10A)
7.5A
28. Back–up alarm
DIRECTION 700 ROOM
29. Horn relay
131 R
LEVER
1.25 RADIO & LAMP
2.0R
101
B+ RY
551
501 1.25GB 201 1.25R 401 1.25
R
301
L CASSETTE 30. Horn switch
132 LW FLASH UNIT B SOL.–F SOL.–R NEU R 1.25L
307
L
B T H LH FU RH
E FWD POWER RELAY HORN RELAY E HEATER SW
B+ A C
P C E B+ L H E W 3 31. Horn
OFF LH NEU OFF
NEU
RG REV
OFF
1ST
1ST P 035A
B
807
L
808
B
805
G 32. Beacon lamp
RH 151 F 2ND
HZR
POWER RELAY
719-2
LW
719-1
L 720-1
750
G 1.25RB
2ND TURN SPEAKER 33. Heater switch
GY 502 503 202 LB
BR
N 555
G 1.25GR
1.25L
302 305
LW
033
B
308 34. Heater
1.25L 1.25GY LR 402
B 730
RW
719 720
G LR
809 G
303 304
L U YL RG 403
SPEAKER
70
736 732 BEACON 1.25
R LAMP LR
1.25
RW RG YR
1.25
RW
1.25
RW YR W Y RG Y RG W
D3 D4 37. Washer pump
111 123 135 121 122 141 134 102 152 103 153 142 V Y RY
REAR LIC T/SIG HEAD HEAD T/SIG

T/SIG TAIL STOP TAIL STOP T/SIG
737
1.25GB
733
BACK
UP M
C 38. Cassette
ALARN
713
POWER RELAY 39. Speaker
02
WORK LH–FRT RH–COM
RH–FRT LH–COM HORN HEATER
029 Z1
015
1.25B
106
B
017
B
018
2.0B
019
1.25B
020
B
021
B
022
B
023
B
024
B
025
B
028
B
B
RY
791
034
B
035
1.25B 40. Antenna
793
RB
B
09
B
010 034
1.25B
031
B
032
B 41. Room lamp 5①
B
030
Z2
B- 42. Slow blow fuse
17 18 19 20 21 22 23 24 25 26 27 26 26 27 29 31 32 33 34 35 36 37 38 39 40 41
30
ELECTRIC CIRCUIT DIAGRAM (CMP20-30L For EPA non tier2)
4 W
AA 1. Battery
2. Cranking motor
2
WNCT 22mm
SLOW-BLOW
800 Y B+ 3. Relay
FUSE (40,60)
40A
FUSE BOX
4. Alternator
W W
B1 1A R
60A
18 50
5. Slow blow fuse
F11(15A)
BATTERY
B+ BR C ACC
F4(10A) F10(5A) F1(10A)
6. Distributer
OFF
ON
RW YG
L
51 L
7. Start switch
START 5 14 R B
B2 Z1
GY
136
GBr
143
RW
105
8. Fuse box ass’y
11 R W W
10 W 13 S/W-P.C.B.
START
RELAY
50A 50B CLUSTER + 12
IGN
15 17 7 16 10
CHECK SW DISCONNECT S/W 9. Cluster
R
B
9 HOUR
METER W/TEMP
FUEL T/M
OIL
ENG CHARG
OIL
T/M PARK
OIL
T/M
WARN GLOW SPARE SPARE T/SIG T/SIG
ILL. E- 10. LPG senser
7 WB PRS TEMP TEMP -L -R B1 B2
M 11. Water temp. sender
CRANKING MOTOR
R 109
UNIT
4 3 1 11 2 8 9 5 14 GND 6
I1 I2
12. S/W–oil press
DC 12V, 1.2Kw
B+
A
70A 13. T/M oil temp. sw
H I GY
RY 725 0.5∝F
L 12 WB
H I 14. Parking brake sw.
792 Z2
S 32 W 53 58 63 55 70
Y 15. Rear work lamp
YR YL YW YG YB
I. C
REG. 16. Licence lamp ass’y
ALTERNATOR
3
P
PARK 17. T/sig. lamp
DC 12V, 65A DISTRIBUTOR
12 11 FUEL T/M
OIL
1
2
4
W/TEMP
SENSOR E / OIL
TEM 18. Head lamp
X IGINITION
COIL
RW 5-2 5-1 RW
19. Switch–combi
04
B
05
B
03
B
08
B
014
B 20. Room lamp
21. Combi lamp ass’y
B-
1 2 3 4 5 6 7 8 9 11 10 12 13 14 22. Switch–brake stop
23. Flasher unit
24. Directional lever
25. Relay–3 point
AA 801 R
N R RG 26. T/M solenoid

801A 30
RW 121A
ANTENNA 27. Relay–3 point
F14(15A) F13(10A) F9(10A) F3(10A) F7(10A) F5(15A)
F12(20A)
28. Back–up alarm
7.5A
700 RY
29. Horn relay
R DIRECTION RADIO &
R 100
131 LEVER
SOL. 551
501 GB 201 R 401 R 301 L
L 307 CASSETTE 30. Horn switch
LW B+
B SOL. NEU
-F -R R ROOM
A
101 RL 132
L
FLASH
UNIT
E
FWD
POWER RELAY
HORN RELAY P C E B+ L H E W
LAMP 31. Horn
B T H LH FU RH HEATER SW OFF
OFF LH
NEU
REV B+ A C 1ST P 035A
B
807
L
808
B
805
G
32. Beacon lamp
NEU
OFF 2ND
RH
HZR
151 RG
POWER RELAY
719-2
LW
719-1
L 720-1
750 1ST TURN SPEAKER 33. Heater switch
G RB
502 503 2ND
GY
G GR
202
LB 302 LW 305 033
B
BR
308 34. Heater
N 555 L LR
B
RW 730 719
L
720
GY
LR 402 403
809 G 35. Wiper & washer switch
G LR
L X
303 304
70
YL 736
SPEAKER
732 RG
R
D3 D4 BACK
BEACON
LAMP
37. Washer pump
RW YR W Y RG Y RG W
UP
RW 111 RG 123 YR 135 121 RW 122 141 134 102 152 103 153 142
Y 737 733 RY
ALARM
C
38. Cassette
TAIL STOP TAIL STOP T/SIG
T/SIG T/SIG
REAR LIC T/SIG HEAD HEAD
M
713 GB 39. Antenna
010
WORK
015 016
B
LH-FRT
017
B
018
B B
RH-FRT
019 020
B
LH-COM
021
B
022
B
023
B
RH-COM
024
B
025
B
028 029
030 B
POWER RELAY
RW
Z1
HORN
HEATER
035
B
40. Speaker 02
B B 791
B B
793
09
B
010
B
034
B
031
B
032
B
034
B
7①
RB
B
031 Z2
15 16 17 18 19 21 22 23 24 25 26 25 27 28 29 31 32 33 34 35 36 37 38 39 40 20
30
ELECTRIC CIRCUIT DIAGRAM (CMP20-30G For EPA non tier2)
1. Battery
4 2.0W
AA 2. Cranking motor
3. Relay
2
WNCT 22mm Y
SLOW-BLOW
800 B+ 4. Alternator
FUSE (40,60)
40A
1B
5.0W
FUSE BOX
5. Slow blow fuse
1A 5.0R
60A
6. Distributer
BATTERY B+ 1G ST ACC F4(10A) F10(5A) F1(10A) F11(15A)
OFF 7. Start switch
ON
START
1.25RW YG 1.25L L 8. Fuse box ass’y
5 14 51 R B
3.0W
50A
3.0W
50B
Z1
GY
136
GBr
143
RW
105
9. Cluster
10 5.0W CLUSTER 4 16 12 1 8 2 S/W-P.C.B.
START
RELAY 5.0R
11 5.0R IGN CHECK SW 10. Fuel sender
9 HOUR

FUEL T/M ENG CHARG T/M PARK T/M
W/TEMP ILL.
METER OIL
PRS
OIL
PRS
OIL
TEMP
WARN GLOW T/SIG
-L
T/SIG
-R
E-
7 1.25WB 109
R
M
A 12. S/W–oil press
UNIT UNIT
CRANKING MOTOR
DC 12V, 1.2Kw B+
14 3 7 10 11 6 17 15 9 13 GND 5
13. T/M oil temp. sw
1.25R 70A
1.25RY 725
0 . 5∝F
L
15
H I GY
14. Parking brake sw.
12 WB H I
S 32 1.25W 792 Z2 15. Rear work lamp
Y
I. C
REG.
DUAL
SW
58
YL
53
YR 63 55 70
YW YG YB
ALTERNATOR
DC 12V, 65A 3 T/M
17. T/sig. lamp
DISTRIBUTOR PARK
E/OIL P OIL
1
2
4
1.25L 1.25G FUEL
SENDER W/TEMP
TEM 18. Head lamp
16 17
IGNITION
COIL 19. Switch–combi
04 03 05
DUAL
SYSTEM
B B B 08 014 20. Room lamp
LPG GAS B B
SOL
SOL
21. Combi lamp ass’y
B- 22. Switch–brake stop
1 2 3 4 5 6 7 41 8 9 10 11 12 13 14
23. Flasher unit
B+
1.25R
25. Relay–3 point
AA 801
S 0.85R 26. T/M solenoid

801A 30
RW 121A
ANTENNA
RG
27. Relay–3 point
F14(15A) F13(10A) F9(10A) F3(10A) F7(10A) F5(15A)
F12(20A)
7.5A
28. Back–up alarm
700 1.25 RY
29. Horn relay
DIRECTION RADIO &
100
2.0R
R
131
LEVER
B SOL. SOL. NEU

551
501 1.25GB 201 1.25R 401 1.25R
301 1.25L
L
307
CASSETTE 30. Horn switch
LW
B+ -F -R R ROOM
A
101 2.0RL 132
L
FLASH
UNIT
E
FWD POWER RELAY HORN RELAY P C E B+ L H E W
LAMP
31. Horn
B T H LH FU RH NEU HEATER SW OFF
OFF LH B+ A C 1ST P 035A 807 808 805
32. Beacon lamp
REV B L B G
NEU OFF 2ND
719-2 719-1
RH
HZR
151 RG
POWER RELAY LW L 720-1
750
G 1.25RB
1ST TURN SPEAKER
33. Heater switch
GY 202 2ND LB
BR
302 305 033
S 555
LR
502
G
503
1.25GR 1.25L 1.25LR
LW B
308
34. Heater
402 403
RW 730 719 720 809 G
B 1.25
L
1.25
GY
G LR
L X YL 736 732 RG
303 304 SPEAKER
70
BEACON
R
1.25 1.25
1.25
RW YR W Y RG Y RG W
D3 D4 BACK
UP
ALARM
LAMP
37. Washer pump
RW 111 RG 123 YR 135 121 RW 122 141 134 102 152 103 153 142
Y 737 733 RY
T/SIG TAIL STOP TAIL STOP T/SIG C 38. Cassette
REAR LIC T/SIG HEAD HEAD T/SIG M
713
1.25GB
WORK LH-FRT RH-FRT LH-COM RH-COM
POWER RELAY
39. Antenna
010
B
015
1.25B
016
B
017
B
018
2.0B
019
1.25B
020
B
021
B
022
B
023
B
024
B
025
B 028
B
029
B
030
1.25B
RW
791
Z1
B B
HORN
1.25B 031
HEATER
032
034
B
035
1.25
40. Speaker 02
9 ①
793 034 B B
09
0.85B
031
RB
Z2
010
41. SW-Feul selection
B-
15 16 17 18 19 21 22 23 24 25 26 25 27 28 29 31 32 33 34 35 36 37 38 39 40 20
30
ELECTRIC CIRCUIT DIAGRAM (CMP20-30D For EPA non tier2)
1. Battery
2
WNCT 40mm
SLOW-BLOW 2. Cranking motor
FUSE(50, 60)
50A
2 5.0R 764 RL
Y
3. Timer
800 B+
1 5.0R
60A
4. Relay
BATTERY
11 5.0W 27 5R
FUSE BOX
5. Alternator
6. Thermo sensor
F12(5A) F10(5A) F1(10A) F11(15A)
F4(10A)
B+
10 5.0W
KEY SW
7. Start switch
5.0R
B+ BR R1 R2 C ACC
COIL START
RELAY
9
PRE
5 W 765 RB L 8. Air heater
U V OFF 14 YG 1.25L R B
M
8 1.25BW
ON
START
51
Z1 19 R
GY
136
GBr
143
RW
105
9. Fuse box ass’y
CLUSTER 4 16 12 1 8 2 S/W-P.C.B.
<2, 3kW> 7 1.25RB 3 3.0W
IGN CHECK SW 10. Eng. stop motor
CRANKING
HOUR
MOTOR
3.0W 4 6 BW
METER FUEL W/TEMP
T/M
OIL
PRS
ENG
OIL
PRS
CHARG T/M
OIL
TEMP
PARK T/M
WARN GLOW T/SIG T/SIG
-L -R
ILL.
11. Cluster
B+ P
12. Fuel sender
26 UNIT UNIT
L
RW 14 3 7 10 11 6 17 15 9 13 GND 5 13. Water temp. sender
79 BrW
70A
766 W GY 14. S/W–oil press
IG H I H I
25 RL
792 Z2 15. T/M oil temp sw
Y
I. C REG. TIMER
58
YL
53
YR
63
YW
55
YG
70
YB
16. Micro switch
761 R
RL 24
5R 760 GR T/M
17. Rear work lamp
28 OIL PARK
<12V, 60A> E/OIL
ALTERNATOR 094 B 762
FUEL
TEM
RY SENDER W/TEMP
M 19. T/sig. lamp
AIR INDUCTION
093
B
04
B
03
B
05
B
08
B
050
0.85B
014
B 20. Head lamp
HEATER HEATER
01
1.25B 067 763
092
B 21. Switch–combi
B BW

1 2 4 42 5 4 6 7 8 3 10 9 26 11 12 13 14 15 16
24. Flasher unit
B+
1.25R
801
N 0.85R
801A 30
26. Relay
RG
RW 121A
ANTENNA
27. T/M solenoid
F14(15A) F13(10A) F9(10A) F3(10A) F7(10A) F5(15A)
F2(20A)
7.5A
28. Back–up alarm
131 R
700
1.25
29. Horn relay
DIRECTION RY RADIO &
101 2.0R LW 132 FLASH
B+ LEVER
B
SOL. SOL.
NEU
551
501 1.25GB 201 1.25R 401 1.25
R 301 1.25
L
L
307
CASSETTE ROOM
30. Horn switch
-F -R R
LAMP
L UNIT
B T H LH FU RH
E FWD POWER RELAY HEATER SW
B+ A C
P C E B+ L H E W 31. Horn
OFF LH NEU OFF
NEU
OFF
1ST P 035A 807 808 805
32. Beacon lamp
REV 1ST B L B G
RH 151 RG 2ND
HZR 719-1 2ND
POWER RELAY
719-2
LW L
720-1
GY
750
G 1.25RB
TURN
LB
SPEAKER
33. Heater switch
202 BR
302 305 033
N
1.25L 1.25GY
555
502
G
503
1.25GR 1.25L
LW B
308
34. Heater
LR 402
B 730 719 720 809 G
RW
G LR
303 304
L U 736 732 RG
403 SPEAKER
70
1.25
BEACON
R LAMP
LR
1.25 RG YR 1.25
1.25
RW YR W Y RG Y RG W
D3 D4 BACK
UP 37. Washer pump
RW 111 123 135 121 RW 122 141 134 102 152 103 153 142 V Y 737 733 RY
ALARM
REAR LIC T/SIG HEAD HEAD T/SIG

T/SIG TAIL STOP TAIL STOP T/SIG
1.25GB M
C 38. Cassette
713
WORK POWER RELAY HORN 39. Speaker

02
LH-FRT RH-FRT LH-COM RH-COM HEATER
017
015 016 019
029 Z1 0.34 0.35
40. Antenna
B 018 020 021 022 023 024 025
B B B 028 B RW B 1.25B
1.25B B 2.0B 1.25B B B B
B 791
1.25B 031
B B 032
B
793
RB
09 010
034 B B
41. Room lamp 11 ①
030 Z2
B- 42. Slow blow fuse
17 18 19 20 21 22 23 24 25 26 27 26 26 27 29 31 32 32 34 35 36 37 38 39 40 41
30
ELECTRIC CIRCUIT DIAGRAM (Diesel - For EPA tier2)
70
02
13
ELECTRIC CIRCUIT DIAGRAM (LPG - For EPA tier2)
70
02
15
ELECTRIC CIRCUIT DIAGRAM (LPG SECM - For EPA tier2)
70
02
17

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SF20-30D/L/G

RATED CAPACITY : 2000~3000kg

Part No. 8034924

Revision Revision Revision Revision Revision

● 00–01–10 ② 10–01–10 10–06–30 10–07–19 15–02–15

00 Revision Revision Revision Revision Revision

2② ○ 16–00–6 ○ 16–04–1 ○ 16–06–2 20–03–60 50–01–10

Revision Revision Revision Revision Revision

HOW TO READ THIS MANUAL

CHAPTER AND SECTION

Section number (01 : Structure and function)

Chapter number (10 : Engine)

For the revision status in this manual, refer to REVISION HISTORY.

Symbol Item Remarks

Special safety precautions are necessary when

! Special technical precautions or other precautions for

Tightening Places that require special attention for the tightening

Places that require proper tools used in assembling

Adhesive Places to be applied with adhesive.

Lubricating Places where oil or lubricant must be added.

SAFETY CLOTHES AND HELMET

• Wear the specified work clothes in the correct manner.

00 PREPARE FOR EMERGENCIES

HANDLE FLUIDS SAFELY–AVOID FIRES

• Handle fuel with care it is highly flammable.

DISPOSE OF FLUIDS PROPERLY

• Improperly disposing of fluids can harm the

relevant environmental protection regulations

AVOID HARMFUL ASBESTOS DUST

00 PREPARATIONS FOR WORK

• Unexpected machine movement can cause

USE TOOLS PROPERLY

• Use a tool only for its designed application.

• Illuminate your work area adequately but safely.

USE HANDHOLDS AND STEPS

OPERATE FROM THE OPERATOR’S SEAT

• Do not operate the fork lift from any place

00 CAUTIONS DURING OPERATION

• Hot coolant can burn you. Let it cool down.

AVOID HIGH-PRESSURE FLUIDS

• When raising heavy components, use a hoist or crane.

• When working on the battery, wear goggles or

• Keep sparks, lighted matches, and open flame

• Battery posts and cables touched by metal

• If water gets to the electrical system, abnormal

00 CAUTIONS DURING OPERATION

• Do not allow anyone to stand or walk under

ROTATING PARTS / ALIGNING HOLES

• Never touch rotating parts such as the fan

NEVER RIDE ON FORKS

• Never use the forks to lift people.

PINCHING AND FALLING

• Do not add air pressure immediately to the

• The tire must be inflated by trained personnel

! the fork lift is improperly operated.

joule (J) × 0.239 = calorie × 4.19 = J

meter per sec2 (m/s2) × 3.28 = ft/s2 × 0.305 = m/s2

kilometer per hour (km/h) × 0.62 = mph × 1.61 = km/h

BHP × 5252 R.P.M. = TQ (lb·ft) TQ × R.P.M. 5252 = B.H.P.