Clark C60d C70d C75d C80d C60l C70l C75l Forklift Service Repair Manual Download by www.heydownloads.com

SERVICE MANUAL C 60/70/75/80 D C 60/70/75 L

RATED CAPACITY : 6000– 8000kg

Part No. 8051043 Book No. SM 751 Feb. 2009

CONTENTS

CONTENTS Group SA. Safe Maintenance

Group 22. Wheels and Tires

Group PS. Periodic Service

Group 23. Brake System

Group 00. Engine

Group 25. Steering Column and Gear

Group 01. Engine Cooling System

Group 26. Steer Axle

Group 02. Fuel System

Group 29. Hydraulic Sump, Filters, and Pump

Group 03. Intake and Exhaust System

Group 30. Hydraulic Control Valve (HUSCO)

Group 06. Transmission-Diesel (3WG-116, Old)

Group 31. Hydraulic Control Valve (Daesung Nachi)

Group 07. Transmission-Diesel (3WG-94EC, New)

Group 32. Tilt Cylinders

Group 08. Transmission-LPG (T12313)

Group 34. Uprights

Group 13. Electrical system

Group 38. Counterweight and Chassis

Group 20. Drive Axle

Group 40. Specifications

Group 34. Upright Group 32. Tilt Cylinders Group 13. Electrical System Group 25. Steering Column and Gear

Group 06. Transmission-D (3WG-116) Group 07. TransmissionD- (3WG-94EC) Group 08. Transmission-L (T12313)

Group 23. Brake System

Group 30 / 31. Hydraulic Control Valve

Group 02. Fuel System Group 00. Engine

Group 29. Hydraulic Pump, Sump, and Filters Group 03. Intake System

Group 01. Cooling System Group 22. Wheels and Tires Group 26. Steer Axle Group 38. Counterweight, Sheet Metal, & Chassis

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CONTENTS-1

GROUP SA

GROUP SA SAFE MAINTENANCE

Safety ................................................................... Section 1 Lifting, Jacking, and Blocking the Truck ....... Section 2 Towing ................................................................. Section 3

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SA-0

Group SA, Safe Maintenance

Section 1 Safety Safety Signs and Messages

Safe Maintenance Practices

Safety signs and messages in this manual and on the lift truck provide instructions and identify specific areas where potential hazards exist and special precautions should be taken. Be sure you know and understand the meaning of these instructions, signs, and messages. Damage to the truck, death, or serious injury to you or other persons may result if these messages are not followed.

The following instructions have been prepared from current industry and government safety standards applicble to industrial truck operation and maintenance. These recommended procedures specify conditions, methods, and accepted practices that aid in the safe maintenance of industrial trucks. They are listed here for the reference and safety of all workers during maintenance operations. Carefully read and understand these instructions and the specific maintenance procedures before attempting to do any repair work.

NOTE This message is used when special information, instructions or identification is required relating to procedures, equipment, tools, pressures, capacities, and other spe-cial data. IMPORTANT This message is used when special precautions should be taken to ensure a correct action or to avoid damage to, or malfunc-tion of, the truck or a component.

CAUTION

This message is used as a reminder of safety hazards that can result in personal injury if proper precautions are not taken.

WARNING

This message is used when a hazard exists that can result in injury or death if proper precautions are not taken.

DANGER

This message is used when an extreme hazard exists that can result in injury or death or serious injury if proper precautions are not taken. The above terms have been adopted by Clark Material Handling Company. The same terms may be used in different context in service literature supplied directly or indirectly by vendors of truck components.

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When in doubt of any maintenance procedure, please contact your local Clark dealer. 1. Powered industrial trucks can become hazardous if maintenance is neglected. Therefore, suitable mainte-nance facilities, trained personnel, and procedures must be provided. 2. Maintenance and inspection of all powered industrial trucks shall be done in conformance with the manufacturer’s recommendations. 3. A scheduled planned maintenance, lubrication, and inspection program shall be followed. 4. Only trained and authorized personnel shall be permit-ted to maintain, repair, adjust, and inspect industrial trucks. Work should be performed in accordance with the manufacturer’s specifications. 5. Properly ventilate work area, vent exhaust fumes, and keep shop clean and floor dry. 6. Avoid fire hazards and have fire protection equipment present in the work area. Do not use an open flame to check for level or leakage of fuel, electrolyte, oil, or coolant. Do not use open pans of fuel or flammable cleaning fluids for cleaning parts. 7. Before starting work on truck: a. Raise drive wheels off of floor and use blocks or other positive truck positioning devices. b. Disconnect battery before working on the electrical system. 8. Before working on engine fuel system of gasoline- or diesel-powered trucks, be sure the fuel shut-off valve is closed.

SA-1-1

Group SA, Safe Maintenance 9. Operation of the truck to check performance must be conducted in an authorized, safe, clear area. 10. Before starting to drive truck: a. Be in operating position. b. Be sure parking brake is engaged. c. Put direction control in neutral. d. Start engine. e. Check functioning of direction and speed controls, steering, brakes, warning devices, and any load handling attachments. 11. Before leaving truck a. Stop truck. b. Put directional control in neutral. c. Apply the parking brake. d. Stop the engine by turning off the ignition circuit. e. Put blocks at the wheels if truck is on an incline. 12. Brakes, steering mechanisms, control mechanisms, warning devices, lights, governors, guards, safety devices, and frame members must be carefully and regularly inspected and maintained in a safe operating condition.

19. Modifications and additions that affect capacity and safe truck operation must not be done without the manufacturer’s prior written approval. Capacity, operation and maintenance instruction plates, tags, or decals must be changed accordingly. This is an OSHA requirement. 20. Care must be taken to assure that all replacement parts, including tires, are interchangeable with the original parts and of a quality at least equal to that provided in the original equipment. Parts, including tires, are to be installed per the manufacturer’s procedures. Always use genuine CLARK or CLARKapproved parts. 21. Use special care when removing heavy components from the truck, such as counterweight, seat deck, upright, etc. Be sure that lifting and handling equipment is of the correct capacity and in good condition. Also, this removal may upset the stability of the truck. The frame must always be safely blocked for major component removal.

13. Special trucks or devices designed and approved for hazardous area operation must receive special attention to ensure that maintenance preserves the original, approved, safe-operating features.

NOTE You should also be familiar with additional operating and maintenance safety instructions contained in the following publications:

14. Fuel systems must be checked for leaks and condition of parts. Extra special consideration must be given in the case of a leak in the fuel system. Action must be taken to prevent the use of the truck until the leak has been corrected.

ANSI / ITSDF B56.1 : Operator Control-Industrial Tow Tractors (Safety Standard For Powered Industrial Trucks).

15. The truck manufacturer’s capacity, operation, and maintenance instruction plates, tags, or decals must be maintained in legible condition. 16. Batteries, motors, controllers, limit switches, protective devices, electrical conductors, and connections must be inspected and maintained in conformance with good practice. Special attention must be paid to the condition of electrical insulation.

NFPA 505: Fire Safety Standard for Powered Indus-trial Trucks: Type Designations, Areas of Use, Mainte-nance and Operation. Available from: National Fire Protection Assoc., Inc., Batterymarch Park, Quincy, MA 02269. General Industrial Standards, OSHA 2206: OSHA Safety and Health Standards (29 CFR 1910), Subpart N-Mater als Handling and Storage, Section 1910.178 Powered Industrial Trucks. For sale by: Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402.

17. To avoid injury to personnel or damage to the equipment, consult the manufacturer’s procedures in replacing contacts on any battery connection. 18. Industrial trucks must be kept in a clean condition to minimize fire hazards and help in the detection of loose or defective parts.

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SA-1-2

Group SA, Safe Maintenance

Section 2 Lifting, Jacking, and Blocking the Truck

WARNING

Lifting or jacking any large piece of equipment such as your fork truck presents obvious hazards. It must be done with great care and forethought. Consult the truck weight tabulations in Group 40, “Specifications” to ensure that your lifting equipment is of adequate capacity.

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SA-2-1

Group SA, Safe Maintenance Safe Parking

Raising Drive Wheels Off Floor

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.

WARNING

Defective equipment can cause accidents. All tools and lifting equipment must be in good condition, meet the load capacity requirements and have OSHA labels when required. Tools with defects can have failures causing severe injury or death.

Lifting, Blocking, and Jacking Points Use the following illustration to locate general lifting, blocking, and jacking points on the truck. Read the procedures for raising, blocking, or jacking specific components of the truck to make sure you understand the correct, safe procedures

This procedure uses the upright as a lever to lift the drive wheels off the floor and prevent accidents due to inadvertent powering of the drive wheels. 1. Park truck safely as described in “Safe Parking.” Block steer wheels. 2. Be sure upright trunnion bolts are tight. Bolt torques must be 75-80 N m (55-59 ft-lb). 3. Start the engine. Tilt the upright fully back. Adjust upright height as necessary to put blocking underneath the lower end of the upright. 4. Put a solid 100 x 100 mm (4 x 4 in) hardwood block under the front section of each upright rail. Put a 3-6 mm (.125-.250 in) steel plate on top of each block.

Steel Plate

Block

5. Tilt upright fully forward. This raises the drive wheels off the floor. Release the tilt control lever and turn engine OFF.

Under Frame Under Steer Axle Frame Mount

Under Upright

WARNING

Do not attempt to lift the truck by the overhead guard or the counterweight. Severe injury may result and the truck can be damaged.

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SA-2-2

Group SA, Safe Maintenance 6. Insert blocking under the frame behind the drive wheels or slip wheel cradles under the drive wheels. If using blocking, check for safe clearance between drive wheels and floor and blocks.

3. To raise the front of the truck using the upright, spread two chains on the outer rail tiebar of the upright. Place chains here

Rag

NOTE When forks are raised as in illustration above, use shop rags, paper, or bright tape on fork tips to signal the danger of tripping. 7. Check for stable condition of the truck. Be sure that the blocks are located securely under the truck frame before operating the drive or working on truck. 8. Lower the drive wheels to the floor and remove the blocks by reversing the above procedure.

Raising Truck with A Hoist

WARNING

Chain and hoist used to lift truck should be checked to make sure they are of safe lifting capacity. See the truck data plate for information. 4. Slowly lift truck and lower drive wheels onto the cradles or place blocking under frame prop points.

When suitable equipment is available, the front of the truck may be raised by means of a hoist, with wheel cradles placed under the wheels or blocking placed under the frame.

CAUTION

When lifting the front of the truck watch truck for signs of lateral instability. It may tip sideways. You may have to support or guide the side of the truck or overhead guard to prevent tipping. 1. Park truck safely as described in “Safe Parking.” Block rear steer wheels. 2. Check trunnion bolts to make sure they are tightened to correct torque. Bolt torques must be 75-80 N m (55-59 ft-lb).

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5. When maintenance work is completed, lower the truck to the floor by reversing the lifting procedure. Check to be sure no tools or equipment are under the truck or wheels.

SA-2-3

Group SA, Safe Maintenance Blocking the Upright In Raised Position Carriage

This procedure is used to safely provide clearance for access from the front of truck to components on or near the drive axle. Illustrations show upright with forks removed however, fork removal is not necessary 1. Park truck safely as described in “Safe Parking.” 2. Put blocks in front of and behind drive wheels. 3. Put wooden support blocks conveniently near upright rails before raising the upright. Use two 100 x 100 mm (4 x 4 in) hardwood blocks or equal, of about 300 x 300 mm (12 in) and 600 x 600 mm (24 in) length. NOTE For standard uprights, block may need length cut to suit. For triple stage uprights, the carriage may be blocked up, as shown. 4. Start engine and raise the upright carriage. 5. Hold the taller block against inner rail and lower the upright until carriage rests on block.

Inner Rail

Outer Rail Short Block

7. Reverse the procedure to remove blocking.

Raising Rear of Truck The truck may be raised at the rear by jacking and blocking under the center of the frame member at either the front or rear steer axle mounting, or under the center section of the steer axle. Refer to truck data plate for truck weights.

! Carriage

Inner Rail

WARNING

An incorrectly installed counterweight can move or fall unexpectedly. Never lift or block a truck using the counterweight. Failure to follow procedures outlined in this manual can result in injury or death. 1. Park truck safely as described in “Safe Parking.” Put blocks at front and rear of drive wheels.

Outer Rail

Tall Block

6. Hold the shorter block against the outer rail and lower the upright until inner rail rests on the block.

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SA-2-4

Group SA, Safe Maintenance 2. Put a floor jack under the steer axle mounting frame member, centered between the two wheels.

WARNING

Never lift the truck by the counterweight.

6. When maintenance work is completed, lower the rear of truck to the floor by reversing the above procedure and lowering each side of the truck 50 mm (2 in) at a time: • Put jack under frame and raise truck. • Carefully remove blocks and lower truck. • Remove jack and blocks from drive wheels.

Raising Entire Truck Refer to truck data plate for truck weights. 1. Park truck safely as described in “Safe Parking.” Lower upright fully. 2. If necessary, drive truck onto boards to increase underclearance. NOTE If there is insufficient clearance under frame for your jack, the truck may first be driven onto shims, such as 25 x 150 x 300 mm (1 x 6 x 12 in) pieces of board, to increase the truck frame underclearance. 3. Raise the truck only as high as necessary to perform the maintenance work. 4. Put blocks at both sides of the truck, fully under the frame main side structure. Put the blocks in front of but close to the counterweight and steer wheels for best truck stability.

WARNING

SIDE-TO-SIDE TIPOVER. When jacking side of truck, be sure upright is lowered fully and do not raise one side of the truck more than about 50 mm (2 in) higher than the other, to avoid tipping truck over laterally. END-TO-END TIPOVER. If the upright and transaxle are removed while the truck is blocked up, the truck will tip backwards due to the heavy counterweight. Both upright and counterweight must be removed before attempting to raise the truck for transaxle removal. The back of the truck must be supported by blocking under the steer axle to prevent movement. The reverse is also true. If the counterweight is removed while the truck is up on blocks, the weight of the upright and transaxle will cause the truck to tip on the front blocks and fall forward.

Put an equal amount of blocks under each side of the truck to provide a level working position. 5. Lower the truck onto the blocks and remove the jack.

CAUTION

Before performing any maintenance work, check the truck for stable condition on the blocking.

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SA-2-5

Group SA, Safe Maintenance 3. Put the jack under side frame near the center of the truck.

CAUTION

Before performing any maintenance work, check the truck for stable condition on the blocking. 8. When maintenance work is completed, lower the entire truck to the floor by reversing the lifting procedure. Lower the truck one side at a time, while carefully removing the blocks. Check to be sure no tools or equipment are under the truck or wheels.

Jack truck here IMPORTANT Be sure to put the jack squarely and fully under the main side structure of the frame. Do not put the jack under the outer covers which enclose the fuel and hydraulic sump tanks. 4. Carefully raise the truck one side at a time, only as high as necessary to do the maintenance work and not more than a maximum of 150 mm (6 in) total.

NOTE Depending on jack height, shims under the tires may be needed for clearance to allow removal of jack.

Shipping Tie-Down Instructions 1. Front of Truck a. With Upright and Carriage Installed • Lower the carriage fully. • Put a tie down (e.g., chain) between the carriage fork bars.

5. Put blocks under the side frame, at each side of the jack. Spread the blocks close to the steer and drive wheels for maximum stability.

6. If using one jack, lower the truck onto the blocks and move the jack to the opposite side. Repeat the lifting procedure. 7. Put the same size blocks under each side of the truck so it will be level.

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b. Without an Upright and Carriage Installed • Put a chain across the truck floor plate. Protect truck from chain damage by using covered chain or protective material under the chain at contact points. 2. Rear of Truck • Attach the tie down to pocket in bottom of counterweight.

SA-2-6

Group SA, Safe Maintenance

Section 3 Towing If your truck is disabled but can be moved freely on its own wheels without further damage, use the following procedures to tow the truck safely to a repair area.

WARNING

It is important for your safety and to the care of your lift truck to use the proper equipment and carefully follow these recommendations for safe towing. Do not tow a lift truck if there is a problem with the brakes or tires, or if the steering cannot be operated. Do not tow the disabled truck up or down ramps or steep inclines. Do not attempt to tow the disabled truck if traction or weather conditions are poor.

4. Check that the counterweight bolts on both trucks are in place and properly torqued to 440-490 N m (325361 ft-lb). These bolts are made of special, high-tensile steel and are not commercially available. When necessary, replace these bolts only with a genuine Clark replacement part. 5. Use an approved, solid metal tow bar with towing couplers that connect to the towing pins in the counterweights. NOTE DOT-approved towing equipment is available from your Clark dealer. 6. Release the parking brake on the towed vehicle. Place directional control lever in neutral.

1. Be sure to apply the parking brake or block the drive wheels on the disabled truck while working around it.

7. Tow the disabled truck backwards. An operator must be on the disabled truck.

2. When possible, raise the carriage (forks) on the disabled truck 300 mm (12 in) from the floor or ground. Secure the carriage on the upright with a chain. 3. Use a truck for towing that is of equal or larger capacity than the disabled truck. Carry a partial load on the tow truck for improved traction.

CAUTION

The power steering will not operate on the disabled truck when the engine is not running. The steering handwheel will be difficult to turn. 8. Tow the truck slowly. Careful towing is necessary to prevent injury to personnel or damage to the disabled truck. The truck should be towed at a speed of less than 8 kph (5 mph, or a moderate walking speed) with a driver in place and steering the disabled truck.

Direction of towing for distances of 300 meters (325 yards) or less. Disabled truck with driver in place to steer.

Tow truck moving at 8 kilometers-per-hour (5 mph) or less.

Solid-metal tow bar

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Partial load

Towing • SA-3-1

Group SA, Safe Maintenance IMPORTANT Do not lift the disabled truck or any wheels off the floor while the truck is being towed. 9. Park the disabled truck in authorized areas only. Fully lower the forks on the floor, leave the directional control in neutral, turn the ignition switch to OFF, and engage the parking brake. Remove the ignition key and, when necessary, block the wheels to prevent the truck from rolling.

WARNING

Always engage the parking brake when parking a lift truck. The truck can roll and cause injury or death to personnel near it.

LIFT TRUCK PARKING

SA-3-2 • Towing

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GROUP PS

GROUP PS PERIODIC SERVICE

Maintenance Schedules ............................ Section 1 The Planned Maintenance Program ....... Section 2

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PS-0

Group PS, Periodic Service

Section 1 Maintenance Schedules “Periodic Service” and “Planned Maintenance” The term “periodic service” includes all maintenance tasks that should be performed on a regularly scheduled basis. The term “Planned Maintenance” indicates a formalized program of basic inspections, adjustments, and lubrications that the Clark service organization provides customers at a prescribed interval, usually 50-250 hours. The recommended basic “Planned Maintenance” procedure is given in Section 2 of this Group. The current Section,“Maintenance Schedules,” specifies all maintenance tasks—including Planned Maintenance tasks—that should be performed periodically, and suggests intervals at which they should be performed.

Determining Maintenance Intervals Time intervals on the charts on the next four pages and elsewhere in this manual relate to truck operating hours as recorded on the hourmeter, and are based on experience Clark has found to be convenient and suitable under normal operation. Standard operating condition classifications are: Normal Operation: Eight-hour material handling, mostly in buildings or in clean, open air on clean, paved surfaces. Severe Operation: Prolonged operating hours or constant usage. Extreme Operation: •

In sandy or dusty locations, such as cement plants, lumber mills, and coal dust or stone crushing sites.

•

High-temperature locations, such as steel mills and foundries.

•

Sudden temperature changes, such as constant trips from buildings into the open air, or in refrigeration plants.

If the lift truck is used in severe or extreme operating conditions, the maintenance intervals should be shortened accordingly.

IMPORTANT MAINTENANCE INTERVALS. If the lift truck is used in severe or extreme operating conditions, the maintenance intervals should be shortened accordingly. Since the operating environments of lift trucks vary widely, the above descriptions are highly generalized and should be applied as actual conditions dictate.

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PS-1-1

Group PS, Periodic Service Service Chart/Lubrication Points A decal, similar to the illustration below, is located on the underside of the truck’s engine cover. This decal is a basic

guide to periodic maintenance intervals and tasks. A more detailed chart is supplied on the next page.

Every 8-10 Hours or daily Every 50-250 Hours or monthly Every 450-500 Hours or every 3 months Every 900-1000 Hours or every 6 months Every 2000 Hours or every year Lift Chains

Brake Fluid Brake Operation

Upright Rollers

Brake Discs

Tilt Cylinder Pins Lub

All Wheel Lugs

Axle Mounting & Fasteners

Transmission Fluid (LPG)

Overhead Guard Mounting Bolts

Transmission Fluid (Diesel)

Transmission Fluid Filter (LPG)

Diesel Eng-oil Fuel Filter Diesel

Transmission Fluid Filter (Diesel)

Hydraulic oil Filter

Battery

Hydraulic oil Engine Oil Filter Diesel Air Cleaner

V-Belts Radiator Coolant and Core

Engine Oil LPG

Steer Axle Linkage Counterweight Fasteners

Steer Axle Wheel Bearings Fuel Filter LPG Overall Visual Check Check/Lubricate

Check/Replace

Clean/Air Clean

Drain/Flush

Check

Monitor indicator on A/cleaner and Service as Required

A-Diesel Engine Oil : 15W40 LPG Engine Oil : 10W30 API,MORETHAN A CLASS SJ GRADE

B-Hydraulic Oil Clark # 2776239

C-Engine Coolant 50/50 Mixture

D-EP2 Grease NLGI #2

E-Transaxle Fluid Clark #2776236 used in standard transaxle

F-Hydraulic Oil Clark # 2776239

Intervals refer to elapsed hour meter time and based on Clark's experience found to be suitable and convenient under normal operating conditions. Service and Maintain as per Service and Operator Manuals. Special or harsh conditions may need additional intervals. Clark Material Handling Asia

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PS-1-2

Group PS, Periodic Service Recommended Periodic Service Schedule This chart lists maintenance tasks that should be done periodically, the suggested time intervals, and the service manual Group in which the task is covered.

TASKS

Apply as appropriate for diesel, gas, and LPG trucks. Refer to Operator’s Manual for Daily Checks.

Every 450Every 900500 Hours 1000 Hours (or 3 months) (or 6 months) Group PS - Periodic Maintenance 1st 50 Hours

Perform Planned Maintenance inspections, lubrications, and adjustments

Every 50-250 Hours

Every 2000 Hours (or 1 year)

• Group 00 - Engine

Exhaust smoke from gas engine inspect (blue-oil ; black-fuel) Idle/governed rpm - check/adjust

•

Mounts/brackets - inspect/tighten Oil change - drain/fill*

•

Oil filter cap & seal - clean/check Oil filter - replace Oil level/condition - check Stall rpm - check on standard transaxle truck Tune up - determine if needed by stall check and/or functional test Valve tappet adjustment - diesel engine

• •

• • • • • • • • •

Group 01 - Cooling System

•

Coolant level/condition - check/sample

•

Coolant protection level - hydrometer test

• •

Coolant change - drain & flush Coolant hoses - inspect/replace Fan blades - inspect loose/damaged Fan belt(s) - check tension, wear Radiator cap - inspect/test

•

• • • •

• •

Thermostat - test/replace Water pump - check leaks/wear

• Group 02 - Fuel System

Carburetor idle/air - check/adjust

• •

CO level - check/adjust

•

Diesel injectors/lines - clean/inspect Filler cap/screen - clean/inspect Fuel filter, diesel - replace Fuel filter, gas - replace LPG lock-off valve filter - inspect/replace

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• • • • PS-1-3

Group PS, Periodic Service

TASKS

1st 50 Hours

Every 50-250 Hours

LPG tank mounting/guard - inspect LPG tank shut-off valve - inspect/test LPG vaporizer/regulator/hoses - inspect Throttle linkage - check/adjust * Oil change interval may be determined by laboratory analysis

Every 450Every 900500 Hours 1000 Hours (or 3 months) (or 6 months)

Every 2000 Hours (or 1 year)

• • • •

Group 03 - Air Intake & Exhaust

• (Diesel)

Air filter element - replace

• (Gas/LPG)

• •

Air hoses/clamps - inspect Exhaust pipe/muffler - inspect

Group 06 - Transmission Charging pump - stall test standard transmission Clutch pack operation - stall test standard transmission Pressure checks Fluid change - drain/fill Fluid filter - replace Fluid level/condition - check/sample Inching operation - check/test Oil cooler/lines - inspect Transmission strainer - clean on standard transmission

• • • • • •

Group 12 - Ignition System

•

Diesel cold starting plug - test Distributor cap/rotor - inspect

• •

Electronic ignition - test

•

Ignition timing - check/adjust Ignition wiring - inspect Neutral start - check Parking brake interlock - check

• • • •

Spark plugs - regap/replace

• •

Starter motor - inspect/test Starter solenoid - inspect/test Group 13 - Electrical System Hourmeter - check Lamp check - at start-up Wiring harness - inspect

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• • •

PS-1-4

Group PS, Periodic Service

TASKS

1st 50 Hours

Every 50-250 Hours

Every 450Every 900500 Hours 1000 Hours (or 3 months) (or 6 months)

Every 2000 Hours (or 1 year)

Group 20 - Drive Axle

•

Axle and lube - clean/repack

•

Axle mounting bolts-inspect/tighten

•

Oil change-drain/fill

•

Group 22 - Wheels And Tires

• •

Wheel mounting bolts - tighten Tire pressure/condition - check

• •

Group 23 - Brake System

•

Operation - check

•

Service brake - check wear

• •

Brake lines - check Parking brake - check/adjust Brake oil-check

• • • •

Brake oil change -drain/fill Group 26 - Steer Axle and Lines

•

Operation - check

•

Power steering relief pressure - check

• •

Steer axle mounting - inspect Steer wheel bearings - check

•

Steer wheel bearings - lubricate/adjust

• •

Steering cylinder seals - check leakage Steering linkage - lubricate

Group 29 - Hydraulic Pump, Sump, and Filter Hydraulic fluid level/condition check/sample Hydraulic fluid change - drain/fill

• • •

Hydraulic suction screen - clean Hydraulic fluid filter - replace

•

• •

Hydraulic tank breather - clean/replace Group 30 - Hydraulic Valve & Linkage Hydraulic system relief pressure test/adjust

• Group 32 - Tilt Cylinders

Tilt cylinder adjustment - check/adjust Tilt cylinder drift - test Tilt cylinder mounting - check/tighten Tilt cylinder rod ends check/tighten/lubricate Tilt cylinder rod/seals - check for leaks

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• • • • •

PS-1-5

Group PS, Periodic Service

TASKS

Every 450Every 900500 Hours 1000 Hours (or 3 months) (or 6 months) Group 34 - Upright, Lift Cylinder, Carriage, Forks

Operation - check Carriage and lift chain - lubircate Carriage chain condition - inspect/adjust Forks, latches, stop pin inspect/check wear Lift chain condition - inspect/adjust Load backrest Upright lift cylinder downdrift-test Upright rollers - check Upright mounting bolts - tighten

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1st 50 Hours

Every 50-250 Hours

Every 2000 Hours (or 1 year)

• • • • • • • • •

PS-1-6

Group PS, Periodic Service

Section 2 The Planned Maintenance Program This Section defines a set of basic service procedures, known as the “Planned Maintenance Program”, and describes systematic approach for performing them.

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PS-2-1

Group PS, Periodic Service Introduction to Planned Maintenance

The Basic PM Procedures

A program of regular, routine inspections, lubrication, and other service tasks is important for the long life and trouble-free operation of the lift truck.

The chart on the next page lists the basic PM tasks. The actual PM program may be modified to meet the specific needs of the truck application.

The Clark service organization offers customers a formalized program—called Planned Maintenance, or PM—for performing these tasks.

The procedures beginning on page 4 outline a systematic approach to performing the PM tasks. These procedures consist of: •

External visual checks you make as you walk around the truck with it turned off.

•

Operational checks you make while operating the truck.

•

Tests, adjustments, and lubrication you perform with the covers removed.

PM Intervals The PM inspections, adjustments, and lubrications are typically performed on each covered truck at 50-250 hour intervals. (See Section 1, in this Group about defining service intervals.)

The PM Form As an aid to service technicians performing and documenting PM inspections, Clark has prepared a “Gas, LPG or Diesel Planned Maintenance Report” form. A blackand-white copy of this form is inserted in Section 3 of this Group. We recommend that you use this form as a checklist and to make a record of your inspection and truck condition. This record can be used to inform the owner of needed repairs and help establish the optimal PM intervals. When you have finished the PM inspections, be sure to give a copy of the report to the person responsible for lift truck maintenance.

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CAUTION

•

Do not make repairs or adjustments unless authorized to do so.

•

Disconnect the battery ground cable (-) from the engine or frame before working on electrical components.

•

Always wear safety glasses.

•

Wear a safety (hard) hat in industrial plants and in special areas where protection is necessary or required.

•

Remove all jewelry (watch, rings, bracelets, etc.) before working on the truck.

PS-2-2

Group PS, Periodic Service The Recommended PM Task Chart Listed by Service Manual Group Group PS - The Basic PM Procedures Visual inspection Functional performance check - test dirve Air cleaning of truck Lubrication, filters, and fluid levels checks Critical fasteners torque check Group 00 - Engine Exhaust smoke (blue-oil ; black-fuel) Idle RPM - check/adjust Max no-load gov’d RPM - check/adjust Mounts/brackets - inspect/tighten Oil filler cap & seal - clean/check Oil level/condition - check Stall RPM - check Group 01 - Cooling System Coolant hoses - inspect/replace Coolant level/condition - check/sample Coolant protection level - hydrometer test Fan belt(s) - check tension, wear Fan blades - inspect loose/damaged Fan speed control - inspect Group 02 - Fuel System & Exhaust Air hoses/clamps - inspect Exhaust pipe/muffler - inspect LPG tank mounting/guard - inspect LPG tank shut-off valve - inspect/test LPG vaporizer/regulator/hoses - inspect Throttle linkage - check/adjust Group 06~08 - Transmission Charging pump - stall test standard transmission Clutch pack - stall test standard transmission Fluid level/condition - check/sample Inching operation - check/test Oil cooler/lines - inspect Group 12 - Ignition System Distributor cap/rotor - inspect Ignition wiring - inspect Parking brake interlock - test Group 13 - Electrical System Hourmeter - check Indicator lights - check Wiring harness - inspect

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Alternator - inspect/test Alternator dirve belts - inspect/adjust Alternator output - test Battery condition - performance load test Battery electrolyte level - check/add Battery terminals/cables - clean/tighten Neutral start - check Starter cranking voltage - test Group 22 - Wheels And Tires Tire pressure/condition - check Group 23 - Brake System Brake lines - check Check operation Parking brake - check/adjust Service brake - check wear Group 26 - Steer Axle & Lines Operation - check Steer axle mounting - inspect Steer wheel bearings - check Steering cylinder seals - check leakage Steering valve - check leakage Group 29 - Hydraulic Pump, Sump and Filter Hydraulic fluid level/condition - check/sample Lines - check for leakage Group 30 - Hydraulic Valve & Linkage Hydraulic system relief pressure - test/adjust Linkage and control handle operation - check Group 32 - Tilt Cylinders Tilt cylinder mounting - check/tighten Tilt cylinder rod ends - check/tighten Tilt cylinder rod/seals - check condition Group 34 - Upright, Lift Cylinders, Carriage, Forks Carriage/lift chain - lubricate Carriage chain condition - inspect/adjust Forks, latches, stop pin - inspect/check wear Lift chain condition - inspect/adjust Load backrest - inspect Operation of lift and tilt cylinder - check Racking - check for Upright mounting bolts - tighten

PS-2-3

Group PS, Periodic Service Visual Inspection

Carriage, Load Backrest, and Upright

First, perform a visual inspection of the lift truck and its components. Walk around the truck and take note of any obvious damage and maintenance problems.

(See Group 34 for detailed inspection procedure.) Inspect the welds on the carriage, load backrest, and upright for cracks. Be sure that the mounting fasteners are in place and tight. Inspect the upright assembly: rails, carriage rollers, carriage fork bars, lift chains, and lift and tilt cylinders. Look for obvious wear and maintenance problems and damaged or missing parts. Check for any loose parts or fittings. Check for leaks, any damaged or loose rollers and rail wear (metal flaking). Carefully check the lift chains for wear, rust and corrosion, cracked or broken links, stretching, etc. Check that the lift and carriage chains are correctly adjusted to have equal tension. Check that the lift chain anchor fasteners and locking means are in place and tight.

Decals, Fasteners, and Leaks Check for loose fasteners and fittings. Check to be sure all capacity, safety, and warning plates and decals are attached and legible.

Be sure all safety guards and chain retainers are in place and not damaged. Inspect the carriage stops and cylinder retainer bolts. Check all welded connections. Inspect all lift line hydraulic connections for leaks. Check the lift cylinder rods for wear marks, grooves and scratches. Check the cylinder seals for leaks.

NOTE Do not operate a lift truck with damaged or missing decals and nameplates. Replace them immediately. They contain important information. See Group 40 for decal locations.

Overhead Guard Upright

Inspect the truck before and after starting engine for any signs of external leakage: fuel, engine oil or coolant, transmission fluid, etc.

Carriage

Check for hydraulic oil leaks and loose fittings. DO NOT USE BARE HANDS TO CHECK.

CAUTION

Hydraulic Fluid Pressure. Do not use your hands to check for hydraulic leakage. Oil may be hot or under pressure. Fluid under pressure can penetrate your skin and cause serious injury. Overhead Guard Be sure that the overhead guard and any other safety devices are in place, undamaged, and attached securely. Inspect welds and structural members for cracks or other damage. Also check for loose or missing fasteners.

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Fork

Forks Inspect the load forks for cracks, breaks, bending and wear as described in Group 34.

WARNING

HEEL WEAR. If the fork blade at the heel is worn down by more than 10 percent, the load capacity is reduced and the fork must be replaced. See Group 34 for inspection procedures.

PS-2-4

Group PS, Periodic Service Inspect the fork latches to ensure that they are in good condition, operate freely, and lock correctly.

Functional Tests Be sure that:

Wheels and Tires

•

Parking brake is applied

Check the condition of the drive and steer wheels and tires. Remove objects that are embedded in the tread. Inspect the tires for excessive wear or breaks or "chunking out.

•

Directional control is in "N" (neutral).

Test the horn, lights, and all other safety equipment. Be sure they are properly mounted and working correctly. Test all controls to ensure that they operate freely and return to neutral properly. Now prepare to start the truck and test its operation. Starting System A 3-position starter switch is standard equipment.

Check all wheel lug nuts or bolts to be sure none are loose or missing. Have missing bolts or lug nuts replaced and tightened to correct torque as explained in Group 22.

Check the neutral start function by placing the direction control lever in forward or reverse and turning key switch to “start” position. The starter must not engage until the direction control lever is moved to “neutral” position. As you start the engine, check the instrument display. All indicator lights should come on for a 2-second lamp check. The seat belt prompt light should remain on for 4 seconds, accompanied by a buzzer sound. The parking brake light should remain on if the brake is set. If the truck has a diesel engine, the glow plug preheat light should remain on for 6 seconds. If the lights do not operate as described, refer to Group 13 to diagnose the problem. ON OFF

Start

Engine Shut Down Mode

WARNING

Check tire pressure from a position facing the tread of the tire, not the side. Use a longhandled gauge to keep your body away. If tires are low, the tire may require removal and repair. Incorrect (low) tire pressure can reduce truck stability. See “Specifications” in Group 22 for proper inflation pressure. Brake and Inching Pedal Freeplay There should be no inching and 4~6mm braking pedal freeplay. Both pedals should be at same the height. Adjust as described in Group 23.

If the truck’s fault protection system detects low engine oil pressure, excessive transmission oil temperature, or excessive engine coolant temperature, the truck will go into “shutdown mode”—a buzzer will sound for 30 seconds, after which the truck will shut itself off. The truck may be restarted, but if the fault condition still exists, the engine will again shutdown in 30 seconds. Parking Brake Interlock The transmission should disengage when the parking brake is on and reengage when the parking brake is released. 1. Apply the parking brake. 2. Start the engine, if it is not already running. 3. Place the direction control in forward or reverse. Make sure the path is clear in the chosen direction.

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PS-2-5

Group PS, Periodic Service 4. Accelerate briefly. The truck should not move or put any strain on the parking brake if the interlock system is OK. 5. Release the parking brake (and service brake). Truck should move slowly in selected direction. (On hydrostatic truck, depress accelerator pedal slightly.) Accelerator, Brake/Inching System, Direction Control, and Parking Brake

WARNING

Fasten your seat belt before driving the truck. Make sure that you on a level surface, the travel area is clear in front of the truck, the parking brake is release, and the truck is running. 1. Push the brake (right) pedal down fully and hold. The brakes should apply before the pedal reaches the floorplate. If the pedal continues to creep downward, report the failure immediately. Do not operate the truck until the brakes are repaired. 2. Move the direction control lever from neutral to forward. 3. For standard transaxle trucks: Release the brake pedal and let the truck travel slowly forward. Then push down on the brake pedal to stop the truck. The brakes should apply smoothly and equally. 4. For hydrostatic transmission trucks: a. Release the brake pedal. The transmission should not engage and the truck should not move. b. Accelerate briefly, then release the accelerator pedal. Do not depress the brake pedal. The truck should decelerate to a stop briefly after the accelerator pedal is released.

c. Depress the brake pedal and depress the accelerator pedal slightly, the truck should not move. 5. Be sure the travel area is clear behind the truck. Repeat steps 2 through 4 in the reverse direction. 6. Drive the truck and check that it accelerates and decelerates smoothly and stops properly. 7. Depress the inching (left) pedal and depress the accelerator to see if the transmission disengages properly. 8. Check the function of the parking brake. Park the truck on a grade and apply the parking brake. The parking brake should hold a lift truck with rated load on a 15% grade.

CAUTION

If the service brake, parking brake, or interlock is not operating properly, take the truck out of service until it is repaired. Steering System Check the steering system by moving the steering handwheel in a full right turn and then in a full left turn. Return the steer wheels to the straight-ahead position. The steering system components should operate smoothly when the steering handwheel is turned. Hard steering, excessive play(looseness), or unusual sounds when turning or maneuvering indicates a need for inspection or servicing.

If the truck has a steering system fault, take the truck out of service until it is repaired.

Lift Lever Tilt Lever Aux. Lever Directional Control

Brake Pedal Accelerater Pedal

Inching Pedal Operator’s Controls. Standard arrangment shown.

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PS-2-6

Group PS, Periodic Service Lift Mechanisms and Controls

Auxiliary Controls

(See Group 34 for detailed test procedure.)

If the truck is equipped with an attachment, test the control lever for correct function and operate the attachment to check its function

1. Check the function of the lift system and controls with the engine running. 2. Pull back on the tilt control lever and hold until the upright reaches the full back tilt position. Push forward on the lever to return the upright to the vertical position. Release the lever. If there is excessive play between rails and channels, upright adjustment is required. If there is racking, adjustment of the cylinder rod yokes is required.

When you have completed the operational tests, park and leave truck according to standard shutdown procedures. Be sure to make a record of all maintenance and operating problems you find.

Air Cleaning the Truck

! CAUTION

Be sure that there is adequate overhead clearance before raising the upright. 3. Pull back on the lift control lever and raise the fork carriage to full height. Watch the upright assembly as it rises. All movements of the upright, fork carriage, and lift chains must be even and smooth, without binding or jerking. Watch for chain wobble or looseness; the chains should have equal tension and move smoothly without noticeable wobble. Release the lever.

CAUTION

Wear suitable eye protection and protective clothing. Open the hood and remove the floorplate. Then air clean the following: upright assembly, drive axle, radiator from both counterweight and engine sides, engine and accessories, driveline and related components, and steer axle and steer cylinder. Use an air hose with special adapter or extension that has a control valve and nozzle to direct the air properly. Use clean, dry, low-pressure compressed air. Restrict air pressure to 30 psi (207 kPa), maximum. (OSHA requirement). It is important to maintain a lift truck in a clean condition. Do not allow dirt, dust, lint or other contaminants to accumulate on the truck. Keep the truck free from leaking oil and grease. Wipe up all oil or fuel spills. Keep the controls and floorboards clean, dry, and safe. A clean truck makes it easier to see leakage, loose, missing, or damaged parts, and will help prevent fires. A clean truck will run cooler. The environment in which a lift truck operates determines how often and to what extent cleaning is necessary. For example, trucks operating in manufacturing plants which have a high level of dirt, dust or lint, (e.g. cotton fibers, paper dust, etc.) in the air or on the floor or ground, require more frequent cleaning. The radiator, especially, may require daily air cleaning to ensure correct cooling. If air pressure does not remove heavy deposits of grease, oil, etc., it may be necessary to use steam or liquid spray cleaner.

If the maximum fork height cannot be reached, this indicates there is low oil level in the hydraulic sump or severe binding within the upright. 4. Push forward on the lift control lever. Watch the upright as it lowers. If you suspect a problem with lifting or lowering speeds, refer to Group 34 to diagnose the problem.

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PS-2-7

Group PS, Periodic Service Truck Chassis Inspection and Lubrication

Under-the-Hood Inspection

Lubrication requirements are given in the “Service Chart/ Lubrication Points” chart in Section 1 of this Group. Also see Lubricants and Shop Supplies” in Group 40 for parts information, and “General Specifications” in Group 40 for lubricant specifications.

General Checks Check all fluid levels and make sure that the following items are clean, secure, and in good condition: •

Hoses, lines, clamps, and fittings

Lubrication and inspection of truck chassis components includes steer wheels, steer axle linkages, and steer wheel bearings, and drive wheel bearings. To check these items, the truck must be properly raised and blocked as described in “Lifting, Jacking, and Blocking” in Group SA.

•

Wires, cables, and connectors

•

Distributor, distributor cap, and rotor, coil, and plug wires (gas/LPG engine only)

•

Control linkages, pedals, and levers

•

Engine mounts

Check for play in wheel bearings by attempting to move the wheel side to side and up and down, by hand.

•

Fan and fan belts

•

Oil filler cap

Inspect the steering cylinder piston rods, seal, and fasteners for damage and leaks, and looseness.

•

Steering gear (check for leaks).

Check linkages by observing whether the steer wheels lag when you turn the handwheel. Lubricate the steer axle linkage rod ends and pivot points. Be sure to clean the grease fittings before lubricating. Remove the excess grease from all points after lubricating. Lubricate miscellaneous linkage as needed.

Upright and Tilt Cylinder Lubrication Clean the fittings and lubricate the tilt cylinder rod end bushings (forward end). Clean the fittings and lubricate the tilt cylinder base rod end bushings (rear end). Clean and lubricate the upright trunnion bushings.

Lift Chain Lubrication Lubricate the lift chains as described in Group 34.

CAUTION

To avoid the possibility of personal injury, never work in engine compartment with engine running except when absolutely necessary to check or make adjustments. Take extreme care to keep face, hands, tools, loose clothing, etc., away from fan and drive belts. Also, remove watches, bracelets, and rings. Do not smoke. Engine Air Cleaner Do not open the air cleaner to check the filter element. The filter element should be replaced only at the specified service interval or when the air filter light indicates that it is dirty.

Fluid Checks Battery Inspect the battery for any damage, cracks, leaking condition, etc. If the terminals are corroded, clean and protect them with CLARK Battery Saver (available from your Clark dealer). If the battery has removable cell caps, check to be sure the cells are all filled. If necessary, refill with distilled water.

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PS-2-8

Group PS, Periodic Service Engine Cooling System Check coolant level in the coolant recovery bottle and in the radiator as described in Group 01.

Fill the oil level above the LOW mark on the dipstick by adding only the hydraulic fluid prescribed in Group 29. DO NOT OVERFILL. Low

CAUTION

STEAM. Do not remove the radiator cap when the radiator is hot. Steam from the radiator will cause severe burns.

Full

Transaxle Fluid Level

Coolant should be checked on a daily basis in high-cycle applications.

Check the transaxle fluid level with the engine running, as explained in Group 06.

Engine Oil

Fill to the FULL mark on the dipstick, using the transaxle fluid specified in Group 06.

Oil Level: With the truck level and the engine shutdown for at least 5 minutes, check the engine oil level. Locate the engine oil dipstick. Pull the dipstick out, wipe it with a clean wiper and reinsert it fully into the dipstick tube. Remove the dipstick and check oil level. FULL

Stall Test ADD

On standard transaxle trucks, perform the stall test described in Group 00 to determine engine and transaxle condition.

Cranking Voltage Test It is normal to add some oil between oil changes. Keep the oil level above the ADD mark on the dipstick by adding oil as required. Use only the oil specified in Group 00.

To determine battery condition, check the cranking voltage as described in Group 14.

Oil Change: Change oil as described in Group 00.

Critical Fastener Torque Checks

Diesel Engine Oil Filter:Replace as described in Group 00. Hydraulic Fluid Level Check the hydraulic sump tank fluid level as described in Group 29. Correct fluid level is important for proper system operation. Low fluid level can cause pump damage. Overfilling can cause fluid leakage. Hydraulic fluid expands as its temperature rises. Therefore, it is preferable to check the fluid level at operating temperature (after approximately 30 minutes of truck operation).

For safety it is important that the correct torque be maintained on all critical fasteners of components which directly support, handle or control the load and protect the operator. Check torque of critical items, including: •

Drive axle mounting

•

Drive and steer wheel mounting

•

Counterweight mounting

•

Overhead guard mounting

•

Operator’s cell mounting

•

Tilt cylinder mounting and yokes

• Upright mounting and components. Critical fastener torque specifications are given in the general specifications Section of Group 40.

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PS-2-9

Group PS, Periodic Service

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PS-2-10

GROUP 00 (D-IVECO)

GROUP 00 (D-IVECO) DIESEL ENGINE

General specifications .............................. Section 1 Fuel .............................................................Section 2 Duty - Industrial applications Mechanical injection Engines ...................Section 3 Overhaul and technical specifications ......Section 4 Tools.............................................................Section 5 Engine Replacement...................................Section 6

PREFACE TO USER’S GUIDELINE MANUAL Section 1 describes the NEF engine illustrating its features and working in general. Section 2 describes the type of fuel feed. Section 3 relates to the specific duty and is divided in four separate parts: 1. Mechanical part, related to the engine overhaul, limited to those components with different characteristics based on the relating specific duty. 2. Electrical part, concerning wiring harness, electrical and electronic equipment with different characteristics based on the relating specific duty. 3. Maintenance planning and specific overhaul. 4. Troubleshooting part dedicated to the operators who, being entitled to provide technical assistance, shall have simple and direct instructions to identify the cause of the major inconveniences. Sections 4 and 5 illustrate the overhaul operations of the engine overhaul on stand and the necessary equipment to execute such operations.

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00(D-IVECO)-0

Group 00, Engine(D-IVECO)

Section 1 GENERAL SPECIFICATIONS LUBRICATION

From the pan, the lubrication oil flows to the driving shaft, to the camshaft and to the valve drive.

Lubrication by forced circulation is achieved through oil rotary expansion pump, placed in the front part of the basement, driven by the straight-tooth gear splined to the shaft’s bar hold.

Lubrication involves the heat exchanger (2,3), the turboblower for turbocompressed versions, and for any compressed air system. All these components may often vary according to the specific duty.

Fi gure1

Routing of oil under pressure Routing of oil return by gravity to sump Introduction of oil 1

003237t

LUBRICATION SYSTEM LAYOUT (4 cyl. engines) 1. Lubrication oil pipe to supercharger - 2. Heat exchanger body - 3. Heat exchanger - 4. Oil rotary expansion pump 5. Oil filter

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00(D-IVECO)-1-1

Group 00, Engine(D-IVECO) OIL VAPOUR RECIRCULATING SYSTEM On the tappet cap (3) there is a valve (1) whose duty is to condense oil vapour inducing these to fall down because of gravity, to the Tappet cap underneath.

The remaining non-condensed vapours shall be properly conveyed through the breather pipe (2), by suction as an example (connection towards these vapours shall be designed by the Engineer).

Fi gure3

003240t

1. Valve - 2. Breather pipe - 3. Tappet Cap

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Group 00, Engine(D-IVECO) COOLING SYSTEM The engine cooling system, closed circuit forced circulation type, generally incorporates the following components: Expansion tank; placement, shape and dimensions are subject to change according to the engine’s equipment. Radiator, which has the duty to dissipate the heat subtracted to the engine by the cooling liquid. Also this component will have specific peculiarities based on the equipment developed, both for what concerns the placement and the dimensions.

Visc pusher fan, having the duty to increase the heat dissipating power of the radiator. This component as well will be specifically equipped based on the engine’s development. Heat exchanger to cool the lubrication oil: even this component is part of the engine’s specific equipment. Centrifugal water pump, placed in the front part of the engine block. Thermostat regulating the circulation of the cooling liquid. The circuit may eventually be extended to the compressor, if this is included in the equipment.

Figure 4 TO RADI ATO R

FROM RADIATOR

W ater comingout from thermostat

003241t

W ater recirculating in engine W ater coming into pump COOLIN G SYSTEM LAYOU T (4 cyl. engines)

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00(D-IVECO)-1-3

Group 00, Engine(D-IVECO) AIR INDUCTION BOOST DIAGRAM Description The turbocharger is composed by the following main parts: one turbine, one transforming valve to regulate the boost feeding pressure , one main body and one compressor. During engine working process, the exhaust emission flow through the body of the turbine, provoking the turbine disk wheel’s rotation. The compressor rotor, being connected by shaft to the turbine disk wheel, rotates as long as this last one rotates, compressing the sucked air through the air filter.

The above mentioned air is then cooled by the radiator and flown through the piston induction collector. The turbocharger is equipped with a transforming valve to regulate the pressure , that is located on the exhaust collector before the turbine and connected by piping to the induction collector. It’s duty is to choke the exhaust of the emissions , releasing part of them directly to the exhaust tube when the boost feeding pressure, over the compressor, reaches the prescribed bar value. The cooling process and the lubrication of the turbocharger and of the bearings is made by the oil of the engine.

Figure 6

TU RBO CHARGE R

AIR FILTER

EX HAUST

RADI ATO R 74195

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00(D-IVECO)-1-4

Group 00, Engine(D-IVECO)

Section 2 Fuel INJECTION FEED SYSTEM BY MECHANICAL ROTARY PUMP 4 cylinder engines General information Fuel feed system is composed by: Fuel tank (placed on the machine) Fuel delivery and back-flow to tank

- Fuel pre-filter (if available, it is usually placed close to the engine on the machine frame) Priming pump, assembled to the engine and driven by the camshaft Fuel filter (assembled to the engine in different positions according to equipment application and duty) Fuel feed rotary pump Injector feed pipeline (from fuel feed pump to injectors) Injectors.

Fi gure1

2 1 4

5 3 6 1. Injector feed pipes - 2. Fuel exhaust pipes from injectors - 3. Fuel feed rotary pump - 4. Connector for LDA pressure gauge pipe within suction collector - 5. KSB thermal bulb - 6. Electro-valve - 7. Injector 74168

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00(D-IVECO)-2-1

Group 00, Engine(D-IVECO) Description of working principles Fuel is sucked from the fuel tank by the priming pump. This last one is placed on the engine basement and is driven by the camshaft. Throughout the filter/s, the fuel is piped to the union fitting vacuum chamber of the transfer pump. (For applications to be equipped in cold climate areas, the fuel filter is provided with heater).

Transfer pump is placed inside the feed pump, and is bladed type; its duty is to increase fuel pressure in correspondence with the increase of the number of revolutions. The fuel arrives therefore to the valve gauging the pressure inside feed pump. The distribution plunger further increases this pressure and delivers fuel throughout the delivery pipe fitting to the injectors. The fuel drawing from the injectors is recovered and delivered to the tank again.

Fi gure2

3 2

75807

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00(D-IVECO)-2-2

Group 00, Engine(D-IVECO) FEED PUMP The rotary type pump is driven by a gear mating the camshaft’s one.

E = Pump dimensions 4= 4 cylinders engine 12 = Distribution plunger in mm. 1150 = No. of pump revolutions per minute LV = Left direction of rotation

Example of identification V=

Distribution rotary plunger

Fi gure3

1 15 2 14 3 4

5 13 12 6

7 8

9 11

Injection pump longitudinal section 1. Diagram - 2. Locking nut - 3. Pivot - 4. Drive lever - 5. Speed gauge - 6. Transfer pump - 7. Drive shaft - 8. Cam disk 9. Advance converter - 10. Distribution plunger - 11. Delivery pipe fitting - 12. Hydraulic head - 13. Drive plate 14. Gauge pin - 15. Counteracting spring.

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30454

00(D-IVECO)-2-3

Group 00, Engine(D-IVECO) PRIMING PUMP This pump has the specific duty to prime the fuel available in the tank and convey it to the feed pump inlet. It is assembled to the engine block and driven by the camshaft.

Fi gure4 1

3246t

1. Priming pump - 2. Camshaft.

Fi gure5

88209

1. Priming pump - 2. Drive lever - 3. Camshaft.

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Group 00, Engine(D-IVECO) FUEL FILTER The filter is assembled close to the feed and priming pump and has the specific duty to provide barrier to the impurities and separation of water from fuel.

On the filter cartridge base there is a water dump screw, throughout which it is possible to provide regular drainage; on the bearing for those equipment applications requiring it (cold climate areas), there can be a heater assembled to and a temperature sensor. On some versions, a water presence sensor is present at filtering cartridge base.

Fi gure7

88210

1.Fuelfi ltersupport-2.Filtering cartridge-3.W aterdrainscrew .

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Group 00, Engine(D-IVECO)

Section 3 DUTY - INDUSTRIAL APPLICATION GENERAL INFORMATION Version equipped with mechanical feed pump NEF engines have been designed and developed by Iveco Motors specifically for transportation by land and farming equipment in general. They are characteristed by diesel cycle 4 stroke atmospheric or supercharged 4 and 6 cylinders each with 2 valves. Feed is provided by rotary mechanical pump or on line according to the equipment application. It differs from other applications because of the provision of different power, power take-off for the different collector configuration, priming pump, oil pan and boost turbine. NOTE The picture shows application designed for 4 cylinders version, 2 valves per cylinder, having fuel feed mechanical pump. NOTE Data, technical specifications and performances granted shall be valid only if the Set-

ter will follow and comply with all installation prescriptions provided by Iveco Motors. Furthermore, the expanders assembled by the Setter must always comply with couple, power and number of revolutions based on which the engine has been designed. The section herein described is composed or four directories: directory of mechanical overhaul prescribed in accordance to the engine’s specific duty, illustrating all necessary operations to remove and assembly the external components of the engine, including cylinder heads, gearbox of the timing system and of the front part cover; electrical directory, describing the connections of the different components, of the pre-post heating gearbox (only for some versions) and of the sensors assembled to the engine; troubleshooting directory; directory of preventive and regular maintenance operations, providing instructions for the execution of the main operations.

Figure 1

03220

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Group 00, Engine(D-IVECO) Clearance data - 4 cyl. IVECO F4GE9454C {IVECO F4GE0454A}

Type Compression ratio

17.5 : 1

Max. output

Max. torque

Loadless engine idling

kW HP

67 91

{74} {100}

rpm Nm kgm

2300 389 38.9

{406} {40.6}

rpm

1300

{1400}

rpm

Loadless engine rpm peak Bore x stroke mm Displacement cm3 SUPERCHARGING

104 x 132 4500 without intercooler Direct injection

Forced by gear pump, relief valve single action oil filter

LUBRICATION Oil pressure (warm engine) - idling bar - peak rpm bar

0.70 3.50

By centrifugal pump, regulating thermostat, heat exchanger, intercooler Through belt

COOLING Water pump control Thermostat - start of opening

2300

HOLSET HX25W

Turbocharger type

bar

850

ºC

81 ± 2

FILLING 15W 40 ACEA E3

liters

engine sump + filter* liters

engine sump*

* First filling operation

{

} : Specification for EPA Tier2 Engine

NOTE Data, features and performances are valid only if the setter fully complies with all the installation prescriptions provided by Iveco Motors.

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Furthermore, the users assembled by the setter shall always be in conformance to couple, power and number of turns based on which the engine has been designed.

00(D-IVECO)-3-2

Group 00, Engine(D-IVECO) OVERHAUL OF THE 4 CYLINDER ENGINE PROVIDEDWITH MECHANICAL ROTARY PUMP Preface Part of the operations illustrated within this section can be partially executed while the engine is assembled on the vehicle, depending on the room available for access to the engine and on the equipment application as well.

NOTE For some versions, the oil filter (3) is directly assembled on to the heat exchanger:in such case it shall be disassembled using tool 99360076. Warning: the oil filter contains inside aprx. 1 kg. of engine oil. Provide for oil recovery and disposal in compliance with the law and regulations in force. Fi gure2

NOTE With regard to the engine disassembly operations, please apply for information consulting the specific manual. All operations of engine disassembly operations as well as overhaul operations must be executed by qualified engineers provided with the specific tooling and equipment required. The following information relate to the engine overhaul operations only for what concerns the different components customising the engine, according to its specific duties. NOTE For specific application exigencies, some units can be assembled to the engine in different positions. Within ”General overhaul” section, all the operations of engine block overhaul have been contemplated. Therefore the abovementioned section is to be considered as following the part hereby described.

Engine setting operations for the assembly on turning stand

1 75670

Only for turbocompressed versions disassemble lubrication oil exhaust pipe from the turbo-blower: Underneath the turbo-blower loosen the two screws (2), loosen the screw (3) fixing the pipe throughout the stop collar (4) fixing the block; finally loosen and remove the union (5) fromthe block; plug the pipe ends and the exhaust of the turbo-blower. Fi gure3

Figure relevant to turbocompressed versions In order to apply the brackets 99361037 to the engine block to fix it on to the stand 99322205 for the overhaul, it is necessary to perform the following operations:

3 4

On the right hand side: disassemble pipes (1) from the union (2) fitting the lubrication oil filter (assembled on the opposite side): unlock the nuts fixing the pipes (1) and remove them from the union (2); drain the oil eventually still inside the pipes and plug them properly in order to avoid impurity inlet.

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75671

00(D-IVECO)-3-3

Group 00, Engine(D-IVECO) Disassemble the starter; Properly hold the starter (1) and loosen the two fixing screws (2); assemble the bracket bearing 99361037 using the four screw threaded ports (3). Fi gure4

Assemble the second bracket 99361037 throughout the screw-threaded ports (1). Lift the engine using the rocker arm 99360595 and put Drain the oil through the cap underneath the plug. NOTE Warning: avoid contact of engine oil with the skin: in case of skin contamination, rinse in running water. Engine oil is highly pollutant: provide for disposal in compliance with the law and regulations in force. Fi gure6

2 1 1 75672

On the left hand side: Disassemble oil filter (1) and bracket aswell (for versions with engine oil filter not directly assembled on to the exchanger); Using tool 99360076 operate on oil filter; Loosen the screws (3) removing the bracket together with the filter bearing (4 and 5). 75674

NOTE Warning: the oil filter contains inside aprx. 1 kg. of engine oil. Provide tank with sufficient capacity to contain the liquid. Warning: avoid contact of engine oil with the skin: in case of skin contamination rinse in running water. Engine oil is highly pollutant: provide for disposal in compliance with the law and regulations in force. Remove the oil level rod together with guide pipe (2); (loosen the guide pipe disassembling from the block); properly pipe the screw-threaded port to avoid inlet of foreign matters.

Disassembly of application components For turbocompressed versions proceed disassembling the supercharger: loosen the fixing nut (1) and remove the lubrication pipe from the supercharger. Analogously carry out the same operation on the other end of the pipe and remove it from the upper part of the heat exchanger. Loosen the screw nuts fixing the supercharger on the exhaust manifold. Hold up the supercharger and after lifting it remove the gasket. Fi gure7

Fi gure5

3 4 5 1

2 75673

SM 751

75675

00(D-IVECO)-3-4

Group 00, Engine(D-IVECO) Place a container under the fuel filter and screw out the condense drain faucet underneath said filter. Carry out complete drainage of the fuel contained therein. Screw out completely the faucet and, using equipment 99360076 disassemble oil filter (1). Disconnect fuel pipelines (2 and 3) respectively from priming pump to filter bearing and from this last one to the feed pump. Remove the fuel filter bearing (4) from the bracket fixed to the engine head.

Disconnect the LDA pipe (1) from the head and from the feed pump. Pipe the ends of the pipelines as well as the feed pump and the engine head. Fi gure10

Fi gure8

75677

90502

NOTE To disconnect fuel pipelines (2 and 3, Figure 8), in low pressure from the relating pipe fittings, it is Necessary to press the locking fastener (1) as shown in picture B. After having disconnected the pipeline, reset the locking fastener (1) in lock position as shown in. picture A, to avoid any possible deformation of the fastener itself. Fi gure9

70126

SM 751

00(D-IVECO)-3-5

Group 00, Engine(D-IVECO)

Figure 11

2 3 7

4 6

1. Rear bracket fixing screw (on suction collector plate) - 2. Fuel recovery pipeline to pump - 3. Rotary feed pump 4. Connection nut to pumping elements - 5. Injector - 6. Bracket fixing screw to injection pump side7. Front bracket fixing screw (on suction collector plate).

Disconnect the pipelines (1) and (2) that provide feed and fuel recovery between pump and injectors; screw out the nuts fixing the pipes to the pumping elements; loosen the fuel recovery pipe collar on the injection pump; operate on the nuts assembled to the injectors and loosen the screws fixing the fuel recovery pipeline; loosen the screws holding the fixing brackets of such pipelines (1,6, and 7, Figure 11); pipe the pipeline ends. Disassemble the injectors and remove them from their slot: remove the gaskets.

Loosen the two fixing screws and disassemble priming pump. Fi gure13

Fi gure12

1 2 75678

75679

SM 751

00(D-IVECO)-3-6

Group 00, Engine(D-IVECO) Remove tappet caps: Loosen the four fixing screws (1) and lift the caps (2); remove the gaskets. NOTE In the picture, the front cap has already been removed. On the central cap there is a blow-by valve for the lubrication oil vapours. All the gaskets shall always be replaced during assembly.

Disassemble rocker arm bearings; loosen the two fixing screws (2) and remove the complete rocker armbearing; withdraw tappet rods. Repeat the operation for all the remaining rocker arm bearings. Disassemble water temperature transmitter (1). Fi gure16

Fi gure14

1 75683

For applications with automatic belt stretcher Remove the belt tightener(2). Remove the belt (4) of the ancillary members by acting on the alternator fixing bracket (1). Remove the alternator (3), the water pump (6), the fan pulley (5) and the jockey pulley (7). Remove the pulley support (8). Remove the engine block cooling system connector (3). Fi gure17 75681

Disassemble suction and exhaust manifolds: loosen the 8 screws (1) fixing the suction manifold plate to the cylinder head (two of them have already been screwed-out since fixing the pipe brackets to the injectors); from the exhaust manifold side; loosen the (2) fixing screws; remove the gaskets. Fi gure15

86571

1 75682

SM 751

00(D-IVECO)-3-7

Group 00, Engine(D-IVECO) Remove belt tensioner (3). Remove belt (5) for auxiliary members operating on bracket (1) securing the alternator. Remove alternator (2), water pump (4), fan pulley (7) and guide pulleys (6). take support off pulley (8).

Disassemble thermostat unit; loosen the three fixing screws (1) and disassemble the thermostat unit (2) together with the bracket (3); remove the gasket (4) and the thermostat (5). Assemble the bracket in the original position fixing itwith the screws of the thermostat unit. Fi gure20

Fi gure18

1 4

2 3

75685

90503

For applications with traditional belt stretcher Loosen screw (1) and relevant nut on belt stretcher bracket (3). Loosen screw (2, Figure 20) in order to slide out POLY-V belt (2). Remove the belt stretcher bracket (3). Disassemble the driven pulleys and the guide rollers.

Properly hold the alternator (1) separating it from its bearing by loosening the screw (2); remove screw nut and washer. Fi gure21 1

Fi gure19

75686

88089

SM 751

00(D-IVECO)-3-8

Group 00, Engine(D-IVECO) Loosen the screws (1) and withdraw the alternator bearing (2). NOTE The shape and the dimensions of the support of the alternator vary according to the use of the engine. The relevant pictures provide a general guide of the procedure that is to be carried out. The procedures described are always applicable.

Disassemble cylinder head; loosen the screws (1) and (2) fixing the cylinder head (3); hook the brackets with metal ropes and, throughout a hoist withdraw cylinder head from the block. Fi gure24 1 2

Fi gure22

4 75688

88091

Loosen the screws (4) and disassemble the oil pressure/temperature sensor (3) (if fitted). Loosen the screws (1) and disassemble the oil filter/ heat exchanger bearing (2), interlayer plate (6) and relating gaskets. Disassemble oil level sensor (5) (whether provided). Disassemble injection pump (see specific procedure) and the power take-off underneath.

Use the tool 99360339 (2) to operate on the flywheel cover box (1) in order to block flywheel rotation (3). (Utilise starter holding down studs and fixing screwnuts). Loosen the flywheel fixing screws (4) to engine drive shaft. NOTE In some versions there is provided 99360351 tool checking the flywheel. Fi gure25 2

Fi gure23

3 4

75692

75810

SM 751

00(D-IVECO)-3-9

Group 00, Engine(D-IVECO) - Loosen the screws (1) and disassemble the pulley (2). Fi gure26

Using the specially provided tie rod (3) for the tool 99363204 and the lever (4), withdraw the external holding ring (2) from the front cover (1). Fi gure28

00904 90504

Remove the engine drive shaft fixing ring from the front cover. Use the tool 99340055 (4) to operate on the front tang (2) of the engine drive shaft. Throughout the tool guide ports, drill the internal holding ring (1) using Ø 3,5 mm drill for a 5mm depth. Fix the tool to the ring tightening the 6 screws specially provided. Proceed withdrawing the ring (1) tightening the screw (3).

Loosen the screws (1) and remove the front cover (2). NOTE Take note of the screw (1) assembly position, since the screws have different length. Fi gure29

Fi gure27

70149

Loosen the screws (1) and remove oil pump (2). Fi gure30

78256

75811

SM 751

00(D-IVECO)-3-10

Group 00, Engine(D-IVECO) Screw out the opposite screws (1) fromthe portswhere the withdrawal pins shall be introduced (see picture following). Loosen remaining flywheel fixing screws (3) to the engine drive shaft (4). Remove the flywheel block tool (2). Fi gure31 1

Remove the flywheel cover box fixing ring using the tool 99340056 (3) to operate on the back tang (5) of the engine drive shaft. Throughout the tool guide ports, drill the internal holding ring using Ø 3,5 mm drill for a 5mm depth. Fix the tool 99340056 (3) to the ring (1) tightening the 6 screws specially provided (4). Proceed with drawing the ring (1) tightening the screw (2). Using the specially provided tie rod (3) for the tool 99363204 and the lever (4), withdraw the external holding ring of the flywheel cover box. Fi gure33

4 3 75691

Screw up two medium length screws in the ports (4) to sling the flywheel with a hoist. Throughout two guide pins (2) previously screwed up into the engine drive shaft ports (3) control the engine flywheel withdrawal by means of a hoist. Fi gure32

00903

Loosen the screws (2) and remove the flywheel cover box (1). NOTE Take note of the screw (1) assembly position, since the screws have different length.

Fi gure34

75690

70153

SM 751

00(D-IVECO)-3-11

Group 00, Engine(D-IVECO) Turn the engine upside-down. Loosen the screws (2), disassemble the plate (3) and remove the oil pan (1). NOTE The shape and dimensions of the pan and of the rose pipe may vary according to the engine application. The relating illustrations provide general guidelines of the operation to be performed. The procedures described are applicable anyway.

Version with suction rose type B Remove the screws (1) and (4) and disassembled the suction rose (5). Remove the screws (2) and disassemble the stiffening plate (3) Fi gure37

Fi gure35

86601

By means of pin (1) lock the additional masses (2) in the P.M.S. Loosen the fixing screws (3) and remove the additional masses (2). Fi gure38

88046

Version with suction rose type A Loosen the screws (1) and disassemble the oil suction rose pipe (3). Loosen the screws (2) and remove the stiffening plate (4).

86578

Fi gure36

70155

SM 751

00(D-IVECO)-3-12

Group 00, Engine(D-IVECO) Loosen the screws (1) and disassemble the gear from the camshaft (2). Fi gure39

Version with reduced distribution Loosen the screws (2) and remove the flywheel cover box (1). NOTE Take note of the screw (1) assembly position, since the screws have different length. Figure 40/1

87422

Remove the gear (1) transmitting motion to the ignition pump and the relevant support. Figure 40/2 90505

Loosen the screws (2) and disassemble the timing gearbox (1). NOTE Take note of the screw (2) assembly position, since the screws have different length. Fi gure40

87655

70157

SM 751

00(D-IVECO)-3-13

Group 00, Engine(D-IVECO) Remove the screws (1) and disassemble the gears (3) and (4) from the camshaft (2). Figure 40/3

Reassemble to box (1) to the engine block. Tighten the fixing screws in the same position as found out during disassembly and fix the screws to the locking couples listed here below, following the order as shown in the picture. Screws M12 ........................ 65~89 Nm Screws M8 ......................... 20~28 Nm Screws M10 ....................... 42~52 Nm NOTE Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear on dirt. Figure 42

87424

1 9

Installation of rear components Accurately clean the timing gearbox (1) and the engine block. NOTE It is necessary and essential to clean the surface to be sealed in order to achieve a perfectly tight seal. Apply sealing LOCTITE 5205 on the box in order to form a bead of a few mm. diameter. It must be uniform (no crumbs), with no air blisters, thinner or irregular zones. Any eventual imperfection should be corrected as soon as possible. Avoid using material in excess to seal the joint. Too much sealing material would drop out on both sides of the joint and obstruct lubricant passages. Couplings must be assembled within 10 minutes after completing the sealing operation.

6 4

1 7

75711

DIAGRAM SHOWING SCREW TIGHTENING TO FIX REAR GEARBOX

With a penmarker,mark the tooth (1) of the driving gear assembled to the engine drive shaft with (2) () timing notch. NOTE Screw up two pins to facilitate operation of engine drive shaft rotation.

Figure 41

Fi gure43

1 75712

DIAGRAM SHOWING SEALING LOCTITE 5205 APPLICATION WITHIN GEARBOX AREAS 70211

SM 751

00(D-IVECO)-3-14

Group 00, Engine(D-IVECO) Orient engine drive shaft (3) and camshaft (4) taking care that in phase of assembly of the driving gear (2) to the camshaft, the notches marked on the gears (1 and 2) shall match.

- Tighten the screws (1) fixing the gear to the camshaft (3) and lock them to the prescribed couple. Fi gure46

Fi gure44

90508

Position comparator (1) on timing system gear (2) and check that the clearance between gears (2) and (3) is within 0.076 0.280 mm range. Fi gure45

90507

SM 751

00(D-IVECO)-3-15

Group 00, Engine(D-IVECO) NOTE It is necessary and essential to clean the surface to be sealed in order to achieve a perfectly tight seal. Apply sealing LOCTITE 5205 on the box in order to form a bead of a few mm. diameter. It must be uniform (no crumbs), with no air blisters, thinner or irregular zones. Any eventual imperfection should be corrected as soon as possible. Avoid using material in excess to seal the joint. Too much sealing material would drop out on both sides of the joint and obstruct lubricant passages. Couplings must be assembled within 10 minutes after completing the sealing operation.

NOTE Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear or dirt. Fi gure48 1 16

15 14

6 18

13 5

19 20

11 1

2 21

Fi gure47

3 75709

Apply to engine drive shaft rear tang (6), the detail (5) of the tool 99346252, fix it tightening the screws (4) and key the new holding ring on it (3). Place detail (1) on detail (5), tighten the screw nut (2) until complete assembly of the fixing ring (3) into the flywheel cover box (7). Fi gure49 1 75708

Reassemble the box (1) to the engine block, tighten the fixing screws in the same position as found out during disassembly and fix the screws to the locking couples listed here below, following the order as shown in the picture. Screws M12 ....................... 75 ~ 95 Nm Screws M10 ....................... 44 ~ 53 Nm

0901t

In case of engine coupling with mechanical gears in presence of friction, verify surface status of the flywheel and eventually work it out to maintain rated engine flywheel thickness, which is 49,6 · 0,13 mm.

SM 751

00(D-IVECO)-3-16

Group 00, Engine(D-IVECO) NOTE Check the conditions of the rim teeth (2). If tooth breakage or excessive wear is detected, disassemble the rim from the engine flywheel using a common driver and replace with a new one, previously heated to 150 ଇ degrees for 15 ~ 20; seconds; bevelling must be made towards engine flywheel direction.

on the latter, the marks printed on the gears (1 and 2) coincide. Figure 50/2

Fi gure50

87652

Place the dial gauge (1) on the timing gear (2) and check that the slack between the gears (2) and (3) is included in the range between 0,076 ~ 0,280 mm. Figure 50/3 75696

Installation of rear components with reduced distribution With a penmarker,mark the tooth (1) of the driving gear assembled to the engine drive shaft with (2) () timing notch. NOTE Screw in two pins to facilitate operation of engine drive shaft rotation. Figure 50/1

87653

Fit the screws (1) fastening the gears (2) to the camshaft (3) and tighten them to the prescribed pair. Figure 50/4

70211

Orient the engine drive shaft (3) and the camshaft (4) ensuring that while assembling the conveyed gear (1)

SM 751

87654

00(D-IVECO)-3-17

Group 00, Engine(D-IVECO) Spline the gear (1) transferring motion to the ignition pump.

Couplings must be assembled within 10 minutes after completing the sealing operation. Figure 50/7

Figure 50/5

87657 87655

DIAGRAM SHOWING SEALING LOCTITE 5205 APPLICATION

Fit the power take-off gear (2) (if available) into the specially provided housing and fasten the screws (1), Figure 50/6

Re-assemble the box (1) to the engine basement. Tighten the fastening screws (2) to the same position detected before disassembly. NOTE Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear or dirt. Figure 50/8

87656

NOTE It is necessary and essential to clean the surface toG be sealed in order to achieve a perfectly tight seal. Apply sealing LOCTITE 5205 on the box in orderGto form a bead of a few mm diameter. It mustG be uniform (no crumbs),with no air blisters, thinnerGor irregular zones. Any eventual imperfection should be corrected as soonGas possible. Avoid using material in excess to seal the joint. TooGmuch sealing material would drop out on bothG sides of the joint and obstruct lubricant passages.

SM 751

87658

Apply to the rear tongs hold (3) of the engine drive shaft the part (6) of the tool 99346253, fix it with the screws (1) and spline the new tight ring to it (2).

00(D-IVECO)-3-18

Group 00, Engine(D-IVECO) Place the part (5) on the part (6), tighten the nut (4) until tight ring assembly (2) into the flywheel box is completed.

on the flywheel cover box (1) to block engine flywheel rotation. Fi gure52

Figure 50/9

3 4

75692

Tighten the engine flywheel (1) fixing screws (2) in two phases: 87659

Flywheel installation Screw up two hooks or trail rings in the flywheel (1) threaded ports (4) for handling . Using a hoist, handle the flywheel to place it in its housing inside the flywheel cover box. Screw up to pins (2) having appropriate length, in the shaft ports (3) and using them as guide, assemble the engine flywheel (1) properly placing it inside the flywheel cover box.

1st phase; tightening by means of dynamometric wrench to couple 30 · 4 Nm; 2nd phase, 60 ¶ · 5 ¶ angle dwell NOTE Angle dwell shall always be performed using 99395216 tool. Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear or dirt.. Fi gure53 1

Fi gure51 1

4 2

75695

75690

Installation of front components Tighten the screws (4) fixing the engine flywheel (3) to the engine shaft. Use tool 99360339 (2) to operate

SM 751

Assemble oil pump (1).

00(D-IVECO)-3-19

Group 00, Engine(D-IVECO) Tighten fixing screws (2) and lock themto the prescribed couple. Fi gure54

Remove the fixing ring (2) from the front cover (1), accurately clean the plug surface. Fi gure57

70223 70220

Apply to the water pump (1) a new fixing ring (2).

Accurately clean the contact surface of engine block and apply sealing LOCTITE 5205 on it in order to form a uniform and continuous bead with no crumbs. Fi gure58

Fi gure55

70221

Assemble the water pump (1). Tighten the screws (2) and lock them to the prescribed couple. Fi gure56

Assemble the front cover (2) to the block and tighten the screws (1) fixing them to the prescribed couple. Fi gure59

76112

SM 751

75710

75812

00(D-IVECO)-3-20

Group 00, Engine(D-IVECO) Apply on engine drive shaft front tang (6) the detail (4) of the tool 99346252, fix it with the screws (5) and key the new holding ring on it (7). Place the detail (2) on the detail (4), screw-up the threaded nut until carrying out the complete assembly of the holding ring (7) to the front cover.

Assemble the plate (3), the suction rose (5) and tighten the fixing screws (1, 2 and 4) to the prescribed torque. Fi gure62

Fi gure60

86601

00902

Assemble the plate (1), the rose pipe (2), tighten the fixing screws (3) and fix them to the prescribed couple. Fi gure61

87260

SM 751

00(D-IVECO)-3-21

Group 00, Engine(D-IVECO) Assembly of additional masses Fit the additional masses (2) and tighten the screws (3) on the engine block. Remove the lock pin (1) of the additional masses. Fi gure63

Timing of additional masses Version with reduced distribution Match the signs (A) engraved on the gears for timing, insert the pin in the hole (B) on the balancing mass. 86578

Figure 64

1. Injectionpump gear 2. Camshaft control gear 3. Injection pump control gear(reduced distribution) 4. Additional masses.

SM 751

00(D-IVECO)-3-22

Group 00, Engine(D-IVECO) Provide for new gasket replacement (1) of the oil pan (2). NOTE The pictures illustrating the pan and of the rose pipe may not correspond to the ones of your model. However the procedures described are applicable anyway.

Assemble the pulley (1) to the engine drive shaft , and the distance ring (3). Tighten the fixing screws (2) and lock them to the 68 · 7 Nm couple. Fi gure67

Fi gure65

Assemble oil pan (1), apply the plate over it (2). Tighten the screws (2) and lock them to the prescribed couple. 1

NOTE Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear or dirt. Fi gure66

2 75697

Assemble the following elements to the block: new gasket (1), heat exchanger (2), new gasket (3), oil filter bearing (4). Tighten the screws (5) and lock them to the prescribed couple. NOTE Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear or dirt. Fi gure68

75814 88046

SM 751

00(D-IVECO)-3-23

Group 00, Engine(D-IVECO) - Lubricate the fixing ring (2) using engine oil and place it on the oil filter (3). - Manually start the oil filter (3) on the bearing union (1) until counter-boring, further screw up the oil filter (3) by 3/4 turn. - Place a new fixing ring on the block housing (6). - Apply, (if needed) new fixing ring on the oil temperature/pressure sensor (4) and assemble it to the bearing (1) tightening the fixing screws to the prescribed couple.

NOTE Before assembly, always check that the threads of the ports and of the screws have no evidence of tear and wear nor dirt. Fi gure70

NOTE In some applications, the bearing of the exchanger shall be assembled to a screw threaded union connected to the filter on the opposite side of the engine, throughout two pipelines (see picture 2). Fi gure69

76114

Connect the alternator (1) to the support. Tighten the screw without locking it (2). Fi gure71

76113

NOTE The shape and the dimensions of the alternator support vary according to the use of the engine. Therefore the relevant pictures provide a general guideline of the procedures that are to be carried out. However the procedures described are applicable. - Assemble the alternator bearing (1) ensuring that the pins (3 and 4) are against the engine block. - Tighten the screws (2) and lock them to the prescribed couple.

SM 751

75686

Place the gasket (1) over the block. The choice of the gasket’s thickness shall be made in consideration of the cylinder protrusion measured with respect to the block’s upper surface. NOTE Verify that the engine block stand is clean. Do not grease the gasket. It is recommended to keep the gasket inside packaging until assembly to the cylinder head. Gasket assembly shall be made following the direction of wording printed on the gasket

00(D-IVECO)-3-24

Group 00, Engine(D-IVECO) M12 x 180 ...............70 Nm + 180 deg’s

itself so that this will be readable as indicated in the picture.

Fi gure74

Fi gure72

7 9

76115

Carry out the assembly of the rocker arms after previous check of the components.. 87759

Figure 75

Place the head (3) over the block and insert screws (1) and (2). NOTE If the valves have been removed from the head, it is necessary to assemble them before assembling the head itself on the engine block.

4 1 3 2 2

Fi gure73

1 2

75705

ROCKER ARM UNIT COMPONENTS:

1. Elastic ring - 2. Spacer- 3. Rocker arms4. Support

Check the coupling surfaces of bearing and shaft: no evidence of excessive wear shall be detected or damages. Replace if necessary. Figure 76

4 75688

Lubricate cylinder head bolts and install to head. Bolts must be torqued using stitching pattern starting with the centre bolts and moving out. Bolts to be torqued in stages: all bolts torqued to snug torque, then 90 degrees rotation for all bolts. Then a further 90 degrees for the M12 x 140 and M12 x 180. M12 x 70 .................50 Nm + 90 deg’s M12 x 140 ...............40 Nm + 180 deg’s

18.975 18.963

19.000 19.026

19.000 19.026 75704

SHAFT AND ROCKER ARM BASIC DATA

SM 751

00(D-IVECO)-3-25

Group 00, Engine(D-IVECO) If unscrewed, check adjustment quota. Tighten the screw-threaded nut (1) to the i 0.4 - 0.6 Nm couple.

Tighten the screws (2) to the prescribed couple and assemble water temperature sensor (1). Fi gure80

Fi gure77

2 1

19.00 16.00 75702

ROCKER ARM ADJUSTMENT SCREW 1

Before executing assembly, check the Rocker Arm driving rods: these shall not be deformed; the spherical ends in contact with the Rocker Armadjustment screw and with the tappet (arrows) shall not present evidence of seizure orwear: in case of detection proceed replacing them. The rods driving the intake and exhaust valves are identical and therefore interchangeable. Fi gure78

75683

Adjust the slack between rocker arms and valves using socket wrench (1), point wrench (3) and feeler gauge (2). Correct slack is: suction valves 0.25 · 0.05 mm exhaust valves 0.50 · 0.05 mm. NOTE In order carry out a quicker adjustment of the working slack between rocker arms and valves, proceed as following: Rotate the engine drive shaft, balance the valves of cylinder 1 and adjust the valves identified by star symbol, as indicated in the following table: Cylinder No. Suction Exhaust

1 -

2 *

3 * -

4 * *

32655

Insert the tappet driving rods and the Rocker Arm unit. Before using the fixing screws again,measure themtwice as indicated in the picture, checking D1 and D2 diameters: if D1 - D2 < 0,1 mm the screw can be utilised again; if D1 - D2 > 0,1 mm the screw must be replaced;

NOTE Rotate the engine drive shaft., balance the valves of cylinder 4 and adjust the valves

Fi gure79

75703

SM 751

00(D-IVECO)-3-26

Group 00, Engine(D-IVECO) identified by star symbol, as indicated in the following table: Cylinder No. Suction Exhaust

1 * *

2 * -

3 *

4 -

In suchG case provide for replacement with new nods. Fi gure83

Fi gure81

1 3

75806

Assemble injectors after having replaced the sealing gasket (1). NOTE During assembly of injectors, verify that the injector sphere is correctly positioned on the head housing. Fi gure82

75681

Assemble exhaust manifold (1) providing new gaskets (2). NOTE The illustration of exhaust manifold may be notG matching your model. Anyhow, describedGprocedure is applicable. Fi gure84

1 1 75707

Assemble cylinder covers (2) with the respective gaskets; Fit the seal nods and tighten the screws fixing them to the prescribed couple. NOTE Always replace the gaskets using new ones. Check the threads of the fixing screws: there shall beG no evidence of wear or dirt deposit. Seal nods shall have no visible deformation.

SM 751

2 75808

Assemble thermostat unit (2) including thermostat (5) and gasket (4).

00(D-IVECO)-3-27

Group 00, Engine(D-IVECO) Tighten the screws to the prescribed couple.

For applications with traditional belt stretcher

NOTE The screws (1) have been have been utilised to fixGthe bracket (3). Disassemble the bracket and reassemble components from 1 to 5 as shown in the picture. The gasket must be new. Fi gure85

1 4

In order to connect the POLY-V belt carry out the operations described on page _ vice versa. NOTE For belt stretching turn the alternator as indicated inGthe figure, tighten screw (1) and the bolt that fixesG the alternator to the support. NOTE If the old belt is to be reassembled examine it carefully in order to see if there may be incisions orGevident signs of yielding. Fi gure87

3 75685

Assemble the pulley fan bearing tightening the screws toGthe prescribed couple. Assemble the alternator tensioning bracket. Mount pulley (3) and secure it to support through screws (2). Assemble the transmission pulley (1). Fi gure86

88090

For applications with automatic belt tensioner 2

Assemble belt Poli-V (4) on the pulley (5) of the engine shaft,Gon the jockey pulley (2), on the water pump (6) and on theG alternator (3), tighten (syn.: tension) the belt by means of theGautomatic belt tensioner. Fi gure88

75687

SM 751

86571

00(D-IVECO)-3-28

Group 00, Engine(D-IVECO) Mount Poly-V belt (4) on pulley (7), engine shaft pulleyG(5), guide pulleys (6), water pump (3) and alternator (1);Gstretch the belt by operating on automatic belt tensionerG(2).

Also assemble the brackets (1) fixing the fuel pipelinesG to the injectors: use the same screws (2) fixing theGmanifold plate as shown in the picture. Fi gure91

Fi gure89

90509

Apply on the surface joining the suction manifold plateG(1) a sufficient coat of Loctite 5999 and provide. fixingGthe screws to the prescribed couple. If the pipe (6) of the suction manifold plate (1) has beenG removed, reassemble it after having fit a new gasket (5). Tighten the screws (7) to the prescribed couple. NOTE For the versions provided with heater, also assembleGcomponents (3) and (4). Fi gure90 1

75700

Assemble priming pump (1) providing new gasket and tighten the screws (2) to the prescribed couple. Also assemble feed pump (see specific procedure) and the power take-off underneath. NOTE Pump mounting requires specific procedure contained in this section. Fi gure92

2 6 5

1 4 3 75701

2 75678

SM 751

00(D-IVECO)-3-29

Group 00, Engine(D-IVECO)

Figure 93

2 3 7

4 5

1. Rear bracket fixing screw (on suction collector plate) 2. Fuel recovery pipeline to pump 3. Rotary feed pump 4. Connection nut to pumping elements 5. Injector - 6. Bracket fixing screw to injection pump side 7. Front bracket fixing screw (on suction collector plate)

Assemble the pipes (1) and (2) providing fuel feed and recovery between pump and injectors; Screw up the locking nuts and tighten the screws fixingG the fuel recovery manifold; fix the pipes to the injectorsG throughout the brackets previously assembled.

Fix the LDA pipeline (1) to the engine head and to the feed pump. Fi gure95

Fi gure94

1 1

2 75677

75679

SM 751

- Assemble the fuel filter bearing (4) to the bracket fixedGto the engine head. - Connect the fuel pipelines (2 and 3) respectively fromGpriming pump to filter bearing and from this last one toGfeed pump. - Using 99360076 equipment assemble fuel filter (1).

00(D-IVECO)-3-30

Group 00, Engine(D-IVECO) NOTE The filter shall be priory filled with fuel to facilitateGfeed system bleed operations. Fi gure96

- Tighten the lubrication pipe fixing ring. Operate in theGsame way on the other end of the pipe. Connect it toGthe upper part of the heat exchanger. To complete engine assembly it is necessary to remove it from the turning stand. - Using rocker arm 99360595 hold the engine and loosenG the screws fixing the brackets to the turning standG99322205. - Disassemble the brackets from the engine after havingGproperly put it on a wooden bearing. Fi gure98

90502

NOTE To connect fuel pipelines (2 and 3, Figure 96) in lowGpressure from the relating connection unions it isGnecessary to press the locking fastener (1) as shownGin picture B. After having connected the pipeline, reset the fastener (1) into block position as shown in pictureGA. Fi gure97

75675

Completion of the engine On the right hand side: reassemble the pipes (1) from the union (2) to the lubrication oil filter (placed on the opposite side): tightenG the pipe rings (1) and connect them to the union NOTE In some cases, the oil filter (3) is directly placed onG the heat exchanger: in this case it shall be assembledGusing tool 99360076. Fi gure99

70126

For turbocompressed versions proceed assembling the turbocharger: - Hold the turbocharger and place it on the exhaust manifold after having interposed the gasket. - Screw up the fixing nuts of the turbocharger to the exhaust manifold tightening them to the prescribed couple.

1 75670

SM 751

00(D-IVECO)-3-31

Group 00, Engine(D-IVECO) On the left hand side:

For turbocompressed versions Reassemble the lubrication oil exhaust pipeline (1) fromG the turbocharger: from underneath the turbochargerG tighten the two screws (2); tighten the screw (3) fixingGthe pipeline to the block throughout the fixing collar (4)Gto the block; finally tighten the union (5) to the block. Figure 100

Assemble oil filter (1) together with bracket (for the versions with engine oil filter not directly assembled toG the exchanger); tighten the screws (3) assembling theGbracket (4) including filter bearing (5). Using tool 99360076 screw up oil filter; Assemble oil level rod togetherwith guide pipe (2).Fill upGengine oil. Install the engine on the machine (for installation operations please apply to specific issue). Figure 102

3 4 5

4 2 75673

1 5

75671

Reassemble the starter; properly hold the starter (1) and tighten the fixing screws to the prescribed couple. Figure 101

1 75717

SM 751

00(D-IVECO)-3-32

Group 00, Engine(D-IVECO) Rotary feed pump disassembly and assembly procedure

The following procedure analyses this second hypothesis since it is the more complex. Figure 104

NOTE This procedure prescribes that: The fuel pipelines (from pumping elements toG injectors, bleeding recovery pipes from injectorsGto pump, LDA pipeline and feed provided byGpriming pump) shall all be disassembled. Electrical connection to feed pump shall beGdisconnected. Accelerator cable shall be disconnected.

Engine versions with tool (99360330) Disassemble the starter fromthe flywheel box and use tool 99360330 (2) to rotate the flywheel.

75714

Find the top dead centre with the tool (99395097) False injector

Figure 103

Remove the rocker covers of the 1st cylinder; remove the 1st injector and place the tool (1) to set the 1st cylinder top dead centre position (end-of-compression phase). Preload the gauge. The searched condition is obtained by rotating the engine shaft properly until you find the maximum value on the comparator and then checking that the intake and exhaust valves are both closed.

Once PMS has been obtained, lock the flywheel by means of tool 99360339 (Figure 104). Figure 105

(Demonst ration)

88140

Engine versions with tool (99360339) Disassemble the starter from the flywheel box (1) and use tool 99360339 (2) to rotate the flywheel. In case feed pump replacement is necessary, this shall be supplied pre-set already as spare part. On the other hand, in case the pump shall be disassembled and reassembled later on without being repaired it will be necessary to pre-set it while it is still assembled to the engine and disassemble it only afterwards.

1 88141

Unscrew the side screw that locks the pump shaft partially (1) and remove spacer (2). This must be kept on

SM 751

00(D-IVECO)-3-33

Group 00, Engine(D-IVECO) a side (we recommend to fix it on the pump with a wire or a clip). Tighten the lateral screw (1) blocking rotation of the pump shaft. Figure 106

NOTE Hold the pump driving gear to avoid interference or crawling during timing gear rotation. Figure 108

75694 75721

From timing side, remove the cover (2) loosening the screws (1) in order to have access to the union fixing nut (3) to the pump driving gear. Loosen the fixing nut (3) and remove the relating washer. Figure 107

Assemble the pump pre-set in its housing on the engine, fitting the shaft into the gear port (not provided with wrench). Tighten the fixing nuts (1) locking the pump flange in the slot centre. NOTE The gasket removed during pump disassembly shall not be utilised again. Always use original spare parts. Figure 109

3 75693

From the pump side, loosen the fixing nuts (1) without removing them in order to enable moving the pump backwards using 99340035 extractor. Assemble the 99340035 extractor throughout the two threaded ports (4, Figure 107) and withdraw the gear from the pump shaft. Properly hold the feed pump and loosen completely the fixing nuts. Withdraw the pump from the studs, together with the gasket. When the supply pump is to be assembled on the engine the P.M.S. conditions at compression end stage cylinder No. 1 must be carried out.

SM 751

75694

00(D-IVECO)-3-34

Group 00, Engine(D-IVECO) On the timing side, throughout the specially appointed port, fit the washer and screw up the fixing nut (3) to the pump shaft. Lock the nut to the 90-95 Nm couple. Figure 110

3 75715

Loosen screw (1) that prevents pump shaft rotation and insert spacer (2). Tighten screw (1)so that it locks spacer (2): in this way the supply pump shaft will be able to rotate freely. Assemble the cover (2, Figure 110) including gasket and tighten the screws (1, Figure 110). Disassemble the flywheel rotation/locking tool 99360339 or 99360330; arrange the starting motor in its seat. Connect all pipelines (from pumping elements to injectors, bleeding recovery pipes from injectors to pump, LDA pipeline and feed provided by priming pump). Connect electrical connections to electro-magnets on the hydraulic head and on KSB.

With the injection pump inserted in relating seat and securing screws loosened, mount comparator 99395603 (2) and 99395100 gauge tool (1), preloading the rod by 2.5 mm. Rotate the engine drive shaft to shift from the condition of the first cylinder to TDC end of compression phase. Reset the dial gauges and rotate the engine drive shaft condition of the 1st cylinder to TDC in phase of compression (see Figure 105). From this position on the comparator applied on the pump it must be possible to read the value listed on the pumping element pre-lift table. Section 4. Rotate the pump in anti-clockwise direction if the stroke is shorter or in clockwise direction if the stroke is longer, until obtaining the stroke prescribed. Checking these conditions, lock the pump by tightening the relevant nuts to the prescribed pair. Figure 112

(Demonst ration)

87720

NOTE In case pump removal has been carried out while the engine was assembled, connect acceleration cable. Figure 111

75721

Ignition pump control and timing

SM 751

00(D-IVECO)-3-35

Group 00, Engine(D-IVECO) Feed system bleed procedure

Power take-off disassembly and assembly procedure

Version with A type fuel filter In case any operation has been executed on the components of the feed circuit, it is necessary to execute bleeding of air within the system. Loosen the bleeder vent screw (3) on the fuel filter (1) and keep working on the bleed lever of the priming pump (2). Continue executing this operation until when fuel drains from the bleeder vent screw. Tighten the bleeder vent screw (3). Figure 113

Where designed, there is a power take-off able to transmit motion to different auxiliary parts. Disassembly of such mechanism shall be executed as following: Loosen the two screws (3) and after having removed the cover (1) with a specially provided extractor, withdraw the power take-off (2). The two gaskets (4) shall be replaced in phase of reassemble. Vary out the assembly fitting the power take-off in its housing, providing new gasket and checking the sprocket gear meshing. Assemble cover and gasket and tighten the screws to the prescribed couple. Figure 115 1

76211

Version with B type fuel filter Disconnect the fuel pipe (1) of the filter and repeat working on the drain lever (2) of the priming pump. Continue the operation until when fuel outflows. Connect the (1) to the filter.

75720

Figure 114

87751

SM 751

00(D-IVECO)-3-36

Group 00, Engine(D-IVECO) Checks and controls NOTE The following tests shall be made after engine assembly to the vehicle. Preventively check that the liquid levels have been correctly restored. Start the engine, let it run at revolution regimen slightly higher than idling and wait that the cooling liquid temperature reaches the value enabling thermostat opening, then check that: There is no water bleeding from the manifolds connecting engine cooling circuit pipelines and cabin internal heating, eventually providing to further tighten the locking rings. Carefully check the fuel connection pipes to the respective unions. There is no oil leakage from the lubrication circuit of the various pipelines connecting cover and cylinder head, oil pan and bearing, oil filter and heat exchanger as well as relating housings. There is no fuel leakage from fuel pipelines. There is no blow-by from pneumatic pipes (if provided). Verify correct working of the lighting leds of the dashboard containing the tools as well as of the equipment that was disconnected during engine disconnection. Check and blow by with care the engine cooling system, carrying out frequent drainage.

SM 751

00(D-IVECO)-3-37

Group 00, Engine(D-IVECO)

ELECTRICAL EQUIPMENT ELECTRICAL COMPONET LAYOUT (4 CYL. ENGINESWITH ROTARY POMP) Below there are listed the electric components which are present on NEF F4BE04--- and F4GE04--- engines. 1. Cooling liquid temperature sensor;

4. Electromagnets assembled to feed pump: (A) on hydraulic head unit (B) on KSB; 5. Fuel heater;

2. Starter; 3. KSB Water temperature sensor;

6. Oil pressure sensor; 7. Resistance for cold start up (where provided for); 8. Alternator;

Figure 340

4 A

B 8

5 6

75724

Cooling liquid temperature sensor It is a component integrating a temperature sensor. It is assembled to the engine head close to the thermostat unit and its duty is to detect engine cooling liquid temperature.

Bulb side on engine: .......-40 ~ +140 ଇ Working tensions: ...........6 ~ 28 V Settings: 80 ଇ ..........................0.304 ~ 0.342 ໰

Specifications: Range of working temperatures: Connection side ...............-40 ~ +150 ଇ for < 10 min.

SM 751

00(D-IVECO)-3-38

Group 00, Engine(D-IVECO) KSBWater temperature sensor

20 ଇ ........................... 2.262 ~ 2.760 ໰ -10 ଇ .........................8.244 ~ 10.661 ໰

It is assembled to the cylinder head on the engine left hand

Figure341

side. Specifications: Working tensions: Electrical Power load: Setting:

12 ~ 24 V 2.5 A (induction) 5.0 A (resistance) 32 · 2ଇ Contact opening upon increasing temperature 22 · 2 ଇ Contact closure upon decreasing temperature

Figure 343

C A B

B C 75718

Starter Starter is usually driven by starting unit placed on the vehicle dashboard and provides positive tension to the tele-switch assembled to the starter itself.

75719

Specifications: BOSCH 3 kW - 12V

Electromagnets assembled to feed pump

Figure 342

Figure 344

2 75717

75724a

1. Hydraulic head Electro-magnet 2. KSB Electro-magnet

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00(D-IVECO)-3-39

Group 00, Engine(D-IVECO) Oil pressure sensor

Alternator

It is assembled to the block on the engine’s left hand side.

It is place front view on the right hand side of the engine, and is driven by tooth belt.

Specifications:

Specifications: Working tension: ..................... 12 V Current delivered: .................... 90A (at 6000 rpm) Absorption in stand-by: UUUUUUUUUUU ˺ 1mA Sense of rotation: ..................... clockwices

Working tensions: ............................12 ~ 24 V Contact closure upon lower pressure: ........................0.2 bar Contact opening upon higher pressure: .......................0.9 bar

Figure 347

Fig ure 345

75722

Fuel filter

75725

Pre-post heating resistor

On the fuel filter bearing there is the temperature sensor and the fuel filter heating resistor connection. Figure 346

It is a resistor assembled to the suction collector and is utilised to heat the air during pre-post heating operations. It is fed by a tele-switch usually placed very close to the engine. Specifications: Working tension: Maximum possible air flow:

12 V 2 cc / min (pressure 138 kPa)

Figure348

75716

1 - Fue l t e mp e ra t u re s e n s o r; 2 - R es i s t o r f o r f i l t e r h e a t i n g ;

75723

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00(D-IVECO)-3-40

Group 00, Engine(D-IVECO) Pre-post heating unit Legend F= R= T= GHC =

Operating temperature: ..........................-40ଇ ~ 85ଇ Maximum current in the GH line: .........0.3A

Fuse Pre-post heating resistance Remote control switch Pre-post heating unit

Figure 349

F 30 N31

50 NTC 31

5 10

8 3

1.2W

88153

Electrical diagram pin out PIN 1 2 3 4 5 6 7 8 9 10

Description “Cold start” warning indicator light output Not connected Feedback signal input from pre-post heating resistance (FB) Started engine signal input (D) Start-up signal input (50) Pre-post heating resistance supply remote control switch output (GH) Supply positive (15) Supply negative (31) Not connected Temperature analogue signal input (NTC)

This unit operates, bymeans of the remote control switch, the pre-post heating resistance according to the engine coolant temperature. Features: Nominal voltage: ................................... 12 V Operating voltage: ................................. 7 V ~ 16V

SM 751

00(D-IVECO)-3-41

Group 00, Engine(D-IVECO)

TROUBLESHOOTING ANOMALY

POSSIBLE CAUSE

The engine does not start Battery flat or faulty.

REMEDY

NOTE

Check and recharge battery. Replace battery if necessary.

Connections to battery termi- Clean, examine and tighten the nuts nals corroded or loose. on the battery terminals. Replace the cable terminals and the nuts if excessively corroded. Incorrect timing of injection Check and correctly time the injec- See your Iveco dealer. pump. tion pump. Deposits or water in the fuel Disconnect the hoses and clean Drain feed system. tank. them using a jet of compressed air. Dismantle and clean the injection pump. Remove water from tank and refuel. No fuel in tank.

Refuel.

No power supply.

Overhaul or replace the fuel or transfer pump.

Air bubbles in the fuel lines Check the hoses to ensure that air is or injection pump. in fact present and also check the fuel pump. Eliminate the air from the injection pump by unscrewing the cap and working the fuel pump by hand. Faulty starter motor.

Repair or replace the starter motor.

The engine does not start Fuel system clogged with Replace the fuel with fuel suitable at low temperatures paraffin crystals forming due for use at low temperatures. to the use of unsuitable fuel. Replace the fuel filters. K.S.B. device for cold spark Check or replace the injection See your Iveco dealer. advance control operating pump. incorrectly.

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00(D-IVECO)-3-42

Group 00, Engine(D-IVECO)

ANOMALY The engine cuts out.

POSSIBLE CAUSE Idle rpm too low.

REMEDY

NOTE

Adjust with adjustment screw.

Irregular flow of injection Adjust flow. pump.

See your Iveco dealer.

Impurities or water in the fuel Disconnect the hoses and clean Drain feed system. lines. them using a jet of compressed air. Dismantle and clean the injection pump. Remove water from fuel tank and refuel. Clogged fuel filter.

Dismantle and replace if necessary.

Presence of air in the fuel and Check that the hoses are not injection system. cracked or the unions loose. Replace worn parts, remove the air from the hoses and deaerate the injection pump and fuel filter by unscrewing the caps and working the primer pump by hand. Broken injection pump con- Replace the faulty parts. trols. Abnormal clearance between Adjust camshaft cams and tappets. shims.

clearance

replacing

Burnt, corroded or chalky Replace the valves, rectify or valves. replace the cylinder head seatings. The engine overheats

Faulty water pump.

Check the unit and replace if necessary. Replace the gasket.

Malfunctioning thermostat.

Replace the thermostat.

Fouling in coolant openings Wash following the standards specin the cylinder head and cyl- ified for the type of descaling prodinder groups. uct used. Water pump drive belt slack. Check and adjust the tightness of On applications provided the belt. with automatic tensioner, check corret worching of such device. Coolant level too low.

Top-up radiator with coolant.

Incorrect engine timing.

Check timing and tune correctly.

Incorrect calibration of injec- Correct the delivery rate of the See your Iveco dealer. tion pump. pump on a bench so that the injection is at the specified rate. Dry air cleaner blocked.

SM 751

Clean the air filter or replace if necessary.

00(D-IVECO)-3-43

Group 00, Engine(D-IVECO)

ANOMALY

POSSIBLE CAUSE

REMEDY

NOTE

Engine operation is irreg- Incorrect timing of injection Check timing and correctly set ular and lacks power pump. pump. K.S.B. automatic cold Check or replace injection pump. advance device malfunctioning. Excessive piston wear.

Check or replace injection pump.

Incorrect calibration of speed Check and correctly calibrate the See your Iveco dealer. regulator. regulator. Engine operation is irreg- Partial blockage of nozzles or Clean the nozzles of the atomisers ular and lacks power faulty operation of injectors. using the appropriate tools and completely overhaul the injectors. Impurities orwater in the fuel Carefully clean the system and If necessary drain feed and injection system. refuel. system. Incorrect play between cam- Check and correct play shaft cams and tappets. Faulty turbocharger.

Replace complete unit.

Air cleaner blocked.

Clean or replace air cleaner.

Faulty operation of L.D.A. Check that the diaphragm is not See your Iveco dealer. device perforated, that the counter spring is suitable and that it has the correct loading (check on test bench). Check that there is adequate air pressure inside the intakemanifold in relation to the engine rpm under full-load conditions. Tie rods between accelerator Adjust the tie-rods so that the compedal and regulation lever mand lever can be moved to the full incorrectly adjusted. delivery position. Engine running with Faulty operation of injectors. Replace all injectors. abnormal knocking Fuel lines blocked. Dismantle the hoses, clean them and replace those that are seriously dented. Incorrect set-up of injection Correct the set-up of the pump so See your Iveco dealer. pump. that injection occurs at the specified angle.

SM 751

00(D-IVECO)-3-44

Group 00, Engine(D-IVECO)

ANOMALY

POSSIBLE CAUSE

REMEDY

NOTE

Engine running with Knocking of crankshaft caus- Rectify the pins of the crankshaft abnormal knocking ing excessive play on one or and install smaller bearings. more main or rod bearings or Replace the thrust halfrings. excessive play on shoulders. Crankshaft unbalanced.

Check alignment of crankshaft.

Loosening of screws securing Replace the loosened screws and flywheel. tighten all the screws to the specified torque. Misalignment of rods.

Replace the rods.

Noise from piston journals Replace the piston journal and/or due to excessive play of pis- the piston and rod bushing. ton hubs and in the rod bushing. Loose bushings in the rod Replace with new bushings. seatings. Noisy timing.

Adjust the play between camshaft cams and tappets and check that there are no broken springs, that there is no excessive play between the valve stems and the valve

guides, tappets and seatings. The engine smokes Excessive maximum pump Disconnect the pump and adjust See your Iveco dealer. abnormally. Black or dark output. delivery in accordance with the grey smoke. data given in the calibration table. K.S.B. device out of calibra- Check operation by a tester and tion or malfunctioning. adjust correctly as described in the manual. There is an excessive delay Correct the set-up. on the injection pump.

SM 751

00(D-IVECO)-3-45

Group 00, Engine(D-IVECO)

ANOMALY

POSSIBLE CAUSE

REMEDY

NOTE

The engine smokes The injection pump has an Correct the set-up. abnormally. Black or dark excessive advance. grey smoke. The holes in the atomisers (or Replace the injectors with a series some of them) are partially or of new injectors or clean and recentirely blocked. tify the original ones using suitable equipment. Air cleaner blocked or deteri- Clean or replace the filter element. orated. Loss of compression in the Overhaul the engine or limit the interventions to the relative parts. engine due to: stuck or worn flexible rings; worn cylinder liners; valves deteriorated or badly adjusted. Unsuitable injectors, differ- Replace or calibrate the injectors. ent types of injectors or incorrectly calibrated. Injection hoses with an Check conditions of the end or unsuitable internal diameter, unions and where necessary replace end of hoses pinched due to the hoses. repeated blocking. Blue, grey-blue, grey Excessive delay in injection Correct the set-up of the pump. smoke tending to white. pump. K.S.B. automatic cold Check or replace injection pump. advance device malfunctioning. Faulty injector.

See your Iveco dealer. See your Iveco dealer.

Replace the injector.

Leaking of oil from the pis- Overhaul the engine. ton rings caused by glued or worn rings or wearing of cylinder liner walls. Engine oil passing through Recondition the cylinder head. the intake guides-valves following wearing of guides or valve stems. Engine too cold (thermostat Replace the thermostat. blocked or inefficient).

SM 751

00(D-IVECO)-3-46

Group 00, Engine(D-IVECO)

MAINTENANCE PLANNING MAINTENANCE PLANNING Recovery To ensure optimisedworking conditions, in the following pageswe are providing instructions for the overhaul control interventions, checks and setting operations that must be performed on the engine at due planned dates. The frequency of themaintenance operations is just an indication since the use of the engine is the main characteristic to determine and evaluate replacements and checks. It is not only allowed but recommended that the staff in charge of the maintenance should also carry out the necessary maintenance and controlling operations even if not being included in the ones listed here below but that may be suggested by common sense and by the specific conditions in which the engine is run.

Planning of controls and periodical intervention Controls and periodical intervention

Frequency (hours)

Visual check of engine ................................................................................................. Daily Check presence of water in fuel filter or pre-filter ........................................................ Daily Check of belt wear status ............................................................................................. Check and setting of tappet clearance .......................................................................... 4000 Replacement of engine’s oil and filter .......................................................................... 500 Replacement of fuel pre-filter ...................................................................................... 1000 Replacement of fuel filter ............................................................................................. 500 Replacement of belt ...................................................................................................... 1500 NOTE The frequency of the maintenance operations is just an indication since the use of the engine is the main characteristic to determine and evaluate replacements and checks. The maintenance operations are valid only if the setter fully complies with all the installation prescriptions provided by Iveco Motors. Furthermore, the users assembled by the setter shall always be in conformance to couple, power and number of turns based on which the engine has been designed.

Checks not included in maintenance planning-daily checks It is a good habit to execute, before engine start, a series of simple checks that might represent a valid warranty to avoid inconveniences, even serious, during engine running. Such checks are usually up to the operators and to the vehicle’s drivers. Level controls and checks of any eventual leakage from the fuel, cooling and lubricating circuits. Notify the maintenance if any inconvenience is detected of if any filling is necessary. After engine start and while engine is running, proceed with the following checks and controls: check presence of any eventual leakage from the fuel, cooling and lubricating circuits. Verify absence of noise or unusual rattle during engine working. Verify, using the vehicle devices, the prescribed pressure temperature and other parameters. Visual check of fumes (colour of exhaust emissions) Visual check of cooling liquid level, in the expansion tank.

SM 751

00(D-IVECO)-3-47

Group 00, Engine(D-IVECO) MAINTENANCE PROCEDURES

full compliance with the law and regulations in force. Fig ure 371

Checks and controls Engine oil level check. The check must be executedwhen the engine is disconnected and possibly cool.

The check can be made using the specially provided flexible rod (1). Draw off the rod fromits slot and check that the level is within the etched tags of minimum and maximum level. Whether it should be difficult tomake the evaluation, proceed cleaning the rod using a clean cloth with no rag grinding and put it back in its slot. Draw it off again and check the level. 2

In case the level results being close to the tag showing minimum level, provide filling lubrication of the engine’s components.

75749

Figure 370

Check of fuel system

MA X

M IN

The check must be executed both when the engine disconnected and when it is running. The check operation consists in examining the fuel pipelines running from the tank to the pre-filter (if provided in the specific equipment), to the filter, to the injection pump and to the injectors. Cooling system check

1 75748

To provide filling, operate through the upper top (1) or through the lateral top (2). During filling operation, the tops must be removed as well as the rod in order to make the oil flow easier”. Some applications are equipped with a level transmitter alerting dashboard instruments in case of insufficient lubrication oil within the pan. NOTE The engine oil is highly polluting and harmful. In case of contact with the skin, rinse well with water and detergent. Adequately protect the skin and the eyes, operate in full compliance with safety regulations. Disposal must be carried out properly, and in

SM 751

The check must be executed both when the engine disconnected and when it is running. Check the pipelines from the engine to the radiator, from the expansion tank and vice-versa. Find out any blow-by, verify the status of the pipes specially close to the holding strips. Verify that the radiator is clean, the correct working of the fan flywheels, the presence of any leakage from the connectors, from the manifold and from the radiating unit. NOTE Due to the high temperatures achieved by the system, do not operate immediately after the engine’s disconnection, but wait for the time deemed necessary for the cooling. Protect the eyes and the skin from any eventual high pressure jet of cooling liquid.

00(D-IVECO)-3-48

Group 00, Engine(D-IVECO) The density of the cooling liquid must be checked any how every year before winter season and be replaced in any case every two year. NOTE In case of new filling, proceed bleeding system, through the bleeds on the engine. If bleeding of the system is not carried out, serious inconvenience might be caused to the engine due to the presence of air pockets in the engine’s head. Lubricating system check The check must be executed both when the engine disconnected and when it is running. Verify the presence of any oil leakage or blow-by from the head, from the engine pan of from the heat exchanger. NOTE The engine oil is highly polluting and harmful. In case of contact with the skin, rinse well with water and detergent. Adequately protect the skin and the eyes, operate in full compliance with safety regulations. Disposal must be carried out properly, and in full compliance with the law and regulations in force.

Some applications are equipped with an automatic tensioner that provides correcting belt tensioning. Check of belts tear and wear status Carefully verify the belts surface in order to detect any sign of incision, crack, excessive wear in correspondence of toothing; check end and surface grinding.

DANGER

Danger: if the engine is switched off but is still hot, unexpected motion of the belt may occur. Wait for engine temperature cooling as a precaution in order to avoid serious danger injury. Check and setting of tappet clearance Adjust clearance between rockers and valves using setscrew wrench (1), box wrench (3) and feeler gauge (2). Clearance shall be as follows: intake valves 0.25 0.05 mm exhaust valves 0.50 0.05 mm. Figure372

1 3

Check of water presence within fuel filter or pre-filter NOTE The components of the system can be damaged very quickly in presence of water or impurity within the fuel. Timely proceed operating on the pre-filter (not available on the engine block) to carry out the drainage of the water within the feed circuit. Fuel filter is equipped with pump screw-valve to drain the water eventually mixed with fuel (some applications of 6 cylinders engines will be equipped with two fuel filters, both provided with drainage. Place a container underneath the filter and slightly loosen the screw. Drain the water eventually contained in the filter’s bottom. Lock the screw (max 0.5 Nm locking couple) as soon as fuel starts bleeding. Check of drive belt tensioning

SM 751

75806

NOTE In order to more quickly perform the operating clearance adjustment for rocker arms — valves, proceed as follows: rotate the drive shaft, balance cylinder 1 valves and adjust the valves marked by the asterisk as shown in the table: cylinder n.

intake

exhaust

00(D-IVECO)-3-49

Group 00, Engine(D-IVECO) Rotate the drive shaft, balance cylinder 4 valves and adjust the valves marked by the asterisk as shown in the table: cylinder n.

intake

exhaust

Oil motor and filter replacement

WARNING

Warning: We recommend to wear proper protection because of high motor service temperature. The motor oil reaches very high temperature: you must always wear protective gloves. Due to the several applications, the pan shape and the oil quantity can change slightly. However, the following operations are valid for all applications. Werecommend to carry out the oil drainage when themotor is hot. Place a proper container for the oil collecting under the pan connected with the drain plug. Unscrew the plug and then take out the control dipsick and the inserting plug to ease the downflowof the lubrication oil. NOTE The oil motor is very pollutant and harmful. In case of contact with the skin, wash with much water and detergent. Protect properly skin and eyes: operate according to safety rules. Dispose of the residual properly following the rules. After the complete drainage, screw the plug and carry out the clean oil filling. NOTE Use only the recommended oil or oil having the requested features for the corrrect motor functioning. In case of topping up, don’t mix oils having different features. If you don’t complywith theses rules, the service warrantyis no more valid.

SM 751

Check the level through the dipsick until when the filling is next to the maximum level notch indicated on the dipsick. Whereas you replace the lubrication oil, it is necessary to replace the filter. According to the application the filter can be located in different positions: the following procedure is a valid guide for all applications. The filter is composed by a support and a filtering cartridge. For the cartridge replacement use the 9936076tool.

WARNING

Warning: the oil filter contains inside a quantity of oil of about 1 kg. Place properly a container for the liquid. Warning: avoid the contact of skin with the motor oil: in case of contact wash the skin with running water. The motor oil is very pollutant: it must be disposed of according to the rules. Replace the filtering cartidge with a new one and screw manually until when the gasket is in contact with the support. Tigthen by means of the 99360076-tool of three fourth turn. Operate the motor for some minutes and check the level through the dipsick again. If it is necessary, carry out a topping up to compensate the quantity of oil used for the filling of the filtering cartridge. Fuel filter replacement NOTE During this operation don’t smoke and don’t use free flames. Avoid to breathe the vapors coming from filter. NOTE After filters replacement the supply equipment deaeration must be carried out. According to the applications the filters position and the quantity can change. However the following operations are valid for all applications.

00(D-IVECO)-3-50

Group 00, Engine(D-IVECO) Drain the fuel inside the filter by operating the water release screw. Collect the fuel in a container without impurities. Unscrew the cartridge by using the 99360076-tool. Collect the eventual fuel inside the filtering cartridge. Clean the gasket seat on the support and oil slightly the gasket on the new filtering cartridge. Screw manually the new filtering cartdrige until when the gasket is completely on its seat. Tigthen through the 99360076-tool at 10-5 Nm torque. Alternator belt replacement Due to several applications the belt run can change verymuch.

For applications with automatic belt stretcher Unscrew the screws which fix the belt guard (2) to the support and dismount it. Operate on the tightener (1) and withdraw the belt (3) from the alternator and water pumps from pulleys and from the returns pumps. Replace the worn belt with a new one. Place the belt on the pulleys and the guide rollers. Place the automatic tightener in order to key the belt in the functioning position. Further adjustments are not required. Fig ure 374

We describe the replacement of a belt mounted on a 4-cylinders motor with traditional belt tension and a 6-cylinders motor with an automatic screw coupling.

WARNING

Warning: with switched off motor (but still hot) the belt can operate without advance notice. Wait for the motor temperature lowering to avoid very serious accidents. For applications with traditional belt stretcher

74171

Loosen screw (1) and the relevant nut on belt stretching bracket (3). Loosen the bolt that fixes the alternator to the support. Fit the new belt on the pulleys and guide rollers. Stretch POLY-V belt (2). Lock screw (1) and the bolt that fixes the alternator to the support Run the engine for a few hours and check proper belt stretching. Figure 373

88089

SM 751

00(D-IVECO)-3-51

Group 00, Engine(D-IVECO)

Section 4 OVERHAUL AND TECHNICAL SPECIFICATIONS

GENERAL SPECIFICATIONS Type

4 CYLINDERS

Cycle

Four-stroke diesel engine

Power

See properties described in Section 3

Injection

Direct

Number of cylinders

+..=

6 CYLINDERS

4 in-line

6 in-line

Bore

104/102 ( . )

Stroke

132/120 ( . )

Total displacement

cm 3

4485/3922 ( . )

6728/5883 ( . )

TIMING start before T.D.C. end after B.D.C.

A B

15° 35°

start before B.D.C end after T.D.C

D C

69° 21°

Checking timing

0.25 ± 0.05

0.50 ± 0.05

X X Checking operation

FUEL FEED

Type:

rotary Bosch in Bosch line

VE 6/12 F PES 6A

VE 4/12 F

Injectors DSLA 145 P

Nozzle type

1-5-3-6-2-4

1-3-4-2

Injection sequence

bar

Injection pressure

bar

( . ) Valid for F4BE--- engines only.

SM 751

00(D-IVECO)-4-1

Group 00, Engine(D-IVECO)

CLEARANCE DATA Type

4 CYLINDERS mm

CYLINDER UNIT AND CRANKSHAFT COMPONENTS 1

Cylinder barrels

1 X 2

Sparepistons type: Size Outsidediameter Pinhousing

X 1 2

Piston— cylinder barrels Pistondiameter

6 CYLINDERS

104.000to 104.024 / 102,01 to 102,03(• )

55.9 / 61 (• ) 103.730 to103.748/ 101.757to 101.775(• ) 38.010to38.016/ 40.006 to40.012 (• ) 0.252 to 0.294/ 0.235to 0.273(• )

0.4,0.5,0.8

X Pistonprotrusion

Pistonpin Pistonpin— pin housing

0.28 to 0.52

37.994to38.000 /39.994 to40.000(• ) 0.010 to 0.022 /0.006to 0.018(• )

(• ) Valid for F4BE---enginesonly.

SM 751

00(D-IVECO)-4-2

Group 00, Engine(D-IVECO)

Type

4 CYLINDER mm

CYLINDER UNIT AND CRANKSHAFT COMPONENTS

X1 X2 X3 S 1 S 2 S 3

X1 X2 X3

2,705to 2,735 / 2,690*(• ) / 2,700*(• ) 2,440to 2,460 / 2,425 to 2,445(• ) / 2,740*(• ) 4,030 to 4,050/ 4,040 to 4,060(• )

Split rings

S1 S2 S3

2.560to 2.605/ 2.310 to 2.340(• ) / 2.567to 2.618(• ) 2.350 to 2.380/ 2.560 to 2.605(• ) 3.970 to 3.990/ 3.975 to 4.000 (• )

Split rings- slots

1 2 3

Split ring slots * measured on a of 98.75÷ 99.00 mm

0.100 to 0.175/ - (• ) 0.060 to 0.110/ 0.115 to 0.180(• ) 0.040 to 0.080/ 0.040 to 0.085(• )

Split rings X1

6 CYLINDER

0.4, 0.5(• ), 0.8

Split ringend opening in cylinderbarrel:

X 2

X1 X2 X3

Smallend bush housing Bigend bearing housing

0.30 to 0.40/ 0.25to 0.55(• ) 0.60 to 0.80/ 0.40to 0.70(• ) 0.30 to 0.55/ 0.25to 0.55(• )

40.987to 41.013 /43.279 to43.553(• )

72.987 to 73.013

4 3 S

Smallend bush diameter Outside 4 Inside 3 Sparebig endhalf bearings S Small end bush—housing

40.987to 41.013/ 43.279to 43.553(• ) 38.019to 38.033/ 40.019to 40.033(• ) 1.955to 1.968 10.266 to 0.566(• )

Pistonpin —bush

0.019 to 0.039

Big end half bearings

0.250 to 0.500

(•) Validfor F4BE---enginesonly.

SM 751

00(D-IVECO)-4-3

Group 00, Engine(D-IVECO)

Type

4 CYLINDERS

6 CYLINDERS

CYLINDER UNIT AND CRANKSHAFT COMPONENTS

X Size

Max. tolerance on connecting rod axis alignment

Journals Crankpins

1 2

82.99 to 83.01 68.987 to 69.013

2 Main half bearings Big end half bearings

S 1

S1 S2

2.456 to 2.464 1.955 to 1.968

S 2

Main bearings No. 1 - 5 No. 2 - 3 - 4

3 3

Half bearings . Journals No. 1-5 / 1-7 No. 2-3-4 / 2-3-4-5-6

87.982 to 88.008 87.977 to 88.013 0.064 to 0.095 / 0.041 to 0.119 (•) 0.059 to 0.100 / 0.041 to 0.103 (•) 0.064 to 0.090

Half bearings - Crankpins Main half bearings Big end half bearings

+ 0.250 to + 0.500

1 37.350 to 37.650 37.475 to 37.545 (•)

37.475 to 37.545

Shoulder journal

Shoulder main bearing

31.730 to 32.280 / 25.980 to 26.480 (•)

Shoulder half-rings

37.28 to 37.38

X 1

X 2 X 3

Output shaft shoulder

0.095 to 0.270 / 0.068 to 0.410 (•)

(•) Valid for F4BE--- engines only.

SM 751

00(D-IVECO)-4-4

Group 00, Engine(D-IVECO)

Type

4 CYLINDERS

6 CYLINDERS mm

CYLINDER HEAD . TIMING SYSTEM 1

Valveguide seats on cylinder head

8.019 to 8.039

7.943 to 7.963 60º

7.943 to 7.963 45º

Valves :

Valve stem and guide

0.056 to 0.096

Housing on head for valve seat:

46.987 to 47.013

43.637 to 43.663

Valve seat outside diameter; valve seat angle on cylinder head: 2

Sinking Between valve seat andhead Valve seats

47.063 to 47.089 60º 43.713 to 43.739 45º

0.356 to 1.102

0.104 to 0.840 0.050 to 0.102 0.050 to 0.102 -

(•) ValidforF4BE---engines only.

SM 751

00(D-IVECO)-4-5

Group 00, Engine(D-IVECO)

Type

4 CYLINDERS

6 CYLINDERS mm

CYLINDER HEAD . TIMING SYSTEM Valve spring height: free spring

H 2

under a load equal to: 329 N H1 641 N H2

Injector protrusion

63.50 49.02 38.20 -

1 2 3 4

Camshaft bush housings No. 1-5

59.222 to 59.248

Camshaft housings No. 2-3-4

54.089 to 54.139

2 Camshaft journals: 1 5 1 7

53.995 to 54.045

Camshaft bush outside diameter: .

59.222 to 59.248

Bush inside diameter .

54.083 to 54.147

Bushes and housings on block

Bushes and journals

0.038to 0.162

Cam lift:

SM 751

11.02

10.74

00(D-IVECO)-4-6

Group 00, Engine(D-IVECO)

4 CYLINDERS

Type CYLINDER HEAD - TIMING SYSTEM

6 CYLINDERS

1 Tappet cap housing on block

2 3

Tappet cap outside diameter:

2 3

15.924 to 15.954 15.965 to 15.980

Between tappets and housings

Tappets

1 Rocker shaft

18.963 to 18.975

Rockers

19.000 to 19.026

2 Between rockers and shaft

SM 751

0.025 to 0.063

00(D-IVECO)-4-7

Group 00, Engine(D-IVECO) INJECTION PUMP PUMPING ELEMENT PRE-LIFT TABLE 4 CYLINDER ENGINES

Technical Code

Commercial Code

F4BE0454A*D601 F4BE0454B*D601 F4BE0454B*D602 F4BE0484D*D608 F4BE0484E*D601 F4BE0484E*D602 F4BE0484E*D605 F4BE0484E*D607 F4BE0484F*D606 F4GE0404A*D6.. F4GE0404B*D6.. F4GE0454A*D6.. F4GE0454B*D6.. F4GE0454E*D6.. F4GE0454G*D6.. F4GE0454H*D6.. F4GE0484C*D650 F4GE0484C*D6.. F4GE0484G*D6..

N45 MNA - MSA

NOTE INJECTION PUMP CALIBRATION Overhaul and calibration interventions are up to BOSCH assistance network. The contract technical specification containing the data to calibrate thepump at thebenchis identified by the code shown on injection pump body and is available at BOSCH technical assistance network. Otherwise, refer to IVECO MOTORS Technical Assistance Service.

N45 MNS - MSS

N45 MNT - MST N45 MST

Pre-lift (mm) 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1.15 · 0.05 1.15 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05 1 · 0.05

The following operations are relating to the 4 cylinders engine but are analogously applicable for the 6 cylinders. Remove the screws (1) fastening the connecting rod caps (2) and remove them. Withdrawthe pistons including the connecting rods fromthe top of the engine block. NOTE Keep the half-bearings into their housings since in case of use they shall be fitted in the same position found at removal. Fi gure1

ENGINE OVERHAUL ENGINE REMOVAL AT THE BENCH The following instructions are prescribed on the understanding that the engine has previously been placed on the rotating bench and that removal of all specific components of the equipment have been already removed as well. (See Section 3 of the manual herein). The section illustrates therefore all the most important engine overhaul procedures.

SM 751

70158

00(D-IVECO)-4-8

Group 00, Engine(D-IVECO) Remove the screws (1) and the main bearing caps (2). Fi gure2

Remove the main half-bearings (1). Remove the screws (2) and remove the oil nozzles (3). Fi gure5

70159

The second last main bearing cap (1) and the relevant support are fitted with shoulder half-bearing (2). NOTE Take note of lower and upper half-bearing assembling positions since in case of reuse they shall be fitted in the same position found at removal.

70162

Remove the screws (1) and disconnect camshaft (3) retaining plate (2). NOTE Take note of plate (2) assembling position. Fi gure6

Fi gure3

70163

70160

Use tool 99360500 (1) and hoist to remove the output shaft (2) from the block.

Withdraw carefully the camshaft (1) from the engine block. Fi gure7

Fi gure4

70164

70161

SM 751

00(D-IVECO)-4-9

Group 00, Engine(D-IVECO) Measurements shall be performed on each cylinder, at three different heights in the barrel and on two planes perpendicular with each other: one parallel to the longitudinal axis of the engine (A), and the other perpendicular (B). Maximum wear is usually found on plane (B) in correspondence with the first measurement.

Withdraw the tappets (1) from the engine block. Fi gure8

Should ovalisation, taper or wear be found, bore and grind the cylinder barrels. Cylinder barrel regrinding shall be performed according to the spare piston diameter oversized by 0.5 mm and to the specified assembling clearance. Fi gure10

70165

REPAIR OPERATIONS(CYLINDER UNIT) Checks and measurements Once engine is disassembled, clean accurately the cylinder-block assembly. Use the proper rings to handle the cylinder unit.

70167

The engine block shall not show cracks. Check operating plug conditions and replace them in case of uncertain seal or if rusted. Inspect cylinder barrel surfaces; they shall be free fromseizing, scores, ovalisation, taper or excessive wear. Inspection of cylinder barrel bore to check ovalisation, taper and wear shall be performed using the bore dial gauge (1) fitted with the dial gauge previously set to zero on the ring gauge (2) of the cylinder barrel diameter. NOTE Should the ring gauge be not available, use a micrometer for zero-setting. Fi gure9

SM 751

00(D-IVECO)-4-10

Group 00, Engine(D-IVECO) NOTE In case of regrinding, all barrels shall have the same oversize (0.5 mm).

Checking head supporting surface on cylinder unit When finding the distortion areas, replace the cylinder unit.

Check main bearing housings as follows: fit the main bearings caps on the supports without bearings; tighten the fastening screws to the specified torque; use the proper internal gauge to check whether the housing diameter is falling within the specified value. Replace if higher value is found.

Planarity error shall not exceed 0.075 mm. Check cylinder unit operating plug conditions, replace them in case of uncertain seal or if rustedU Fi gure12

Fi gure11 ±

70168 80585

SM 751

00(D-IVECO)-4-11

Group 00, Engine(D-IVECO) TIMING SYSTEM

if they show any traces of seizing or scoring replace the camshaft and the bushes.

Camshaft Camshaft pin and cam surfaces shall be absolutely smooth; Fi gure 13

70169

CAMSHAFT MAIN DATA (4 CYL.) Specified data refer to pin standard diameter

BUSHES

Checking cam lift and pin alignment Set the camshaft on the tailstock and using a 1/100 gauge setG on the central support, check whether the alignment errorG is not exceeding 0.04 mm, otherwise replace the camshaft. Check camshaft (2) pin diameter using micrometer (1) on two perpendicular axes.

Camshaft bushes (2) shall be pressed into their housings. Internal surfaces must not show seizing or wear. Use bore dial gauge (3) to measure camshaft front and rearGbush (2) and intermediate housing (1) diameter.G Measurements shall be performed on two perpendicular axes. Fi gure16

Fi gure15

70172

70171

SM 751

00(D-IVECO)-4-12

Group 00, Engine(D-IVECO)

Figure 17

Sec.A-A

70173

CAMSHAFT BUSH AND HOUSING MAIN DATA * Value to be obtained after driving the bushes.

Bush replacement

Tappets

To replace front and rear bushes (1), remove and refit themG using the beater 99360362 (2) and the handgrip 99370006G(3).

Fi gure20

NOTE When refitting the bushes (1), direct them to makeG the lubricating holes (2) coincide with the holes onGthe block housings. Fi gure19

84053

MAIN DATA CONCERNING THE TAPPETS AND THE RELEVANT HOUSINGS ON THE ENGINE BLOCK

70174

SM 751

00(D-IVECO)-4-13

Group 00, Engine(D-IVECO) Fitting tappets — camshaft Lubricate the tappets (1) and fit them into the relevant housings on the engine block.

Check camshaft end float (1). It shall be 0.23 · 0.13 mm. Fi gure24

Fi gure21

70179

70176

Lubricate the camshaft bushes and fit the camshaft (1) takingGcare not to damage the bushes or the housings.

Fit nozzles (2) and tighten the fastening screws (1) to the specified torque. Fi gure25

Fi gure22

70180

70164

Set camshaft (3) retaining plate (1) with the slot facing the top of the engine block and the marking facing the operator,Gthen tighten the screws (2) to the specified torque. Fi gure23

OUTPUT SHAFT Measuring journals and crankpins Grind journals and crankpins if seizing, scoring or excessiveG ovalisation are found. Before grinding the pins (2) measureG them with a micrometer (1) to decide the final diameter toGwhich the pins are to be ground. NOTE It is recommended to insert the found values in theGproper table. See Figure 27. Undersize classes are:

70238

SM 751

NOTE Journals and crankpins shall always be ground to theGsame undersize class.

00(D-IVECO)-4-14

Group 00, Engine(D-IVECO) For undersized crankpins and journals: letters MB

Journals and crankpins undersize shall be marked onGthe side of the crank arm No.1. For undersized crankpins: letter M For undersized journals: letter B

Fi gure26

70182

g 82.99 83.01

68.98 69.01 FILL THIS TABLE WITH OUTPUT SHAFT JOURNAL AND CRANKPIN MEASURED VALUES

SM 751

00(D-IVECO)-4-15

Group 00, Engine(D-IVECO)

Figure 28

measured on > 45.5 mm radius between adjacent journals

70183

OUTPUT SHAFT MAIN TOLERANCES

TOLERANCES SHAPE DIRECTION POSITION OSCILLATION

TOLERANCE CHARACTERISTIC Roundness Cilindricity Parallelism Verticality Straightness Concentricity or coaxiality Circular oscillation Total oscillation Taper

LEVELS OF IMPORTANCE FOR PRODUCT CHARACTERISTICS CRITICAL

GRAPHIC SYMBOL

/ //

GRAPHIC SYMBOL C

IMPORTANT SECONDARY

MAIN BEARING ON TIMING SYSTEM CONTROL SIDE

INTERMEDIATE MAIN BEARINGS

FIRST MAIN BEARING ON FRONT SIDE

70237

SM 751

00(D-IVECO)-4-16

Group 00, Engine(D-IVECO) Replacing oil pump control gear

Finding journal clearance

Check that gear teeth (1) are not damaged or worn,Gotherwise remove it using the proper puller (3).

Refit the output shaft (2).

When fitting the new gear, heat it to 180ଇ for 10 minutes in an oven and then key it to the output shaft.

Check the backlash between output shaft main journals andGthe relevant bearings as follows: Fi gure34

Fi gure32

70161

70184

Fitting main bearings NOTE Refit the main bearings that have not been replaced,G in the same position found at removal.

clean accurately the parts and remove any trace of oil; position a piece of calibratedwire (3) on the output shaftG pins (4) so that it is parallel to the longitudinal axis; fit caps (1), including the half bearings (2) on the relevantGsupports. Fi gure35

Main bearings (1) are supplied spare with 0.250 — 0.500 mmGundersize on the internal diameter. NOTE Do not try to adapt the bearings. Clean accurately the main half bearings (1) having the lubricating hole and fit them into their housings.

70186

The second last main half bearing (1) is fitted with shoulderGhalf rings. Fi gure33

70185

SM 751

00(D-IVECO)-4-17

Group 00, Engine(D-IVECO) Tighten the pre-lubricated screws (1) in the following threeGsuccessive stages: 1st stage, with torque wrench to 50 · 6 Nm. 2nd stage, with torque wrench to 80 · 6 Nm. Fi gure36

Remove caps from supports. The backlash between the main bearings and the pins is found by comparing the width of the calibrated wire (2) at the narrowest point with the scale on the envelope (1) containing the calibrated wire. The numbers on the scale indicate the backlash in mm. Replace the half bearings and repeat the check if a differentGbacklash value is found. Once the specified backlash isG obtained, lubricate the main bearings and fit the supports byG tightening the fastening screws as previously described. Fi gure38

70187

3rd stage, with tool 99395216 (1) set as shown in the figure, tighten the screws (2) with 90 ¶ · 5 ¶ angle. Fi gure37

70189

Checking output shaft shoulder clearance This check is performed by setting amagnetic-base dial gaugeG (2) on the output shaft (3) as shown in the figure, standardGvalue is 0.068 to 0.41. 70188

If higher value is found, replace main thrust half bearings ofGthe second last rear support (1) and repeat the clearance check between output shaft pins and main half bearings. Fi gure39

70190

SM 751

00(D-IVECO)-4-18

Group 00, Engine(D-IVECO) CONNECTING ROD — PISTON ASSEMBLY

Remove split rings (1) from piston (2) using pliers 99360183G(3). Fi gure41

NOTE Pistons are supplied spare with 0.5 mm oversize. Figure 40

32613

Piston pin (1) split rings (2) are removed using a scriber (3). Fi gure42 CONNECTING ROD, PISTON ASSEMBLY COMPONENTS 1. Stop rings - 2. Pin - 3. Piston - 4. Split rings - 5. Screws 6. Half bearings - 7. Connecting rod - 8. Bush.

32614

Figure 43

87760

MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

SM 751

00(D-IVECO)-4-19

Group 00, Engine(D-IVECO)

PistonsOMeasuring piston diameterP Using a micrometer (2), measure the diameter of the pistonG(1) to determine the assembly clearance.

The clearance between the piston and the cylinder barrel canG be checked alsowith a feeler gauge (1) as shown in the figure. Fi gure45

NOTE The diameter shall be measured at 12 mm from theGpiston skirt. Fi gure44

70192

32615

FOR F4BE--- ENGINES Application with Intercooler Fi gure46

90530

MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

SM 751

00(D-IVECO)-4-20

Group 00, Engine(D-IVECO) Application without Intercooler Fi gure47

86471

MAIN DATA CONCERNING KS. PISTON, PINS AND SPLIT RINGS

Piston pins

Conditions for proper pin-piston coupling

To measure the piston pin (1) diameter use the micrometer (2).

Lubricate the pin (1) and its seat on piston hubs with engineG oil; the pin shall be fitted into the piston with a slight fingerGpressure and shall not be withdrawn by gravity.

Fi gure48

Fi gure49

18857

32619

SM 751

00(D-IVECO)-4-21

Group 00, Engine(D-IVECO) Split rings Use a micrometer (1) to check split ring (2) thickness. Fi gure50

In this position, use a feeler gauge to check the clearance (X)Gbetween ring and slot: found value shall be the specified one. Fi gure52

16552 41104

Check the clearance between the sealing rings (3) of the 2ndG and 3rd slot and the relevant housings on the piston (2), usingGa feeler gauge (1). Fi gure51

DIAGRAM FOR MEASURING THE CLEARANCE X BETWEEN THE FIRST PISTON SLOT AND THE TRAPEZOIDAL RING

Use feeler gauge (1) to measure the clearance between the ends of the split rings (2) fitted into the cylinder barrel (3). Fi gure53

32620

Since the first sealing ring section is trapezoidal, the clearanceG between the slot and the ring shall be measured as follows:G make the piston (1) protrude from the engine block so thatGthe ring (2) protrudes half-way from the cylinder barrel (3).

70194

Connecting rods Fi gure54

87762

SM 751

00(D-IVECO)-4-22

Group 00, Engine(D-IVECO) NOTE The surface of connecting rod and rod cap are knurled to ensure better coupling. Therefore, it is recommended not to smooth the knurls.

Material removal is not allowed. Fi gure56

Fi gure55

CONNECTING ROD BODY

CONNECTING CONNECTING ROD BODY ROD BODY

* *

* CONNECTING ROD BODY CONNECTING ROD BODY CONNECTING ROD BODY CONNECTING ROD BODY

70196

Bushes MAIN DATA FOR CONNECTING ROD, BUSH, PISTON PIN AND HALF BEARINGS

Check that the bush in the connecting rod small end is free from scoring or seizing and that it is not loosen. Otherwise replace.

* Value for inside diameter to be obtained after driving in connecting rod small end and grinding. ** Value not measurable in released condition

Removal and refitting shall be performed using the proper beater.

86472

NOTE Every connecting rod is marked as follows: On body and cap with a number showing their coupling and the corresponding cylinder. In case of replacement it is therefore necessary to mark the new connecting rod with the same numbers of the replaced one. On body with a letter showing theweight of the connecting rod assembled at production: •

V, 1820 to 1860 (yellow marking);

•

W, 1861 to 1900 (green marking);

When refitting take care to make coincide the oil holes set on the bush with those set on the connecting rod small end. Grind the bush to obtain the specified diameter.

Checking connecting rods Check that the axes of the connecting rods (1) are parallel using tool 99395363 (5) as follows: fit the connecting rod (1) on tool 99395363 (5) spindle and lock it with screw (4);

• X, 1901 to 1940 (blue marking); Spare connecting rods are of theWclass with green marking *.

SM 751

00(D-IVECO)-4-23

Group 00, Engine(D-IVECO) set the spindle (3) on V-blocks by resting the connecting rod (1) on the stop bar (2).

Checking bending Check connecting rod (5) bending by comparing two points C andD of the pin (3) on the vertical plane of the connecting rod axis.

Fi gure57

Position the vertical support (1) of the dial gauge (2) to rest the latter on pin (3), point C. Move the connecting rod forwards and backwards to find pin top position, then in this condition reset the dial gauge (2). Move the spindle with the connecting rod (5) and repeat the check of the top point on the opposite side D of the pin (3). The difference between point Cand pointDshall not exceed 0.08 mm. Fi gure59

61696

Checking torsion Check connecting rod (5) torsion by comparing two points (A and B) of pin (3) on the horizontal plane of the connecting rod axis. Position the dial gauge (2) support (1) to obtain a preload of approx. 0.5 mm on the pin (3) in point A and then set the dial gauge (2) to zero. Move the spindle (4) with the connecting rod (5) and compare any deviation on the opposite side (B) of the pin (3): the difference between A and B shall not exceed 0.08 mm.

61695

Fitting connecting rod-piston assembly Connecting rod-piston coupling

Fi gure58

The piston crown is marked as follows: 1. Part number and design modification number; 2. Arrow showing piston assembling direction into cylinder barrel, this arrow shall face the front key of the engine block; 3. Marking showing 1st slot insert testing;

61694

SM 751

00(D-IVECO)-4-24

Group 00, Engine(D-IVECO) the cylinder barrel and the numbers (5) marked on the connecting rod (5) are read as shown in the figure.

4. Manufacturing date. Fi gure60

Fi gure62

70198

70199

On piston crown, following references are printed: 1. Spare part number and design modification number;

Fi gure63

2. Manufacturing date. 3. Writing indicating the mounting mark of the piston in the cylinder barrel; this writing must face block front side; Fi gure61

84104

Position the piston (1) on the connecting rod according to the diagram shown in the figure, fit the pin (3) and stop it by the split rings (2). Fi gure64

84103

Connect piston (2) to connecting rod (4) with pin (3) so that the reference arrow (1) for fitting the piston (2) into

72705

Fitting split rings Use pliers 99360183 (3) to fit the split rings (1) on the piston (2).

SM 751

00(D-IVECO)-4-25

Group 00, Engine(D-IVECO) Split rings shall be fitted with the marking “TOP” facing upwards and their openings shall be displaced with each other by 120 ¶ .

Fitting connecting rod-piston assembly into cylinder barrels

NOTE Split rings are supplied spare with the following sizes: - standard, yellow marking; - 0.5 mm oversize, yellow/green marking;

Lubricate accurately the pistons, including the split rings and the cylinder barrel inside. Use band 99360605 (2) to fit the connecting rod-piston assembly (1) into the cylinder barrels and check the following: the number of each connecting rod shall correspond to the cap coupling number.

Fi gure65

Fi gure67

32613 70201

Fit half bearings (1) on connecting rod and cap. NOTE Refit the main bearings that have not been replaced, in the same position found at removal. Do not try to adapt the half bearings. Fi gure66

- Split ring openings shall be displaced with each other by 120 ¶ ; - connecting rod-piston assemblies shall have the same weight; - the arrowmarked on the piston crown shall be facing the front side of the engine block or the slot obtained on the piston skirt shall be corresponding to the oil nozzle position. Fi gure68

70200

70202

DIAGRAM FOR CONNECTING ROD-PISTON ASSEMBLY FITTING INTO BARREL

SM 751

00(D-IVECO)-4-26

Group 00, Engine(D-IVECO) Apply tool 99395216 (1) to the socket wrench and tighten screws (2) of 60 ¶ .

Finding crankpin clearance To measure the clearance proceed as follows:

Fi gure71

- clean the parts accurately and remove any trace of oil; - set a piece of calibrated wire (2) on the output shaft pins (1); - fit the connecting rod caps (3) with the relevant half bearings (4). Fi gure69

70205

Remove the cap and find the existing clearance by comparing the calibrated wire width (1) with the scale on the wire envelope (2). Fi gure72

70203

Lubricate the screws (1) with engine oil and then tighten them to the specified torque using a torque wrench (2). Fi gure70

70206

If a different clearance value is found, replace the half bearings and repeat the check. Once the specified clearance has been obtained, lubricate the main half bearings and fit them by tightening the connecting rod cap fastening screws to the specified torque.

70204

SM 751

NOTE Before the final fitting of the connecting rod cap fastening screws, check that their diameter measured at the centre of the thread length is not < 0.1mm than the diameter measured at approx. 10 mm from screw end.

00(D-IVECO)-4-27

Group 00, Engine(D-IVECO) Check manually that the connecting rods (1) are sliding axially on the output shaft pins and that their end float, measured with feeler gauge (2) is 0.250 to 0.275 mm. Fi gure73

CYLINDER HEAD Removing the valves Intake (1) and exhaust (2) valves have heads with different diameter. NOTE Should cylinder head valves be not replaced, number them before removing in order to refit them in the same position. A = intake side Fi gure75

1 2

70207

Checking piston protrusion Once connecting rod-piston assemblies refitting is over, use dial gauge 39395603 (1) fitted with base 99370415 (2) to check piston (3) protrusion at T.D.C. with respect to the top of the engine block.

75750

Protrusion shall be 0.28 to 0.52 mm. Fi gure74

Valve removal shall be performed using tool 99360268 (1) and pressing the cap (3) so that when compressing the springs (4) the cotters (2) can be removed. Then remove the cap (3) and the springs (4). Repeat this operation for all the valves. Overturn the cylinder head and withdraw the valves (5). Fi gure76

2 3

70208

5 75751

Sealing rings (1) for intake valves are yellow.

SM 751

00(D-IVECO)-4-28

Group 00, Engine(D-IVECO) NOTE Sealing rings (2) for exhaust valves are green. Remove sealing rings (1 and 2) from the valve guide. Fi gure77

Distortion found along the whole cylinder head shall not exceed 0.20 mm. If higher values are found grind the cylinder head according to values and indications shown in the following figure. The rated thickness A for the cylinder head is 95 · 0.25 mm, max. metal removal shall not exceed thickness B by 1 mm.

NOTE After grinding, check valve sinking. Regrind the valve seats, if required, to obtain the specified dimensions. Fi gure79

D 0,4 C 0,0 25 /¯25,4

75752

Checking cylinder head wet seal This check shall be performed using the proper tools. Use a pump to fill with water heated to approx. 90ଇ and 2 to 3 bar pressure.

0,4 TO TAL 0,0 1 /¯50

75756

Replace the cup plugs (1) if leaks are found, use the proper beater for their removal/refitting. NOTE Before refitting, smear the plug surfaces with water-repellent sealant. Replace the cylinder head if leaks are found. Fi gure78

75753

Checking cylinder head supporting surface

SM 751

00(D-IVECO)-4-29

Group 00, Engine(D-IVECO) VALVES

Check the valve stem (1) using a micrometer (2), it shall be 7.943 to 7.963.

Figure 80

Fi gure82

EX H A UST VA LVE

IN TA KE VA LVE

18882

42.13 41.87

45.13 44.87 70326

INTAKE AND EXHAUST VALVE MAIN DATA

Checking clearance between valve stem and valve guide and valve centering Use a magnetic base dial gauge (1) set as shown in the figure, the assembling clearance shall be 0.056 0.096 mm.

Removing carbon deposits, checking and grinding valves Remove carbon deposits from valves using the proper metal brush. Check that the valves show no signs of seizing, scoring or cracking.

Turn the valve (2) and check that the centering error is not exceeding 0.03 mm. Fi gure83

1 2

Regrind the valve seats, if required, using tool 99305018 and removing as less material as possible. Fi gure81

75757

18625

SM 751

00(D-IVECO)-4-30

Group 00, Engine(D-IVECO) VALVE GUIDE

VALVE SEATS

Use a bore dial gauge to measure the inside diameter of the valve guides, the read value shall comply with the value shown in the figure. Fi gure84

Regrinding — replacing the valve seats Check the valve seats (2). If slight scoring or burnout is found, regrind seats using tool 99305014 (1) according to the angle values shown in Figure 86. Fi gure85

1 2

INTAKE

EXH AU ST 75754

84046

Should valve seats be not reset just by regrinding, replace them with the spare ones. Use tool 99305019 (Figure 85) to remove as much material as possible from the valve seats (take care not to damage the cylinder head) until they can be extracted from the cylinder head using a punch. Heat the cylinder head to 80ଇ- 100ଇ and using the proper beater, fit the new valve seats, previously cooled, into the cylinder head. Use tool 99305019 to regrind the valve seats according to the values shown in Figure 86. Figure 86

29.5º 30.5º

36.5º 37.5º

60º 45º 74.5º 75.5º 59.5º 60.5º

4.64 4.38

4.06 4.32

INTAKE

EXHAUST VALVE SEAT MAIN DATA

SM 751

75755

00(D-IVECO)-4-31

Group 00, Engine(D-IVECO) After regrinding, check that valve (3) sinking value is the specified one by using the base 99370415 (2) and the dial gauge 99395603 (1). Fi gure87

FITTING CYLINDER HEAD Lubricate the valve stems (1) and fit them into the relevant valve guides according to the position marked at removal. Fit the sealing rings (2 and 3) on the valve guide. NOTE Sealing rings (2) for intake valves are yellow and sealing rings (3) for exhaust valves are green.

1 2 3

Fi gure89

75758

VALVE SPRINGS

Before refitting use tool 99305047 to check spring flexibility. Compare load and elastic deformation data with those of the new springs shown in the following table. Fi gure88

75759

Position on the cylinder head: the spring (4), the upper cap (3); use tool 99360268 (1) to compress the spring (4) and lock the parts to the valve (5) by the cotters (2). Fi gure90

2 3 4

50676

6 MAIN DATA TO CHECK INTAKE AND EXHAUST VALVE SPRINGS

Height

Under a load of 75751

H (free)

63.50

49.02

329

Refitting the cylinder head

38.20

641

Check cleanness of cylinder head and engine block coupling surface. Take care not to foul the cylinder head gasket. Set the cylinder head gasket (1) with the marking “N. of component” (1) facing the head.

75759 75751

Figure 89

SM 751

00(D-IVECO)-4-32

Group 00, Engine(D-IVECO) The arrow shows the point where the gasket thickness is given. Fi gure91

NOTE Before re-utilising the bolts for the cylinder head, verify there is no evidence of wear or deformation and in that case replace them.

87759

There are two types of head seals,for thethickness(1.25mm Type A and1.15 mm Type B) take the followingmeasures: - for each piston detect, as indicated on Figure 92, at a distance of 45 mm from the centre of the piston overhandings S1 and S2 in relation to the engine base upper plane then calculate the average: Scil1 = S1+ S2 2 For 4 cylinder versions: Repeat theoperation for pistons2,3and4 and calculate the average value. S=

Scil1 + Scil2 + Scil3 + Scil4 4

For 6 cylinder versions: Repeat the operation for pistons2,3,4,5 and6 andcalculate the average value. Scil1 + Scil2 + Scil3 + Scil4 + Scil5 + Scil6 6 If Sis > 0,40 mm use sealtype A. If Sis < 0,40 mm use sealtype B. S=

Figure 92

88775

SM 751

00(D-IVECO)-4-33

Group 00, Engine(D-IVECO)

TIGHTENING TORQUE (FOR 4 AND 6 CYL.) TORQUE

COMPONENT Cooling Nozzles (M8x1.25x10) Main bearing cap

1st stage 2nd stage 3rd stage

Rear gear housing assembly (M8x1.25x40) (M8x1.25x25) (M10x1.5) Oil pump (M8x1.25x30) Front cover assembly (M8x1.25x45) (M8x1.25x30) Connecting rod bolts (M11x1.25)

kgm 1.5 ± 0.3 5.0 ± 0.6 8.0 ± 0.6 90º± 5º 2.4 ± 0.4 2.4 ± 0.4 4.9 ± 0.5

24± 4 24± 4 49 ± 5 8± 1

1st stage 2nd stage 3rd stage

Ladder frame assembly (M10x1.25x25) Oil rifle plugs (M10x1) (M14x1.5) Assemble oil suction tube (M8x1.25x20) Oil pan assembly (M8x1.25x25) (M18x1.50) Set timing pin Fuel pump assembly M8 screw M6 screw M6 nut M10x1.5 flange head nuts pre-torque Final torque Fuel pump gear (drive gear nut) Snug torque Final torque Timing pin cap of fuel pump Rocker assys (M8) Cylinder head bolts (M12x70) (M12x140) (M12x180) Assy rocker covers (M8x1.25x25) Intake manifold (M8x1.25) Assy air intake connection (M8x1.25) Oil bypass valve into lube filter head (M22x1.5x10) Plug (M12x1.5x12) Exhaust manifold (M10x1.5x65) Water pump (M8x1.25x25) Water outlet connection (M8x1.25x35) (M8x1.25x70) Fan support (M10x1.5x20) Fan pulley (M6)

SM 751

Nm 15± 3 50 ± 6 80 ± 6

0.8 ± 0.1

24± 4 24± 4 30 ± 3 60 ± 5

2.4 ± 0.4 2.4 ± 0.4 3.0 ± 0.3 6.0 ± 0.5 60º± 5º

43 ± 5

4.3 ± 0.5

6± 1 11± 2 24± 4

0.6 ± 0.1 1.1 ± 0.2 2.4 ± 0.4

24± 4 60 ± 9 5±1

2.4 ± 0.4 6.0 ± 0.9 0.5 ± 0.1

24± 4 10 ± 1 10 ± 1 10 -15 50 -55 15-20 85 -90 30 -35 24± 4

2.4 ± 0.4 1.0 ± 0.1 1.0 ± 0.1 1.0 -1.5 5.0 -5.5 1.5 -2.0 8.5 -9.0 3.0 - 3.5 2.4 ± 0.4

50 + 90º 40 + 180º 70 + 180º 24± 4 24± 4 24± 4 80 ± 8 10 ± 1 43 ± 6 24± 4

5.0 + 90º 4.0 + 180º 7.0 + 180º 2.4 ± 0.4 2.4 ± 0.4 2.4 ± 0.4 8.0 ± 0.8 1.0 ± 0.1 4.3 ± 0.6 2.4 ± 0.4

24± 4 24± 4 33± 5

2.4 ± 0.4 2.4 ± 0.4 3.3 ± 0.5

10 ± 2

1.0 ± 0.2

00(D-IVECO)-4-34

Group 00, Engine(D-IVECO)

COMPONENT Rear lifting bracket (M12x1.75x30) Crankshaft pulley (M12x1.75x10.9) Flywheel housing (M12x120) (M12x80) (M10x80) (M10x40) Flywheel housing (M12x1.25)

1st stage 2nd stage Assy rear cover plate to flywheel housing (M8x1.25x16) Fuel injectors Fuel lift pump Turbocharger to exhaust manifold (M10) Oil feed to oil filter head Oil feed to turbocharger (M12x1.5) Oil drain (M8x1.25x16) Alternator to alternator support (M8x1.25x30) Alternator to water inlet conn. assy (M8x1.25x30) Lower alternator mounting (M10x1.25x25) Alternator upper pivot to support (M10) Alternator mounting hardware (M12x1.75x120) Alternator wiring (M6x1.0 nut) Starter motor to gear case (M10) Screw M8 for fastening cylinder barrel lubricating nozzles Screw M12 for fastening output shaft caps 1ststage 2nd sa stage 3rd stage Screw M8 for fastening camshaft longitudinal retaining plate Screw M8 for fastening camshaft gear Screw M11 for fastening connecting rod caps 1st stage a 2nd stage

SM 751

TO RQ U E Nm 77 ± 12 110 ± 5

kgm 7. 7 ± 1. 2 11. 0 ± 0. 5

85 ± 10 85 ± 10 49 ± 5 49 ± 5 30 ± 4

8. 5 ± 1. 0 8. 5 ± 1. 0 4. 9 ± 0. 5 4. 9 ± 0. 5 3. 0 ± 0. 4 60º± 5º

24 ± 4 60 ± 5 24 ± 4 43 ± 6 24 ± 4 35 ± 5 24 ± 4 24 ± 4 24 ± 4 24 ± 4 49 ± 5 43 ± 6 10 ± 2 49 ± 5 15 ± 3 50 ± 6 80 ± 6

2. 4 ± 0. 4 6. 0 ± 0. 5 2. 4 ± 0. 4 4. 3 ± 0. 6 2. 4 ± 0. 4 3. 5 ± 0. 5 2. 4 ± 0. 4 2. 4 ± 0. 4 2. 4 ± 0. 4 2. 4 ± 0. 4 4. 9 ± 0. 5 4. 3 ± 0. 6 1. 0 ± 0. 2 4. 9 ± 0. 5 1. 5 ± 0. 3 5 ± 0. 6 8 ± 0. 6 90º± 5º

24 ± 4 36 ± 4 60 ± 5

2. 4 ± 0. 4 3. 6 ± 0. 4 6 ± 0. 5 60º± 5º

00(D-IVECO)-4-35

Group 00, Engine(D-IVECO)

Section 5 TOOLS

TOOLS

SM 751

TOOL NO.

DESCRIPTION

99305019

Kit for valve seat regrinding

99305047

Spring load tester

99322205

Revolving stand for overhauling units (700 daN/m capacity, 120 N/m torque)

99340035

Injection pump gear extractor.

99340055

Tool to remove output shaft front gasket

99340056

Tool to remove output shaft rear gasket

00(D-IVECO)-5-1

Group 00, Engine(D-IVECO)

TOOLS TOOL NO.

DESCRIPTION

99340205

Tool to remove injectors

99346252

Tool for fitting output shaft front gasket

99346253

Tool for fitting output shaft rear gasket

99360076

Tool to remove oil filter (engine)

99360183

Pliers for removing/refitting piston rings (65 . 110 mm)

99360268

Tool for removing/refitting engine valves

SM 751

00(D-IVECO)-5-2

Group 00, Engine(D-IVECO)

TOOLS TOOL NO.

DESCRIPTION

99360330

Flywheel crank handle (*)

99360339

Tool for stopping the engine flywheel (**)

99360344

Adapter, cylinder compression test (use with 99395682)

99360351

Tool for flywheel holding (***)

99360362

Driver for removing/refitting camshaft bushes (to be used with 993700069)

99360500

Tool for lifting the output shaft

SM 751

00(D-IVECO)-5-3

Group 00, Engine(D-IVECO)

TOOLS TOOL NO.

DESCRIPTION

99360595

Lifting rig for engine removal/refitting

99360605

Band for fitting piston into cylinder barrel (60 . 125 mm)

99361037

Brackets for fastening engine to revolving stand 99322205

99363204

Tool to remove gaskets

99365195

Comparator holder tool for injection pump timing (to be used with 99395604) (*****)

99367121

Tool to remove gaskets

SM 751

00(D-IVECO)-5-4

Group 00, Engine(D-IVECO)

TOOLS TOOL NO.

9999370006

DESCRIPTION

Interchangeable willow handgrip

99370415

Gauge base for different measurements (to be used with 99395603)

99395097

Tool to check top dead centre (use with 99395604)

99395100

Dial gauge holder for rotary injection pump timing (use with 99395603)

99395216

Pair of gauges with ½ ”and ¾ ”square head for angle tightening

99395220

All-purpose goniometer/Inclinometer

SM 751

00(D-IVECO)-5-5

Group 00, Engine(D-IVECO)

TOOLS TOOL NO.

DESCRIPTION

99395363

Complete bush testing square

99395603

Dial gauge (0 . 5 mm)

99395604

Dial gauge (0 . 10 mm)

99395682

Diesel fuel engine cylinder compression control device

SM 751

00(D-IVECO)-5-6

Group 00, Engine(D-IVECO)

APPENDIX SAFETY PRESCRIPTIONS Particular attention shall be drawn on some precautions that must be followed absolutely in a standard working area and whose non fulfillment will make any other measure useless or not sufficient to ensure safety to the personnel in-charge of maintenance. Be informed and inform personnel as well of the laws in force regulating safety, providing information documentation available for consultation. Keep working areas as clean as possible, ensuring adequate aeration. Ensure that working areas are provided with emergency boxes, that must be clearly visible and always provided with adequate sanitary equipment. Provide for adequate fire extinguishing means, properly indicated and always having free access. Their efficiency must be checked on regular basis and the personnelmust be trained on intervention methods and priorities. Organize and displace specific exit points to evacuate the areas in case of emergency, providing for adequate indications of the emergency exit lines. Smoking in working areas subject to fire danger must be strictly prohibited. ProvideWarnings throughout adequate boards signaling danger, prohibitions and indications to ensure easy comprehension of the instructions even in case of emergency.

Prevention of injury Do not wear unsuitable cloths for work, with fluttering ends, nor jewels such as rings and chains when working close to engines and equipment in motion. Wear safety gloves and goggles when performing the following operations: filling inhibitors or anti-frost lubrication oil topping or replacement utilization of compressed air or liquids under pressure (pressure allowed: ˺ 2 bar) Wear safety helmet when working close to hanging loads or equipment working at head height level. Always wear safety shoeswhen and cloths adhering to the body, better if provided with elastics at the ends. Use protection cream for hands. Change wet cloths as soon as possible In presence of current tension exceeding 48-60 V verify efficiency of earth andmass electrical connections.

SM 751

Ensure that hands and feet are dry and execute working operations utilizing isolating foot-boards. Donot carry out working operations if not trained for. Do not smoke nor light up flames close to batteries and to any fuel material. Put the dirty rags with oil, diesel fuel or solvents in anti-fire specially provided containers. Do not execute any intervention if not provided with necessary instructions. Do not use any tool or equipment for any different operation from the ones they’ve been designed and provided for: serious injury may occur. In case of test or calibration operations requiring engine running, ensure that the area is sufficiently aerated or utilize specific vacuum equipment to eliminate exhaust gas. Danger: poisoning and death.

During maintenance Never open filler cap of cooling circuit when the engine is hot. Operating pressure would provoke high temperature with serious danger and risk of burn. Wait unit the temperature decreases under 50C. Never top up an overheated engine with cooler and utilize only appropriate liquids. Always operate when the engine is turned off: whether particular circumstances require maintenance intervention on running engine, be aware of all risks involved with such operation. Be equipped with adequate and safe containers for drainage operation of engine liquids and exhaust oil. Keep the engine clean from oil tangles, diesel fuel and or chemical solvents. Use of solvents or detergents during maintenance may originate toxic vapors. Always keep working areas aerated. Whenever necessary wear safety mask. Do not leave rags impregnated with flammable substances close to the engine. Upon engine start after maintenance, undertake proper preventing actions to stop air suction in case of runaway speed rate. Do not utilize fast screw-tightening tools. Never disconnect batteries when the engine is running. Disconnect batteries before any intervention on the electrical system. Disconnect batteries from system aboard to load them with the battery loader. After every intervention, verify that battery clamp polarity is correct and that the clamps are tight and safe from accidental short circuit and oxidation. 00(D-IVECO)-5-7

Group 00, Engine(D-IVECO) Do not disconnect and connect electrical connections in presence of electrical feed. Before proceeding with pipelines disassembly (pneumatic, hydraulic, fuel pipes) verify presence of liquid or air under pressure. Take all necessary precautions bleeding and draining residual pressure or closing dump valves. Always wear adequate safety mask or goggles. Non fulfillment of these prescriptions may cause serious injury and poisoning. Avoid incorrect tightening or out of couple. Danger: incorrect tightening may seriously damage engine’s components, affecting engine’s duration. Avoid priming from fuel tanks made out of copper alloys and/or with ducts not being provided with filters. Do not modify cable wires: their length shall not be changed. Do not connect any user to the engine electrical equipment unless specifically approved by Iveco. Do not modify fuel systems or hydraulic system unless Iveco specific approval has been released. Any unauthorized modification will compromise warranty assistance and furthermore may affect engine correct working and duration. For engines equipped with electronic gearbox: Do not execute electric arc weldingwithout having priory removed electronic gearbox. Remove electronic gearbox in case of any intervention requiring heating over 80ºC temperature. Do not paint the components and the electronic connections. Do not vary or alter any data filed in the electronic gearbox driving the engine. Any manipulation or alteration of electronic components shall totally compromise engine assistance warranty and furthermore may affect engine correct working and duration.

be aerated, far from heat sources and not exposed to fire danger. Handle the batteries with care, storing them in aerated environment and within anti-acid containers. Warning: battery exhalation represent serious danger of intoxication and environment contamination.

Respect of the Environment Respect of the Environment shall be of primary importance: all necessary precautions to ensure personnel’s safety and health shall be adopted. Be informed and inform the personnel as well of laws in force regulating use and exhaust of liquids and engine exhaust oil. Provide for adequate board indications and organize specific training courses to ensure that personnel is fully aware of such law prescriptions and of basic preventive safety measures. Collect exhaust oils in adequate specially provided containers with hermetic sealing ensuring that storage is made in specific, properly identified areas that shall

SM 751

00(D-IVECO)-5-8

Group 00, Engine(D-IVECO)

Section 6 Engine Replacement

Engine Replacement Before beginning engine replacement, make sure the truck parked with the parking brake applied and wheels chocked. To replace the engine:

6. Set the engine onto the mounting isolators. Set mounting bolts in place but do not tighten. The engine may have to be shifted to line up with the transmission.

1. Make sure the hoist and chains or engine stand you are using is of adequate capacity to safely lift the engine. 2. Hook the hoist chains to the engine lifting eyes.

3. Slowly lift the engine and move it into place over the truck frame. 4. Make sure there are no wires, cables, hoses, or other equipment in the way of lowering the engine into the frame. 5. Slowly begin lowering the engine into the frame.

WARNING

7. Connect the engine to the transaxle (or hydrostatic transmission pump) . 8. Torque engine mounting bolts to 170-190 N m (125140 ft-lb). 9. Align and connect the exhaust pipe to the engine terbocharge manifold using. V-type Clamp Exhaust manifold

Never use your hands to move the engine in the frame. Always use a pry bar to gently shift or hold the engine in place. After the engine is in place, keep the hoist chains attached and keep slack out of the chains. Remove the chains only when the engine is securely mounted in the truck frame and remounted with the transmission.

SM 751

00(D-IVECO)-6-1

Group 00, Engine(D-IVECO) 10. Reconnect the radiator hoses between the radiator and the water pump and the thermostat of the engine, as described in Group 01. Before reinstallation, check that hoses are in good condition with no drying, cracking, or splitting. 11. Uncap and reconnect the fuel line at the fuel tank. Make sure the hose is in good condition with no drying, cracking, or splitting evident. Torque band clamp to 0.8-1.0 N m (0.6-0.73 ft-lb).

14. Check the engine air cleaner and hoses. See Group 3 for complete details. Set the aircleaner and hoses in place and align before tightening clamps and mounting nuts. Torque the base-mounting nuts to 20-25 N m (14.8-18.5 ft-lb); torque hose-to-engine clamp to 1.9-2.9 N m (1.4-2.1 ft-lb). 15. Check the battery and reconnect the cables to the battery posts and to the starter and ground.

Negative cable grounded to frame

Battery cable Neg.

A VIEW A

Battery x2

Positive cable to starter solenoid To engine

From battery

Side frame LH

Fuel hose Band clamp 12. Reconnect the wiring. See Group 13 for drawings that show the wiring harness and component connection points on the engine. 13. On the standard transaxle truck, reconnect the accelerator linkage and adjust length using the adjustment nuts. See Group 02 for throttle linkage adjustments.

Engine starter motor

Battery cable positive

a. Torque the terminal nuts at the battery posts to 14-20 N m (10.3-14.8 ft-lb). b. Torque the nut on the starter terminal to 10-12 N m (90-110 in-lb; 7.5-9.1 ft-lb). c. Install covers over cable ends after assembly. 16. Assembly the rear hood according to the procedures in Group 38. 17. Close engine drain valve and fill radiator according to the prodedures presented in “Engine Cooling System Testing and Maintenance” in Group 01. Check inlet and outlet hoses for leaks.

Accelerator Cable Bracket Throttle Lever

SM 751

18. Restart the engine and check all truck electrical, hydraulic, and mechanical components for proper operation before returning the truck to service.

00(D-IVECO)-6-2

GROUP 00(D-Kubota)

GROUP 00(D-Kubota) ENGINE (Kubota)

General ..................................................... Section 1

Check and Maintenance ........................... Section 2

Mechanism ................................................. Section 3

Servicing ..................................................... Section 4

00(D-Kubota)-0-1

Group 00(D-Kubota), Engine

Section 1 GENERAL 1. SPECIFICATIONS Model

V3800DI-T-E3B (Tier3)

V3800DI-T-E2B (Tier2)

Number of Cylinder

Type

Vertical, water-cooled, 4-cycle DI diesel engine 100 × 120 mm (3.94 × 4.72 in.)

Bore × Stroke

3769 cm3 (230 cu.in.)

Total Displacement min-1

ISO Net Continuous

61.3 kW / 2600 (rpm) (82.2 HP / 2600 min-1 (rpm))

ISO / SAE Net Intermittent

70.6 kW / 2600 min-1 (rpm) (94.6 HP / 2600 min-1 (rpm))

SAE Gross Intermittent

72.8 kW / 2600 min-1 (rpm) (97.6 HP / 2600 min-1 (rpm)) 2800 min-1 (rpm)

Maximum Bare Speed

775 to 825 min-1 (rpm)

Minimum Bare Idling Speed Combustion Chamber

Reentrant Type, Center Direct Injection Type (E-CDIS)

Fuel Injection Pump

Bosch Type Mini Pump

Governor

All sp eed mechanical governor

Direction of Rotation

Counter-clockwise (Viewed from flywheel side)

Injection Nozzle Injection Timing

Bosch P Type

Injection Pressure

010 . rad ( 6.0 °) before T.D.C.

0.23 rad (13.0 °) before T.D.C.

Firing Order

1-3-4-2 1st stage 18.6 MPa (190 kgf/cm2, 2702 psi), 2st stage 23.5 MPa (240 kgf/cm2, 3414 psi)

Compression Ratio

19.0

Lubricating System

Forced lubrication by trochoid pump

Oil Pressure Indicating

Electrical Type Switch

Lubricating Filter

Full Flow Paper Filter (Cartridge Type)

Cooling System

Pressurized radiator, forced circulation with water pump

Starting System

Electric Starting with Starter

Starting Motor

12 V, 3.0 kW

Starting Support Device EGR

Intake Air Heater in Intake Manifold External EGR (EGR Cooler + Mechanical EGR Valve + Reed Valve)

NONE

Battery

12 V, 136 AH, equivalent

Charging Alternator

12 V, 540 W

Fuel Lubricating Oil

Diesel Fuel No. 2-D (ASTM D975) Class CF lubricating oil as per API classification is recommended.

Lubricating Oil Capacity Weight (Dry)

13.2 L ( 3.49 U.S.gals) 257 kg (566.6 lbs)

288 kg (635 lbs)

* The specification described above is of the standard engine of each model. * Conversion Formula : HP = 0.746 kW, PS = 0.7355 kW

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Group 00(D-Kubota), Engine

2. DIMENSIONS

6KGT

=8 &+ 6 ' $? 6KGT

00(D-Kubota)-1-2

Group 00(D-Kubota), Engine

Section 2 CHECK AND MAINTENANCE 1. MAINTENANCE CHECK LIST To maintain long-lasting and safe engine performance, make it a rule to carry out regular inspections by following the table below. Service Interval Item

Initial Every 50 hrs 50 hrs

Every 250 hrs

Every 500 hrs

Every 1000 hrs

Every 1 or 2 months

Every 1500 hrs

Every 3000 hrs

Every 1 year

Every 2 years

Changing engine oil Replacing oil filter cartridge *Checking fuel hoses and clamps *Cleaning air filter element (Replace the element after 6 times cleanings) *Cleaning fuel filter Checking battery electrolyte level Checking radiator hoses and clamps *Checking intake air line Checking fan belt tension and damage *Replacing fuel filter cartridge Replacing fan belt Cleaning radiator interior Checking valve clearance Recharging battery *Checking injection nozzle condition *Checking turbocharger Checking fuel injection pump *Checking injection timing (spill timing) *Replacing air filter element Changing radiator coolant (L.L.C.) Replacing radiator hoses and clamps *Replacing fuel hoses and clamps *Replacing intake air line Replacing battery

* The items listed above (* marked) are registered as emission related critical parts by KUBOTA in the U.S.EPA nonroad emission regulation. As the engine owner, you are responsible for the performance of the required maintenance on the engine according to the above instruction.

00(D-Kubota)-2-1

Group 00(D-Kubota), Engine CAUTION • When changing or inspecting, be sure to level and stop the engine. NOTE Engine Oil : • Refer to the following table for the suitable American Petroleum Institute (API) classification of engine oil according to the engine type (with internal EGR, external EGR or non-EGR) and the Fuel Type Used : (Low Sulfur, Ultra Low Sulfur or High Sulfur Fuels). Engine oil classification (API classification) Fuel Type

Engines with non-EGR Engines with internal EGR

High Sulfur Fuel [0.05 % (500 ppm) ≤ Sulfur Content < 0.50 % (5000 ppm)]

CF (If the "CF-4, CG-4, CH-4, or CI-4" engine oil is used with a high-sulfur fuel, change the engine oil at shorter intervals. (approximately half))

Low Sulfur Fuel [Sulfur Content < 0.05 % (500 ppm)] or Ultra Low Sulfur Fuel [Sulfur Content < 0.0015 % (15 ppm)]

CF, CF-4, CG-4, CH-4 or CI-4

Engines with external EGR

–

CF or CI-4 (Class CF-4, CG-4 and CH-4 engine oils cannot be used on EGR type engines.)

EGR : Exhaust Gas Re-circulation • CJ4 classification oil is intended for use in engines equipped with DPF (Diesel Particulate Filter) and is Not Recommended for use in E3 specification engines. • Oil used in the engine should have API classification and Proper SAE Engine Oil Viscosity according to the ambient temperatures where the engine is operated. • With strict emission control regulations now in effect, the CF-4 and CG-4 engine oils have been developed for use with low sulfur fuels, for On-Highway vehicle engines. When a Non-Road engine runs on high sulfur fuel, it is advisable to use a "CF or better" classification engine oil with a high Total Base Number (a minimum TBN of 10 is recommended). Fuel : • Cetane Rating : The minimum recommended Fuel Cetane Rating is 45. A cetane rating greater than 50 is preferred, especially for ambient temperatures below −20 °C (−4 °F) or elevations above 1500 m (5000 ft). • Diesel Fuel Specification Type and Sulfur Content % (ppm) used, must be compliant with all applicable emission regulations for the area in which the engine is operated. • Use of diesel fuel with sulfur content less than 0.10 % (1000 ppm) is strongly recommended. • If high-sulfur fuel (sulfur content 0.50 % (5000 ppm) to 1.0 % (10000 ppm)) is used as a diesel fuel, change the engine oil and oil filter at shorter intervals. (approximately half) • DO NOT USE Fuels that have sulfur content greater than 1.0 % (10000 ppm). • Diesel fuels specified to EN 590 or ASTM D975 are recommended. • No.2-D is a distillate fuel of lower volatility for engines in industrial and heavy mobile service. (SAE J313 JUN87) • Since Our diesel engines of less than 56 kW (75 hp) utilize EPA Tier 4 and Interim Tier 4 standards, the use of low sulfur fuel or ultra low sulfur fuel is mandatory for these engines, when operated in US EPA regulated areas. Therefore, please use No.2-D S500 or S15 diesel fuel as an alternative to No.2-D, and use No.1-D S500 or S15 diesel fuel as an alternative to No.1-D for ambient temperatures below −10 °C (14 °F). 1) SAE : Society of Automotive Engineers 2) EN : European Norm 3) ASTM : American Society of Testing and Materials 4) US EPA : United States Environmental Protection Agency 5) No.1-D or No.2-D, S500 : Low Sulfur Diesel (LSD) less than 500 ppm or 0.05 wt.% No.1-D or No.2-D, S15 : Ultra Low Sulfur Diesel (ULSD) 15 ppm or 0.0015 wt.%

00(D-Kubota)-2-2

Group 00(D-Kubota), Engine

2. CHECK AND MAINTENANCE [1] DAILY CHECK POINTS Checking Engine Oil Level 1. Level the engine. 2. To check the oil level, draw out the dipstick (1), wipe it clean, reinsert it, and draw it out again. Check to see that the oil level lies between the two notches. 3. If the level is too low, add new oil to the specified level. IMPORTANT • When using an oil of different maker or viscosity from the previous one, drain old oil. Never mix two different types of oil. NOTE • Be sure to inspect the engine, locating it on a horizontal place. If placed on gradients, accurately, oil quantity may not be measured. • Be sure to keep the oil level between upper and lower limits of the dipstick. Too much oil may cause a drop in output or excessive blow-by gas. On the closed breather type engine in which mist is sucked through port, too much oil may caused oil hammer. While too little oil, may seize the engine’s rotating and sliding parts. (1) Dipstick

(a) Maximum (b) Minimum

00(D-Kubota)-2-3

Group 00(D-Kubota), Engine

Checking and Replenish Coolant 1. Without recovery tank : Remove the radiator cap (1) and check to see that the coolant level is just below the port. With recovery tank (2) : Check to see that the coolant level lies between FULL (A) and LOW (B). 2. If coolant level is too low, check the reason for decreasing coolant. (Case 1) If coolant is decreasing by evaporation, replenish only fresh, soft water. (Case 2) If coolant is decreasing by leak, replenish coolant of the same manufacture and type in the specified mixture ratio (fresh, soft water and L.L.C.). If the coolant brand cannot be identified, drain out all of the remaining coolant and refill with a totally new brand of coolant mix.

•

• •

CAUTION Do not remove the radiator cap until coolant temperature is below its boiling point. Then loosen the cap slightly to relieve any excess pressure before removing the cap completely. IMPORTANT During filling the coolant, air must be vented from the engine coolant passages. The air vents by jiggling the radiator upper and lower hoses. Be sure to close the radiator cap securely. If the cap is loose or improperly closed, coolant may leak out and the engine could overheat. Do not use an antifreeze and scale inhibitor at the same time. Never mix the different type or brand of L.L.C..

(1) Radiator Cap (2) Recovery Tank

A: FULL B: LOW

00(D-Kubota)-2-4

Group 00(D-Kubota), Engine [2] CHECK POINTS OF INITIAL 50 HOURS Changing Engine Oil

CAUTION Be sure to stop engine before changing engine oil. Start and warm up the engine for approx. 5 minutes. Place an oil pan underneath the engine. To drain the used oil, remove the drain plug (1) at the bottom of the engine and drain the oil completely. 4. Screw the drain plug (1). 5. Fill new oil up to upper line on the dipstick (2). • 1. 2. 3.

<A> ; V3800DI-T-E2B Engine (Tier2) <B> ; V3800DI-T-E3B Engine (Tier3)

5GG .WDTKECVKPI 1KN

• Use the proper SAE Engine Oil according to ambient temperature. Above 25 °C (77 °F)

SAE 30 or SAE 10W-30 SAE 10W-40

0 °C to 25 °C (32 °F to 77 °F)

SAE 20 or SAE 10W-30 SAE 10W-40

Below 0 °C (32 °F)

SAE 10W or SAE 10W-30 SAE 10W-40

Engine oil capacity

13.2 L 3.49 U.S.gals

(1) Drain Plug

(2) Dipstick

Replacing Oil Filter Cartridge CAUTION Be sure to stop the engine before changing filter cartridge. Remove the oil filter cartridge (1) with the filter wrench. Apply a slight coat of oil onto the new cartridge gasket. To install the new cartridge, screw it in by hand. Over tightening may cause deformation of rubber gasket. 4. After the new cartridge has been replaced, the engine oil normally decrease a little. Thus see that the engine oil does not leak through the seal and be sure to read the oil level on the dipstick. Then, replenish the engine oil up to the specified level. IMPORTANT • To prevent serious damage to the engine, replacement element must be highly efficient. Use only a KUBOTA genuine filter or its equivalent. • 1. 2. 3.

(1) Engine Oil Filter Cartridge

00(D-Kubota)-2-5

Group 00(D-Kubota), Engine

Fan Belt Tension 1. Measure the deflection (A), depressing the belt halfway between the fan drive pulley and alternator pulley at specified force 98 N (10 kgf, 22 lbs). 2. If the measurement is not within the factory specifications, loosen the alternator mounting screws and relocate the alternator to adjust. Deflection (A)

Factory spec.

10 to 12 mm 0.394 to 0.472 in.

(A) Deflection

[3] CHECK POINT OF EVERY 50 HOURS Checking Fuel Hose and Clamp Bands 1. If the clamp (2) is loose, apply oil to the threads and securely retighten it. 2. The fuel hose (3) is made of rubber and ages regardless of the period service. Change the fuel pipe together with the clamp every two years. 3. However, if the fuel hose and clamps are found to be damaged or deteriorate earlier than two years, then change or remedy. 4. After the fuel hose and the clamps have been changed, bleed the fuel system. CAUTION • Stop the engine when attempting the check and change prescribed above. (When bleeding fuel system) 1. Fill the tank with fuel and open the cock. 2. Loosen the air vent coupling bolt of fuel filter a few turns. 3. When there is no more air bubbles in the fuel coming out of this coupling bolt, tighten the coupling bolt. 4. Open the air vent cock (1) on the top of fuel injection pump. 5. If equipped electrical fuel feed pump, turn the key on AC position and pump the fuel up for 10 to 15 seconds. If equipped mechanical fuel feed pump, set the stop lever on stop position and crank the engine for 10 to 15 seconds. 6. Close securely the air vent cock (1) after air bleeding. IMPORTANT • Except when venting the air, be sure to keep closed the air vent coupling bolt of the fuel injection pump. Otherwise, the engine may stall. (1) Air Vent Cock (2) Clamp

(3) Fuel Hose

00(D-Kubota)-2-6

Group 00(D-Kubota), Engine

[4] CHECK POINTS OF EVERY 250 HOURS Fan Belt Tension 1. Measure the deflection (A), depressing the belt halfway between the fan drive pulley and alternator pulley at specified force 98 N (10 kgf, 22 lbs). 2. If the measurement is not within the factory specifications, loosen the alternator mounting screws and relocate the alternator to adjust. Deflection (A)

Factory spec.

10 to 12 mm 0.394 to 0.472 in.

(A) Deflection

Fan Belt Damage and Wear 1. Check the fan belt for damage. 2. If the fan belt is damaged, replace it. 3. Check if the fan belt is worn and sunk in the pulley groove. 4. If the fan belt is nearly worn out and deeply sunk in the pulley groove, replace it. (A) Good

(B) Bad

Cleaning Air Cleaner Element 1. Remove the air cleaner element. 2. Use clean dry compressed air on the inside of the element. Pressure of compressed air must be under 205 kPa (2.1 kgf/cm2, 30 psi). Maintain reasonable distance between the nozzle and the filter. NOTE • The air cleaner uses a dry element. Never apply oil to it. • Do not run the engine with filter element removed. • Change the element once a year or every 6th cleaning.

00(D-Kubota)-2-7

Group 00(D-Kubota), Engine

Cleaning Fuel Filter (Element Type only) 1. Close the fuel cock (3). 2. Unscrew the retaining ring (6) and remove the filter cup (5), and rinse the inside with kerosene. 3. Take out the element (4) and dip it in the kerosene to rinse. 4. After cleaning, reassemble the fuel filter, keeping out dust and dirt. 5. Bleed the fuel system. IMPORTANT • If dust and dirt enter the fuel, the fuel injection pump and injection nozzle will wear quickly. To prevent this, be sure to clean the filter cup (5) periodically. (1) Cock Body (2) Air Vent Plug (3) Fuel Cock

(4) Filter Element (5) Filter Cup (6) Retaining Ring

Checking Radiator Hoses and Clamp Bands 1. Check to see if the radiator hoses are properly fixed every 250 hours of operation or every six months, whichever comes first. 2. If the clamp is loose, apply oil to the threads and retighten it securely. 3. The water hose is made of rubber and tends to age. It must be replaced every two years. Also replace the clamp and tighten it securely. (1) Upper Hose

(2) Lower Hose

Checking Battery Electrolyte Level 1. Check the battery electrolyte level. 2. If the level is below than lower level line (2), and the distilled water to pour level of each cell. (1) Upper Level Line

(2) Lower Level Line

Checking Intake Air Line 1. Check to see if the intake air hose(s) are properly fixed every 250 hours of operation. 2. If the clamp is loose, apply oil to the threads and retighten it securely. 3. The intake air hose(s) is made of rubber and tends to age. It must be change every two years. Also change the clamp and tighten it securely. IMPORTANT • To prevent serious damage to the engine, keep out any dust inside the intake air line. (1) Intake Air Hose

(2) Clamp

00(D-Kubota)-2-8

Group 00(D-Kubota), Engine [5] CHECK POINTS OF EVERY 500 HOURS Changing Engine Oil

# • 1. 2. 3. 4. 5.

CAUTION Be sure to stop engine before changing engine oil. Start and warm up the engine for approx. 5 minutes. Place an oil pan underneath the engine. To drain the used oil, remove the drain plug (1) at the bottom of the engine and drain the oil completely. Screw the drain plug (1). Fill new oil up to upper line on the dipstick (2).

<A> ; V3800DI-T-E2B Engine (Tier2) <B> ; V3800DI-T-E3B Engine (Tier3)

IMPORTANT • When using an oil of different maker or viscosity from the previous one, remove all of the old oil. • Never mix two different types of oil. • Engine oil should have properties of API classification CF (See Lubricating Oil) • Use the proper SAE Engine Oil according to ambient temperature. Above 25 °C (77 °F)

SAE 30 or SAE 10W-30 SAE 10W-40

0 °C to 25 °C (32 °F to 77 °F)

SAE 20 or SAE 10W-30 SAE 10W-40

Below 0 °C (32 °F)

SAE 10W or SAE 10W-30 SAE 10W-40

Engine oil capacity

13.2 L 3.49 U.S.gals

(1) Drain Plug

(2) Dipstick

Replacing Oil Filter Cartridge

• 1. 2. 3. 4.

•

CAUTION Be sure to stop the engine before changing filter cartridge. Remove the oil filter cartridge (1) with the filter wrench. Apply a slight coat of oil onto the new cartridge gasket. To install the new cartridge, screw it in by hand. Over tightening may cause deformation of rubber gasket. After the new cartridge has been replaced, the engine oil normally decrease a little. Thus see that the engine oil does not leak through the seal and be sure to read the oil level on the dipstick. Then, replenish the engine oil up to the specified level. IMPORTANT To prevent serious damage to the engine, replacement element must be highly efficient. Use only a KUBOTA genuine filter or its equivalent.

(1) Engine Oil Filter Cartridge

00(D-Kubota)-2-9

Group 00(D-Kubota), Engine Replacing Fuel Filter Cartridge (Cartridge Type) Water and dust in fuel are collected in the filter cartridge. So, change the filter cartridge every 500 hours service. 1. Remove the used filter cartridge with filter wrench. 2. Apply a thin film of fuel to the surface of new filter cartridge gasket before screwing on. 3. Then tighten enough by hand. 4. Loosen the air vent plug to let the air out. 5. Start engine and check for fuel leakage. (1) Fuel Filter Cartridge

Replacing Fan Belt 1. Remove the alternator. 2. Remove the fan belt (1). 3. Replace new fan belt. 4. Install the alternator. 5. Check the fan belt tension. Deflection (A)

(1) Fan Belt

Factory spec.

10.0 to 12.0 mm / 98 N 0.394 to 0.472 in. / 98 N (10 kgf, 22 lbs)

(A) Deflection

Cleaning Water Jacket and Radiator Interior CAUTION • Do not remove the radiator cap when the engine is hot. Then loosen cap slightly to the stop to relieve any excess pressure before removing cap completely. 1. Stop the engine and let cool down. 2. To drain the coolant, open the radiator drain plug (2) and remove the radiator cap (1). Then radiator cap (1) must be removed to completely drain the coolant. And open the drain cock of engine body. 3. After all coolant is drained, close the drain plug. 4. Fill with clean water and cooling system cleaner. 5. Follow directions of the cleaner instruction. 6. After flushing, fill with clean water and anti-freeze until the coolant level is just below the port. Install the radiator cap (1) securely. 7. Fill with coolant up to “FULL” (A) mark on the recovery tank (3). 8. Start and operate the engine for few minutes. 9. Stop the engine and let cool. Check coolant level of radiator and recovery tank (3) and add coolant if necessary. IMPORTANT • Do not start engine without coolant. • Use clean, fresh, soft water and anti-freeze to fill the radiator and recovery tank. • When the anti-freeze is mixed with fresh, soft water, the antifreeze mixing ratio must be less than 50 %. • Securely tighten radiator cap. If the cap is loose or improperly fitted, water may leak out and the engine could overheat. (1) Radiator Cap (2) Drain Plug (3) Recovery Tank

A : Full B : Low

00(D-Kubota)-2-10

Group 00(D-Kubota), Engine

Anti-Freeze • There are two types of anti-freeze available: use the permanent type (PT) for this engine. • Before adding anti-freeze for the first time, clean the radiator interior by pouring fresh, soft water and draining it a few times. • The procedure for mixing water and anti-freeze differs according to the make of the anti-freeze and the ambient temperature. Basically, it should be referred to SAE J1034 standard, more specifically also to SAE J814c. • Mix the anti-freeze with fresh, soft water, and then fill into the radiator. IMPORTANT • When the anti-freeze is mixed with fresh, soft water, the antifreeze mixing ratio must be less than 50 %. Vol % anti-freeze

Freezing point

Boiling point*

୅

එ

୅

–24

–11.2

106

222.8

–37

–34.6

108

226.4

එ

* At 1.013 × 100000 Pa (760 mmHg) pressure (atmospheric). A higher boiling point is obtained by using a radiator pressure cap which permits the development of pressure within the cooling system. NOTE • The above data represents industrial standards that necessitate a minimum glycol content in the concentrated anti-freeze. • When the coolant level drops due to evaporation, add fresh, soft water only to keep the anti-freeze mixing ratio less than 50 %. In case of leakage, add anti-freeze and fresh, soft water in the specified mixing ratio. • Anti-freeze absorbs moisture. Keep unused anti-freeze in a tightly sealed container. • Do not use radiator cleaning agents when anti-freeze has been added to the coolant. (Anti-freeze contains an anti-corrosive agent, which will react with the radiator cleaning agent forming sludge which will affect the engine parts.)

00(D-Kubota)-2-11

Group 00(D-Kubota), Engine

[6] CHECK POINT OF EVERY 1000 HOURS Checking Valve Clearance IMPORTANT • Valve clearance must be checked and adjusted when engine is cold. 1. Remove the high pressure pipes and the head cover. 2. Align the 1TC mark of flywheel and the convex of flywheel housing timing windows so that the first piston (gear case side) comes to the compression top dead center. 3. Before adjusting the valve clearance, adjust the bridge evenly to the valve stem. 4. Loosen the lock nut (2) and adjust with screw (1). 5. Slightly push the rocker arm with your fingers and screw in the adjusting screw slowly until you feel the screw touch the top of valve stem, then tighten the lock nut. 6. Loosen the lock nut (4) of adjusting screw (3) (push rod side) and insert the feeler gauge between the rocker arm and the bridge head. Set the adjusting screw to the specified value, then tighten the lock nut. Valve clearance

0.23 to 0.27 mm 0.0091 to 0.0106 in.

Factory spec.

NOTE • After adjusting, tighten the lock nut (4) securely. Valve arrangement Adjustment cylinder Location of piston

IN.

1st When No.1 piston is at compression top dead center

2nd 3rd 4th 1st

When No.1 piston is at overlap position

2nd 3rd 4th

Cylinder head cover screw

V3800DI -T-E2B

Tightening torque Injection pipe retaining nut

V3800DI -T-E3B

(1) Adjusting Screw (2) Lock Nut

6.9 to 11.3 N·m 0.7 to 1.15 kgf·m 5.1 to 8.32 ft-lbs 19.6 to 24.5 N·m 2.0 to 2.5 kgf·m 14.5 to 18.1 ft-lbs 23 to 36 N·m 2.3 to 3.7 kgf·m 17 to 26 ft-lbs

(3) Adjusting Screw (4) Lock Nut

00(D-Kubota)-2-12

Group 00(D-Kubota), Engine

[7] CHECK POINTS OF EVERY 1 OR 2 MONTHS Recharging CAUTION • When the battery is being activated, hydrogen and oxygen gases in the battery are extremely explosive. Keep open sparks and flames away from the battery at all times, especially when charging the battery. • When charging battery, remove battery vent plugs. • When disconnecting the cable from the battery, start with the negative terminal first. When connecting the cable to the battery, start with the positive terminal first. • Never check battery charge by placing a metal object across the posts. Use a voltmeter or hydrometer. 1) Slow Charging 1. Add distilled water if the electrolyte level is low. When charging, the amount of electrolyte should be slightly lower than the specified level to prevent overflow. 2. Connect the battery to the charging unit, following the manufacture’s instructions. 3. As the electrolyte generates gas while charging, remove all port caps. 4. The electrolyte temperature must not exceed 40୅ (104එP during charging. If it exceed 40୅ (104එ), decrease the charging amperage or stop charging for a while. 5. When charging several batteries in series, charge at the rate of the smallest battery in the line. 2) Quick Charging 1. Determine the proper charging current and charging time with the tester attached to the quick charger. 2. Determine the proper charging current as 1/1 of the battery capacity. If the battery capacity exceeds 50 Ah, consider 50 A as the maximum. Precaution for Operating a Quick Charger • Operate with a quick charger differs according to the type. Consult the instruction manual and use accordingly.

00(D-Kubota)-2-13

Group 00(D-Kubota), Engine

Battery Specific Gravity 1. Check the specific gravity of the electrolyte in each cell with a hydrometer. 2. When the electrolyte temperature differs from that at which the hydrometer was calibrated, correct the specific gravity reading following the formula mentioned in (Reference). 3. If the specific gravity is less than 1.215 (after it is corrected for temperature), charge or replace the battery. 4. If the specific gravity differs between any two cells by more than 0.05, replace the battery. NOTE • Hold the hydrometer tube vertical without removing it from the electrolyte. • Do not suck too much electrolyte into the tube. • Allow the float to move freely and hold the hydrometer at eye level. • The hydrometer reading must be taken at the highest electrolyte level. (Reference) • Specific gravity slightly varies with temperature. To be exact, the specific gravity decreases by 0.0007 with an increase of 1 °C (0.0004 with an increase of 1 °F) in temperature, and increases by 0.0007 with a decreases of 1 °C (0.0004 with a decrease of 1 °F). Therefore, using 20 °C (68 °F) as a reference, the specific gravity reading must be corrected by the following formula : - Specific gravity at 20 °C = Measured value + 0.0007 x (electrolyte temperature : 20 °C) - Specific gravity at 68 °F = Measured value + 0.0004 x (electrolyte temperature : 68 °F) Specific Gravity

State of Charge

1.260 Sp. Gr.

100 % Char ged

1.230 Sp. Gr.

75 % Charg ed

1.200 Sp. Gr.

50 % Charg ed

1.170 Sp. Gr.

25 % Charg ed

1.140 Sp. Gr.

Very Little Useful Capacity

1.110 Sp. Gr.

Discharged

At an electrolyte temperature of 20 °C (68 °F) (a) Good (b) Bad

00(D-Kubota)-2-14

Group 00(D-Kubota), Engine

[8] CHECK POINTS OF EVERY 1500 HOURS CAUTION • Check the injection pressure and condition after confirming that there is nobody standing in the direction the spray goes. • If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning may be caused. Nozzle Spraying Condition 1. Attach the injection nozzle to the nozzle tester, and check the nozzle spraying condition. 2. If the spraying condition is defective, replace the injection nozzle assembly or repair at Denso service shop. (a) Good

(b) Bad

Checking Nozzle Injection Pressure 1. Attach the injection nozzle to the nozzle tester. 2. Slowly move the tester handle to measure the pressure at which fuel begins jetting out from the nozzle. 3. If the measurement is not within the factory specifications, replace the injection nozzle assembly or repair at Denso service shop. NOTE • Injection nozzle gasket must be replaced when the injection nozzle is removed for checking. Injection pressure

Factory spec.

1st stage

18.63 to 19.61 MPa 190 to 200 kgf/cm2 2702 to 2845 psi

Valve Seat Tightness 1. Attach the injection nozzle to the nozzle tester. 2. Raise the fuel pressure, and keep at 16.67 MPa (170 kgf/cm2, 2418 psi) for 10 seconds. 3. If any fuel leak is found, replace the injection nozzle assembly or repair at Denso service shop. Valve seat tightness

Factory spec.

No fuel leak at 16.67 MPa 170 kgf/cm2 2418 psi

00(D-Kubota)-2-15

Group 00(D-Kubota), Engine

[9] CHECK POINTS OF EVERY 3000 HOURS Checking Turbocharger (Turbine Side) 1. Check the exhaust port (3) and inlet port (5) side of turbine housing (1) to see if there is no exhaust gas leak. 2. If any gas leak is found, retighten the bolts and nuts or replace the gasket (2) / (4) / (6) with new one. (Compressor Side) 1. Check the inlet hose (9) of the compressor cover (10) to see if there is no air leak. 2. If any air leak is found, change the clamp (8) and / or inlet hoses. 3. Check the intake hose (7) and the clamp to see if there is not loose or crack. 4. If any loose or crack is found, tighten the cramp or change the hose to prevent dust from entry. (Radial Clearance) 1. If the wheel contact to the housing, replace the turbocharger assembly with new one. (1) (2) (3) (4) (5)

Turbine Housing Gasket Exhaust Port Gasket Inlet Port

(6) (7) (8) (9) (10)

Gasket Intake Hose Clamp Inlet Hose Compressor Cover

00(D-Kubota)-2-16

Group 00(D-Kubota), Engine

Injection Timing 1. Make sure of matching the injection timing align mark (1) of the injection pump unit and the plate (gearcase), as shown in the illustration. 2. Remove the injection pipes. 3. Remove the stop solenoid. 4. Turn the flywheel counterclockwise (viewed from flywheel side) until the fuel fills up to the hole of the delivery valve holder (2) for No.1 cylinder. 5. After the fuel fills up to the hole of the delivery valve holder for No.1 cylinder, turn back (clockwise) the flywheel around 1.57 rad (90 °). 6. Turn the flywheel counterclockwise to set at around 0.35 rad (20 ) before T.D.C.. 7. Slowly turn the flywheel counterclockwise and stop turning when the fuel begins to come up, to get the present injection timing. 8. Check to see the degree on flywheel. The flywheel has mark “1TC”, “10” and “20” for the crank angle before the top dead center of No.1 piston. 9. If the injection timing is not within the specification, rotate the injection pump unit to adjust the injection timing. IMPORTANT • When installing the injection pump unit to the engine body, follow the correct procedure. See the “Injection Pump Unit”. Injection timing

Factory spec.

0.21 to 0.24 rad (12 to 14 ) before T.D.C.

Injection pipe retaining nut

19.6 to 24.5 N·m 2.0 to 2.5 kgf·m 14.5 to 18.1 ft-lbs

Injection pump unit mounting nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

Tightening torque

(1) Injection Timing Align Mark (2) Delivery Valve Holder

(a) Injection Timing Advanced (b) Injection Timing Retarded

00(D-Kubota)-2-17

Group 00(D-Kubota), Engine

Checking Injection Pump (Fuel Tightness of Pump Element) 1. Remove the engine stop solenoid. 2. Remove the injection pipes. 3. Install the injection pump pressure tester to the injection pump. 4. Install the injection nozzle (2) jetted with the proper injection pressure to the injection pump pressure tester (1). (Refer to the figure.) 5. Set the speed control lever to the maximum speed position. 6. Run the starter to increase the pressure. 7. If the pressure can not reach the allowable limit, replace the pump with new one or repair with a Kubota-authorized pump service shop. (Fuel Tightness of Delivery Valve) 1. Remove the engine stop solenoid. 2. Remove the injection pipes. 3. Set a pressure tester to the fuel injection pump. 4. Install the injection nozzle (2) jetted with the proper injection pressure to the injection pump pressure tester (1). 5. Run the starter to increase the pressure. 6. Stop the starter when the fuel jets from the injection nozzle. After that, turn the flywheel by the hand and raise the pressure to approx. 18.63 MPa (190 kgf/cm2, 2702 psi). 7. Now turn the flywheel back about half a turn (to keep the plunger free). Maintain the flywheel at this position and clock the time taken for the pressure to drop from 18.63 to 17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi). 8. Measure the time needed to decrease the pressure from 18.63 to 17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi). 9. If the measurement is less than allowable limit, replace the pump with new one or repair with a Kubota-authorized pump service shop. Fuel tightness of pump element

Allowable limit

18.63 MPa 190 kgf/cm2 2702 psi

Factory spec.

10 seconds 18.63 ˧ 17.65 MPa 190 ˧ 180 kgf/cm2 2702 ˧ 2560 psi

Allowable limit

5 seconds 18.63 ˧ 17.65 MPa 190 ˧ 180 kgf/cm2 2702 ˧ 2560 psi

Fuel tightness of delivery valve

NOTE • Never try to disassemble the injection pump assembly. For repairs, you are strongly requested to contact a Kubotaauthorized pump service shop. (1) Injection Pump Pressure Tester (2) Injection Nozzle

(3) Protection Cover for Jetted Fuel

00(D-Kubota)-2-18

Group 00(D-Kubota), Engine

[10] CHECK POINTS OF EVERY 1 YEAR Changing Engine Oil

# CAUTION Be sure to stop engine before changing engine oil. Start and warm up the engine for approx. 5 minutes. Place an oil pan underneath the engine. To drain the used oil, remove the drain plug (1) at the bottom of the engine and drain the oil completely. 4. Screw the drain plug (1). 5. Fill new oil up to upper line on the dipstick (2). • 1. 2. 3.

<A> ; V3800DI-T-E2B Engine (Tier2) <B> ; V3800DI-T-E3B Engine (Tier3) IMPORTANT • When using an oil of different maker or viscosity from the previous one, remove all of the old oil. • Never mix two different types of oil. • Engine oil should have properties of API classification CF

5GG .WDTKECVKPI 1KN

• Use the proper SAE Engine Oil according to ambient temperature. Above 25 °C (77 °F)

SAE 30 or SAE 10W-30 SAE 10W-40

0 °C to 25 °C (32 °F to 77 °F)

SAE 20 or SAE 10W-30 SAE 10W-40

Below 0 °C (32 °F)

SAE 10W or SAE 10W-30 SAE 10W-40

Engine oil capacity

13.2 L 3.49 U.S.gals

(1) Drain Plug

(2) Dipstick

Replacing Air Cleaner Element 1. Remove used air cleaner element. 2. Replace new air cleaner element. NOTE • The air cleaner uses a dry element. Never apply oil to it. • Do not run the engine with filter element removed.

00(D-Kubota)-2-19

Group 00(D-Kubota), Engine

[11] CHECK POINTS OF EVERY 2 YEARS Replacing Fan Belt 1. Remove the alternator. 2. Remove the fan belt (1). 3. Replace new fan belt. 4. Install the alternator. 5. Check the fan belt tension. Deflection (A)

(1) Fan Belt

Factory spec.

10.0 to 12.0 mm / 98 N 0.394 to 0.472 in. / 98 N (10 kgf, 22 lbs)

(A) Deflection

Changing Radiator Coolant (L.L.C.)

•

1. 2.

3. 4. 5. 6. 7. 8. 9.

• • • •

CAUTION Do not remove the radiator cap when the engine is hot. Then loosen cap slightly to the stop to relieve any excess pressure before removing cap completely. Stop the engine and let cool down. To drain the coolant, open the radiator drain plug (2) and remove the radiator cap (1). Then radiator cap (1) must be removed to completely drain the coolant. And open the drain cock of engine body. After all coolant is drained, close the drain plug. Fill with clean water and cooling system cleaner. Follow directions of the cleaner instruction. After flushing, fill with clean water and anti-freeze until the coolant level is just below the port. Install the radiator cap (1) securely. Fill with coolant up to “FULL” (A) mark on the recovery tank (3). Start and operate the engine for few minutes. Stop the engine and let cool. Check coolant level of radiator and recovery tank (3) and add coolant if necessary. IMPORTANT Do not start engine without coolant. Use clean, fresh, soft water and anti-freeze to fill the radiator and recovery tank. When the anti-freeze is mixed with fresh, soft water, the antifreeze mixing ratio must be less than 50 %. Securely tighten radiator cap. If the cap is loose or improperly fitted, water may leak out and the engine could overheat.

(1) Radiator Cap (2) Drain Plug (3) Recovery Tank

A : Full B : Low

00(D-Kubota)-2-20

Group 00(D-Kubota), Engine Changing Radiator Coolant (L.L.C.) (Continued) (Anti-freeze) • There are two types of anti-freeze available: use the permanent type (PT) for this engine. • Before adding anti-freeze for the first time, clean the radiator interior by pouring fresh, soft water and draining it a few times. • The procedure for mixing water and anti-freeze differs according to the make of the anti-freeze and the ambient temperature. Basically, it should be referred to SAE J1034 standard, more specifically also to SAE J814c. • Mix the anti-freeze with fresh, soft water, and then fill into the radiator. IMPORTANT • When the anti-freeze is mixed with fresh, soft water, the antifreeze mixing ratio must be less than 50 %. Freezing point

Vol % anti-freeze

୅

–24

–37

Boiling point*

එ

୅

එ

–11.2

106

222.8

–34.6

108

226.4

•

1. 2. 3. 4. 5. 6.

CAUTION Do not remove the radiator cap when the engine is hot. Then loosen cap slightly to the stop to relieve any excess pressure before removing cap completely. Drain the coolant. Loosen the clamp bands. Remove the upper hose (1) and lower hose (2). Replace new upper / lower hose (1), (2) and clamp bands. Tighten the clamp bands. Fill with clean water and anti-freeze until the coolant level is just below the port. Install the radiator cap securely.

(1) Upper Hose

(2) Lower Hose

00(D-Kubota)-2-21

Group 00(D-Kubota), Engine Replacing Fuel Hose and Clamp Bands 1. Loosen the clamp (2) and remove the fuel hose (3). 2. Replace new fuel hose (3) and new clamp (2). 3. Tighten the clamp (2). CAUTION • Stop the engine when attempting the check and change prescribed above. (When bleeding fuel system) 1. Fill the tank with fuel and open the cock. 2. Loosen the air vent coupling bolt of fuel filter a few turns. 3. When there is no more air bubbles in the fuel coming out of this coupling bolt, tighten the coupling bolt. 4. Open the air vent cock (1) on the top of fuel injection pump. 5. If equipped electrical fuel feed pump, turn the key on AC position and pump the fuel up for 10 to 15 seconds. If equipped mechanical fuel feed pump, set the stop lever on stop position and crank the engine for 10 to 15 seconds. 6. Close securely the air vent cock (1) after air bleeding. IMPORTANT • Except when venting the air, be sure to keep closed the air vent coupling bolt of the fuel injection pump. Otherwise, the engine may stall. (1) Air Vent Cock (2) Clamp

(3) Fuel Hose

Replacing Intake Air Line 1. Loosen the clamp (2). 2. Remove the intake air hose (1) and clamp (2). 3. Replace new intake air hose (1) and new clamp (2). 4. Tighten the clamp (2). NOTE • To prevent serious damage to the engine, keep out any dust inside the intake air line. (1) Intake Air Hose

(2) Clamp

Replacing Battery CAUTION • When the battery is being activated, hydrogen and oxygen gases in the battery are extremely explosive. Keep open sparks and flames away from the battery at all times, especially when charging the battery. • When charging battery, remove battery vent plugs. • When disconnecting the cable from the battery, start with the negative terminal first. When connecting the cable to the battery, start with the positive terminal first. • Never check battery charge by placing a metal object across the posts. 1. Disconnect the negative terminal and positive terminal. 2. Remove the battery holder. 3. Remove the used battery. 4. Replace the new battery. 5. Tighten the battery holder. 6. Connect the positive terminal. 7. Connect the negative terminal.

00(D-Kubota)-2-22

Group 00(D-Kubota), Engine

Section 3 Mechanism 1. ENGINE BODY [1] CYLINDER BLOCK

This engine employs separate type crankcases - the crankcase 1 (1) with combustion part and the crankcase 2 (2) which supports the crankcase 1 (1) and reduces noise. Since it is a hanger type, you can easily assemble / disassemble it. The cylinder is a linerless type which enables good cooling operation, less strain and good abrasion resistance. (1) Crankcase 1 (2) Crankcase 2

(3) Oil Pan

[2] HALF-FLOATING HEAD COVER The rubber packing is fitted in to maintain the head cover 0.5 mm (0.02 in.) or so off the cylinder head. This arrangement helps reduce noise coming from the cylinder head. (1) Cylinder Head Cover

(2) Rubber Packing

00(D-Kubota)-3-1

Group 00(D-Kubota), Engine [3] CYLINDER HEAD This engine employs four valve system, the cylinder head is provided with double intake passenge in order to ensure appropriate air suction and give an optimum swirl. (1) Intake

(2) Exhaust

[4] CENTER DIRECT INJECTION SYSTEM (E-CDIS) V3 series DI engine adopts the Center Direct Injection System (E-CDIS), in which the injection nozzle is positioned upright at the center of the cylinder. This system serves to inject fuel directly at the center of the cylinder. By so doing, injected fuel and suction air can be mixed more uniformly, leading to more stable, higher combustion performance. In other words, cleaner emission, higher power output, lower fuel consumption, lower operating noise and higher start-up performance have been achieved. (1) Exhaust Valves (2) Piston

(3) Injection Nozzle (4) Intake Valves

V3 series DI engine has two intake valves and two exhaust valves per each cylinder. The rocker arm (1) contacts a bridge arm (2) instead of the valves stem tip. The bridge arm then contacts both intake valves or both exhaust valves and causes two valves to open simultaneously. (1) Rocker Arm

(2) Bridge Arm

00(D-Kubota)-3-2

Group 00(D-Kubota), Engine

[5] PISTON Piston’s skirt is coated with molybdenum disulfide , which reduces the piston slap noise and thus the entire operating noise. Molybdenum disulfide (MoS2) The molybdenum disulfied serves as a solid lubricant, like a Graphite or Teflon. This material helps resist metal wears even with little lube oil. (1) Molybdenum Disulfide

[6] BUILT-IN DYNAMIC BALANCER (BALANCER MODEL ONLY) Engine are sure to vibrate by piston’s reciprocation. Theoretically, three-cylinder engines are much less prone to cause vibration than four-cylinder ones (second inertia, etc.). However, any engine has many moving parts in addition to its pistons and cannot be completely free from vibration. The four cylinder engine is fitted with balance weight on crankcase to absorb the second inertia mentioned above and reduce vibration.

00(D-Kubota)-3-3

Group 00(D-Kubota), Engine

2. LUBRICATING SYSTEM [1] OIL COOLER V3 series engine has a water-cooled oil cooler that not only cools hot oil, but also warms the cool engine oil shoftly after start up. As shown in the figure, the oil flows inside the connected cooler plate, whereas coolant is kept circulating outside the cooler plate, thereby cooling down or warming the oil. (A) Oil Inlet Port (B) Oil Outlet Port

(a) Coolant Inlet Port (b) Coolant Outlet Port

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Group 00(D-Kubota), Engine

3. COOLING SYSTEM [1] THERMOSTAT Conventional thermostatically-controlled valves (outlet water temperature control type) open against the flow of coolant. In this design, the pressure (steam pressure + water pump’s discharge pressure) affects the open/close performance of such valve. In other words, the valve may be delayed in opening at a preset opening temperature opening suddenly, above the preset temperature. This is called the overshoot phenomenon. The overshoot problem invites the undershoot phenomenon too. Too much water cooled by the radiator flows through the water passage, which suddenly closes the valve below the thermostat’s preset valve closing temperature. A repeated cycle of such overshoot and undershoot phenomena is called the water temperature hunting. This hunting problem may adversely affects the cooling system parts, and also the engine and its related components. To cope with this trouble, the V3 series engine is equipped with the flow control thermostat. The valve has a notch to control the coolant flowrate smoothly in small steps. (1) (2) (3) (4)

Coolant Temperature Time Overshoot Notch

(A) (B) (C) (D) (E) (F)

Valve Lift Versus Flowrate Flowrate At Short Valve Lift At Medium Valve Lift At High Valve Lift Valve Lift

00(D-Kubota)-3-5

Group 00(D-Kubota), Engine

[2] BOTTOM BYPASS SYSTEM Bottom bypass system is introduced in V3 series for improving the cooling performance of the radiator. While the temperature of coolant in the engine is low, the thermostat is held closed and the coolant is allowed to flow through the bypass pipe and to circulate in the engine. When the temperature exceeds the thermostat valve opening level, the thermostat fully opens itself to prevent the hot coolant from flowing through the bypass into the engine. In this way, the radiator can increase its cooling performance. (1) Thermostat

(A) Bypass Opened (B) Bypass Closed

00(D-Kubota)-3-6

Group 00(D-Kubota), Engine

4. FUEL SYSTEM [1] GOVERNOR The engine employs the separated fuel injection pump in combination with Kubota’s own small multifunction mechanical governor, which enables more dependability. It also employs the torque limiting mechanism to control the maximum peak torque so that it complies with the regulations of exhaust gas. This mechanism maintains engine speed at a constant level even under fluctuating loads, provides stable idling and regulates maximum engine speed by controlling the fuel injection rate. This engine uses a mechanical governor that controls the fuel injection rate at all speed ranges (from idling to maximum speed) by utilizing the balance between the flyweight’s centrifugal force and spring tension. A governor shaft for monitoring engine speed is independent of the injection pump shaft and rotates at twice the speed of conventional types, providing better response to load fluctuation and delivering greater engine output.

At Start The stop solenoid (energized-to-run type) is powered to release the stop lever. As no centrifugal force is applied to flyweight (2), low tension of start spring (1) permits control rack to move the starting position, supplying the amount of fuel required to start the engine. (1) Start Spring

(2) Flyweight

00(D-Kubota)-3-7

Group 00(D-Kubota), Engine

At Idling Turn the speed control lever (6) clockwise to idle the engine. It tensions the governor spring (3) to pull the fork lever 2 (1). When the fork lever 2 is pulled, it moves the torque spring pin (7) and the fork lever 1 (5) in the direction of the arrow A to restrain the weight. In combination with the start spring tension, it is balanced with the centrifugal force of flywheel weight to keep idling. (1) (2) (3) (4)

Fork Lever 2 Start Spring Governor Spring Flyweight

(5) Fork Lever 1 (6) Speed Control Lever (7) Spring Pin

At rated speed with full load and overload As the speed control lever is changed from the middle speed to high speed, the governor spring tension increases to compress the torque spring and move the fork lever 1 in the direction of the arrow A. The fork lever 2 moves until it reaches the output limiting bolt to keep rated rotation and rated output. When the engine is overloaded, the engine rotating speed decreases and the centrifugal force of flywheel weight decreases. Then the torque spring moves the fork lever 1 in the direction of arrow A. The control rack moves in the direction that increases fuel supply to increase the output. It is balanced with the centrifugal force of the flywheel weight to produce lowspeed output (torque output). (1) No-load Maximum Rotation (2) Output Limiting Bolt

(3) Torque Limiting Bolt (4) Idling Adjusting Bolt

00(D-Kubota)-3-8

Group 00(D-Kubota), Engine

To stop engine When the stop solenoid is turned off, the spring tension of the solenoid is released, the rod extrudes and the stop lever moves the control rack in the direction of the arrow B which stops the engine. To stop the engine manually, move the external stop lever to the left.

00(D-Kubota)-3-9

Group 00(D-Kubota), Engine

[2] MECHANICAL TIMER WITH COLD START ADVANCE FUNCTION (V3800DI-T-E3B Engine) This device makes the fuel injection timing advanced by engine oil temperature and engine rpm in order to improve the engine cold start-ability and reduce the blue white smoke.

Thermal control When the engine rpm is low and engine oil temperature is under 30 °C, the fuel injection timing is max. advanced. When the engine rpm is low and engine oil temperature is higher than 70 °C, the fuel injection timing advance is 0 degree. The fuel injection timing advance by engine oil temperature is controlled with shape memory (storage) spring. (1) Timer Flyweight (2) Injection Pump Gear (3) Fuel Camshaft [A] At Cold [B] At Hot

(a) No Gap Between Timer and Injection Pump Gear (b) Spring Force (c) Advanced Injection Timing (d) Gap Between Timer and Injection Pump Gear (e) Advanced Injection Timing (degree) (f) Engine Oil Temperature

00(D-Kubota)-3-10

Group 00(D-Kubota), Engine

Speed control If the engine rpm is higher than a certain rpm, the fuel injection timing advance by engine oil temperature does not work. At that time, the quantity of advance timing is variably changed by centrifugal force of the timer flyweights which meets engine rpm. (1) Timer Flyweight (2) Injection Pump Gear (3) Fuel Camshaft [A] At Low rpm [B] At High rpm

(a) No Gap Between Timer and Injection Pump Gear (b) Centrifugal Force (c) Advanced Injection Timing (d) Gap Between Timer and Injection Pump Gear (e) Rotation (f) Advanced Injection Timing (Degree) (g) Engine rpm

00(D-Kubota)-3-11

Group 00(D-Kubota), Engine

[3] 2 STAGE DI NOZZLE Exhaust and noise regulations are becoming increasingly strict, particularly in regard to the reduction of NOx (nitrogen oxides) and particulates. The two-spring nozzle holder has been developed to reduce NOx (nitrogen oxides) and particulates from direct injection diesel engine exhaust. Features The two-spring nozzle holder limits needle valve lift at initial valve opening to throttle the injection quantity. Main injection occurs when the in-line pressure has increased sufficiently to move the needle valve through its full lift. This gives the following features. • Improved engine stability at low and intermediate speeds. • Decreased engine hunting and surge. • Decreased noise at idling. • Decreased idling speed because of improved engine stability. • Stabilized fuel injection characteristics from the injection pump and nozzle system, and easier matching of governor characteristics to engine demand. (1) Nozzle Holder Body (7) Second Spring (2) 1st Stage Injection Pressure (8) Pre-lift Adjusting Spring Seat Adjusting Shim (9) Chip-packing (3) First Spring (10) Max-lift Adjusting Washer (4) Pressure Pin (11) Retaining Nut (5) Spring Seat (12) Nozzle (6) 2nd Stage Injection Pressure Adjusting Shim

00(D-Kubota)-3-12

Group 00(D-Kubota), Engine

A-B : First Spring’s Set Force B-C-D : Combined Force of First and Second Springs P1 : First Opening Pressure P2 : Second Opening Pressure L : Full Needle Valve Lift l : Needle Valve Pre-lift X1 : Cam Angle ( ) Y1 : Injection Rate (mm3/ ) X2 : Needle Valve Lift (mm) Y2 : In-line Pressure

First opening pressure The force of the high pressure fuel delivered by the injection pump acts to push the needle valve up. When this force exceeds the set force of the first spring, the nozzle’s needle valve pushes the first pushrod up and the valve opens. (First opening pressure is represented by point E in the bottom left hand figure, and point A in the above figure.) Second opening pressure When the first pushrod has been lifted through the pre-lift, it contacts the second pushrod. As the set force of the second spring is acting on the second pushrod, the combined forces of both the first spring and the second spring then act on the needle valve, which will not lift unless these forces are overcome.

[4] INJECTION PUMP WITH F.S.P. The fuel injection pump with F.S.P. (Fine Spill Port) mechanism is equipped with two functions: speed timer function and injection rate control function. The former function works like this. As the rpm is low, the injection timing gets delayed. This helps cut down on NOx and operating noise. The latter function serves to keep down the initial injection rate and keep up the later injection rate, which cuts down on NOx and PM as well. (1) (2) (3) (4)

Fine Spill Port (F.S.P.) Plunger Chamber Main Port Cylinder

(5) Plunger (6) F.S.P. Stroke (7) Leaking Fuel at Initial Fuel Pressure-Feed Stage

00(D-Kubota)-3-13

Group 00(D-Kubota), Engine

5. TURBOCHARGER SYSTEM [1] BOOST COMPENSATOR The boost compensator is controlled by the boost pressure of the control mechanism which controls transient smoke caused by oversupply of fuel when the engine starts and accelerates. When the boost pressure is lower than working pressure of the boost actuator (1), it prevents oversupply of fuel to reduce transient smoke. When the boost pressure is higher than working pressure of the boost actuator (1), it controls the supply of fuel to the equivalent of maximum power / rated speed output. The boost compensator adjusting screws (2) are set and tamper-proof capped in factory, so never take off the tamper-proof cap and readjust the screws. (1) Boost Actuator

(2) Boost Compensator Adjusting Screw

6. INTAKE SYSTEM [1] INTAKE AIR HEATER The intake air heater is introduced in order to further improve the starting performance and to reduce the white smoke at cold starting. The intake air heater is mounted on the intake manifold. In this new construction, there is no need to arrange any glow plug on the cylinder head. This means that a multi-valve design can be implemented and that the starting performance and serviceability are enhanced.

00(D-Kubota)-3-14

Group 00(D-Kubota), Engine

7. EXHAUST GAS RECIRCULATION (EGR) SYSTEM (V3800DI-T-E3B Engine) [1] GENERAL In order to meet with the strict emission regulations, this engine has adopted the EGR The nitrogen oxide (NOx) which is a hazardous component in exhaust gas is generated by oxidation of nitrogen in the air, due to rise of the combustion temperature in cylinders. The EGR is a system in which the exhaust gas with lean oxygen is cooled and returned to cylinders again in order to lower the combustion temperature. As a result, NOx can be decreased.

(1) External / Mechanical EGR

(1) Thermo Valve (2) Mechanical EGR Valve (3) Reed Valve

(4) Intake Manifold (5) Exhaust Manifold (6) EGR Cooler

(a) (b) (c) (d) (e)

Boost Pressure Coolant Temperature Cooled EGR Gas To The Intake Manifold Fresh Air

(f) Cooled EGR Gas Merges with Fresh Air (g) Exhaust (h) Coolant Inlet (i) Coolant Outlet

External / Mechanical EGR consists of water cooled EGR cooler, mechanical EGR valve, reed valve and thermo valve. When the coolant temperature is getting higher, thermo valve is open and the boost pressure of intake manifold gets to reach the diaphragm of mechanical EGR valve. If the coolant temperature is high, but the boost pressure is low, the EGR valve does not open. If coolant temperature is high, boost pressure is also high, EGR valve is open and cooled EGR gas through the water cooled EGR cooler flows into the intake manifold. And the reed valve between EGR valve and intake manifold prevents the fresh air flowing into EGR system.

00(D-Kubota)-3-15

Group 00(D-Kubota), Engine

(A) EGR Cooler The EGR (Exhaust Gas Recirculation) cooler is used to lower combustion temperature and efficiently cool EGR gas, with the aim of reducing the NOx that is in the exhaust gas of diesel engine. The EGR cooler is placed between the exhaust manifold and the intake manifold of the engine and returns the cooled exhaust gases to the engine suction side. The EGR cooler has resistant to clogging up, compact and efficient tubes internally. (1) (2) (3) (4) (5)

Pipe EGR Cooler Exhaust Manifold Flange Tube

A Coolant Inlet Port B Coolant Outlet Port

(B) Thermo Valve Thermo valve controls boost pressure “ON / OFF” for the EGR valve. If the coolant temperature is low, thermo valve is closed, so that boost pressure does not reach to the EGR valve. If the coolant temperature is high, thermo valve is open, so that boost pressure reaches to the EGR valve. (1) Thermo Valve (2) Coolant Temperature

(a) Boost Pressure From Intake Manifold (b) Boost Pressure To EGR Valve (c) Open (d) Close

00(D-Kubota)-3-16

Group 00(D-Kubota), Engine

(C) Mechanical EGR Valve Mechanical EGR valve controls the flow of cooled EGR gas to the intake manifold. If the boost pressure is low, EGR valve is closed, so cooled EGR gas does not flow to the intake manifold. If the boost pressure is getting higher, EGR valve is opening and cooled EGR gas is flowing to the intake manifold. (1) Mechanical EGR Valve (2) EGR Valve Lift (3) Boost Pressure

(a) Boost Pressure From Intake Manifold (b) Cooled EGR Gas (c) Cooled EGR Gas To The Intake Manifold (d) Open (e) Close

(D) Reed Valve The reed valve is provided at the confluence of exhaust gas after passing the EGR valve, and intake air. It operates by the pressure difference between inside of the crankcase and the atmosphere, and prevents back flow of the mixture of exhaust gas and intake air generated by the piston and valves. It is used as the secondary air introduction device for the countermeasure against exhaust gas of four-cycle engines. (1) Valve (2) Case

(3) Stopper (4) Screw

00(D-Kubota)-3-17

Group 00(D-Kubota), Engine

Section 4 Servicing 1. TROUBLESHOOTING Symptom Engine Does Not Start

Starter Does Not Run

Probable Cause

Reference Page

Solution

No fuel

Replenish fuel

Air in the fuel system

Vent air

Water in the fuel system

Change fuel and repair or replace fuel system

Fuel hose clogged

Clean or replace

Fuel filter clogged

Replace

Excessively high viscosity of fuel or engine oil at low temperature

Use specified fuel or engine oil

Fuel with low cetane number

Use specified fuel

Fuel leak due to loose injection pipe retaining nut

Tighten retaining nut

Incorrect injection timing

Adjust

Fuel camshaft worn

Replace

Injection nozzle clogged

Repair or replace

Injection pump malfunctioning

Repair or replace

Seizure of crankshaft, camshaft, piston, cylinder or bearing

Repair or replace

Compression leak from cylinder

Replace head gasket, tighten cylinder head screw and nozzle holder

Improper valve timing

Correct or replace timing gear

Piston ring and cylinder worn

Replace

Excess ive valv e clearance

A djust

Stop solenoid malfunctioning

Replace

Battery discharged

Charge

Starter malfunctioning

Repair or replace

Key sw itch malfunct ioning

Replace

–

Wiring disconnected

Connect

–

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Group 00(D-Kubota), Engine

Symptom

Probable Cause

Engine Revolution Is Fuel filter clogged or dirty Not Smooth Air cleaner clogged

Either White or Blue Exhaust Gas Is Observed

Oil Leak into Exhaust Pipe or Suction Pipe

Either Black or Dark Gray Exhaust Gas Is Observed

Reference Page

So l u t i o n Replace Clean or replace

Fuel leak due to loose injection pipe retaining nut

Tighten retaining nut

Injection pump malfunctioning

Repair or replace

Incorrect nozzle opening pressure

Repair or replace

Injection nozzle stuck or clogged

Repair or replace

Governor malfunctioning

Repair

Turbocharger bearing worn out

Replace the turbocharger assembly

Turbocharger shaft bent

Replace the turbocharger assembly

Turbocharger fin or other part damaged due to foreign matters

Replace the turbocharger assembly

Excessive engine oil

Reduce to specified level

Piston ring and cylinder worn or stuck

Repair or replace

Incorrect injection timing

Adjust

Waste oil pipe clogged or deformed

Repair or replace

Turbocharger’s piston ring seal faulty

Replace the turbocharger assembly

Overload

Reduce the load

Low grade fuel used

Use specified fuel

Fuel filter clogged

Replace

Air cleaner clogged

Clean or replace

Deficient nozzle injection

Repair or replace nozzle

–

00(D-Kubota)-4-2

Group 00(D-Kubota), Engine

Symptom Deficient Output

Probable Cause

Solution

Incorrect injection timing

Adjust

Engine’s moving parts seem to be seizing

Repair or replace

Injection pump malfunctioning

Repair or replace

Deficient nozzle injection

Repair or replace nozzle

Compress ion leak

Check the compression pressure and repair

Gas leak from exhaust system

Repair or replace

Air leak from compressor discharge side

Repair or replace

Air cleaner dirty or clogged

Clean or replace

Compressor wheel turning heavily

Replace the turbocharger assembly

Piston ring’s gap facing the same direction

Shift ring gap direction

Oil ring worn or stuck

Replace

Piston ring groove worn

Replace piston

Valve stem and valve guide worn

Replace

Crankshaft bearing and crank pin bearing worn

Replace

Oil leaking due to defective seals or packing

Replace

Injection pump’s plunger worn

Repair or replace

Deficient nozzle injection

Repair or replace nozzle

Injection pump broken

Replace

Water Mixed into Lubricant Oil

Head gasket defective

Replace

Cylinder block or cylinder head flawed

Replace

Low Oil Pressure

Engine oil insufficient

Replenish

Oil strainer clogged

Clean

R el i e f val v e s tuck w i th di rt

Clean

Relief valve spring weaken or broken

Replace

Excessive oil clearance of crankshaft bearing

Replace

Excessive oil clearance of crankpin bearing

Replace

Excessive oil clearance of rocker arm

Replace

Oil passage clogged

Clean

Different type of oil

Use specified type of oil

Oil pump defectiv e

R eplace

Excessive Lubricant Oil Consumption

Fuel Mixed into Lubricant Oil

Reference Page –

–

00(D-Kubota)-4-3

Group 00(D-Kubota), Engine

Symptom High Oil Pressure

Engine Overheated

Battery Quickly Discharged

Probable Cause

So l u t i o n

Different type of oil

Use specified type of oil

Relief valve defective

Re p l a c e

Engine oil insufficient

Replenis h

Fan belt broken or elongated

Replace or adjust

Coolant insufficient

Replenis h

Radiator net and radiator fin clogged with dust

Clean

Inside of radiator corroded

Clean or replace

Coolant flow route corroded

Clean or replace

Radiator cap defective

Replace

Overload running

Reduce the load

Head gasket defective

Replace

Incorrect injection timing

Adjust

Unsuitable fuel used

Use specified fuel

Battery electrolyte insufficient

Replenish distilled water and charge

Fan belt slips

Adjust belt tension or replace

Wiring disconnected

Connect

Rectifier defective

Replace

Alternator defective

Replace

Battery defective

Replace

Reference Page

–

00(D-Kubota)-4-4

Group 00(D-Kubota), Engine

2. SERVICING SPECIFICATIONS ENGINE BODY Item Cylinder Head Surfac e

F latness

Top Clearance

Factory Specification

Allowable Limit

–

0.05 mm 0.0020 in.

0.72 to 0.90 mm 0.0283 to 0.0354 in.

–

3.47 MPa / 250 min-1 (rpm)

2.56 MPa / 250 min -1 (rpm)

Compression Pressure

V3800DI-T-E2B V3800DI-T-E3B

26.1 kgf/cm2 / 250 min -1 (rpm)

503 psi / 250 min -1 (rpm)

371 psi / 250 min -1 (rpm)

–

10 % or less

Angle (Intake)

1.047 rad 60 °

–

Angle (Exhaust)

0.785 rad 45 °

–

Width (Intake)

1.6 to 2.0 mm 0.0630 to 0.0790 in.

–

Width (Exhaust)

2.3 to 2.6 mm 0.0906 to 0.1024 in.

–

Angle (Intake)

1.047 rad 60 °

–

Angle (Exhaust)

0.785 rad 45 °

–

Intake

0.6 to 0.8 mm 0.0236 to 0.0315 in.

1.2 mm 0.0472 in.

Exhaust

0.85 to 1.05 mm 0.0335 to 0.0413 in.

1.2 mm 0.0472 in.

Variance Among Cylinders Valve Seat

Valve Face

Valve Recessing

35.4 kgf/cm / 250 min -1 (rpm)

00(D-Kubota)-4-5

Group 00(D-Kubota), Engine

ENGINE BODY (Continued) Item

Factory Specification

Al l o w a b l e L i m i t

Clearance (Intake)

0.055 to 0.085 mm 0.0022 to 0.0033 in.

0.1 mm 0.0039 in.

Valve Stem

O.D. (Intake)

6.960 to 6.975 mm 0.2740 to 0.2746 in.

–

Valve Guide

I.D. (Intake)

7.030 to 7.045 mm 0.2768 to 0.2774 in.

–

Clearance (Exhaust)

0.055 to 0.085 mm 0.0022 to 0.0033 in.

0.1 mm 0.0039 in.

Valve Stem

O.D. (Exhaust)

6.960 to 6.975 mm 0.2740 to 0.2746 in.

–

Valve Guide

I.D. (Exhaust)

7.030 to 7.045 mm 0.2768 to 0.2774 in.

–

0.23 to 0.27 mm 0.0091 to 0.0106 in.

–

Open

0.24 rad (14ȋP before T.D.C.

–

0.61 rad (36ȋP after B.D.C.

–

Op en

0.79 rad (45ȋP before B.D.C.

–

0.29 rad (17ȋP after T.D.C.

–

Free Length (Intake)

35.1 to 35.6 mm 1.3819 to 1.4016 in.

34.6 mm 1.3622 in.

Free Length (Exhaust)

35.1 to 35.6 mm 1.3819 to 1.4016 in.

34.6 mm 1.3622 in.

–

1.0 mm 0.039 in.

Setting Load / Setting Length (Intake)

63.547 N / 31.5 mm 6.48 kgf / 31.5 mm 14.256 lbs / 1.2401 in.

45.864 N / 31.5 mm 4.68 kgf / 31.5 mm 10.296 lbs / 1.2401 in.

Setting Load / Setting Length (Exhaust)

63.547 N / 31.5 mm 6.48 kgf / 31.5 mm 14.256 lbs / 1.2401 in.

45.864 N / 31.5 mm 4.68 kgf / 31.5 mm 10.296 lbs / 1.2401 in.

Valve Stem to Valve Guide

Valve Clearance (Cold) Intake Valve Timing

Exhaust Valve Timing

Valve Spring

Tilt Valve Spring

00(D-Kubota)-4-6

Group 00(D-Kubota), Engine

ENGINE BODY (Continued) Item Rocker Arm Shaft to Rocker Arm

Clearance

Factory Specification

Allowable Limit

0.016 to 0.045 mm 0.0006 to 0.0018 in.

0.15 mm 0.0059 in.

Rocker Arm Shaft

O.D.

15.973 to 15.984 mm 0.6289 to 0.6293 in.

–

Rocker Arm

I.D.

16.000 to 16.018 mm 0.6299 to 0.6306 in.

–

Clearance

0.018 to 0.042 mm 0.0007 to 0.0017 in.

0.15 mm 0.0059 in.

Valve Arm Bridge

I.D.

9.050 to 9.065 mm 0.3563 to 0.3569 in.

–

Valve Arm Bridge Shaft

O.D.

9.023 to 9.032 mm 0.3552 to 0.3556 in.

–

Valve Arm Bridge and Valve Arm Bridge Shaft

Push Rod

Alignment

–

0.25 mm 0.0098 in.

Tappet to Tappet Guide

Clearance

0.020 to 0.062 mm 0.0008 to 0.0024 in.

0.07 mm 0.0028 in.

Tappet Guide Bore

I.D.

24.000 to 24.021 mm 0.9449 to 0.9457 in.

–

Tappet

O.D.

23.959 to 23.980 mm 0.9433 to 0.9441 in.

–

0.07 to 0.22 mm 0.0028 to 0.0087 in.

0.30 mm 0.0118 in.

–

0.01 mm 0.00039 in.

Intake

37.63 mm 1.4815 in.

37.13 mm 1.4618 in.

Exhaust

38.96 mm 1.5338 in.

38.46 mm 1.5141 in.

0.050 to 0.091 mm 0.0020 to 0.0036 in.

0.15 mm 0.0059 in.

Camshaft

Side Clearance

Alignment Cam Height

Camshaft

Oil Clearance

Camshaft Journal

O.D.

45.934 to 45.950 mm 1.8084 to 1.8091 in.

–

Camshaft Bearing

I.D.

46.000 to 46.025 mm 1.8110 to 1.8120 in.

–

00(D-Kubota)-4-7

Group 00(D-Kubota), Engine

ENGINE BODY (Continued) Item

Factory Specification

Al l o w a b l e L i m i t

Backlash

0.049 to 0.193 mm 0.0019 to 0.0076 in.

0.22 mm 0.0087 in.

Idle Gear 1 to Cam Gear

Backlash

0.049 to 0.189 mm 0.0019 to 0.0074 in.

0.22 mm 0.0087 in.

Idle Gear 1 to Idle Gear 2

Backlash

0.044 to 0.185 mm 0.0017 to 0.0073 in.

0.22 mm 0.0087 in.

Idle Gear 2 to Injection Pump Gear

Backlash

0.044 to 0.177 mm 0.0017 to 0.0070 in.

0.22 mm 0.0087 in.

Cam Gear to Balancer Gear 1 (Balancer Model Only)

Backlash

0.047 to 0.182 mm 0.0018 to 0.0072 in.

0.22 mm 0.0087 in.

Idle Gear 1 to Balancer Gear 2 (Balancer Model Only)

Backlash

0.044 to 0.183 mm 0.0017 to 0.0072 in.

0.22 mm 0.0087 in.

Oil Clearance

0.050 to 0.091 mm 0.0020 to 0.0036 in.

0.10 mm 0.0039 in.

Timing Gear Idle Gear 1 to Crank Gear

Idle Gear Shaft 1, 2 to Idle Gear 1, 2 Bushing Idle Gear 1, 2 Bushing

I.D.

45.025 to 45.050 mm 1.7726 to 1.7736 in.

–

Idle Gear 1, 2 Shaft

O.D.

44.959 to 44.975 mm 1.7700 to 1.7707 in.

–

Idle Gear

Side Clearance

0.15 to 0.30 mm 0.0059 to 0.0118 in.

0.9 mm 0.0354 in.

Balancer Shaft (Balancer Model Only)

Side Clearance

0.070 to 0.22 mm 0.0028 to 0.0087 in.

0.3 mm 0.0118 in.

Balancer Shaft (Balancer Model Only)

Alignment

–

0.02 mm 0.0008 in.

Balancer Shaft (Balancer Model Only)

Oil Clearance

0.070 to 0.159 mm 0.0028 to 0.0063 in.

0.2 mm 0.0079 in.

Balancer Shaft Journal

O.D.

50.92 to 50.94 mm 2.0047 to 2.0055 in.

–

Balancer Bearing

I.D.

51.01 to 51.08 mm 2.0083 to 2.0110 in.

–

Piston Pin Bore

I.D.

30.000 to 30.013 mm 1.1811 to 1.1816 in.

30.05 mm 1.1831 in.

Top Ring to Ring Groove

Clearance

0.05 to 0.09 mm 0.0020 to 0.0035 in.

0.15 mm 0.0059 in.

Second Ring to Ring Groove

Clearance

0.093 to 0.120 mm 0.0037 to 0.0047 in.

0.20 mm 0.0079 in.

Oil Ring to Ring Groove

Clearance

0.020 to 0.060 mm 0.0008 to 0.0023 in.

0.15 mm 0.0059 in.

00(D-Kubota)-4-8

Group 00(D-Kubota), Engine

ENGINE BODY (Continued) Item Piston Ring Gap

Factory Specification

Allowable Limit

Top Ring

0.30 to 0.45 mm 0.0118 to 0.0177 in.

1.25 mm 0.0492 in.

Second Ring

0.30 to 0.45 mm 0.0118 to 0.0177 in.

1.25 mm 0.0492 in.

Oil Ring

0.25 to 0.45 mm 0.0098 to 0.0177 in.

1.25 mm 0.0492 in.

Connecting Rod

Alignment

–

0.05 mm 0.0020 in.

Piston Pin to Small End Bushing

Clearance

0.020 to 0.040 mm 0.0008 to 0.0016 in.

0.15 mm 0.0059 in.

Piston Pin

O.D.

30.006 to 30.011 mm 1.1813 to 1.1815 in.

–

Small End Bushing

I.D.

30.031 to 30.046 mm 1.1823 to 1.1829 in.

–

0.15 to 0.31 mm 0.0059 to 0.0122 in.

0.50 mm 0.0197 in.

–

0.02 mm 0.00079 in.

0.018 to 0.062 mm 0.0007 to 0.0024 in.

0.20 mm 0.0079 in.

74.977 to 74.990 mm 2.9518 to 2.9524 in.

–

0.018 to 0.051 mm 0.0007 to 0.0020 in.

0.20 mm 0.0079 in.

O.D.

52.977 to 52.990 mm 2.0857 to 2.0862 in.

–

Cylinder Bore

I.D.

100.000 to 100.022 mm 3.9370 to 3.9379 in.

100.15 mm 3.9429 in.

Cylinder Bore (Oversize)

I.D.

100.500 to 100.522 mm 3.9567 to 3.9576 in.

100.65 mm 3.9626 in.

Crankshaft

Side Clearance

Alignment Crankshaft Journal to Crankshaft Bearing

Crankshaft Journal Crank Pin to Pin Bearing

Crank Pin

Oil Clearance

O.D. Oil Clearance

00(D-Kubota)-4-9

Group 00(D-Kubota), Engine

LUBRICATING SYSTEM Item

Factory Specification

Al l o w a b l e L i m i t

–

49 kPa 0.5 kgf/cm2 7 psi

At Rated Speed

196 to 392 kPa 2.0 to 4.0 kgf/cm2 28 to 57 psi

147.1 kPa 1.5 kgf/cm2 21.3 psi

Engine Oil Pressure Switch

Working Pressure

39.2 to 58.8 kPa 0.4 to 0.6 kgf/cm2 5.6 to 8.4 psi

–

Inner Rotor to Outer Rotor

Clearance

0.04 to 0.16 mm 0.0016 to 0.0063 in.

0.3 mm 0.0118 in.

Outer Rotor to Pump Body

Clearance

0.100 to 0.184 mm 0.0039 to 0.0072 in.

0.3 mm 0.0118 in.

Inner Rotor to Cover

Clearance

0.025 to 0.075 mm 0.0010 to 0.0030 in.

0.225 mm 0.0089 in.

Relief Valve

Working Pressure

885 kPa 9.04 kgf/cm2 129 psi

–

Valve Opening Temperature

74.5 to 78.5 °C 166.1 to 173.3 °F

–

Valve Opening Temperature (Opened Completely)

90 °C 194 °F

–

Water tightness at specified pressure 137 kPa 1.4 kgf/cm2 G 20 psi

–

10 seconds or more 88 ˧G59 kPa 0.9 ˧G0.6 kgf/cm2 13 ˧G9 psi

–

10.0 to 12.0 mm / 98 N 0.394 to 0.472 in. / 98 N (10 kgf, 22 lbs)

–

Engine Oil Pressure

COOLING SYSTEM Thermostat

At Idle Speed

Radiator

Water Tightness

Radiator Cap

Air Leakage

Fan Belt

Tension

00(D-Kubota)-4-10

Group 00(D-Kubota), Engine

FUEL SYSTEM Item

Factory Specification

Allowable Limit

V3800DI-T-E2B

0.21 to 0.24 rad (12 to 14 °) before T.D.C.

V3800DI-T-E3B

0.0917 to 0.117 rad (5.25 to 6.75 °) before T.D.C.

Pump Element

Fuel Tightness

–

18.63 MPa 190 kgf/cm2 2702 psi

Delivery Valve

Fuel Tightness

1 0 seconds 18.63 ˧G17.65 MPa 190 ˧G180 kgf/cm2 2702 ˧G2560 psi

5 seconds 18.63 ˧G17.65 MPa 190 ˧G180 kgf/cm 2 2702 ˧G2560 psi

Fuel Injection Nozzle

Injection Pressure (1st stage)

18.63 to 19.61 MPa 190 to 200 kgf/cm2 2702 to 2845 psi

–

Injection Pressure (2nd stage)

23.54 to 24.52 MPa 240 to 250 kgf/cm2 3414 to 3556 psi

–

When the pressure is 16.67 MPa (170 kgf/cm2, 2418 psi), the valve seat must be fuel tightness.

–

O.D.

32 mm 1.2598 in.

31.4 mm 1.2362 in.

Mica

Undercut

0 .5 mm 0.0197 in.

0.2 mm 0.0079 in.

Brush (Starter)

Length

18.0 mm 0.7086 in.

11.0 mm 0.4331 in.

Alternator

No-load Voltage

14 V at 4000 min-1 (rpm)

–

Rotor Coil

Resistance

2.8 to 3.3 ȳ

–

Slip Ring

O.D.

22.7 mm 0.894 in.

22.1 mm 0.870 in.

Brush (Alternator)

Length

18.5 mm 0.728 in.

5.0 mm 0.197 in.

Intake Air Heater

Resistance (at cold occasion)

Approx. 0.3 ȳ

–

Injection Timing

Valve Seat Tightness

ELECTRICAL SYSTEM Commutator

–

00(D-Kubota)-4-11

Group 00(D-Kubota), Engine

3. CHECKING, DISASSEMBLING AND SERVICING [1] CHECKING AND ADJUSTING (1) Engine Body Compression Pressure 1. After warming up the engine, shut it down and remove the air cleaner, the muffler, high pressure pipes, cylinder head cover, overflow pipe, all nozzle holders and all nozzle gaskets. 2. Install a compression tester (Code No: 07909-30208) and nozzle adaptor for diesel engines to nozzle holder hole. 3. After making sure that the stop lever is set at the stop position (Non-injection), run the engine at 200 to 300 min 1 (rpm) with the starter. 4. Read the maximum pressure. Measure the pressure more than twice. NOTE • Check the compression pressure with the specified valve clearance. • Always use a fully charged battery for performing this test. • Variances in cylinder compression values should be under 10 %.

Factory spec.

3.47 MPa / 250 min-1 (rpm) 35.4 kgf/cm2 / 250 min-1 (rpm) 503 psi / 250 min-1 (rpm)

Allowable limit

2.56 MPa / 250 min-1 (rpm) 26.1 kgf/cm2 / 250 min-1 (rpm) 371 psi / 250 min-1 (rpm)

Compression pressure

Nozzle holder clamp nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

Overflow pipe assembly retaining screw

9.8 to 11.3 N·m 1.0 to 1.15 kgf·m 7.23 to 8.32 ft-lbs

Cylinder head cover screw

6.9 to 11.3 N·m 0.7 to 1.15 kgf·m 5.1 to 8.32 ft-lbs

Injection pipe retaining nut

19.6 to 24.5 N·m 2.0 to 2.5 kgf·m 14.5 to 18.1 ft-lbs

Tightening torque

00(D-Kubota)-4-12

Group 00(D-Kubota), Engine

Checking Valve Clearance IMPORTANT • Valve clearance must be checked and adjusted when engine is cold. 1. Remove the high pressure pipes and the head cover. 2. Align the 1TC mark of flywheel and the convex of flywheel housing timing windows so that the first piston (gear case side) comes to the compression top dead center. 3. Before adjusting the valve clearance, adjust the bridge evenly to the valve stem. 4. Loosen the lock nut (2) and adjust with screw (1). 5. Slightly push the rocker arm with your fingers and screw in the adjusting screw slowly until you feel the screw touch the top of valve stem, then tighten the lock nut. 6. Loosen the lock nut (4) of adjusting screw (3) (push rod side) and insert the feeler gauge between the rocker arm and the bridge head. Set the adjusting screw to the specified value, then tighten the lock nut. Valve clearance

0.23 to 0.27 mm 0.0091 to 0.0106 in.

Factory spec.

NOTE • After adjusting, tighten the lock nut (4) securely. Valve arrangement Adjustment cylinder Location of piston

IN.

1st When No.1 piston is at compression top dead center

2nd 3rd 4th 1st

When No.1 piston is at overlap position

2nd 3rd 4th

Cylinder head cover screw

6.9 to 11.3 N·m 0.7 to 1.15 kgf·m 5.1 to 8.32 ft-lbs

Injection pipe retaining nut

19.6 to 24.5 N·m 2.0 to 2.5 kgf·m 14.5 to 18.1 ft-lbs

Tightening torque

(1) Adjusting Screw (2) Lock Nut

(3) Adjusting Screw (4) Lock Nut

00(D-Kubota)-4-13

Group 00(D-Kubota), Engine

(2) Lubricating System Engine Oil Pressure 1. Remove the oil switch and set a pressure tester (Code No. 07916-32032). 2. Start the engine. After warming up, measure the oil pressure of both idling and rated speeds. 3. If the oil pressure is less than the allowable limit, check the following. • Engine oil insufficient • Oil pump defective • Oil strainer clogged • Oil filter cartridge clogged • Oil gallery clogged • Excessive oil clearance • Foreign matter in the relief valve (When reassembling) • After checking the engine oil pressure, tighten the engine oil pressure switch to the specified torque. At idle speed

Engine oil pressure At rated speed

Tightening torque

(3) Cooling System

Allowable limit

49 kPa 0.5 kgf/cm2 7 psi

Factory spec.

196 to 392 kPa 2.0 to 4.0 kgf/cm2 28 to 57 psi

Allowable limit

147.1 kPa 1.5 kgf/cm2 21.3 psi

Oil switch taper screw

14.7 to 19.6 N·m 1.5 to 2.0 kgf·m 10.8 to 14.5 ft-lbs

Factory spec.

10 to 12 mm 0.394 to 0.472 in.

(A) Deflection

00(D-Kubota)-4-14

Group 00(D-Kubota), Engine

CAUTION •When removing the radiator cap, wait at least ten minutes after the engine has stopped and cooled down. Otherwise, hot water may gush out, scalding nearby people. Radiator Cap Air Leakage 1. Set a radiator tester on the radiator cap. 2. Attach a radiator tester. Apply the specified pressure of 88 kPa (0.9 kgf/cm2, 13 psi). 3. Check if the pressure drop to less than 59 kPa (0.6 kgf/cm2, 9 psi) in 10 seconds. 4. If the pressure is less than the factory specification, replace it.

Radiator Water Leakage 1. Pour a specified amount of water into the radiator. 2. Attach a radiator tester. Increase water pressure to the specified pressure of 137 kPa (1.4 kgf/cm2, 20 psi). 3. Check the radiator for water leaks. 4. When water leakage is excessive, replace the radiator. If water leakage is caused by a small pinhole, correct the radiator with radiator sealant.

00(D-Kubota)-4-15

Group 00(D-Kubota), Engine

Thermostat Valve Opening Temperature 1. Push down the thermostat valve and insert a string between the valve and the valve seat. 2. Place the thermostat and a thermostat in a container with water and gradually heat the water. 3. Hold the string to suspend the thermostat in the water. When the water temperature rises, the thermostat valve will open, allowing it to fall down from the string. Read the temperature at this moment on the thermometer. 4. Continue heating the water and read the temperature when the valve has risen by about 8 mm (0.315 in.). 5. If the measurement is not acceptable, replace the thermostat. Thermostat’s valve opening temperature

Factory spec.

74.5 to 78.5 ୅ 166.1 to 173.3 එ

Temperature at which thermostat completely opens

Factory spec.

90 ୅ 194 එ

00(D-Kubota)-4-16

Group 00(D-Kubota), Engine

(4) Fuel System (V3800DI-T-E2B Engine) Injection Timing 1. Make sure of matching the injection timing align mark (1) of the injection pump unit and the plate (gearcase), as shown in the illustration. 2. Remove the injection pipes. 3. Remove the stop solenoid. 4. Turn the flywheel counterclockwise (viewed from flywheel side) until the fuel fills up to the hole of the delivery valve holder (2) for No.1 cylinder. 5. After the fuel fills up to the hole of the delivery valve holder for No.1 cylinder, turn back (clockwise) the flywheel around 1.57 rad (90 °). 6. Turn the flywheel counterclockwise to set at around 0.35 rad (20 °) before T.D.C.. 7. Slowly turn the flywheel counterclockwise and stop turning when the fuel begins to come up, to get the present injection timing. 8. Check to see the degree on flywheel. The flywheel has mark “1TC”, “10” and “20” for the crank angle before the top dead center of No.1 piston. 9. If the injection timing is not within the specification, rotate the injection pump unit to adjust the injection timing. IMPORTANT • When installing the injection pump unit to the engine body, follow the correct procedure. See the “Injection Pump Unit”. Injection timing

Factory spec.

0.21 to 0.24 rad (12 to 14 ) before T.D.C.

Injection pipe retaining nut

19.6 to 24.5 N·m 2.0 to 2.5 kgf·m 14.5 to 18.1 ft-lbs

Injection pump unit mounting nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

Tightening torque

(1) Injection Timing Align Mark (2) Delivery Valve Holder

(a) Injection Timing Advanced (b) Injection Timing Retarded

00(D-Kubota)-4-17

Group 00(D-Kubota), Engine

(5) Fuel System (V3800DI-T-E3B Engine) Injection Timing 1. Remove the timer gear lubricating pipe (1). 2. Remove the gear case cover (2). 3. Set the timer 0 ° restoring jig (4) to the timer gear(3).

4. Make sure of matching the injection timing align mark (5) of the injection pump unit and the plate (gear case), as shown in the illustration. 5. Remove the injection pipes. 6. Remove the solenoid. (1) (2) (3) (4) (5)

Timer Gear Lubricating Pipe Gear Case Cover Timer Gear Timer 0 ° Restoring Jig Injection Timing Align Mark

[A] for V3800DI-T-E3B Engine (a) Injection Timing Advanced (b) Injection Timing Retarded

00(D-Kubota)-4-18

Group 00(D-Kubota), Engine

Injection Timing (Continued) 7. Turn the flywheel counterclockwise (viewed from flywheel side) until the fuel fills up to the hole of the delivery valve holder (6) for No.1 cylinder. 8. After the fuel fills up to the hole of the delivery valve holder for No.1 cylinder, turn back (clockwise) the flywheel around 1.6 rad (90 °). 9. Turn the flywheel counterclockwise to set at around 0.35 rad (20 °) before T.D.C.. 10.Slowly turn the flywheel counterclockwise and stop turning when the fuel begins to come up, to get the present injection timing. 11.Check to see the degree on flywheel. The flywheel has mark “1TC”, “10” and “20” for the crank angle before the top dead center of No.1 piston. 12.If the injection timing is not within the specification, rotate the injection pump unit to adjust the injection timing. IMPORTANT • When installing the injection pump unit to the engine body, follow the correct procedure. See the “Injection Pump Unit”.

Injection timing

Factory spec.

V3800DI-T-E3B,

0.0917 to 0.117 rad (5.25 ° to 6.75 °) before T.D.C.

Injection pipe retaining nut

23 to 36 N·m 2.3 to 3.7 kgf·m 17 to 26 lbf·ft

Injection pump unit mounting nut

18 to 20 N·m 1.8 to 2.1 kgf·m 13 to 15 lbf·ft

Tightening torque

(6) Delivery Valve Holder

00(D-Kubota)-4-19

Group 00(D-Kubota), Engine Fuel Tightness of Pump Element 1. Remove the engine stop solenoid. 2. Remove the injection pipes. 3. Install the injection pump pressure tester to the injection pump. 4. Install the injection nozzle (2) jetted with the proper injection pressure to the injection pump pressure tester (1). (Refer to the figure.) 5. Set the speed control lever to the maximum speed position. 6. Run the starter to increase the pressure. 7. If the pressure can not reach the allowable limit, replace the pump with new one or repair with a Kubota-authorized pump service shop. Fuel tightness of pump element

Allowable limit

18.63 MPa 190 kgf/cm2 2702 psi

(3) Protection Cover for Jetted Fuel

Fuel Tightness of Delivery Valve 1. Remove the engine stop solenoid. 2. Remove the injection pipes. 3. Install a pressure tester to the fuel injection pump. 4. Install the injection nozzle (2) jetted with the proper injection pressure to the injection pump pressure tester (1). 5. Run the starter to increase the pressure. 6. Stop the starter when the fuel jets from the injection nozzle. After that, turn the flywheel by the hand and raise the pressure to approx. 18.63 MPa (190 kgf/cm2, 2702 psi). 7. Now turn the flywheel back about half a turn (to keep the plunger free). Maintain the flywheel at this position and clock the time taken for the pressure to drop from 18.63 to 17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi). 8. Measure the time needed to decrease the pressure from 18.63 to 17.65 MPa (from 190 to 180 kgf/cm2, from 2702 to 2560 psi). 9. If the measurement is less than allowable limit, replace the pump with new one or repair with a Kubota-authorized pump service shop. Factory spec.

10 seconds 18.63 ˧G17.65 MPa 190 ˧G180 kgf/cm2 2702 ˧G2560 psi

Allowable limit

5 seconds 18.63 ˧G17.65 MPa 190 ˧G180 kgf/cm2 2702 ˧G2560 psi

Fuel tightness of delivery valve

(3) Protection Cover for Jetted Fuel

00(D-Kubota)-4-20

Group 00(D-Kubota), Engine

CAUTION • Check the nozzle injection pressure and condition after confirming that there is nobody standing in the direction the spray goes. • If the spray from the nozzle directly contacts the human body, cells may be destroyed and blood poisoning may be caused. Nozzle Spraying Condition 1. Attach the injection nozzle to the nozzle tester, and check the nozzle spraying condition. 2. If the spraying condition is defective, replace the injection nozzle assembly or repair at Denso service shop. (a) Good (b) Bad

Factory spec.

1st stage

18.63 to 19.61 MPa 190 to 200 kgf/cm2 2702 to 2845 psi

Factory spec.

No fuel leak at 16.67 MPa 170 kgf/cm2 2418 psi

00(D-Kubota)-4-21

Group 00(D-Kubota), Engine

(6) Electrical System

• • • •

•

CAUTION To avoid accidental short circuit, be sure to attach the positive cable to the positive terminal before the negative cable is attached to the negative terminal. Never remove the battery cap while the engine is running. Keep electrolyte away from eyes, hands and clothes. If you are spattered with it, wash it away completely with water immediately. Keep open sparks and flames away from the battery at all times. Hydrogen gas mixed with oxygen becomes very explosive. IMPORTANT If the machine is to be operated for a short time without battery (using a slave battery for starting), use additional current (lights) while engine is running and insulate terminal of battery. If this advice is disregarded, damage to alternator and regulator may result. Battery Voltage 1. Stop the engine. 2. Measure the voltage with a circuit tester between the battery terminals. 3. If the battery voltage is less than the factory specification, check the battery specific gravity and recharge the battery. Battery voltage

Factory spec.

More than 12 V

(1) Positive Terminal (2) Negative Terminal

00(D-Kubota)-4-22

Group 00(D-Kubota), Engine

State of Charge

1.260 Sp. Gr.

100 % Charged

1.230 Sp. Gr.

75 % Char ged

1.200 Sp. Gr.

50 % Char ged

1.170 Sp. Gr.

25 % Char ged

1.140 Sp. Gr.

Very Little Useful Capacity

1.110 Sp. Gr.

Discharged

At an electrolyte temperature of 20 °C (68 °F) (a) Good (b) Bad (c) Bad

00(D-Kubota)-4-23

Group 00(D-Kubota), Engine

Motor Test CAUTION • Secure the starter to prevent it from jumping up and down while testing the motor. 1. Disconnect the battery negative cable from the battery. 2. Disconnect the battery positive cable from the battery. 3. Disconnect the leads from the starter B terminal. 4. Remove the starter from the engine. 5. Connect a jumper lead from the starter C terminal (1) to the battery positive terminal (2). 6. Connect a jumper lead momentarily between the starter’s body and the battery negative terminal (3). 7. If the motor does not run, starter is failure. Repair or replace the starter. NOTE • B terminal : It is the terminal which connects the cable from the battery to the starter. • C terminal : It is the terminal which connects the cable from the motor to the magnet switch. (1) C Terminal (2) Positive Terminal

(3) Negative Terminal

Magnetic Switch Test 1. Disconnect the battery negative cable from the battery. 2. Disconnect the battery positive cable from the battery. 3. Disconnect the leads from the starter B terminal. 4. Remove the starter from the engine. 5. Connect a jumper lead from the starter S terminal (1) to the battery positive terminal (2). 6. Connect a jumper lead momentarily between the starter’s body and the battery negative terminal (3). 7. If the pinion gear does not pop out, the magnetic switch is failure. Repair or replace the starter. NOTE • B terminal : It is the terminal which connects the cable from the battery to the starter. • S terminal : It is the terminal which connects the cable from the starter switch to the magnet switch. (1) S Terminal (2) Positive Terminal

(3) Negative Terminal

Magnet Switch Continuity Test 1. Check the continuity across the C terminal (1) and the B terminal (2) with a circuit tester, pushing in the plunger. 2. If not continuous or if a certain value is indicated, replace the magnet switch. (1) C Terminal

(2) B Terminal

00(D-Kubota)-4-24

Group 00(D-Kubota), Engine Alternator on Unit Test (Before testing) • Before alternator on unit test, check the battery terminal connections, circuit connection, fan belt tension, charging indicator lamp, fuses on the circuit, and abnormal noise from the alternator. • Prepare full charged battery for the test. NOTE • Be careful not to touch the rotating engine parts while engine is running. Keep safety distance from the engine rotating parts. 1. Start the engine. 2. When the engine is operating measure the voltage between two battery terminals. If the voltage is between 13.8 V and 14.8 V, the alternator is operating normally. 3. If the results of alternator on unit test are not within the specifications, disassemble the alternator and check the each component part for finding out the failure. See the “DISASSEMBLING AND ASSEMBLING” and “SERVICING” for alternator. Regulating voltage at no load

Factory spec.

13.8 to 14.8 V at 25 °C (77 °F)

Intake Air Heater 1. Disconnect the lead. 2. Measure the resistance between + terminal (1) and intake air heater body (2). 3. If the resistance is infinity, the intake air heater is faulty. Intake air heater resistance (1) + Terminal

Factory spec.

Approx. 0.3 Ω (At cold occasion)

(2) Intake Air Heater Body

Engine Stop Solenoid 1. Remove the engine stop solenoid from the engine. 2. Connect the jumper leads from the pulling coil P terminal to the switch (3), and from switch (3) to the battery positive terminal. 3. Connect the jumper leads from the holding coil H terminal to the switch (4), and from switch (4) to the battery positive terminal. 4. Connect the jumper leads from the engine stop solenoid body to the battery negative terminal. 5. When switch (4) is turn on, the plunger pull into the solenoid body and then turn off the switch (4), the plunger comes out. 6. Turn on the switch (3) then turn on the switch (4), the plunger pull into the solenoid body and it keep in holding position after turn off the switch (4). 7. If the plunger is not attracted, the engine stop solenoid is faulty. IMPORTANT • Never apply the current for pulling coil more than two seconds when inspecting. (1) (2) (3) (4)

Connector Battery Switch for Holding Coil Switch for Pulling Coil

P : Terminal for Pulling Coil H : Terminal for Holding Coil

00(D-Kubota)-4-25

Group 00(D-Kubota), Engine

(7) Turbocharger Turbine Side 1. Check the exhaust port (3) and inlet port (5) side of turbine housing (1) to see if there is no exhaust gas leak. 2. If any gas leak is found, retighten the bolts and nuts or replace the gasket (2) / (4) / (6) with new one. (1) Turbine Housing (2) Gasket (3) Exhaust Port

(4) Gasket (5) Inlet Port (6) Gasket

Compressor Side 1. Check the inlet hose (1) of the compressor cover (3) to see if there is no air leak. 2. Check for loose connections or cracks in the suction side of the intake hose. 3. If any air leak is found, change the clamp (2) and or inlet hoses. (1) Inlet Hose (2) Clamp

(3) Compressor Cover

Radial Clearance 1. If the wheel contact to the housing, replace the turbocharger assembly with new one.

00(D-Kubota)-4-26

Group 00(D-Kubota), Engine [2] EGR SYSTEM (1) Checking the function of EGR system (V3800DI-T-E3B Engine) 1. Check the coolant temperature and monitor the coolant temperature while checking 1) and 2). 2. If the coolant temperature is already 55 °C (131 °F), cool down the engine. 3. Start the engine and go to check 1) immediately. 4. After completing checking 1), arrange the coolant temperature is getting over 70 °C (158 °F). 5. If the coolant temperature is over 70 °C (158 °F), go to check 2). (a) Measuring Place of EGR Pipe Surface Temperature

1) If the coolant temperature is under 55 °C (131 °F), the surface temperature of EGR pipe must be under 50 °C (122 °F).

00(D-Kubota)-4-27

Group 00(D-Kubota), Engine

2) If the coolant temperature is over 70 °C (158 °F), the surface temperature of EGR pipe must be over 100 °C (212 °F).

00(D-Kubota)-4-28

Group 00(D-Kubota), Engine [3] DISASSEMBLING AND ASSEMBLING (1) Draining Oil and Coolant Draining Engine Oil 1. Start and warm up the engine for approx. 5 minutes. 2. Place an oil pan underneath the engine. 3. Remove the drain plug (1) to drain oil. 4. After draining, screw in the drain plug. (When refilling) • Fill the engine oil up to the upper line on the dipstick (2). IMPORTANT • Never mix two different types of oil. • Use the proper SAE Engine Oil according to ambient temperature.

(1) Drain Plug

(2) Dipstick

<A> ; V3800DI-T-E2B Engine (Tier2) <B> ; V3800DI-T-E3B Engine (Tier3)

Draining Coolant CAUTION • Never remove radiator cap while operating or immediately after stopping. Otherwise, hot water will spout out from the radiator. Wait for more than ten minutes to cool the radiator, before opening the cap. 1. Prepare a bucket. Open the coolant drain cock. (1) Coolant Drain Cock

(2) External Components

Air Cleaner, Muffler and Others 1. Remove the air cleaner and muffler. 2. Remove the fan, fan belt, alternator and starter. (When reassembling) • Check to see that there are no cracks on the belt surface. IMPORTANT • After reassembling the fan belt, be sure to adjust the fan belt tension. • Do not confuse the direction of the fan. Attach the fan with its “1C010” marking facing frontward (toward the radiator).

00(D-Kubota)-4-29

Group 00(D-Kubota), Engine

(3) Turbocharger (V3800DI-T-E2B Engine) CAUTION • While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the turbocharger. NOTE • When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other foreign matter in the oil pipes. • When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the turbocharger. • Before starting the engine, make sure that air cleaner is in position. Oil Pipe 1. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2). 2. Remove the bolts (1) and release the clamp (6). 3. Disconnect the oil pipe 2 (7) and pipe 4 (3). (When reassembling) • Pour fresh engine oil through the oil filler port of the turbocharger. • Replace the gasket with new one. • Be careful not to allow dust, dirt and other foreign matters in the oil pipes. NOTE • Tape or plug all openings to prevent foreign matters from damaging the oil cavities in the turbocharger. (1) (2) (3) (4)

Bolt Oil Pipe 1 Oil Pipe 4 Clamp

(5) Joint Bolt (6) Clamp (7) Oil Pipe 2

Turbocharger 1. Remove the screw (1) and bolt (3). 2. Take off the turbocharger assembly (2). (When reassembling) • Replace the gasket with new one. (1) Screw (2) Turbocharger Assembly

(3) Bolt

00(D-Kubota)-4-30

Group 00(D-Kubota), Engine (4) Turbocharger (V3800DI-T-E3B Engine) CAUTION • While the engine is running and or just after it stops, the turbocharger is hot, be careful not to touch the turbocharger. NOTE • When detaching and attaching the turbocharger assembly, be very careful not to allow dust, dirt and other foreign matter in the oil pipes. • When the turbocharger assembly has been replace, pour fresh engine oil through the oil filler port of the turbocharger. • Before starting the engine, make sure that air cleaner is in position. Oil Pipe 1. Remove the cover (8) 2. Remove the joint bolt (5) and clamp (4) and take off the pipe 1 (2). 3. Remove the bolts (1) and release the clamp (6). 4. Disconnect the oil pipe 2 (7) and pipe 4 (3). (When reassembling) • Pour fresh engine oil through the oil filler port of the turbocharger. • Replace the gasket with new one. • Be careful not to allow dust, dirt and other foreign matters in the oil pipes. NOTE • Tape or plug all openings to prevent foreign matters from damaging the oil cavities in the turbocharger. (1) (2) (3) (4) (5)

Bolt Oil Pipe 1 Oil Pipe 4 Clamp Joint Bolt

(6) Clamp (7) Oil Pipe 2 (8) Cover

Turbocharger 1. Remove the turbocharger flange (1). 2. Remove the inlet hose (2). 3. Remove the turbocharger assembly (3). (When reassembling) • Replace the gasket with new one. (1) Turbocharger Flange (2) Inlet Hose (3) Turbocharger Assembly

00(D-Kubota)-4-31

Group 00(D-Kubota), Engine (5) Exhaust Gas Recirculation (EGR) (V3800DI-T-E3B Engine) EGR Pipe 1. Remove the EGR pipe (1). (When reassembling) • Replace the gaskets with new ones. (1) EGR Pipe

EGR Cooler 1. Remove the EGR cooler (1). (When reassembling) • Replace the gaskets with new ones. (1) EGR Cooler

EGR Cooler Flange 1. Remove the EGR cooler flange (2). (When reassembling) • Replace the gaskets with new ones. (1) Gasket (2) EGR Cooler Flange

EGR Valve 1. Remove the EGR valve (1). (When reassembling) • Replace the gaskets with new ones. (1) EGR Valve

Reed Valve 1. Remove the reed valve (2) from the EGR valve (1). (When reassembling) • Replace the gasket with new ones. (1) EGR Valve (2) Reed Valve

00(D-Kubota)-4-32

Group 00(D-Kubota), Engine

Thermo Valve (If necessary) 1. Disconnect hoses (1), (2). 2. Remove the thermo valve (3). NOTE • If you drop the thermo valve (3), replace the thermo valve (3) with new one. (When reassembling) • Securely connect the hoses (1), (2). Tightening torque

Thermo valve

(1) Hose to EGR Valve (2) Hose from Intake Manifold Flange (3) Thermo Valve

30 to 39 N·m 3.0 to 4.0 kgf·m 22 to 28 lbf·ft (a) Boost Pressure from Intake Manifold (b) Boost Pressure to EGR Valve

00(D-Kubota)-4-33

Group 00(D-Kubota), Engine

(6) Cylinder Head and Valves Cylinder Head Cover and Nozzle Holder 1. Remove the injection pipes (2). 2. Remove the cylinder head cover (1). 3. Remove the over flow pipe (3). 4. Remove the nozzle holder clamps (4), nozzle holder assembly (5) and nozzle gaskets. (When reassembling) • Check to see that the cylinder head cover gasket is not defective. • Be sure to place the nozzle gaskets. • Tighten the head cover mounting bolts to specified torque. • Mount the check valve with the mark toward the tank.

Tightening torque (V3800DI-T-E2B)

Tightening torque (V3800DI-T-E3B)

(1) Head Cover (2) Injection Pipe (3) Overflow Pipe

Nozzle holder clamp nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

Overflow pipe assembly retaining screw

9.8 to 11.3 N·m 1.0 to 1.15 kgf·m 7.23 to 8.32 ft-lbs

Cylinder head cover screw

6.9 to 11.3 N·m 0.7 to 1.15 kgf·m 5.1 to 8.32 ft-lbs

Injection pipe retaining nut

19.6 to 24.5 N·m 2.0 to 2.5 kgf·m 14.5 to 18.1 ft-lbs

Nozzle holder clamp nut

18 to 20 N·m 1.8 to 2.1 kgf·m 13 to 15 lbf·ft

Overflow pipe assembly joint screw

9.8 to 11.2 N·m 1.0 to 1.15 kgf·m 7.24 to 8.31 lbf·ft

Cylinder head cover screw

6.9 to 11.2 N·m 0.70 to 1.15 kgf·m 5.1 to 8.31 lbf·ft

Injection pipe retaining nut

23 to 36 N·m 2.3 to 3.7 kgf·m 17 to 26 lbf·ft

(4) Nozzle Holder Clamps (5) Nozzle Holder Assembly

00(D-Kubota)-4-34

Group 00(D-Kubota), Engine

Rocker Arm and Push Rod 1. Remove the rocker arm (3) as a unit. 2. Remove the push rods (1). 3. Remove the bridge arm (4). (When reassembling) • When putting the push rods onto the tappets (2), check to see if their ends are properly engaged with the grooves. IMPORTANT • After reassembling the rocker arm, be sure to adjust the valve clearance. Tightening torque

Rocker arm bracket screw

(1) Push Rod (2) Tappet

49.0 to 55.9 N·m 5.0 to 5.7 kgf·m 36.2 to 41.2 ft-lbs

(3) Rocker Arm (4) Bridge Arm

Injection Nozzle Oil Seal (if necessary) 1. Remove the injection nozzle oil seal (2) from cylinder head cover (1). (When reassembling) • When installing the injection nozzle oil seal, use new one. (1) Cylinder Head Cover

(2) Injection Nozzle Oil Seal

00(D-Kubota)-4-35

Group 00(D-Kubota), Engine

Cylinder Head and Tappet 1. Loosen the pipe band, and remove the water return pipe (1). 2. Disconnect the fuel pipe (2) first and then the fuel filter (3). 3. Remove the IN. / EX. Manifold. 4. Remove the cylinder head screw in the order of (18) to (1), and remove the cylinder head. 5. Remove the cylinder head gasket. 6. Remove the tappets (4) from the crank case. (When reassembling) • Replace the head gasket with a new one. • Before installing the tappets (4), apply engine oil thinly around them. • When mounting the gasket, set it to the knock pin hole. Take care not to mount it reversely. • The cylinder head should be free of scratches and dust. • Take care for handling the gasket not to damage it. • Install the cylinder head. • Tighten the cylinder head screw gradually in the order of (1) to (18) after applying engine oil. • Be sure to adjust the valve clearance. See the “Valve Clearance”. • It is not necessary to retighten the cylinder head screw after running the engine for 30 minutes. IMPORTANT • When replacing a piston, piston pin bush, connecting rod or crankpin bearing, select the cylinder head gasket thickness to meet with the top clearance refer to the “Selecting Cylinder Head Gasket”. NOTE • Mark the cylinder number to the tappets to prevent interchanging. Tightening torque

(1) (2) (3) (4)

Return Pipe Fuel Pipe Fuel Filter Tappet

Cylinder head mounting screw

98.1 to 107.9 N·m 10.0 to 11.0 kgf·m 72.3 to 79.6 ft-lbs

A : Gear Case Side B : Flywheel Side

00(D-Kubota)-4-36

Group 00(D-Kubota), Engine

Selecting Cylinder Head Gasket Replacing the Cylinder Head Gasket 1. Make sure to note the notch (a), (b) or (c) of cylinder head gasket (1) in advance. 2. Replace the same notch (a), (b) or (c) as the original cylinder head gasket (1). Selecting the Cylinder Head Gasket • Select the cylinder head gasket (1) thickness to meet with the top clearance when replacing the piston, piston pin bush, connecting rod or crankpin bearing. 1. Measure the piston head’s protrusion or recessing from the crankcase cylinder face 4 spots per each piston and (average of four pistons) using the dial gauge as shown in figure. 2. Select the suitable cylinder head gasket refer to the table below. Notch of Cylinder Head Gasket

Thickness of cylinder head gasket Part Code

Piston Head’s protrusion or recessing from the level of crankcase cylinder face. (average of 4 pistons)

0.80 mm 0.0315 in.

1G514-03310

-0.07 to +0.049 mm -0.0028 to +0.0019 in.

1.00 mm 0.0394 in.

0.90 mm 0.0354 in.

1G514-03600

+0.050 to +0.149 mm +0.0020 to +0.0058 in.

1.05 mm 0.0413 in.

0.95 mm 0.0374 in.

1G514-03610

+0.150 to +0.20 mm +0.0059 to +0.0078 in.

Before tightening

After tightening

2 notches (a)

0.90 mm 0.0354 in.

1 notch (b) Without notch (c) (1) (2) (A) (B)

Cylinder Head Gasket Measuring Point Gear Case Side Flywheel Side

(a) 2 Notches (b) 1 Notch (c) Without Notch

Valve 1. Remove the valve spring collets (1) after compressing the valve spring (3) with the valve spring retainer (2). (When reassembling) • Install the valve spring with its small-pitch end downward (at the head side). • Wash the valve stem and valve guide hole, and apply engine oil sufficiently. • After installing the valve spring collets, lightly tap the stem to assure proper fit with a plastic hammer. (1) (2) (3) (4) (5) (6)

Valve Spring Collet Valve Spring Retainer Valve Spring Valve Stem Seal Arm Bridge Valve

(7) Large Pitch (8) Smaller Pitch (9) Install the spring with its smallerpitch end downward (at the head side)

00(D-Kubota)-4-37

Group 00(D-Kubota), Engine

(7) Thermostat Thermostat Assembly 1. Remove the thermostat cover mounting screws, and remove the thermostat cover (1). 2. Remove the thermostat assembly (3). (When reassembling) • Apply a liquid gasket (Three Bond 1215 or equivalent) only at the thermostat cover side of the gasket (2). • Attach the thermostat with its hole facing toward the air suction side. (1) Thermostat Cover (2) Thermostat Cover Gasket

(3) Thermostat Assembly (4) Hole

00(D-Kubota)-4-38

Group 00(D-Kubota), Engine

(8) Injection Pump Unit Injection Pump Unit (V3800DI-T-E2B Engine) (Removing the fuel injection pump unit) 1. Detach the gear cover for the fuel injection pump unit from the gearcase. 2. Place the piston of the 4th cylinder at the top dead center in the compression stroke. Fix the flywheel with the flywheel stopper. IMPORTANT • Look for the align mark on the idle gear 2. Using a white marking pen or the like, put an align mark on the engaged tooth of the idle gear. This helps to reassemble these gears in mesh later. NOTE • When the already existing align marks align with each other, there is no need to put another align mark. 3. Unscrew the two plugs (3) of the injection pump unit. 4. Tighten the upper fuel cam shaft lock screw (5) until it comes into contact with the fuel cam shaft. Make sure the cam shaft does not move any longer. 5. Tighten the lower fuel cam shaft lock screw (5) until it comes into contact with the fuel cam shaft. NOTE • Never overtighten the lock screws when they have come into contact with the cam shaft. Otherwise the injection pump itself may get damaged. • Use of a socket set screw (dog point type) in recommended for best results. Such screw can be constructed as shown in figure (a). 6. Loosen the injection pump gear mounting nut. Using the specific gear puller, take out the gear (6). NOTE • Be careful not to drop the key. 7. Disconnect the lubricating oil pipe (4). 8. Loosen the three injection pump unit mounting nuts (2). 9. Remove the injection pump unit support (1) and take out the injection pump unit. A

M8 Pitch 1.25

5 mm dia. (0.197 in. dia.)

4 mm (0.157 in.)

45 mm (1.772 in.)

10 mm (0.39 in.) : Conspicuously Painted

(1) Injection Pump Unit Support (2) Injection Pump Unit Mounting Nut (3) Plug

(4) Lubricating Oil Pipe (5) Fuel Cam Shaft Lock Screw (Socket Set Screw Dog Point Type) (6) Injection Pump Gear

00(D-Kubota)-4-39

Group 00(D-Kubota), Engine

Injection Pump Unit (V3800DI-T-E2B Engine) (Continued) (Reassembling the fuel injection pump unit) 1. Place the piston of the 4th cylinder at the top dead center in the compression stroke. Fix the flywheel with the flywheel stopper. 2. Place the injection pump gear (1) back into the gear case position. Make sure of aligning the align marks of the injection pump gear (1) and the idle gear 2 (3). 3. Install the injection pump unit to the injection pump gear (1). NOTE • When installing the injection pump unit to the injection pump gear, make sure that the key is fit in the keyway of injection pump gear. 4. Temporarily tighten the injection pump gear mounting nut by hand. 5. Fix the injection pump unit and tighten the injection pump gear mounting nut to the specified torque. 6. Take off the fuel cam shaft lock screws (4) and tighten the plugs (5) for plugging. 7. Loose the injection pump unit mounting nuts (7) for aligning the injection timing. 8. Moving the injection pump unit clockwise (viewed from gear case side), align the injection timing marks (6) on the injection pump unit and on the gear case. 9. Tighten the injection pump unit mounting nut (7) to the specified torque. 10.Reconnect the lubricating oil pipe (8) and place the injection pump unit support and the gear cover of the injection pump unit. 11.Remove the flywheel stopper. 12.Check the injection timing. (See the “Injection Timing”.) 13.If the injection timing is not within the specification, repeat (7) to (12) again. Injection pump gear mounting nut

73.6 to 83.4 N·m 7.5 to 8.5 kgf·m 54.2 to 61.5 ft-lbs

Injection pump unit mounting nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

Tightening torque

(1) (2) (3) (4)

Injection Pump Gear Align mark of the Injection Gear Idle Gear 2 Fuel Cam Shaft Lock Screw (Socket Set Screw Dog Point Type)

(5) (6) (7) (8)

Plug Align Mark Injection Pump Unit Mounting Nut Lubricating Oil Pipe

00(D-Kubota)-4-40

Group 00(D-Kubota), Engine

Injection Pump Unit [V3800DI-T-E3B Engine] (Removing) 1. Removing the timer lubricating pipe (1). 2. Remove the injection pump gear cover (2). 3. Set the timer 0 ° restoring jig (4) to the timer gear (3). 4. Turn the flywheel counter-clockwise slowly. 5. Set the flywheel 1 TC mark to align T.D.C. mark on flywheel housing or rear end plate in order to set the No.4 piston at compression top dead center. IMPORTANT • If the flywheel 1 TC mark passes T.D.C., Turn back the flywheel clockwise around 90 degree, and try to set T.D.C. again. (go back to the procedure 4..) • If you set the T.D.C. by turning flywheel clockwise, the gears backlash becomes maximum. 6. Check the injection pump gear timing mark. If the injection pump gear / timer gear timing mark (5) meshes to the idle gear teeth, No.4 piston is at compression top dead center. If not so, turn the flywheel 360 degree counter-clockwise. (go back to the procedure 4..) 7. Fix the flywheel not to turn. 8. Put the temporary mark (6) on the idle gear teeth, which the injection pump gear / timer gear timing mark (5) meshes, with white marking pen. It is very helpful to reassemble the injection pump gear / timer gear later. (1) (2) (3) (4) (5)

Timer Lubricating Pipe Injection Pump Gear Cover Timer Gear Timer 0 ° Restoring Jig Injection Pump Gear / Timer Gear Timing Mark (6) Temporary Mark

00(D-Kubota)-4-41

Group 00(D-Kubota), Engine

Injection Pump Unit [ V3800DI-T-E3B Engine] (Continued) 9. Remove the plugs (1). NOTE • When you tighten the fuel camshaft lock screw, the tightening order (upper / lower) is different in the engine model. • Recommend you use a socket set screw (dog point type) as a fuel camshaft lock screw for preventing the damage of screw hole tread. (See the figure (a)) A

M8 x Pitch 1.25

5.0 mm dia. (0.20 in. dia.)

4.0 mm (0.16 in.)

45 mm (1.8 in.)

10 mm (0.39 in.) : Conspicuously Painted

• Do not overtighten the fuel camshaft lock screws. 10.Tighten the upper fuel camshaft lock screw (2) securely.

IMPORTANT • When tighten the lock screw at this moment, the timing gears backlash becomes “0” (Zero). 11.Tighten the lower fuel camshaft lock screw (2) securely. 12.Remove the imer gear mounting nut and washer. 13.Set the timer gear puller (4). 14.Pull out the timer gear. (1) Plug (2) Fuel Camshaft Lock Screw (4) Timer Gear Puller

00(D-Kubota)-4-42

Group 00(D-Kubota), Engine

Injection Pump Unit [ V3800DI-T-E3B Engine) (Continued) 15.Disconnect the governor lubricating pipe (6). 16.Remove the injection pump unit support (7). 17.Hold the injection pump unit not to drop. 18.Remove the injection pump unit mounting nuts (5). 19.Remove the injection pump unit. (5) Injection Pump Unit Mounting Nut (6) Governor Lubricating Pipe (7) Injection Pump Unit Support

00(D-Kubota)-4-43

Group 00(D-Kubota), Engine

Injection Pump Unit [ V3800DI-T-E3B Engine) (Continued) (Reassembling) 1. Make sure that No.4 piston is at compression top dead center. 2. Set the timer 0 ° restoring jig (5) to the timer gear (4). 3. Set the timer gear (4) into the gear case position. 4. Make sure that the timing marks between timer gear (4) align correctly. 5. Install the injection pump unit to the timer gear (4) as aligning key of fuel camshaft and key way of timer gear (4). 6. Set the injection pump gear mounting nut / timer gear mounting nut and washer temporarily. 7. Tighten the injection pump unit mounting nuts securely. 8. Tighten the injection pump gear mounting nut / timer gear mounting nut securely. 9. Set the governor lubricating pipe. 10.Set the injection pump unit support. 11.Remove the timer 0 ° restoring jig (5). 12.Set the injection pump gear cover. 13.Set the timer gear lubricating pipe. 14.Remove the fuel camshaft lock screws (6).

IMPORTANT • Make sure that you remove the fuel camshaft lock screws. Otherwise, injection pump unit housing case can get a damage. 15.Set the plugs. 16.Remove the flywheel stopper. 17.Check the injection timing. (See the “Injection Timing”.) (4) Timer Gear (5) Timer 0 ° Restoring Jig (6) Fuel Camshaft Lock Screw

00(D-Kubota)-4-44

Group 00(D-Kubota), Engine

Governor Housing Assembly 1. Remove the injection pump unit from the engine. (See the “Injection Pump Unit”.) 2. Remove the governor lubricating pipe (3). 3. Remove the stop solenoid (1). 4. Detach the sight cover (2) from the injection pump unit. 5. Unhook the start spring (7) from the rack pin (6) of injection pump assembly. 6. Remove the nut (5). NOTE • Be careful not to drop the nut inside. 7. Slide off the governor connecting rod (4) from the rack pin of injection pump assembly. 8. For convenient sake, temporarily hook the start spring on the rack pin hole of the governor connecting rod. 9. Remove the governor housing mounting screws. 10.Detach the governor housing assembly (8) from the injection pump unit. (When reassembling) • When reassembling the inside parts, put the oil on each inside part slightly. • After sliding on the governor connecting rod to the rack pin, tighten the nut with the specified torque with using the jig for keeping the governor connecting rod horizontal. (See the Replacing Injection Pump Assembly.) • After tightening the nut, hook the start spring on the rack pin. • Check the movement of control rack of injection pump assembly by the stop lever. NOTE • When installing the governor housing assembly to the injection pump unit, be careful not to damage O-ring (9). • When linking the governor connecting rod to the rack pin of injection pump, use the jig for keeping the governor connecting rod horizontal. Otherwise the control rack may be stuck, and causes to be difficult to start the engine or hunting of governor. (See the Replacing Injection Pump Assembly.) Governor housing mounting screw

9.8 to 11.3 N·m 1.00 to 1.15 kgf·m 7.23 to 8.32 ft-lbs

Anti-rotation nut

2.8 to 4.0 N·m 0.29 to 0.41 kgf·m 2.1 to 3.0 ft-lbs

Tightening torque

(1) (2) (3) (4) (5)

Stop Solenoid Sight Cover Governor Lubricating Pipe Governor Connecting Rod Anti-Rotation Nut

(6) (7) (8) (9)

Rack Pin Start Spring Governor Housing Assembly O-ring

00(D-Kubota)-4-45

Group 00(D-Kubota), Engine

Governor Fork Lever Assembly 1. Pull off the governor fork lever shaft (1) with the extra bolt (Dia : 4 mm, Pitch : 0.7 mm, Length : more than 25 mm) (2). 2. Unhook the governor spring (3) at the governor fork lever (4) side. 3. Remove the governor fork lever assembly from the governor housing (5). (When reassembling) • After reassembling the governor housing assembly, check the movement of the governor fork lever assembly, the speed control lever and the stop lever. NOTE • When assembling the inside parts, put the oil on each inside part slightly. • Be careful not to deform the start spring. (1) Governor Fork Lever Shaft (2) Extra Bolt (Dia : 4 mm, Pitch : 0.7 mm, Length : more than 25 mm)

(3) Governor Spring (4) Governor Fork Lever (5) Governor Housing

Boost Arms (If equipped Boost Compensator) 1. Remove the boost actuator (1). 2. Remove the cir-clip (2). 3. Remove the boost arms (3) and the boost spring (4) from the pin (5). Tightening torque

(1) Boost Actuator (2) Cir-clip (3) Boost Arm

Boost actuator

39.2 to 45.1 N·m 4.0 to 4.6 kgf·m 28.9 to 33.3 ft-lbs (4) Boost Spring (5) Pin

00(D-Kubota)-4-46

Group 00(D-Kubota), Engine

Governor Lever 1. Remove the speed control lever (1) and the return spring (2). 2. Remove the governor lever assembly (4) from the governor housing. 3. Remove the start spring (5) and the stop spring (3). (1) Speed Control Lever (2) Return Spring (3) Stop Spring

(4) Governor Lever Assembly (5) Start Spring

Stop Lever 1. Remove the stop lever (1) and the return spring (2). 2. Remove the stop lever shaft (3). (1) Stop Lever (2) Return Spring

(3) Stop Lever Shaft

00(D-Kubota)-4-47

Group 00(D-Kubota), Engine

Fuel Camshaft and Governor Weight 1. Separate the governor housing assembly from the injection pump unit. (See the “Injection Pump Unit”.) 2. Remove the governor sleeve (1). 3. Remove the injection pump assembly (2). 4. Remove the fuel camshaft lock screws. 5. Fix the fuel camshaft with open end wrench (3), and remove the governor weight mounting nut and the governor weight (4). 6. Loosen the fuel camshaft stopper mounting screws and remove the fuel camshaft stopper (5). 7. Pull out the fuel camshaft (8) and bearings (6) together. 8. Remove the spacer (V3800DI-T-E3B Engine) 9. After removing the bearing’s cir-clip (7), press out the bearings. NOTE • Do not use the fuel camshaft lock bolts, when removing the governor weight mounting nut. Otherwise, the lock bolts or injection pump housing might get damage. (When reassembling) • Press the bearings into the fuel camshaft. • Set the cir-clip at the gear side’s bearing. • Install the fuel camshaft and bearings to the injection pump housing. • Attach the fuel camshaft stopper and tighten the fuel camshaft stopper mounting screws with the specified torque. • Attach the governor weight to the fuel camshaft and tighten the governor weight mounting nut with specified torque. Injection pump mounting screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Injection pump mounting nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

Tightening torque

(1) (2) (3) (4) (5)

Governor Sleeve Injection Pump Assembly Open End Wrench (22 mm) Governor Weight Fuel Camshaft Stopper

(6) (7) (8) (9)

Bearing Cir-clip Fuel Camshaft Key Way of Fuel Camshaft

00(D-Kubota)-4-48

Group 00(D-Kubota), Engine

Fuel Camshaft and Governor Weight (Continued) (When reassembling) • Fix the fuel camshaft with lock bolts as the key way of fuel camshaft (9) is upward. • Install the injection pump assembly to the injection pump housing. • Attach the O-ring and the cover and tighten the cover mounting bolts. • Install the governor sleeve to the fuel camshaft. • Check the movement of the governor sleeve. NOTE • Be careful not to damage the O-ring. • Be careful the direction of the governor sleeve. • When reassembling the inside parts, put the oil on each inside part slightly. Fuel camshaft stopper mounting screw

7.9 to 9.3 N·m 0.80 to 0.95 kgf·m 5.8 to 6.9 ft-lbs

Governor weight mounting nut

62.8 to 72.6 N·m 6.4 to 7.4 kgf·m 46.3 to 53.5 ft-lbs

Tightening torque

(1) (2) (3) (4) (5)

Governor Sleeve Injection Pump Assembly Open End Wrench (22 mm) Governor Weight Fuel Camshaft Stopper

(6) (7) (8) (9)

Bearing Cir-clip Fuel Camshaft Key Way of Fuel Camshaft

00(D-Kubota)-4-49

Group 00(D-Kubota), Engine

Replacing Injection Pump Assembly (If necessary) • The injection pump can be replaced with the crankshaft in whatever position. 1. Disconnect all injection pipes (1). 2. Disconnect the fuel hose (6) and fuel overflow pipe (4). 3. Disconnect the connector (2) from the stop solenoid. Then remove the stop solenoid (3). 4. Detach the sight cover (7) from the injection pump unit. 5. Unhook the start spring (10), and remove the anti-rotation nut (9). 6. Just loosen the injection pump assembly mounting screws and nuts like the figure, which the injection pump assembly keeps tilted. 7. Slide off the governor connecting rod (8) from the rack pin of injection pump assembly. 8. Remove the injection pump mounting screws and nuts, and take out the injection pump assembly (5). NOTE • Be careful not to drop the anti-rotation nut (9). • Be careful not to deform the start spring. • When taking out the injection pump assembly, be careful not to hit it against the governor connecting rod. (When reassembling) • Install the new injection pump according to the installing procedure. (1) (2) (3) (4) (5)

Injection Pipe Connector Stop Solenoid Fuel Overflow Pipe Injection Pump Assembly

(6) (7) (8) (9) (10)

Fuel Hose Sight Cover Governor Connecting Rod Anti-Rotation Nut Start Spring

00(D-Kubota)-4-50

Group 00(D-Kubota), Engine Installing Procedure of Injection Pump Assembly 1. Install the fuel injection pump assembly (1) in its unit (2), and tighten the mounting screws and nuts like the figure, which the injection pump assembly (1) keeps tilted. 2. Hook the governor connecting rod (4) to the rack pin of the injection pump assembly (1). 3. Tighten the mounting screws and nuts with the specified torque, not to slide off the governor connecting rod (4) from the rack pin. 4. Place the service jig (3) in the stop solenoid mounting hole of the fuel injection pump unit. 5. Make sure the permanent magnet at the tip of the service jig is attracted to the governor connecting rod (4). To do this, turn the jig a little clockwise and counterclockwise and look into the fuel injection pump unit sight hole to see if the governor connecting rod (4) moves right and left accordingly. 6. Slightly tighten the anti-rotation nut of the governor connecting rod. 7. Holding down the service jig (3) by hand, tighten up the antirotation nut (5) to the specified torque. 8. Hook the start spring (6) to the rack pin (7).

(1) (2) (3) (4)

Fuel Injection Pump Assembly Fuel Injection Pump Unit Service Jig Governor Connecting Rod

(5) Anti-rotation Nut (6) Start Spring (7) Rack Pin

00(D-Kubota)-4-51

Group 00(D-Kubota), Engine

Installing Procedure (Continued) 1. Move the stop lever (1) and visually check to see if the fuel injection pump control rack comes smoothly back to the start position by the counter force of the start spring. 2. If the control rack fails to move back smoothly, remove the start spring and the anti-rotation nut, take the above steps from 2 of the former page again. 3. Finally fit the sight cover and the stop solenoid back into place.

Tightening torque

Anti-rotation nut

2.8 to 4.0 N·m 0.29 to 0.41 kgf·m 2.1 to 3.0 ft-lbs

Injection pump mounting screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Injection pump mounting nut

17.7 to 20.6 N·m 1.8 to 2.1 kgf·m 13.0 to 15.2 ft-lbs

(1) Stop Lever

(2) Sliding Point between Governor Fork Lever and Governor Connecting Rod

Fan Drive Pulley 1. Set the stopper to the flywheel. 2. Remove the crankshaft screw (2). 3. Draw out the fan drive pulley (1). (When reassembling) Tightening torque

(1) Fan Drive Pulley

Crankshaft screw

255.0 to 274.6 N·m 26.0 to 28.0 kgf·m 188.1 to 202.5 ft-lbs (2) Crankshaft Screw

00(D-Kubota)-4-52

Group 00(D-Kubota), Engine

(9) Water Pump and Oil Cooler Water Pump 1. Remove the pipe band and the water pipe (1). 2. Remove the water pump (2). (When reassembling) • When mounting the water pump, take care not to forget mounting the O-ring and not to let it out of position. (1) Water Pipe

(2) Water Pump

Oil Cooler 1. Remove the water pipe (1). 2. Remove the oil filter cartridge (2) and the oil cooler joint screw (3). 3. Remove the oil cooler (4). Tightening torque

(1) Water Pipe (2) Oil Filter Cartridge

Oil cooler joint screw

39.2 to 44.1 N·m 4.0 to 4.5 kgf·m 28.9 to 32.5 ft-lbs

(3) Oil Cooler Joint Screw (4) Oil Cooler

00(D-Kubota)-4-53

Group 00(D-Kubota), Engine (10) Gear Case and Timing Gears Gear Case Cover 1. Remove the gear case cover. (When reassembling) • Confirm that the liquid gasket coating surface is free of water, dust and oil in order to maintain sealing effect. • Carefully apply the adhesive evenly. (Refer to the figure on the left.) NOTE • When mounting the adhesive-applied parts, take care to fit them to the mating parts. • Assemble the adhesive-applied parts within ten minutes. • Apply a liquid gasket (Three Bond 1217D) to the gear case cover. Gear case cover mounting screw (7T)

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Gear case cover mounting screw (10T)

33 to 36 N·m 3.3 to 3.7 kgf·m 24 to 26 lbf·ft

Tightening torque

(1) Liquid Gasket

Relief Valve 1. Remove the relief valve retaining screw (1). 2. Remove the relief valve (2), the spring (3) and the packing (4). Tightening torque

Relief valve retaining screw

(1) Relief Valve Retaining Screw (2) Relief Valve

68.6 to 78.4 N·m 7.0 to 8.0 kgf·m 50.6 to 57.9 ft-lbs

(3) Spring (4) Packing

Idle Gear and Camshaft 1. Remove three set screws of the idle gear and draw out the idle gear 1, 2. 2. Remove two set screws of the camshaft stopper and draw out the camshaft. (When reassembling) • Set the crankshaft at the top dead center of No. 1 and 4 cylinder and the camshaft key to the top position and align the marks of idle gear 1 (3) and idle gear 2 (2) to assemble them. (Refer to the figure on the left.) • Mount the injection pump gear (1) after installing the gear case. Camshaft set screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Idle gear mounting screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Tightening torque

(1) Injection Pump Gear (2) Idle Gear 2 (3) Idle Gear 1

(4) Cam Gear (5) Crank Gear

00(D-Kubota)-4-54

Group 00(D-Kubota), Engine

Idle Gear 1 and Idle Gear 2 (for Balancer Model) 1. Remove the idle gear mounting screw (1). 2. Draw out the idle gear (2) and (3). (When reassembling) • When installing the idle gear (2) and (3), be sure to place the 4th cylinder piston at the top dead center in compressio then, align all mating marks on each gear to assemble the timing gears, set the idle gear last. Tightening torque

Idle gear mounting screw

(1) Idle Gear Mounting Screw (2) Idle Gear 1

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

(3) Idle Gear 2

Camshaft and Balancer Shaft (for Balancer Model) 1. Remove the camshaft set screws and draw out the camshaft (1). 2. Remove the balancer shaft 1 set screws and draw out the balancer shaft 1 (2). 3. Remove the balancer shaft 2 set screws and draw out the balancer shaft 2 (6). (When reassembling) • When installing the balancer shaft 1 and 2, be sure to place the 4th cylinders piston at the top dead center in compression then, align all mating marks on each gear to assemble the timing gears, set the idle gear last. Camshaft set screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Balancer shaft set screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

Tightening torque

(1) Camshaft (2) Balancer Shaft 1 (3) Idle Gear 1

(4) Crank Gear (5) Idle Gear 2 (6) Balancer Shaft 2

00(D-Kubota)-4-55

Group 00(D-Kubota), Engine Plate (Gear Case) 1. Remove the three plate mounting screws(1). Detach the plate (2). (When reassembling) • Apply Three Bond 1217D adhesive or equivalent over the shaded zones on both sides of the gasket that will be sandwiched between the crankcase and plate. • Be sure to fix the O-rings (3). Tightening torque

Plate mounting screw

(1) Plate Mounting Screw (2) Plate (3) O-ring

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

(4) Gasket (5) Liquid Gasket

(11) Piston and Connecting Rod Oil Pan and Oil Strainer 1. Unscrew the oil pan mounting screws and remove the oil pan (1). 2. Unscrew the oil strainer mounting screw, and remove the oil strainer (2). (When reassembling) • Install the oil strainer, using care not to damage the O-ring. • Apply liquid gasket (Three Bond 1217D) to the oil pan as shown in the figure. • Confirm that the liquid gasket coating surface is free of water, dust and oil in order to maintain sealing effect. • Carefully apply the adhesive evenly. NOTE • When mounting the adhesive-applied parts, take care to fit them to the mating parts. • Assemble the adhesive-applied parts within ten minutes. • To avoid uneven tightening, tighten mounting screws in diagonal order from the center. • After cleaning the oil strainer, install it. • Attach the oil pan with its central drain plug facing toward the air suction side. (1) Oil Pan (2) Oil Strainer

(3) Liquid Gasket

00(D-Kubota)-4-56

Group 00(D-Kubota), Engine

Connecting Rod Cap 1. Remove the connecting rod screws (1) from connecting rod cap. 2. Remove the connecting rod caps. (When reassembling) • Align the marks (a) with each other. (Face the marks toward the injection pump.) • Apply engine oil to the connecting rod screws and lightly screw it in by hand, then tighten it to the specified torque. If the connecting rod screw won’t be screwed in smoothly, clean the threads. If the connecting rod screw is still hard to screw in, replace it. • When using the existing crank pin metal again, put tally marks on the crank pin metal and the connecting rod in order to keep their positioning. • Fit the crank pin metal in place : its centrally groove side toward the connecting rod, and the non-grooved side toward the cap. Tightening torque

Connecting rod screw

(1) Connecting Rod Screw

78.5 to 83.4 N·m 8.0 to 8.5 kgf·m 57.9 to 61.5 ft-lbs

(a) Mark

Piston 1. Completely clean carbon in the cylinders. 2. Turn the flywheel and set a piston to the top dead center. 3. Pull out the piston upward by lightly tapping it from the bottom of the crankcase with the grip of a hammer. (When reassembling) • Before inserting the piston into the cylinder, apply enough engine oil to the cylinder. • When inserting the piston into the cylinder, face the mark (3) on the connecting rod to the injection pump. IMPORTANT • Do not change the combination of cylinder and piston. Make sure of the position of each piston by marking. For example, mark “1” on the No. 1 position. • When inserting the piston into the cylinder, place the gap of each pison ring like the figure. • Carefully insert the pistons using a piston ring compressor (1). Otherwise, their chrome-plated section of piston rings may be scratched, causing trouble inside the liner. • When inserting the piston in place, be careful not to get the molybdenum disulfide coating torn off its skirt. This coating is useful in minimizing the clearance with the cylinder liner. Just after the piston pin has been press-fitted, in particular, the piston is still hot and the coating is easy to peel off. Wait until the piston cools down. (1) Piston Ring Compressor (2) Molybdenum Disulfide Coating in piston skirt (3) Mark (a) 0.79 rad (45 )

(A) (B) (C) (D) (E)

Top Ring Gap Second Ring Gap Oil Ring Gap Piston Pin Hole Injection Pump Side

00(D-Kubota)-4-57

Group 00(D-Kubota), Engine

Piston Ring and Connecting Rod 1. Remove the piston rings using a piston ring tool. 2. Remove the piston pin (8), and separate the connecting rod (7) from the piston (6). (When reassembling) • Be sure to fix the crankpin bearing and the connecting rod are same I.D. colors. • When installing the ring, assemble the rings so that the manufacture’s mark (12) near the gap faces the top of the piston. • When installing the oil ring on to the piston, place the expander joint (10) on the opposite side of the oil ring gap (11). • Apply engine oil to the piston pin. • When installing the piston pin, immerse the piston in 80୅ (176 එ) oil for 10 to 15 minutes and insert the piston pin to the piston. • Assemble the piston to the connecting rod with the ˦ mark (5) and the connecting rod numbering mark (9) facing same side. • The end faces of the oil ring are plated with hard chrome. In putting the piston into the cylinder, be careful not to get the oil ring scratched by the cylinder. Use the piston ring fitter to tighten up the oil ring. If the ring’s planting is scratched, it may get stuck on the cylinder wall, causing a serious trouble. IMPORTANT • Mark the same number on the connecting rod and the piston so as not to change the combination. (1) (2) (3) (4) (5) (6) (7) (8) (9)

Top Ring Second Ring Oil Ring Piston Pin Snap Pin Mark (˦) Piston Connecting Rod Piston Pin Numbering Mark

(10) Expander Joint (11) Oil Ring Gap (12) Manufacture’s Mark (A) Connecting Rod ID Color : Blue or without Color (B) Crankpin Bearing ID Color : Blue or without Color

00(D-Kubota)-4-58

Group 00(D-Kubota), Engine

(12) Flywheel and Crankshaft Flywheel 1. Install the stopper to the flywheel so that the flywheel does not turn. NOTE • Do not use an impact wrench. Serious damage will occur. 2. Detach the flywheel screws. 3. Remove the flywheel. (When reassembling) • Apply engine oil to the flywheel screws. • Before fitting the flywheel and the crankshaft together, wipe oil, dust and other foreign substances off their mating faces. • The flywheel and the crankshaft are fitting together in just one position. Make sure they are tightly fit and drive the bolts. Tightening torque

98.1 to 107.9 N·m 10.0 to 11.0 kgf·m 72.3 to 79.6 ft-lbs

Flywheel screw

Bearing Case Cover NOTE • Before disassembling, check the side clearance of crankshaft. Also check it during reassembly. 1. Remove the bearing case over mounting screws. 2. Screw two removed screws into the screw hole (2) of bearing case cover to remove it. (When reassembling) IMPORTANT • In case of replacing the oil seal, use caution when installing the seal in the bearing case cover as not to install it tilted. The seal should be flush with the cover. • Confirm that the liquid gasket coating surface is free of water, dust and oil in order to maintain sealing effect. • Apply liquid gasket (Three Bond 1217D) to the bearing case cover as shown in the figure. • Before installing the bearing case cover / oil seal assembly, lube the seal to be careful not to damage the seal while installing the assembly. Install the bearing case cover / oil seal assembly to position the casting mark “UP” on it upward. • Tighten the bearing case cover mounting screws with even force on the diagonal line. NOTE • When mounting the adhesive-applied parts, take care to fit them to the mating parts. • Assemble the adhesive-applied parts within ten minutes. Tightening torque

(1) Top Mark “UP” (2) Screw Hole

Bearing case cover mounting screw

23.5 to 27.5 N·m 2.4 to 2.8 kgf·m 17.4 to 20.3 ft-lbs

(3) Liquid Gasket

00(D-Kubota)-4-59

Group 00(D-Kubota), Engine Flywheel Housing 1. Remove the flywheel housing. (When reassembling) • Tighten the flywheel housing mounting screws with even force on the diagonal line. • Make sure the crank cases 1 and 2 are clean. Install them in position, referring to the flywheel housing’s contoured face. Tightening torque

77.5 to 90.2 N·m 7.9 to 9.2 kgf·m 57.1 to 66.5 ft-lbs

Flywheel housing mounting screw

(1) Flywheel Housing

Crankcase 2 1. Remove the crankcase 2 (1). (When reassembling) IMPORTANT • Make sure the crankcase 1 and 2 are clean. • Apply liquid gasket (Three Bond 1217D) to the crankcase 2 as shown in the figure. • Tighten the crankcase 2 mounting screws with even force on the diagonal line. • Confirm that the liquid gasket coating surface is free of water, dust and oil in order to maintain sealing effect. • Carefully apply the adhesive evenly. NOTE • When mounting the adhesive-applied parts, take care to fit them to the mating parts. • Assemble the adhesive-applied parts within ten minutes. Tightening torque

Crankcase 2 mounting screw

(1) Crankcase 2

49.0 to 55.9 N·m 5.0 to 5.7 kgf·m 36.2 to 41.2 ft-lbs

(2) Liquid Gasket

Crankcase 1 and Crankcase 2 (When reassembling) • Match the crankcase 1 and 2, referring to the flywheel housing’s contoured face. • Tighten the crankcase 2 mounting screws loosely. • Tighten up the jig to the specified torque same as the flywheel housing screw. This helps to minimize the level difference between the crankcase 1 and the crankcase 2 (at the flywheel side). Possible gap must be 0.05 mm (0.0020 in.) or smaller. Crankcase 2 mounting screw

49.0 to 55.9 N·m 5.0 to 5.7 kgf·m 36.2 to 41.2 ft-lbs

Flywheel housing mounting screw

77.5 to 90.2 N·m 7.9 to 9.2 kgf·m 57.1 to 66.5 ft-lbs

Tightening torque

(1) Crankcase 1 (2) Gap to be smaller than 0.05 mm (0.0020 in.) (3) Flywheel Housing

(4) Crankcase 2 (5) Jig

00(D-Kubota)-4-60

Group 00(D-Kubota), Engine

Crankshaft 1. Remove the main bearing case. 2. Remove the crankshaft. (When reassembling) • Reassemble the main bearing case having the same number as the one engraved on the crankcase, and set the casting mark “F / W SIDE” on the main bearing case facing towards the flywheel side. • Reassemble the thrust bearing (2), with the oil groove facing outside, into both side of the fourth main bearing case (1). • Apply oil to the bearing case screws and tighten them to the specified torque. Tightening torque

Main bearing case screw

(1) 4th Main Bearing Case (2) Thrust Bearing

137.3 to 147.1 N·m 14.0 to 15.0 kgf·m 101.3 to 108.5 ft-lbs

(3) F / W SIDE Mark

00(D-Kubota)-4-61

Group 00(D-Kubota), Engine (13) Intake Air Heater Intake Air Heater (V3800DI-T-E2B Engine) 1. Remove the inlet hose. 2. Disconnect the lead. 3. Remove the flange and the intake air heater. NOTE • When assembling the intake air heater at the side of intake manifold, assemble the intake air heater as the heater lines are vertical. Otherwise, it may be short-circuited. (1) Intake air heater

(2) Flange

Intake Air Heater (V3800DI-T-E3B Engine) 1. Remove the inlet hose. 2. Disconnect the lead. 3. Remove the flange (1). 4. Remove the intake air heater (2). (1) Flange

(14) Starter

(2) Intake air heater

Disassembling Motor 1. Disconnect the solenoid switch (3). 2. Remove the 2 through screws (9) and the 2 brush holder lock screws. Take out the rear end frame (13) and the brush holder (12). 3. Disconnect the armature (10) and the yoke (11). Remove also the ball (7) from the tip of the armature. 4. Remove the set of packings (8), the 4 planetary gears and another packing. 5. Take out the shaft assembly. Take note of the position of the lever. IMPORTANT • Before disconnecting the yoke, put tally marks on the yoke and the front bracket. • Take note of the positions of the set of packings and the setup bolt. • Apply grease to the gears, bearings, shaft’s sliding part and ball. NOTE • Do not damage to the brush and commutator. (When reassembling) • Apply grease (DENSO CO. No.50 or equivalent) to the parts indicated in the figure. (1) (2) (3) (4) (5) (6) (7)

Gear Front Bracket Solenoid Switch Overrunning Clutch Internal Gear Planetary Gear Ball

(8) (9) (10) (11) (12) (13)

Set of Packings Through Bolt Armature Yoke Brush Holder Rear End Frame

00(D-Kubota)-4-62

Group 00(D-Kubota), Engine

(15) Alternator Front Bracket 1. Remove the 4 screws (3). 2. Separate the front bracket (1) and the rear bracket (2) from each other. IMPORTANT • Put a tally line on the front bracket and the rear bracket for reassembling them later. (1) Front Bracket (2) Rear Bracket

(3) Screw

Pulley 1. Hold the rotor (base of the claw) in a vise. Loosen the lock nut using a M24 box wrench. Tightening torque

Pulley nut

58.3 to 78.9 N·m 5.95 to 8.05 kgf·m 43.0 to 58.2 ft-lbs

Rotor 1. Remove the 4 screws and detach the bearing retainer. 2. Temporarily install the nut on the pulley screw, and detach the rotor.

Brush 1. When the rotor is detached, the 2 brushes are found to stretch out of the shaft hole.

00(D-Kubota)-4-63

Group 00(D-Kubota), Engine

Reassembling the Brush 1. Fit the brush with its sliding face in the clockwise direction when viewed from front. IMPORTANT • Be sure to keep the 2 brushes deep in the brush holder. Otherwise the rotor and the rear section can not be fitted into the position. • Use a 4 mm hex. wrench to push the brushes into place. • Using a pin-pointed (2 mm) punch, keep the brushes from popping out. 2. Match the tally line of the front section with that of the rear section. 3. Tighten the 4 screws, and draw out the pin-pointed punch out of the brush holder. (1) Marking

Bearing at Slip Ring Side 1. Lightly secure the rotor (1) with a vise to prevent damage, and remove the bearing (2) with a puller (3). (1) Rotor (2) Bearing

(3) Puller

00(D-Kubota)-4-64

Group 00(D-Kubota), Engine

[4] SERVICING (1) Cylinder Head Top Clearance 1. Remove the cylinder head (remove the cylinder head gasket completely). 2. Bring the piston to its top dead center fasten 1.5 mm dia. 5 to 7 mm long fuse wires to 3 to 4 spots on the piston top with grease so as to avoid the intake and exhaust valves and the combustion chamber ports. 3. Bring the piston to its middle position, install the cylinder head, and tighten the cylinder head screws to specification. (Head gasket must be changed to new one). 4. Turn the crank shaft until the piston exceeds its top dead center. 5. Remove the cylinder head, and measure squeezed fuse wires for thickness. 6. If the measurement is not within the specified value, check the oil clearance of the crankpin journal and the piston pin. Top clearance (Factory spec)

Tightening torque

V3800DI-T-E2B

0.72 to 0.90 mm 0.0283 to 0.0354 in.

V3800DI-T-E3B

0.701 to 0.930 mm 0.0276 to 0.0366 in.

Cylinder head mounting screw

98.1 to 107.9 N·m 10.0 to 11.0 kgf·m 72.3 to 79.6 ft-lbs

(1) Fuse

Cylinder Head Surface Flatness 1. Clean the cylinder head surface. 2. Place a straightedge on the cylinder head’s four sides (A), (B), (C) and (D) and two diagonal (E) and (F) as shown in the figure. Measure the clearance with a feeler gauge. 3. If the measurement exceeds the allowable limit, correct it with a surface grinder. IMPORTANT • Be sure to check the valve recessing after correcting. Cylinder head surface flatness

Allowable limit

0.05 mm 0.0020 in.

00(D-Kubota)-4-65

Group 00(D-Kubota), Engine Cylinder Head Flaw 1. Prepare an air spray red check. 2. Clean the surface of the cylinder head with the detergent (2). 3. Spray the cylinder head surface with the red permeative liquid (1). Leave it five to ten minutes after spraying. 4. Wash away the red permeative liquid on the cylinder head surface with the detergent (2). 5. Spray the cylinder head surface with the white developer (3). 6. If flawed, it can be identified as red marks. (1) Red Permeative Liquid (2) Detergent

(3) White Developer

Valve Recessing 1. Clean the cylinder head, the valve face and seat. 2. Insert the valve into the valve guide. 3. Measure the valve recessing with a depth gauge. 4. If the measurement exceeds the allowable limit, replace the valve. If it still exceeds the allowable limit after replacing the valve, replace the cylinder head.

Factory spec. Valve recessing

Allowable limit (1) Cylinder Head Surface

Intake valve

(recessing) 0.6 to 0.8 mm 0.0236 to 0.0315 in.

Exhaust valve

(recessing) 0.85 to 1.05 mm 0.0335 to 0.0413 in.

(recessing) 1.2 mm 0.0472 in. (A) Recessing (B) Protrusion

Valve Lapping 1. Apply compound evenly to the valve lapping surface. 2. Insert the valve into the valve guide. Lap the valve onto its seat with a valve flapper or screwdriver. 3. After lapping the valve, wash the compound away and apply oil, then repeat valve lapping with oil. 4. Apply prussian blue to the contact surface to check the seated rate. If it is less than 70 %, repeat valve lapping again. IMPORTANT • When valve lapping is performed, be sure to check the valve recessing and adjust the valve clearance after assembling the valve. (1) Correct (2) Incorrect

(3) Incorrect

00(D-Kubota)-4-66

Group 00(D-Kubota), Engine

Clearance between Valve Stem and Valve Guide 1. Remove carbon from the valve guide section. 2. Measure the valve stem O.D. with an outside micrometer. 3. Measure the valve guide I.D. of the cylinder head at the most wear part as shown in the figure below with a small hole gauge. And calculate the clearance. 4. If the clearance exceeds the allowable limit, replace the valves. If it still exceeds the allowable limit, replace the valve guide.

Clearance between valve stem and guide

Factory spec.

Intake valve

0.055 to 0.085 mm 0.0022 to 0.0033 in.

Exhaust valve

0.055 to 0.085 mm 0.0022 to 0.0033 in.

Allowable limit

Valve stem O.D.

Factory spec.

Valve guide I.D.

Factory spec.

0.1 mm 0.0039 in.

Intake valve

6.960 to 6.975 mm 0.2740 to 0.2746 in.

Exhaust valve

6.960 to 6.975 mm 0.2740 to 0.2746 in.

Intake valve

7.030 to 7.045 mm 0.2768 to 0.2774 in.

Exhaust valve

7.030 to 7.045 mm 0.2768 to 0.2774 in.

Replacing Valve Guide (When removing) 1. Using a valve guide replacing tool, press out the used valve guide. (When installing) 1. Clean a new valve guide, and apply engine oil to it. 2. Using a valve guide replacing tool, press in a new valve guide until it is flush with the cylinder head as shown in the figure. 3. Ream precisely the I.D. of the valve guide to the specified dimension. IMPORTANT • Do not hit the valve guide with a hammer, etc. during replacement. (A) When Removing

(B) When Installing

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Group 00(D-Kubota), Engine

Correcting Valve and Valve Seat NOTE • Before correcting the valve and seat, check the valve stem and the I.D. of valve guide section, and repair them if necessary. • After correcting the valve seat, be sure to check the valve recessing. 1) Correcting Valve 1. Correct the valve with a valve refacer.

Valve face angle

Factory spec.

IN.

1.047 rad 60 °

EX.

0.785 rad 45 °

2) Correcting Valve Seat 1. Slightly correct the seat surface with a 1.047 rad (60 °) (intake valve) or 0.785 rad (45 °) (exhaust valve) valve seat cutter. 2. Resurface the seat surface with a 0.523 rad (30 °) valve seat cutter to intake valve seat and with a 0.262 rad (15 °) valve seat cutter to exhaust valve seat so that the width is close to specified valve seat width.

Valve seat width

Factory spec.

IN.

1.6 to 2.0 mm 0.0630 to 0.0790 in.

EX.

2.3 to 2.6 mm 0.0906 to 0.1024 in.

3. After resurfacing the seat, inspect for even valve seating, apply a thin film of compound between the valve face and valve seat, and fit them with valve lapping tool. 4. Check the valve seating with prussian blue. The valve seating surface should show good contact all the way around.

Valve seat angle

(1) Valve Seat Width (2) Identical Dimensions

Factory spec.

IN.

1.047 rad 60 °

EX.

0.785 rad 45 °

(A) (B) (C) (a) (b) (c)

Check Contact Correct Seat Width Check Contact 0.262 rad (15 °) or 0.523 rad (30 °) 0.785 rad (45 °) or 1.047 rad (60 °) 0.523 rad (30 °) or 0.262 rad (15 °)

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Group 00(D-Kubota), Engine

Free Length and Tilt of Valve Spring 1. Measure the free length (B) with vernier calipers. If the measurement is less than the allowable limit, replace it. 2. Put the spring on a surface plate, place a square on the side of the spring, and check to see if the entire side is contact with the square. Rotate the spring and measure the maximum (A). If the measurement exceeds the allowable limit, replace. 3. Check the entire surface of the spring for scratches. Replace it, if any. Tilt (A)

Allowable limit Intake valve Exhaust valve Intake valve Exhaust valve

Factory spec. Free length (B) Allowable limit (A) Tilt

1.0 mm 0.039 in. 35.1 to 35.6 mm 1.3819 to 1.4016 in. 35.1 to 35.6 mm 1.3819 to 1.4016 in. 34.6 mm 1.3622 in. 34.6 mm 1.3622 in.

(B) Free length

Valve Spring Setting Load 1. Place the valve spring on a tester and compress it to the same length it is actually compressed in the engine. 2. Read the compression load on the gauge. 3. If the measurement is less than the allowable limit, replace it.

Factory spec. Setting load / setting length Allowable limit

Intake valve Exhaust valve Intake valve Exhaust valve

63.547 N / 31.5 mm 6.48 kgf / 31.5 mm 14.256 lbs / 1.2401 in. 63.547 N / 31.5 mm 6.48 kgf / 31.5 mm 14.256 lbs / 1.2401 in. 45.864 N / 31.5 mm 4.68 kgf / 31.5 mm 10.296 lbs / 1.2401 in. 45.864 N / 31.5 mm 4.68 kgf / 31.5 mm 10.296 lbs / 1.2401 in.

Oil Clearance between Rocker Arm Shaft and Bearing 1. Measure the rocker arm bearing I.D. with an inside micrometer. 2. Measure the rocker arm shaft O.D. with an outside micrometer, and then calculate the oil clearance. 3. If the clearance exceeds the allowable limit, replace the rocker arm and measure the oil clearance again. If it still exceeds the allowable limit, replace also the rocker arm shaft. Oil clearance of rocker arm shaft and bearing

Factory spec. Allowable limit

Rocker arm shaft O.D.

Factory spec.

Rocker arm I.D. for shaft

Factory spec.

0.016 to 0.045 mm 0.0006 to 0.0018 in. 0.15 mm 0.0059 in. 15.973 to 15.984 mm 0.6289 to 0.6293 in. 16.000 to 16.018 mm 0.6299 to 0.6306 in.

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Group 00(D-Kubota), Engine

Push Rod Alignment 1. Place the push rod on V blocks. 2. Measure the push rod alignment. 3. If the measurement exceeds the allowable limit, replace the push rod. Push rod alignment

Allowable limit

0.25 mm 0.0098 in.

Oil Clearance between Tappet and Tappet Guide Bore 1. Measure the tappet O.D. with an outside micrometer. 2. Measure the I.D. of the tappet guide bore with a cylinder gauge, and calculate the oil clearance. 3. If the oil clearance exceeds the allowable limit or the tappet is damaged, replace the tappet. Factory spec.

0.020 to 0.062 mm 0.0008 to 0.0024 in. 0.07 mm 0.0028 in.

Oil clearance between tappet and guide bore

Allowable limit

Tappet O.D.

Factory spec.

23.959 to 23.980 mm 0.9433 to 0.9441 in.

Tappet guide bore I.D.

Factory spec.

24.000 to 24.021 mm 0.9449 to 0.9457 in.

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Group 00(D-Kubota), Engine

(2) Timing Gears Timing Gear Backlash 1. Set a dial indicator (lever type) with its tip on the gear tooth. 2. Move the gear to measure the backlash, holding its mating gear. 3. If the backlash exceeds the allowable limit, check the oil clearance of the shafts and the gear. 4. If the oil clearance is proper, replace the gear. Factory spec. Backlash between crank gear and idle gear 1

Backlash between idle gear 1 and cam gear

Backlash between idle gear 1 and idle gear 2

Allowable limit Factory spec. Allowable limit Factory spec. Allowable limit

0.049 to 0.193 mm 0.0019 to 0.0076 in. 0.22 mm 0.0087 in. 0.049 to 0.189 mm 0.0019 to 0.0074 in. 0.22 mm 0.0087 in. 0.044 to 0.185 mm 0.0017 to 0.0073 in. 0.22 mm 0.0087 in. 0.044 to 0.177 mm 0.0017 to 0.0070 in. 0.22 mm 0.0087 in.

Backlash between idle gear 2 and injection pump gear

Factory spec.

Backlash between cam gear and balancer gear 1

Factory spec.

Backlash between idle gear 1 and balancer gear 2

Factory spec.

0.044 to 0.183 mm 0.0017 to 0.0072 in.

Allowable limit

0.22 mm 0.0087 in.

Allowable limit

0.047 to 0.182 mm 0.0018 to 0.0072 in. 0.22 mm 0.0087 in.

Idle Gear Side Clearance 1. Set a dial indicator with its tip on the idle gear. 2. Measure the side clearance by moving the idle gear to the front and rear. 3. If the measurement exceeds the allowable limit, replace the idle gear collar. Factory spec. Idle gear side clearance Allowable limit

0.15 to 0.30 mm 0.0059 to 0.0118 in. 0.9 mm 0.0354 in.

Camshaft Side Clearance 1. Set a dial indicator with its tip on the camshaft. 2. Measure the side clearance by moving the cam gear to the front and rear. 3. If the measurement exceeds the allowable limit, replace the camshaft stopper. Factory spec. Side clearance

Allowable limit

0.07 to 0.22 mm 0.0028 to 0.0087 in. 0.30 mm 0.0118 in.

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Group 00(D-Kubota), Engine

Camshaft Alignment 1. Support the camshaft with V block on the surface plate and set a dial indicator with its tip on the intermediate journal at right angle. 2. Rotate the camshaft on the V blocks and get the misalignment (half of the measurement). 3. If the misalignment exceeds the allowable limit, replace the camshaft. Camshaft alignment

Allowable limit

0.01 mm 0.00039 in.

Cam Height 1. Measure the height of the cam at its highest point with an outside micrometer. 2. If the measurement is less than the allowable limit, replace the camshaft. Factory spec. Intake and exhaust cam height Allowable limit

Intake valve

37.63 mm 1.4815 in.

Exhaust valve

38.96 mm 1.5338 in.

Intake valve

37.13 mm 1.4618 in.

Exhaust valve

38.46 mm 1.5141 in.

Oil Clearance of Camshaft Journal 1. Measure the camshaft journal O.D. with an outside micrometer. 2. Measure the cylinder block bore I.D. for camshaft with an inside micrometer. 3. If the clearance exceeds the allowable limit, replace the camshaft. Factory spec.

0.050 to 0.091 mm 0.0020 to 0.0036 in.

Allowable limit

0.15 mm 0.0059 in.

Camshaft journal O.D.

Factory spec.

45.934 to 45.950 mm 1.8084 to 1.8091 in.

Camshaft bearing I.D.

Factory spec.

46.000 to 46.025 mm 1.8110 to 1.8120 in.

Oil clearance of camshaft journal

00(D-Kubota)-4-72

Group 00(D-Kubota), Engine Oil Clearance between Idle Gear Shaft 1, 2 and Idle Gear 1, 2 Bushing 1. Measure the idle gear shaft O.D. with an outside micrometer. 2. Measure the idle gear bushings I.D. with an inside micrometer, and calculate the oil clearance. 3. If the oil clearance exceeds the allowable limit, replace the bushing. Factory spec.

0.050 to 0.091 mm 0.0020 to 0.0036 in.

Allowable limit

0.10 mm 0.0039 in.

Idle gear 1, 2 bushing I.D.

Factory spec.

45.025 to 45.050 mm 1.7726 to 1.7736 in.

Idle gear 1, 2 shaft O.D.

Factory spec.

44.959 to 44.975 mm 1.7700 to 1.7707 in.

Oil clearance between idle gear 1, 2 shaft and idle gear 1, 2 bushing

Replacing Idle Gear Bushing (When removing) 1. Using an idle gear bushing replacing tool, press out the used bushing. (When installing) 1. Clean a new idle gear bushing and idle gear bore, and apply engine oil to them. 2. Using an idle gear bushing replacing tool, press in a new bushing (service parts) to the specified dimension. (See figure.) (A) When Removing

(B) When Installing

Balancer Shaft Side Clearance 1. Set a dial indicator with tip on the balancer shaft. 2. Measure the side clearance by moving the balancer shaft to the front and rear. 3. If the measurement exceeds the allowable limit, replace the balancer shaft. Factory spec.

0.070 to 0.22 mm 0.0028 to 0.0087 in.

Allowable limit

0.3 mm 0.0118 in.

Side clearance

Balance Shaft Alignment 1. Support the balancer shaft with V blocks on the surface plate and set a dial indicator with its tip on the intermediate journal at high angle. 2. Rotate the balancer shaft on the V block and get the misalignment (half of the measurement). 3. If the misalignment exceeds the allowable limit, replace the balancer shaft. Balancer shaft alignment

Allowable limit

0.02 mm 0.0008 in.

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Group 00(D-Kubota), Engine

Oil Clearance of Balancer Shaft Journal 1. Measure the balancer shaft journal O.D. with an outside micrometer. 2. Measure the cylinder block bore I.D. (A), (B) for balancer shaft with an inside micrometer. 3. If the clearance exceeds the allowable limit, replace the balancer shaft. Factory spec.

0.070 to 0.159 mm 0.0028 to 0.0063 in.

Allowable limit

0.2 mm 0.0079 in.

Balancer-shaft journal O.D.

Factory spec.

50.92 to 50.94 mm 2.0047 to 2.0055 in.

Balancer-shaft bearing I.D. (A), (B)

Factory spec.

51.01 to 51.08 mm 2.0083 to 2.0110 in.

Oil clearance of balancer-shaft journal

(A) Balancer-shaft Bearing I.D.

(B) Balancer-shaft Bearing I.D.

(3) Piston and Connecting Rod Piston Pin Bore I.D. 1. Measure the piston pin bore I.D. in both the horizontal and vertical directions with a cylinder gauge. 2. If the measurement exceeds the allowable limit, replace the piston. Factory spec.

30.000 to 30.013 mm 1.1811 to 1.1816 in.

Allowable limit

30.05 mm 1.1831 in.

Piston pin bore I.D.

Oil Clearance between Piston Pin and Small End Bushing 1. Measure the O.D. of the piston pin where it contacts the bushing with an outside micrometer. 2. Measure the I.D. of the piston pin bushing at the connecting rod small end with a cylinder gauge. Calculate the oil clearance. 3. If the clearance exceeds the allowable limit, replace the bushing. If it still exceeds the allowable limit, replace the piston pin. Oil clearance between piston pin and small end bushing

Factory spec.

0.020 to 0.040 mm 0.0008 to 0.0016 in.

Allowable limit

0.15 mm 0.0059 in.

Piston pin O.D.

Factory spec.

30.006 to 30.011 mm 1.1813 to 1.1815 in.

Small end bushing I.D.

Factory spec.

30.031 to 30.046 mm 1.1823 to 1.1829 in. W1065897

00(D-Kubota)-4-74

Group 00(D-Kubota), Engine

Replacing Small End Bushing (When removing) 1. Press out the used bushing using a small end bushing replacing tool. (When installing) 1. Clean a new small end bushing and bore, and apply engine oil to them. 2. Insert a new bushing onto the tool and press-fit it with a press so that the seam (1) of bushing position as shown in the figure, until is flash with the connecting rod. (1) Seam

(A) When Removing (B) When Installing (C) 0.26 rad (15 °)

Connecting Rod Alignment NOTE • Since the I.D. of the connecting rod small end bushing is the basis of this check, check the bushing for wear beforehand. 1. Remove the piston pin from the piston. 2. Install the piston pin in the connecting rod. 3. Install the connecting rod on the connecting rod alignment tool. 4. Put a gauge over the piston pin, and move it against the face plate. 5. If the gauge does not fit squarely against the face plate, measure the space between the pin of the gauge and the face plate. 6. If the measurement exceeds the allowable limit, replace the connecting rod. Connecting rod alignment

Allowable limit

0.05 mm 0.0020 in.

Piston Ring Gap 1. Insert the piston ring into the lower part of the liner (the least worn part) with the piston. 2. Measure the ring gap with a feeler gauge. 3. If the gap exceeds the allowable limit, replace the piston ring. Top ring and second ring

Factory spec. Allowable limit

Factory spec. Oil ring Allowable limit

0.30 to 0.45 mm 0.0118 to 0.0177 in. 1.25 mm 0.0492 in. 0.25 to 0.45 mm 0.0098 to 0.0177 in. 1.25 mm 0.0492 in.

00(D-Kubota)-4-75

Group 00(D-Kubota), Engine

Clearance between Piston Ring and Groove 1. Remove carbon from the ring grooves. 2. Measure the clearance between the ring and the groove with a feeler gauge or depth gauge. 3. If the clearance exceeds allowable limit, check the new ring since compression leak and oil shortage result. 4. If clearance still exceeds the allowable limit after replacing the ring, replace the piston.

Factory spec.

Allowable limit

Top ring

0.05 to 0.09 mm 0.0020 to 0.0035 in.

Second ring

0.093 to 0.120 mm 0.0037 to 0.0047 in.

Oil ring

0.020 to 0.060 mm 0.0008 to 0.0023 in.

Top ring

0.15 mm 0.0059 in.

Second ring

0.20 mm 0.0079 in.

Oil ring

0.15 mm 0.0059 in.

(4) Crankshaft Crankshaft Side Clearance 1. Set a dial indicator with its tip on the end of the crankshaft. 2. Measure the side clearance by moving the crankshaft to the front and rear. 3. If the measurement exceeds the allowable limit, replace the thrust bearings. 4. If the same size bearing is useless because of the crankshaft journal wear, replace it with an oversize one referring to the table and figure. Crankshaft side clearance

Factory spec.

0.15 to 0.31 mm 0.0059 to 0.0122 in.

Allowable limit

0.50 mm 0.0197 in.

(Reference) • Oversize dimensions of crankshaft journal. Oversize

0.2 mm 0.008 in.

0.4 mm 0.016 in.

Dimension A

169.1 to 169.15 mm 6.6575 to 6.6594 in.

169.2 to 169.25 mm 6.6614 to 6.6634 in.

Dimension B

29.20 to 29.25 mm 1.1496 to 1.1515 in.

29.40 to 29.45 mm 1.1574 to 1.1594 in.

Dimension C

2.8 to 3.2 mm radius 0.1102 to 0.1260 in. radius

(0.8S) The crankshaft journal must be fine-finished to higher than ೚೚೚೚

00(D-Kubota)-4-76

Group 00(D-Kubota), Engine

Crankshaft Alignment 1. Support the crankshaft with V block on the surface plate and set a dial indicator with its tip on the intermediate journal at right angle. 2. Rotate the crankshaft on the V block and get the misalignment (half of the measurement). 3. If the misalignment exceeds the allowable limit, replace the crankshaft. Crankshaft alignment

Allowable limit

0.02 mm 0.00079 in.

Oil Clearance between Crankpin and Crankpin Bearing 1. Clean the crankpin and crankpin bearing. 2. Put a strip of plastigage on the center of the crankpin. 3. Install the connecting rod cap and tighten the connecting rod screws to the specified torque, and remove the cap again. 4. Measure the amount of the flattening with the scale, and get the oil clearance. 5. If the oil clearance exceeds the allowable limit, replace the crankpin bearing. 6. If the same size bearing is out of specifications because of the crankpin wear, replace it with an undersize one referring to the table and figure. NOTE • Never insert the plastigage into the crankpin oil hole. • Be sure not to move the crankshaft while the connecting rod screws are tightened. Crankpin O.D.

Factory spec.

52.977 to 52.990 mm 2.0857 to 2.0862 in.

Oil clearance between crankpin and crankpin bearing

Factory spec.

0.018 to 0.051 mm 0.0007 to 0.0020 in.

Allowable limit

0.20 mm 0.0079 in.

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Group 00(D-Kubota), Engine

Oil Clearance between Crankpin and Crankpin Bearing (Continued) IMPORTANT • STD size crankpin bearing. To replace it with a specific STD service part, make sure the crankpin bearing has the same ID color as the connecting rod. Connecting rod

ID Color

Large-end in. dia.

Crankpin bearing Class

Part code

Center wall thick

Blue

56.01 to 56.02 mm 2.2051 to 2.2055 in.

1C020-22311

1.496 to 1.501 mm 0.0589 to 0.0591 in.

Without color

56.00 to 56.01 mm 2.2047 to 2.2051 in.

1C020-22331

1.491 to 1.496 mm 0.0587 to 0.0589 in.

(Reference) • Undersize dimensions of crankpin 0.2 mm 0.008 in.

0.4 mm 0.016 in.

Dimension A

2.8 to 3.2 mm radius 0.1102 to 0.1260 in. radius

*Dimension B

1.0 to 1.5 mm relief 0.0394 to 0.0591 in. relief

Dimension C

52.777 to 52.790 mm dia. 2.0778 to 2.0783 in. dia.

52.577 to 52.590 mm dia. 2.0700 to 2.0705 in. dia.

Undersize

(0.8S) The crankpin must be fine-finished to higher than ೚೚೚೚ *Holes to be de-burred and edges rounded with 1.0 to 1.5 mm (0.0394 to 0.0591 in.) relief. (1) ID Color (2) Crankpin Bearing

(3) Center Wall Thick

00(D-Kubota)-4-78

Group 00(D-Kubota), Engine

Oil Clearance between Crankshaft Journal and Crankshaft Bearing 1. Clean the crankshaft journal and crankshaft bearing. 2. Put a strip of press gauge on the center of the journal. IMPORTANT • Never insert the press gauge into the oil hole of the journal. 3. Install the main bearing case and tighten the screws to the specified torque, and remove the cases again. 4. Measure the amount of the flattening with the scale and get the oil clearance. 5. If the clearance exceeds the allowable limit, replace the crankshaft bearing. Crankshaft journal O.D.

Factory spec.

74.977 to 74.990 mm 2.9518 to 2.9524 in.

Oil clearance between crankshaft journal and crankshaft bearing

Factory spec.

0.018 to 0.062 mm 0.0007 to 0.0024 in.

Allowable limit

0.20 mm 0.0079 in.

(Reference) • Undersize dimensions of crankshaft journal. 0.2 mm 0.008 in.

0.4 mm 0.016 in.

Dimension A

2.8 to 3.2 mm radius 0.1102 to 0.1260 in. radius

*Dimension B

1.0 to 1.5 mm relief 0.0394 to 0.0591 in. relief

Dimension C

74.777 to 74.790 mm dia. 2.9440 to 2.9445 in. dia.

74.577 to 74.590 mm dia. 2.9361 to 2.9366 in. dia.

Undersize

(0.8S) The crankshaft journal must be fine-finished to higher than ೚೚೚೚ *Holes to be de-burred and edges rounded with 1.0 to 1.5 mm (0.0394 to 0.0591 in.) relief.

Replacing Crankshaft Sleeve 1. Remove the used crankshaft sleeve (2). 2. Set the sleeve guide (3) to the crankshaft (1). 3. Heat a new sleeve to a temperature between 150 to 200୅G(302 to 392 එ), and fix the sleeve to the crankshaft as shown in figure. 4. Press fit the sleeve using the auxiliary socket for pushing (4). NOTE • Mount the sleeve with its largely chamfered surface facing outward. (1) Crankshaft (2) Crankshaft Sleeve

(3) Sleeve Guide (4) Auxiliary Socket for Pushing

00(D-Kubota)-4-79

Group 00(D-Kubota), Engine

(5) Cylinder Cylinder Wear 1. Measure the I.D. of the cylinder at the six positions (see figure) with a cylinder gauge to find the maximum and minimum I.D.’s. 2. Get the difference (Maximum wear) between the maximum and the minimum I.D.’s. 3. If the wear exceeds the allowable limit, bore and hone to the oversize dimension. (Refer to “Correcting Cylinder”.) 4. Visually check the cylinder wall for scratches. If deep scratches are found, the cylinder should be bored. (Refer to “Correcting Cylinder”.) Factory spec.

100.00 to 100.022 mm 3.9370 to 3.9379 in.

Allowable limit

100.15 mm 3.9429 in.

Cylinder Bore I.D.

(A) Top (B) Middle (C) Bottom (Skirt)

(a) Right-angled to piston pin (b) Piston pin direction

Correcting Cylinder (Oversize) 1. When the cylinder is worn beyond the allowable limit, bore and hone it to the specified dimension. Cylinder I.D. (2)

Factory spec.

100.500 to 100.522 mm 3.9567 to 3.9576 in.

Maximum wear

Allowable limit

100.65 mm 3.9626 in.

Finishing

Hone to 1.2 to 3.0 Ɇm Rz (0.000087 to 0.00012 in. Rz) ೚೚೚

2. Replace the piston and piston rings with oversize 0.5 mm (0.0197 in.) ones. NOTE • When the oversize cylinder is worn beyond the allowable limit, replace the cylinder block with a new one. (1) Cylinder I.D. (Before Correction)

(2) Oversize Cylinder I.D.

(6) Oil Pump Rotor Lobe Clearance 1. Measure the clearance between lobes of the inner rotor and the outer rotor with a feeler gauge. 2. If the clearance exceeds the allowable limit, replace the oil pump rotor assembly. Clearance between inner rotor and outer rotor

Factory spec.

0.04 to 0.16 mm 0.0016 to 0.0063 in.

Allowable limit

0.3 mm 0.0118 in.

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Group 00(D-Kubota), Engine

Clearance between Outer Rotor and Pump Body 1. Measure the clearance between the outer rotor and the pump body with a feeler gauge. 2. If the clearance exceeds the allowable limit, replace the oil pump rotor assembly. Clearance between outer rotor and pump body

Factory spec.

0.100 to 0.184 mm 0.0039 to 0.0072 in.

Allowable limit

0.3 mm 0.0118 in.

Clearance between Rotor and Cover 1. Put a strip of plastigage onto the rotor face with grease. 2. Install the cover and tighten the screws with the specified torque. 3. Remove the cover carefully, and measure the amount of the flattening with the scale and get the clearance. 4. If the clearance exceeds the allowable limit, replace oil pump rotor assembly and the cover. Clearance between rotor and cover

Tightening torque

Factory spec.

0.025 to 0.075 mm 0.0010 to 0.0030 in.

Allowable limit

0.225 mm 0.0089 in.

Oil pump cover screw

7.9 to 9.3 N·m 0.80 to 0.95 kgf·m 5.8 to 6.9 ft-lbs

(7) Starter Overrunning Clutch 1. Inspect the pinion for wear or damage. 2. If there is any defect, replace the overrunning clutch assembly. 3. Check that the pinion turns freely and smoothly in the overrunning direction and does not slip in the cranking direction. 4. If the pinion slips or does not rotate in the both directions, replace the overrunning clutch assembly.

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Group 00(D-Kubota), Engine

Commutator and Mica 1. Check the contact face of the commutator for wear, and grind the commutator with emery paper if it is slightly worn. 2. Measure the commutator O.D. with an outside micrometer at several points. 3. If the minimum O.D. is less than the allowable limit, replace the armature. 4. If the difference of the O.D.’s exceeds the allowable limit, correct the commutator on a lathe to the factory specification. 5. Measure the mica undercut. 6. If the undercut is less than the allowable limit, correct if with a saw blade and chamfer the segment edges. Factory spec.

32 mm 1.2598 in.

Allowable limit

31.4 mm 1.2362 in.

Factory spec.

0.5 mm 0.0197 in.

Allowable limit

0.20 mm 0.0079 in.

Commutator O.D.

Mica under cut

(1) Segment (2) Depth of Mica (3) Mica

(a) Good (b) Bad

Brush Wear 1. If the contact face of the brush is dirty or dusty, clean it with emery paper. 2. Measure the brush length (A) with vernier calipers. 3. If the length is less than the allowable limit, replace the yoke assembly and brush holder. Factory spec.

18.0 mm 0.7086 in.

Allowable limit

11.0 mm 0.4331 in.

Brush length (A)

(A) Brush Length

Brush Holder 1. Check the continuity across the brush holder and the holder support with an ohmmeter. 2. If it conducts, replace the brush holder. Resistance

Brush holder – Holder support

Infinity

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Group 00(D-Kubota), Engine Armature Coil 1. Check the continuity across the commutator and armature coil core with an ohmmeter. 2. If it conducts, replace the armature. 3. Check the continuity across the segments of the commutator with an ohmmeter. 4. If it does not conduct, replace the armature. Resistance

Commutator – Armature coil core

Infinity

Commutator segment

0Ω

Field Coil 1. Check the continuity across the lead (1) and brush (2) with an ohmmeter. 2. If it does not conduct, replace the yoke assembly. 3. Check the continuity across the brush (2) and yoke (3) with an ohmmeter. 4. If it conducts, replace the yoke assembly. Resistance (1) Lead (2) Brush

Lead (1) – Brush (2)

0Ω

Brush (2) – Yoke (3)

Infinity

(3) Yoke

(8) Alternator Bearing 1. Check the bearing for smooth rotation. 2. If it does not rotate smoothly, replace it.

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Group 00(D-Kubota), Engine

Rotor 1. Measure the resistance across the slip rings with an ohmmeter. 2. If the resistance is not the factory specification, replace it. 3. Check the continuity across the slip and core with an ohmmeter. 4. If infinity is not indicated, replace it. Resistance

Factory spec.

2.8 to 3.3 Ω

Slip Ring 1. Check the slip ring for score. 2. If scored, correct with an sand paper or on a lathe. 3. Measure the O.D. of slip ring with vernier calipers. 4. If the measurement is less than the allowable limit, replace it. Factory spec.

22.7 mm 0.894 in.

Allowable limit

22.1 mm 0.870 in.

Slip ring O.D.

Brush Wear 1. Measure the brush length (A) with vernier calipers. 2. If the measurement is less than allowable limit, replace it. 3. Make sure that the brush moves smoothly. 4. If the brush is defective, replace it. Factory spec.

18.5 mm 0.728 in.

Allowable limit

5.0 mm 0.197 in.

Brush length (A)

(A) Brush Length

00(D-Kubota)-4-84

GROUP 00(L)

GROUP 00(L) ENGINE (GM V6 4.3L) ENGINE REMOVAL AND REPLACEMENT ................... Section1 4.3 LITER V6 ENGINE REPAIR PROCEDURES............. Section2 COOLING SYSTEM.......................................................... Section3

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Group 00(L), ENGINE

Section 1 ENGINE REMOVAL AND REPLACEMENT ENGINE REMOVAL

• Drain radiator and remove radiator hoses to engine and to filler neck bracket.

The following procedures describe the steps necessary to remove the engine. A hoist capable of lifting he overhead guard, counterweight, and engine is required. • Remove the overhead guard. • Remove the driver’s seat and any electrical wires mounted to the seat support. • Remove the clamshell hood.

• Remove transmission oil cooling lines at radiator.

• Remove counterweight. See the procedures for removing the counterweight in Group 38. • Disconnect battery leads at battery and remove the battery. Disconnect horn wires. • Remove floor plates. Remove top and side body sheet metal.

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• Remove the radiator.

00(L)-1-1

Group 00(L), ENGINE • Remove the air cleaner and air cleaner hoses and clamps.

• Remove heat shield from the the muffler and manifold. • Remove the muffler and tail-pipe. • Remove the exhaust pipe and heat shield wrap.

• Remove the engine oil cooler and hose.

• Remove accelerator control at carburetor throttle lever. • Remove the fuel line that goes from fuel pump to fuel tank in frame.

• Remove the main pump inlet fitting assembly, inlet hose, and stiffener.

• Remove the oil line from transmission. • Remove and tag all wire harness leads to engine components. Coil the wire harness and tie it out of the way to prevent damage when the engine is removed.

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Group 00(L), ENGINE • Connect OSHA-approved overhead chain to the engine lifting brackets. • Remove the engine mount bolts and dampeners. • Remove the engine flywheel housing to transmission fasteners.

• Remove the cover plate of flywheel housing. Unbolt the torque converter drive plate from the engine flywheel through the top hole. • Carefully separate engine from transmission by moving the engine away from the transmission. Lift engine out of truck. Use prybars if necessary to assist in separating engine from transmission; do not use unnecessary or excessive force.

ENGINE REPLACEMENT The following procedures explain replacement of the engine. A hoist capable of lifting the overhead guard, counterweight, and engine is required. NOTE The following procedures assume the torque convertor is in the transmission.

• Begin lowering the engine into frame using the hoist and chains hooked into enginelifting brackets. Put engine mounting dampeners in place on framemounting surfaces. • Remove top cover on flywheel housing. Check alignment of torque converter and flywheel ensuring that torque converter rotates freely. • Insert engine-mounting bolts and tighten to a torque of 23-27 lbf·ft (32–36 N·m). • Insert transmission case-to-engine bolts. Torque engine-to-transmission bolts to 24-27 lbf·ft (33-37 N·m).

NOTE Do not pry on the torque converter. Nicks and scratches can cause fatigue and leaks.

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Group 00(L), ENGINE • Use hole on the flywheel housing to replace the torque converter drive plate to engine flywheel bolts and tighten to a torque of 19 to 21 lbf·ft (25-28 N·m). • Tighten fasteners to a torque of 24-27 lbf·ft (33-37 N·m).

• Replace all wires on correct components on engine and remove all identification tags.

• Install the exhaust pipe and heat shield wrap. • Install the muffler and tail pipe. • Install the muffler and manifold heat shields.

• Install the main pump inlet fitting assembly using a new gasket; install the inlet hose and stiffener. Fill the oil sump to the correct level.

• Replace the oil line on the transmission.

• Replace the fuel line on the fuel pump.

• Install the air cleaner and air cleaner hoses and clamps. Ensure that all connections are tight and do not leak.

• Connect the accelerator control at the carburetor throttle lever.

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Group 00(L), ENGINE • Install the radiator.

• Install the battery and connect the battery leads.

• Install the engine oil cooler and hoses.

• Install the counterweight and tighten bolt to a torque of 350-400 lbf-ft (650-800N·m).

• Connect the transmission oil-cooling lines at the radiator.

WARNING

Use caution when replacing the counterweight. Keep all body parts away; use prybars to manuever the counterweight into exact mounting position. • Install sheet metal. • Replace the overheadguard. Insert and tighten fasteners to a torque of 50-55 lbf·ft (65-75 N·m).

• Connect engine cooling lines to the radiator; fill the radiator to the correct level. • Install front and rear floor plates. • Install seat support and top hood. • Attach electrical leads to the horn.

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Group 00(L), ENGINE

Section 2 4.3 LITER V6 ENGINE REPAIR PROCEDURES NOTICE Always use the correct fastener in the correct location. Use the correct fastener part number to replace a fastener. If the correct fastener part number is not available, a fastener of equal size and strength may be used. Do not use a fastener that is stronger when the correct fastener part number is not available in the following applications: • Some bolts are designed to permanently stretch, and if a stronger fastener is used, the part will not be tightened correctly. These permanently stretching bolts will be called out. The correct part number fasteners must be used to replace this type of fastener because there is no available equivalent. • Other bolts are designed to break if over tightened to prevent part damage. Using a stronger fastener may cause part damage to occur. Fasteners that need to be replaced when removed will be called out. Fasteners that require thread lockers or thread sealant will be called out The correct tightening specification and sequence must be used when installing fasteners. Part or system damage may occur if the above instructions are not followed. Use only a razor blade type scraper on engine component surfaces. Use extreme care so sealing surfaces are not scratched. Do not use any other method or technique to remove gasket material except where indicated. Do not use abrasive pads, sand paper or power tools to remove gasket material except where indicated. These techniques will produce fine grit that the oil filter will not be able to remove from the oil this grit is abrasive and has been known to cause internal engine damage.

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Group 00(L), ENGINE GENERAL DESCRIPTION

BALANCE SHAFT

The 4.3L (262 CID) engine is a liquid-cooled 90-degree V6 type with overhead valves, cast-iron block, cylinder heads, and cast-iron balance shaft.

A cast-ductile balance shaft is mounted in the crankcase above and in-line with the camshaft for enhanced engine smoothness under all operating conditions. A camshaft gear drives the gear attached to the balance shaft. The front end of the balance shaft is supported by a ball bearing and the opposite end uses a sleeve bearing.

CYLINDER BLOCK

VALVE TRAIN

The cylinder block has 6 cylinders arranged in a “V” shape with 3 cylinders in each bank. Starting at the front of the engine, cylinders in the right bank are numbered l-3-5 and cylinders in the left bank are numbered 2-4-6 (when viewed from the front of the engine). The firing order of the cylinders is 1-6-5-4-3-2. The cylinders are encircled by coolant jackets.

The valve train is a ball pivot type. Motion is transmitted from the camshaft through the hydraulic lifter and pushrod to the rocker arm.The rocker arm pivots on its ball and transmits the camshaft motion to the valve. The hydraulic valve lifters with roller followers keep all parts of the valve train in constant contact. Each lifter acts as an automatic adjuster and maintains zero lash in the valve train and eliminates the need for periodic valve adjustment.

ENGINE CONSTRUCTION

CYLINDER HEADS The cylinder heads have one intake and one exhaust valve for each cylinder. A spark plug is located between the valves in the side of the cylinder head. The valve guides are integral and the rocker arms are retained on individual threaded in Studs.

INTAKE MANIFOLD A cast-aluminum intake manifold is used that has an exhaust gas recirculation (EGR) port cast into it for the mixture of exhaust gases with the fuel and air mixture.

CRANKSHAFT The crankshaft is supported by four main bearing inserts. The number four bearing at the rear of the engine is the end thrust bearing. The bearings are retained by bearing caps that are machined with the block for proper alignment and clearances.

CAMSHAFT The camshaft is supported by four full round, sleeve type bearings. A sprocket on the crankshaft drives a timing chain which in turn drives the camshaft through a sprocket.

PISTONS AND CONNECTING RODS The pistons are made of cast aluminum alloy using two compression rings and one oil control ring. piston pins are offset 1.58750 mm (0.0625 in.) toward the major thrust side (right side) to reduce piston slap as the connecting rod travels from one side of the piston to the other side after a stroke. The pins are a press fit in the connecting rod and a floating fit in the piston.

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Group 00(L), ENGINE

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Group 00(L), ENGINE 1. Oil Pump Shaft Extension

120. Clutch Pressure Plate cover

2. Oil Pump Body

121. Dowel Pin

5. Pump Cover

122. Retainer

6. Pressure Regulator valve

123. Oil Pump Bolt

7. Pressure Regulator Valve Spring

124. Spring Stop Plug

8. Spring Stop Retaining Pin

125. Nut

10. Pickup Screen and Pipe

126. Gasket

70. Oil Pan Gasket

127. Oil Fan Drain Plug

71. Oil Pan Reinforcement

128. Oil Pan Stud

72. Oil pan

129. Bolt

80. seal Retainer Screw

130. Clip

81. Seal Retainer Nut

131. Bolt

82. Seal Retainer

132. Main Bearing Cap Bolt

83. Seal Retainer Stud

133. Groove Pin

84. Seal Retainer Gasket

134. Engine Flywheel

87. Camshaft Retainer

135. Flywheel Bolt

88. Camshaft Retainer Screw

136. Lower Main Bearing Insert

90. Seal

137. Crankshaft Front Oil seal

91. Gasket

138. Torsional Damper

92. Oil Fitter Adapter

139. Groove Pin

93. Bolt

140. Timing Pointer

100. Main Bearing Cap

141. Bolt

101. Crankshaft

142. Front Cover

102. Oil Filter

143. Front Cover Gasket

103. Piston Rings

144. Upper Main Bearing Insert

104. Piston

145. Woodruff key

105. Connecting Rod

146. Dowal Pin

106. Connecting Rod Bearing

148. Canshaft

107. Connecting Rod Cap

149. Coolant Pump Gasket

108. Connecting Rod Nut

150. Bolt

109. Plug

151. Coolant Pump

110. Knock Sensor

152. Crankshaft Sprocket

111. Plug

153. Bolt

112. Expansh Cup Plug

154. Camshaft sprocket

113. Plug

155. Timing Chain

114. Engine Block

156. Camshaft Bearing

115. Plug

157. Expansion Plug

116. Water Jacket Plug

158. Oil Level Indicator Tube

117. Clutch Driven Plate

159. Oil Level Indicator

118. Spring Lock washer

160. Bolt

119. Clutch Cover Bolt

161. Piston Pin

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Group 00(L), ENGINE

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Group 00(L), ENGINE 20. Valve Stem Key

165. Coolant Outlet Gasket

21. nlet Valve Spring Cap

166. Thermostat

22. Valve Stem Oil Shield

167. Vacuum Fitting

23. Valve Stem Oil Seal (O-Ring) 24. Inlet Valve Stem Seal

168. Engine Coolant Temperature, sensor

26. Valve Spring with Damper

169. Bolt

27. Inlet Valve

170. Intake Manifold

28. Exhaust Valve Rotator

171. Oil Pressure Sensor

29. Exhaust Valve

172. Oil Pressure Fitting

40. Lifter Restrictor Retainer Bolt

173. E.G.R. Valve Gasket

41. Lifter Restrictor Retainer

174. E.G.R. Valve

42. Rocker Arm Nut

175. Bolt

43. Rocker Arm Ball

176. Intake Manifold Gasket

44. Rocker Arm

177. Nut

45. Push Rod

178. Power Booster Vacuum Pipe

46. VaIve Lifter Guide (Restrictor) 47. Lifter 48. Flat Washer 50. Cylinder Head Bolt 51. Spark Plug 52. Coolant Temperature Sensor 53. Drain Plug 54. Cylinder Head Gasket 60. Heat Shield 61. Washer 62. Exhaust ManifoId Lock 63. Bolt/Stud 162. Stud 163. Bolt 164. Coolant Outlet

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179. Exhaust Manifold 180. Fower Booster Vacuum Pipe Fitting 181. Plug 182. Coolant Temperature Sensor 183. Crankcase Ventilation Valve 184. Oil Filler Cap 185. Oil Filler Tube 186. Bolt 700. Rocker Arm Cover Bolt 701. Rocker Arm Cover 702. Rocker Arm Cover Gasket 704. Crankcase Vent Tube Grommet 705. Crankcase Vent Valve Grommet

00(L)-2-6

Group 00(L), ENGINE ENGINE LUBRICATION Figures 8 and 9 page. Lubrication schematics are shown in figures of 8 and 9 page. The gear type oil pump is driven from the distributor shaft, which is gear driven from the camshaft. Oil is drawn into the oil pump through a pickup screen and pipe. Pressurized oil is routed to the oil filter. In case of excessive oil pressure, a bypass valve is provided. Filtered oil flows into the main gallery and then to the camshaft, balance shaft rear bearing, and crankshaft bearings. The valve lifter oil gallery supplies oil to the valve lifters. Oil flows from the hydraulic lifters through the hollow pushrods to the rocker arms. Oil frorn overhead drains back to the crankcase through oil drain holes. The timing chain is drip fed from the front camshaft bearing. The pistons and piston pins are lubricated by oil splash.

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Group 00(L), ENGINE

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Group 00(L), ENGINE GENERAL INFORMATION STATEMENT ON CLEANLINESS AND CARE • An engine is a combination of many machined, honed, polished, and lapped surfaces with very fine tolerances. • Whenever valve train components, cylinder head, cylinder, crankshaft, or connecting rod components are removed for service, they should be retained in order. At the time of installation, they should be installed in the same locations and with the same mating surfaces as when removed.

USING RTV SEALER • Do not use RTV when extreme temperatures are expected, such as exhaust manifold, head gasket or where gasket eliminator is specified. • When separating components sealed with RTV, use a rubber mallet and “bump” the part sideways to shear the RTV sealer. “Bumping” should be done at bends or reinforced areas to prevent distortion of parts. RTV is weaker in shear (lateral) strength than in tensile (vertical) strength. NOTICE Attempting to pry or pull components apart may result in damage to the part.

• Any time the air cleaner or TBI unit is removed, the intake opening must be covered.This will protect against the entrance of foreign material which could follow the intake passage into the cylinder and cause extensive damage when the engine is started.

• Surfaces to be resealed must be clean and dry. Remove all traces of oil and RTV with a chlorinated solvent (GM P/N 1050454 or equivalent). Do not use petroleum cleaners such as mineral spirits. They leave a film onto which RTV will not stick.

• When any internal engine parts are serviced, care and cleanliness are important. A liberal coating of engine oil should be applied to friction areas during assembly to protect and lubricate the surfaces on initial operation. Throughout this section, it should be understood that proper cleaning and protection of machined surfaces and friction areas is part of the repair procedure. This is considered standard shop practice even if not specifically stated.

• Apply RTV to one of the clean surfaces. Use abead size as specified in the procedure. Run the bead to the inside of any bolt holes. Do not allow the sealer in any blind threaded holes, as it may prevent the bolt from seating properly or cause damage when the bolt is tightened.

IMPORTANT Use of RTV sealer and anaerobic gasket eliminator Two types of sealer are commonly used in the engines covered by this manual. These are RTV sealer and anaerobic “gasket eliminator” sealer. It is important that these sealers be applied properly and in their proper place to prevent oil leaks. The two types of sealers are not interchangeable. Use the sealer recommended in the procedure. • RTV (room temperature vulcanization) sealer is used where a nonrigid part is assembled to a rigid part. Common examples are oil pans and rocker covers. • Anaerobic gasket ehminator hardens in the absence of air. This sealer is used where two rigid parts (such as castings) are assembled together. When two rigid parts are disassembled and sealer or gasket is readily noticeable, the parts were probably assembled using gasket eliminator.

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• Assemble while RTV is still wet (within 3 minutes). Do not wait for RTV to skin over. • Torque bolts to specitications. Do not over-torque.

USING ANAEROBIC GASKET ELIMINATOR • Clean surfaces to be resealed with a chlorinated solvent (GM P/N 1050454 or equivalent) to remove all oil, grease, and old material. • Apply a continuous bead of gasket eliminator to one flange. • Spread the bead evenly with your finger to get a uniform coating on the complete flange. • Assemble parts in the normal manner and torque immediately to specifications. IMPORTANT Anaerobic sealed joints that are partially torqued and allowed to cure more than five minutes may result in incorrect shimming of the joint.

00(L)-2-9

Group 00(L), ENGINE REPLACING ENGINE GASKETS

CAUTION

Composite type gaskets are used in some areas of the engine assembly. These gaskets have a thin metal core. Use caution when removing or handling composite gaskets to help avoid personal injury.

• Lubricate the insert with light engine oil (except when installing in aluminum) and install. IMPORTANT When correctly installed, the insert should be flush to one turn below the surface. • If the tang of the insert does not break off when backing out the installer, break the tang off with a drift

THREAD REPAIR

Tools Required General purpose thread repair kits are available commercially. Damaged threads may be reconditioned by drilling out, rethreading, and installing a suitable thread insert.

CAUTION

Wear safety glasses to avoid eye damage. • Determine size, pitch, and depth of damaged thread. If necessary, adjust stop collars on cutting tool and tap to required depth. IMPORTANT Refer to the kit manufacturer’s instructions regarding the size of drill and tap to be used. • Drill out damaged thread. • Tap hole. Lubricate tap with light engine oil. Clean the thread. IMPORTANT Avoid buildup of chips. back out the tap every few turns and remove chips. • Thread the thread insert into the mandrel of the installer. Engage the tang of the insert on the end of the mandrel.

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Group 00(L), ENGINE DISASSEMBLY OF ENGINE TOOLS AND SHOP EQUIPMENT A clean well-lit work area should be available. other necessary equipment includes: a suitable parts cleaning tank, compressed air supply, trays to keep parts and fasteners organized, and an adequate set of hand tools. An approved engine repair stand will aid the work and help prevent personal injury or component damage. Special tools are listed and illustrated throughout this section with a complete listing at the end of the section. These tools (or their equivalents) are specially designed to quickly and safely accomplish the operations for which they are intended. The use of these special tools will also minimize possible damage to engine components. Some precision measuring tools are required for inspection of certain critical components. Torque wrenches are necessary for the correct assembly of various parts.

ACCESSORY REMOVAL The various procedures in this manual assume that the engine accessories have been removed. These accessories may include one or more of the following: • Hydraulic Pump

CLEANING It is important that the engine be as clean as possible to prevent dirt from entering critical areas during disassembly. Remove the engine accessories before cleaning, to provide better access to the engines exterior surfaces. After removing the TBI unit, distributor, etc., cover the openings with tape to prevent the entry of contaminants. Methods used to clean the engine will depend on the means which are available. Steam cleaning, pressure washing, or solvent cleaning am some of the acceptable methods. AIlow the engine to dry thoroughly before beginning any work.

DRAINING THE ENGINE Remove or Disconnect • Oil pan drain plug and washer. IMPORTANT Allow the oil to drain into a proper container. • Oil filter. • Coolant drain plug and or knock sensor from the block IMPORTANT Allow the coolant to drain from the block into a proper container.

• Generator • Air Conditioning Compressor • Cooling Fan • Distributor • TBI unit It is beyond the scope of this section to cover in detail the many different accessory installations. Refer to the appropriate service manual section for this information. Diagrams of emissions and vacuum hose routings, wiring harness routing, accessory drive belt layout, etc. should be found before removing accessories.

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Install or Connect NOTICE Refer to “Notice” on page 00(L)-2-1. • Oil pan drain bo1t. Tighten Drain plug to 25 N ·m (18 lbs. ft). • Coolant drain plug and or knock sensor into the block. Tighten • Coolant drain plug or knock sensor to 14 N ·m (124 lbs. in.).

00(L)-2-11

Group 00(L), ENGINE EGR VALVE REMOVAL Remove or Disconnect • Bolts. • EGR valve. • Gasket.

EXHAUST MANIFOLD REMOVAL Remove or Disconnect • Exhaust manifold bolts, washers, and tab washers. • Heat shields. • Exhaust manifold.

COOLANT PUMP REMOVAL Remove or Disconnect • coolant pump bolts. • coolant pump. • Gaskets.

VALVE TRAIN COMPONENT REMOVAL 19. Bolt 20. Retainer

ROCKER ARM COVER REMOVAL Remove or Disconnect

21. Nuts 22. Balls 23. Rocker Arm

• Rocker arm cover bolts(1).

24. Pushrods

• Rocker arm covers (2).

25. Restrictor

• Gaskets.

26. Hydraulic Lifter

INTAKE MANIFOLD REMOVAL Remove or Disconnect • Intake manifold bolts. • Intake manifold. • Gaskets.

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Group 00(L), ENGINE Remove or Disconnect IMPORTANT Store all reusable components in an exact order so they can be reassembled in the same position from which they were removed. • Rocker arm nuts (21), balls (22), and rocker arms (23).

Remove or Disconnect NOTICE The inertial weight section of the torsional damper is assembled to the hub with a rubber sleeve. The removal procedures must be followed (with the proper tools) or movement of the inertia weight section of the hub will destroy the tuning of the torsional damper and the engine timing reference.

• Push rods (24). • Bolt (19).

• Torsional damper bolt.

• Guide assembly (20).

• Torsional damper using J 23523-E (figure 10).

• Hydraulic lifters (26).

• Crankshaft key.

IMPORTANT Remove the lifters one at a tune and place them in an organizer rack

CYLINDER HEAD REMOVAL Remove or Disconnect • Engine lift bracket. • Cylinder head bolts. • Cylinder heads. • Head gaskets.

TORSIONAL DAMPER REMOVAL Tool Required J 23523-E Torsional Damper Puller

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Group 00(L), ENGINE

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Group 00(L), ENGINE OIL PAN REMOVAL

• Camshaft sprocket (40) and timing chain (41) together.

Remove or Disconnect • Oil pan nuts (125). • Oil pan bolts (129). • Clips (130) and studs (128). • Reinforcements. • Oil pan (72). • Gasket (70).

OIL PUMP REMOVAL Remove or Disconnect • Oil pump to main bearing cap bolt. • Complete oil pump assembly.

IMPORTANT The sprocket has a light interference fit on the camshaft. Tap the sprocket on its lower edge to loosen it.

• Shaft extension.

CAMSHAFT REMOVAL FLYWHEEL REMOVAL Remove or Disconnect

Tool Required: 5825-A Crankshaft Gear Remover

• Flywheel bolts.

• Balance shaft drive gear stud (35).

• Flywheel.

• Balance shaft drive gear (37).

FRONT COVER REMOVAL

• Crankshaft sprocket (38), if necessary. Use 5825 (figure 13).

Remove or Disconnect

• Camshaft retainer bolts and camshaft retainer.

• Front cover bolts.

• Camshaft.

• Front cover. • Front cover gasket.

TIMING CHAIN AND CAMSHAFT SPROCKET REMOVAL Remove or Disconnect Check timing chain free play. If the timing chain can be moved back and forth in excess of 1.58750 mm (0.625 in.), make a note that the timing chain should be replaced during assembly. • Camshaft sprocket bolts (39) and nut (34).

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IMPORTANT Install three 7.9375 mm (0.3125 in.- 18 pitch) bolts 100 ~ 125 mm (3.937 in. - 4.921 in.) long into the camshafts threaded holes. Use these bolts to handle the camshaft. (figure 14).

00(L)-2-15

Group 00(L), ENGINE BALANCE SHAFT REMOVAL

Tools Required: 38834 Balance Shaft Bearing Service Kit 26941 Bearing Remover Remove or Disconnect 1. Bolt (49). 2. Driven gear (42). 3. Retainer bolts (48). 4. Retainer (43). 5. Balanceshaft(47)using a soft faced hammer(above figure). 6. Balance shaft rear bearing (45) using 38834 and 26941. IMPORTANT The balance shaft with front bearing are serviced as an assembly. Use only the correct tools for bearing and shaft installation. Inspect the balance shaft driven gear and the drive gear for nicks and burrs.

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Group 00(L), ENGINE PISTON AND CONNECTING ROD REMOVAL

• Check the connecting rod and cap for identification marks. IMPORTANT Mark the parts if required. Marking them from the front to the rear, with the engine in an upright position and viewed from the front: – The right bank is numbered l-3-5. – The left bank is numbered 2-4-6. Store the connecting rod, bearings and cap together as mating parts, so they may be reassembled in the same position from which they were removed. • Connecting rod cap. • Connecting rod and piston. IMPORTANT Attach 5239 to the connecting rod bolts (figure 20 page below and right). Use the long guide rod of 5239 to push the connecting rod and piston out of the bore through the top of the engine. • Connecting rod beatings.

Tools Required : 5239 Guide Set 24270 Ridge Reamer Remove or Disconnect • Ridge or deposits from the upper end of the cylinder bores as follows: a. Rotate the crankshaft until the piston is at BDC. b. Place a cloth on top of the piston. c. Perform the cutting operation with 24270. d. Rotate the crankshaft until the piston is at TDC. e. Remove the cloth and cuttings. f. Repeat this procedure for each piston. • Mark the cylinder numbers on the tops of each piston. IMPORTANT Marking them from the front to the rear, with the engine in an upright position and viewed from the front : – The right bank is numbered l-3-5. – The left bank is numbered 2-4-6.

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Group 00(L), ENGINE CRANKSHAFT REAR OIL SEAL REMOVAL NOTICE When removing the crankshaft rear oil seals, be careful to not damage the crankshaft sealing surface. A minor scratch can cause a major oil leak.

CRANKSHAFT REMOVAL Remove or Disconnect Inspect • Check the main bearing caps for location markings. Mark the caps if necessary. The caps must be returned to their original locations during assembly. 1. Main bearing cap bolts.

Remove or Disconnect • Crankshaft rear oil seal. Insert a screwdriver into the notches provided in the seal retainer and pry the seat out (figure right).

2. Main bearing caps and lower main bearing inserts. 3. Crankshaft from the cylinder block with extreme care, taking care to avoid damage to crankshaft journals and thrust flange surfaces. 4. Upper main bearing inserts.

MAIN BEARING REMOVAL (WITHOUT REMOVING CRANKSHAFT) Tool required: 8080 Main Bearing Remover/Installer Remove or Disconnect Inspect

CRANKSHAFT REAR OIL SEAL RETAINER REMOVAL Remove or Disconnect • Screws (50) and nuts (51). • Seal retainer (52). • Gasket (54).

• Check the main bearing caps for location markings. Mark the caps if necessary. The caps must be returned to their original locations during assembly. 1. Main bearing cap bolts. 2. Main bearing caps 3. Lower main bearing inserts from the main bearing caps. 4. Upper main bearing inserts. a. Insert 8080 into the crankshaft oil hole (figure above). b. Rotate the crankshaft to turn the upper main bearing insert out of the block.

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Group 00(L), ENGINE CLEANING, INSPECTION, AND REPAIR NOTICE Carefully remove all gasket material from the part using a plastic or wood scraper. Use Loctite brand “Chisel Gasket Remover” (P/N 79040), Permatex brand “Gasket Remover” (F/N 4MA) or equivalent. Follow all safety recommendations and directions that are on the can. Do not use any other method or technique to remove gasket material. from a part Do not use abrasive pads, sand paper or power tools to clean gasket surfaces. These methods of cleaning can damage the part Abrasive pads also produce a fine grit that the oil filter cannot remove from the oil. This grit is abrasive and has been known to cause internal engine damage. NOTICE If the engine is damaged internally and needs to be rebuilt, make sure all foreign material is completely flushed out of the cooling system/oil cooler system (if equipped). Failure to flush out the debris can result in damage to the rebuilt engine.

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00(L)-2-19

Group 00(L), ENGINE A solvent tank large enough to hold the larger engine parts will be needed as well as various bristle brushes and gasket scrapers. A source of compressed air will also be helpful in the cleaning operations. Special tools are listed and illustrated throughout this section with a complete listing at the end of the section. These tools (or their equivalents) are specially designed to quickly and safely accomplish the operations for which they are intended. They should not be used in operations for which they are not designed. These special tools, when they are properly used, will also minimize possible damage to engine. Some precision measuring tools are required for inspection of certain critical components. These include micrometers, torque wrenches, feeler gages, dial indicator set, etc. The inspection work, when performed with the proper methods and tools, is most important. The rebuilt engine cannot be expected to perform properly if the parts are worn beyond acceptable limits are reused.

CYLINDER BLOCK Remove or Disconnect • Oil pressure fitting and sensor. • Coolant drain plugs. • Oil filter adapter bolts.

Cylinder walls. Coolant jackets. Engine mount bosses. Main bearing webs.

4. Main bearing bores and caps. - All main bearing bores should be rounded and uniform in ID at all of the bearing supports. - The area were the main bearing inserts contact the main bearing bore should be smooth. - if a main bearing cap is found to be damaged, replace the cap and linebore the block. 5. Cylinder head mounting surface for flatness, using a precision straight edge and feeler gage (figure right). - Set the straight edge on the sealing surface to be inspected. - Take the feeler gage and at various locations, check the gap between the straight edge and the sealing surface. - If the gap is greater than 0.05 mm (0.002 in.) within 152 mm (6 in.) at any sealing location, the block must be replaced. - If the gap is found to be less than 0.05mm(0.002in.) at any sealing location and a cause for leakage is suspected, then the minor irregularities may be carefully machined from the block.

• Oil filter adapter and gasket • Camshaft and balance shaft cup plugs (89). • Front oil gallery cup plugs (86). • Rear oil gallery plugs (87,88, and 90). Clean • Sealing material from mating surfaces. • Boil cylinder block in caustic solution. - Flush with clean water or steam. • Cylinder bores. • Threaded holes. • Oil galleries and passages. • Scale deposits from coolant passages. • Spray or wipe cylinder bores and machined surfaces with engine oil.

6. Oil pan, timing cover, and intake manifold mounting surfaces for nicks. Minor irregularities may be cleaned up with a flat file.

Inspect 1. All expansion plugs for lack of fit or leakage. 2. Valve lifter bores for deep scratches and deposits. 3. Cracks in the block.

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Group 00(L), ENGINE CYLINDER BORE Inspect • Cylinder bores for scoring or other damage. • Cylinder bore taper and out-of-round.

CYLINDER BORE RECONDITIONING • Measure the cylinder bore for out of round and taper as outlined previously. • Measure for wear at the top of the bore (point “A”) and at the bottom (point “B”).

MEASURING CYLINDER BORE TAPER AND OUT-OF-ROUND Tool required 58087 Cylinder Bore Gage (or equivalent) IMPORTANT If one or more cylinder bores are rough, scored or worn beyond limits, it will be necessary to smooth or true up such bores to fit new pistons. No attempt should be made to cut down oversize pistons to fit cylinder bored as this will destroy the surface treatment and affect the weight. The smallest possible oversize pistons should be used and the cylinder bores should be honed to size for proper clearances. • Refer to “Specifications” for tolerances.

• Cylinder bores can be measured by setting the cylinder gage dial at zero in the cylinder at the point of desired measurement. Lock the dial indicator at zero before removing from the cylinder, and measure across the gage contact points with an outside micrometer, with the gage at the same zero setting when removed from the cylinder (figure right).

• Set the gage so the thrust pin must be forced in about 7 mm (l/4 in.) to enter the gage in the cylinder bore. • Center the gage in the cylinder and turn the dial to “0”. • Carefully work the gage up and down to determine taper and turn it to different points around the cylinder wall to determine the outof- round condition. Measure the bore both parallel to and at right angles to the engine centerline. Measure at the top, middle, and bottom of the bore and note the readings. • Recondition the cylinder bore as necessary, as outlined later.

• If the cylinders are found to exceed the specified outof-round or taper, honing or boring will be necessary. Any cylinders that were found to have less than 0.13 mm (0.005 in.) wear or taper may not entirely clean up when fitted to a high limit piston. If it is desired to entirely clean up the bore in these cases, it will be necessary to rebore for an oversize piston. If more than 0.13 mm (0.005in.)taper or wear,they should be bored and honed to the smallest oversize that will permit complete resurfacing of all cylinders. • Fine vertical scratches made by ring ends will not, by themselves, cause excessive oil consumption; therefore, honing to remove them is unnecessary.

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Group 00(L), ENGINE • Make sure the honing stones are clean, sharp, and straight Move the hone slowly up and down to produce a 46 to 66 degree crosshatch pattern. Clean the bore thoroughly with soap and water. Dry and rub in clean engine oil, then re-measure. • If honing is not required, the cylinder bores should be cleaned with a hot water and detergent wash. Apply clean engine oil to the bore after cleaning.

BORING • Before the honing or re-boring operation is started, measure all new pistons with the micrometer contacting at points exactly 90 degree from the piston pin centerline. Some pistons must be measured at a specified distance from the piston crown. Refer to the proper section for additional instructions. Then select the smallest piston for the first fitting. The slight variation usually found between pistons in a set may provide for correction in case the first piston is fitted too loose. • Before using any type of boring bar, the top of the cylinder block should be filed to remove any dirt or burrs. This is very important. If not checked, the boring bar may be tilted which would result in the rebored cylinder wall not being at right angles of the crankshaft. • The instructions furnished by the manufacturer of the equipment being used should be carefully followed. • When reboring cylinders, all crankshaft bearing caps must be in place and tightened to the proper torque to avoid distortion of the bores in the final assembly. Always make sure the crankshaft is out of the way of the boring cutter when boring each cylinder. Crankshaft bearings and other internal parts must be covered or taped to protect them during the boring or honing operation. • When taking the final cut with a boring bar, leave 0.025 mm (0.001 in.) on the diameter for finish honing to give the required position to the cylinder clearance specifications. (The honing or boring operation must be done carefully so the specified clearance between pistons, rings, and cylinder bores is maintained).

HONING • When honing the cylinders, follow the hone manufacturer’s recommendations for use, cleaning, and lubrication during honing. Use only clean, sharp stones of the proper grade for the amount of material to be removed. Dull, dirty stones cut unevenly and generate excessive heat. When using coarse or medium grade stones, use care to leave sufficient metal so that all stone marks may be removed with the fine stones used for finishing to provide proper clearance. • Occasionally, during the honing operation, the cylinder bore should be thoroughly cleaned and the piston selected for the individual cylinder checked for correct fit. • When honing to eliminate taper in the cylinder, full strokes of the hone in the cylinder should be made in addition to checking measurement at the top, middle and bottom of the bore repeatedly. NOTICE Handle the pistons with care and do not attempt to force them through the cylinder until the cylinder has been honed to the correct size as the piston can be distorted through careless handling. • When finish honing a cylinder bore to fit a piston, the hone should be moved up and down at a sufficient speed to obtain very fine uniform surface finish marks in a crosshatch pattern at the specified angle of 45” to 65’. • The finish marks should be clean but not sharp,free from imbedded particles and torn or folded metal. • By measuring the piston to be installed at the sizing point specified in the propersection, and adding the average of the clearance specification, the finish hone cylinder measurement can be determined. It is important that the block and the piston be measured at room tempemture. • It is of the greatest importance that refinished cylinder bores are trued up to have the less than specified outof-roundtaper. Each bore must be final honed to remove all stone or cutter marks and provide a smooth surface. • Refer to “Specifications” in the proper section piston to bore clearance tolerances. • After final honing and before the piston is check for fit, clean the bores with hot water and detergent.

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Group 00(L), ENGINE Scrub with a stiff bristle brush and rinse thoroughly with hot water. It is essential that a good cleaning operation be performed. If any of abrasive material is allowed to remain in the cylinder bores, it will wear the new rings and cylinder bores in addition to the bearings lubricated by contaminated oil. After washing, the dry bore should then be brushed clean with a power-driven fiber brush.

PISTON DISASSEMBLY NOTICE The connecting rod, bearing and cap need to be stored together as mating parts, so they may be reassembled in the same position from which they were removed.

• Permanently mark the piston for the cylinder which it has been fitted. • Apply clean engine oil to each bore to prevent rusting. NOTICE For steps 2,4,5, and 6, refer to “Notice” on page 1. Install or Connect 1. Front oil gallery plugs (86). IMPORTANT Coat plug outside diameter with sealant (GM P/N 1052080) or equivalent. 2. Rear oil gallery plugs (87,88, and 90). Tighten • Plug (87) to 30 N·m (22 lbs. ft.). • Plug (88) to 40 N·m (30 lbs. ft). • Plug (90) to 40 N·m (30 lbs. ft.). 3. Camshaft and balance shaft cup plugs (89) to proper depth. IMPORTANT Coat plug outside diameter with sealant (GM P/N 1052080) or equivalent. 4. Oil filter adapter, gasket, and bolts. Tighten • Bolts to 22 N·m (16 lbs. ft.). 5. Coolant drain plugs. Tighten • Plugs to 20 N·m (15 lbs. ft.) 6. Oil pressure fitting and sensor. Tighten • Fitting tighten with 11 N·m (97 lbs. in.) and if necessary tighten for alignment more.

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Group 00(L), ENGINE Tool Required: J 24086-B Piston Pin Remover and Jnstaller Remove or Disconnect 1. Piston rings. In most cases,the rings should be discarded and replaced with new ones at assembly. 2. Connecting rod bearing inserts. If the inserts are to be reused, place them in a rack so they may be reinstalled in their original connecting rod and cap. 3. Piston pin. • Place the piston/connecting rod on support fixture J2408620. Make sure the connecting rod is fully supported. • Press out the piston pin.

3. Connecting rod for cracks, nicks, etc. If a suitable jig is available, check the connecting rod for a bent or twisted condition. 4. Piston. • Ring land for cracking, wear, etc. • Ring grooves for burrs, nicks, etc. • Skirts and pin bosses for cracking. • Skirts for scuffing. 5. Connecting rod bearing inserts for scratches or deep pitting.

MEASURING PISTON PIN TO PISTON CLEARANCE Measure 1. Piston pin diameter. Check against “Specifications.”

2. Piston pin to piston clearance. • Measure the piston pin hole diameter. • Subtract the piston pin diameter from the piston pin hole diameter to obtain the clearance. • Replace the piston and piston pin if the clearance exceeds specifications. The piston and piston pin are a matched set and not available separately. Clean 1. Piston. • Remove all varnish and carbon deposits. Do not use a wire brush • Remove the carbon from the ring grooves. • Oil control ring groove holes. Inspect 1. Piston pin bore in the piston and connecting rod. Check for scuffing, burrs, etc. 2. Piston for scratches wear, etc.

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Group 00(L), ENGINE PISTON SELECTION 1. Check the used piston to cylinder bore clearance. Measure • Cylinder bore diameter Use a telescoping bore gage, located 65 mm (2.5 in.) below the top of the cylinder bore. • Piston diameter. Measure the piston skirt at a right angle to the piston pin, at the centerline of the piston pin. • Subtract the piston diameter from the cylinder bore diameter to determine piston to bore clearance. • Refer to “Specifications” in the proper section. Determine if the piston clearance is in the acceptable range.

PISTON ASSEMBLY ASSEMBLING THE PISTON AND CONNECTING ROD Tool Required J 24086-B Piston Pin Remover and Installer Set Install or Connect 1. Piston and connecting rod. • The valve cutouts in the piston crown must be opposite the connecting rod bearing tangs. • Lubricate the piston pin holes in the piston and connecting rod with engine oil. • Install the pin guide to hold the piston and connecting rod together. Be sure to use the proper pin guide. Refer to the instructions supplied with the tool. 2. Piston pin. • Insert the piston pin into the piston pinhole. • Place the assembly on the support fixture. • Adjust the piston pin installer (J24086-9) to the correct length, using the letter number scale on the installer adjuster. This is necessary to ensure that the piston pin is pressed into the piston to the correct depth. Refer to the instructions supplied with the tool for the proper setting. • Lock the adjuster in place with the lock ring.

2. If the used piston is not acceptable, determine it a new piston will fit the cylinder bore. 3. If a new piston does not bring the clearance within tolerances, the cylinder bore must be reconditioned. 4. Mark the piston to identify the cylinder for which it was fitted.

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Group 00(L), ENGINE NOTICE After the installer hub bottoms on the support assembly, do not exceed, 35,000 kPa (5,000 psi) pressure, as this could cause damage to the tool. • Place the adjuster in the support future. Press the piston pin into place (until the adjustable installer bottoms in the support fixture).

• Slip the outer surface of the top and second compres-sion ring into the respective piston ring groove, to make sure that the ring is free. If binding occurs at any point, the cause should be determined. If binding is caused by the ring groove, correct by depressing the groove with a fine cut file. If the binding is caused by a distorted ring, try a new ring.

• Remove the piston and connecting rod assembly from the tool and check the piston for freedom of movement on the piston pin.

INSTALLING THE PISTON RINGS Figures 34 Through 36 Measure 1. Ring end gap as follows: • Select rings comparable in size to the piston being Used. • Slip the compression ring into the cylinder bore and press it down about 7mm (0.250 in.) above ring travel. Make sure the ring is square with the cylinder wall. • Measure the space or gap between the ends of the ring with a feeler gage. • Refer to “Specifications” in the proper section for correct gap. • If the gap between the ends of the ring is not as specified, remove the ring and try another for fit.

Assemble NOTICE All compression rings are marked on the upper side of the ring. When installing the compression rings, make sure the Marked side is toward the top of the piston NOTICE The oil control rings are three piece types,consisting of two rails and an expander. 1. Expander. 2. Lower rail. 3. Upper rail. 4. Upper compression ring. 5. Lower compression ring. • Flex all rings to make sure they are free. If binding occurs at any point the cause should beGdetermined. If binding is caused by the ring groove, correct by dressing the groove with a fineGcut file. If binding is caused by a distorted ring, try a new ring.

Inspect 1. Ring fit as follows:

- Ring gaps must be 180° apart. - Rail gaps must be 180° apart.

• Fit each compression ring to the piston on which it is going to be used.

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Group 00(L), ENGINE Measure • Ring clearance. Use a feeler gage. CompareG with “Specifications” in the proper section.

CAMSHAFT IMPORTANT Do not attempt to repair the camshaft, replace it if damaged. Whenever the camshaft is replaced, a new set of lifters must also he installed. Inspect • Bearing surfaces and lobes for wear • Sprocket. • Keyway and threads. - Galling - Gouges - Overheating

INTAKE AND EXHAUST MANIFOLDS Clean

• Camshaft journal diameters (figure 37), ReferG to “Engine Specifications” in the back of thisGsection for proper diameters.

• Mating surfaces on intake manifold and cylinder head. • Excessive carbon buildup in the exhaustG passages of the intake manifold. • Scale and deposits from the coolant passagesG of the intake manifold. • EGR passage of excessive carbon deposits. Inspect • Manifolds for cracks, broken flanges, andGgasket surface damage. • Alignment of manifold flanges. Use a straightG edge and feeler gage. If the flanges do notGalign, the manifold is warped and should beGreplaced.

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Group 00(L), ENGINE CAMSHAFT BEARINGS CAMSHAFT BEARING REPLACEMENT Inspect • Camshaft bearings for scratches, pits, or loose fitG in their bores. Replace the camshaft bearingsG if necessaty.

Clean • Camshaft bearing bores in the blockG Install or Connect Tool Required J 6098-01 Camshaft Bearing Remover and Installer

Remove or Disconnect Tool Required J 6098-01 Camshaft Bearing Remover and Installer 1. Rear camshaft plug. 2. Inner camshaft bearings. Use J 6098-01. • Insert the pilot into the front camshaft bearing bore. • Slide the puller screw, with the nut and washer, through the pilot. • Insert the bearing tool into the inner camshaft bearing bore with the shoulder of the tool againstG the bearing. • Hold the puller screw with a wrench.Turn the nut with a second wrench to pull the camshaftG bearing from its bore. • Repeat this procedure to remove the remaining inner camshaft bearings. Note that the rearG inner bearing must be removed with the pilot fitted into the rear camshaft bearing.

NOTICE The outer camshaft bearings must be installed first. These bearings serve as guides for the pilot, and help center the inner bearings during the installation process. NOTICE Besure to fit the correct cam bearing into the bore. The cam bearing bores vary inGsize.

3. Outer camshaft bearing. Use J 6098-01. • Assemble the bearing tool and driver handle. • Drive the outer camshaft bearings out of theGblock.

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1. Outer camshaft bearings. Drive the bearingsG into place using J 6098–01. IMPORTANT Make sure the camshaft bearing hole (or holes) align with the oil hole (or holes)Gin the block. On some engines, the oilGholes may be difficult to see. If so, useGa piece of 2 mm rod to check alignment.

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Group 00(L), ENGINE 2. Inner camshaft bearing. Use tool J 6098-01. • Assemble the tool with the pilot engaged in the front bearing and the pilot flange againstGthe front face of the block. • Slide the puller screw, with nut and washer, through the pilot. • Place the new bearing on the bearing tool. Hold the bearing tool and bearing against theGbearing bore. Align the bearing oil hole with the oil hole in the block. • Thread the puller screw into the bearing tool enough to hold the tool and bearing in place. Holding the puller screw with a wrench, turn the nut with a second wrench to pull theG camshaft bearing into place. • Holding the puller screw with a wrench, turn the nut with a second wrench to pull theG camshaft into place. • Remove the puller screw, pilot, and bearing tool. IMPORTANT Make sure the camshaft bearing hole (or holes) align with the oil hole (or holes) inGthe block. If it is difficult to see the alignment, use a piece of brass rod as describedGin step 1.

TIMING CHAIN AND SPROCKETS Inspect • Sprockets for chipped teeth and wear. - Excessively worn sprockets will rapidly wear a new chain. • Timing chain for damage. - An excessively worn chain will rapidly wear a new set of sprockets.

CRANKSHAFT SPROCKET REPLACEMENT Tool Required~ 5825-A Crankshaft Sprocket Puller 5590 Crankshaft Sprocket installer Remove or Disconnect 1. Crankshaft sprocket using 5825–A. 2. Key (if necessary). Install or connect 1. Key (if removed). 2. Crankshaft sprocket using 5590.

3. Camshaft rear plug. • Coat a new camshaft plug with sealer (Loctite #592 or equivalent). • Install the plug flush to 0.80 mm (0.03125 in) deep.

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Group 00(L), ENGINE FRONT COVER Clean • Old gasket from the gasket surfaces. Inspect • Front cover for damage, dents, or cracks. Remove or Disconnect 1. Oil seal from the front cover. • Pry the seal out with a large screwdriver. • Be careful not to distort the front cover.

Inspect • Coolant pump shaft for rotation and end play. The shaft and fan hub should turn straight andG smoothly. If the hub wobbles or the shaft is noisy or feels “lumpy” when turned, replace theG coolant pump. If the shaft end play exceeds 0.381 mm (0.015 in), replace the coolant pump. • Coolant pump body at the drain (weep) hole. Slight staining around the weep hole is normal. Replace the coolant pump only if coolant is dripping from the weep hole while the engine isG running or while the system is pressurized.

Install or Connect Tool Required: J 35468 Front Cover Aligner aud Oil Seal Installer 1. New seal so that the open end of the sealG is toward the inside of the cover. • Support the cover at the seal area. • Drive the seal into position with 35468. Lubricate the seal with engine oil before installing the torsional damper.

OIL PAN AND ROCKER ARM COVERS Clean • Parts in solvent. remove all sludge and varnish. • Old gaskets from the gasket surfaces. Inspect • Rubber grommets and parts on the rocker arm cover for deterioration. • Oil pan for rock damage or cracks. • Oil pan baffle for lack of fit. • Drain plug threads for stripping.

OIL PUMP Remove or Disconnect 1. Shaft Extension (1).

COOLANT PUMP

IMPORTANT • Do not remove pickup pipe and screen unless replacement is required. • The pickup pipe has a press fit in to the pump cover. • Do not remove the screen from the pipe. The pickup screen and pipe are servicedGas a complete assembly only.

Clean • All gasket mating surfaces. Be sure old gasket material is removed and free of oil or otherGforeign materials. NOTICE Do not immerse the pump in solvent. The solvent may enter the pump’s permanently lubricated bearings and cause premature bearing failure.

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2. Pickup pipe and screen (10). 3. Screws (9). 4. Pump cover (5). IMPORTANT Mark where the idler gear (4) and drive gear (3) mesh together, so they can beG reinstalled with the same gear teeth indexed.

00(L)-2-30

Group 00(L), ENGINE 5. Idler gear (4) and drive gear (3). 6. Retaining pin (8). 7. Pressure regulator spring (7). 8. Pressure regulator valve (6).

• Pressure regulator valve (6) for fit. The regulator valve should slide freely in its bore withoutG sticking or binding. Install or Connect Tool Required 21882 Rickup Tube and Screen Installer. 1. Pressure regulator valve (6) into the pumpGcover. 2. Pressure regulator spring (7) into the pumpGcover. 3. Retaining pin (8) into the pump cover. 4. Drive gear and shaft (3) into the pump body. 5. Idler gear (4) into the pump body.

IMPORTANT Match together the index marks on theG two gears made during disassembly. Clean • All parts in clean solvent and dry them with compressed air.

6. Pump cover (5). NOTICE Refer to “Notice” on page 00(L)-2-1.

Inspect • Pump body (2) for cracks, wear, or other damage.

7. Screws (9).

• Inside of the cover (5) for cracks and wear that would permit oil to leak past the ends of theGgears.

Tighten

• Gears (3 and 4) for wear.

Inspect

• Drive gear and shaft (3) for lack of fit in the pump body (2). • The pump gears, cover, and body are not serviced separately. If any of the parts are damaged or worn, the entire oil pump assembly must be replaced. • Pickup screen and pipe (10) for damage to the screen or loose fit of the pipe.

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• Screws to 9 N·m (80 lbs·in)

• With the shaft extension (1) installed on the pump, turn the drive shaft by hand to check for smooth operation. NOTICE Be careful of twisting, shearing, or collapsing the pipe when installing it to the pump. A damaged pipe can cause lack of lubrication and engine failure.

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Group 00(L), ENGINE 8. Pickup screen and pipe. • If the pickup screen and pipe assembly was removed, it should be replaced with a new part. Loss of press fit condition could result in an air leak and loss of oil pressure. • Mount the oil pump in a soft-jawed vise. • Apply sealer to the end of the pipe. • Tap the pickup screen and pipe into place, using 21882 and a hammer. • The pump screen must be parallel with the bottom of the oil pan when installed.

HYDRAULIC LIFTERS The type of hydraulic lifters used in this engine are the roller type. Hydraulic litters are serviced only as an assembly. No internal parts are available. IMPORTANT • Service is limited to a disassembly and cleaning. Discard any valve lifter(s) that are worn. • Whenever the camshaft needs to be replaced, a new set of hydraulic lifters must also be installed.

9. Oil pump drive shaft and connector (1).

VALVE TRAIN COMPONENTS • Store all reusable components in an exact order, so they may be reassembled in the same position from which they were removed.

PUSHRODS, ROCKER ARMS, BALLS, AND NUTS Clean • All parts in clean solvent and dry them with compressed air. • Make sure the oil passages through the pushrods are clear. Inspect • Rocker arms and balls at their mating surfaces. These surfaces should be free from wear or damage. • Rocker arm areas that contact the valve stems and the socket areas that contact the ends of the pushrods. These areas should be free of wear or damage. • Rocker arm nuts. • Pushrod ends for scoring, roughness, or bends. - Roll the pushrod on a flat surface to determine its straightness. If the rod is bent, the rod will not roll freely. Replace if necessary.

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Group 00(L), ENGINE CYLINDER HEAD DISASSEMBLY Tool required J 8062 Valve Spring Compressor

Remove or disconnect 1. Valve keepers (67). • Compress the springs with 8062 (figure • Remove the keepers (67). • Remove J 8062. 2. Intake valve components. • Cap (68). • Shield (69). • Seal (71). • Damper (72). • Spring (73). 3. Exhaust valve components. • Rotator (75) • Shield (69). • Seal (71). • Damper (72).

IMPORTANT • Place the valves (74 and 76) in an organizer rack so they can be replaced in their original position at reassembly.

• Spring (73).

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Group 00(L), ENGINE CLEANING AND INSPECTION Clean Tools Required J 8089 Wire brush J 8101 Valve Guide Cleaning Tool • Carbon from the combustion chambers. Use J 8089.

NOTICE Excessive valve stem to guidebore clearance will cause excessive oil consumption and may cause valve breakage. Insufficient clearance will result in noisy and sticky functioning of the valve and disturb the engine’s smoothness.

• Valve guides. Use J 8101. • Valve stems and heads on a wire wheel. • Carbon and old gasket from the cylinder head gasket surface.

• Clamp a dial indicator (J 8001 or equivalent) on one side of the cylinder head rocker arm cover gasket rail. Inspect • Cylinder head for cracks in the exhaust ports, combustion chambers, or external cracks to the coolant chamber. Gasket surfaces should be free of damage. • Valves for burning, pitting, or warpage. Refer to “Valve Grinding.” • Check the valve stems for scoring or excessive wear. Stems must not be bent. • Rocker arm studs for wear, damage, or improper fit.

• Locate the indicator so movement of the valve stem from side to side (crosswise to the head) will cause direct movement of the indicator stem. The indicator stem must contact the side of the valve stem just above the valve guide bore. • Drop the valve head about 1.6 mm (0.0625 in) off the valve seat. • Move the stem of the valve from side to side using light pressure to obtain a clearance reading. If clearance exceeds specifications, it will be necessary to ream the valve guide bores for oversize valves as outlined later in this manual.

• Valve seats for pitting or other damage. Grind or reface as needed. • Rotators. The rotators should rotate smoothly without binding Measure Tools required J8001 Dial Indicator (or equivalent) J9666 Valve spring tester 1. Valve stem to guide bore clearance.

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00(L)-2-34

Group 00(L), ENGINE 2. Valve spring length. Replace the spring if the length is not as specified.

Valve Seat Grinding Reconditioning the valve seats is very important because the seating of the valves must be perfect for the engine to deliver the power and performance built into it. Another important factor is the cooling of the valve head. Good contact between each valve and its will ensure that heat will be properly carried away. Several different types of equipment are available for reseating valve seats. The recommendations of the manufacturer of the equipment being used should be carefully followed to attain proper results.

REPAIR

Regardless of what type of equipment is used, it is essential that valve guide bores be free from carbon or dirt to ensure proper centering of the pilot in the guide. Refer to “Specifications” for valve seat angle specifications.

Valve Grinding Pitted valves must be refaced to the proper angle. Valve stems that show excessive wear, or valves that are warped excessively must be replaced. When an excessively warped valve head is refaced, a knife edge will be ground on part or all of the valve head due the amount of metal that must be removed to completely reface. Knife edges lead to breakage, burning, preignition due to heat localizing on this knife edge.

Reaming Valve Guides The valve guides used in this engine are simply holes bored in the cylinder head Therefore, the valve guides are not replaceable. If the valve stem-to-bore clearance (as measured previously in this manual) is excessive, the valve guides should be reamed and a valve with an oversize stem installed.

If the edge of the valve head is less than 0.80 mm (1 in) after grinding, replace the valve. Several different types of equipment are available for refacing valves. The recommendation of the manufacturer of the equipment being used should be carefully followed to attain the proper results. Refer to “Specifications” for valve face angle specifications.

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00(L)-2-35

Group 00(L), ENGINE Available oversize valves are as follows (nominal dimensions are given):

Tighten • Rocker arm stud to 47 N·m (35 lbs·ft).

• INTAKE : 0.08 mm (0.003 in) 0.38 mm (0.015 in) 0.76 mm (0.030 in)

A B

• EXHAUST : 0.08 mm (0.003 in) 0.38 mm (0.015 in) Select a reamer that will provide a straight, clean bore through the guide’s entire length. Reamer availability is as follows (sizes given are nominal): • J 5830–l 0.08 mm (0.003 in) oversize • J 6621 0.13 mm (0.005 in) oversize • J 5830–2 0.38 mm (0.015 in) oversize • J 5830–3 0.76 mm (0.030 in) oversize These reamers (except J 6621) also available in Reamer Set J 5830-02.

ROCKER ARM STUD REPLACEMENT The 4.3L engine has screw-in rocker arm studs with positive stop shoulders. You must follow the replacement procedures outlined below under “Screw-In Studs.” No valve adjustment is necessary. When the valve train requires service, you simply tighten the rocker arm nuts to 27 N·m (20 lbs·ft). Tools Required J 5802–01 Rocker Arm Stud Remover J 6880 Rocker Arm Stud Installer Remove or Disconnect 1. Rocker arm stud by unscrewing using J 5802-01. NOTICE Refer to ‘Notice” on page 00(L)-2-1. Install or connect 1. Rocker arm stud using J 6880.

ASSEMBLY Install or connect 1. Insert the valves(74 and 76) into the proper valve guides until the face of the valve contacts the valve seat. 2. Seal (71) (intake valves only). • Install the seal (71) over the valve stem. • Hold the valve (74) against the valve seat. • Push the seal (71) down the valve stem until it bottoms out against the head. 3. Springs (73) and dampers (72). 4. Shields (69). 5. Cap (68) or rotator (75).

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Group 00(L), ENGINE IMPORTANT Compress the valve spring using 8062, enough so the lower valve stem groove can be seen clearly. 6. O–ring seal (70) onto the valve stem’s lower groove, making sure the seal (70) is flat and not twisted. • Apply a small amount of grease to the area of the upper valve stem groove. • Assemble the two valve keepers into the upper groove using the grease to hold them in place.

3. If this measurement exceeds the amount given in “Engine Specifications,” install valve spring seat shims, approximately 1.58750 mm (0.0625 in) thick, between the spring and cylinder head. NEVER shim the spring so as to give an installed height under the specified amount.

THERMOSTAT AND COOLANT OUTLET Remove or Disconnect 1. Bolts.

• Release the compressor tool 8062, making sure the valve keepers stay in place.

2. Stud.

• Repeat the preceding steps on the remaining valves.

4. Gasket.

3. Coolant outlet. 5. Thermostat (with gasket). Inspect • Coolant outlet for cracks. Install or Connect 1. Thermostat 2. New gasket. 3. Coolant outlet. NOTICE Refer to “Notice” on page 00(L)-2-1.

Inspect

4. Bolt. 5. Stud

• O–ring seals for leakage (figs 57). - Place the suction cup supplied with 23738-A over the shield. - Connect 23738–A to the suction cup and apply a vacuum. - Watch the vacuum pump gage, no air should be able to leak past the seal. - If the seal will not hold a vacuum, it may have been damaged or improperly installed. - Repeat the preceding steps on the remaining valves. Measure • Valve spring installed height of each spring as follows: 1. Use a narrow thin scale. A cut away scale may be helpful.

Tighten • Bolts to 28 N·m (21 lbs·ft). • Stud to 28 N·m (21 lbs·ft).

TORSIONAL DAMPER Inspect • Torsional damper weight for signs of shifting on the hub. Replace as needed. Area of the torsional damper hub shaft that contacts the front crankshaft seal for roughness or nicks. Replace the damper if this condition exists. If damper is replaced, new balance weights of the same size must be installed on the new damper in the same location as the old damper.

2. From the top of the shim or the spring to the top of the shield.

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Group 00(L), ENGINE CRANKSHAFT AND BEARINGS Some engines may have rear main bearings that are 0.2032mm (0.008 in) wider than standard across the thrust faces. The crankshaft on these engines can be identified by 0.2032mm (0.008 in) stamped on the rear counterweight. Clean • Crankshaft with solvent. - Do not scratch the bearing journals. - Remove all sludge from the oil passages with compressed air. • Main bearing inserts. - Wipe free of oil with a soft cloth. Inspect • Crankshaft for cracks. - Use the magnaflux method, if available. - Crankpins, main bearing journals and thrust surfaces scoring, nicks or damage caused by lack of lubrication. - Main bearing inserts for scoring or other damage. Measure • Main bearing and connecting rod journal diameters. Compare with “‘Engine Specifications” • Main bearing and connecting rod journals for taper and out-of-round. • Maximum journal taper is 0.025 mm (0.001 in) • Maximum out-of-round is 0.05 mm (0.002 in) • Crankshaft run-out. - Mount the crankshaft in V-blocks or between centers. - Use a dial indicator. - If the main journals are misaligned, the crankshaft is bent and must be replaced. The main bearings must also be replaced at the same time. • Grind or replace the crankshaft if necessary. In general, the lower inserts (except the #1 bearing) show the greatest wear and distress from fatigue. Upon inspection, if a lower insert is suitable for reuse, it can be assumed that the upper insert is also satisfactory. If a lower insert shows evidence of wear or damage, both the upper and lower inserts must be replaced.

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ASSEMBLY OF THE ENGINE Prior to assembly The importance of cleanliness during the assembly procedure cannot be overstressed. Dirt will cause premature wear of the rebuilt engine. Lubricate all moving parts lightly with engine oil or engine assembly lubricant (unless otherwise specified) during assembly. This will provide initial lubrication when the engine is started.

CRANKSHAFT AND INSTALLATION

MAIN

BEARING

Main bearings are of the precision insert type and do not use shims for adjustment. If clearances are excessive, both upper and lower bearing inserts will be required. Service bearings are available in standardize and 0.0254 mm (0.001 in), 0.0508 mm (0.002 in), 0.2286 mm (0.009 in), 0.254 mm (0.010 in) and 0.508 mm (0.020 in) undersize. Selective fitting of both rod and main bearing inserts is necessary in production to obtain close tolerances. For this reason you may find one half of a standard insert with one half of a 0.0127 mm (0.0005 in) undersize insert which will decrease the clearance 0.0127 mm (0.0005 in) from using a full standard bearing. Some engines may have rear main bearings that are 0.2032mm (0.008 in) wider than standard across the thrust faces. If there rear main bearings are replaced, they must have the proper distance between thrust faces to obtain proper distance between thrust faces to obtain proper crankshaft end play.

00(L)-2-38

Group 00(L), ENGINE INSPECTING CRANKSHAFT END PLAY

the journal. Do not rotate the crankshaft while the gaging plastic is between the bearing and journal.

Install or Connect NOTICE For steps 4 and 6, refer to “Notice” on page 00(L)-2-1. 1. Upper main bearing inserts to the block. IMPORTANT If any undersized bearings are used, they must be fitted to the proper journals. 2. Crankshaft 3. Lower main bearing inserts to the main bearing caps. 3. Main bearing cap and bolts. NOTICE Refer to “Notice” on page 00(L)-2-1. Tighten • Bolts to Specification. Remove or Disconnect • Main bearing cap. DO NOT REMOVE THE GAGING PLASTIC FROM THE JOURNAL OR LOWER MAIN BEARING INSERT. Measure

MEASURING MAIN BEARING CLEARANCE The simplest, most accurate way to measure main bearing clearance is with the use of gaging plastic. This wax-like material compresses evenly between the bearing and journal surfaces without damaging them. proceed as follows : Clean

• Gaging plastic as follows: - The flattened gaging plastic will be found adhering to either the lower bearing insert or journal. - On the edge of the gaging plastic envelope there is a graduated scale. Without removing the gaging plastic, measure its compressed width (at the widest point) with the graduations on the gaging plastic envelope.

• All oil from the crankshaft journal and main bearing inserts. Install or connect 1. Main bearing insert sand crankshaft. 2. Gaging plastic. • Begin with the rear main bearing. • Wipe the oil from the crankshaft journal and the lower main bearing insert. • Place a piece of gaging plastic the full width of the lower bearing insert (parallel to the crankshaft) on

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Group 00(L), ENGINE - If the flattened gaging plastic tapers toward the middle or ends, there is a difference in clearance indicating taper, low spot or other irregularity of the bearing or journal. Be sure to measure the journal with a micrometer if the flattened gaging plastic indicates more than 0.001 in. difference.

2. A piece of gaging plastic the length of the bearing (parallel to the crankshaft) on the journal. The plastic gage should be placed in the middle of the upper and lower bearing insert Bearings are eccentric and false readings could occur if placed elsewhere.

- Normally main bearing journals wear evenly and are not out-of-round. However, if a bearing is being fitted to an out of round journal, be sure to fit to the maximum diameter of the journal. If the bearing is fitted to the minimum diameter and the journal is excessively out of round, interference between the bearing and the journal will result in rapid bearing failure.

IMPORTANT If a bearing is being fitted to an out-of round crankpin, be sure to fit the maximum diameter of the crankpin. If the bearing is fitted to the minimum diameter and the crankpin is excessively out-ofround, interference between the bearing and the crankpin will result in rapid bearing failure.

- If the bearing clearance is within specifications, the bearing is satisfactory. lf the clearance is not within specifications, replace the bearing. Always replace upper and lower inserts as a unit. - A standard or undersize bearing may produce the proper clearance. Refer to the proper section for bearing availability. If not, it will be necessary to regrind the crankshaft journal for use with the next undersize bearing. After selecting a new bearing, recheck the clearance. - Remove the flattened gaging plastic. - Perform the preceding steps on the remaining main bearings.

MEASURING CONNECTING ROD BEARING CLEARANCE Connecting rod bearings are of the precision insert type and do not use shims for adjustment. DO NOT FILE RODS OR ROD CAPS. If clearances are found to be excessive, a new bearing (both upper and lower halves) will be required. The simplest, most accurate way to measure connecting rod bearing clearance is with the use of plastic gaging plastic. This wax-like material compresses evenly between the bearing and journal surfaces without damaging then. Proceed as follows: Clean • All oil from the crankshaft journal and connecting rod bearing inserts. Install or Connect 1. Connecting rod with the upper connecting rod bearing insert to the crankshaft bearing journal.

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3. Connecting rod cap with the lower connecting rod bearing insert. DO NOT TURN THE CRANKSHAFT WITH THE GAGING PLASTIC INSTALLED. 4. Connecting rod cap nuts. NOTICE Refer to ‘Notice” on page 00(L)-2-1. Tighten • Nuts to “Specifications.” Refer to the proper section. IMPORTANT The gaging plastic will be found sticking to either the journal or lower connecting rod bearing insert Do not remove it at this time. Measure • Gaging plastic at its widest point using the scale on the gaging plastic envelope.

00(L)-2-40

Group 00(L), ENGINE • If the clearance exceeds specifications, select a new, correct size, connecting rod bearing and remeasure the clearance. • A standard or undersize bearing may produce the proper clearance. Refer to the proper section for bearing availability.

Tighten • The rear main bearing cap bolts to 110 N·m (81 Ibs·ft). Measure • With the crankshaft wedged forward, measure at the front end of the rear main bearing with a feeler gage (figure 60). The proper clearance is 0.0635–0.4572 mm (0.0025–0.018 in). IMPORTANT • If correct end play cannot be obtained, be certain that the correct size rear main bearing has been installed. • Production engines may have rear main bearings that are 0.2032 mm (0.008 in) wider across the thrust faces than standard. Inspect

• Do not attempt to use shims or file the bearing to obtain the needed clearance. • If the clearance cannot be brought to within specifications, recondition or replace the crankshaft. Remove or Disconnect 1. Gaging plastic. IMPORTANT Apply engine oil to the main bearing inserts. 2. Main bearing caps (except rear cap) and bolts to the block.

• Crankshaft for binding. Try turning the crankshaft to check for binding. If the crankshaft does not turn freely, loosen the main bearing cap bolts one pair at a time until the tight bearing is located. Burrs on the bearing cap, foreign matter between the insert and the block or the bearing cap, or a faulty insert could cause a lack of clearance at the bearing. Tighten • All main bearing cap bolts to 110 N·m (81 lbs·ft).

CRANKSHAFT REAR OIL SEAL RETAINER INSTALLATION Clean

Tighten • Main bearing cap bolts (except mar cap) to 110 N·m (81 lbs·ft). 3. Rear main bearing cap. 4. Rear main bearing cap bolts. Tighten

• Gasket surfaces on the block and seal retainer. InstaIl or connect 1. New gasket (54) to the block. IMPORTANT It is not necessary to use sealant to hold the gasket in place.

• Rear main bearing cap bolts to 14 N·m (124 lbs·in). 2. Seal retainer (52). Measure • Crankshaft end play, as follows: - Firmly thrust the crankshaft first rearward then forward. This will line up the rear main bearing and crankshaft thrust surfaces.

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3. Screws (50) and nuts (51). NOTICE Refer to “Notice” on page 00(L)-2-1.

00(L)-2-41

Group 00(L), ENGINE Tighten

CAMSHAFT INSTALLATION

• Screws and nuts to 15 N·m (11 lbs·ft).

CRANK SHAFT REAR OIL SEAL INSTALLATION Tool Required: 35621 Seal Installer Install or Connect 1. Crankshaft rear oil seal. • Lubricate the inner and outer diameter of the seal with engine oil. • Install the seal on 35621. • Position 35621 against the crankshaft. Thread the attaching screws into the tapped holes in the crankshaft. • Tighten the screws securely with a screwdriver. This will ensure that the seal is installed squarely over the crankshaft. • Turn the handle until it bottoms. • Remove 35621.

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Install or Connect IMPORTANT • Coat camshaft lobes and journals with a high quality engine oil supplement (GM Engine Gil Supplement or equivalent). • Apply engine oil supplement (GM P/N 1052367), or equivalent to all the teeth on the distributor drive gear. 1. Two or three 7.9375 mm (0.3125 in – 18 pitch) bolts 100 – 125 mm (3.937 in – 4.921 in) long into the camshaft threaded holes. Use these bolts to handle the camshaft threaded holes. Use these bolts to handle the camshaft. 2. Camshaft to the engine. Handle the camshaft carefully to prevent damage to the camshaft bearings.

00(L)-2-42

Group 00(L), ENGINE NOTICE Refer to “Notice” on page 15–02–1. 3. Camshaft retainer and retainer bolts.

BALANCE SHAFT INSTALLATION NOTICE For steps 3,4, and 6, refer to “Notice” on page 15–02–1.

Tighten • Bolt to 14 N·m (124 lbs·in).

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Tools Required : 38834 Balance Shaft Bearing Service Kit 36996 Balance Shaft Installer 8092 Driver Handle 36660 Torque/Angle Meter

00(L)-2-43

Group 00(L), ENGINE Install or Connect 1. Balance shaft rear bearing (45) using 38834 (figure 68). 2. Balance shaft (47) into block using 36996 and 8092. • Dip the front balance shaft bearing into clean engine oil before assembly. • Retaining ring on balance shaft front bearing must be seated on case. 3. Install balance shaft bearing retainer (43) and bolts (48).

TIMING CHAIN AND SPROCKET INSTALLATION Install or Connect 1. Camshaft sprocket and timing chain. IMPORTANT • Line up the tuning marks on the camshaft sprocket and crankshaft sprocket. • The number 4 cylinder is at top dead center of the compression stroke with the timing marks in this position.

Tighten • Balance shaft retainer bolts (48) to 14 N·m (124 lbs·in). • Balance shaft driven gear (42) and bolt (49). Tighten • Balance shaft driven gear bolt (49) to 20 N·m (15 lbs·in) plus an additional turn of 35 degrees using 36660. IMPORTANT • Rotate balance shaft (47) by hand to make sure there is clearance between the balance shaft (47) and retainer (43). If balance shaft (47) does not rotate freely, check to be sure retaining ring on front bearing is seated on case. • Turn the camshaft so, with the balance shaft drive gear temporarily installed, the timing mark on the drive gear is straight up. • With the balance shaft drive gear removed, turn the balance shaft so the timing mark on the driven gear points straight down. 4. Balance shaft drive gear (37) onto camshaft. IMPORTANT Make sure the timing marks on the balance shaft drive gear and driven gear line. 5. Balance shaft drive gear bolt. Tighten • Bolt to 16 N·m (12 lbs·ft).

2. Camshaft sprocket bolts (39) and nut (34). Tighten • Camshaft sprocket bolts (39) and nut (34) to 28 N·m

FRONT COVER INSTALLATION NOTICE Refer to “Notice” on page 00(L)-2-1. 1. Front cover gasket to the front cover. • Use gasket cement to hold the gasket in place. 2. Front cover to the engine. NOTICE Refer to “Notice” on page 00(L)-2-1. 3. Front cover bolts. Tighten • Front cover to block bolts to 14 N·m (124 lbs·in).

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00(L)-2-44

Group 00(L), ENGINE TORSIONAL DAMPER INSTALLATION Tool Required : 39046 Torsional Damper Ruller and Installer Install or Connect 1. Crankshaft key (if removed). NOTICE The inertial weight section of the torsional damper is assembled to the hub with rubber type material. The correct installation procedures with the proper tool) must be followed or movement of the inertial weight section of the hub will destroy the tuning of the torsional damper. 2. Stud (item A.,) to the crankshaft. Thread the stud fully into the tapped hole in the crankshaft.

PISTON AND CONNECTING ROD INSTALLATION CONNECTING ROD BEARING SELECTION Tools required : 5239 Connecting Rod Guide Set 8037 Ring Compressor 36660 Torque/Angle Meter Connecting rod bearings are of the precision insert type and do not use shims for adjustment. DO NOT FILE RODS OR ROD CAPS. IMPORTANT • If clearances are excessive, install a new bearing. Service bearings are available in standard size and 0.050 mm (0.002 in), 0.254 mm (0.010 in), 0.508 mm (0.020 in), undersize for use with new and used standard size crankshafts. • Lubricate the cylinder walls lightly with engine oil. • Make sure the piston is installed in the matching cylinder. Install or connect 1. Connecting rod bearings. • Make sure that the bearing inserts are of the proper size.

3. Torsional damper over the end of the stud. Align the key way in the torsional damper shaft with the crankshaft

• Install the bearing inserts in the connecting rod and connecting rod cap. • Lubricate the bearings with engine oil.

4. Bearing, washer, and nut (figure 71). • Turn the nut to pull the vibration damper into place. • Remove the tool. NOTICE Refer to “Notice” on page 00(L)-2-1. 5. Torsional damper bolt and washer. Tighten • Bolt to 95 N·m (70 lbs·ft).

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Group 00(L), ENGINE 2. Piston and connecting rod into the proper bore. • With the connecting rod cap removed, install 5239 onto the connecting rod bolts • Locate the piston ring end gaps. Lubricate the piston and rings with engine oil.

IMPORTANT Each connecting rod and bearing cap should be marked, beginning at the front of the engine. Cylinders 1, 3, and 5 are the right bank and 2, 4, and 6 are the left bank (when viewed from the front of the engine). The numbers on the connecting rod and bearing cap must be on the same side when installed in the cylinder bore. If a connecting rod is ever transposed from one block or cylinder to another, new connecting rod bearings should be fitted and the connecting rod should be numbered to correspond with the new cylinder number. NOTICE Refer to ‘Notice” on page 00(L)-2-1. 3. Connecting rod cap with bearing insert and nut. Tighten • Connecting rod bolt nuts to 27 N·m (20 lbs·ft). • Connecting rod bolt nuts an additional 70° using 36660.

• Without disturbing the ring end gap location, install 8037 over the piston. • The piston must be installed so that the notch in the piston faces the front of the engine.

Measure • Connecting rod side clearance. The proper clearance is 0.15–0.35 mm (0.015–0.046 in).

• Place the piston in its matching bore. The connecting rod bearing tang slots must be on the side opposite the camshaft. Using light taps with a hammer handle, tap the piston down into its bore. Guide the connecting rod to the crankpin with 5239. Hold the ring compressor against the block until all rings have entered the cylinder bore. • Remove 5239 from the connecting rod bolts.

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Group 00(L), ENGINE OIL PUMP INSTALLATION

4. Oil pan clips, bolts (83), nuts (82), and studs (84).

Install or Connect 1. Oil pump to the engine. • Align the slot in the oil pump shaft with the tang on the distributor shaft • The oil pump should slide easily into place. • No gasket is used. NOTICE Refer to ‘Notice” on page 00(L)-2-1. 2. Oil pump to main bearing cap bolt. Tighten • Oil pump to main bearing cap bolt to 88 N·m (65 lbs· ft)

OIL PAN INSTALLATION IMPORTANT Apply RTV (GM P/N 12346141) or equivalent to the front cover to block joint and to the crankshaft rear retainer seal to block joint. Apply the sealant about 25 mm (1.00 in) in both directions from each of the four comers. 1. Oil pan gasket (27) to the block. 2. Oil pan (29) to the gasket (27). 3. Reinforcements (28). Tighten • Bolts (83) and studs (84) to 11 N·m (97 lbs·in). • Four corner nuts (82) to 23 N·m (17 lbs·ft).

NOTICE Refer to “Notice” on page 00(L)-2-1.

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Group 00(L), ENGINE CYLINDER HEAD INSTALLATION INSTALL OR CONNECT Clean • Gasket surfaces on the block and cylinder head. 1. Head gasket. IMPORTANT • Do not use sealer on composition gaskets. • Place the gasket over the block dowel pins. 2. Cylinder head Carefully guide the cylinder head into place over the dowel pins and gasket. NOTICE Refer to “Notice” on page 00(L)-2-1. 3. Cylinder head bolts. Coat threads of the cylinder head bolts with sealing compound (GM P/N 1052080) or equivalent and install finger-tight.

Tighten • Cylinder head bolts in three steps. - The first sequence to 34 N·m (25 lbs·ft). - The second sequence to 61 N·m (45 lbs·ft). - Final torque sequence to 90 N·m (65 lbs·ft). 4. Engine lift bracket.

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Group 00(L), ENGINE VALVE TRAIN COMPONENT INSTALLATION Install or connect IMPORTANT • Replace all hydraulic lifters, change the engine oil and filter and add GM Engine oil supplement to the engine oil whenever a new camshaft is installed. • Lubricate the hydraulic lifter bodies and feet with engine oil supplement.

Tighten • Guide assembly bolts to 16 N·m (12 lbs·ft). 1. Pushrods. • Seat the pushrods into the socket of the hydraulic lifters.

VALVE ADJUSTMENT The 4.3L engine has screw-in rocker arm studs with positive stop shoulders, no valve adjustment is necessary. When the valve train requires service, you simply tighten the rocker arm nuts to 27 N·m (20 lbs · ft).

• Coat mating surfaces of the rocker arms (23) and balls (22) with engine oil supplement (GM P/N 1052367) or equivalent. • Rocker arms (23) with balls (22) on to the proper stud • Rocker arm nuts (21) on to the studs. IMPORTANT • Align the push rod into the rocker arm while tightening rocker arm nut (21). • No lash adjustment is needed.

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Group 00(L), ENGINE INTAKE MANIFOLD INSTALLATION INSTALL OR CONNECT 1. Gaskets to the cylinder head with the port blocking plates facing the rear of the engine. 2. RTV to the front and rear sealing surfaces on the block. Apply a 4.76250 mm (0.1875 in) bead of RTV or equivalent to the front and rear of the block as shown in figure. Extend the bead 12.7000 mm (0.500 in) up each cylinder head to seal and retain the gaskets.

NOTICE Refer to “Notice” on page 00(L)-2-1. 4. Intake manifold bolts. Tighten • Intake manifold bolts to 47 N·m (35 lbs·ft) using the tightening sequence shown in next page. • Retorque, intake manifold bolts using the tightening sequence shown in next page.

3. Intake manifold to the engine.

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00(L)-2-50

Group 00(L), ENGINE

ROCKER ARM COVER INSTALLATION Install or connect 1. Rocker arm cover (2 or 3). 2. New gasket. NOTICE Refer to “Notice” on page 00(L)-2-1. Tighten • Rocker arm cover bolts (1) to 10 N·m (90 lbs·in).

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Group 00(L), ENGINE EXHAUST MANIFOLD INSTALLATION

Install or Connect 1. Exhaust manifold.

Tighten • Bolts to 22 N·m (16 lbs·ft).

2. Heat shield (60). NOTICE Refer to “Notice” on page 00(L)-2-1. 3. Exhaust manifold bolts (63), washers (61), and tab washers (62). Tighten • Bolts on center exhaust tube to 36 N·m (26 Ibs·ft). • Bolts on front and rear exhaust tubes to 28 N·m (20 lbs·ft). • Bend the tab washers over the heads of all bolts.

FLYWHEEL INSTALLATION Install or Connect 1. Flywheel. NOTICE Refer to “Notice” on page 00(L)-2-1. 2. Flywheel bolts. Tighten • Bolts to 100 N·m (74 lbs · ft).

EGR VALVE INSTALLATION

COOLANT PUMP INSTALLATION

Install or Connect

1. New gasket.

1. Gaskets.

2. EGR valve.

2. Coolant pump.

NOTICE Refer to “Notice” on page 00(L)-2-1. 3. Bolts. SM 751

NOTICE Refer to “Notice” on page 00(L)-2-1. 3. Coolant pump bolts.

00(L)-2-52

Group 00(L), ENGINE Tighten • Coolant pump bolts to 40 N·m (30 Ibs·ft).

ENGINE ACCESSORY INSTALLATION Install the engine accessories (distributor, oil filter, generator, etc.) as directed in the proper on vehicle Truck Service Manual. Connect all vacuum hoses and electrical equipment the same way as removed.

ENGINE SET–UP AND TESTING After overhaul, turn the engine over manually and inspect for any unusual noises or evidence that parts are binding. If parts are binding disassemble engine to determine the source. 1. lnstall oil filter. 2. Fill the crankcase with the proper quantity and grade of engine oil. IMPORTANT If a new camshaft or hydraulic lifters were installed, add engine oil supplement to the engine oil. 3. Fill the cooling system with the proper quantity and grade of coolant. IMPORTANT • Whenever the cooling system is serviced or drained for service procedures, 2 coolant sealant pellets, or equivalent, must be added to the cooling system. • The pellets must be added to the radiator or the pressurized coolant reservoir. Pellets must be crushed prior to installation. • Do not place pellets into a non-pressurized coolant recovery reservoir. On these systems, the pellets must be added to the radiator. • The sealant pellets may leave a film on the sides of pressurized and non-pressurized coolant recovery reservoirs. This film is normal. 4. Crank the engine several times. Listen for any unusual noises or evidence that parts are binding. 5. Use the proper on-vehicle Truck Service Manual or Emission Control Label for specifications on ignition timing adjustment. 6. Start the engine and listen for unusual noises. 7. Run the engine speed at about 1000RPM until the engine is at operating temperature. 8. Listen for sticking lifters and other unusual noises. 9. Check for oil and coolant leaks while the engine is running.

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00(L)-2-53

Group 00(L), ENGINE SPECIFICATIONS C60/70L/75L

* MODEL G; GENERAL DATA Type

Displacemeni

4.3L (262 C.l.D.)

Bore

101.600 mm (4.00 in)

Stroke

88.392 mm (3.48 in)

Compression ratio

9.10 to 1

Firing order

1–6–5–4–3–2

Oil pressure (Minimum HOT)

41 kpa (6psi)–1000 rpm–124 kPa(18 psi) / 2000 rpm

CYLINDER BORE Diameter Out of round

101.618–101.643 mm (0.001 in) Production

0.025 mm (0.001 in) Maximum

Service

0.051 mm (0.002 in) Maximum

Production

Taper

Thrust side

0.0125 mm (0.005 in) Maximum

Relief side

0.025 mm (0.001 in) Maximum

Service

0.025 mm (0.001 in) Maximum

Production

0.018–0.061 mm (0.0007–0.0024 in)

Service limit

0.061 mm (0.0024 in) Maximum

PISTON Clearance

Oil

Compression

PISTON RING Groove clearance

Production

Top

0.030–0.081 mm (0.0012–0.0032 in)

Second

0.030–0.081 mm (0.0012–0.0032 in)

Service limit Cap Groove clearance Gap

Production

0.107 mm (0.0042 in) Maximum Top

0.254–0.508 mm (0.010–0.020 in)

Second

0.254–0.635 mm (0.010–0.025 in)

Service limit

0.889 mm (0.035 in) Maximum

Production

0.051–0.178 mm (0.002–0.007 in)

Service limit

0.202 mm (0.008 in) Maximum

Production

0.381–1.397 mm (0.015–0.055 in)

Service limit

1.651 mm (0.065 in)

PISTION PIN Diameter Clearance in piston Fit in rod

SM 751

23.546–23.553 mm (0.9270–0.9273 in) Production

0.005–0.018 mm (0.0002–0.0007 in)

Service limit

0.025 mm (0.001 in) Maximum 0.020–0.041 mm (0.0008–0.0016in) Interference

00(L)-2-54

Group 00(L), ENGINE

* MODEL ;

C60/70L/75L

EXHAUST MANIFOLD Surface flatness

0.254 mm mm (0.010 in) Maximum

INLET MANIFOLD Surface flatness

0.254 mm mm (0.010 in) Maximum

CYLINDER HEAD Surface flatness

0.102 mm mm (0.004 in) Overall

BALANCE SHAFT Front bearing journal diameter

54.986–55.001 mm (2.1648–2.1654 in)

Rear bearing joumal diameter

38.085–38.100 mm (1.4994–1.500 in)

Rear bearing joumal clearance

0.025–0.091 mm (0.001–0.0036 in)

CRANKSHAFT Diameter Main journal

Taper Out of round

Production Main bearing clearance Crankshaft end play

Service limit

62.189–62.212 mm (2.4482–2.4493 in)

#2, #3

62.182–62.205 mm (2.4481–2.4490 in)

62.177–62.200 mm (2.4479–2.4488 in)

Production

0.005 mm (0.0002 in) Maximum

Serv. limit

0.025 mm (0.001 in)

Production

0.054 mm (0.0002 in) Maximum

Serv. limit

0.025 mm (0.001 in) Maximum

0.020–0.051 mm (0.0008–0.0020 in)

#2, #3

0.028–0.058 mm (0.0011–0.0023 in)

0.043–0.081 mm (0.0017–0.0032 in)

0.025–0.038 (0.0010 mm–0.0015 in)

#2, #3

0.025–0.038 (0.0010 mm–0.0015 in)

0.064–0.089 (0.0025 mm–0.0018 in) 0.127–0.457 (0.0025 mm–0.0018 in)

Crankshaft runout

0.025 mm (0.001 in) Maximum Diameter

Crankpin

Taper Out of roung

Rod bearing clearance Rod side clearance

SM 751

57.117–57.142 mm (2.2487–2/2497 in) Production

0.0127 mm (0.0005 in)

Serv. limit

0.025 mm (0.001 in)

Production

0.013 mm (0.0005 in)

Serv. limit

0.025 mm (0.001 in)

Production

0.033–0.089 mm (0.0013–0.0035 in)

Service Limit

0.076 mm (0.0030 in) 0.381–1.168 mm (0.015–0.046 in)

00(L)-2-55

Group 00(L), ENGINE

* MODEL ;

C60/70L/75L

CAMSHAFT Lobe lift

Intake

5.893–5.994 mm (0.232–0.236 in)

Exhaust

6.528 mm (0.257 in)

Jourmal diameter

47.452–47.478 mm (1.8682–1.8692 in)

End play

0.102–0.305 mm (0.004–0.012 in)

VALVE SYSTEM Lifter

Hydraulic

Rocker arm ratio

1.50 to 1

Valve lash (Inake & Exhaust)

Torque rocker arm nut to 27 N·m (20lbs·ft)

Face angle (Intake & Exhaust)

45°

Seat angle (Intake & Exhaust)

46°

Seat runout (Intake & Exhaust)

0.051 mm (0.002in) Maximum

Seat width

Intake

0.889–1.524 mm (0.035–0.060 in)

Exhaust

1.575–2.363 mm (0.062–0.093 in)

Production Stem clearance

Service

Int. & Exh.

0.025–0.069 mm (0.0010–0.0017 in)

Intake

High limit production + 0.025 mm (0.001 in)

Exhaust

High limit production + 0.025 mm (0.002 in)

Free length Valve spring (outer)

Valve sprg. damper

SM 751

Pressure

51.562 mm (2.03 in) Closed

338–374N @43.18 mm (76–84 lbs.@1.70 in)

Open

863–916N @31.75 mm (194–206 lbs.@1.25 in)

Installed height

42.926 @43.434 mm (1.690–1.710 in)

Free length

47.244 mm (1.86 in)

Approximate no. of coils

00(L)-2-56

Group 00(L), ENGINE FASTENER TIGHTENING SPECIFICATIONS Item

N·m

lb · ft

lb · in

Balance shaft drive gear retaining bolt

–

Balance Gear driven gear bolt (torque plus a 35° turn)

–

Balance shaft retainer bolt

–

124

Camshaft sprocket bolts

–

Camshaft thrust plate screws

–

124

Connecting rod bolt nuts (torque plus a 70° turn).

–

Coolant outlet bolts

–

Coolant pump bolts

–

Crankshaft rear oil seal retainer screws and nuts

–

Cylinder head bolts (in sequence)

–

EGR valve bolt

–

Engine block drain plug

–

Center two bolts

–

All other bolts

–

Flywheel bolts

100

–

Flywheel housing bolts

–

Front cover bolts

–

124

Hydraulic lifter guide assembly

–

Intake manifold bolts (in sequence)

–

Main bearing cap bolts

110

–

Oil filter adapter bolts

–

Oil gallery plug, left rear

–

Oil gallery plug, right rear

–

Oil gallery plug, left side rear

–

Oil pan bolts

–

Oil pan drain plug

–

Oil pan nuts

–

Oil pan studs to oil seal retainer or engine block

–

Oil pressure fitting

–

Oil pump bolt

–

Oil pump cover bolts

–

Rocker arm cover bolts

–

Rocker arm nuts

–

Rocker arm stud

–

Torsional damper bolt

–

Exhaust manifold bolts

SM 751

00(L)-2-57

NOTE :

SM 751

00(L)-2-58

Group 00(L), ENGINE

Section 3 COOLING SYSTEM TROUBLESHOOTING

SM 751

00(L)-3-1

GROUP 01

GROUP 01 ENGINE COOLING SYSTEM

Engine Cooling System Specifications and Description .......................... Section 1 Engine Cooling System Troubleshooting ......... Section 2 Engine Cooling System Testing and Maintenance..................................................Section 3 Radiator Removal and Replacement ............... Section 4

NOTE Removal and replacement procedures for the water pump and thermostat are covered in the Overhaul section of Group 00, “Engines”.

SM 751

01-0

Group 01, Engine Cooling System

Section 1 Engine Cooling System Specifications and Description Specifications Radiator Type : Crossflow radiator with coolant recovery system. System Pressure (Radiator cap) : 83-109 kPa (12-16 psi). Thermostat

Radiator Cap Inspection and Test: Every year or 2000 hours of operation. Thermostat Test/Replacement: Every 2000 hours or each PM. Fan Belt Tension Wear Inspection: After the first 50 hours of operation, then every 50-250 hours or each PM. Fan Inspection for Loose or Damaged Blades: Every 50250 hours or each PM.

- Diesel / LPG •

Open (cracking) at 82 C 1.5 (180 F 2.7 ).

•

Fully open at 95 C(203 F).

Coolant Mixture: 50% water and 50% low-silicate, ethylene glycol, permanent-type antifreeze with rust and corrosion inhibitors. Cooling System Coolant Capacity : •

Diesel / LPG : 24 L

Fan Type : Pusher type Fan Drive Belt : V-type belt Water Pump Type : Centrifugal Hose Clamp Sizes : •

LPG: 47 mm (1.8 in) @ radiator end; 44 mm (1.7 in) @ engine (water pump or thermostat) end

•

Diesel: 51mm (2 in).

Description The engine cooling system is a conventional setup and consists of the radiator, the fan and drive belt, the thermostat, the water pump, and associated hoses. The radiator is filled through the overflow bottle, a reservoir for extra coolant that allows for fluid expansion as the fluid gets warmed in the engine. The transmission oil cooler is separate from the engine cooling system, but is mounted directly below the radiator. The radiators of the different models of the truck are not the same, but the procedures for general service are the same. Radiator repair is not covered in this manual. Radiator service shops should be consulted if the radiator is clogged, cracked, or otherwise unserviceable. The components that can be serviced include the belts (gas and LPG engines have two belts), the thermostat, the water pump, and hoses.

Service Intervals Coolant Level Check: Every 8-10 hours or daily. Coolant Change (drain and refill): Every year or 2000 hours of operation. Coolant Hoses Inspection/Replacement: As needed and every 50-250 hours or each PM and every year or 2000 hours of operation. Coolant Protection Check (hydrometer test): Every six months or 1000 hours of operation. Radiator Core Air Cleaning: Every 50-250 hours or monthly.

SM 751

01-1-1

Group 01, Engine Cooling System

Section 2 Engine Cooling System Troubleshooting Temperature gauge in red zone •

Radiator fins plugged; blow debris from radiator.

•

Blockage in system; drain, flush, and refill system.

Engine overheating • •

•

Low engine oil pressure; check oil level and fill and check for leaks.

•

High coolant temperature; check “Engine overheating” for symptoms and remedies.

Water pump leaks

Loose fan belt; tighten to correct tension (see Section 4 for belt tensioning procedure).

•

Pump has a worn shaft and/or seal.

•

Bad O-Ring.

Low coolant level; refill and check for leaks.

•

Broken pump impeller.

•

Radiator pressure cap is defective.

Replace the seals and O-Rings or replace the pump.

•

Inadequate air flow to the radiator; check that fan blades have the coined imprinting facing the engine and are not installed backwards.

Water pump making noise •

Worn pump shaft or bearings loose or worn.

•

Pump impeller broken.

Radiator fins plugged; blow debris from radiator.

•

Loose fan belt.

•

Radiator clogged; drain and flush radiator.

•

Bent or broken fan blade.

•

Scale or deposits in cooling system; drain and flush entire cooling system.

•

Fan hitting engine or shroud.

•

Radiator defective; repair or replace the radiator.

•

Thermostat incorrect or defective.

•

Collapsed radiator hose(s) on suction side of cooling system.

•

Water pump defective.

•

Water passages in engine are clogged.

•

Air in cooling system; drain and flush.

•

Ignition timing misadjusted.

•

Excessive exhaust system back pressure.

•

Engine oil level is low or needs changing.

•

Engine overloaded.

•

Cylinder head bolts not tight.

•

Engine internal parts worn.

•

Cylinder head cracked.

•

Leaking head gasket.

•

Engine cylinder block water jackets cracked.

•

Defective temperature gauge.

•

Missing or damaged fan shroud or shields on radiator.

•

Engine runs cold, emits excessive blue/white exhaust smoke or idles roughly •

Contaminated fuel.

•

Coolant temperature below normal due to incorrect or defective thermostat; replace the thermostat.

•

Defective temperature sender or indicator light; check and replace if necessary.

Oil in coolant or coolant in crankcase Leaking head gasket.

Engine shuts down (automatic engine shutdown sensor) •

High transmission temperature; check transmission oil cooler components.

SM 751

01-2-1

NovGroup 01, Engine Cooling System

Section 3 Engine Cooling System Testing and Maintenance

! WARNING

2376150

The engine coolant fan, on all internal combustion engines, can cause extensive injury and bodily harm. Keep hands, arms and clothing away from a spinning fan. Also, don’t stand in line with a spinning fan.

SM 751

01-3-1

Group 01, Engine Cooling System

1. Park the truck as described in “Safe Parking.” CAUTION

SAFE PARKING. Before working on truck: •

Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

•

Put upright in vertical position and fully lower the forks or attachment.

•

Put all controls in neutral. Turn key switch OFF and remove key.

•

Apply the parking brake and block the wheels.

2. Open the engine cover and check the coolant level in the reservoir: • When at operating temperature, the coolant level must be within the hot range mark. • When cold, the coolant level must be within the cold range mark.

Engine Coolant Level Check Hot range mark

CAUTION

Use extreme care when removing the cap from the radiator. Never remove the radiator cap from a hot engine. It is a good safety practice to use a shop cloth over the cap as shown if there is any possibility of pressure being present. Turn cap to the first stop and note if any steam is released. When you are sure all pressure has been released, press down on the cap with the cloth in place, turn and remove the cap. Stand clear of the radiator opening; hot coolant can splash out. Steam or hot coolant can cause severe burns. Failure to follow these instructions could result in serious personal injury and/or damage to the cooling system or engine.

Cold range mark

3. Remove the radiator cover. See Group 38 for instructions. 4. Use a rag to cover the radiator cap and turn to the first stop to release any steam. Let all pressure and steam run out of the radiator before removing the cap. 5. Check the coolant level in the radiator; coolant level should be to the bottom of the filler neck opening. 6. Fill the reservoir and radiator to the correct level of coolant and close tightly. IMPORTANT Do not overfill the system. If necessary, wait 4 hours or until the engine is completely cool before adding coolant to the correct levels in the reservoir and radiator. The cooling system should be filled at all times with a 50% water and 50% glycol, permanent-type antifreeze solution containing rust and corrosion inhibitors. Plain water may be used in an emergency, but should be replaced with specified coolant as soon as possible to avoid damage to the system or engine. When only water is used in the system, do not let the engine run hot.

Heated coolant expands and is driven from the radiator into the reservoir. The engine must be cooled for at least 4 hours before the coolant will flow back to the radiator. To check the coolant levels in the engine:

SM 751

NOTE Do not use alcohol or methanol antifreeze. Add coolant as required. If frequent refilling or as much as a quart is required at one time, inspect cooling system for leaks.

01-3-2

Group 01, Engine Cooling System Adding Coolant 1. The coolant level should be at the cold mark on the coolant reservoir when the engine is cold. NOTE Fork lift truck applications require also checking the coolant level directly in the radiator. Lift truck radiators will plug up and overheat which forces coolant into the overflow bottle and on out at the vent. This results in a low coolant level which may cause overheating. 2. Coolant level in the radiator should be checked daily (or before each shift of operation) to make sure the radiator is full at all times. Radiator is full when coolant level is at the bottom edge of the filler neck opening.

CAUTION

Use extreme care when removing the cap from the radiator. When checking coolant level in the radiator, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released. 3. If the cooling system requires the addition of a large quantity of coolant and the engine has been overheating, perform the following cooling system inspection.

4. Check the planned maintenance time interval (operating hours), or the condition of the coolant to determine if it needs to be changed (drained and replaced). 5. Inspect the radiator cap. Check condition of the upper and lower seals. Check the seal holder and spring for correct movement and operation. The rubber seal face should be clean and undamaged. Look for nicks or cracks in the seals. Replace the cap if the seal is defective. Cap should have a pressure rating of 90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi) limits. See “Cooling System Tests” in this Section for procedures to test the radiator cap. 6. Inspect the radiator cap sealing surfaces located in the radiator filler neck. Look for nicks, deep scratches, or damage which may cause radiator cap leakage. 7. Inspect the overflow pipe and tubing for clogging, damage, or wear. Clean the overflow pipe. Remove any contaminants that can cause restriction. Replace the tubing if it is faulty. 8. Inspect and clean the overflow bottle (reservoir) as needed. 9. Inspect the inlet and outlet hoses for damage, cracks, wear, or evidence of collapsing. Inspect hose clamps to determine if they need to be replaced. 10. Use a coolant tester to test the low temperature protection level (the proportion of glycol to water) of the coolant solution. Add coolant solution (antifreeze or water) to provide maximum protection (50/50 mixture).

Cooling System Inspection 1. Check water pump, thermostat, radiator, and all plumbing for leaks.

CAUTION

Use extreme care when removing the cap from the radiator. When checking coolant level in the radiator, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released before removing cap. 2. Remove the radiator cap. See CAUTION above. 3. Inspect the condition of the coolant. Look for excessive contamination, rust, oiliness, or gummy deposits in the coolant solution. The coolant should have a clean appearance.

SM 751

NOTE A coolant solution containing 50% glycol provides freezing protection to -37° C (-34° F). Refer to Service Information Bulletin, SI01-207-78 for more information on the use of antifreeze.

01-3-3

Group 01, Engine Cooling System 11. If the engine has been requiring the addition of large amounts of coolant: • Inspect the radiator for blockage of air flow through the fins. Air clean the radiator. • Check the tailpipe. Be sure exhaust flow is not blowing into the radiator. Make sure all baffles and shrouds are in place. • Check fan belt and cooling fan. • Check and make sure the fan is not installed backward. The coined imprinting on the fan blades should be facing the engine for correct operation. • Check engine oil to see if it contains coolant. • Check the radiator cap to see that it has the correct rating. • Pressure test the radiator and cooling system. See “Cooling System Tests” in this Section for procedures to test the radiator and cooling system. Repair any leaks or blockage. • Test the engine thermostat. See “Cooling System Tests” in this Section for procedures to test the thermostat. Replace the thermostat if faulty.

2. The gauge pressure reading should hold within the specified limits of the cap relief pressure. Cap should have a pressure rating of 96 kPa (14 psi) nominal and 83-109 kPa (12-16 psi) limits. If the test relief pressure either exceeds or is below the specified limits, replace the cap with a new Clark part.

Testing Radiator and Cooling System 1. Pressure test the radiator and cooling system to determine if it will hold the correct pressure without leaks or failure. Wet the rubber sealing surfaces and install the tester cap tightly on the radiator fill neck. Apply pressure to the cooling system equal to the radiator cap specified relief pressure of 90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi) limits.

Cooling System Tests If the need is indicated for further maintenance and testing of the cooling system, check for both external and internal leaks in the cooling system with an accurate pressure pump and gauge tester.

Testing the Radiator Cap 1. Pressure test the radiator cap to determine if it is holding the correct pressure. Wash the cap in clean water to remove any dirt or scale from the valve sealing surfaces. Wet the rubber sealing surface and install the cap tightly on the tester. Pressurize the tester and radiator cap.

SM 751

2. Observe the gauge reading for approximately two minutes. The pressure should not drop during this time. If pressure drops, check for leaks in the radiator, hoses, connections, and the engine components.

Testing the Thermostat 1. Remove and test the engine thermostat to determine if it closes correctly and opens at the correct temperature: Gas/LPGVDiesel •

Open (cracking) at 83°C ± 1.5° (181°F ± 2.7°)

•

Fully open at 98°C (208°F).

01-3-4

Group 01, Engine Cooling System 2. Fully immerse the thermostat in a pan of water. Heat the pan slowly while stirring the water to produce an even temperature. Use a thermometer to measure the temperature at which the thermostat valve cracks (starts to open) and when it is fully open. If the test results are not to specification, replace the thermostat.

IMPORTANT Dispose of the fluid in accordance with the manufacturer’s and state and local regulations. 4. Inspect coolant hoses and clamps to determine if they need to be replaced.

3. Replace the thermostat even if a slight opening of the valve at normal temperature is found or if its appearance shows any breakage. If the sensing part is damaged, the thermostat valve will remain closed.

Engine Coolant Change NOTE Drain and replace the engine coolant after 2000 hours of operation or once a year. System coolant capacities are listed in Section 1.

Draining Radiator and Cooling System To drain the radiator and cooling system: 1. Remove the radiator cap.

CAUTION

Allow engine to cool first, then use extreme care when removing the cap from the radiator. Use a rag over the cap, turn cap to the first stop, and allow all pressure and steam to be released. 2. Place a large, 25-liter (6.6-gallon) drain pan under the radiator. 3. Open the coolant drain plug of radiator.

SM 751

01-3-5

Group 01, Engine Cooling System Cleaning and Flushing Cooling System

4. Fill the coolant recovery bottle (overflow reservoir) to the cold range mark line with new coolant.

NOTE If the condition of the used coolant indicates severe contamination, rust deposits, scale, or oil in the system, determine the cause of the contamination and make sure to clean and flush the cooling system with a commercial cleaner. Choose a product from a reliable manufacturer and follow all instructions for its use. 1. Fill cooling system and perform the cleaning and flushing operation according to the manufacturer’s instructions.

Hot range mark Cold range mark

2. Drain the system completely again using the steps from “Draining Radiator and Cooling System.” IMPORTANT Dispose of the fluid in accordance with the manufacturer’s and state and local regulations.

Filling Cooling System With the cooling system drained, the following procedure should be used to insure complete fill: 1. Close coolant drain valve in engine block. 2. Fill the radiator to the bottom of the filler neck with new coolant (50% water and 50% glycol, permanenttype antifreeze solution containing rust and corrosion inhibitors). 3. Install radiator cap securely.

5. Start and run the engine until the radiator upper hose is warm, indicating the thermostat is open and coolant is circulating through the system. Check for leaks at hose connections and engine drain valve. 6. Turn engine off and check coolant level in radiator again. Add coolant as required to fill to bottom of filler neck.

CAUTION

Use extreme care when removing the cap from the radiator. When checking coolant level in the radiator, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released. 7. Check coolant level in reservoir again. Add coolant as required to fill to the Cold Mark on the bottle. NOTE To cycle coolant from the recovery bottle into the radiator, run the engine until it reaches operating temperature, then stop the engine. Check coolant level in the coolant recovery bottle once the engine is again cold. Again inspect cooling system hoses, connections and components for any leaks that may have developed when system was fully pressurized.

SM 751

01-3-6

Group 01, Engine Cooling System

Section 4 Radiator Removal and Replacemant

Radiator

To Water Pump

Fan

To thermostat

SM 751

01-4-1

Group 01, Engine Cooling System

CAUTION

10. Remove the cushions assembled to the upper and lower sides.

SAFE PARKING. Before working on truck: •

Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

•

Put upright in the vertical position and fully lower the forks or attachment.

•

Put all controls in neutral. Turn key switch OFF and remove key.

•

Apply the parking brake and block the wheels.

Radiator Removal NOTE Servicing radiators is not covered in this manual and radiator repair shops should be consulted for service and repair of defective radiators. 1. Do not attempt to remove the radiator when the engine is hot. Wait until the system has entirely cooled down.

CAUTION

Use extreme care when removing the cap from the radiator. When removing the radiator cap, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released. 2. Park the truck and block the wheels. Tilt the steering column forward and raise the operator’s seat deck. 3. Remove the rear hood. 4. Drain the radiator/engine coolant as described in Section 3. 5. Disconnect the overflow bottle hose from the filler neck of the radiator. Remove the auxliary sump hose.

Installation of radiator 1. Install the radiator cushions in proper positions. 2. Put the radiator on to the cushions. 3. Install the bolts in original places. 4. Fasten the bolts with tightening torque of 2~2.5kgf.m (14.5~18ft.lb). 5. Lay the shroud on the engine before installing the fan. 6. Assemble the fan with four bolts. 7. Fasten the bolts with a tightening torque of 3.7~4.9kgf.m (27~35ft.lb). 8. Install 6 bolts for fastening the shroud. The gap between shroud and fan shall be 13mm. 9. Fasten the bolts with a tightening torque of 1.26~1.54kgf.m (9~11 ft.lb). 10. Assemble the cooling auxiliary water tank to the frame. 11. Remount the water pump and thermostat hoses between the engine and radiator. Tighten the hose clamps sufficiently to prevent leaks. IMPORTANT Use new hoses if cracking or drying is evident around the positions of the clamps or if the hoses are deteriorated in any way. 12. Reconnect the hose from the overflow bottle to the radiator neck. 13. Close engine drain cock and refill the radiator with a mixture of 50% glycol (antifreeze) and 50% water as described in Section 3. 14. Remount the rear hood.

6. Loosen six shroud bolts, and push the shroud to the fan side.

15. Check the rear hood for correct operation once you have completed reassembly.

7. Loosen four bolts to remove the fan, and take off the fan together with the shroud.

16. Once you have completed all the tests recommended for radiator refill (see Section 3), check to make sure no leaks are evident in the radiator hoses before returning the truck to service.

8. Loosen two bolts at upper side of radiator and two bolts at lower side of the radiator. 9. Lift the radiator up perpendicular to the ground.

SM 751

01-4-2

GROUP 02(LP-TIER3)

GROUP 02(LP-TIER3) MI-07 LP SYSTEM (GM V6 4.3)

Regulatory Compliance ............................................... Section 0 LPG System Overview................................................. Section 1 Specifications ................................................................ Section 2 Recommended Maintenance ....................................... Section 3 Installation Procedures................................................ Section 4 Tests And Adjustments ............................................... Section 5 Basic Troubleshooting ................................................. Section 6 Advanced Diagnostics................................................. Section 7 Parts Description.......................................................... Section 8

SM 751

02-0

Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 0 REGULATORY COMPLIANCE WARNING.DANGER OF DEATH OR PERSONAL INJURY

WARNING

FOLLOW INSTRUCTIONS 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.

WARNING

OUT-OF-DATE PUBLICATION This publication may have been revised or updated since this copy was produced. To verify that you have the latest revision, be sure to check the Woodward website: www.woodward.com/pubs/current.pdf The revision level is shown at the bottom of the front cover after the publication number. The latest version of most publications is available at: www.woodward.com/publications If your publication is not there, please contact your customer service representative to get the latest copy.

WARNING

OVERSPEED PROTECTION The engine, turbine, or other type of prime mover should be equipped with an overspeed shutdown device to protect against runaway or damage to the prime mover with possible personal injury, loss of life, or property damage. The overspeed shutdown device must be totally independent of the prime mover control system. An overtemperature or overpressure shutdown device may also be needed for safety, as appropriate.

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WARNING

WARNING.PROPER USE Any unauthorized modifications to or use of this equipment outside its specified mechanical, electrical, or other operating limits may cause personal injury and/or property damage, including damage to the equipment. Any such unauthorized modifications: (i) constitute "misuse" and/or "negligence" within the meaning of the product warranty thereby excluding warranty coverage for any resulting damage, and (ii) invalidate product certifications or listings.

CAUTION.POSSIBLE DAMAGE TO EQUIPMENT OR PROPERTY

CAUTION

BATTERY CHARGING 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.

CAUTION

CAUTION.ELECTROSTATIC DISCHARGE 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.

02(LP-T3)-0-1

Group 02(LP-Tier3), MI-07 LP SYSTEM IMPORTANT IMPORTANT DEFINITIONS •

A WARNING indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury.

•

A CAUTION indicates a potentially hazardous situation which, if not avoided, could result in damage to equipment or property.

•

A NOTE provides other helpful information that does not fall under the warning or caution categories. Revisions.-Text changes are indicated by a black line alongside the text. 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. གྷ Woodward 2007

EPA / CARB Emissions Certification When properly applied and calibrated, Woodward’s MI07 control system is capable of meeting EPA 2007 LSI emission standards (40 CFR Part 1048.101) when operating properly with an approved three-way catalyst. The emission standards, including appropriate deterioration factors over the useful life of the system, are as follows: HC+NOx: 2.0 g/hp-hr [2.7 g/kW-hr] CO: 3.3 g/hp-hr [4.4 g/kW-hr] Evaporative emissions comply with 40 CFR Part 1048.105. These standards apply only to volatile liquid fuels such as gasoline. Note that the engine crankcase must be closed. As defined in applicable regulations, the engine control system is designed to maintain emissions compliance for seven (7) years or 5000 hours, whichever occurs first, provided appropriate maintenance is performed as defined in the service manual for the system. Maintenance intervals shall be defined and approved by the regulating body. Component warranty shall comply with regulatory requirements (40 CFR Part 1048.120) for all emission related components. Warranty for non-critical emissions components will be as defined in the individual purchase agreement.

North American Compliance The N-2007 regulator is UL listed per Category ITPV LPGas Accessories, Automotive Type. The N-2007 regulator and CA55-500 mixer have tamperresistant features approved by CARB.

Special Conditions for Safe Use Field wiring must be suitable for at least 248°F (120°C). SECM-48 inputs are classified as permanently connected IEC measurement Category I. To avoid the danger of electric shock, do not use inputs to make measurements within measurement categories II, III, or IV. See Woodward publication 26377, SECM-48 Manual, Chapter 2 for additional information on transient over-voltage input ratings. SECM-48 input power must be supplied from a power supply/battery charger certified to IEC standard with a SELV (Safety Extra Low Voltage) classified output. Input power should be properly fused according to the wiring diagram in Woodward publication 26377, SECM-48 Manual.

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Group 02(LP-Tier3), MI-07 LP SYSTEM SECM-48 inputs and outputs may only be connected to other circuits certified as SELV (Safety Extra Low Voltage). The IP-56 Ingress Protection rating of the control depends on the use of proper mating connectors. See Woodward publication 26377, SECM-48 Manual, Chapter 2: Installation.Wiring Connections, Table 2-1 for information on the proper mating connectors for use with this control.

WARNING

EXPLOSION HAZARD Do not connect or disconnect while circuit is live unless area is known to be non-hazardous. Substitution of components may impair suitability for Class I, Division 2, or Zone 2 applications.

Electromagnetic Compatibility (EMC)

2. Avoid the build-up of static electricity on your body by not wearing clothing made of synthetic materials. Wear cotton or cotton-blend materials as much as possible because these do not store static electric charges as much as synthetics. 3. Keep plastic, vinyl, and Styrofoam materials (such as plastic or Styrofoam cups, cup holders, cigarette packages, cellophane wrappers, vinyl books or folders, plastic bottles, and plastic ash trays) away from the control, the modules, and the work area as much as possible.

CAUTION

ELECTROSTATIC DISCHARGE To prevent damage to electronic components caused by improper handling, read and observe the precautions in Woodward manual 82715, Guide for Handling and Protection of Electronic Controls, Printed Circuit Boards, and Modules.

All MI-07 active electronic components manufactured by the Woodward Governor Company have been developed and individually tested for electromagnetic compatibility using standardized industry methods under laboratory test conditions. Actual EMC performance may be adversely affected by the wiring harness design, wire routing, the surrounding structure, other EMC generating components, and other factors that are beyond the control of the Woodward Governor Company. It is the responsibility of the vehicle and/or application manufacturer to confirm that the overall system's EMC performance is in compliance with all standards that they wish to apply for their particular use.

Electrostatic Discharge Awareness All electronic equipment is static-sensitive, some components more than others. To protect these components from static damage, you must take special precautions to minimize or eliminate electrostatic discharges. Follow these precautions when working with or near the control. 1. Before doing maintenance on the electronic control, discharge the static electricity on your body to ground by touching and holding a grounded metal object (pipes, cabinets, equipment, etc.).

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Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 1 LPG SYSTEM OVERVIEW MI-07 General Description CERTIFIED ENGINE SYSTEMS Woodward’s emission-certified MI-07 control system provides a complete, fully integrated engine management system that meets or exceeds 2007 emission standards for Large Spark Ignited (LSI) engines established by the California Air Resources Board (CARB) and the Environmental Protection Agency (EPA). The control system is applicable to naturally aspirated engines ranging in size from 1.5L to 8.1L (25 HP to 170 HP) with up to 8 cylinders running on LPG in mobile industrial applications.

It provides accurate, reliable, and durable control of fuel, spark, and air over the service life of the engine in the extreme operating environment found in heavy-duty, under hood, on-engine electronic controls. MI-07 is a closed loop system utilizing a catalytic muffler to reduce the emissions levels 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 two heated exhaust gas oxygen sensors (HEGO) in the exhaust system to monitor exhaust gas content. One HEGO is installed in front of the catalytic muffler and one is installed after the catalytic muffler.

Figure 1. MI-07 System for 4.3L GM LP Engines 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 dual fuel trim valves (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 engine’s performance.

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Group 02(LP-Tier3), MI-07 LP SYSTEM Engine speed is monitored by the SECM through a variable reluctance (VR) or Hall effect sensor. Intake manifold air temperature and absolute pressure are monitored with a TMAP sensor. MI-07 is a drive-by-wire (DBW) system connecting the accelerator pedal to the electronic throttle through the electrical harness. Mechanical cables are not used. A throttle position sensor (TPS) monitors throttle position in relation to the accelerator pedal posi-

tion sensor (APP) command. Even engine coolant temperature and adequate oil pressure are monitored by the SECM. The SECM controller has full adaptive learning capabilities, allowing it to adapt control function as operating conditions change. Factors such as ambient temperature, fuel variations, ignition component wear, clogged air filter, and other operating variables are compensated.

Figure 2. MI-07 Closed Loop LP Fuel System (certified engine systems)

MI-07 System Components The MI-07 control system provides electronic control to the following subsystems on mobile industrial engines: •

Fuel delivery system

•

Spark-ignition control system

•

Air throttle

•

Sensors/Switches/Speed inputs

Key Components The MI-07 system functions primarily on engine components that affect engine emissions and performance. These key components include the following:

•

Gaseous fuel mixer *

•

Gaseous fuel pressure regulator *

•

Fuel trim valves

•

Fuel trim orifices

•

Small engine control module (SECM), firmware and calibration *

•

Fuel system sensors and actuators

•

Ignition system including spark plugs, cables, coils and drivers (*) Components of MI-07 system manufactured by Woodward

MI-07 System Features The MI-07 system uses an advanced speed-density control strategy for fuel, spark, and air throttle control. Key features include the following.

•

Engine/Combustion chamber design

•

Intake/Exhaust valve configuration, timing and lift

•

Intake/Exhaust manifold design

•

Catalytic converter and exhaust system

•

Closed-loop fuel

•

Throttle body

•

Air intake and air filter

Speed-load spark control with tables for dwell, timing, and fuel type

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Group 02(LP-Tier3), MI-07 LP SYSTEM •

Speed-load throttle control with table for maximum TPS limiting

•

Closed-loop fuel control with two oxygen sensors (one installed pre catalyst and one installed post catalyst). The pre-catalyst oxygen sensor includes adaptive learn to compensate for fuel or component drift. The post-catalyst oxygen sensor includes adaptive learn to compensate the pre-catalyst oxygen sensor setting for pre-catalyst oxygen sensor drift and catalyst aging. The pre-catalyst oxygen sensor function includes parameters for transport delay, O2 set point, excursion rich/lean, jump back rich/lean, and perturbation.

•

LPG fuel temperature compensation

•

Min/max governing

•

All-speed isochronous governing

•

Fixed-speed isochronous governing with three switch-selectable speeds

•

Fuel enrichment and spark timing modifiers for temperature and fuel type

•

Transient fuel enrichment based on rate of change of throttle position

•

Transient wall wetting compensation for gasoline

•

Input sensor selection and calibration

•

Auxiliary device control for fuel pump, fuel lockoff solenoid, tachometer, MIL, interlocks, vehicle speed limiting, etc.

•

CANBus data transfer for speed, torque, etc.

Other system features include: Tamper-Resistance Special tools, equipment, knowledge, and authorization are required to effect any changes to the MI-07 system, thereby preventing unauthorized personnel from making adjustments that will affect performance or emissions.

Diagnostic information can be communicated through both the service tool interface and the MIL lamp. With the MIL lamp, it is possible to generate a string of flashing codes that correspond to the fault type. These diagnostics are generated only when the engine is not running and the operator initiates a diagnostic request sequence such as repeated actuations of the pedal within a short period of time following reset. Limp Home Mode The system is capable of "limp-home" mode in the event of particular faults or failures in the system. In limp-home mode the engine speed is approximately 1000 rpm at no load. A variety of fault conditions can initiate limp-home mode. These fault conditions and resulting actions are determined during calibration and are OEM customer specific. Service Tool A scan tool/monitoring device is available to monitor system operation and assist in diagnosis of system faults This device monitors all sensor inputs, control outputs, and diagnostic functions in sufficient detail through a single access point to the SECM to allow a qualified service technician to maintain the system. This Mototune software (licensed by Mototron Communication) is secure and requires a crypt-token USB device to allow access to information.

Customer-Supplied Components MI-07 requires additional components to operate that are not included with the system. These include the wire harness, mixer-to-throttle body adapter, air horn adapter, mounting brackets, non-critical fittings, and hoses. These items are application specific and are the responsibility of the packager, manufacturer of record (MOR), or original equipment manufacturer (OEM). Woodward will provide assistance as needed to ensure proper fitting to the MI-07 system components.

Diagnostics MI-07 is capable of monitoring and diagnosing problems and faults within the system. These include all sensor input hardware, control output hardware, and control functions such as closed-loop fuel control limits and adaptive learn limits. Upon detecting a fault condition, the system notifies the operator by illuminating the MIL and activating the appropriate fault action. The action required by each fault shall be programmable by the OEM customer at the time the engine is calibrated.

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NOTE It is the responsibility of the customer to consult with Woodward regarding the selection or specification of any components that impact emissions, performance, or durability.

02(LP-T3)-1-3

Group 02(LP-Tier3), MI-07 LP SYSTEM LPG Fuel System Operation The principles outlined below describe the operation of MI-07 on an LPG fuel system. An LPG fuel system consists of the following components: •

Fuel filter (supplied by customer)

•

Electric fuel lock-off solenoid valve

•

Fuel pressure regulator/vaporizer

•

Two orificed fuel trim valves

•

Gas/Air mixer with fixed orifice for trim system and fuel temperature sensor

•

Miscellaneous customer-supplied hoses and fittings Fuel is stored in the customer-supplied LPG tank in saturated liquid phase and enters the fuel system from the tank as a liquid and at tank pressure. Fuel passes through a high-pressure fuel filter and lock-off solenoid, and is then vaporized and regulated down to the appropriate pressure to supply the mixer. The regulator controls the fuel pressure to the gas/air mixer.

Dual Dither Valves The key to meeting emissions requirements when operating in LPG is the dual dither valve hardware in the fuel system. Similar to the Woodward MI-04 system, the dual dither system modulates the fuel pressure regulator outlet pressure by providing an offset to the regulator secondary stage reference pressure. By adding a second dither valve, or fuel trim valve (FTV), to the MI-07 system, smoother, more accurate control of supply pressure is achieved, resulting in better control of air fuel ratio and emissions. This smoother control also minimizes wear on fuel system components such as the regulator diaphragm and lever by significantly reducing the pressure pulsations observed with a single FTV.

mixer inlet pressure and AVV. For a given change in the pressure regulator reference pressure, the pressure regulator outlet pressure changes by the same amount and in the same direction. The end result is that a change in FTV modulation changes the outlet pressure of the regulator/fuel inlet pressure of the mixer, and thus the AFR. A major benefit of this trim system results from the use of mixer inlet pressure and AVV as the reference pressure extremes. The pressure differential across the mixer fuel valve is related to these same two pressures, and thus so is fuel flow. Given this arrangement, the bias pressure delta scales with the fuel cone delta pressure. The result is that the trim system control authority and resolution on AFR stays relatively constant for the entire speed and load range of the engine.

SECM The Small Engine Control Module (SECM) controls the LPG lock-off solenoid valve and the FTVs. The lock-off solenoid is energized when fueling with LPG and the engine is turning. FTV modulation frequency will be varied as a function of rpm by the SECM in order to avoid resonance phenomena in the fuel system. FTV commands will be altered by the SECM in order to maintain a stoichiometric air-fuel ratio. Commands are based primarily on feedback from the exhaust gas oxygen sensor, with an offset for fuel temperature.

MI-07 LP Fuel Filter After exiting the fuel tank, liquid propane passes through a serviceable inline fuel filter to the electric fuel lock off. Figure 3 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 paraffins that build up in LPG fuel systems as a result of vaporization.

Regulator Pressure Offset Regulator pressure offset is achieved through the use of a fixed orifice and a variable orifice in series. The inlet to the fixed orifice is connected to the mixer inlet pressure (roughly equal to ambient pressure). The outlet of the fixed orifice is connected to both the pressure regulator reference port and the inlet to the two FTVs (the variable orifice) that act in parallel. The outlets of the FTVs are connected to the mixer outlet, referred to as Air Valve Vacuum (AVV). Thus, by modulating the FTVs, the pressure regulator reference pressure can be varied between

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Figure 3. Inline LP Fuel Filter

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Group 02(LP-Tier3), MI-07 LP SYSTEM MI-07 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-07 system.

Figure 4. Electric Fuel Lock Assembly In the MI-07 design, power is supplied to the fuel lock-off via the main power relay with the SECM controlling the lock-off ground (earth) connection. 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 via the main power relay 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 1/4” 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 and create 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 crankshaft position sensor detects any engine revolutions; Stall, when the key is in the ON position but the crankshaft position 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-

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off is opened, but if the operator fails to crank the engine the SECM will close the lock-off after 5 seconds.

N-2007 Pressure Regulator/Vaporizer The pressure regulator/vaporizer receives liquid LPG from the fuel storage tank, drops the pressure, changes the LPG phase from liquid to vapor, and provides vapor phase LPG at a regulated outlet pressure to the mixer. To offset the refrigeration effect of the vaporization process, the regulator will be supplied with engine coolant flow sufficient to offset the latent heat of vaporization of the LPG. A thermostat provided in the coolant supply line to maintain regulator outlet coolant temperature at or below 60°C (140°F) will minimize the deposit of fuel contaminants and heavy ends in the regulator and assure a more controlled vaporization process with reduced pressure pulsations. A higher flow pressure regulator is required on larger engines.

Figure 5. N-2007 Regulator The regulator is normally closed, requiring a vacuum signal (negative pressure) to allow fuel to flow. This is the second of three safety locks in the MI-07 system. If the engine stops, vacuum signal stops and fuel flow will automatically stop when both the secondary (2nd stage) valve and the primary (1st stage) valve closes. Unlike most other regulator/converters, the N-2007 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 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

02(LP-T3)-1-5

Group 02(LP-Tier3), MI-07 LP SYSTEM to 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.

the expansion chamber, through the secondary chamber to the mixer.

N-2007 Operation (Refer to Figure 6.) Liquid propane, at tank pressure, enters the N-2007 through the fuel inlet port (1). Propane liquid then flows through the primary valve (2). The primary valve located at the inlet of the expansion chamber (3), is controlled by the primary diaphragm (4), which reacts to vapor pressure inside the expansion chamber. Two springs are used to apply force on 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 closed 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 psig (10.342 kPa) 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 psig (10.342 kPa) 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, 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

Figure 6. Parts View of N-2007 Regulator 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 by the mixer is directly related to the amount of air flowing through the mixer into the engine. With this process, the larger the quantity of air flowing into the engine, the larger the amount of fuel flowing to the mixer.

CA100 Mixer The mixer is installed above the throttle body and meters gaseous fuel into the airstream at a rate that is proportional to the volumetric flow rate of air. The ratio between volumetric airflow and volumetric fuel flow is controlled by the shaping of the mixer fuel cone and biased by the controllable fuel supply pressure delivered by the pressure regulator. Fuel flow must be metered accurately over the full range of airflows. Pressure drop across the mixer air valve must be minimized to assure maximum power output from the engine. The mixer fuel inlet is fitted with a thermistor-type temperature sensor. This permits the SECM to correct fuel pressure to compensate for variations in fuel temperature.

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Group 02(LP-Tier3), MI-07 LP SYSTEM Left uncorrected, fuel temperature variations can cause significant variations in air fuel ratio. A higher flow mixer is required on larger engines. A lower flow mixer is required on smaller engines.

(Refer to Figure 9.) 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 air valve (3), the gas-metering valve (4), and air valve diaphragm (5) and air valve spring (6). The gasmetering valve is permanently mounted to the air valve diaphragm assembly with a face seal mounted between the two parts. When the engine is not running this face seal creates a barrier against the gas discharge jet, preventing fuel flow with the aid (downward force) of 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 through four vacuum ports in the air valve.

Figure 7. CA100 Mixer

CA100 Mixer Operation Vapor propane fuel is supplied to the CA100 mixer by the N-2007 pressure regulator/converter. The mixer uses a diaphragm 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-07 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 engine cylinders where it is compressed, ignited and burned.

Figure 9. Parts View of CA100 Mixer A pressure/force imbalance begins to build across the air valve diaphragm between the air valve vacuum (AVV) chamber (above the diaphragm) and atmospheric pressure below the diaphragm. Approximately 6 inH2O (14.945 mbar) of negative pressure is required to overcome the air valve spring force and push the air valve assembly upward off the valve seat. Approximately 24 inH2O (59.781 mbar) pulls the valve assembly to the top of its travel in the full open position.

Figure 8. CA100 Mixer Attached to Throttle Body

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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,

02(LP-T3)-1-7

Group 02(LP-Tier3), MI-07 LP SYSTEM low AVV causes the air valve diaphragm assembly to move upward a small amount, creating a small venturi. At high engine speeds, high AVV causes the air valve diaphragm assembly to move much farther creating a large venturi. The variable venturi air/fuel mixer constantly matches venturi size to engine demand.

Vaccum Parts

voltmeter. NOTE: Adjustments should only be performed by trained service technicians.

Gas-Metering Valve

Air Intake Figure 10. Bottom View of Air Valve Assembly

Figure 12. Idle Mixture Adjustment Screw (shown with tamper proof cap removed) Fuel Trim Valve (FTV) 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. Two FTVs are used to bias the output fuel pressure on the LPG regulator/ converter (N-2007), by metering air valve vacuum (AVV) into the atmospheric side of the N-2007 secondary regulator diaphragm. An orifice balance line connected to the air inlet side of the mixer provides atmospheric reference to the N-2007 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.

Figure 11. CA100 Mixer Installed with Electronic Throttle

A main mixture adjustment valve on the fuel inlet of the CA100 is not used in the MI- 07 system, however an idle mixture adjustment is incorporated into the mixer (Figure 12). The idle mixture adjustment is an air bypass port, adjusting the screw all the way in, blocks off the 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 screw with locking threads that is factory set with a tamper resistant cap installed after adjustment. Accurate adjustment of the idle mixture can be accomplished by adjusting for a specific fuel trim valve (FTV) duty cycle with the Service Tool software or with a

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In normal operation the N-2007 maintains fuel flow at a constant output pressure, due to the calibrated secondary spring. The amount of fuel flowing from the N-2007 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 N-2007 secondary diaphragm is referenced to FTV

02(LP-T3)-1-8

Group 02(LP-Tier3), MI-07 LP SYSTEM control pressure while the other side of the diaphragm reacts to the negative pressure signal from the mixer. If the pressure on the reference side of the N-2007 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.

Branch-Tee Fitting A branch-tee fitting is installed in the atmospheric vent port of the N-2007 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 FTVs are open AVV is sent to the atmospheric side of the N-2007 secondary diaphragm, which lowers the reference pressure, closing the N- 2007 secondary valve and leaning the air/ fuel mixture. The MI-07 system is calibrated to run rich without the FTV. By modulating (pulsing) the FTVs the SECM can control the amount of AVV applied to the N2007 secondary diaphragm. Increasing the amount of time the FTVs remain open (modulation or duty cycle) causes the air/fuel mixture to become leaner; decreasing the modulation (duty cycle) enriches the mixture.

LOCK OFF VALVE

FLOW

MOUNT TRIM VALVES VERTICALLY

FLOW

ORIFICE "Y" (COLOR BLUE)

"Y" FITTING (COLOR BLACK)

REGULATOR

FLOW

CA100 MIXER FUEL TEMP SENSOR AND ADAPTER

Figure 13. Fuel Trim Valves Connected to MI-07 System

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Group 02(LP-Tier3), MI-07 LP SYSTEM Electronic Throttle System

then generates a corresponding electrical (driver) signal to the throttle-valve actuator.

The electronic throttle system controls engine output (speed and torque) through electronic control of mass airflow to the engine. Any DC motor-actuated or Limited Angle Torquemotor (LAT)-actuated throttle with less than 5A peak and 2A steady state can be controlled. The TPS must be directly coupled to the throttle shaft for direct shaft position measurement. A commonly used throttle is the Bosch DV-E5. This throttle is available in a variety of bore sizes to meet specific engine needs: 32mm, 40mm, and 54mm are readily available throttle bore sizes; other sizes are possible. The Bosch throttle is a fully validated automotive component incorporating a brushed DC motor with gear reduction, dual throttle position sensors, throttle plate, and cast aluminum housing. In the event of an electrical disconnection or other related failure, the throttle plate returns to a limp-home idle position at a no-load engine speed above curb idle speed. This provides sufficient airflow for the engine to move the vehicle on level ground. Any throttle bodies used for MI07 meet or exceed the specification for the Bosch throttle bodies. In terms of response, the throttle is capable of fully opening and closing in less than 50 msec. Position resolution and steady state control should be 0.25% of full travel or better.

MI-07 Electronic Throttle Conventional throttle systems rely on a mechanical linkage to control the throttle valve. To meet fluctuating engine demands a conventional system will typically include a throttle valve actuator designed to readjust the throttle opening in response to engine demand, together with an idle control actuator or idle air bypass valve. In contrast, the MI-07 system uses electronic throttle control (ETC). The SECM controls the throttle valve based on engine RPM, engine load, and information received from the foot pedal. Two potentiometers on the foot pedal assembly monitor accelerator pedal travel. The electronic throttle used in the MI-07 system is a Bosch 32mm or 40mm electronic throttle body DV-E5 (Figure 14). The DV-E5 is a single unit assembly, which includes the throttle valve, throttle-valve actuator (DC motor) and two throttle position sensors (TPS). 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

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Figure 14. Bosch Electronic Throttle Body The MI-07 uses a dual TPS design (TPS1 and TPS2). 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 its limp-home modes or shut the engine down, storing the appropriate fault information in the SECM. There are multiple limp-home modes available with electronic throttle control: 1. If the throttle itself is suspected of being inoperable, the SECM will remove the power to the throttle motor. When the power is removed, the throttle blade returns to its “default” position, approximately 7% open. 2. If the 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.

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Group 02(LP-Tier3), MI-07 LP SYSTEM 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.

Throttle Plate

Gear Drive

DC Drive Motor

Picture courtesy of Robert Bosch GmbH

Figure 14. Throttle Body Assembly Exploded View

Ignition System Spark-ignited engines require accurate control of spark timing and spark energy for efficient combustion. The MI07 ignition system provides this control. The system consists of the following components: •

SECM

•

Ignition coil drivers *

•

Ignition coil(s) *

•

Crankshaft position sensor *

•

Crankshaft timing (target) wheel *

engine speed calculation, coil energy information, and target spark timing. The SECM provides a TTL compatible signal for spark control. The coil must contain the driver circuitry necessary to energize the primary spark coil otherwise an intermediary coil driver device must be provided. The SECM controls spark energy (dwell time) and spark discharge timing.

• Spark plugs * (*) Customer-supplied components The SECM, through use of embedded control algorithms and calibration variables, determines the proper time to start energizing the coil and fire the spark plug. This requires accurate crank/camshaft position information, an

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Group 02(LP-Tier3), MI-07 LP SYSTEM GM 4.3L OPTIONS

V-6

ENGINE

FUEL

SYSTEM

the sensor changes the magnetic flux, creating an analog voltage signal in the sensor coil.

General Motors (GM) industrial engines have the capability of being fueled with propane or natural gas. Propane and natural gas have higher octane ratings than gasoline, but they also have lower lubricity, so engines must be designed specifically to handle the increased frictions associated with these fuels. The 4.3L V-6 engine versions are: • LT (propane only) / EST ignition system • AC (bi-fuel) / HVS ignition system

Coil Ignition Module

GM Delco EST Ignition System Used on LT propane only engines The MI-07 system is capable of operating with either a distributor based ignition system or a distributorless ignition system. The current 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 GM Delco Ignition Module 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.

The rising edge of the VR signal is converted to a rising 5volt signal by the ignition module. As the VR signal passes back through zero volts, a falling edge is created producing a square wave or digital signal, similar to the signal produced by a Hall effect sensor. This falling edge signal provides a stable engine position reference at all engine speeds for the SECM.

HVS Ignition System Used on AC bi-fuel engines The High Voltage Switch (HVS) ignition system used on the AC engine version is very similar to that used in the EST system with a few caveats. The ignition module has been replaced with a High Voltage Switch that is located near the coils instead of inside the distributor. The distributor does still put out a cam sync signal. Note that the High Voltage Switch will not run a default spark advance map if the EST line is disconnected. The distributor is cosmetically different, but still functions identically to the distributor in the EST system, so you can still check the spark timing with the cylinder number 1 secondary wire.

Exhaust System The GM distributor used in the Delco EST ignition system, incorporates a variable reluctance (VR) sensor, which transmits a reference signal to the GM ignition module located on the distributor. A variable reluctance sensor 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 six lobes, one for each cylinder. Rotation of the signal rotor near the tip of

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Heated Exhaust (HEGO)

Gas

Oxygen

Sensors

The MI-07 system utilizes two HEGO (O2) sensors. One sensor is a pre-catalyst sensor that detects the amount of oxygen in the exhaust stream and is considered the primary control point. Based upon the O2 sensor feedback, the MI-07 system supplies a stoichiometric air-fuel ratio to the catalytic converter. The catalytic converter then reduces emissions to the required levels. The second sensor is a post-catalyst sensor that detects the amount of

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Group 02(LP-Tier3), MI-07 LP SYSTEM oxygen after the catalyst. This sensor is used as a secondary control point to adjust the pre-catalyst setpoint to ensure proper catalyst conversion efficiency. Once a HEGO sensor reaches approximately 600°F (316°C), it becomes electrically active. The concentration of oxygen in the exhaust stream determines the voltage produced. If the engine is running rich, little oxygen will be present in the exhaust and voltage output will be relatively high. Conversely, in a lean situation, more oxygen will be present and a smaller electrical potential will be noticed.

the ability of the system to diagnose rich and lean conditions.

Catalytic Muffler In order to meet 2007 emission requirements a 3-way catalyst is necessary. The MI-07 control system monitors the exhaust stream pre and post catalyst and uses this information to control the air-fuel mixture. By using the signals from the HEGOs, the SECM can increase or decrease the amount of oxygen in the exhaust by modulating the FTVs and adjusting the air-fuel ratio. This control scheme allows the SECM to make sure that the engine is running at the correct air to fuel ratio so that the catalyst can perform as required to meet the emissions certification.

Figure 16. HEGO (O2) Sensor In order for the sensor to become active and create an electrical signal below 600°F (316°C) a heated element is added to the sensor housing. Two wires provide the necessary 12 Vdc and ground signal for the heater element. A fourth wire provides an independent ground for the sensor. The pre-catalyst sensor heater is powered by the main power relay and is always powered. The post-catalyst sensor heater is powered from an additional relay that is controlled by the SECM. This relay is only energized when the SECM calculates that water condensation in the exhaust system and catalytic muffler prior to the sensor should be evaporated. This is to avoid thermal shock of the sensor that could prematurely fail the sensor. The HEGO stoichiometric air-fuel ratio voltage target is approximately 500 mV and changes slightly as a function of speed and load. When the pre-catalyst HEGO sensor sends a voltage signal less than 450 mV the SECM interprets the air-fuel mixture as lean. The SECM then decreases the PWM duty cycle sent to the fuel trim valves in order to increase the fuel pressure to the mixer inlet; thus richening air-fuel mixture. The opposite is true if the SECM receives a voltage signal above 450 mV 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 trim valves.

CAUTION

The HEGO sensors are calibrated to work with the MI-07 control system. Use of alternate sensors may impact performance and

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Group 02(LP-Tier3), MI-07 LP SYSTEM SECM General Description The Woodward Small Engine Control Module (SECM) controller has full authority over spark, fuel and air. Utilizing a Freescale micro controller, the SECM has 48 pins of I/O and is fully waterproof and shock hardened. To optimize engine performance and drivability, the SECM uses several sensors for closed loop feedback information. These sensors are used by the SECM for closed loop control in three main categories: •

Fuel Management

•

Load/Speed Management

•

Ignition Management

The SECM monitors system parameters and 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-07 Service Tool software through a CAN (Controller Area Network) communication link. Constant battery power (12 Vdc) is supplied through the fuse block to the SECM and the main power relays. Upon detecting a key-switch ON input, the SECM will fully power up and energize the main power relays. The energized main power relays supply 12 Vdc power to the heated element of the oxygen sensors, fuel lock-off, fuel trim valves (FTVs), crank sensor, cam sensor, and the ignition coils. The SECM supplies voltage to the electronic throttle actuator, oil pressure switch, fuel temperature sensor, and the coolant temperature sensor. Transducer or sensor power (+ 5 Vdc) is regulated by the SECM and supplied to the manifold temperature/air pressure (TMAP) sensor, throttle position sensor (TPS), and the accelerator pedal position sensors (APP1 & APP2). The SECM provides a transducer ground for all the sensors, and a low side driver signal controlling the fuel lockoff, MIL, and FTVs.

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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 N-2007 regulator. A stall safety shutoff feature is built into the SECM to close the lockoff in case of a stall condition. The SECM monitors three engine states: Crank, when the crankshaft position sensor detects any engine revolutions Stall, when the key is in the ON position but the crankshaft position sensor detects no engine revolutions 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 or Hall-Effect type sensor. Intake manifold air temperature and absolute pressure are 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 conditions, from idle through full throttle. In closed loop mode, the FTV duty cycle is based on feedback from the HEGO sensor. The system may return to open-loop operation when engine load or engine speed vary beyond a chosen threshold. The SECM makes any necessary corrections to the airfuel ratio by controlling the inlet fuel pressure to the airfuel mixer Reducing the fuel pressure leans the air/fuel mixture and increasing the fuel pressure enriches the airfuel mixture. Control is achieved by modulating the fuel trim valves.

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Group 02(LP-Tier3), MI-07 LP SYSTEM Speed Management NOTE Drive-by-wire refers to the fact that the MI-07 control system has no throttle cable from the foot pedal to the throttle body. Instead, the 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 SECM will override the pedal command above a maximum engine speed and below a minimum idle speed.

The DV-E5 throttle is not a serviceable assembly. If a TPS sensor fails, the assembly should be replaced.

The use of electronic throttle control (ETC) ensures that the engine receives only the correct amount of throttle opening for any given situation, greatly improving idle quality and drivability.

Figure 17. Foot pedal Two throttle position sensors (TPS1 and TPS2), which are integral to the drive-by-wire (DBW) throttle assembly, provide feedback for position control by monitoring the exact position of the throttle valve. See Figure 18.

Figure 18. Throttle Position Sensor (TPS) on DV-E5 Throttle SECM self-calibration and “cross checking” compares both signals and then checks for errors.

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Group 02(LP-Tier3), MI-07 LP SYSTEM Engine Speed Governing

The MI-07 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 19. 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 excessive over speed is detected, the engine is shut down.

The MI-07 system also performs minimum (min) and maximum (max) speed 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.

Torque(ft.lb)

Torque

RPM

Power (BHP)

Horsepower

RPM

Figure 19. Peak Torque and Power Available with MI-07 System

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Group 02(LP-Tier3), MI-07 LP SYSTEM Drive-By-Wire Signal Flow Process

Figure 20. Drive-By-Wire Signal Flow Process sent to the throttle as a throttle position sensor demand Figure 20 describes the signal flow process of the MI-07 (TPSd). This signal will be processed through a PID (ProDBW section. The foot pedal assembly uses two potentiportional, Integral, Derivative) controller in the SECM to ometers to detect pedal position. These two signals, accelachieve the appropriate motor-current response then erator pedal position 1 (APP1) and accelerator pedal passed to the throttle. The throttle moves to the composition 2 (APP2) are sent directly to the SECM. The manded position and provides a feedback signal from the SECM uses a series of algorithms to self calibrate and throttle position sensors (TPS1 and TPS2) to the SECM. cross check the signals from the pedal assembly. A demand position for the throttle will then be derived and

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Group 02(LP-Tier3), MI-07 LP SYSTEM SECM / Sensors

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, and idle speed control.

SECM Electrical Mounting Recommendations In order to prevent the possibility of any SECM malfunctions due to EMI/RFI emissions, engine packagers and OEMs should follow industry “best practices” and the SECM mounting and harness recommendations listed below: •

The SECM should be mounted in a location that minimizes the amount of EMI the module is exposed to by locating it as far as practical from all high tension components, such as ignition coils, distributors, spark plug wires, etc. It is recommended that the SECM be mounted at least 29.5” (749 mm) away from the distributor and ignition coil, and at least 20” (508 mm) from the nearest plug wire.

•

All wiring harnesses should be routed to minimize coupling (both radiated and conducted), and be securely fastened to minimize movement and maintain proper clearance between the SECM and all ignition system components.

•

The OEM must ensure that a high-quality ground connection between the SECM and battery negative (-) is provided and can be maintained for the useful life of the vehicle. This may require the use of star-type washers on all ground lug connections between the SECM and the battery and/or special preparation of all mating surfaces that complete the ground connection in order to ensure that the connection is sound.

Engineering judgment must be exercised on all applications to determine if appropriate measures have been implemented to minimize EMI exposure to the SECM and associated cabling. The above recommendations do not provide any guarantee of proper system performance.

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The 48-pin Small Engine Control Module (SECM) and sensors provide the computational power, algorithm logic, sensor inputs and control outputs to control the system. The SECM receives signals from the sensors, digitizes these signals, and then, through algorithms and calibration maps, computes the desired output response to effect control of fuel, spark and air to the engine. The SECM also provides a variety of other functions and features. These include system monitoring and diagnostics to aid in maintaining efficient system operation and auxiliary control. SECM/sensor inputs and control output specifications are specific to the application, but include a selection of the following:

Analog Inputs The 48-pin SECM is equipped with sufficient analog inputs for the following sensors. •

Manifold Absolute Pressure (MAP) 1bar MAP, 0 to 5 V

•

Manifold Air Temperature (MAT) -40°F to 266°F (-40°C to 130°C) range, 48 kohm to 85 ohm sensor range

•

Throttle Position Sensor 1&2 (TPS1 & TPS2) 0 to 5 V

•

Foot Pedal Position 1&2 (FPP1 & FPP2) 0 to 5 V

•

Coolant Temperature Sensor (CTS) -40°F to 266°F (-40°C to 130°C) range, 48K ohm to 85 ohm sensor range

•

Fuel Temperature Sensor (FTS) -40°F to 266°F (-40°C to 130°C) range, 48K ohm to 57 ohm sensor range

•

HEGO (3) 0 to 1 V

•

Auxiliary Analog Input (2) 0 to 5 V

•

Battery Voltage (Vbatt) (1) 8-18 V

02(LP-T3)-1-18

Group 02(LP-Tier3), MI-07 LP SYSTEM With the exception of battery voltage, all inputs are 0-5 Vdc, ground referenced. Resolution should be 0.1% or better. Accuracy should be 2% or better.

Outputs •

FTV drivers (2) 10A peak, 45V max. To drive an on/off fuel trim valve with a minimum impedance of 5 ohms Capable of continuous on-time Drive circuit designed for minimum turn-on /turnoff delay FTVs will be pulse width modulated between 8 and 40 Hz with a minimum pulse width resolution of 50 usec

•

Fuel lock-off solenoid valve Low side switch, 10A peak, 4A continuous 45 V max

•

Electronic Spark Timing (EST) (4) TTL compatible outputs Software configured for coil-on-plug ignition system

•

Throttle control (1) H-Bridge, 5A peak, 2.5A continuous at 2500 Hz PWM includes current feedback for diagnostic purposes.

Frequency/Position Inputs •

•

Crankshaft position Variable reluctance (2-wire, 200 Vpp max) or 0-5 V Hall Effect with calibration selectable pull-up resistor for open collector sensors Permits speed resolution of 0.25 rpm and crankshaft position resolution of 0.5° Camshaft position Variable reluctance (2-wire, 200 Vpp max) or 0-5 V Hall Effect with calibration selectable pull-up resistor for open collector sensors.

Digital Inputs •

Oil pressure switch Normally open, internal pull-up resistor provided to detect external switch to ground

•

Transmission oil temperature switch Normally open, internal pull-up resistor provided to detect external switch to ground

MIL (malfunction indicator lamp) Low side switch, sufficient to drive a 7W incandescent lamp continuously

•

Ground speed select switch Permits selecting two different maximum engine speeds

•

Vswitched Switched battery voltage

CANBus CAN 2.0b serial communication for J1939 communications, programming and diagnostics. Requires proper termination resistance per CAN 2.0b.

SECM-48 Wiring Diagram

CAUTION

PROPER WIRING To prevent system faults be sure to follow good wiring practices. Poor wiring may cause unexpected or intermittent failures not related to MI-07 components.

NOTE Always refer to MOR-furnished wiring diagrams for your specific application.

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Group 02(LP-Tier3), MI-07 LP SYSTEM

Figure 21. SECM Wiring Diagram for the LP Certified System

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Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 2 SPECIFICATIONS LP Fuel System Requirements Operating Temperature

-20 °F to 221°F [-29 °C to 105 °C]

Long-term Storage Temperature

-40 °F to 140 °F [-40 °C to 60 °C]

Short-term Storage Temperature (Heat Soak)

˺ 257 °F [125 °C]

Fuel Supply Pressure 10 psi to 250 psi (68.95 kPa to 1723.69 kPa)

LPG Composition Requirements

HD5 / HD10 LPG. Failure to use fuel compliant with HD5 or HD10 standards will void the user warranty.

Fuel Filter Micron Size

10 micron or better at 99% efficiency

Environmental / Electrical Specifications Ambient Operating Temperature

8-16 Vdc

Over Voltage Operation 18 Vdc for less than 5 minutes

24 Vdc for less than 1 minute

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Fuel Inlet Fitting

1/4” NPT

Fuel Outlet Fitting

Two 3/4” NPT fittings with one plugged and one 1/8” NPT fitting with plug

Fuel Supply -20 °F to 120 °F [-29 °C to 49 °C] Temperature at Tank Outlet Primary Pressure Tap 1/8” NPT with plug Max Flow

50 lbm/hr LPG

Coolant Flow to Vaporizer

> 1.0 gpm/100bhp, equipped with 140 °F (60 °C) thermostat

Fuel Outlet Pressure Setpoints

-0.7 · 0.2 inH2O @ 1.7 lbm/hr LPG

-20 °F to 221°F [-29 °C to 105 °C]

LPG Fuel Temperature -20 °F to 120 °F [-29 °C to 49 °C] (Due to the low vapor pressure of LPG below -20 °F (-29 °C), repeated cranking to start the engine may be required) Operating Voltage

N-2007 Pressure Regulator Specifications

(-1.744 · 0.498 mbar) @ 1.7 lbm/hr LPG) -2.0 · 0.2 inH2O @ 50 lbm/hr LPG (-4.982 · 0.498 mbar) @ 50 lbm/hr LPG)

Mounting

Regulator should be installed with centerline of outlet at least 15° below horizontal to permit drainage of any liquid precipitates from LPG fuel. Diaphragm should be vertically oriented.

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Group 02(LP-Tier3), MI-07 LP SYSTEM CA100 Mixer Specifications

Fuel Trim Valve (FTV) Specifications

Fuel

LPG

Actuator Type

On/off two-position valve compatible with LPG

Fuel Inlet Fitting

1/2” NPT Fuel inlet fitted with Delphi temperature sensor

Operating Voltage

8-16 Vdc

Air Intake Flange

2.25” (57.15mm) ID inlet, four #10-24 screws in 1.94” (49.28mm) square pattern

Ignition System Specifications

Mixer Mounting Flange

1.87” (47.49mm ID outlet, four #12-24 screws arranged in a rectangular pattern

Coil Type

Inductive

Coil Supply Voltage

8-16 Vdc

Reference Pressure Ports

Two 1/8-NPT ports. Pressure readings must be identical within 0.25 inH2O (0.623 mbar) at all airflows.

Minimum Open Circuit Voltage > 30 kV Minimum Coil Energy

35 mJ

1/4-28 UNF

Maximum Dwell Time

4 msec

Operating Temperature

-20°F to 221°F [-29°C to 105°C]

Air Valve Vacuum (AVV) Port Size Fuel Inlet Adjustments

None

Idle Air Adjustment None Suitable for on-engine mounting in vertical orientation

Mounting

Electronic Throttle System Specifications Minimum Electrical Resistance 1.5 ohms of Throttle Actuator

SECM Specifications Operating Temperature

Short-term Storage Temperature ˺ 257°F [125°C] (Heat Soak)

System Control Performance Specifications Power /Torque The MI-07 system maximizes engine power and torque while meeting customerspecific needs for emissions, fuel consumption, durability, and drivability. Bear in mind that engine power is dependent on many variables other than the fuel control system, i.e., compression ratio, friction, valve timing, etc.

-20 °F to 221°F [-29 °C to 105 °C]

Exhaust Emissions

Long-term Storage Temperature

-40 °F to 140 °F [-40 °C to 60 °C]

Short-term Storage Temperature (Heat Soak)

˺ 257 °F [125 °C]

Operating Voltage

8-16 Vdc SECM microprocessor may reset at voltages below 6.3 Vdc

Operating Environment

On-engine mounting, underhood automotive Capable of withstanding spray from a pressure washer

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Long-term Storage Temperature -40°F to 140°F [-40°C to 60°C]

MI-07 is capable of meeting EPA 2007 LSI engine emission standards when operating properly with an approved three-way catalyst. Emission standards must be met on both the LSI engine off-highway transient emissions test cycle and the ISO 8178 type C2 steady-state emissions test cycle. The fuel control logic, for both LPG and gasoline, employs a closed-loop exhaust gas oxygen control algorithm in order to compensate for fuel system tolerances, aging, altitude, and fuel composition. The algorithm utilizes dual heated exhaust gas oxygen (HEGO) sensors with an output that switches high and low at stoichiometry. When operated with LPG, the control logic compensates for variations in fuel temperature as measured at the mixer inlet.

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Group 02(LP-Tier3), MI-07 LP SYSTEM Driveability / Transient Response The engine will meet requirements of the EPA LSI engine transient emissions test cycle. It should start, run, accelerate, decelerate, and stop without hesitation or miss-fire.

Idle Speed The low idle speed setpoint ranges between 500 rpm and 800 rpm, as defined by the OEM during calibration.

Maximum Speed The maximum governed speed setpoint ranges between 1800 rpm and 3000 rpm, as defined by the OEM during calibration.

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Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 3 RECOMMENDED MAINTENANCE Suggested maintenance requirements for an engine equipped with an MI-07 fuel system are contained in this section. The operator should, however, develop a customized maintenance schedule using the requirements listed in this section and any other requirements listed by the engine manufacturer.

Maintenance Tests & Inspections Test Fuel System for 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

Fill the bottle with an approved leak check solution.

Visually inspect vacuum lines and fittings for physical damage such as brittleness, cracks and kinks. Repair/replace as required.

•

Spray a generous amount of the solution on the fuel system fuel lines and connections, starting at the storage container.

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.

Obtain a leak check squirt bottle or pump spray bottle.

•

Inspect Engine for Fluid Leaks

Wait approximately 15-60 seconds, then perform a visual inspection of the fuel system. Leaks will cause the solution to bubble.

•

Listen for leaks

•

Smell for LPG odor which may indicate a leak

Inspect Electrical System •

Check for loose, dirty or damaged connectors and wires on the harness including: fuel lock-off, TMAP sensor, O2 sensors, electronic throttle, control relays, fuel trim valves, crank position sensor, and cam position sensor.

•

Repair and/or replace as necessary.

Inspect Foot Pedal Operation •

•

Repair any leaks before continuing.

•

Crank the engine through several revolutions. This will energize the fuel lockoff 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.

•

Verify foot pedal travel is smooth without sticking.

Check Coolant Level •

The items below are a general guideline for system checks. Refer to the engine manufacturer’s specific recommendations for proper procedures.

•

Engine must be off and cold.

Repair any fuel leaks before continuing.

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Group 02(LP-Tier3), MI-07 LP SYSTEM

PROPER USE 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 •

•

WARNING

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 leakage, 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 cables and clean, repair and/or replace as necessary.

Inspect Ignition System

CAUTION

Do not over tighten the spark plugs.

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. Filter Housing Scribe Point

FUEL FILTER DISASSEMBLY (Steps 4-7) 4. Remove the cover retaining screws (1).

•

Remove and inspect the spark plugs. Replace as required.

•

Inspect the ignition coil for cracks and heat deterioration. Visually inspect the coil heat sink fins. If any fins are broken replace as required.

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.

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.

•

Re-install the high voltage leads.

5 3

6 7

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02(LP-T3)-3-2

Group 02(LP-Tier3), MI-07 LP SYSTEM 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.

Pressure Regulator/Converter Inspection •

Visually inspect the pressure regulator/converter (B) housing for coolant leaks.

•

Refer to Chapter 4 if the pressure regulator/converter requires replacement.

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. 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.

•

Turn the ignition key switch off and re-connect the fuel lock-off connector.

Fuel Trim Valve Inspection (FTV) •

Visually inspect the fuel trim valves (C) for abrasions or cracking. Replace as necessary.

•

To ensure a valve is not leaking a blow-by test can be performed.

1. With the engine off, disconnect the electrical connector to the FTVs. 2. Disconnect the vacuum line from the FTVs to the pressure regulator/converter at the converters tee connection. 3. Lightly blow through the vacuum line connected to the FTVs. Air should not pass through the FTVs when de-energized. If air leaks past the FTVs when de-energized, replace the FTVs.

Inspect Air/Fuel Valve Mixer Assembly •

Refer to Chapter 5 for procedures regarding the LP mixer (D).

Inspect for Intake Leaks •

Visually inspect the intake throttle assembly (E), and intake manifold for looseness and leaks. Repair as necessary.

Inspect Throttle Assembly •

Visually inspect the throttle assembly motor housing for coking, cracks, and missing cover-retaining clips. Repair and/or replace as necessary. NOTE

Figure 22. MI-07 System Installed on GM 4.3L Engine

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Refer to Chapter 4 for procedures on removing the mixer and inspecting the throttle plate.

02(LP-T3)-3-3

Group 02(LP-Tier3), MI-07 LP SYSTEM Checking the TMAP Sensor •

Verify that the TMAP sensor (F) is mounted tightly into the manifold or 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 or 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 from the engine all the way to the tailpipe. Any leaks, even after the post-catalyst oxygen sensor, can cause the sensor output to be effected (due to exhaust pulsation entraining air upstream). Repair any/all leaks found. Ensure the length from the postcatalyst sensor to tailpipe is the same as original factory.

•

Ensure that wire routing for the oxygen sensors is still keeping wires away from the exhaust system. Visually inspect the oxygen sensors to detect any damage.

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02(LP-T3)-3-4

Group 02(LP-Tier3), MI-07 LP SYSTEM Maintenance Schedule NOTE The MI-07 fuel system was designed for use with LPG fuel that complies with HD5 or HD10 LPG fuel standards. Use of noncompliant LPG fuel may require more frequent service intervals and will disqualify the user from warranty claims.

CHECK POINT

Test fuel system for leaks. Inspect engine for fluid leaks. Inspect all vacuum lines and fittings. Inspect electrical system; check for loose, dirty, or damaged wires and connections. Inspect isolation mounts on engine control module for cracks and wear; replace as necessary. Inspect all fuel fittings and hoses. Inspect foot pedal travel and operation. Replace timing belt Check for MIL lamp test at key-on. If MIL lamp remains illuminated (indicating a fault), use pedal to recover fault code(s). Repair faults.

INTERVAL HOURS Every 250 Every 500 Every 1000 Daily Hours or Hours or Hours or 1 month 3 months 6 months General Maintenance Prior to any service or maintenance activity X X

Every 1500 Hours or 9 months

Every 2500 Hours or 1 year

X X X X X X Engine Coolant

Check coolant level. Inspect coolant hoses and fittings for leaks, cracks, swelling, or deterioration.

X X Engine Ignition

Inspect battery for damage and corroded cables. Inspect ignition system. Replace spark plugs

X X X Fuel Lock-Off/Filter

Replace LP fuel filter element. Inspect lock-off and fuel filter for leaks. Ensure lock-off stops fuel flow when engine is off.

X X X Pressure Regulator/Converter

Test regulator pressures. Inspect pressure regulator vapor hose for deposit build-up. Clean or replace as necessary. Inspect regulator assembly for fuel/coolant leaks. Fuel Trim Valve Inspect valve housing for wear, cracks or deterioration. Ensure valve seals in the closed position when the engine is off. Replace FTV. When indicated by MIL

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X X X X X

02(LP-T3)-3-5

Group 02(LP-Tier3), MI-07 LP SYSTEM

CHECK POINT

Check air filter indicator. Check for air leaks in the filter system. Inspect air/fuel valve mixer assembly for cracks, loose hoses, and fittings. Repair or replace as necessary. Check for vacuum leaks in the intake system including manifold adapter and mixer to throttle adapter. Repair or replace throttle assembly. Inspect air filter. Replace air filter element. Check TMAP sensor for tightness and leaks. Inspect engine for exhaust leaks. Replace PCV valve and breather element. Replace HEGO sensors

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Daily

Every 250 Hours or 1 month Carburetor

INTERVAL HOURS Every 500 Every 1000 Hours or Hours or 3 months 6 months

Every 1500 Hours or 9 months

Every 2500 Hours or 1 year

X X X

X When indicated by MIL X X X Exhaust & Emission X X When indicated by MIL

02(LP-T3)-3-6

Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 4 INSTALLATION PROCEDURES

WARNING

PROPER USE •

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

•

CAUTION

The regulator/converter and mixer are part of a certified system complying with EPA and CARB 2007 requirements. Only trained, certified technicians should perform disassembly, service or replacement of the regulator/ converter or mixer.

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 diagrams below for proper routing and maximum hose lengths when reinstalling system components. NOTE Preferred mounting of regulator is off engine. Hose Specifications Vacuum hose to comply to SAE 1403 Type I or SAE J30 R7 R8 / EPDM textile reinforced / -40° F to +257° F (40°C +125°C / Inside Diameter: 7/32” (5.56mm)

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02(LP-T3)-4-1

Group 02(LP-Tier3), MI-07 LP SYSTEM Certified System Connections

DWG NO 5555-1202

Figure 23. Hose Connections for 4.3L Engine DIAGRAM NOTES

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Trim valves must be posi- ཛ N-2007 Regulator ར Solenoid (AFS Lock Off Valve) tioned vertically with flow ཛྷ Plastic WYE Fitting (black color) ལ Brass Tee Fitting. 1/4 Tube x 1/8 arrows in position shown for 7/32” (5.56mm) ID Tube NPTF x 1/4 Tube Hose Fuel outlet must be min 15° ཤ CA100 Mixer below horizontal position ཝ Valve (TEV Bosch Canister) ཥ 1/4” (6.35mm) hose barb to 1/8” (3.2mm) male pipe, 125HBL, ཞ Plastic WYE Fitting (blue color) Only one 90° fitting permissi.062 flow ID for 7/32” (5.56mm) ID Tube ble on vapor fuel line Hose between mixer and regulator ས 1/4-28 UNF x 1/4” (6.35mm) hose (As shown the temp sensor ཟ Adapter (temperature sensor) barb adaptor is considered the one འ Sensor (coolant, temperature) 90° fitting.) Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.46” (11.68mm)

ཡ Nipple (.625 hex 4mp, 2.5L steel)

Vapor hose length to be as short as possible and have no restrictions for best regulator performance

02(LP-T3)-4-2

Group 02(LP-Tier3), MI-07 LP SYSTEM Removal and Installation of N-2007 Certified LP Regulator/Converter Follow the procedures below for removal and reinstallation of the N-2007 regulator in certified systems.

N-2007 Installation Steps Refer to Figure 27. 1. Install the nipple extension (6) with the lock-off to the regulator. 2. Install the fuel vapor outlet hose (5) to the regulator.

N-2007 Removal Steps

3. Install the two cooling lines (4) to the regulator.

Refer to Figure 24. 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 shuts down. 3. Key switch in “OFF” position. 4. Remove the fuel inlet line (1) from the lock-off, the two vacuum lines (2) from the branch-tee fitting in the regulator vent and disconnect the lockoff connector (3). 5. Remove the four rear-mounting bolts that hold the regulator to the support bracket. This will allow easier access to the remaining hose clamps.

4. Install the four rear-mounting bolts that hold the regulator to the support bracket. Use a torque wrench and tighten each bolt to 60-70 lbf-in (6.78-7.91 Nm). 5. Install the fuel inlet line (1) to the lock-off, the two vacuum lines (2) to the branch-tee fitting in the regulator vent and re-connect the lock-off connector (3). 6. Open the liquid outlet valve in the forklift cylinder or fuel storage container.

Removal and Installation of CA100 Mixer Follow the procedures below for removal and reinstallation of the CA100 mixer.

6. Remove the two cooling lines (4) from the regulator.

CA100 Mixer Removal Steps NOTE

Refer to Figure 25.

NOTE: 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. 7. Remove the fuel vapor outlet hose (5) from the regulator. 8. Remove the nipple extension (6) with the lock-off from the regulator. 4

3 5

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 shuts down. 3. Key switch in “OFF” position. 4. Remove the air cleaner hose (1). 5. Mark the two vacuum lines (2) to the mixer for identification, as they must be reinstalled correctly for proper operation. Remove the two vacuum lines. 6. Remove vapor fuel inlet line (3) from the fuel temperature sensor fitting (4). 7. Disconnect the fuel temperature sensor connector (5).

8. Disconnect the wires leading to the electronic throttle body by pinching the lock tabs on either side of the wiring harness connector. (See Figure 26 for location of connector.)

Figure 24. N-2007 Regulator in Certified System

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02(LP-T3)-4-3

Group 02(LP-Tier3), MI-07 LP SYSTEM 9. Loosen the four bolts (6) that secure the mixer/ adapter/throttle body assembly to the intake manifold.

VACUUM PORT BARB

Used only on certified systems. Location may vary depending upon application.

10. Remove the mixer (9), the adapter (7), and the throttle body (8) as an assembly by gently pulling upwards. Take care not to drop anything down the intake manifold. 11. Gently wiggle and pull to separate mixer and adapter from the throttle body. Take note of the adapter orientation on the mixer, as it must be reinstalled correctly for proper fit on the throttle. 12. Remove the four mounting screws that attach the throttle body adapter to the mixer.

ALTERNATE VACUUM PORT BARB

Figure 27. Throttle Adapter Mount Screws

CA100 Mixer Installation Steps Refer to Figure 25.

13. Remove the fuel temperature sensor (not shown) from the tee (4).

1. Install the vacuum port barb onto the mixer (9).

14. Remove the fuel temperature sensor fitting from the mixer. Take note of the fitting’s orientation on the mixer, as it must be reinstalled correctly for proper fit.

3. Install the fuel temperature sensor into the fitting.

15. Remove the short vacuum port barb from the mixer. (See Figure 27 for location of port barb on mixer.) 9

4 8

7 2

2. Install the fuel temperature sensor fitting (4) onto the mixer.

4. Install the four mounting screws that attach the throttle adapter (7) to the mixer. See Figure 27. Torque bolts to 30-40 lbf-in (3.39-4.52 N-m). 5. Position the mixer/adapter assembly onto the throttle body (8), then drop in the four mounting bolts (6) and gently push down on the assembly until it rests on the throttle body. Be careful not to pinch the Oring. (See Figure 26.) 6. Attach the mixer/throttle body assembly to the intake manifold, making sure gasket is in place. Tighten the four mounting bolts. 7. Connect the wiring harness to the throttle body. (See Figure 27 for location of connector.) Connect the fuel temperature sensor connector (5) to the sensor.

Figure 25. CA100 Mixer Installed on Engine

Wiring Harness Connection

O-Ring

8. Install the vapor fuel inlet line (3) to the fuel temperature sensor fitting. 9. Install the two vacuum lines (2) to the mixer using the previous marks for identification. Vacuum lines must be installed correctly for proper operation. 10. Install the air cleaner hose (1).

Spacer

Figure 26. O-Ring and Spacer Within Mixer Adapter Assembly

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02(LP-T3)-4-4

Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 5 TESTS AND ADJUSTMENTS

WARNING

PROPER USE

3. Union Tee 1/4” NPT with three 1/4” NPT x 1/4” hose barb 4. Vacuum hose

•

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. NOTE The regulator/converter and mixer are part of a certified system complying with EPA and CARB 2007 requirements. Only trained, certified technicians should perform disassembly, service or replacement of the regulator/ converter or mixer.

5. 0-3” WC Magnehelic gauge (inches of water column) Secondary Stage (Break-Off) Test 1. Connect the vacuum pump, the Magnehelic gauge and the regulator vapor outlet to the Union Tee fitting (Figure 28). Make sure there is no leakage at any of the fittings. 2. Using the vacuum pump slowly apply enough vacuum to measure above -2” WC on the gauge. This vacuum signal opens the secondary valve in the N2007 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 (-0.5 +/- 0.35” WC) of 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 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 leak and the regulator should be replaced.

N-2007 Regulator Service Testing For checking the N-2007 regulator/converter operation, the following tests can be performed (See Chapter 5 for removal/installation of the N-2007 regulator). 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. See listing below for required hardware.

Break-Off Test Secondary Stage Test Hardware 1. Hand vacuum pump 2. Regulator vapor outlet test fitting 3/4” NPT x 1/4” hose barb

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Figure 28. Secondary Stage Test Connection

02(LP-T3)-5-1

Group 02(LP-Tier3), MI-07 LP SYSTEM Pressure Test

water column on the Magnehelic gauge and maintain a constant pressure for 60 seconds.

Primary Stage Test Hardware 1. Shop air pressure regulator adjusted to 100 psi 2. Shop air hose fitting (1/4” NPT to air hose) 3. Air hose 4. Test gauge fitting (1/16” NPT x 1/4” hose barb) 5. Vacuum hose or vinyl tubing 6. 0-60” WC Magnehelic gauge (inches of water column) Primary Stage Pressure Test 1. Remove the primary test port plug from the side of the regulator and install the 1/16” NPT hose barb fitting (Figure 29). 2. Connect a compressed air line (shop air ~100 psi) to the liquid propane fuel inlet of the N-2007 regulator (Figure 29). REGULATOR INLET

PRIMARY PRESSURE TAP

Figure 30. Magnehelic Gauge Connection to Hose Barb

5. 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 the regulator should be replaced. 6. If the pressure begins to decrease, the secondary seat is probably not making an adequate seal and is leaking. The regulator should be replaced. 7. If the test is successful, re-install the primary test port plug and check the fittings for leaks. See Chapter 5 for installation of the N-2007 regulator. NOTE The N-2007 primary stage pressure can also be tested at idle on a running engine. The N2007 primary pressure should be between 40 inH20 (99.635 mbar) and 55 inH20 (136.999 mbar) at 750 rpm, idle.

Figure 29. Primary Stage Test Connection 3. Apply compressed air, wait for air to exit the hose barb in the test port, and then connect the Magnehelic gauge (Figure 30) 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. 4. Make sure there is no leakage at any of the fittings. The static pressure should read between 40-60” of

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! •

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.

02(LP-T3)-5-2

Group 02(LP-Tier3), MI-07 LP SYSTEM AVV (Air Valve Vacuum) Testing

Ignition Timing Adjustment

Purpose of Test

With the MI-07 system, ignition-timing advance is controlled by the SECM.

Check for excessive or inadequate pressure drop across CA55-500 mixer.

The initial ignition timing needs to be set by the MOR. This setup requires a specific technique for each engine installation.

AVV Test Hardware 1. Union Tee fitting, 1/4” (6.35mm) NPT with three 1/4” (6.35mm) NPT x 1/4” (6.35mm) hose barbs 2. Vacuum hose 3. 0-20” H2O differential pressure Magnehelic gauge

AVV Test

Connection of MI-07 Service Tool To use the Service Tool, a USB (Universal Serial Bus) to CAN (Controller Area Network) communication adapter by KVaser will be required along with a Crypt Token (Figure 32). The Crypt Token acts as a security key allowing the laptop to retrieve the necessary data from the SECM.

1. Install Union Tee fitting in the hose between the FTVs and the AVV fitting. Connect this fitting to the low pressure port of the Magnehelic gauge (Figure 31). 2. Leave high pressure port of the Magnehelic gauge exposed to ambient pressure (Figure 31). 3. With the engine fully warmed up and running at idle (750 rpm) place the transmission in Neutral. The AVV should be between 5” and 8” H2O of pressure vacuum. 4. If the measured pressure drop is excessively high, check for sticking or binding of the diaphragm air valve assembly inside the mixer. Replace mixer if necessary.

Figure 32. KVaser Communication Adapter 1. Install the Crypt Token in an available USB port in the computer (Figure 33).

5. If the measured pressure drop is low, check for vacuum leaks in the manifold, throttle, mixer, TMAP sensor and attached hoses.

Crypt Token

Gauge Fitting

Figure 33. Crypt Token Installed on Laptop

AVV Fitting

Figure 31. Magnehelic Gauge Connection

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2. With the ignition key in the OFF position, connect the KVaser 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).

02(LP-T3)-5-3

Group 02(LP-Tier3), MI-07 LP SYSTEM 3. Connect a timing light to the engine.

Idle Mixture Adjustment

4. Turn the ignition key to the ON position (Do Not Start the Engine). 5. Launch the MotoView program on your computer and open the Service Tool display (Figure 34).

NOTE Be sure engine is fully warm (ECT>167°F [75°C]) before performing the idle mixture adjustment. The CA100 mixer requires adjustment of the idle mixture screw to assure optimal emissions and performance. This adjustment accounts for minor part-to part variations in the fuel system and assures stable performance of the engine at idle. Once adjusted, the idle mixture screw is sealed with a tamper proof cap, after which it need not be adjusted for the life of the vehicle.

Figure 34. Opening the Service Tool Display

Therefore, the only situations in which the idle mixture screw needs to be adjusted are when the engine is initially fitted with a fuel system at the factory and following the field replacement of the mixer. Under these situations, follow the procedures below for adjustment of the idle mixture screw.

Factory Test Preparation: 1. Install the MI-07 fuel system, wiring harness and SECM-48 control module on the engine. 2. All coolant hoses should be attached, filled with coolant and bled to remove any air. 3. Attach LPG fuel lines. 4. Attach wiring harness to battery power. 5. Attach exhaust system. 6. If present, set fuel select switch to LPG fuel. When operated at the factory, it is critical to simulate the airflow found on a forklift at idle as nearly as possible in order to achieve the proper air valve lift in the mixer. It may be necessary to place a load on the engine to achieve the required airflow without overspeeding the engine. Means of achieving this load include: a. Place an electrical load on the alternator. The alternator should be able to briefly hold loads of approximately 1.2 kW. b. Attach the engine to a dynamometer.

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02(LP-T3)-5-4

Group 02(LP-Tier3), MI-07 LP SYSTEM Factory Adjustment Procedure:

locked (displayed in screen tab Manual Override 1 under AFR Trim Vales, select “locked” under box labeled Lock DC%).

NOTE Be sure engine is fully warm (ECT>167°F [75°C]) before performing the idle mixture adjustment. 1. Operating the engine on LPG fuel, start the engine and permit it to warm up until the coolant temperature (ECT on Mototune display) is approximately 167°F (75°C).

10. Use the Mototune Service Tool to monitor throttle position (TPS1) and Exhaust gas oxygen equivalence ratio (“O2 Value” in Figure 1). While monitoring O2, slowly increase the pedal input (APP) to achieve a TPS1 value of 15%.

2. Set APP input to minimum.

11. Use the Mototune Service Tool to unlock the FTV duty cycle. Set display parameter DitherValveDC_ovr = unlocked (displayed in screen tab Manual Override 1 under AFR Trim Vales, select “unlocked” under box labeled Lock DC%).

3. Adjust the load until engine speed reaches 750 rpm.

12.

4. Mototune display parameter LP Fuel Control must display “Closed Loop.” 5. Use the Mototune Service Tool to monitor Duty Cycle % on the Mototune display. 6. To adjust the idle mixture screw, use a 5mm hex or Allen-type wrench. Turning the screw in (clockwise) should increase the duty cycle; turning the screw out (counter-clockwise) should decrease the duty cycle. 7. Adjust the idle mixture screw on the mixer until a reading of 40-45% is reached for the FTV Duty Cycle in Closed Loop Idle (Figure 35).

If at any time in step 10, O2 was greater than 1.2 go to step 13. If 02 remained below 1.2, proceed to Step 15.

13. Adjust the idle mixture screw on the mixer until a reading of 50-55% is reached for the FTV Duty Cycle in Closed Loop Idle (Figure 35). 14. 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 (50-55%). Place your thumb over the adjustment port for a more accurate reading by preventing air from leaking past the mixture adjustment screw, which may cause the duty cycle to decrease.

Closed Loop

NOTE Duty Cycle

If the FTV Duty Cycle reading is NOT between 25-60%, check for possible vacuum leaks, manifold leaks, or a faulty mixer. 15. Turn the ignition key to the OFF position to shut down the engine.

Figure 35. FTV Duty Cycle Percentage Displayed on Service Tool

8. 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 (40-45%). Place your thumb over the adjustment port for a more accurate reading by preventing air from leaking past the mixture adjustment screw, which may cause the duty cycle to decrease. 9. Use the Mototune Service Tool to lock the FTV duty cycle. Set display parameter DitherValveDC_ovr =

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02(LP-T3)-5-5

Group 02(LP-Tier3), MI-07 LP SYSTEM 16. Install the tamper proof cap on the idle mixture screw adjustment port using a large pin punch, so that no further adjustments can be made (Figure 36).

4. Use the Mototune Service Tool to monitor Duty Cycle % on the Mototune display. 5. To adjust the idle mixture screw, use a hex or Allentype wrench. Turning the screw in (clockwise) should increase the duty cycle; turning the screw out (counterclockwise) should decrease the duty cycle. 6. Adjust the idle mixture screw on the mixer until a reading of 45-55% is reached for the FTV Duty Cycle in Closed Loop Idle (Figure 35). If engine idle performance is unstable screw the idle screw in slightly to see if stability is obtained, but in no case should duty cycle exceed 60%.

Figure 36. Installing Tamper Proof Cap

Idle Mixture Screw Under Cap

Tamper Proof Cap

Field Adjustment Procedure: The idle mixture adjustment should only be necessary on a new mixer that does not have the tamper proof cap installed. The method for making the idle mixture 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 a multimeter capable of measuring duty cycle, such as a Fluke 87 III, can be used. If using a multimeter, connect the meter positive lead to between battery positive and the meter negative to the FTV signal wire. For the Fluke 87, press the “RANGE” button until 4 or 40 appears in the lower right-hand corner of the display. Press the “Hz” button twice so that the percent sign (%) appears on the right-hand side of the display. The multimeter will then read the duty cycle percentage the same as the Service Tool shown in Figure 35. 1. After installing a new mixer, operate the engine on LPG fuel. Start the engine and permit it to warm up until the coolant temperature (ECT on Mototune display) is approximately 167°F (75°C).

7. 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 (45-55%). Place your thumb over the adjustment port for a more accurate reading by preventing air from leaking past the mixture adjustment screw, which may cause the duty cycle to decrease. 8. If the FTV duty cycle reading is above 55% adjust the idle adjustment screw outward and re-check the duty cycle reading. Continue to do this until the FTV duty cycle reading is within the optimum range (4555%). 9. DO NOT adjust the screw so far outward that the tamper proof cap cannot be installed. A duty cycle measurement at Closed Loop Idle of 40-60% is acceptable if the optimum range of 45-55% cannot be reached through adjustment. If the FTV duty cycle cannot be adjusted below 60%, the mixer is faulty and should be replaced. NOTE If the FTV Duty Cycle reading is NOT between 25-60%, check for possible vacuum leaks, manifold leaks, or a faulty mixer. 10. Turn the ignition key to the OFF position to shut down the engine. 11. Install the tamper proof cap on the idle mixture screw adjustment port using a large pin punch, so that no further adjustments can be made (Figure 36).

2. Place the transmission in Neutral. 3. Mototune display parameter LP Fuel Control must display “Closed Loop”.

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02(LP-T3)-5-6

Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 6 BASIC TROUBLESHOOTING Preliminary Checks

•

Vacuum hoses for splits, kinks, and proper connection.

MI-07 systems are equipped with built-in fault diagnostics. Detected system faults can be displayed by the Malfunction Indicator Lamp (MIL) and are covered in Chapter 7, Advanced Diagnostics. However, items such as fuel level, plugged fuel lines, clogged fuel filters, and malfunctioning pressure regulators may not set a fault code and usually can be corrected with the basic troubleshooting steps described on the following pages.

•

Air leaks at throttle body mounting and intake manifold

•

Exhaust system leaks

•

Ignition wires for cracking, hardness, proper routing, and carbon tracking

•

Wiring for pinches and cuts

If engine or drivability problems are encountered with your MI-07 system, perform the checks in this section before referring to Advanced Diagnostics. NOTE Locating a problem in a propane engine is done exactly the same as with a gasoline engine. Consider all parts of the ignition and mechanical systems as well as the fuel system.

Also check: •

Connections to determine that none are loose, cracked, or missing

•

Fuel level in vehicle is sufficient

•

Fuel is not leaking

•

Battery voltage is greater than 11.5 volts

•

Steering, brakes, and hydraulics are in proper condition and vehicle is safe to operate NOTE

BEFORE STARTING . . . 1. Determine that the SECM and MIL light are operating. Verify operation by keying on engine and checking for flash of MIL light. When the ignition key is turned on, the MIL will illuminate and remain on until the engine is started. Once the engine is started, the MIL lamp will go out unless one or more fault conditions are present. If a detected fault condition exists, the fault or faults will be stored in the memory of the small engine control module (SECM). Once an active fault occurs the MIL will illuminate and remain ON. This signals the operator that a fault has been detected by the SECM.

The Visual/Physical check is very important, as it can often correct a problem without further troubleshooting and save valuable time.

2. Determine that there are no diagnostic codes stored, or there is a diagnostic code but no MIL light.

VISUAL/PHYSICALCHECK Several of the procedures call for a “Careful Visual/Physical Check” which should include: •

SECM grounds for being clean and tight

SM 751

02(LP-T3)-6-1

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting Intermittents An intermittent fault is the most difficult to troubleshoot since the MIL flashes on at random, causing uncertainty in the number of flashes or the conditions present at the time of the fault. Also, the problem may or may not fully turn “ON” the MIL light or store a code. Therefore, the fault must be present or able to be recreated in order to locate the problem. If a fault is intermittent, use of diagnostic code charts may result in the unnecessary replacement of good components. CORRECTIVE ACTION Most intermittent problems are caused by faulty electrical connections or wiring. Perform careful visual/physical check for:

•

Poor mating of the connector halves or terminal not fully seated in the connector body (backed out)

•

Improperly formed or damaged terminal. All connector terminals in problem circuit should be carefully reformed or replaced to insure proper contact tension

•

Loose connections or broken wires

•

Poor terminal to wire connection crimp

If a visual/physical check does not find the cause of the problem, perform the following:

1. Drive the vehicle with a voltmeter or “Service” tool connected to a suspected circuit. Check if circuit is active and signal is reasonable. 2. Using the “Service” tool, monitor the input signal to the SECM to help detect intermittent conditions. 3. An abnormal voltage, or “Service” reading, when the problem occurs, indicates the problem may be in that circuit. 4. If the wiring and connectors check OK, and a diagnostic code was stored for a circuit having a sensor, check sensor. An intermittent “Service Engine Soon” light with no stored diagnostic code may be caused by:

•

Ignition coil shortage to ground and arcing at spark plug wires or plugs

•

MIL light wire to ECM shorted to ground

•

SECM grounds (refer to SECM wiring diagrams).

Check for improper installation of electrical options such as lights, 2-way radios, accessories, etc. EST wires should be routed away from spark plug wires, distributor wires, distributor housing, coil and generator. Wires from SECM to ignition should have a good connection.

SM 751

02(LP-T3)-6-2

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Surges and/or Stumbles Engine power varies under steady throttle or cruise. Feels like the vehicle speeds up and slows down with no change in the acceleration pedal. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Be sure driver understands vehicle operation as explained in the operator manual.

PROBABLE CAUSE

CORRECTIVE ACTION The fuel management should maintain a stoichiometric air-fuel ratio under all steady state operating conditions following engine warmup.

Oxygen sensor malfunction Failure of the Pre-catalyst O2 sensor should cause an O2 sensor fault that can be diagnosed with the MIL lamp or Service Tool.

NOTE NOTE: To determine if the condition is caused by a rich or lean system, the vehicle should be driven at the speed of the complaint. Monitoring precatalyst O2 adapts*, dither valve duty cycle, or mechanical injector pulse width will help identify problem.

Fuel system malfunction

Check fuel supply while condition exists. Check in-line fuel filter. Replace if dirty or plugged. Check fuel pressure. Check for proper ignition voltage output using spark tester. Check spark plugs.

•

Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned electrodes, or heavy deposits.

•

Repair or replace as necessary.

•

Check condition of spark plug wires.

•

Check ignition timing.

Ignition system malfunction

Component malfunction

Check vacuum lines for kinks or leaks. Check alternator output voltage. Repair if less than 9 or more than 16 volts.

Exhaust backpressure

Check condition of exhaust system. Check backpressure before catalyst. It should be less than 3.5 psig (24.13 kPa).

(*) Refer to Table 1 for description of gaseous and liquid O2 adapts. Related MIL Faults: Pre-catalyst O2 sensor errors / O2 control errors Dither valve DC faults / EST faults / ETC faults

SM 751

02(LP-T3)-6-3

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Engine Cranking but Will Not Start / Difficult to Start Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Be sure driver is using correct method to start engine as explained in operator’s manual. Use “clear flood” mode during cranking by fully depressing the pedal and cranking the engine. If engine does not start, continue troubleshooting.

PROBABLE CAUSE

CORRECTIVE ACTION

Fuel container empty

Check for LPG vapor from LPG liquid outlet valve on tank. Fill fuel container. Do not exceed 80% of liquid capacity.

Liquid valve closed

Slowly open liquid valve.

Propane excess flow valve closed

Reset excess flow valve in LPG tank. Close liquid valve. Wait for a “click” sound; slowly open liquid valve. Remove obstruction from the fuel line.

Plugged fuel line

Clogged fuel filter Faulty vapor connection between the pressure regulator/converter and the mixer

•

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.

Repair/replace as required. See Chapter 3 Fuel Filter replacement.

Check connection •

Verify no holes in hose.

•

Clamps must be tight.

•

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/converter malfunction

Test regulator/converter operation and pressure. See Chapter 5 Tests and Adjustments.

Incorrect air/fuel or ignition/ spark control

See Chapter 7 Advanced Diagnostics.

No crankshaft position sensor signal

Verify the crankshaft position signal is present See Chapter 7 Advanced Diagnostics.

SM 751

02(LP-T3)-6-4

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Engine Cranking but Will Not Start / Difficult to Start PROBABLE CAUSE

CORRECTIVE ACTION Check Coolant Temperature Sensor using the Service Tool; compare coolant temperature with ambient temperature on cold engine. If coolant temperature reading is 5°ý greater than or less than ambient air temperature on a cold engine, check resistance in coolant sensor circuit or sensor itself. Compare CTS resistance value to “Diagnostic Aids” chart at end of this section.

SECM / control system malfunction

Verify that there is no code for ETC spring check fault. Check for 0% APP during cranking. Cycle key ON and OFF and listen for throttle check (movement) on key OFF. Check for oil pressure switch faults. Check for sensor “sticking” faults. Check TPS for stuck binding or a high TPS voltage with the throttle closed. Check fuel lock off: actuator should turn “ON” for 2 seconds when ignition is turned “ON”. Check fuel pressure. Check for contaminated fuel.

Fuel system malfunction

Check lock off fuses (visually inspect). Check propane tank valve & pickup. A faulty in-tank fuel pump check valve will allow the fuel in the lines to drain back to the tank after engine is stopped. To check for this condition, perform fuel system diagnosis. Check FTV system for proper operation. Check for proper ignition voltage output with spark tester. Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned electrodes, or heavy deposits. Repair or replace as necessary. Check for:

Ignition system malfunction

•

Moisture in distributor cap*

•

Bare or shorted wires

•

Worn distributor shaft/rotor*

•

Loose ignition coil ground

• Pickup coil resistance and connections (*) Where present Related MIL Faults: ETC spring check / ETC faults / EST faults / TPS conflict APP faults / Encoder error / MAP faults / Oil pressure faults

SM 751

02(LP-T3)-6-5

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Lack of Power, Slow to Respond / Poor High Speed Performance / Hesitation During Acceleration Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is pushed down part way. Momentary lack of response as the accelerator is pushed down. Can occur at all vehicle speeds. Usually most severe when first trying to make vehicle move, as from a stop. May cause engine to stall. PRELIMINARY CHECKS Perform the visual checks as described at start of “ Basic Troubleshooting” chapter. Drive vehicle; verify problem exists. Remove air filter and check for dirt or other means of plugging. Replace if needed.

PROBABLE CAUSE

CORRECTIVE ACTION Check for restricted fuel filter. Check fuel supply. Check for LPG vapor from LPG liquid outlet valve on tank. Check for contaminated fuel. Check for clogged fuel filter and repair or replace as required. See Chapter 3 Fuel Filter replacement Check for plugged fuel line and remove any obstruction from the fuel line:

Fuel system malfunction

•

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 and leak test.

Check for faulty vapor connection between pressure regulator/converter and mixer:

•

Verify that there are no holes in hose.

•

Observe that clamps are tight.

•

Look for kinked, pinched and/or collapsed hose.

Monitor pre-catalyst O2 with Service Tool. Check for proper pressure regulator operation. See Chapter 5 Test and Adjustments. Check for proper air/fuel mixer operation. Check spark advance for excessive retarded ignition timing. Use Service Tool. Ignition system malfunction

Check secondary voltage using an oscilloscope or a spark tester to check for a weak coil. Check spark plug condition. Check poor spark plug primary and secondary wire condition.

SM 751

02(LP-T3)-6-6

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Lack of Power, Slow to Respond / Poor High Speed Performance Hesitation During Acceleration (cont’d.) PROBABLE CAUSE

CORRECTIVE ACTION Check SECM grounds for cleanliness and secure connection. See SECM wiring diagrams. Check alternator output voltage. Repair if less than 9 volts or more than 16 volts. Check for clogged air filter and clean or replace as required.

Component malfunction

Check exhaust system for possible restriction. Refer to Chart T-1 on later pages. Inspect exhaust system for damaged or collapsed pipes.

•

Inspect muffler for heat distress or possible internal failure.

•

Check for possible plugged catalytic converter by comparing exhaust system backpressure on each side at engine. Check backpressure by removing Precatalyst O2 sensor and measuring backpressure with a gauge.

See Engine Manufacturer’s Service Manual. Engine mechanical

Check engine valve timing and compression Check engine for correct or worn camshaft.

Related MIL Faults: EST faults ETC faults ETC spring check TPS faults APP faults Encoder error Delayed Shutdown faults

SM 751

02(LP-T3)-6-7

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Detonation / Spark Knock A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change with throttle opening (similar to the sound of hail striking a metal roof). PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

PROBABLE CAUSE

CORRECTIVE ACTION Check for proper fuel level:

Fuel system malfunction

•

Check for LPG vapor from LPG liquid outlet valve on tank.

•

Fill fuel container. Do not exceed 80% of liquid capacity.

Check fuel pressure. To determine if the condition is caused by a rich or lean system, the vehicle should be driven at the speed of the complaint. Monitoring with the Service tool will help identify problem. Check for obvious overheating problems:

Cooling system malfunction

•

Low engine coolant

•

Loose water pump belt

•

Restricted air flow to radiator, or restricted water flow through radiator

•

Inoperative electric cooling fan

•

Correct coolant solution should be a mix of anti-freeze coolant (or equivalent) and water

•

High coolant temperature

Check ignition timing. Ignition system malfunction Check spark module wiring. Check exhaust backpressure. Exhaust system malfunction

Check for debris clogging the catalyst. Check that pre-catalyst O2 sensor is functioning. Check for excessive oil in the combustion chamber and/or blow by from excessive PCV flow.

Engine mechanical

Check combustion chambers for excessive carbon build up. Check combustion chamber pressure by performing a compression test. Check for incorrect basic engine parts such as cam, heads, pistons, etc.

Related MIL Faults: EST faults Encoder error High coolant temperature faults

SM 751

02(LP-T3)-6-8

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Backfire Fuel ignites in intake manifold or in exhaust system, making loud popping noise. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Simulate condition by reviewing operation procedure practiced by vehicle operator.

PROBABLE CAUSE

CORRECTIVE ACTION Perform fuel system diagnosis check:

Fuel system malfunction

•

Check for fuel leaks

•

Check for MIL faults

•

Check for damaged components

Check proper ignition coil output voltage with spark tester.

Ignition system malfunction

Check spark plugs. Remove spark plugs, check for wet plugs, cracks, wear, improper gap, burned electrodes, or heavy deposits. Repair or replace as necessary. Check spark plug wires for crossfire; also inspect distributor cap, spark plug wires, and proper routing of plug wires. Check ignition timing. Check compression: look for sticking or leaking valves.

Engine mechanical

Check intake and exhaust manifold for casting flash and gasket misalignment. Refer to Engine Manufacturer’s Service Manual.

Related MIL Faults: EST faults / ETC faults / Encoder error Pre-catalyst O2 sensor faults

Dieseling, Run-on Engine continues to run after key is turned “OFF,” but runs very roughly. If engine runs smoothly, check ignition switch and adjustment. PRELIMINARY CHECKS Perform the visual checks as described at start of “ Basic Troubleshooting” chapter.

PROBABLE CAUSE

CORRECTIVE ACTION

Fuel system malfunction

Check for fuel leaks.

Ignition switching

Make sure power to system is shut off when key is in OFF position.

Fuel lock off valve

Make sure lock off valve is closing properly.

Ignition system malfunction

Check spark advance at idle.

Related MIL Faults: EST faults / ETC faults / Pre-catalyst O2 sensor faults

SM 751

02(LP-T3)-6-9

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Rough, Unstable, Incorrect Idle, or Stalling Engine cranks OK, but does not start for a long time. Does eventually run, or may start but immediately dies. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Check for vacuum leaks. Check that SECM grounds are clean and tight. See SECM wiring diagram.

PROBABLE CAUSE

CORRECTIVE ACTION Monitor oxygen feedback to help identify the cause of the problem. If the system is running lean or if the system is running rich evaluate further i.e. dither valve duty cycle and injector pulse width. Check for incorrect minimum idle speed that may be caused by foreign material accumulation in the throttle bore, on the throttle valve, or on the throttle shaft.

Fuel system malfunction

Check that the injectors are clean and functioning. Check for liquid fuel in propane pressure regulator hose. If fuel is present, replace regulator assembly. The pre-catalyst oxygen (O2) sensor should respond quickly to different throttle positions. If it does not, then check the pre-catalyst O2 sensor for contamination. If the pre-catalyst O2 sensor is aged or contaminated, the SECM will not deliver correct amount of fuel, resulting in a drivability problem. Check for LPG vapor from LPG liquid outlet valve on tank.

Fuel container empty Fill fuel container. Do not exceed 80% of liquid capacity. Ignition system malfunction

Check ignition system; wires, plugs, rotor, etc.

LPG pressure regulator malfunction

Test regulator operation and pressure. See Chapter 6 Tests and Adjustments

Air/fuel mixer malfunction

Check mixer. Check throttle for sticking or binding.

Component malfunction

Check PCV valve for proper operation by placing finger over inlet hole in valve end several times. Valve should snap back. If not, replace valve. Check alternator output voltage. Repair if less than 9 or more than 16 volts. Perform a cylinder compression check.

Engine mechanical See Engine Manufacturer’s Service Manual.

(continued on next page)

SM 751

02(LP-T3)-6-10

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Rough, Unstable, Incorrect Idle, or Stalling PROBABLE CAUSE

CORRECTIVE ACTION Reset excess flow valve.

Excess flow valve closed

•

Close liquid valve.

•

Wait for a “click” sound. Slowly open liquid valve.

Repair/replace as required Clogged fuel filter See Chapter 3 Fuel Filter Replacement Remove obstruction from the fuel line.

Plugged fuel line

Fuel lock-off malfunction Faulty vapor connection between the pressure regulator/converter and the mixer

•

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.

Repair/replace fuel lock-off. See Chapter 3 Fuel Lock-Off. Check connection.

•

Verify no holes in hose.

•

Clamps must be tight.

•

Look for kinked, pinched and/or collapsed hose.

Check level in cooling system:

Pressure regulator freezes

•

Must be full, check coolant strength

•

-35°F (-37°C) minimum

Check coolant hoses.

•

Watch for kinks and/or pinched hoses.

•

Verify one pressure hose and one return hose.

Test regulator. See Chapter 5 Check for vacuum leaks . . . Vacuum leak

•

Between mixer and throttle body

•

Between throttle body and intake manifold

•

Between intake manifold and cylinder head

Related MIL Faults: EST faults ETC Sticking fault Pre-catalyst adapts error

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02(LP-T3)-6-11

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Cuts Out, Misses Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases, sometimes above 1500 rpm. The exhaust has a steady spitting sound at idle or low speed. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

PROBABLE CAUSE

CORRECTIVE ACTION Check fuel system specifically for plugged fuel filter, low pressure. Check for contaminated fuel.

Fuel system malfunction

Check lock off intermittent connection. Check dither valve operation. Check for spark on the suspected cylinder(s) using a shop oscilloscope or spark tester or equivalent. If no spark, check for intermittent operation or miss. If there is a spark, remove spark plug(s) in these cylinders and check for cracks, wear, improper gap, burned electrodes, heavy deposits.

Ignition system malfunction

Check spark plug wires by connecting ohmmeter to ends of each wire in question. If meter reads over 30,000 ohms, replace wire(s). Visually inspect distributor cap, rotor, and wires for moisture, dust, cracks, burns, etc. Spray cap and plug wires with fine water mist to check for shorts. Check engine ground wire for looseness or corrosion.

Component malfunction

Check for electromagnetic interference (EMI). A missing condition can be caused by EMI on the reference circuit. EMI can usually be detected by monitoring engine rpm with Service Tool. A sudden increase in rpm with little change in actual engine rpm indicates EMI is present. If problem exists, check routing of secondary wires and check distributor ground circuit. Check intake and exhaust manifolds for casting flash or gasket leaks. Perform compression check on questionable cylinders. If compression is low, repair as necessary.

Engine mechanical

Check base engine. Remove rocker covers and check for bent pushrods, worn rocker arms, broken valve springs, worn camshaft lobes, and valve timing. Repair as necessary.

Related MIL Faults: EST faults ETC Sticking fault

SM 751

02(LP-T3)-6-12

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Poor Fuel Economy / Excessive Fuel Consumption LPG Exhaust Smell Fuel economy, as measured during normal operation, is noticeably lower than expected. Also, economy is noticeably lower than what it has been in the past. Propane fuel smell near vehicle sets off carbon monoxide sensors.. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter. Verify operator complaint: identify operating conditions. Check operator’s driving habits: Are tires at correct pressure? Are excessively heavy loads being carried? Is acceleration too much, too often? Check air cleaner element (filter) for being dirty or plugged. Visually (physically) check vacuum hoses for splits, kinks, and proper connections.

PROBABLE CAUSE

CORRECTIVE ACTION Check for faulty gasoline pressure regulator. Check for leaking injector.

Fuel system malfunction

Check that dither valve duty cycle is < 15%. Check for too high propane pressure at mixer (> 1” positive pressure). Monitor Pre-catalyst O2 sensor with Service Tool.

Cooling system malfunction

Check engine coolant level. Check engine thermostat for faulty part (always open) or for wrong heat range. Check ignition timing. Check for weak ignition and/or spark control.

Ignition system malfunction

Check spark plugs. Remove spark plugs and check for wet plugs, cracks, wear, improper gap, burned electrodes, or heavy deposits. Repair or replace as necessary. Check for exhaust system restriction or leaks. Check induction system and crankcase for air leaks.

Component malfunction

Check for clogged air filter; clean or replace as required. Check FTV for housing cracks or obstructions; repair or replace as required. Check for vacuum leak. Check system vacuum hoses from regulator to FTV and mixer. Repair or replace as required.

Air/fuel mixer malfunction

Check mixer.

Pressure regulator malfunc- Test regulator operation and pressure. tion / fuel pressure too high See Chapter 5 Tests and Adjustments. Engine mechanical

Check compression. Refer to Engine Manufacturer’s Service Manual.

Related MIL Faults: Pre-catalyst O2 sensor faults / Low side driver / Dither valve duty cycle EST faults / Fuel adapt faults / Low coolant temperature SM 751

02(LP-T3)-6-13

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

High Idle Speed Engine idles above the range of 750-1000 rpm. PRELIMINARY CHECKS Perform the visual checks as described at start of “Basic Troubleshooting” chapter.

PROBABLE CAUSE

CORRECTIVE ACTION Check all hoses and gaskets for cracking, kinks, or leaks.

Incorrect idle speed control

Verify that there are no vacuum leaks. See Chapter 7 Advanced Diagnostics & Chapter 5 Tests and Adjustments

Throttle sticking

Replace throttle. See Fault Code 461: ETC_Sticking Check pedal return spring travel for binding.

Foot pedal sticking or incorrect pedal signal

Check APP function with Service Tool. Verify smooth change of APP reading with pedal movement. See Chapter 7 Advanced Diagnostics. Check for vacuum hose leak.

Engine mechanical

Check for PCV malfunction. Check for defective intake gasket.

Related MIL Faults: ETC Sticking fault Idle adapt out of range MAP Sticking fault MAP high value

SM 751

02(LP-T3)-6-14

Group 02(LP-Tier3), MI-07 LP SYSTEM Basic Troubleshooting (cont’d.)

Excessive Exhaust Emissions or Odors Vehicle has high CO emissions. NOTE: Excessive odors do not necessarily indicate excessive emissions. PRELIMINARY CHECKS Verify that no stored codes exist. If emission test shows excessive CO and HC, check items that cause vehicle to run rich. If emission test shows excessive NOx, check items that cause vehicle to run lean or too hot.

PROBABLE CAUSE

CORRECTIVE ACTION If the Service tool indicates a very high coolant temperature and the system is running lean:

Cooling system malfunction

Fuel system malfunction

•

Check engine coolant level.

•

Check engine thermostat for faulty part (always open) or for wrong heat range.

•

Check fan operation

If the system is running rich, refer to “Diagnostic Aids” chart on the next page. If the system is running lean refer to “Diagnostic Aids” chart on the next page. Check for properly installed fuel system components. Check fuel pressure.

Ignition system malfunction

Check ignition timing. Check spark plugs, plug wires, and ignition components. Check for vacuum leaks. Check for contamination for catalytic converter (look for the removal of fuel filler neck restrictor).

Component malfunction

Check for carbon build-up. Remove carbon with quality engine cleaner. Follow instructions on label. Check for plugged PCV valve. Check for stuck or blocked PCV hose. Check for fuel in the crankcase.

Related MIL Faults: Low side driver Fuel adapt faults EST faults

SM 751

02(LP-T3)-6-15

Group 02(LP-Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Diagnostic Aids for Rich / Lean Operation SERVICE TOOL ITEM Pre-catalyst O2 A/ D counts

RICH Consistently > 250

LEAN Consistently < 170

Pre-catalyst O2 sensor switching Always high ADC between high and low

Always low ADC

Trim valve duty cycle

< 10%

Malfunction codes

Closed loop operation

> 90% • Pre-catalyst O2 sensor failed rich

• Pre-catalyst O2 sensor failed lean

• Pre-catalyst O2 sensor high

• Pre-catalyst O2 sensor low

• Fuel adapts

Stuck in open loop

RICH OPERATION LP (Trim valve duty cycle>90%) •

Inspect hoses from AVV port (port on bottom of mixer) to trim valves and regulator for leaks or blockages, replace as necessary.

•

Inspect in-line orifices for blockages (in wye), replace as necessary

•

Check trim valves for proper operation, replace as necessary

•

Check regulator out pressure, replace if out of spec

•

Inspect fuel cone for damage, replace mixer assembly as necessary

LEAN OPERATION LP (Trim valve duty cycle<10%) •

Check for vacuum leaks, replace hoses, o-rings, and gaskets as necessary

•

Check balance line for blockage, replace as necessary

•

Check vapor hose for restrictions, replace as necessary

•

Check trim valves for proper operation, replace as necessary

•

Check regulator out pressure, replace if out of spec

SM 751

02(LP-T3)-6-16

Group 02(LP-Tier3), MI-07 LP SYSTEM Chart T-1 Restricted Exhaust System Check

4. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal damage, split welds, or cracked pipe.

Proper diagnosis for a restricted exhaust system is essential before replacement of any components. The following procedures may be used for diagnosis, depending upon engine or tool used.

5. If there are no obvious reasons for the excessive backpressure, the catalytic converter is restricted and should be replaced using current recommended procedures.

CHECK AT PRE-CATALYST OXYGEN (O2) SENSOR 1. Carefully remove pre-catalyst oxygen (O2) sensor. 2. Install exhaust backpressure tester or equivalent in place of O2 sensor using Snap-On P/N EEVPV311A kit and YA8661 adapter or Mac tool (see illustration). 3. After completing test described below, be sure to coat threads of O2 sensor with anti-seize compound prior to re-installation.

ILLUSTRATION NOTES 1. Backpressure gage 2. Pre-catalyst Oxygen (O2) sensor 3. Exhaust manifold

DIAGNOSIS: 1. With the engine idling at normal operating temperature, observe the exhaust system backpressure reading on the gage. Reading should not exceed 1.25 psig (8.61 kPa). 2. Increase engine speed to 2000 rpm and observe gage. Reading should not exceed 3 psig (20.68 kPa). 3. If the backpressure at either speed exceeds specification, a restricted exhaust system is indicated.

SM 751

02(LP-T3)-6-17

Group (LP-Tier3), MI-07 LP SYSTEM

Section 7 ADVANCED DIAGNOSTICS MI-07 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 the Service Tool software. When the ignition key is turned on, the MIL will illuminate and remain on until the engine is started. Once the engine is started, the MIL lamp will go out unless one or more fault conditions are present. If a detected fault condition exists, the fault or faults will be stored in the memory of the small engine control module (SECM). Once an active fault occurs the MIL will illuminate and remain ON. This signals the operator that a fault has been detected by the SECM.

Reading Diagnostic Fault Codes All MI-07 fault codes are three-digit codes. When the fault codes are retrieved (displayed) the MIL will flash for each digit with a short pause (0.5 seconds) between digits and a long pause (1.2 seconds) between fault codes. A code 12 is displayed at the end of the code list. EXAMPLE: A code 461 (ETCSticking) has been detected and the engine has shut down and the MIL has remained ON. When the codes are displayed the MIL will flash four times (4), pause, then flash six times (6), pause, then flash one time (1) This identifies a four sixty one (461), 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, signifying the end of the fault list. This list will then repeat.

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

SM 751

turn the key OFF to exit display mode. The code list will continue to repeat until the key is turned OFF.

Clearing Fault (DFC) Codes To clear the stored fault codes from SECM memory you must complete the reset fault pedal maneuver.

CAUTION

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 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 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, closing the fuel lock-off closing, and turning off the fuel pump and fuel injectors. Delayed Engine Shutdown: Some faults, such as low oil pressure, will cause the MIL to illuminate for 30 seconds and then shut down the engine. Cut Throttle: The throttle moves to its default position. The engine will run at idle but will not accelerate. Cut Fuel: Fuel flow will be turned off. Turn on MIL: The MIL will light by an active low signal provided by the SECM, indicating a fault condition. May illuminate with no other action or may be combined with other actions, depending on which fault is active.

02(LP-T3)-7-1

Group 02(LP-Tier3), MI-07 LP SYSTEM Soft Rev Limit / Medium Rev Limit / Hard Rev Limit: System will follow various sequences to bring engine speed back to acceptable levels. Level4 Power Limit / Level3 Power Limit / Level2 Power Limit / Level1 Power Limit: The maximum engine power output will be limited to one of four possible levels. The engine power is calculated from measured engine parameters (e.g. MAP, rpm, fuel flow, etc).

sensors are converted into digital counts by the SECM. A low/high range sensor fault is normally 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).

Disable Gas O2 Control: In LPG mode, closed loop correction of air fuel ratio based on the Pre-catalyst O2 sensor is disabled.

Fault List Definitions All the analog sensors in the MI-07 system have input sensor range faults. These are the coolant temperature sensor, fuel temperature sensor, throttle position sensors, pedal position sensors, manifold pressure sensor, HEGO sensors, and intake air temperature sensor. Signals to these

Additionally, the SECM includes software to learn the actual range of the pedal position and throttle position sensors in order to take full advantage of the sensor range. Faults are set if the learned values are outside of the normal expected range of the sensor (e.g. APP1AdaptLoMin).

Table 1. Fault List Definitions FAULT

DESCRIPTION

CODE 641 (64)

APP1 Adapt Hi Max

Learned full pedal end of APP1 sensor range higher than expected

APP1 Adapt Hi Min

Learned full pedal end of APP1 sensor range lower than expected

651

APP1 Adapt Lo Max

Learned idle end of APP1 sensor range higher than expected

661

APP1 Adapt Lo Min

Learned idle end of APP1 sensor range lower than expected

631 (63)

APP1 Range High

APP1 sensor voltage out of range high, normally set if the APP1 signal has shorted to power or the ground for the sensor has opened

621 (62)

APP1 Range Low

APP1 sensor voltage out of range low, normally set if the APP1 signal has shorted to ground, circuit has opened or sensor has failed

611 (61)

APP2 Adapt Hi Max

Learned full pedal end of APP2 sensor range higher than expected

642 (68)

SM 751

02(LP-T3)-7-2

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

APP2 Adapt Hi Min

Learned full pedal end of APP2 sensor range lower than expected

652

APP2 Adapt Lo Max

Learned idle end of APP2 sensor range higher than expected

662

APP2 Adapt Lo Min

Learned idle end of APP2 sensor range lower than expected

632 (67)

APP2 Range High

APP2 sensor voltage out of range high, normally set if the APP2 signal has shorted to power or the ground for the sensor has opened

622 (66)

APP2 Range Low

APP2 sensor voltage out of range low, normally set if the APP2 signal has shorted to ground, circuit has opened or sensor has failed

612 (65)

APP_Sensors_Conflict

APP position sensors do no not track well, intermittent connections to APP or defective pedal assembly

691 (69)

Crank Ed ges Fault

No crankshaft signal when engine is known to be rotating, broken crankshaft sensor leads or defective crank sensor

193

Crank Sync Fault

Loss of synchronization on the crankshaft sensor, normally due to noise on the signal or an intermittent connection on the crankshaft sensor

194

ECT Over Temp Fault

Engine Coolant Temperature is High. The sensor has measured an excessive coolant temperature typically due to the engine overheating.

161 (16)

ECT Range High

Engine Coolant Temperature Sensor Input is High. Normally set if coolant sensor wire has been disconnected or circuit has opened to the SECM.

151 (15)

ECT Range Low

Engine Coolant Temperature Sensor Input is Low. Normally set if the coolant sensor wire has shorted to chassis ground or the sensor has failed.

141 (14)

ECT_IR_Fault

Engine Coolant Temperature not changing as expected

171

EST1_Open

EST1 output open, possibly open EST1 signal or defective spark module

421

EST1_Short

EST1 output shorted high or low, EST1 signal shorted to ground or power or defective spark module

431 (42)

SM 751

02(LP-T3)-7-3

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

ETC Spring Test

Electronic Throttle Control Spring Return Test has Failed. The SECM will perform a safety test of the throttle return spring following engine shutdown. If this spring has become weak the throttle will fail the test and set the fault. NOTE: Throttle assembly is not a serviceable item and can only be repaired by replacing the DV-EV throttle assembly.

481 (28)

ETC_Open_Fault

Electronic Throttle Control Driver has failed. Normally set if either of the ETC driver signals have opened or become disconnected, electronic throttle or SECM is defective.

471

ETC_Sticking

Electronic Throttle Control is Sticking. This can 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. NOTE: Throttle assembly is not a serviceable item and can only be repaired by replacing the DV-EV throttle assembly.

461 (26)

Fuel Select Conflict

Conflict in fuel select signals, normally set if one or both of the fuel select signals are shorted to ground

181

Fuel Temp Range High

Fuel Temperature Sensor Input is High. Normally set if the fuel temperature sensor wire has been disconnected or the circuit has opened to the SECM.

932

Fuel Temp Range Low

Fuel Temperature Sensor Input is Low. Normally set if the fuel temperature sensor wire has shorted to chassis ground or the sensor has failed.

931

Gas Fuel Adapt Range Hi

In LPG mode, system had to adapt lean more than expected

731 (73)

Gas Fuel Adapt Range Lo

In LPG mode, system had to adapt rich more than expected

721 (72)

Gas O2 Failed Lean

Pre-catalyst O2 sensor indicates extended lean operation on LPG

751

Gas O2 Failed Rich

Pre-catalyst O2 sensor indicates extended rich operation on LPG

771 (77)

SM 751

02(LP-T3)-7-4

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

Gas O2 Not Active

Pre-catalyst O2 sensor inactive on LPG, open O2 sensor signal or heater leads, defective O2 sensor, or defective FTVs

741 (74)

Gas Post O2 Failed Rich

Post-catalyst O2 sensor control on LPG has reached rich limit and sensor still reads too lean. This could be caused by oxygen leak before or just after sensor, catalyst failure, sensor failure, or wiring/relay failure causing the sensor to not be properly heated. If any Pre-O2 sensor faults are set, diagnose these first and after correcting these faults recheck if this fault sets.

772

Gas Post O2 Failed Lean

Post-catalyst O2 sensor control on LPG has reached lean limit and sensor still reads too rich. This could be caused by catalyst failure, sensor failure, or wiring/relay failure causing the sensor to not be properly heated. If any Pre-O2 sensor faults are set diagnose, these first and after correcting these faults recheck if this fault sets.

752

Gas Post O2 In active

Post-catalyst O2 sensor control on LPG has sensed the O2 sensor is not responding as expected. If any Pre-O2 sensor faults are set diagnose these first and after correcting these faults recheck if this fault sets. Possible causes for this fault are sensor disconnected, sensor heater failed, sensor element failed, heater relay, or SECM control of heater relay is disconnected or failed.

742

Reserved for Future Use

743

Hbridge Fault ETC

(Electronic Throttle Control Driver has Failed) Indeterminate fault on Hbridge driver for Electronic Throttle Control. Possibly either ETC+ or ETC- driver signals have been shorted to ground

491 (29)

Hard Over speed

Engine speed has exceeded the third level (3 of 3) of overspeed protection

571 (57)

IAT Range High

Intake Air Temperature Sensor Input is High normally set if the IAT temperature sensor wire has been disconnected, the circuit has opened to the SECM, or a short to Vbatt has occurred.

IAT Range Low

Intake Air Temperature Sensor Input is Low normally set if the IAT temperature sensor wire has shorted to chassis ground or the sensor has failed.

371 (37)

IAT IR Fault

Intake Air Temperature not changing as expected

391

SM 751

381 (38)

02(LP-T3)-7-5

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

LSD Fault_Dither1

Dither Valve 1 Fault, signal has opened or shorted to ground or power or defective dither 1 valve

711 (71)

LSD Fault_Dither2

Dither Valve 2 Fault, signal has opened or shorted to ground or power or defective dither 2 valve

712

LSD Fault_LockOff

Fuel lock off Valve Fault, signal has opened or shorted to ground or power or defective Fuel lock off valve

717

LSD Fault_MIL

Malfunction Indicator Lamp Fault, signal has opened or shorted to ground or power or defective MIL lamp

718

Reserved

843

Low Oil Pressure Fault

Low engine oil pressure

521 (52)

MAP Range High

Manifold Absolute Pressure Sensor Input is High, 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.

342

MAP Range Low

Manifold Absolute Pressure Sensor Input is Low, normally set if the TMAP pressure signal wire has been disconnected or shorted to ground or the circuit has opened to the SECM

332

MAP Time Range High

Manifold Absolute Pressure Sensor Input is High, 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.

341 (34)

MAP Time Range Low

Manifold Absolute Pressure Sensor Input is Low, normally set if the TMAP pressure signal wire has been disconnected or shorted to ground or the circuit has opened to the SECM

331 (33)

MAP_IR_HI

MAP sensor indicates higher pressure than expected

351

MAP_IR_LO

MAP sensor indicates lower pressure than expected

352

MAP_STICKING

MAP sensor not changing as expected

353

Medium Over speed

Engine speed has exceeded the second level (2 of 3) of overspeed protection

572

O2 Range High

Pre-catalyst O2 sensor voltage out of range high, sensor signal shorted to power

921

O2 Range Low

Pre-catalyst O2 sensor voltage out of range low, sensor signal shorted to ground

911

O2_PostCat Range High

Post-catalyst O2 sensor voltage out of range high, sensor signal shorted to voltage source (5V or battery)

922

SM 751

02(LP-T3)-7-6

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

O2_PostCat Range Low

Post-catalyst O2 sensor voltage out of range low, sensor signal shorted to ground

912

Sens Volt Range High

Sensor reference voltage XDRP too high

561 (56)

Sens Volt Range Low

Sensor reference voltage XDRP too low

551 (55)

Service Fault1

Service Interval 1 has been reached

991

Service Fault2

Service Interval 2 has been reached

992

Service Fault3

Service Interval 3 has been reached

993

Service Fault4

Service Interval 4 has been reached.time to replace HEGO sensors

994

Service Fault5

Service Interval 5 has been reached. Time to replace engine timing belt

995

Soft Over speed

Engine speed has exceeded first level (1 of 3) of overspeed protection

573

TPS1 Adapt Hi Min

Learned WOT end of TPS1 sensor range lower than expected

271

Sys Volt Range High

System voltage too high

541 (54)

Sys Volt Range Low

System voltage too low

531 (53)

TPS1 Adapt Hi Max

Learned WOT end of TPS1 sensor range higher than expected

251 (25)

TPS1 Adapt Hi Min

Learned WOT end of TPS1 sensor range lower than expected

271

TPS1 Adapt Lo Max

Learned closed throttle end of TPS1 sensor range higher than expected

281

TPS1 Adapt Lo Min

Learned closed throttle end of TPS1 sensor range lower than expected

241 (24)

TPS1 Range High

TPS1 sensor voltage out of range high, normally set if the TPS1 signal has shorted to power or ground for the sensor has opened

231 (23)

TPS1 Range Low

TPS1 sensor voltage out of range low, normally set if TPS1 signal has shorted to ground, circuit has opened or sensor has failed

221 (22)

TPS2 Adapt Hi Max

Learned WOT end of TPS2 sensor range higher than expected

252

SM 751

02(LP-T3)-7-7

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

TPS2 Adapt Hi Min

Learned WOT end of TPS2 sensor range lower than expected

272

TPS2 Adapt Lo Max

Learned closed throttle end of TPS2 sensor range higher than expected

282

TPS2 Adapt Lo Min

Learned closed throttle end of TPS2 sensor range lower than expected

242

TPS2 Range High

TPS2 sensor voltage out of range high, normally set if the TPS2 signal has shorted to power or ground for the sensor has opened

232

TPS2 Range Low

TPS2 sensor voltage out of range low, normally set if TPS2 signal has shorted to ground, circuit has opened or sensor has failed

222

TPS_Sensors_Conflict

TPS sensors differ by more than expected amount. NOTE: The TPS is not a serviceable item and can only be repaired by replacing the DV-EV throttle assembly

291

Trans Oil Temp

Excessive transmission oil temperature

933

SM 751

02(LP-T3)-7-8

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) DFC

PROBABLE FAULT

NONE Signifies the end of one pass through the fault list

141 (14)

ECTRangeLow Coolant Sensor failure or shorted to GND

151 (15)

ECTRangeHigh Coolant sensor disconnected or open circuit

161 (16)

ECTOverTempFault Engine coolant temperature is high. The sensor has measured an excessive coolant temperature typically due to the engine overheating.

171

ECT_IR_Fault Engine coolant temperature not changing as expected

181

FuelSelectConflict Conflict in fuel select signals, normally set if both of the fuel select signals are shorted to ground

193

CrankEdgesFault No crankshaft signal when engine is known to be rotating, broken crankshaft sensor leads or defective crank sensor

194

CrankSyncFault Loss of synchronization on the crankshaft sensor, normally due to noise on the signal or an intermittent connection on the crankshaft sensor

FAULT ACTION *

NONE

Turn On Mil

CORRECTIVE ACTION FIRST CHECK None, used as end of the fault list identification Check ECT sensor connector and wiring for a short to GND SECM (Signal) Pin B15 To ECT Pin 3 SECM (Sensor GND) Pin B1 to ECT Pin 1 SECM (System GND) Pin A16, B17

(1) Turn On Mil (2) Delayed Engine Shutdown (3) Check Engine Light

Check if ECT sensor connector is disconnected or for an open ECT circuit SECM (Signal) Pin B15 to ECT Pin 3 SECM (Sensor GND) Pin B1 to ECT Pin 1

(1) Turn On Mil (2) Delayed Engine Shutdown (3) Check Engine Light

Check coolant system for radiator blockage, proper coolant level and for leaks in the system. Possible ECT short to GND, check ECT signal wiring SECM (Signal) Pin B15 to ECT Pin 3 SECM (Sensor GND) Pin B1 to ECT Pin 1 SECM (System GND) Pin A16, B17 Check regulator for coolant leaks

None

Check for coolant system problems, e.g. defective or stuck thermostat

Turn On Mil

Check fuel select switch connection for a short to GND SECM (SIGNAL) Pin A12 SECM (SIGNAL) Pin A15 SECM (Sensor GND) Pin B1

None

Check Crankshaft sensor connections SECM (SIGNAL) Pin B5 to Crank sensor Pin 3 SECM (Sensor GND) PIN B1 to Crank sensor Pin 2 Switched 12V to Crank sensor Pin 1 Check for defective Crank sensor

None

Check Crankshaft sensor connections SECM (SIGNAL) Pin B5 to Crank sensor Pin 3 SECM (Sensor GND) Pin B1 to Crank sensor Pin 2 Switched 12V to Crank sensor Pin 1 Check for defective Crank sensor

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-9

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

221 (22)

TPS1RangeLow TPS1 sensor voltage out of range low, normally set if the TPS1 signal has shorted to ground, circuit has opened or sensor has failed

222

TPS2RangeLow TPS2 sensor voltage out of range low, normally set if the TPS2 signal has shorted to ground, circuit has opened or sensor has failed

231 (23)

TPS1RangeHigh TPS1 sensor voltage out of range high, normally set if the TPS1 signal has shorted to power or the ground for the sensor has opened

232

TPS2RangeHigh TPS2 sensor voltage out of range high, normally set if the TPS2 signal has shorted to power or the ground for the sensor has opened

241 (24)

TPS1AdaptLoMin Learned closed throttle end of TPS1 sensor range lower than expected

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

Turn On Mil

Check throttle connector connection and TPS1 sensor for an open circuit or short to GND SECM Pin B23 (signal) to ETC Pin 6 SECM Pin B1 (sensor GND) to ETC Pin 2 SECM (system GND) Pin A16, B17

Turn On Mil

Check throttle connector connection and TPS2 sensor for an open circuit or short to GND SECM Pin B4 (signal) to ETC Pin 5 SECM Pin B1 (sensor GND) to ETC Pin 2 SECM (system GND) Pin A16, B17

Turn On Mil

Check throttle connector and TPS1 sensor wiring for a shorted circuit SECM Pin B23 (signal) to ETC Pin 6 SECM Pin B1 (sensor GND) to ETC Pin 2

Turn On Mil

Check throttle connector and TPS1 sensor wiring for a shorted circuit SECM Pin B4 (signal) to ETC Pin 5 SECM pin B1 (sensor GND) to ETC Pin 2

None

Check the throttle connector and pins for corrosion. To check the TPS disconnect the throttle connector and measure the resistance from: TPS Pin 2 (GND) to Pin 6 (TPS1 SIGNAL) (0.7 ȳ · 30%) TPS Pin 3 (PWR) to Pin 6 (TPS1 SIGNAL) (1.4 ȳ · 30%)

242

TPS2AdaptLoMin Learned closed throttle end of TPS2 sensor range lower than expected

None

Check the throttle connector and pins for corrosion. To check the TPS disconnect the throttle connector and measure the resistance from: TPS Pin 2 (GND) to Pin 5 (TPS2 SIGNAL) (1.3K ȳ · 30%) TPS PIN 3 (PWR) to PIN 5 (TPS2 SIGNAL) (0.6K ȳ · 30%)

251 (25)

TPS1AdaptHiMax Learned WOT end of TPS1 sensor range higher than expected

None

N/A

252

TPS2AdaptHiMax Learned WOT end of TPS2 sensor range higher than expected

None

N/A

271

TPS1AdaptHiMin Learned WOT end of TPS1 sensor range lower than expected

None

N/A

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-10

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

272

281

282

291

331 (33)

332

PROBABLE FAULT TPS2AdaptHiMin Learned WOT end of TPS2 sensor range lower than expected TPS1AdaptLoMax Learned closed throttle end of TPS1 sensor range higher than expected TPS2AdaptLoMax Learned closed throttle end of TPS2 sensor range higher than expected TPS_Sensors_Conflict TPS sensors differ by more than expected amount NOTE: The TPS is not a serviceable item and can only be repaired by replacing the DV-EV throttle assembly.

MAPTimeRangeLow Manifold Absolute Pressure sensor input is low, normally set if the TMAP pressure signal wire has been disconnected or shorted to ground or the circuit has opened to the SECM

MAPRangeLow Manifold Absolute Pressure sensor input is low, normally set if the TMAP pressure signal wire has been disconnected or shorted to ground or the circuit has opened to the SECM

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

None

N/A

None

N/A

None

N/A

(1) Turn On Mil (2) Engine Shutdown

Perform checks for DFCs 241 & 242

None

Check TMAP connector and MAP signal wiring for an open circuit TMAP Pin 4 to SECM Pin B18 (signal) TMAP Pin 1 to SECM Pin B1 (sensor GND) TMAP Pin 3 to SECM Pin B24 (XDRP +5 Vdc) Check the MAP sensor by disconnecting the TMAP connector and measuring at the sensor: TMAP Pin 1(GND) to Pin 4 (pressure signal KPA) (2.4k ȳ - 8.2k ȳ ) TMAP Pin 3 (power) to Pin 4 (pressure signal KPA) (3.4k ȳ - 8.2k ȳ )

(1) Turn On Mil (2) Cut Throttle

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-11

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

341 (34)

342

PROBABLE FAULT

MAPTimeRangeHigh Manifold Absolute Pressure Sensor Input is High, 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.

MAPRangeHigh Manifold Absolute Pressure Sensor Input is High, 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

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

None

Check TMAP connector and MAP signal wiring for a shorted circuit TMAP Pin 4 to SECM Pin B18 (signal) TMAP Pin 1 to SECM Pin B1 (sensor GND) TMAP Pin 3 to SECM Pin B24 (XDRP +5 Vdc) Check the MAP sensor by disconnecting the TMAP connector and measuring at the sensor: TMAP Pin 1(GND) to Pin 4 (pressure signal KPA) (2.4k ȳ - 8.2k ȳ ) TMAP Pin 3 (power) to Pin 4 (pressure signal KPA) (3.4k ȳ - 8.2k ȳ )

(1) Turn On Mil (2) Cut Throttle

351

MAP_IR_HI MAP sensor indicates higher pressure than expected

None

Check for vacuum leaks. Check that TMAP sensor is mounted properly. Possible defective TMAP sensor.

352

MAP_IR_LO MAP sensor indicates lower pressure than expected

None

Possible defective TMAP sensor.

353

MAP_STICKING MAP sensor not changing as expected

None

Check that TMAP sensor is mounted properly. Possible defective TMAP sensor.

371 (37)

IATRangeLow Intake Air Temperature Sensor Input is Low normally set if the IAT temperature sensor wire has shorted to chassis ground or the sensor has failed.

Turn On Mil

Check TMAP connector and IAT signal wiring for a shorted circuit TMAP Pin 2 to SECM Pin B12 (signal) TMAP Pin 1 to SECM Pin B1 (sensor GND) To check the IAT sensor of the TMAP disconnect the TMAP connector and measure the IAT resistance Resistance is approx 2400 ohms at room temperature.

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-12

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

381 (38)

391

421

431

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

IATRangeHigh Intake Air Temperature Sensor Input is High normally set if the IAT temperature sensor wire has been disconnected or the circuit has opened to the SECM.

Turn On Mil

IAT_IR_Fault Intake Air Temperature not changing as expected

None

Check connections to TMAP sensor. Check that TMAP sensor is properly mounted to manifold.

Turn On Mil

Check coil driver wiring and connector for open circuit SECM Pin A9 (EST1) to OEM ignition system. See application note. Verify GND on ignition module Pin A (of both connectors) Verify +12 Vdc on ignition module Pin B (of both connectors) Refer to application manual for specific engine details.

Turn On Mil

Check coil driver wiring and connector for shorts SECM Pin A9 (EST1) to ignition module Pin D (4-pin connector) Verify GND on ignition module Pin A (of both connectors) Verify +12 Vdc on ignition module Pin B (of both connectors) Refer to application manual for specific engine details.

PROBABLE FAULT

EST1_Open EST1 output open, possibly open EST1 signal or defective spark module

EST1_Short EST1 output shorted high or low, EST1 signal shorted to ground or power or defective spark module

Check for debris or obstructions inside the throttle body

461 (26)

ETC_Sticking Electronic Throttle Control is sticking. This can 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. NOTE: The throttle assembly is not a serviceable item and can only be repaired by replacing the DV-EV throttle assembly.

(1) Turn On Mil (2) Engine Shutdown (3) Cut Throttle

•

Perform the throttle test using the Service Tool and recheck for fault

•

Check throttle-plate shaft for bearing wear

Check the ETC driver wiring for an open circuit SECM Pin A17 to ETC + Pin 1 SECM Pin A18 to ETC - Pin 4 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) ~3.0-4.0 ȳ

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-13

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

471

ETC_Open_Fault Electronic Throttle Control Driver has failed, normally set if either of the ETC driver signals have opened or become disconnected, electronic throttle or SECM is defective.

481 (28)

ETCSpringTest Electronic Throttle Control Spring Return Test has failed. The SECM will perform a safety test of the throttle return spring following engine shutdown. 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.

491 (29)

521 (52)

HbridgeFault_ETC Electronic Throttle Control Driver has failed. Indeterminate fault on Hbridge driver for electronic throttle control. Possibly either ETC+ or ETC- driver signals have been shorted to ground

LowOilPressureFault Low engine oil pressure

FAULT ACTION *

None

(1) Turn On Mil (2) Engine Shutdown

CORRECTIVE ACTION FIRST CHECK Check the ETC driver wiring for an open circuit SECM Pin A17 to ETC + Pin 1 SECM Pin A18 to ETC - Pin 4 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) ~3.0-4.0 ȳ

Perform throttle spring test by cycling the ignition key and recheck for fault

Check ETC driver wiring for a shorted circuit SECM Pin A17 to ETC + Pin 1 SECM Pin A18 to ETC - Pin 4

• Perform the throttle test using the Service Tool and recheck for fault

Turn On Mil

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) ~3.0-4.0 ȳ

(1) Turn On Mil (2) Delayed Engine Shutdown (3) Check Engine Light

Check engine oil level Check electrical connection to the oil pressure switch SECM Pin B9 to Oil Pressure Switch

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-14

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

Check battery voltage

531 (53)

SysVoltRangeLow System voltage too low

•

Perform maintenance check on electrical connections to the battery and chassis ground

•

Check battery voltage during starting and with the engine running to verify charging system and alternator function

•

Measure battery power at SECM with a multimeter (with key on)

Turn On Mil

SECM Pin A23 (DRVP) to SECM Pin A16 (DRVG) SECM Pin A23 (DRVP) to SECM Pin B17 (DRVG) Check battery and charging system voltage

541 (54)

SysVoltRangeHigh System voltage too high

Turn On Mil

•

Check battery voltage during starting and with the engine running

•

Check voltage regulator, alternator, and charging system

•

Check battery and wiring for overheating and damage

•

Measure battery power at SECM with a multimeter (with key on)

SECM Pin A23 (DRVP) to SECM Pin A16 (DRVG) SECM Pin A23 (DRVP) to SECM Pin B17 (DRVG)

551 (55)

SensVoltRangeLow Sensor reference voltage XDRP too low

(1) Turn On Mil (2) Engine Shutdown

Measure transducer power at the TMAP connector with a multimeter TMAP Pin 3 XDRP +5 Vdc to TMAP Pin 1 XDRG GND Verify transducer power at the SECM with a multimeter SECM Pin B24 +5 Vdc to SECM Pin B1 XDRG GND Verify transducer power at ETC with a multimeter ETC Pin 3 XDRP PWR to ETC Pin 2 XDRG GND Verify transducer power to the foot pedal with a multimeter.

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-15

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

561 (56)

PROBABLE FAULT

SensVoltRangeHigh Sensor reference voltage XDRP too high

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

(1) Turn On Mil (2) Engine Shutdown

571 (57)

HardOverspeed Engine speed has exceeded the third level (3 of 3) of overspeed protection

(1) Turn On Mil (2) Hard Rev Limit

•

Check for ETC Sticking or other ETC faults

Verify if the lift truck was motored down a steep grade Usually associated with additional ETC faults 572

MediumOverspeed Engine speed has exceeded the second level (2 of 3) of overspeed protection

(1) Turn On Mil (2) Medium Rev Limit

•

Check for ETC Sticking or other ETC faults

Verify if the lift truck was motored down a steep grade Usually associated with additional ETC faults

573

SoftOverspeed Engine speed has exceeded the first level (1 of 3) of overspeed protection

(1) Turn On Mil (2) Soft Rev Limit

•

Check for ETC Sticking or other ETC faults

Verify if the lift truck was motored down a steep grade APP1RangeLow APP1 sensor voltage out of range low, normally set if the APP1 signal has shorted to ground, circuit has opened or sensor has failed

(1) Turn On Mil (2) Check Engine Light

612 (65)

APP2RangeLow APP2 sensor voltage out of range low, normally set if the APP2 signal has shorted to ground, circuit has opened or sensor has failed

Turn On Mil

621 (62)

APP1RangeHigh APP1 sensor voltage out of range high, normally set if the APP1 signal has shorted to power or the ground for the sensor has opened

611 (61)

(1) Turn On Mil (2) Check Engine Light

Check foot pedal connector

•

Check APP1 signal at SECM PIN B7

Check foot pedal connector

•

Check APP2 signal at SECM PIN B16

Check foot pedal connector

•

Check APP1 signal at SECM PIN B7

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-16

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

622 (66)

APP2RangeHigh APP2 sensor voltage out of range high, normally set if the APP2 signal has shorted to power or the ground for the sensor has opened

631 (63)

APP1AdaptLoMin Learned idle end of APP1 sensor range lower than expected

None

632 (67)

APP2AdaptLoMin Learned idle end of APP2 sensor range lower than expected

None

641 (64)

APP1AdaptHiMax Learned full pedal end of APP1 sensor range higher than expected

None

N/A

642 (68)

APP2AdaptHiMax Learned full pedal end of APP2 sensor range higher than expected

None

N/A

651

APP1AdaptHiMin Learned full pedal end of APP1 sensor range lower than expected

None

N/A

652

APP2AdaptHiMin Learned full pedal end of APP2 sensor range lower than expected

None

N/A

661

APP1AdaptLoMax Learned idle end of APP1 sensor range higher than expected

None

N/A

662

APP2AdaptLoMax Learned idle end of APP2 sensor range higher than expected

None

N/A

691 (69)

APP_Sensors_Conflict APP position sensors do no not track well, intermittent connections to APP or defective pedal assembly

Turn On Mil

Check foot pedal connector

•

Check APP2 signal at SECM PIN B16

Check APP connector and pins for corrosion

•

Cycle the pedal several times and check APP1 signal at SECM Pin B7

Check APP connector and pins for corrosion

•

Cycle the pedal several times and check APP2 signal at SECM Pin B16

Check APP connector and pins for corrosion

711 (71)

LSDFault_Dither1 Dither Valve 1 Fault, signal has opened or shorted to ground or power or defective dither 1 valve

(1) Turn On Mil (2) Level1 Power Limit

Turn On Mil

•

Cycle the pedal several times and check APP1 signal at SECM Pin B7

•

Cycle the pedal several times and check APP2 signal at SECM Pin B16

Check FTV1 for an open wire or FTV connector being disconnected FTV1 Pin 1 (signal) to SECM Pin A1 FTV1 Pin 2 (power) to SECM (DRVP) Pin A23 Check FTV1 for an open coil by disconnecting the FTV connector and measuring the resistance (~26 ȳ · 2 ȳ )

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-17

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

712

LSDFault_Dither2 Dither Valve 2 Fault, signal has opened or shorted to ground or power or defective dither 2 valve

Turn On Mil

Check FTV1 for an open wire or FTV connector being disconnected or signal shorted to GND FTV2 Pin 1 (signal) to SECM Pin A2 FTV2 Pin 2 (power) to SECM (DRVP) Pin A23 Check FTV1 for an open coil by disconnecting the FTV connector and measuring the resistance (~26 ȳ · 2 ȳ )

714

LSDFault_CheckEngine Check Engine Lamp Fault, signal has opened or shorted to ground or power or defective check engine lamp

None

715

LSDFault_CrankDisable Crank Disable Fault, signal has opened or shorted to ground or power or defective crank disable relay

None

DFC

PROBABLE FAULT

Check “Check Engine Lamp” for an open wire or shorted to GND

N/A

717

LSDFault_LockOff Fuel lock off Valve Fault, signal has opened or shorted to ground or power or defective Fuel lock off valve

Turn On Mil

Check fuel lock off valve for an open wire or connector being disconnected or signal shorted to GND Lockoff Pin B (signal) to SECM Pin A11 Lockoff Pin A (power) to SECM (DRVP) Pin A23 Check CSV for an open coil by disconnecting the CSV connector and measuring the resistance (~26 ȳ · 3 ȳ )

718

LSDFault_MIL Malfunction Indicator Lamp Fault, signal has opened or shorted to ground or power or defective MIL lamp

None

Check MIL lamp for an open wire or short to GND.

721 (72)

GasFuelAdaptRangeLo In LPG mode, system had to adapt rich more than expected

Turn On Mil

Check for vacuum leaks. Check fuel trim valves, e.g. leaking valve or hose Check for missing orifice(s).

731 (73)

GasFuelAdaptRangeHi In LPG mode, system had to adapt lean more than expected

Turn On Mil

Check fuel trim valves, e.g. plugged valve or hose. Check for plugged orifice(s).

741 (74)

GasO2NotActive Pre-catalyst O2 sensor inactive on LPG, open O2 sensor signal or heater leads, defective O2 sensor

(1) Turn On Mil (2) Disable Gas O2 Ctrl

Check that Pre-catalyst O2 sensor connections are OK. O2 (signal) Pin 3 to SECM Pin B13 O2 Pin 2 (HEATER GND) to SECM (DRVG GNG) Pins A16, B17 O2 Pin 1 (HEATER PWR) to SECM (DRVP + 12V) Pin A23 Verify O2 sensor heater circuit is operating by measuring heater resistance (2.1 ȳ · 0.4 ȳ ) O2 Pin 2 (HEATER GND) to Pin 1 (HEATER PWR)

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-18

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

742

GasPostO2NotActive Post-catalyst O2 sensor inactive on LPG, open O2 sensor signal or heater leads, defective O2 sensor.

743

Reserved

751

GasO2FailedLean Pre-catalyst O2 sensor indicates extended lean operation on LPG

752

771 (77)

772

GasPostO2FailedLean Pre-catalyst O2 sensor indicates extended lean operation on LPG

GasO2FailedRich Pre-catalyst O2 sensor indicates extended rich operation on LPG

GasPostO2FailedRich Pre-catalyst O2 sensor indicates extended rich operation on LPG

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

(1) Turn On Mil (2) Disable Gas Post O2 Ctrl

Check that Post-catalyst O2 sensor connections are OK. O2 (signal) Pin 3 to SECM Pin B19 O2 Pin 2 (HEATER GND) to SECM (DRVG GNG) Pins A16, B17 O2 Pin 1 (HEATER PWR) to Post O2 Heater Relay. Relay pin 87. This relay only turns on after engine has been running for some time and SECM has calculated that water condensation in exhaust has been removed by exhaust heat. Post O2 Heater Relay has SECM (DRVP + 12V) applied to the relay coil power. The relay coil ground is controlled by SECM Pin A20 to activate the relay to flow current through the post O2 heater. Verify O2 sensor heater circuit is operating by measuring heater resistance (2.1 ȳ · 0.4 ȳ ) O2 Pin 2 (HEATER GND) to Pin 1 (HEATER PWR)

(1) Turn On Mil (2) Disable Gas O2 Ctrl

Check for vacuum leaks. Check fuel trim valves, e.g. leaking valve or hose. Check for missing orifice(s).

(1) Turn On Mil (2) Disable Gas Post O2 Ctrl

Correct other faults that may contribute to 752 (e.g. faults pertaining to fuel trim valves, PreCat O2, Post Cat O2 sensor) Check for vacuum leaks Check for leaks in exhaust, catalytic converter, HEGO sensors; repair leaks. Check all sensor connections (see fault 742 corrective actions).

(1) Turn On Mil (2) Disable Gas O2 Ctrl

Check fuel trim valves, e.g. plugged valve or hose. Check for plugged orifice(s).

(1) Turn On Mil (2) Disable Gas Post O2 Ctrl

Correct other faults that may contribute to 772 (e.g. faults pertaining to FTVs, PreCat O2, Post Cat O2 sensor) Look for leaks in exhaust, catalytic converter, HEGO sensors; repair leaks. Check all sensor connections (see fault 742 corrective actions).

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-19

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC 843

PROBABLE FAULT

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

Reserved (1) Turn On Mil (2) Disable Liquid O2 Ctrl (3) Disable Gas O2 Ctrl

Check if O2 sensor installed before the catalyst is shorted to GND or sensor GND. O2 (signal) Pin 3 to SECM Pin B13 SECM (DRVG GND) Pins A16, B17 SECM (XDRG sensor GND) Pin B1

912

O2_PostCatRangeLow Post-catalyst O2 sensor voltage out of range low, sensor signal shorted to ground

(1) Turn On Mil (2) Disable Gasoline Postcatalyst O2 Ctrl (3) Disable LPG Postcatalyst O2Ctrl

Check if O2 installed after the catalyst sensor is shorted to GND or sensor GND. O2 (signal) Pin 3 to SECM Pin B19 Possible sources: SECM (DRVG GND) Pins A16, B17 and SECM (XDRG sensor GND) Pin B1

921

O2RangeHigh Pre-catalyst O2 sensor voltage out of range high, sensor signal shorted to power

(1) Turn On Mil (2) Disable Liquid O2 Ctrl (3) Disable Gas O2 Ctrl

Check if O2 sensor installed before catalyst is shorted to +5Vdc or battery. O2 (signal) Pin 3 to SECM Pin B13 SECM (XDRP + 5V) Pin B24 SECM (DRVP + 12V) Pin A23

(1) Turn On Mil (2) Disable Gasoline Postcatalyst O2 Ctrl (3) Disable LPG Postcatalyst O2Ctrl

Check if O2 sensor installed after catalyst is shorted to +5Vdc or battery. O2 (signal) Pin 3 to SECM Pin B19 Possible voltage sources: SECM (XDRP + 5V) Pin B24 and SECM (DRVP + 12V) Pin A23

911

922

O2RangeLow Pre-catalyst O2 sensor voltage out of range low, sensor signal shorted to ground

O2_PostCatRangeHigh Post-catalyst O2 sensor voltage out of range low, sensor signal shorted to ground

931

FuelTempRangeLow Fuel Temperature Sensor Input is Low normally set if the fuel temperature sensor wire has shorted to chassis ground or the sensor has failed.

Turn On Mil

Check fuel temp sensor connector and wiring for a short to GND SECM (signal) Pin B14 to FTS Pin 1 SECM (sensor GND) Pin B1 to FTS Pin 2 SECM (system GND) Pin A16, B17

932

FuelTempRangeHigh Fuel Temperature Sensor Input is High normally set if the fuel temperature sensor wire has been disconnected or the circuit has opened to the SECM.

Turn On Mil

Check if fuel temp sensor connector is disconnected or for an open FTS circuit SECM (signal) Pin B14 to FTS Pin 1 SECM (sensor GND) Pin B1 to FTS Pin 2

933

TransOilTemp Excessive transmission oil temperature

991

ServiceFault1 Service Interval 1 has been reached

992

ServiceFault2 Service Interval 2 has been reached

(1) Turn On Mil (2) Delayed Engine Shutdown None

None

Refer to drivetrain manufacturer’s transmission service procedures. Perform service procedure related to Service Interval 1 (determined by OEM) Perform service procedure related to Service Interval 2 (determined by OEM)

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-20

Group 02(LP-Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

993

ServiceFault3 Service Interval 3 has been reached

None

Perform service procedure related to Service Interval 3 (determined by OEM)

994

ServiceFault4 Service Interval 4 has been reached. Replace HEGO sensors

Turn On Mil

Replace Pre-catalyst HEGO sensor Replace Post-catlyst HEGO sensor

995

ServiceFault5 Service Interval 5 has been reached. Replace timing belt

Turn On Mil

Replace engine timing belt

(*) Fault actions shown are default values specified by the OEM.

SM 751

02(LP-T3)-7-21

Group 02(LP-Tier3), MI-07 LP SYSTEM

Section 8 PARTS DESCRIPTION LP Fuel System Components for 4.3L GM Engines The chart below lists the MI-07 components required for a 4.3L GM engine operating on LP fuel. Components shown with part numbers are supplied by Woodward as part of the MI-07 system package. Components shown with a dot (.) are supplied by customer. PART NO.

DESCRIPTION

QTY

1751-6068

Engine Control Module (SECM 48-pin)

•

Crankshaft Position Sensor

1689-1033

TMAP Sensor

1689-1081

Fuel Temperature Sensor

•

Transmission Oil Temperature Switch

•

Oxygen Sensors

•

Coolant Sensor

•

Engine Oil Pressure Switch

1309-6019

Fuel Trim Valve

•

Ignition Coils

1311-1011

Fuel Lock Off Solenoid

5233-1018

Regulator

8062-1036

CA100 Mixer

6945-5001

Throttle-DV-E5 40mm

SM 751

02(LP-T3)-8-1

Group 02(LP-Tier3), MI-07 LP SYSTEM CA100 Mixer

Exploded View CA100 Mixer

Refer to Figure 37 exploded view on facing page. Parts List CA100 Mixer REF NO.

DESCRIPTION

QTY

Torx Screws (T-25) #10-24 x 5/8”

Lockwashers (T-210) #10 SST

Mixer Cover

Mixer Spring

Diaphragm

Air Valve Assembly

Gas Valve Cone (part of air valve assembly)

Mixer Body

Expansion Plug Cap ø1/2” x 1/16” thick (ø12.7mm x 27mm)

10 Fuel Inlet

11 Air Horn Gasket

12 Air Horn Adapter 2-1/16” (52.37mm)

Fillister Head Screws SEMS Lockwasher 1024 UNC x 5/8”

14 Throttle Body Gasket 15

Fillister Head Screws SEMS Split Lockwasher #12-24 x 5/8”

4 1 4

Figure 37. CA100 Mixer Exploded View

SM 751

02(LP-T3)-8-2

Group 02(LP-Tier3), MI-07 LP SYSTEM N-2007 Regulator

Explode

Refer to Figure 45 exploded view on facing page.

d View N-2007 Regulator

Parts List REF NO.

DESCRIPTION

QTY

1 N-2007 Body

2 Diaphragm, Primary Assembly

3 Springs, Primary Assembly

4 Cover, Primary Assembly

5 Spring, Secondary Seat, Red

6 Dowel Pin ø 0.094” x 1” L (ø2.39mm x 25.4mm L) Hardened Steel

7 Diaphragm, Secondary Assembly

8 Lever, Secondary

9 Seat, Secondary

10 10 Valve Primary

11 Fillister Head Screws SEMS Split Lockwasher #12-24 x 5/8”

Pan Head Screw SEMS Ext. Tooth Lockwasher #12-24 x 1/4”

13 Body Gasket

14 Back Plate

15 O-ring, Size 107 GLT Viton®

16 Bottom Plate Gasket

17 Plate Cover

Fillister Head Screws SEMS Split Lockwasher #12-24 x 1-3/8”

Hex Head Screws SEMS Split Lockwasher 1/ 4-20 x 5/8”

20 Plug, Socket Head Pipe (T-086)

21 Cover, Secondary Diaphragm

22 Lockwasher, Int. Tooth (T-210) #8 SST

23 Torx Screws (T-15) #8-32 x 5/8”

Figure 45. N-2007 Regulator Exploded View

SM 751

02(LP-T3)-8-3

Group 02(LP-Tier3), MI-07 LP SYSTEM Appendix LPG & LPG Fuel Tanks 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 obtained from crude oil as part of the oil refining process. LPG, like gasoline, is a compound of hydrogen and carbon, commonly called hydrocarbons.

In its natural state, propane is colorless and odorless; an odorant (ethyl mercaptan) is added 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 (C3H8)

Propylene

Butane (C4H10)

Iso-Butane

Methane (CH4)

TOTAL

90.0% min.

5% max.

2.0%

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° F (-42° 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° F (100°) C. If an engine’s operating temperature is approximately 230° F (110° C) then the water in an open un-pressurized cooling system would simply boil off into steam, eventually leaving the cooling system empty and overheating 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° F (117° C), which will cause the water to remain in liquid state at the engine’s operating temperature. 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 to allow for a 20% vapor expansion space. Outside air temperature affects an LPG tank and must be considered when using an LPG system. Figure A1 shows the relationship between pressure and temperature in a LPG tank at a steady state condition.

SM 751

02(LP-T3)-8-4

Group 02(LP-Tier3), MI-07 LP SYSTEM LPG Tank Pressure VS Temperature

LPG Fuel Tanks

300

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 vehicles and are constructed in accordance with the DOTTC (United States Department of Transport - Transport Canada). The cylinders are referred to as universal because they can be mounted in either a vertical or horizontal position (Figure A2).

Press ure, psig

250 200 150 100 50 0 -20

100

120

140

Temperature deg F

Figure A1. LPG Tank Pressure vs Temperature

With 128 psig vapor pressure acting against the liquid propane, the boiling point has been raised to slightly more than 80° F (27° C). Compressed Vapor 128 psig Liquid Propane

Figure A2. Portable Universal Cylinder

NOTE NOTE Vapor pressure inside an LPG tank depends on the propane temperature, not the amount of liquid inside the tank. A tank that is 3/4 full of liquid propane at 80° F (27° C) will contain the same vapor pressure as a tank that is only 1/4 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 (-44° F [-42° C]), 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.

SM 751

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) Exposure of the liquid withdrawal tube to the vapor space may give a false indication that the

02(LP-T3)-8-5

Group 02(LP-Tier3), MI-07 LP SYSTEM tank is empty, when actually it 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.

LPG Fuel Tank Components 1. Fuel Gauge 2. 80% Stop Bleeder 3. Pressure Relief Valve

CAUTION

Exchange empty tank with a pre-filled replacement tank. Wear safety glasses and gloves when exchanging a tank.

4. Service Valve (Tank end male coupling) 5. Filler Valve 6. Alignment Pin 7. Vapor Withdrawal Tube (used only with vapor withdrawal) 8. 80% Limiter Tube 9. Liquid Withdrawal Tube

1 4 5

6 Figure A3. LPG Fuel Tank Components

Fuel Gauge In Figure A3 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 THAT RETAIN THE FLOAT ASSEMBLY WHEN FUEL IS IN THE TANK!

SM 751

WARNING

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

02(LP-T3)-8-6

Group 02(LP-Tier3), MI-07 LP SYSTEM 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

open, the vehicle may not get enough fuel to operate efficiently. In addition to possibly starving the engine for fuel, a partly open valve may restrict the flow enough to prevent the excess flow valve from closing in the event of a ruptured fuel 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 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 the atmosphere.

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” NPT) male pipe thread on the service valve outlet for attachment of a quick disconnect coupler. 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.

Outlet

Hydrostatic Excess Flow Valve

Figure A4. Service Valve

CAUTION

The service valve should be completely open when the tank is in use. If the valve is partly

SM 751

02(LP-T3)-8-7

Group 02(LP-Tier3), MI-07 LP SYSTEM 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 A4). 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.

Figure A4. Quick Disconnect Coupling NOTE

shear off above the check valves so that the tank will be sealed and no liquid propane can escape.

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. Remove the extra washer or o-ring from the shaft and reconnect the coupling.

Weakness Ring

Filler Valve The liquid filler valve (Figure A5) 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-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 check valves, designed so that backpressure 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 second valve uses a metal on metal seal.

Figure A5. Liquid Filler Valve

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

SM 751

02(LP-T3)-8-8

Group 02(LP-Tier3), MI-07 LP SYSTEM

Abbreviations ACFM AFR

Air fuel ratio

BHP

Brake horsepower

Bi-Fuel

Able to operate on either of two fuels

CTS

Coolant temperature sensor

CNG

Compressed natural gas

Dual Fuel

Able to run simultaneously on two fuels, e.g. diesel and natural gas. Often this term is incorrectly used to describe bi-fuel operation. Spark-ignited engines are typically bi-fuel while compression ignition engines are dual-fuel.

ECM

Engine control module

FPP

Foot pedal position

FPV

Fuel primer valve

FTS

Fuel temperature sensor

FTV

Fuel trim valve

GPM HEGO

Gallons per minute of flow Heated exhaust gas oxygen (sensor)

LAT

Limited-angle torque motor

LPG

Liquified petroleum gas

MAP

Manifold absolute pressure

MAT

Manifold air temperature

MIL

Malfunction indicator lamp

MOR

Manufacturer of record for emissions certification on the engine

OEM

Original equipment manufacturer

PHI

RPM

Relative fuel-air ratio or percent of stoichiometric fuel (actual fuel-air ratio / stoichiometric fuel-air ratio) Revolutions per minute

SECM

Small engine control module

TMAP

Temperature and manifold absolute pressure

TPS

Throttle position sensor

VDC

Voltage of direct current type

VE WOT

SM 751

Actual cubic feet per minute at the specified suction conditions

Volumetric efficiency Wide open throttle

02(LP-T3)-8-9

GROUP 02 (GM-TIER4)

GROUP 02 (GM-TIER4) PSI FUEL SYSTEM (GM V6 4.3)

General Information.................................................... Section 1 Maintenance ................................................................. Section 2 LPG Fuel System.......................................................... Section 3 GASOLINE Fuel System............................................. Section 4 Fuel System Diagnosis ................................................ Section 5 Electrical Section.......................................................... Section 6 - Diagnostic Scan Tool - Engine Wire Harness Repair - Diagnostic Trouble Codes (DTCs)

Definitions.................................................................... Section 7

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02-0

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 1 General Information INTRODUCTION This service manual has been developed to provide the service technician with the basic understanding of the PSI certified fuel and emission systems for their GM engine line. This manual should be used in conjunction with the base engine manual and the OEM service manual when diagnosing fuel or electrical problems.

SERVICING YOUR EMISSIONS CERTIFIED ENGINE Any maintenance and repair should be performed by trained and experienced service technicians. Proper tools and equipment should be used to prevent injury to the servicing technician and damage to the vehicle or components. Service repairs should always be performed in a safe environment and the technician should always wear protective clothing to prevent injury.

FUEL QUALITY PSI LPG engines and fuel systems are designed to operate on HD-5 or HD-10 specification LPG fuel. Fuel other than HD-5 or HD-10 may cause harm to the engine’s emission control system and a warranty claim may be denied on this basis if operators can readily find the proper fuel. Gasoline engines should use 87 octane or higher. E85 fuel is not permitted for use in the gasoline engine. Use of any other fuel may result in your engine no longer operating in compliance with CARB or EPA emissions requirements.

FUEL SYSTEM CAUTIONS

CAUTION

Do not allow LPG to contact the skin. LPG is stored in the fuel tank as a liquid. When LPG contacts the atmosphere, it immediately expands into a gas, resulting in a refrigeration effect that can cause severe burns to the skin.

CAUTION

Do not allow LPG to accumulate in areas below ground level such as in a service pit or underground ventilation systems. LPG is heavier than air and can displace oxygen, creating a dangerous condition

CAUTION

Do not make repairs to the LPG fuel system if you are not familiar with or trained to service LPG fuel system. Contact the dealer who sold you the vehicle to locate a repair facility with trained technicians to repair your fuel system

WARNINGS, CAUTIONS AND NOTES This manual contains several different Warnings, Cautions, and Notes that must be observed to prevent personal injury and or damage to the vehicle, the fuel system or personal property. A “WARNING“ is an advisement that by performing a process or procedure listed in this manual improperly may result in serious bodily injury, death and/or serious damage to the vehicle or property.

Do not smoke, carry lighted tobacco or use a lighted flame of any type when working on or near any fuel related component. Highly flammable air-fuel mixtures may be present and can be ignited causing personal injury

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Group 02(GM-Tier4), PSI FUEL SYSTEM PROPER USE OF THIS SERVICE MANUAL, TOOLS AND EQUIPMENT To reduce the potential for injury to the technician or others and to reduce damage to the equipment during service repairs the technician should observe the following steps: •

The service procedures defined in this manual, when followed, have been found to be a safe and efficient process to repair the fuel system. In some cases special tools may be required to perform the necessary procedures to safely remove and replace a failed component.

•

The installed PSI fuel system has been certified with the Environmental Protection Agency (EPA) and complies with the regulation in effect at the time of certification. When servicing the fuel and emission control system you should follow all the recommended service and repair procedures to insure the fuel and emissions system is operating as designed and certified. Purposely or knowingly defeating or disabling any part or the fuel and emission system may be in violation of the antitampering provision of the EPA’s Clean Air Act.

•

Tools identified in this manual with the prefix “J” or “BT” can be procured through SPX in Warren, Michigan.

•

Other special tools identified in this manual can be acquired through the equipment OEM or PSI. IMPORTANT It is important to remember that there may be a combination of Metric and Imperial fasteners used in the installation of the PSI fuel system. Check to insure proper fit when using a socket or wrench on any fastener to prevent damage to the component being removed or injury from “slipping off” the fastener.

WARNING

Always leak check any fuel system connection after servicing! Use an electronic leak detector and/or a liquid leak detection solution. Failure to leak check could result in serious bodily injury, death, or serious property damage.

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02(GM-T4)-1-2

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 2 Maintenance MAINTENANCE The maintenance of an engine and related components are critical to its operating performance and lifespan. Industrial engines operate in environments that often include hot and cold temperatures and extreme dust. The recommended maintenance schedule is listed in this section, however, environmental operating conditions and additional installed equipment may require more frequent inspection and servicing. The owner and/or service agent should review the operating conditions of the equipment to determine the inspection and maintenance intervals.

It is important that the cooling system of the engine be maintained properly to ensure proper performance and longevity.

The engine installed in this equipment uses a drive belt that drives the water pump, alternator and additional pumps or devices. It is important to note that the drive belt is an integral part of the cooling and charging system and should be inspected according to the maintenance schedule in this section. When inspecting the belts check for: •

Cracks

•

Chunking of the belt

•

Splits

•

Material hanging loose from the belt

•

Glazing, hardening

If any of these conditions exist the belt should be replaced with the recommended OEM replacement belt.

SERPENTINE BELT SYSTEM Serpentine belts utilize a spring-loaded tensioner to keep the belt properly adjusted. Serpentine belts should be checked according to the maintenance schedule in this section. IMPORTANT The use of “belt dressing” or “anti-slipping agents” on belts is not recommended.

WARNING

Do not remove the cooling system pressure cap (radiator cap) when the engine is hot. Allow the engine to cool and then remove the cap slowly to allow pressure to vent. Hot coolant under pressure may discharge violently.

WARNING

When performing maintenance on the engine, turn the ignition OFF and disconnect the battery negative cable to avoid injury or damage to the engine.

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COOLING SYSTEM

Note that there may be an LPG vaporizer connected to the cooling system and the fuel system may be adversely affected by low coolant levels and restricted or plugged radiator cores. Therefore, the cooling system must be maintained according to the recommend maintenance schedule in this section and also include: •

The regular removal of dust, dirt and debris from the radiator core and fan shroud.

•

Inspection of coolant hoses and components for leaks, especially at the radiator hose connections. Tighten hose clamps if necessary.

•

Check radiator hoses for swelling, separation, hardening, cracks or any type of deterioration. If any of these conditions exist the hose should be replaced with a recommended OEM replacement part.

•

Inspect the radiator cap to ensure proper sealing.

COOLANT The engine manufacturer recommends the cooling system be filled with a 50/50 mixture of antifreeze and water. The use of DexCool “Long Life” type coolant is required. This antifreeze is typically a bright orange in color and should meet the requirements issued by PSI. Coolant should have a minimum boiling point of 300F (149c) and a freezing point no higher than -34F (-37c). Do not add plain water. Replace coolant per the recommended schedule.

02(GM-T4)-2-1

Group 02(GM-Tier4), PSI FUEL SYSTEM IMPORTANT The manufacturers of the engine and fuel system do not recommend the use of “stop leak” additives to repair leaks in the cooling system. If leaks are present the radiator should be removed and repaired or replaced.

ENGINE NANCE

ELECTRICAL

SYSTEM

MAINT-

The engine’s electrical system incorporates an electronic control module (ECM) to control various related components. The electrical system connections and ground circuits require good connections. Follow the recommended maintenance schedule in this section to maintain optimum performance. When inspecting the electrical system check the following: •

Check Positive and Negative cables for corrosion, rubbing, chafing, burning and to ensure tight connections at both ends.

•

Check battery for cracks or damage to the case and replace if necessary.

•

Inspect engine wire harness for rubbing, chafing, pinching, burning, and cracks or breaks in the wiring.

•

Verify that engine harness connectors are correctly locked in by pushing in and then pulling the connector halves outward.

•

Inspect ignition coil wire for hardening, cracking, arcing, chafing, burning, separation, split boot covers.

•

Check spark plug wires for hardening, cracking, chafing, arcing or burning, separation, and split boot covers.

•

Replace spark plugs at the required intervals per the recommended maintenance schedule.

•

Verify that all electrical components are securely mounted to the engine or chassis.

•

Verify that any additional electrical services installed by the owner are properly installed in the system.

•

Verify that the MIL, charging, and oil pressure lights illuminate momentarily during engine start.

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ENGINE CRANKCASE OIL OIL RECOMMENDATION To achieve proper engine performance and durability, it is important that you only use engine lubricating oils displaying the American Petroleum Institute (API) “Starburst” Certification Mark ‘FOR GASOLINE ENGINES’ on the container.

Gasoline engines that are converted to run on LPG or NG fuels must use oils labeled for gasoline engines. Oils specifically formulated for Heavy Duty or Natural Gas Engines are not acceptable IMPORTANT Oils recommended by the engine manufacturer already contain a balanced additive treatment. Oils containing “solid” additives, non-detergent oils, or low quality oils are not recommended by the engine manufacturer. Supplemental additives added to the engine oil are not necessary and may be harmful. The engine and fuel system supplier do not review, approve or recommend such products.

SYNTHETIC OILS Synthetic oils have been available for use in industrial engines for a relatively long period of time and may offer advantages in cold and hot temperatures. However, it is not known if synthetic oils provide operational or economic bene ts over conventional petroleum-based oils in industrial engines. Use of synthetic oils does not permit the extension of oil change intervals.

CHECKING/FILLING ENGINE OIL LEVEL IMPORTANT Care must be taken when checking engine oil level. Oil level must be maintained between the “ADD” mark and the “FULL” mark on the dipstick. To ensure that you are not getting a false reading, make sure the following steps are taken before checking the oil level.

02(GM-T4)-2-2

Group 02(GM-Tier4), PSI FUEL SYSTEM 1. Stop engine. 2. Allow approximately several minutes for the oil to drain back into the oil pan. 3. Remove the dipstick. Wipe with a clean cloth or paper towel and reinstall. Push the dipstick all the way into the dipstick tube. 4. Remove the dipstick and note the amount of oil on the dipstick. The oil level must be between the “FULL” and “ADD” marks.

IMPORTANT Change oil when engine is warm and the old oil flows more freely. 2. Stop engine IMPORTANT Engine oil will be hot. Use protective gloves to prevent burns. Engine oil contains chemicals which may be harmful to your health. Avoid skin contact. 3. Remove drain plug and allow the oil to drain. 4. Remove and discard oil lter and its sealing ring. 5. Coat sealing ring on the new lter with clean engine oil, wipe the sealing surface on the lter mounting surface to remove any dust, dirt or debris. Tighten lter securely (follow lter manufacturers instructions). Do not over tighten.

5. If the oil level is below the “ADD” mark reinstall the dipstick into the dipstick tube and proceed to Step 6. 6. Remove the oil ller cap from the valve cover. 7. Add the required amount of oil to bring the level up to, but not over, the “FULL” mark on the dipstick Reinstall the oil ller cap to the valve rocker arm cover and wipe any excess oil clean.

6. Check sealing ring on drain plug for any damage, replace if necessary, wipe plug with clean rag, wipe pan sealing surface with clean rag and re-install plug into the pan. Tighten to speci cation. 7. Fill crankcase with oil. 8. Start engine and check for oil leaks. 9. Dispose of oil and lter in a safe manner.

CHANGING THE ENGINE OIL IMPORTANT When changing the oil, always change the oil

lter. 1. Start the engine and run until it reaches normal operating temperature.

CAUTION

An overfilled crankcase (oil level being too high) can cause an oil leak, a fluctuation or drop in oil pressure. When overfilled, the engine crankshafts splash and agitate the oil, causing it to aerate or foam.

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02(GM-T4)-2-3

Group 02(GM-Tier4), PSI FUEL SYSTEM FUEL SYSTEM INSPECTION AND MAINTENANCE GASOLINE AND LPG FUEL SYSTEM The fuel system installed on this industrial engine has been designed to meet the mobile engine emission standard applicable for the 2010 and later model years. To ensure compliance to these standards, follow the recommended maintenance schedule contained in this section.

INSPECTION AND MAINTENANCE OF THE FUEL STORAGE CYLINDER The fuel storage cylinder should be inspected daily or at the beginning of each operational shift for any leaks, external damage, adequate fuel supply and to ensure the manual service valve is open. Fuel storage cylinders should always be securely mounted, inspect the securing straps or retaining devices for damage ensure that all locking devices are closed and locked. Check to ensure that the fuel storage cylinder is positioned with the locating pin in the tank collar on all horizontally mounted cylinders this will ensure the proper function of the cylinder relief valve. When refueling or exchanging the fuel cylinder, check the quick ll valve for thread damage. Also verify O-ring is in place and inspect for cracks, chunking or separation. If damage to the o-ring is found, replace prior to lling. Check the service line quick coupler for any thread damage. IMPORTANT When refueling the fuel cylinder, wipe both the female and male connection with a clean rag prior to lling to prevent dust, dirt and debris from being introduced to the fuel cylinder.

INSPECTION AND REPLACEMENT OF THE FUEL FILTER

•

Check for leaks at the inlet and outlet ttings, using a soapy solution or an electronic leak detector and repair if necessary.

•

Check to make sure lter is securely mounted.

•

Check lter housing for external damage or distortion. If damaged replace fuel lter.

REPLACING THE FUEL FILTER: 1. Move the equipment to a well ventilated area and verify that sparks, ignition and any heat sources are not present. 2. Start the engine. 3. If the engine operates on a positive pressure fuel system, run the engine with the fuel supply closed to remove fuel from the system. IMPORTANT A small amount of fuel may still be present in the fuel line. Use gloves and proper eye protection to prevent burns. If liquid fuel continues to ow from the connections when removed, make sure the manual valve is fully closed. 4. Slowly loosen the inlet tting and disconnect. 5. Slowly loosen the outlet tting and disconnect. 6. Remove the lter housing form the equipment. 7. Check for contamination. 8. Tap the opening of the lter on a clean cloth. 9. Check for debris. 10. Check canister for proper mounting direction. 11. Reinstall the lter housing to the equipment. 12. Tighten the inlet and outlet ttings to specificaion. 13. Check for leaks at the inlet and outlet ttings, and the lter housing end connection using a soapy solution or an electronic leak detector, if leaks are detected make repairs

The fuel system on this emission certi ed engine may utilize an in-line replaceable fuel lter element. This element should be replaced, at the intervals speci ed in the recommended maintenance schedule. When inspecting the fuel lter check the following:

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02(GM-T4)-2-4

Group 02(GM-Tier4), PSI FUEL SYSTEM DIRECT ELECTRONIC PRESSURE REGULATOR (DEPR) MAINTENANCE AND INSPECTION IMPORTANT The Direct Electronic Pressure Regulator (DEPR) components have been speci cally designed and calibrated to meet the fuel system requirements of the emission certi ed engine.

IMPORTANT Draining the regulator when the engine is warm will help the oils to ow freely from the regulator. To drain the regulator, follow the steps below: 1. Move the equipment to a well ventilated area and ensure no external ignition sources are present. 2. Start the engine. 3. With the engine running close the manual valve.

If the DEPR fails to operate or develops a leak, it should be repaired or replaced with the OEM recommended replacement parts. When inspecting the system check for the following items: •

Check for any fuel leaks at the inlet and outlet fittings.

•

Check for any fuel leaks in the IEPR body.

•

Check the inlet and outlet ttings of the coolant supply lines for water leaks if applicable.

•

Check to ensure the IEPR is securely mounted and the mounting bolts are tight.

•

Check IEPR for external damage.

•

Check IEPR electrical connection to ensure the connector is seated and locked.

4. When the engine runs out of fuel turn OFF the key when the engine stops and disconnect the negative battery cable. IMPORTANT A small amount of fuel may still be present in the fuel line, use gloves to prevent burns, wear proper eye protection. If liquid fuels continues to flow from the connections when loosened check to make sure the manual valve is fully closed. 5. Loosen the hose clamp at the inlet and outlet hoses and remove the hoses. 6. Remove the regualtor mounting bolts. 7. Place a small receptacle in the engine compartment.

CHECKING/DRAINING OIL BUILD-UP IN THE VAPORIZER REGULATOR During the course of normal operation for LPG engines oil or °?heavy ends°± may build inside the secondary chamber of the Vaporizer Regulator. These oil and heavy ends may be a result of poor fuel quality, contamination of the fuel, or regional variation of the fuel make up. A significant build up of oil can affect the performance of the secondary diaphragm response. The Recommended Maintenance Schedule found in this section recommends that the oil be drained periodically. This is the minimum requirement to maintain the emission warranty. More frequent draining of the Vaporizer Regulator is recommended where substandard fuel may be a problem. PSI recommends the Vaporizer Regulator be drained at every engine oil change if contaminated or substandard fuel is suspected or known to be have been used or in use with the emission complaint fuel system. This is known as special maintenance, and failure to follow this recommendation may be used to deny a warranty claim.

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8. Rotate the regulator to 90° so that the outlet tting is pointing down into the receptacle and drain the regulator. 9. Inspect the secondary chamber for any large dried particles and remove. 10. Remove the receptacle and reinstall the regulator retaining bolts and tighten to speci cations. 11. Reinstall the fuel hoses. 12. Reconnect any other hoses removed during this procedure. 13. Slowly open the manual service valve. IMPORTANT The fuel cylinder manual valve contains an “Excess Flow Check Valve” open the manual valve slowly to prevent activating the “Excess Flow Check Valve.” 14. Check for leaks at the inlet and outlet ttings using a soapy solution or an electronic leak detector. If leaks

02(GM-T4)-2-5

Group 02(GM-Tier4), PSI FUEL SYSTEM The ECM then makes corrections to the fuel air ratio to ensure the proper fuel charge and optimum catalytic performance. Therefore, it is important that the exhaust connections remain secured and air tight.

are detected make repairs. Check coolant line connections to ensure no leaks are present. 15. Start engine recheck for leaks at the regulator. 16. Dispose of any drained material in safe and proper manner.

IMPORTANT The HEGO sensor is sensitive to silicone based products. Do not use silicone sprays or hoses which are assembled using silicone lubricants. Silicone contamination can cause severe damage to the HEGO.

AIR FUEL MIXER/THROTTLE CONTROL DEVICE MAINTENANCE AND INSPECTION IMPORTANT The Air Fuel Mixer components have been speci cally designed and calibrated to meet the fuel system requirements of the emission certi ed engine. The mixer should not be disassembled or rebuilt. If the mixer fails to operate or develops a leak the mixer should be replaced with the OEM recommended replacement parts. When inspecting the mixer check for the following items: •

Leaks at the inlet tting.

•

Fuel inlet hose for cracking, splitting or chaffing, replace if any of these condition exist.

•

Ensure the mixer is securely mounted and is not leaking vacuum at the mounting gasket or surface.

•

Inspect air inlet hose connection and clamp. Also inspect inlet hose for cracking, splitting or chafing. Replace if any of these conditions exist.

•

Inspect Air cleaner element according to the Recommended Maintenance Schedule found in this section.

•

Check Fuel lines for cracking, splitting or chafing. Replace if any of these conditions exist.

•

Check for leaks at the throttle body and intake manifold.

When inspecting the Exhaust system check the following: •

Exhaust manifold at the cylinder head for leaks and that all retaining bolts and shields (if used) are in place.

•

Manifold to exhaust pipe fasteners to ensure they are tight and that there are no exhaust leaks repair if necessary.

•

HEGO electrical connector to ensure connector is seated and locked, check wires to ensure there is no cracking, splits chafing or “burn through.” Repair if necessary.

•

Exhaust pipe extension connector for leaks tighten if necessary

•

If the egine is equipped with a catalytic converter inspect the converter to ensure it is securely mounted.

•

Check for any leaks at the inlet and outlet of the converter.

EXHAUST SYSTEM AND CATALYTIC CONVERTER INSPECTION AND MAINTENANCE IMPORTANT The exhaust system on this emission certi ed engine contains a Heated Exhaust Gas Oxygen Sensor (HEGO) which provides feed back to the ECM on the amount of oxygen present in the exhaust stream after combustion. The oxygen in the exhaust stream is measured in voltage and sent to the ECM.

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02(GM-T4)-2-6

Group 02(GM-Tier4), PSI FUEL SYSTEM ENGINE MAINTENANCE REQUIREMENTS Perform the following maintenance on the engine at the hours indicated and at equivalent hour intervals thereafter. Interval Hours Daily

200

400

800

1000 1250 1500 1750 2000

General Maintenance Section Visual check for fluid leaks

Check engine oil level

Check coolant level

Change engine oil and filter

Every 150 hours or 120 days of operation

Check LPG system for leaks

Prior to any service or maintenance activity

Inspect accessory drive belts for cracks, breaks, splits or glazing

Inspect electrical system wiring for cuts, abrasions or corrosion

Inspect all vacuum lines and fittings for cracks, breaks or hardening

Engine Coolant Section Clean debris from radiator core

Every 100 hours or 60 days of operation

Change coolant

Inspect coolant hoses for cracks, swelling or deterioration

Engine Ignition System Replace spark plugs

Inspect battery case for damage

Check spark plug wires for cuts abrasions or hardening

Replace distributor cap and rotor

Replace spark plug wires

Fuel System Maintenance Inspect air cleaner

Every 200 hours, or every 100 hours in dusty environment

Replace filter element

Every 400 hours, or every 200 hours in dusty enviroment

Replace fuel filter

Inspect Shut-off Valve for leaks and closing

Leak check fuel lines

Check air induction for leaks

Check manifold for vacuum leaks Drain LPG Vaporizer oil build up

X Every 150 hours or 120 days of operation

Engine Exhaust System Inspect exhaust manifold for leaks

Inspect exhaust piping for leaks

Check HEGO sensor(s) connector and wires for burns, cuts or damage

Inspect catalyst for mechanical damage

The Maintenance schedule erpresents manufacturers recommended maintenance intervals to maintain proper engine/equipment function. Specifid state and federal regulations may require equipment opeatos to conduct compreshensive engine/equipment inspections at more periodic intervals than thost specified above.

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02(GM-T4)-2-7

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 3 LPG Fuel System MOBILE ENGINE FUEL SYSTEM SCHEMATIC

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02(GM-T4)-3-1

Group 02(GM-Tier4), PSI FUEL SYSTEM DESCRIPTION AND OPERATION OF THE FUEL SYSTEMS NG & LPL FUEL SYSTEM The primary components of the fuel system are the fuel supply, direct electronic pressure regulator (DEPR), fuel mixer, electronic throttle control (ETC) device, 2-Stage convertor, engine control module (ECM), and a catalytic converter. The system operates on a slightly positive fuel pressure. Primary fuel pressure can be measured at the LD 2-Stage convertor. Secondary fuel pressure command and actual fuel pressure is monitored by the ECM. You can view these pressures using the diagnostic service tool.

SERVICE LINES Fuel ows from the fuel supply to the electric lock off valve. The service lines are not supplied by the engine manufacturer. Please contact the equipment manufacturer regarding fuel service lines

FUEL FILTER LP, fuel like all other motor fuels is subject to contamination from outside sources. Refueling of the equipment tank and removal of the tank from the equipment can inadvertently introduce dirt and other foreign matter into the fuel system. It is therefore necessary to filter the fuel prior to entering the fuel system components down stream of the tank. An inline fuel lter has been installed in the fuel system to remove the dirt and foreign matter from the fuel, which is replaceable as a unit only. Maintenance of the lter is critical to proper operation of the fuel system and should be replaced according to the maintenance schedule or more frequently under severe operating conditions. Inline Fuel Filter

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ELECTRIC FUEL LOCK-OFF VALVE The Electric Fuel lock-off valve is an integrated assembly consisting of a 12 volt solenoid and a normally closed valve. When energized, the solenoid opens the valve and allows the fuel to ow through the device. The valve opens during cranking and engine run cycles.

ELECTRIC FUEL LOCK-OFF Voltage to the Electric Lock-Off Valve is controlled by the engine control module (ECM).

DIRECT ELECTRONIC PRESSURE REGULATOR (DEPR) The ECI engine management system uses the DEPR to control fuel delivery for the precise fuel metering necessary for optimum combustion, fuel economy and transient response. The DEPR is available in either a 19 or a 28 mm size. The DEPR is a single-stage microprocessor based electromechanical fuel pressure regulator that incorporates a high speed/fast acting actuator. It communicates with the Engine Control Module (ECM) over a Controller Area Network (CAN) link, receiving fuel pressure commands and broadcasting DEPR operating parameters back to the ECM. The DEPR can regulate fuel pressure from -18 to +13 inches of water column above the Mixer air inlet pressure, providing sufficient control authority to stall an engine either rich or lean. When the DEPR receives an output pressure command from the ECM, the valve is internally driven to attain targeted fuel pressure, the DEPR then closes the loop internally using a built in fuel pressure sensor to maintain target fuel pressure/fuel flow rate, until another external command from the ECM is received (intervals < 10 ms). The DEPR has an integral fuel temperature sensor that is used by the ECM to correct for variations in fuel density. This strategy provides an extremely accurate method for open loop fuel control. Then with the addition of the pre- and post-cat oxygen sensors, the pressure command transmitted form the ECM can be further adjusted using closed loop feedback

02(GM-T4)-3-2

Group 02(GM-Tier4), PSI FUEL SYSTEM The mixer is equipped with a low speed mixture adjustment retained in a tamper proof housing. The mixer has been preset at the factory and should not require adjustment. In the event that the idle adjustment should need to be adjusted refer to the Fuel System Repair section of this manual.

CAUTION

The air/fuel mixer is an emission control device. Components inside the mixer are specifically calibrated to meet the engine’s emissions requirements and should never be disassembled or rebuilt. If the mixer fails to function correctly, replace with an OEM replacement part. Direct Electronic Pressure Regulator

CAUTION

The IEPR is an emission control device and should only be serviced by qualified technicians.

AIR FUEL MIXER The air valve mixer is a self-contained air-fuel metering device. The mixer is an air valve design, utilizing a relatively constant pressure drop to draw fuel into the mixer from cranking speeds to full load. The mixer is mounted in the air stream ahead of the throttle control device.

When the engine begins to crank it draws in air with the air valve covering the inlet, and negative pressure begins to build. This negative pressure signal is communicated to the top of the air valve chamber through vacuum ports in the air valve assembly. A pressure/force imbalance begins to build across the air valve diaphragm between the air valve vacuum chamber and the atmospheric pressure below the diaphragm. The vacuum being created is referred to as Air Valve Vacuum (AVV). As the air valve vacuum reaches the imbalance point, the air valve begins to lift against the air valve spring. The amount of AVV generated is a direct result of the throttle position. At low engine speed the air valve vacuum and the air valve position is low thus creating a small venturi for the fuel to ow. As the engine speed increases the AVV increases and the air valve is lifted higher thus creating a much larger venturi. This air valve vacuum is communicated from the mixer venturi to the IEPR via the fuel supply hose. SM 751

Air Valve Mixer

Light Duty 2-Stage Vaporizer The tier 3 certified mobile products utilize a 2- stage vaporizer as part of the fuel system. The primary function of this part is to convert liquid LP fuel into a propane vapor. The vapor is then introduced into the DEPR where the pressures are regulated. Converting the fuel from a liquid to a vapor is accomplished by passing the propane through a heat exchanger inside the convertor. Coolant flows through the convertor as part of the heat exchange process.

LD 2-Stage Vaporizer

02(GM-T4)-3-3

Group 02(GM-Tier4), PSI FUEL SYSTEM ELECTRONIC THROTTLE CONTROL DEVICE (ETC)— Engine speed is controlled by the ECM and the Electronic Throttle Control device which is an automotive style throttle. The ECM controls engine speed one of several ways depending on the equipment manufacturer’s requirement. Engine speed can be controlled by discrete speed governing, whereby the OEM sends an open, high or low voltage signal to an ECM pin. The ECM then targets the preprogrammed speed for that pin. The other two modes are through the use of a foot pedal or a hand throttle controller. In both cases the foot pedal or hand throttle controller will send a 0-5 volt signal to the ECM. The ECM is programmed with an idle and high speed and interprets speed in between the two based on voltage. When the engine is running electrical signals are sent from the foot pedal position sensor to the engine ECM when the operator depresses or release the foot pedal. The ECM then sends an electrical signal to the motor on the electronic throttle control to increase or decrease the angle of the throttle blade thus increasing or decreasing the air/ fuel charge to the engine. The electronic throttle control device incorporates two internal Throttle Position Sensors (TPS) which provide output signals to the ECM as to the location of the throttle shaft and blade. The TPS information is used by the ECM to correct for speed and load control as well as emission.

Three Way Catalytic Converter

ENGINE CONTROL MODULE To obtain maximum effect from the catalyst and accurate control of the air fuel ratio, the emission certi ed engine is equipped with an onboard computer or Engine Control Module (ECM). The ECM is a 32 bit controller which receives input data from sensors mounted to the engine and fuel system and then outputs various signals to control engine operation.

Engine Control Module (ECM) Electronic Throttle Control Device

THREE-WAY CATALYTIC CONVERTER The Catalytic Converter is a component of the emissions system which is designed to meet the emission standards in effect for the Tier 3 mobile certified product. The exhaust gases pass through the honeycomb catalyst which is coated with a mixture of precious group metals to oxidize and reduce CO, HC and NOX emission gases

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One speci c function of the controller is to maintain a closed loop fuel control which is accomplished by use of the Heated Exhaust Gas Oxygen sensor (HEGO) mounted in the exhaust system. The HEGO sensor sends a voltage signal to the controller which then outputs signals to the EPR to change the amount of fuel being delivered from the regulator or mixer to the engine. The controller also performs diagnostic functions on the fuel system and noti es the operator of engine malfunctions by turning on a Malfunction Indicator Light (MIL) mounted in the dash. Malfunctions in the system are identi

02(GM-T4)-3-4

Group 02(GM-Tier4), PSI FUEL SYSTEM ed by a Diagnostic Trouble Code (DTC) number. In addition to notifying the operator of the malfunction in the system, the controller also stores the information about the malfunction in its memory. A technician can than utilize a computerized diagnostic scan tool to retrieve the stored diagnostic code and by using the diagnostic charts in this manual to determine the cause of the malfunction. In the event a technician does not have the computerized diagnostic tool, the MIL light can be used to identify the diagnostic code to activate the “blink” feature and count the number of blinks to determine the diagnostic code number to locate the fault in the system. The Heat Exhaust Gas Oxygen (HEGO) Sensor

HEATED EXHAUST GAS OXYGEN SENSORS The Heated Exhaust Gas Oxygen (HEGO) Sensors are mounted in the exhaust system, one upstream and one downstream of the catalytic converter. Models that do not use a catalyst assembly will only use one HEGO sensor. The HEGO sensors are used to measure the amount of oxygen present in the exhaust stream to determine whether the air-fuel ratio is to rich or to lean. It then communicates this measurement to the ECM. If the HEGO sensor signal indicates that the exhaust stream is too rich, the ECM will decrease or lean the fuel mixture during engine operation. If the mixture is too lean, the ECM will richen the mixture. If the ECM determines that a rich or lean condition is present for an extended period of time which cannot be corrected, the ECM will set a diagnostic code and turn on the MIL light in the dash. By monitoring output from the sensor upstream and the sensor downstream of the catalytic converter, the ECM can determine the performance of the catalyst.

.HEGO1 (upstream or before the catalytic converter) and HEGO2 (downstream) voltage output.

CAUTION

The Heated Exhaust Gas Oxygen Sensor (HEGO) is an emissions control component. In the event of a failure, the HEGO should only be replaced with the recommended OEM replacement part. The HEGO is sensitive to silicone based products and can become contaminated. Avoid using silicone sealers or air or fuel hoses treated with a silicone based lubricant.

TMAP SENSOR The Temperature Manifold Absolute Pressure or TMAP sensor is a variable resistor used to monitor the difference in pressure between the intake manifold and outside or atmospheric pressure and the temperature. The ECM monitors the resistance of the sensor to determine engine load (the vacuum drops when the engine is under load or at wide open throttle). When the engine is under load, the computer may alter the fuel mixture to improve performance and emissions. The temperature is also monitored by the ECM, primarily to richen the fuel/air mixture during a cold start.

COOLANT TEMPERATURE SENSOR The Engine Coolant Temperature sensor or ECT is a variable resistance thermistor that changes resistance as the engine's coolant temperature changes. The sensor's output is monitored by the ECM to determine a cold start condition and to regulate various fuel and emission control functions via a closed loop emission system.

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02(GM-T4)-3-5

Group 02(GM-Tier4), PSI FUEL SYSTEM OIL PRESSURE SENDER The Engine Oil Pressure sensEr is designed to ensure adequate lubrication throughout the engine. It provides a pressure value for the oil pressure gauge and is monitored by the ECM. If the pressure drops, an MIL will occur.

Closed-Loop Fuel Control

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02(GM-T4)-3-6

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 4 GASOLINE Fuel System MOBILE ENGINE GASOLINE FUEL SYSTEM SCHEMATIC

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02(GM-T4)-4-1

Group 02(GM-Tier4), PSI FUEL SYSTEM GASOLINE MULTI POINT FUEL INJECTON (MPFI) The primary components of the Gasoline Multi Point Fuel Injection (MPFI) fuel system are the gasoline fuel tank, electric fuel pump, fuel pressure and temperature sensor manifold, fuel filter and fuel rail.

GASOLINE FUEL STORAGE TANK The gasoline fuel storage tank location may very on equipment applications. The fuel tank may be integrated into the chassis frame or may be a stand alone vessel mounted on the equipment. For precise location for the equipment application refer to the OEMs vehicle manual.

GASOLINE FUEL PUMP The Gasoline is stored as a liquid in the fuel tank and in drawn into the fuel system by a 12 volt electric fuel pump. Depending on the vehicle application the fuel pump may be mounted in the fuel tank or as a stand alone component. In either case the fuel pump will receive a signal from the ECM at Key On to prime the fuel system for approximately 2 seconds prior to start. Priming of the fuel system provides for a quicker start, when the engine

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begins to crank. Consult the OEM for the location of the fuel pump.

GASOLINE PRESSURE AND TEMPERATURE SENSOR MANIFOLD This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.

02(GM-T4)-4-2

Group 02(GM-Tier4), PSI FUEL SYSTEM FUEL FILTER After the fuel is drawn into the fuel pump, the fuel flows through the gasoline fuel filter. The fuel filter will trap small particles. The fuel passes through the filter to remove debris which prevents the fuel pressure and temperature manifold and fuel injectors from becoming damaged. Maintenance of the fuel filter is required as indicated in the Recommended Maintenance Schedule. A more frequent replacement of the filter may be required if the equipment operates in a dusty or dirty environment.

FUEL INJECTOR RAIL The fuel flows from the fuel pressure and temperature manifold assembly to the fuel rails where the fuel is delivered to the fuel injectors. The fuel rail also contains a Schrader valve which is utilized to test the regulated pressure of the fuel system.

FUEL INJECTOR The fuel supply is maintained on the top of the injector from the injector rail. The injector is fed a “pulse” signal through the wire harness which causes the injector to open. During regular operating conditions the ECM controls the opening and duration of opening of the injector. During lower RPM operation the injector signals or “pulses” are less frequent then when the engine is operating at higher RPMs. The certified engine has been calibrated to deliver the precise amount of fuel for optimum performance and emission control.

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02(GM-T4)-4-3

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 5 Fuel System Diagnosis

FUEL SYSTEM DIAGNOSIS

Direct Electronic Pressure Regulator Assembly

FUEL SYSTEM DESCRIPTION

DIAGNOSTIC AIDS

The Engine Control Module (ECM) receives information from various engine sensors in order to control the operation of the Direct Electronic Pressure Regulator (DEPR) and lock-off Valve. The lock-off Valve solenoid prevents fuel ow unless the engine is cranking or running.

This procedure is intended to diagnose equipment operating on LPG. If the equipment will not continue to run, refer to Hard Start for preliminary checks.

At Key ON, the DEPR valve receives a two (2) second prime pulse from the ECM, allowing time for the fuel to ow through the fuel lter and fuel lines to the DEPR.

•

Inspect the fuel supply lines to verify they are properly connected and do not have any kinks or damage

•

Verify the fuel lock off valve is operating properly. Refer to the OEM for information on the fuel shut off valve.

Fuel travels from the lock-off to the light duty 2- stage regulator into the DEPR. Engine cranking generates vacuum which provided lift for the mixer air valve and is commonly referred to as air valve vacuum. Once in the mixer, the fuel is combined with air and is drawn into the engine for combustion.

TOOLS REQUIRED: DST •

Diagnostic Scan Tool (DST)

PRESSURE GAUGES •

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ITK-2 Test Kit

02(GM-T4)-5-1

Group 02(GM-Tier4), PSI FUEL SYSTEM TEST DESCRIPTION

HOW THE CORRECTION FACTORS WORK

The basis of the fuel system test is to determine if the fuel is operating within proper fuel control parameters. This fuel control system operates on the basis of short term and long term fuel correction to compensate for the normal operation and aging of the engine. Abnormal operation of the engine, due to a component issue or lack of maintenance will cause fuel system control parameters to operate outside of the normal range.

The correction factors are displayed in the DST as a positive or negative percent. The numbers will range between -35% and +35%. A negative fuel correction number indicates the removal of fuel.

The fuel system correction factors are viewable using the laptop based Diagnostic Service Tool (DST).

An outside condition causing the system to be rich, such as a restricted air cleaner, can cause a negative short term and long term fuel correction. An outside condition causing the system to be lean, such as a vacuum leak, can cause a positive fuel correction.

The short term correction factor is a percentage based fuel correction that will immediately be applied once the engine reaches the closed loop fuel control mode. The short term correction factor is known as “Closed Loop 1” on the DST.

DETERMINING TOTAL FUEL CORRECTION

The long term correction factor writes the short term correction into long term memory so it is available immediately on the next start/run cycle. The long term correction factor is known as “Adaptive 1” on the DST.

For instance, a Closed Loop 1 reading of -1.5% and an Adaptive 1 reading of -3.5% would mean a total fuel correction of -5% was taking place at that time. The system is removing 5% fuel at that time.

Closed Loop 1 and Adaptive 1 can be viewed on the Closed Loop Control panel on the Faults Page of the DST.

A Closed Loop 1 reading of 1.5% and an Adaptive 1 reading of 3.5% (note both are positive numbers) would mean that a total fuel correction of 5% was taking place at that time. The system is adding 5% fuel.

The total fuel correction is the sum of the short term correction (Closed Loop 1) and the long term correction (Adaptive 1).

Closed Loop 1 & Adaptive 1

Any parameter found to be out of conformance will require additional diagnosis.

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02(GM-T4)-5-2

Group 02(GM-Tier4), PSI FUEL SYSTEM NORMAL & ABNORMAL FUEL CORRECTION Generally, the system is operating within specification when total fuel correction falls between -15% and +15%. Operation outside of this range will require further diagnosis to determine the system level issue affecting fuel

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control. The system will set Diagnostic Trouble Codes (DTC’s) for correction factors in the +/- 30%-35% range. If total fuel correction is found to be operating outside of the normal range additional diagnostic procedure will be required to determine the cause. Follow the appropriate Symptom Routine or DTC Chart for additional help.

02(GM-T4)-5-3

Group 02(GM-Tier4), PSI FUEL SYSTEM FUEL SYSTEM SYMPTOM DIAGNOSTICS Checks

Action

Before using this section, you should have performed On Board Diagnostic (OBD) Check and determined that: Before Using This Section

1. The ECM and MIL are operating correctly. 2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but without a MIL. Several of the following symptom procedures call for a careful visual and physical check. These checks are very important as they can lead to prompt diagnosis and correction of a problem.

Fuel System Check

1. Verify the customer complaint. 2. Locate the correct symptom table. 3. Check the items indicated under that symptom. 4. Operate the equipment under the conditions the symptom occurs. Verify HEGO switching between lean and rich. IMPORTANT! Normal HEGO switching indicates the fuel system is in closed loop and operating correctly at that time. 5. Take a data snapshot using the DST under the condition that the symptom occurs to review at a later time. • • • • • • •

Visual and Physical Checks

Check all ECM system fuses and circuit breakers. Check the ECM ground for being clean, tight and in its proper location. Check the vacuum hoses for splits, kinks and proper connections. Check thoroughly for any type of leak or restriction. Check for air leaks at all the mounting areas of the intake manifold sealing surfaces. Check for proper installation of the mixer assembly. Check for air leaks at the mixer assembly.

Check the ignition wires for the following conditions: • Cracking • Hardening • Proper routing • Carbon tracking. • Check the wiring for the following items: proper connections, pinches or cuts. • The following symptom tables contain groups of possible causes for each symptom. The order of these procedures is not important. If the DST readings do not indicate a problem, then proceed in a logical order, easiest to check or most likely to cause the problem.

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02(GM-T4)-5-4

Group 02(GM-Tier4), PSI FUEL SYSTEM INTERMITTENT Checks

Action

DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC). Preliminary Checks

Do not use the DTC tables. If a fault is an intermittent, the use of the DTC tables with this condition may result in the replacement of good parts. Faulty electrical connections or wiring can cause most intermittent problems. Check the suspected circuit for the following conditions:

Faulty Electrical Connections or Wiring

Operational Test

• Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully seated in the connector (backed out). Terminals not properly formed or damaged. • Wire terminals poorly connected. • Terminal tension is insufficient. • Carefully remove all the connector terminals in the problem circuit in order to ensure the proper contact tension. • If necessary, replace all the connector terminals in the problem circuit in order to ensure the proper contact tension (except those noted as “Not Serviceable”). See section Wiring Schematics. • Checking for poor terminal to wire connections requires removing the terminal from the connector body. If a visual and physical check does not locate the cause of the problem, operate the vehicle with the DST connected. When the problem occurs, an abnormal voltage or scan reading indicates a problem circuit. The following components can cause intermittent MIL and no DTC(s):

Intermittent MIL Illumination

• A defective relay. • Switch that can cause electrical system interference. Normally, the problem will occur when the faulty component is operating. • The improper installation of add on electrical devices, such as lights, 2-way radios, electric motors, etc. • The ignition secondary voltage shorted to a ground. • The MIL circuit or the Diagnostic Test Terminal intermittently shorted to ground. • The MIL wire grounds. To check for the loss of the DTC Memory:

1. Disconnect the TMAP sensor. Loss of DTC Memory 2. Idle the engine until the MIL illuminates. 3. The ECM should store a TMAP DTC which should remain in the memory when the ignition is turned OFF. If the TMAP DTC does not store and remain, the ECM is faulty.

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02(GM-T4)-5-5

Group 02(GM-Tier4), PSI FUEL SYSTEM NO START Checks

Action

DEFINITION: The engine cranks OK but does not start. Preliminary Checks

None Use the DST to :

ECM Checks

Sensor Checks

• Check for proper communication with both the ECM • Check all system fuses engine fuse holder. Refer to Engine Controls Schematics. • Check battery power, ignition power and ground circuits to the ECM. Refer to Engine Control Schematics. Verify voltage and/or continuity for each. • Check the TMAP sensor. • Check the cam angle sensor for output (RPM). Important: A closed LPG manual fuel shut off valve will create a no start condition.

Fuel System Checks

• Check for air intake system leakage between the mixer and the throttle body. Verify proper operation of the low pressure lock-off solenoids. • Verify proper operation of the fuel control solenoids. • Check the fuel system pressures. • Refer to the LPG Fuel System Diagnosis. • Check for proper mixer air valve operation. Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. 1. Check for the proper ignition voltage output with J 26792 or the equivalent. 2. Verify that the spark plugs are correct for use with LPG.

Ignition System Checks

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Check the spark plugs for the following conditions: • Wet plugs. • Cracks. • Wear. • Improper gap. • Burned electrodes. • Heavy deposits. • Check for bare or shorted ignition wires. • Check for loose ignition coil connections at the coil.

02(GM-T4)-5-6

Group 02(GM-Tier4), PSI FUEL SYSTEM NO START Checks

Action

Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gasoline fuel system.

Engine Mechanical Checks

Check for the following: • Vacuum leaks. • Improper valve timing. • Low compression. • Improper valve clearance. • Worn rocker arms. • Broken or weak valve springs. Worn camshaft lobes. Check the exhaust system for a possible restriction:

Exhaust System Checks

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• Inspect the exhaust system for damaged or collapsed pipes: • Inspect the muffler for signs of heat distress or for possible internal failure. • Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diagnosis.

02(GM-T4)-5-7

Group 02(GM-Tier4), PSI FUEL SYSTEM HARD START Checks

Action

DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but immediately dies. Preliminary Checks

Sensor Checks

Make sure the vehicle’s operator is using the correct starting procedure. • Check the Engine Coolant Temperature sensor with the DST. Compare the engine coolant temperature with the ambient air temperature on a cold engine. If the coolant temperature reading is more than 10 degrees greater or less than the ambient air temperature on a cold engine, check for high resistance in the coolant sensor circuit. Check the cam angle sensor. • Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor connections. Important: A closed LPG manual fuel shut off valve will create an extended crank OR no start condition. • Verify the excess ow valve is not tripped or that the manual shut-off valve is not closed.

Fuel System Checks

Check mixer assembly for proper installation and leakage. • Verify proper operation of the low pressure lock-off solenoid. • Verify proper operation of the EPR. • Check for air intake system leakage between the mixer and the throttle body. Check the fuel system pressures. Refer to the Fuel System Diagnosis. Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. • Check for the proper ignition voltage output with J 26792 or the equivalent. • Verify that the spark plugs are the correct type and properly gapped.

Ignition System Checks

Check the spark plugs for the following conditions: • Wet plugs. • Cracks. • Wear. • Burned electrodes. • Heavy deposits • Check for bare or shorted ignition wires. • Check for moisture in the distributor cap. • Check for loose ignition coil connections. Important: 1. If the engine starts but then immediately stalls, check the cam angle sensor. 2. Check for improper gap, debris or faulty connections.

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02(GM-T4)-5-8

Group 02(GM-Tier4), PSI FUEL SYSTEM HARD START Checks

Action

Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gasoline fuel supply system.

Engine Mechanical Checks

Check for the following: • Vacuum leaks • Improper valve timing • Low compression • Improper valve clearance. • Worn rocker arms • Broken or weak valve springs • Worn camshaft lobes. Check the intake and exhaust manifolds for casting flash. Check the exhaust system for a possible restriction:

Exhaust System Checks

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• Inspect the exhaust system for damaged or collapsed pipes. • Inspect the muffler for signs of heat distress or for possible internal failure. Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diagnosis.

02(GM-T4)-5-9

Group 02(GM-Tier4), PSI FUEL SYSTEM CUTS OUT, MISSES Checks

Action

DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load increases, but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to cut-out. Preliminary Checks

None 1. Start the engine. 2. Check for proper ignition output voltage with spark tester J 26792. 3. Check for a cylinder mis re. 4. Verify that the spark plugs are the correct type and properly gapped. Remove the spark plugs and check for the following conditions:

Ignition System Checks

• • • • •

Insulation cracks. Wear. Improper gap. Burned electrodes. Heavy deposits.

Visually/Physically inspect the secondary ignition for the following: • Ignition wires for arcing and proper routing. • Cross- ring. • Ignition coils for cracks or carbon tracking Perform a cylinder compression check. Check the engine for the following:

Engine Mechanical Checks

• • • • • •

Improper valve timing. Improper valve clearance. Worn rocker arms. Worn camshaft lobes. Broken or weak valve springs. Check the intake and exhaust manifold passages for casting ash.

Check the fuel system: Fuel System Checks

Additional Check

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• Plugged fuel lter. • Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis. • Check the condition of the wiring to the low pressure lock-off solenoid. Check for Electromagnetic Interference (EMI), which may cause a misfire condition. Using the DST, monitor the engine RPM and note sudden increases in rpms displayed on the scan tool but with little change in the actual engine rpm. If this condition exists, EMI may be present. Check the routing of the secondary wires and the ground circuit.

02(GM-T4)-5-10

Group 02(GM-Tier4), PSI FUEL SYSTEM HESITATION, SAG, STUMBLE Checks

Action

DEFINITION: The engine has a momentary lack of response when putting it under load. The condition can occur at any engine speed. The condition may cause the engine to stall if it’s severe enough. Preliminary Checks

None

Fuel System Checks

• Check the fuel pressure. Refer to LPG Fuel System Diagnosis. • Check for low fuel pressure during a moderate or full throttle acceleration. If the fuel pressure drops below speci cation, there is possibly a faulty low pressure regulator or a restriction in the fuel system. • Check the TMAP sensor response and accuracy. • Check Shut-Off electrical connection. • Check the mixer air valve for sticking or binding. • Check the mixer assembly for proper installation and leakage. Check the EPR.

Ignition System Checks

Additional Check

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Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. If a problem is reported on LPG and not gasoline, do not discount the possibility of a LPG only ignition system failure and test the system accordingly. • Check for the proper ignition voltage output with J 26792 or the equivalent. Verify that the spark plugs are the correct type and properly gapped. • Check for faulty spark plug wires. • Check for fouled spark plugs. • Check for manifold vacuum or air induction system leaks. • Check the alternator output voltage.

02(GM-T4)-5-11

Group 02(GM-Tier4), PSI FUEL SYSTEM BACKFIRE Checks

Action

DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping noise. Preliminary Checks

None Important! LPG, being a gaseous fuel, requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. The ignition system must be maintained in peak condition to prevent backfire.

Ignition System Checks

• Check for the proper ignition coil output voltage using the spark tester J26792 or the equivalent. • Check the spark plug wires by connecting an ohmmeter to the ends of each wire in question. If the meter reads over 30,000 ohms, replace the wires. • Check the connection at ignition coil. • Check for deteriorated spark plug wire insulation. Remove the plugs and inspect them for the following conditions: • Wet plugs. • Cracks. • Wear. • Improper gap. • Burned electrodes. • Heavy deposits. Important! The LPG Fuel system is more sensitive to intake manifold leakage than a gasoline fuel supply system.

Engine Mechanical Checks

Fuel System Checks

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Check the engine for the following: • Improper valve timing. • Engine compression. • Manifold vacuum leaks. • Intake manifold gaskets. • Sticking or leaking valves. • Exhaust system leakage. • Check the intake and exhaust system for casting ash or other restrictions. Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.

02(GM-T4)-5-12

Group 02(GM-Tier4), PSI FUEL SYSTEM LACK OF POWER, SLUGGISHNESS, OR SPONGINESS Checks

Action

DEFINITION: The engine delivers less than expected power.

Preliminary Checks

• Refer to the LPG Fuel system OBD System Check. • Compare the customer’s vehicle with a similar unit to verify customer has an actual problem. Do not compare the power output of the vehicle operating on LPG to a vehicle operating on gasoline as the fuels do have different drive feel characteristics. • Remove the air lter and check for dirt or restriction. • Check the vehicle transmission. • Refer to the OEM transmission diagnostics.

Fuel System Checks

• Check for a restricted fuel lter, contaminated fuel, or improper fuel pressure. Refer to LPG Fuel System Diagnosis. • Check for the proper ignition output voltage with the spark tester J 26792 or the equivalent. • Check for proper installation of the mixer assembly. Check all air inlet ducts for condition and proper installation. • Check for fuel leaks between the EPR and the mixer. • Verify that the LPG tank manual shut-off valve is fully open. • Verify that liquid fuel (not vapor) is being delivered to the EPR.

Sensor Checks

• Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamination and performance. Check for proper operation of the TMAP sensor. • Check for proper operation of the TPS and FPP sensors.

Exhaust System Checks

Check the exhaust system for a possible restriction: • Inspect the exhaust system for damaged or collapsed pipes. • Inspect the muffler for signs of heat distress or for possible internal failure. • Check for possible plugged catalytic converter.

Engine Mechanical Check

Check the engine for the following: • Engine compression. • Valve timing. • Improper or worn camshaft. • Refer to Engine Mechanical in the Service Manual. • Check the ECM grounds for being clean, tight, and in their proper locations. • Check the alternator output voltage.

Additional Check

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If all procedures have been completed and no malfunction has been found, review and inspect the following items: • Visually and physically, inspect all electrical connections within the suspected circuit and/ or systems. • Check the DST data.

02(GM-T4)-5-13

Group 02(GM-Tier4), PSI FUEL SYSTEM LACK OF POWER, SLUGGISHNESS, OR SPONGINESS Checks

Action

DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake. Preliminary Checks

Sensor Checks

None. Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance: • Check for silicone contamination from fuel or improperly used sealant. If contaminated, the sensor may have a white powdery coating result in a high but false signal voltage (rich exhaust indication). The ECM will reduce the amount of fuel delivered to the engine causing a severe driveability problem. Check the Temperature Manifold Absolute Pressure (TMAP) sensor response and accuracy.

Fuel System Checks

• • • • • • • •

Check for rich or lean symptom that causes the condition. Drive the vehicle at the speed of the complaint. Monitoring the oxygen sensors will help identify the problem. Check for a sticking mixer air valve. Verify proper operation of the EPR. Perform a cylinder compression test. Refer to Engine Mechanical in the Service Manual. Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis. Check mixer assembly for proper installation and connection.

• Check for the proper ignition output voltage using the spark tester J26792 or the equivalent. • Verify that the spark plugs are the correct type and properly gapped.

Ignition System Checks

Remove the plugs and inspect them for the following conditions: • Wet plugs. • Cracks. • Wear. • Improper gap. • Burned electrodes. • Blistered insulators. • Heavy deposits. Check the spark plug wires by connecting an ohmmeter to the ends of each wire in question. If the meter reads over 30,000 ohms, replace the wires. Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gasoline fuel supply system.

Additional Checks

Engine Mechanical Check

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• Check for vacuum leaks. Vacuum leaks can cause a higher than normal idle and low throttle angle control command. • Check the ECM grounds for being clean, tight, and in their proper locations. Check the battery cables and ground straps. They should be clean and secure. Erratic voltage may cause all sensor readings to be skewed resulting in poor idle quality. Check the engine for: • Broken motor mounts. • Improper valve timing. • Low compression. • Improper valve clearance. • Worn rocker arms. • Broken or weak valve springs. • Worn camshaft lobes.

02(GM-T4)-5-14

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 6 Electrical Section

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02(GM-T4)-6-1

Group 02(GM-Tier4), PSI FUEL SYSTEM 1.6L LPG

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1.6L Duel Fuel

02(GM-T4)-6-2

Group 02(GM-Tier4), PSI FUEL SYSTEM 1.6L Gasoline

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02(GM-T4)-6-3

Group 02(GM-Tier4), PSI FUEL SYSTEM 3.0L Duel Fuel

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3.0L LPG

02(GM-T4)-6-4

Group 02(GM-Tier4), PSI FUEL SYSTEM 3.0L Gasoline

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02(GM-T4)-6-5

Group 02(GM-Tier4), PSI FUEL SYSTEM 4.3L Duel Fuel

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4.3L LPG

02(GM-T4)-6-6

Group 02(GM-Tier4), PSI FUEL SYSTEM 4.3L Gasoline

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02(GM-T4)-6-7

Group 02(GM-Tier4), PSI FUEL SYSTEM

Diagnostic Scan Tool (DST) CONTENTS •

Installation of the DST package to a personal computer (PC).

•

Software login and password functionality. DST service pages.

•

Updating the ECM calibration using a MOT file.

•

DTC pages.

Examples and snapshots used in this manual are based off of the initial DST tool release as of July, 2007. This tool is frequently updated and the illustrations may vary depending on the changes included in any updated DST display Interface. For example, the Electronic Pressure Regulator (EPR) may be referred to as the “megajector.” Terms, names and descriptions of parts and servicing procedures will be updated based on trade, brand, or common description to more accurately describe the part or service procedure.

DST INSTALLATION INSTRUCTIONS Before installing the DST software, please be sure your computer meets the minimum system requirements. Supported operating systems are: •

Windows Vista

•

Windows XP

•

Windows 2000

Minimum processor speed: •

Pentium II 450 MHz

•

Pentium III 1.0 GHz for Windows Vista

Minimum RAM requirement: •

Windows Vista 512 MB

•

Windows XP 256 MB

•

Windows 2000 128 MB

* At least one available RS232 serial or USB port. * ECOM cable supports USB port only.

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02(GM-T4)-6-8

Group 02(GM-Tier4), PSI FUEL SYSTEM

•

Insert the CD into your computer and select LATEST_GCP_DISPLAY

•

Open the ECOM_Driver Folder

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02(GM-T4)-6-9

Group 02(GM-Tier4), PSI FUEL SYSTEM

•

Double Click the setup.exe file - - - > This will launch the installation wizard

•

Select “NEXT” until you finish the installation as shown below

•

Return to the LATEST_GCP_DISPLAY folder

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02(GM-T4)-6-10

Group 02(GM-Tier4), PSI FUEL SYSTEM •

Select the PC Display folder

•

Select the GCP Display icon

•

Select the GCP Display icon - - - > This will launch the installation wizard

•

Select NEXT until it says you are finish

•

Restart your PC

•

Go to the START button on the lower left corner and find the GCP Display Program

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Group 02(GM-Tier4), PSI FUEL SYSTEM PASSWORD LOGIN Figure 1 shows the password dialog box, which is displayed when a software session begins. Login can be accomplished in two ways. 1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original equipment manufacture (OEM). 2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Single Serial Number password is unique to a specific ECM serial number and permits authorized service personnel to make changes or view information for a specific ECM. 3. In most instances the top “all” serial number boxes should be used for password entry. In this case, do not check the single serial number box. Each password is a 16-character alphanumeric string specific to each Spectrum customer and determines which pages and variables are visible through the software. Passwords are assigned by the OEM support group and may change periodically. Check the “save password” box to automatically retain the password for future use. Note: The password is printed on the CD disk. If it does not have a password or you have questions please contact the OEM.

Figure 1: Populated Password Dialog Box

PASSWORD DIALOG BOX FUNCTIONS •

Clear Password Button Erases the current password from the password field.

•

Paste Password Button Allows the user to copy a 16-character string from any word processor and paste the string in the password field.

•

Single Serial Number Access Checkbox Tells the software that the password is applicable for single serial number access.

•

Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked. The entry field must be populated for the 6-digit serial number for which the Single Serial Number Access password applies (NOTE: Leading zeros included in the serial number are not required).

•

Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for the next software session.

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Group 02(GM-Tier4), PSI FUEL SYSTEM Should an invalid password be entered, the error prompt shown in figure (2) will be displayed and the software will not load. This prompt signifies the following: •

The All S/N password is invalid.

•

The Single S/N password is incorrect for the Single Serial Number entered.

•

An All S/N password is entered for Single Serial Number use.

•

The Single Serial Number password is valid; however, the Single Serial Number Access Checkbox is not checked.

Figure 2: Password Error Prompt If the Single S/N password entered is correct for the software but does not match the entered S/N of the targeted ECM, the prompt in Figure 3 will be displayed.

Figure 3: Incorrect Serial Number Message

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Group 02(GM-Tier4), PSI FUEL SYSTEM Figure 4 shows the communication status if a valid software password is entered when attempting to connect to an ECM with a different key. In this instance the software will load but will not connect to the target (ECM).

Figure 4: Not Authorized to Connect Message In the event you receive this error message call your OEM support group for more information.

CONNECTING THE PC TO THE ENGINE WIRE HARNESS

Connecting the DST cable A laptop computer, with the diagnostic cable and software is the required tool for performing proper diagnostic testing of the fuel system. It is also used to monitor sensor and actuator values and to read and clear Diagnostic Trouble codes. The DST software also performs several special tests. •

Connect the system diagnostic cable to the USB port on the back of the computer.

•

Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical schematic. The DLC is located on the engine harness. The new 8 pin DLC requires the use of the 4 to 8 pin adapter.

•

Turn the computer ON.

•

Start Windows.

•

From the start menu select Programs → PSI GCP Display → PSI GCP Display

•

Place the ignition key in the ON position.

Within several seconds the system Gauge screen should now appear and a green banner in the upper left hand will read “Connected.”

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Group 02(GM-Tier4), PSI FUEL SYSTEM •

Connecting to the PC using the ECOM cable

•

To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.

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Group 02(GM-Tier4), PSI FUEL SYSTEM •

You will now need to configure the ECOM communication protocol.

•

Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You are now ready to connect using the ECOM USB DLC cable.

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Group 02(GM-Tier4), PSI FUEL SYSTEM DST SERVICE PAGES

Gauge Page Provides system data in large easy to read displays. Displays ECM configuration information for the ECM software, hardware, serial numbers and calibration dates.

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Raw Volts Page The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is most commonly used to check values in the diagnostic trouble shooting charts.

Service 1

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Group 02(GM-Tier4), PSI FUEL SYSTEM The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a display for rpm, coolant temperature and spark advance. It also provides a large display to monitor the closed loop mixture control.

Tests Page Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools such as spark and injector kill controls. Please note that not all features are available for all applications. The disabled item menus are grayed out or rendered inoperative.

SPARK KILL The spark kill mode allows the technician to disable the ignition on individual cylinders. If the Spark Kill diagnostic mode is selected with the engine running below 1000 rpm, the minimum throttle command will lock into the position it was in when the test mode was entered. If the Spark System Test mode is selected with the engine running above 1000 rpm, the throttle will continue to operate normally. Disabling Ignition Outputs to disable the ignition system for an individual cylinder, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be reenabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the engine is running below 1000 rpm, the spark output will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the spark output will stay disabled for 5 seconds and then re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each spark output disabled. The spark outputs are arranged in the order which the engine fires, not by cylinder number.

INJECTOR KILL The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is selected with the engine running below 1000 rpm, the minimum throttle command will lock into the position it was in when the test mode was entered. If the Injector Kill mode is selected with the engine running above 1000 rpm, the throttle will continue to operate normally. To disable an injector, use the mouse to select the desired injector. The word “Normal” will change to the Injector you have selected. The injector driver can be re-enabled by selecting again. If the engine is running below 1000 rpm, the injector driver will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the injector driver will stay disabled for 5 seconds and then re-set. Record the change in rpm while each driver is disabled.

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Group 02(GM-Tier4), PSI FUEL SYSTEM DBW TEST MODE The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the foot pedal or throttle input and is used during the diagnostic routines specified for FPP and TPS for Spectrum systems that use DBW control. FPP position displays the current position of the foot pedal as a percentage. FPP volts display the voltage which the ECM is reading from the FPP sensor. TPS Command displays the commanded throttle position expressed as a percentage, which is being sent to the throttle. TPS Position is the actual percent of throttle opening being sent to the ECM from the throttle. TPS volts display the actual TPS signal voltage the ECM is receiving from the throttle. To select this test mode the engine must be off and the key must be in the ON position.

EXTERNAL POWER TEST The external power test manually activates relays (relay power, fuel pump, and drive-by wire power) controlled by the ECM while the engine is in the “Stopped” or “Running” states. Reverts to normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low.

Faults Page Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active Faults). Includes useful system voltages and sensor readings used while working with the fuel and emission trouble shooting charts. Shows power derate mode status. To erase a historic DTC code, double click on the code with the left mouse button. Then choose to “Clear All Faults.”

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Group 02(GM-Tier4), PSI FUEL SYSTEM PLOT/LOG MENU FUNCTIONS The Plot/Log menu allows the user to graphically plot or numerically log variables that have been tagged for plotting/logging. To plot or log variables, a tag must be assigned to each variable of interest. A variable is tagged for plotting/logging through a single right-mouse click in the variable’s vicinity. Once a variable has been tagged for plotting/logging, it is highlighted in green. Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20) variables may be tagged for logging and a maximum of ten (10) variables may be tagged for plotting. The maximum achievable sample frequency/ minimum period is dependent on the number of variables tagged.

Figure 5: Tagged Variables for Plot/Log Once the variables have been tagged as highlighted by the green color fill, select the “Plot/Log” function in the top menu bar as shown below in figure 6.

Figure 6

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Group 02(GM-Tier4), PSI FUEL SYSTEM •

Select “Plot Tags” to open the snapshot window

Other functions available from the Plot/Log menu include: •

Clear Tags: Releases all plot/log variables.

•

Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.

•

Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot file (.plt).

•

Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging.

Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a strip chart interface. An example of a plot is shown in Figure 7. Capabilities of the plotter are outlined in Table 1. Start/Stop Button

Start or stop plotting of selected variables

Save Button

Save plotted data displayed in the plot to a comma-separated value file (CSV) on the PC hard drive. Format must not be altered if the Load function is to be used.

Snapshot Button

Convert the plot into a snapshot that may be panned, zoomed, scrolled, and saved

Close Button

Close the DST Plot interface

Load Setup Button

Load tags from a previously saved plot (.plt) file to allow for similar plots and logs to be generated

Load Plot Button

Load a previously saved plot from the PC into the DST Plot interface

Variable Selector Menu

Selects the active variable for axis scaling

Single Shot Acquisition Checkbox*

When checked, this does not allow the plot to scroll past the ‘Time Interval’ thereby preserving plotted data for post-processing.

Exclusive Serial Use Checkbox*

When checked, this allows exclusive serial communication for the plot variables. Other variables on the active page are not updated.

Min Y Value Field*

Specify the minimum Y-axis scaling for the active variable

Max Y Value Field*

Specify the maximum Y-axis scaling for the active variable

Sample Interval (ms) Field*

Define the sample period for recording and display Frequency (Hz.) = 1000/Sample Interval (ms)

Time Interval (s) Field*

Defines the total sample acquisition time for the plot.

*Accessible only when plotter is not running.

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Group 02(GM-Tier4), PSI FUEL SYSTEM

Figure 7: DST Plot • •

Click on the “Start” button to start the DST plot function. Click on the variable selector button to view selected sensors

Figure 8: DST Plot Snapshot •

Click on the “Save” button to save the snapshot as a file. To replay the saved file, open the edis_saplot program from the windows start menu.

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Group 02(GM-Tier4), PSI FUEL SYSTEM

•

Start Menu → Programs → PSI GCP Display → edis_saplot

DST PLOT INTERFACE FUNCTIONS A graphic tool incorporated in the plotter is the snapshot function. This function allows data collected in a plot to be transferred into a second window for quick graphical post-processing. The snapshot allows the user to zoom in/out, pan left/ right, and move cursors along the signal traces to measure the variable values in virtual real-time. An example of a snapshot is shown in Figure 8. Any CSV file in plot format (.plt) may be loaded into the snapshot. Table 2 outlines the available hot key functions of the snapshot screen.

SNAPSHOT HOT KEY FUNCTIONS Command

Function

<Single, left-click on trace>

Snap closest cursor to data

Move/pan plot along y axis

Move/pan plot along t axis

<Ctrl+Shift + Up/Down Arrows>

Zoom plot in and out in y axis

<Ctrl+Shift + Left/Right Arrows>

Zoom plot in and out in t axis

Resize plot to default settings

Zoom out by 10%

Zoom in by 10%

Toggle to previous cursor

Toggle to next cursor

Follow selected data along trace

Follow selected data along trace

Move 10 points along trace

Move 10 points along trace

<Home>

Go to first visible point on current plot

<End>

Advance to last visible point on current plot

Toggle between traces/variables Table 1

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Group 02(GM-Tier4), PSI FUEL SYSTEM DST LOGGER Another data capture function incorporated in the software is the DST logger. This tool serves as a PC data logger for any variable available in the ECM through the interface software. Figure 9 shows the interface display for configuring the DST Log. The interface allows the user to create the filename, set the sample rate for acquisition, set the time interval for sampling, and display the progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The amount of data stored is only limited by available PC RAM. The resulting text file may then be viewed by any standard Windows text editor/reader program. To create a log file select the “Log Tags” in the drop down menu as shown in figure 6.

Figure 9: DST Log Interface

MALFUNCTION INDICATOR LAMP (MIL) The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash mounted malfunction indicator lamp (MIL) that provides indications of engine or fuel system related problem. Most engine control system related problems that affect emissions or driveability of the vehicle will set a (DTC) diagnostic trouble code and illuminate the MIL. The MIL serves as notification to the operator of a problem related to the emission control system so the driver can arrange for service as soon as possible. It will also display DTCs that have been stored due to a system malfunction. The MIL should illuminate when the key is in the ON position and the engine is not running. This feature verifies that the lamp is in proper working order. If the MIL does not illuminate with the vehicle key ON/engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the MIL should turn off. If the lamp remains on while the engine is in the start or run mode a diagnostic trouble code may be set. The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with the Diagnostic Scan Tool (DST).

DIAGNOSTIC TROUBLE CODES (DTC) Diagnostic Trouble Codes are set when the Spectrum ECM (Electronic Control Module) runs a diagnostic self test and the test fails. When a DTC is set, the ECM will illuminate the MIL on the instrument panel and also save the DTC in memory. The ECM will continue to run the self test. If the system continues to fail the test, the lamp will stay illuminated and the DTC is stored as an active DTC. If the self test runs and passes, the DTC will be stored as historic DTC. All DTCs are stored as historic faults until they are cleared. Most DTCs will automatically clear from memory if the DTC does not reset within 50 to 100 consecutive engine run cycles. While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home” value and use that value in its control algorithms. All of the system diagnostic self-tests run continuously during normal vehicle operation. The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer. Diagnostic Trouble Codes can be cleared from memory with a laptop computer, or by turning the ignition key to the OFF position and removing the ECM power fuse or battery cable for at least 15 seconds.

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Group 02(GM-Tier4), PSI FUEL SYSTEM If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Diagnose each problem to correction unless directed to do otherwise by the diagnostic chart. The DTCs are numbered in order of importance. Both DTC 112 and DTC122 pertain to the oxygen sensor, so it is possible that a repair that corrects DTC 112 may also correct the problem causing the DTC 122. Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System Data Mode.” This simply means that the DST is connected and communicating with the PC. In some instances the chart will call out a special test mode. An example of this would be instructions for the DST to be connected and in the DBW (drive by wire) mode. Always be sure to follow the special instructions to avoid a false diagnosis of fuel system components.

DLC COMMUNICATION ERROR The ECM 5 volt reference circuit powers the Spectrum diagnostic link cable. In the event that the 5 volt reference signal is open or shorted to ground, you will not be able to connect to the system. If you are unable to connect, follow the quick checks listed below: Be sure you are using the correct password and latest software for the system you are connecting to. Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic. Also check for +12 volts switched power at ECM pin 45 with the ignition key ON. Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT GRN RED) with the ignition key in the ON position. You may still be able to retrieve a code using the blink code function if none of the above recommendations prove useful. In the event of a 5 volt reference signal malfunction, DTC 642 or DTC 643 should set. If you find one of these codes using the blink code function, follow the DTC diagnostic chart recommendations for that specific DTC.

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Group 02(GM-Tier4), PSI FUEL SYSTEM BLINK CODE FUNCTION Although the DST is considered a required tool to access the DTC codes, codes may be retrieved without a laptop computer using the blink code function. To enable this function follow the steps below: •

Jump pins 1 and 4 at the DLC connector (see illustration below)

•

Turn the ignition key to the on position

•

The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to write down any codes that may be stored.

•

The ECM will flash the MIL indicator with a pause between represented numbers that represent DTC codes. The sequence starts with code 1654. Code 1654 confirms the system has entered the blink code mode. The ECM will flash code 1654 (3) times before displaying the actual DTC code that may be set. Example: One short blink (pause) six short blinks (pause) five short blinks (pause) four short blinks.

•

If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored DTC codes were found.

•

If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero value—it will be represented as a short pause.

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Diagram 1 When using the DST program to clear a DTC, always select the “Clear All Faults” function to immediately turn the MIL OFF after a successful repair (as shown in diagram 1 above).

INTERMITTENT PROBLEMS Intermittent fuel system problems can prove to be the most challenging to repair. It is most important to remember when looking to find the cause of these problems, to operate the system in the condition when and where the problem occurs. An example of this would be, if the DST showed a lean fuel mixture at full load, one of the first things to look at would be the fuel pressure. The fuel pressure would need to be monitored while the machine is operating at full load, not at idle because the leaning effect does not occur at idle. Electrical problems should be treated the same way. One excellent tool for finding intermittent electrical problems is the DST plot/log function. Set up the plot for the code that sets. An example of this would be if an intermittent IAT code set, tag the IAT voltage and watch the plot. While watching the plot, agitate the electrical wire connection at the sensor and ECM connector. The resolution of the plot screen is such that you

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will be able to see any unstable voltages that you would otherwise not see with a standard DVOM. Caution should be used when pressure washing the under hood of any electrical system. Avoid direct pressure spray on the system electrical connectors. They are splash proof, but if water is sprayed directly at the connector moisture can become trapped behind the connector seal and cause serious system problems. Extra care must be taken when probing electrical pins and terminals. Do not bend or spread these terminals as this can also be a source of intermittent problems cause by improper handling of these connectors.

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Group 02(GM-Tier4), PSI FUEL SYSTEM

Engine Wire Harness Repair ON-VEHICLE SERVICE WIRE HARNESS REPAIR

REPAIRING TWISTED/SHIELDED CABLE

The ECM harness electrically connects the ECM to a various components in both the engine and passenger compartments. Wire harnesses should be replaced with proper part number harnesses. When wires are spliced into a harness, use wire with high temperature insulation only. Low current and voltage levels are used in the system, so it is important that the best possible bond at all wire splices be made by soldering the splices.

1. Remove outer jacket 2. Unwrap aluminum/Mylar tape. Do not remove Mylar.

CONNECTORS AND TERMINALS Use care when probing a connector or replacing terminals in them to prevent shorting opposite terminals and damage certain components. Always use jumper wires between connectors, for circuit checking. Do not probe through the Weather-Pack seals with oversized wire probes. Use tachometer adapter J 35812 (or equivalent) which provides an easy hook up of the tach lead. The connector test adapter kit J 35616 (or equivalent), contains an assortment of exible connectors used to probe terminals during diagnosis. Fuse remover and test tool BT 8616, or equivalent, is used for removing a fuse and to adapt fuse holder, with a meter, for diagnosis. Do not solder oxygen sensor wire terminals as these wire ends are used for the sensors oxygen reference. Open circuits are often difficult to locate by sight due to dirt, oxidation, or terminal misalignment. Merely wiggling a connector on a sensor, or in the wiring harness, may correct the open circuit condition. This should always be considered, when an open circuit, or failed sensor is indicated. Intermittent problems may also be caused by oxidized or loose connections.

3. Untwist conductors, strip insulation as necessary.

4. Splice wire using splice clips and rosin core solder. Wrap each splice to insulate. 5. Wrap with Mylar and drain wire (uninsulated) wire.

6. Tape over entire juncture and secure.

Before making a connector repair, be certain of the type of connector. Weather-Pack and Compact Three connectors look similar, but are serviced differently.

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Group 02(GM-Tier4), PSI FUEL SYSTEM METRI-PACK REPAIRING TWISTED LEADS

1. Locate Damaged Wire.

Some connectors use terminals called Metri- Pack Series 150. They are also called “Pull-To- Seat” terminals because of the method of installation. The wire is inserted through the seal and connector, the terminal is crimped on the wire and then pulled back into the connector to seat it in place.

2. Remove insulation as required.

3. Splice two wires together suing splice clips and rosin core solder.

4. Cover splice with tape to insulated from other wires. 5. Retwist as before and tape with electrical tape and hold in place.

Metri-Pack Series 150 Terminal Removal

MICRO-PACK Refer to Figure 2 and repair procedure for replacement of a Micro-Pack terminal.

1. Slide the seal back on the wire. 2. Insert tool BT-8518, or J 35689, or equivalent, as shown in insert “A” and “B” to release the terminal locking tab (2). 3. Push the wire and terminal out through the connector. If reusing the terminal, reshape the locking tab (2).

WEATHER-PACK

Micropack Connector

A Weather-Pack connector can be identi ed by a rubber seal, at the rear of the connector. The connector is used in the engine compartment to protect against moisture and dirt that may oxidize and/or corrode the terminals. Given the low voltage and current levels found in the electronic system, this protection is necessary to ensure a good connection.

1. Cable 2. Terminal 3. Locking Tang 4. Tool J33095/BT8234-A

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Group 02(GM-Tier4), PSI FUEL SYSTEM WEATHER-PACK TERMINAL REPAIR

connector reliability by retaining the terminals, if the small terminal lock tabs are not positioned properly. Weather-Pack connections cannot be replaced with standard connections. Additional instructions are provided with Weather-Pack connector and terminal packages.

1. Open secondary lock hinge on connector.

2. Remove terminal using tool.

3. Cut wire immediately behind cable seal

4. Replace terminal. a. Slip new seal onto wire b. Strip 5 mm (.2”) of insulation from wire. c. Crimp terminal over wire and seal. 5. Push terminal and connector and engage locking tangs. 6. Close secondary lock hinge. Use tool J M28742, or BT8234-A or equivalent to remove the pin and sleeve terminals. If the removal is attempted with an ordinary pick, there is a good chance that the terminal will be bent, or deformed. Unlike standard blade type terminals, these terminals cannot be straightened once they are bent. Verify that the connectors are properly seated and all of the sealing rings in place, when connecting leads. The hinge type ap provides a backup, or secondary locking feature for the connector. They are used to improve the

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Group 02(GM-Tier4), PSI FUEL SYSTEM

Diagnostic Trouble Codes (DTCs)

How does my MIL work? The emissions control system utilizes a MIL to warn the operator or technician of a possible issue with the engine or emissions control system. The system will keep the MIL illuminated for the entire key cycle in which the trouble code was set. It will keep the MIL illuminated for three additional engine run cycles under the following two circumstances: (1) The fault caused the engine to shut down or (2) the fault is related to the exhaust gas oxygen (EGO) sensors. This function is called MIL persistence.

How does MIL persistence work? In the event the DTC is related to either an engine shutdown fault OR an oxygen sensor fault the following statement applies: If the vehicle is not serviced by a technician and the condition causing the MIL illumination (DTC) no longer exists, the MIL will remain illuminated for the 3 additional start cycles. The MIL will go out on the 4th start cycle if the condition does not reoccur. In the event the DTC is not related to an engine shut down or an oxygen sensor fault and the condition causing the MIL illumination (DTC) no longer exists, the MIL will go out at the next run cycle. If the condition is serviced by a technician and the DTC is cleared using a Diagnostic Service Tool (DST), the MIL will go out immediately. Diagnostic Trouble Codes (DTC) are permanently retained in the historic DTC section until cleared with a DST or the auto clear requirements are met. The auto clear feature will clear out historic faults after 40 run cycles.

What are the requirements for a run cycle? A run cycle is when the engine speed is above the “run speed” set point for 1.5 seconds or longer. The “run speed” is the transition point when the ECM recognizes the engine is going from the cranking parameters to the engine running parameters. The run speed is typically set at 450 rpm.

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DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (1 of 4) DTC Set 2 Description DTC 11: Intake cam / distributor position error DTC 16: Crank and/or cam could not synchronize during start DTC 24: Exhaust cam position error DTC 87 Fuel pressure lower than expected DTC 88 Fuel pressure higher than expected DTC 91: FP low voltage DTC 92: FP high voltage DTC 107: MAP voltage low DTC 108: MAP pressure high DTC 111: IAT higher than expected stage 1 DTC 112: IAT voltage low DTC 113: IAT voltage high DTC 116: ECT higher than expected stage 1 DTC 117: ECT voltage low DTC 118: ECT voltage high DTC 121: TPS1-2 lower than expected DTC 122: TPS1 voltage low DTC 123: TPS1 voltage high DTC 127: IAT higher than expected stage 2 DTC 129: BP pressure low DTC 134: EGO1 open / lazy DTC 140: EGO3 open / lazy DTC 154: EGO2 open / lazy DTC 160: EGO4 open / lazy DTC 171: Adaptive-learn gasoline bank1 high DTC 172: Adaptive-learn gasoline bank1 low DTC 174: Adaptive-learn gasoline bank2 high DTC 175: Adaptive-learn gasoline bank2 low DTC 182: FT low voltage DTC 183: FT high voltage DTC 187: Gaseous fuel temperature sender low voltage DTC 188: Gaseous fuel temperature sender high voltage DTC 217: ECT higher than expected stage 2 DTC 219: RPM higher than max allowed govern speed DTC 221: TPS1-2 higher than expected DTC 222: TPS2 voltage low DTC 223: TPS2 voltage high DTC 234: Boost control overboost failure DTC 236: TIP active DTC 237: TIP low voltage DTC 238: TIP high voltage DTC 261: Injector 1 open or short to ground DTC 262: Injector 1 coil shorted DTC 264: Injector 2 open or short to ground DTC 265: Injector 2 coil shorted DTC 267: Injector 3 open or short to ground

SM 751

SPN-2 FMI-2 Description 520800 7 DTC 268: Injector 3 coil shorted 636 8 DTC 270: Injector 4 open or short to ground 520801 7 DTC 271: Injector 4 coil shorted 94 1 DTC 273: Injector 5 open or short to ground 94 0 DTC 274: Injector 5 coil shorted 94 4 DTC 276: Injector 6 open or short to ground 94 3 DTC 277: Injector 6 coil shorted 106 4 DTC 279: Injector 7 open or short to ground 106 16 DTC 280: Injector 7 coil shorted 105 15 DTC 282: Injector 8 open or short to ground 105 4 DTC 283: Injector 8 coil shorted 105 3 DTC 285: Injector 9 open or short to ground 110 15 DTC 286: Injector 9 coil shorted 110 4 DTC 288: Injector 10 open or short to ground 110 3 DTC 289: Injector 10 coil shorted 51 1 DTC 1631: PWM1-Gauge1 open / ground short 51 4 DTC 299: Boost control underboost failure 51 3 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 105 0 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 108 1 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 724 10 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 520209 10 DTC 305: Cylinder 5 emissions/catalyst damaging misfire 520208 10 DTC 306: Cylinder 6 emissions/catalyst damaging misfire 520210 10 DTC 307: Cylinder 7 emissions/catalyst damaging misfire 520200 0 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 520200 1 DTC 326: Knock1 excessive or erratic signal 520201 0 DTC 327: Knock1 sensor open or not present 520201 1 DTC 331: Knock2 excessive or erratic signal 174 4 DTC 332: Knock2 sensor open or not present 174 3 DTC 336: CRANK input signal noise 520240 4 DTC 337: Crank signal loss 520240 3 DTC 341: CAM input signal noise 110 0 DTC 342: Loss of CAM input signal 515 15 DTC 359: Fuel run-out longer than expected 51 0 DTC 420: Catalyst inactive on gasoline (Bank 1) 520251 4 DTC 430: Catalyst inactive on gasoline (Bank 2) 520251 3 DTC 502: Roadspeed input loss of signal 1692 0 DTC 508: IAC ground short 1692 2 DTC 509: IAC coil open/short 1127 4 DTC 520: Oil pressure sender low pressure stage 1 1127 3 DTC 521: Oil pressure sender high pressure 651 5 DTC 522: Oil pressure sender low voltage 651 6 DTC 523: Oil pressure sender high voltage 652 5 DTC 524: Oil pressure low 652 6 DTC 562: Vbat voltage low 653 5 DTC 563: Vbat voltage high

DTC Set 2 SPN-2 653 654 654 655 655 656 656 657 657 658 658 659 659 660 660 697 1692 1323 1324 1325 1326 1327 1328 1329 1330 731 731 520241 520241 636 636 723 723 1239 520211 520212 84 520252 520252 100 100 100 100 100 168 168

FMI-2 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 1 31 31 31 31 31 31 31 31 2 4 2 4 2 4 2 4 7 10 10 1 6 5 18 0 4 3 1 17 15

02(GM-T4)-6-33

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (2 of 4) DTC Set 2 Description DTC 601: Microprocessor failure - FLASH DTC 604: Microprocessor failure - RAM DTC 606: Microprocessor failure - COP DTC 615: Start relay coil open DTC 616: Start relay ground short DTC 617: Start relay coil short to power DTC 627: Fuel pump relay coil open DTC 628: Fuel-pump high-side open or short to ground DTC 628: Fuel pump relay control ground short DTC 629: Fuel-pump high-side short to power DTC 629: Fuel pump relay coil short to power DTC 642: Sensor supply voltage 1 low DTC 643: Sensor supply voltage 1 high DTC 650: MIL open DTC 652: Sensor supply voltage 2 low DTC 653: Sensor supply voltage 2 high DTC 685: Power relay coil open DTC 686: Power relay ground short DTC 687: Power relay coil short to power DTC 916: Shift actuator feedback out-of-range DTC 919: Shift unable to reach desired gear DTC 920: Shift actuator or drive circuit failed DTC 1111: RPM above fuel rev limit level DTC 1112: RPM above spark rev limit level DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundanc DTC 1122: FPP1/2 do not match each other or IVS (redundancy lo DTC 1131: WGP voltage high DTC 1132: WGP voltage low DTC 1151: Closed-loop LPG high DTC 1152: Closed-loop LPG low DTC 1153: Closed-loop NG high DTC 1154: Closed-loop NG low DTC 1155: Closed-loop gasoline bank1 high DTC 1156: Closed-loop gasoline bank1 low DTC 1157: Closed-loop gasoline bank2 high DTC 1158: Closed-loop gasoline bank2 low DTC 1161: Adaptive-learn LPG high DTC 1162: Adaptive-learn LPG low DTC 1163: Adaptive-learn NG high DTC 1164: Adaptive-learn NG low DTC 1165: Catalyst inactive on LPG DTC 1166: Catalyst inactive on NG DTC 1171: MegaJector delivery pressure higher than expected DTC 1172: MegaJector delivery pressure lower than expected DTC 1173: MegaJector comm lost DTC 1174: MegaJector voltage supply high

SM 751

SPN-2 FMI-2 Description 628 13 DTC 1175: MegaJector voltage supply low 630 12 DTC 1176: MegaJector internal actuator fault detection 629 31 DTC 1177: MegaJector internal circuitry fault detection 1321 5 DTC 1178: MegaJector internal comm fault detection 1321 4 DTC 1182: Fuel impurity level high 1321 3 DTC 1183: MegaJector autozero / lockoff failure 1348 5 DTC 1311: Cylinder 1 misfire detected 1347 5 DTC 1312: Cylinder 2 misfire detected 1348 4 DTC 1313: Cylinder 3 misfire detected 1347 6 DTC 1314: Cylinder 4 misfire detected 1348 3 DTC 1315: Cylinder 5 misfire detected 1079 4 DTC 1316: Cylinder 6 misfire detected 1079 3 DTC 1317: Cylinder 7 misfire detected 1213 5 DTC 1318: Cylinder 8 misfire detected 1080 4 DTC 1411: EMWT1 voltage high 1080 3 DTC 1412: EMWT2 voltage high 1485 5 DTC 1413: EMWT1 voltage low 1485 4 DTC 1414: EMWT2 voltage low 1485 3 DTC 1415: EMWT1 higher than expected stage 1 520226 3 DTC 1416: EMWT2 higher than expected stage 1 520226 7 DTC 1417: EMWT1 higher than expected stage 2 520226 31 DTC 1418: EMWT2 higher than expected stage 2 515 16 DTC 1419: ERWT1 voltage high 515 0 DTC 1420: ERWT2 voltage high 91 31 DTC 1421: ERWT1 voltage low 520250 31 DTC 1422: ERWT2 voltage low 1192 3 DTC 1423: ERWT1 higher than expected stage 1 1192 4 DTC 1424: ERWT2 higher than expected stage 1 520206 0 DTC 1425: ERWT1 higher than expected stage 2 520206 1 DTC 1426: ERWT2 higher than expected stage 2 520207 0 DTC 1511: AUX analog Pull-Up 1 high voltage 520207 1 DTC 1512: AUX analog Pull-Up 1 low voltage 520204 0 DTC 1513: AUX analog Pull-Up 2 high voltage 520204 1 DTC 1514: AUX analog Pull-Up 2 low voltage 520205 0 DTC 1515: AUX analog Pull-Down 1 high voltage 520205 1 DTC 1516: AUX analog Pull-Down 1 low voltage 520202 0 DTC 1517: AUX analog Pull-Up 3 high voltage 520202 1 DTC 1518: AUX analog Pull-Up 3 low voltage 520203 0 DTC 1521: CHT higher than expected stage 1 520203 1 DTC 1522: CHT higher than expected stage 2 520213 10 DTC 1531: Gov1/2/3 interlock failure 520214 10 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520260 0 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520260 1 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520260 31 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520260 3 DTC 1545: AUX analog Pull-Up/Down 3 high voltage

DTC Set 2 SPN-2 520260 520260 520260 520260 520401 520803 1323 1324 1325 1326 1327 1328 1329 1330 441 442 441 442 441 442 441 442 443 444 443 444 443 444 443 444 520216 520216 520217 520217 520215 520215 520218 520218 110 110 520270 520219 520219 520220 520220 520221

FMI-2 4 12 12 12 0 31 11 11 11 11 11 11 11 11 3 3 4 4 15 15 0 0 3 3 4 4 15 15 0 0 3 4 3 4 3 4 3 4 16 0 31 3 4 3 4 3

02(GM-T4)-6-34

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (3 of 4) DTC Set 2 Description DTC 1546: AUX analog Pull-Up/Down 3 low voltage DTC 1547: AUX analog Pull-Up/Down 4 high voltage DTC 1548: AUX analog Pull-Up/Down 4 low voltage DTC 1551: AUX digital 1 high voltage DTC 1552: AUX digital 1 low voltage DTC 1553: AUX digital 2 high voltage DTC 1554: AUX digital 2 low voltage DTC 1555: AUX digital 3 high voltage DTC 1555: Water Intrusion Detection DTC 1556: AUX digital 3 low voltage DTC 1561: AUX analog Pull-Down 2 high voltage DTC 1561: AUX analog Pull-Down 3 high voltage DTC 1561: AUX analog Pull-Down 2 low voltage DTC 1561: AUX analog Pull-Down 3 low voltage DTC 1611: Sensor supply voltage 1 and 2 out-of-range DTC 1612: Microprocessor failure - RTI 1 DTC 1613: Microprocessor failure - RTI 2 DTC 1614: Microprocessor failure - RTI 3 DTC 1615: Microprocessor failure - A/D DTC 1616: Microprocessor failure - Interrupt DTC 1621: RS-485 Rx inactive DTC 1622: RS-485 Rx noise DTC 1623: RS-485 Rx bad packet format DTC 1624: RS-485 remote shutdown request DTC 1625: J1939 shutdown request DTC 1626: CAN-J1939 Tx fault DTC 1627: CAN-J1939 Rx fault DTC 1628: J1939 CAN address / engine-number conflict DTC 1629: J1939 TSC1 message receipt loss DTC 1630: J1939 ETC message receipt loss DTC 1632: PWM1-Gauge1 short to power DTC 1633: PWM2-Gauge2 open / ground short DTC 1634: PWM2-Gauge2 short to power DTC 1635: PWM3-Gauge3 open / ground short DTC 1636: PWM3-Gauge3 short to power DTC 1637: PWM4 open / ground short DTC 1638: PWM4 short to power DTC 1639: PWM5 open / ground short DTC 1640: PWM5 short to power DTC 1641: Buzzer control ground short DTC 1642: Buzzer open DTC 1643: Buzzer control short to power DTC 1644: MIL control ground short DTC 1645: MIL control short to power DTC 1651: J1939 ETC message receipt loss while in-gear DTC 1661: PWM6 open / ground short

SM 751

DTC Set 2

SPN-2 FMI-2 Description 520221 4 DTC 1662: PWM6 short to power 713 3 DTC 1663: PWM7 open / ground short 713 4 DTC 1664: PWM7 short to power 520222 3 DTC 1665: PWM8 open / ground short 520222 4 DTC 1666: PWM8 short to power 520223 3 DTC 1669: PWM9 open / ground short 520223 4 DTC 1670: PWM9 short to power 520224 3 DTC 2111: Unable to reach lower TPS 520224 3 DTC 2112: Unable to reach higher TPS 520224 4 DTC 2115: FPP1 higher than IVS 0 3 DTC 2116: FPP2 higher than IVS 0 3 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS 0 4 DTC 2121: FPP1-2 lower than expected 0 4 DTC 2122: FPP1 voltage high 1079 31 DTC 2123: FPP1 voltage low 629 31 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS 629 31 DTC 2126: FPP1-2 higher than expected 629 31 DTC 2127: FPP2 voltage low 629 31 DTC 2128: FPP2 voltage high 629 31 DTC 2130: IVS stuck at-idle, FPP1/2 match 0 31 DTC 2131: IVS stuck off-idle, FPP1/2 match 0 31 DTC 2135: TPS1/2 simultaneous voltages out-of-range 0 31 DTC 2139: FPP1 lower than IVS 0 31 DTC 2140: FPP2 lower than IVS 1384 31 DTC 2229: BP pressure high 639 12 DTC 2300: Spark coil 1 primary open or short to ground 639 12 DTC 2301: Spark coil 1 primary shorted 639 13 DTC 2303: Spark coil 2 primary open or short to ground 639 9 DTC 2304: Spark coil 2 primary shorted 91 2 DTC 2306: Spark coil 3 primary open or short to ground 697 6 DTC 2307: Spark coil 3 primary shorted 698 5 DTC 2309: Spark coil 4 primary open or short to ground 698 6 DTC 2310: Spark coil 4 primary shorted 699 5 DTC 2312: Spark coil 5 primary open or short to ground 699 6 DTC 2313: Spark coil 5 primary shorted 700 5 DTC 2315: Spark coil 6 primary open or short to ground 700 6 DTC 2316: Spark coil 6 primary shorted 520230 5 DTC 2318: Spark coil 7 primary open or short to ground 520230 6 DTC 2319: Spark coil 7 primary shorted 920 4 DTC 2321: Spark coil 8 primary open or short to ground 920 5 DTC 2322: Spark coil 8 primary shorted 920 3 DTC 2324: Spark coil 9 primary open or short to ground 1213 4 DTC 2325: Spark coil 9 primary shorted 1213 3 DTC 2327: Spark coil 10 primary open or short to ground 91 9 DTC 2328: Spark coil 10 primary shorted 925 5 DTC 2428: EGT temperature high

SPN-2 925 926 926 2646 2646 2647 2647 51 51 91 29 520250 91 91 91 520250 91 29 29 558 558 51 91 29 108 1268 1268 1269 1269 1270 1270 1271 1271 1272 1272 1273 1273 1274 1274 1275 1275 1276 1276 1277 1277 173

FMI-2 3 5 3 5 3 5 3 7 7 0 0 31 18 3 4 31 16 4 3 5 6 31 1 1 0 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 0

02(GM-T4)-6-35

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (4 of 4) DTC Set 2 Description DTC 2618: Tach output ground short DTC 2619: Tach output short to power DTC 8901: UEGO microprocessor internal fault DTC 8902: UEGO heater supply high voltage DTC 8903: UEGO heater supply low voltage DTC 8904: UEGO cal resistor voltage high DTC 8905: UEGO cal resistor voltage low DTC 8906: UEGO return voltage shorted high DTC 8907: UEGO return voltage shorted low DTC 8908: UEGO pump voltage shorted high DTC 8909: UEGO pump voltage shorted low DTC 8910: UEGO sense cell voltage high DTC 8911: UEGO sense cell voltage low DTC 8912: UEGO pump voltage at high drive limit DTC 8913: UEGO pump voltage at low drive limit DTC 8914: UEGO sense cell slow to warm up DTC 8915: UEGO pump cell slow to warm up DTC 8916: UEGO sense cell impedance high DTC 8917: UEGO pump cell impedance high DTC 8918: UEGO pump cell impedance low

SM 751

SPN-2 645 645 3221 3222 3222 3221 3221 3056 3056 3218 3218 3217 3217 3225 3225 3222 3225 3222 3225 3225

FMI-2 4 3 31 3 4 3 4 3 4 3 4 3 4 3 4 10 10 0 0 1

02(GM-T4)-6-36

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (1 of 4) DTC Set 2 Description SPN-2 0 DTC 1561: AUX analog Pull-Down 2 high voltage 0 DTC 1561: AUX analog Pull-Down 3 high voltage 0 DTC 1561: AUX analog Pull-Down 2 low voltage 0 DTC 1561: AUX analog Pull-Down 3 low voltage 0 DTC 1621: RS-485 Rx inactive 0 DTC 1622: RS-485 Rx noise 0 DTC 1623: RS-485 Rx bad packet format 0 DTC 1624: RS-485 remote shutdown request 0 Undefined DTC - Index 10297 0 Undefined DTC - Index 10298 0 Undefined DTC - Index 10299 29 DTC 2116: FPP2 higher than IVS 29 DTC 2140: FPP2 lower than IVS 29 DTC 2128: FPP2 voltage high 29 DTC 2127: FPP2 voltage low 51 DTC 221: TPS1-2 higher than expected 51 DTC 121: TPS1-2 lower than expected 51 DTC 123: TPS1 voltage high 51 DTC 122: TPS1 voltage low 51 DTC 2112: Unable to reach higher TPS 51 DTC 2111: Unable to reach lower TPS DTC 2135: TPS1/2 simultaneous voltages out-of-ran 51 84 DTC 502: Roadspeed input loss of signal 91 DTC 2115: FPP1 higher than IVS 91 DTC 2139: FPP1 lower than IVS 91 DTC 1630: J1939 ETC message receipt loss 91 DTC 2122: FPP1 voltage high 91 DTC 2123: FPP1 voltage low DTC 1651: J1939 ETC message receipt loss while in 91 91 DTC 2126: FPP1-2 higher than expected 91 DTC 2121: FPP1-2 lower than expected DTC 1121: FPP1/2 simultaneous voltages out-of-ran 91 94 DTC 88 Fuel pressure higher than expected 94 DTC 87 Fuel pressure lower than expected 94 DTC 92: FP high voltage 94 DTC 91: FP low voltage 100 DTC 521: Oil pressure sender high pressure 100 DTC 524: Oil pressure low 100 DTC 524: Oil pressure sender low pressure 100 DTC 523: Oil pressure sender high voltage 100 DTC 522: Oil pressure sender low voltage 100 DTC 520: Oil pressure sender low pressure stage 1 105 DTC 127: IAT higher than expected stage 2 105 DTC 113: IAT voltage high 105 DTC 112: IAT voltage low 105 DTC 111: IAT higher than expected stage 1

SM 751

FMI-2 3 3 4 4 31 31 31 31 31 31 31 0 1 3 4 0 1 3 4 7 7 31 1 0 1 2 3 4 9 16 18 31 0 1 3 4 0 1 1 3 4 18 0 3 4 15

DTC Set 2 Description DTC 107: MAP voltage low DTC 108: MAP pressure high DTC 2229: BP pressure high DTC 129: BP pressure low DTC 1522: CHT higher than expected stage 2 DTC 217: ECT higher than expected stage 2 DTC 118: ECT voltage high DTC 117: ECT voltage low DTC 116: ECT higher than expected stage 1 DTC 1521: CHT higher than expected stage 1 DTC 563: Vbat voltage high DTC 562: Vbat voltage low DTC 2428: EGT temperature high DTC 183: FT high voltage DTC 182: FT low voltage DTC 1417: EMWT1 higher than expected stage 2 DTC 1411: EMWT1 voltage high DTC 1413: EMWT1 voltage low DTC 1415: EMWT1 higher than expected stage 1 DTC 1418: EMWT2 higher than expected stage 2 DTC 1412: EMWT2 voltage high DTC 1414: EMWT2 voltage low DTC 1416: EMWT2 higher than expected stage 1 DTC 1425: ERWT1 higher than expected stage 2 DTC 1419: ERWT1 voltage high DTC 1421: ERWT1 voltage low DTC 1423: ERWT1 higher than expected stage 1 DTC 1426: ERWT2 higher than expected stage 2 DTC 1420: ERWT2 voltage high DTC 1422: ERWT2 voltage low DTC 1424: ERWT2 higher than expected stage 1 DTC 1112: RPM above spark rev limit level DTC 219: RPM higher than max allowed govern speed DTC 1111: RPM above fuel rev limit level DTC 2130: IVS stuck at-idle, FPP1/2 match DTC 2131: IVS stuck off-idle, FPP1/2 match DTC 601: Microprocessor failure - FLASH DTC 606: Microprocessor failure - COP DTC 1612: Microprocessor failure - RTI 1 DTC 1613: Microprocessor failure - RTI 2 DTC 1614: Microprocessor failure - RTI 3 DTC 1615: Microprocessor failure - A/D DTC 1616: Microprocessor failure - Interrupt DTC 604: Microprocessor failure - RAM DTC 336: CRANK input signal noise DTC 337: Crank signal loss

SPN-2 106 106 108 108 110 110 110 110 110 110 168 168 173 174 174 441 441 441 441 442 442 442 442 443 443 443 443 444 444 444 444 515 515 515 558 558 628 629 629 629 629 629 629 630 636 636

FMI-2 4 16 0 1 0 0 3 4 15 16 15 17 0 3 4 0 3 4 15 0 3 4 15 0 3 4 15 0 3 4 15 0 15 16 5 6 13 31 31 31 31 31 31 12 2 4

02(GM-T4)-6-37

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (2 of 4) DTC Set 2 Description DTC 16: Crank and/or cam could not synchronize du DTC 1629: J1939 TSC1 message receipt loss DTC 1626: CAN-J1939 Tx fault DTC 1627: CAN-J1939 Rx fault DTC 1628: J1939 CAN address / engine-number con DTC 2619: Tach output short to power DTC 2618: Tach output ground short DTC 261: Injector 1 open or short to ground DTC 262: Injector 1 coil shorted DTC 264: Injector 2 open or short to ground DTC 265: Injector 2 coil shorted DTC 267: Injector 3 open or short to ground DTC 268: Injector 3 coil shorted DTC 270: Injector 4 open or short to ground DTC 271: Injector 4 coil shorted DTC 273: Injector 5 open or short to ground DTC 274: Injector 5 coil shorted DTC 276: Injector 6 open or short to ground DTC 277: Injector 6 coil shorted DTC 279: Injector 7 open or short to ground DTC 280: Injector 7 coil shorted DTC 282: Injector 8 open or short to ground DTC 283: Injector 8 coil shorted DTC 285: Injector 9 open or short to ground DTC 286: Injector 9 coil shorted DTC 288: Injector 10 open or short to ground DTC 289: Injector 10 coil shorted DTC 1631: PWM1-Gauge1 open / ground short DTC 1632: PWM1-Gauge1 short to power DTC 1633: PWM2-Gauge2 open / ground short DTC 1634: PWM2-Gauge2 short to power DTC 1635: PWM3-Gauge3 open / ground short DTC 1636: PWM3-Gauge3 short to power DTC 1637: PWM4 open / ground short DTC 1638: PWM4 short to power DTC 1547: AUX analog Pull-Up/Down 4 high voltage DTC 1548: AUX analog Pull-Up/Down 4 low voltage DTC 341: CAM input signal noise DTC 342: Loss of CAM input signal DTC 134: EGO1 open / lazy DTC 326: Knock1 excessive or erratic signal DTC 327: Knock1 sensor open or not present DTC 1643: Buzzer control short to power DTC 1641: Buzzer control ground short DTC 1642: Buzzer open DTC 1662: PWM6 short to power

SM 751

SPN-2 FMI-2 636 639 639 639 639 645 645 651 651 652 652 653 653 654 654 655 655 656 656 657 657 658 658 659 659 660 660 697 697 698 698 699 699 700 700 713 713 723 723 724 731 731 920 920 920 925

8 9 12 12 13 3 4 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 3 4 2 4 10 2 4 3 4 5 3

DTC Set 2 Description

SPN-2

FMI-2

DTC 1661: PWM6 open / ground short DTC 1664: PWM7 short to power DTC 1663: PWM7 open / ground short DTC 643: Sensor supply voltage 1 high DTC 642: Sensor supply voltage 1 low DTC 1611: Sensor supply voltage 1 and 2 out-of-range DTC 653: Sensor supply voltage 2 high DTC 652: Sensor supply voltage 2 low DTC 238: TIP high voltage DTC 237: TIP low voltage DTC 1131: WGP voltage high DTC 1132: WGP voltage low DTC 1645: MIL control short to power DTC 1644: MIL control ground short DTC 650: MIL open DTC 359: Fuel run-out longer than expected DTC 2300: Spark coil 1 primary open or short to ground DTC 2301: Spark coil 1 primary shorted DTC 2303: Spark coil 2 primary open or short to ground DTC 2304: Spark coil 2 primary shorted DTC 2306: Spark coil 3 primary open or short to ground DTC 2307: Spark coil 3 primary shorted DTC 2309: Spark coil 4 primary open or short to ground DTC 2310: Spark coil 4 primary shorted DTC 2312: Spark coil 5 primary open or short to ground DTC 2313: Spark coil 5 primary shorted DTC 2315: Spark coil 6 primary open or short to ground DTC 2316: Spark coil 6 primary shorted DTC 2318: Spark coil 7 primary open or short to ground DTC 2319: Spark coil 7 primary shorted DTC 2321: Spark coil 8 primary open or short to ground DTC 2322: Spark coil 8 primary shorted DTC 2324: Spark coil 9 primary open or short to ground DTC 2325: Spark coil 9 primary shorted DTC 2327: Spark coil 10 primary open or short to ground DTC 2328: Spark coil 10 primary shorted DTC 617: Start relay coil short to power DTC 616: Start relay ground short DTC 615: Start relay coil open DTC 1311: Cylinder 1 misfire detected DTC 301: Cylinder 1 emissions/catalyst damaging misfire DTC 1312: Cylinder 2 misfire detected DTC 302: Cylinder 2 emissions/catalyst damaging misfire DTC 1313: Cylinder 3 misfire detected DTC 303: Cylinder 3 emissions/catalyst damaging misfire DTC 1314: Cylinder 4 misfire detected

925 926 926 1079 1079 1079 1080 1080 1127 1127 1192 1192 1213 1213 1213 1239 1268 1268 1269 1269 1270 1270 1271 1271 1272 1272 1273 1273 1274 1274 1275 1275 1276 1276 1277 1277 1321 1321 1321 1323 1323 1324 1324 1325 1325 1326

5 3 5 3 4 31 3 4 3 4 3 4 3 4 5 7 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 3 4 5 11 31 11 31 11 31 11

02(GM-T4)-6-38

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (3 of 4) DTC Set 2 Description DTC 304: Cylinder 4 emissions/catalyst damaging m DTC 1315: Cylinder 5 misfire detected DTC 305: Cylinder 5 emissions/catalyst damaging m DTC 1316: Cylinder 6 misfire detected DTC 306: Cylinder 6 emissions/catalyst damaging m DTC 1317: Cylinder 7 misfire detected DTC 307: Cylinder 7 emissions/catalyst damaging m DTC 1318: Cylinder 8 misfire detected DTC 308: Cylinder 8 emissions/catalyst damaging m DTC 628: Fuel-pump high-side open or short to grou DTC 629: Fuel-pump high-side short to power DTC 629: Fuel pump relay coil short to power DTC 628: Fuel pump relay control ground short DTC 627: Fuel pump relay coil open DTC 1625: J1939 shutdown request DTC 687: Power relay coil short to power DTC 686: Power relay ground short DTC 685: Power relay coil open DTC 234: Boost control overboost failure DTC 299: Boost control underboost failure DTC 236: TIP active DTC 1666: PWM8 short to power DTC 1665: PWM8 open / ground short DTC 1670: PWM9 short to power DTC 1669: PWM9 open / ground short DTC 8906: UEGO return voltage shorted high DTC 8907: UEGO return voltage shorted low DTC 8910: UEGO sense cell voltage high DTC 8911: UEGO sense cell voltage low DTC 8908: UEGO pump voltage shorted high DTC 8909: UEGO pump voltage shorted low DTC 8904: UEGO cal resistor voltage high DTC 8905: UEGO cal resistor voltage low DTC 8901: UEGO microprocessor internal fault DTC 8916: UEGO sense cell impedance high DTC 8902: UEGO heater supply high voltage DTC 8903: UEGO heater supply low voltage DTC 8914: UEGO sense cell slow to warm up DTC 8917: UEGO pump cell impedance high DTC 8918: UEGO pump cell impedance low DTC 8912: UEGO pump voltage at high drive limit DTC 8913: UEGO pump voltage at low drive limit DTC 8915: UEGO pump cell slow to warm up DTC 171: Adaptive-learn gasoline bank1 high DTC 172: Adaptive-learn gasoline bank1 low DTC 174: Adaptive-learn gasoline bank2 high

SM 751

SPN-2 FMI-2 Description 1326 31 DTC 175: Adaptive-learn gasoline bank2 low 1327 11 DTC 1161: Adaptive-learn LPG high 1327 31 DTC 1162: Adaptive-learn LPG low 1328 11 DTC 1163: Adaptive-learn NG high 1328 31 DTC 1164: Adaptive-learn NG low 1329 11 DTC 1155: Closed-loop gasoline bank1 high 1329 31 DTC 1156: Closed-loop gasoline bank1 low 1330 11 DTC 1157: Closed-loop gasoline bank2 high 1330 31 DTC 1158: Closed-loop gasoline bank2 low 1347 5 DTC 1151: Closed-loop LPG high 1347 6 DTC 1152: Closed-loop LPG low 1348 3 DTC 1153: Closed-loop NG high 1348 4 DTC 1154: Closed-loop NG low 1348 5 DTC 154: EGO2 open / lazy 1384 31 DTC 140: EGO3 open / lazy 1485 3 DTC 160: EGO4 open / lazy 1485 4 DTC 420: Catalyst inactive on gasoline (Bank 1) 1485 5 DTC 430: Catalyst inactive on gasoline (Bank 2) 1692 0 DTC 1165: Catalyst inactive on LPG 1692 1 DTC 1166: Catalyst inactive on NG 1692 2 DTC 1515: AUX analog Pull-Down 1 high voltage 2646 3 DTC 1516: AUX analog Pull-Down 1 low voltage 2646 5 DTC 1511: AUX analog Pull-Up 1 high voltage 2647 3 DTC 1512: AUX analog Pull-Up 1 low voltage 2647 5 DTC 1513: AUX analog Pull-Up 2 high voltage 3056 3 DTC 1514: AUX analog Pull-Up 2 low voltage 3056 4 DTC 1517: AUX analog Pull-Up 3 high voltage 3217 3 DTC 1518: AUX analog Pull-Up 3 low voltage 3217 4 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 3218 3 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 3218 4 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 3221 3 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 3221 4 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 3221 31 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 3222 0 DTC 1551: AUX digital 1 high voltage 3222 3 DTC 1552: AUX digital 1 low voltage 3222 4 DTC 1553: AUX digital 2 high voltage 3222 10 DTC 1554: AUX digital 2 low voltage 3225 0 DTC 1555: AUX digital 3 high voltage 3225 1 DTC 1555: Water Intrusion Detection 3225 3 DTC 1556: AUX digital 3 low voltage 3225 4 DTC 916: Shift actuator feedback out-of-range 3225 10 DTC 919: Shift unable to reach desired gear 520200 0 DTC 920: Shift actuator or drive circuit failed 520200 1 DTC 1639: PWM5 open / ground short 520201 0 DTC 1640: PWM5 short to power

DTC Set 2 SPN-2 520201 520202 520202 520203 520203 520204 520204 520205 520205 520206 520206 520207 520207 520208 520209 520210 520211 520212 520213 520214 520215 520215 520216 520216 520217 520217 520218 520218 520219 520219 520220 520220 520221 520221 520222 520222 520223 520223 520224 520224 520224 520226 520226 520226 520230 520230

FMI-2 1 0 1 0 1 0 1 0 1 0 1 0 1 10 10 10 10 10 10 10 3 4 3 4 3 4 3 4 3 4 3 4 3 4 3 4 3 4 3 3 4 3 7 31 5 6

02(GM-T4)-6-39

Group 02(GM-Tier4), PSI FUEL SYSTEM

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI 4 of 4) DTC Set 2 Description DTC 188: Gaseous fuel temperature sender high vol DTC 187: Gaseous fuel temperature sender low volta DTC 331: Knock2 excessive or erratic signal DTC 332: Knock2 sensor open or not present DTC 2120: FPP1 invalid voltage and FPP2 disagrees DTC 2125: FPP2 invalid voltage and FPP1 disagrees DTC 1122: FPP1/2 do not match each other or IVS ( DTC 223: TPS2 voltage high DTC 222: TPS2 voltage low DTC 509: IAC coil open/short DTC 508: IAC ground short DTC 1171: MegaJector delivery pressure higher than DTC 1172: MegaJector delivery pressure lower than DTC 1174: MegaJector voltage supply high DTC 1175: MegaJector voltage supply low DTC 1176: MegaJector internal actuator fault detecti DTC 1177: MegaJector internal circuitry fault detectio DTC 1178: MegaJector internal comm fault detection DTC 1173: MegaJector comm lost DTC 1531: Gov1/2/3 interlock failure DTC 1182: Fuel impurity level high DTC 11: Intake cam / distributor position error DTC 24: Exhaust cam position error DTC 1183: MegaJector autozero / lockoff failure

SM 751

SPN-2 520240 520240 520241 520241 520250 520250 520250 520251 520251 520252 520252 520260 520260 520260 520260 520260 520260 520260 520260 520270 520401 520800 520801 520803

FMI-2 3 4 2 4 31 31 31 3 4 5 6 0 1 3 4 12 12 12 31 31 0 7 7 31

02(GM-T4)-6-40

Group 02(GM-Tier4), PSI FUEL SYSTEM OBD System Check/MIL (Malfunction Indicator Lamp)

Circuit Description The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an engine or fuel system related problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.

SM 751

02(GM-T4)-6-41

Group 02(GM-Tier4), PSI FUEL SYSTEM Starter Circuit System Diagnostics Step

Action

Value(s)

Yes

Remove the back off of the fuse and relay block assembly. Locate and inspect all wires/terminals for the starter relay circuit. Insure that all crimps are good and that all terminals are completely engaged into the block. Look for push back terminals or bad crimps.

All Okay

Go to Step (2)

Repair the wiring issue.

• Using a DVOM, back probe the starter relay coil terminal 85 to a +12V while cranking the engine Does the DVOM have a 12v signal while cranking?

12V

Go to Step (3)

Check wire from the relay terminal 85 to pin 89 on the ECM. Check all terminals for spread condition or push back. Repair harness.

• Using a DVOM, back probe the starter relay coil terminal 86 to a Ground source while cranking the engine Does the DVOM have a 12v signal while cranking?

12V

Go to Step (4)

Go to Step (6)

• Using a DVOM, back probe starter relay contact feed terminal 87 to a Ground source Does the DVOM have a 12v signal at all times?

12V

Go to Step (5)

Go to Step (7)

• Using a DVOM, back probe relay contact terminal 30 to a Ground source Does the DVOM have a 12v signal while cranking?

12V

Go to Step (8)

Replace starter relay

• Check terminals at the CIC pin F and terminal 86 at the relay. • Check for continuity between pin F at terminal 86 of the relay Do you have continuity? Are the pins fully seated and not spread?

Yes

Issue with switched 12v supply from OEM. Consult OEM

Repair the wiring issue.

• Check circuit between terminal 87 and the 20A starter fuse. • Check for pushed back pins, broken or cracked fuses. Did the circuit have a fault between terminal 87 and the 20A fuse?

Repair the fault in the circuit

Possible internal harness issue.

• Check circuit between terminal 30 at the relay and the starter solenoid • Check terminal 30 for spread terminals and pushback Is the circuit between terminal 30 and the starter okay?

Replace Starter

Repair the wiring issue.

SM 751

02(GM-T4)-6-42

Group 02(GM-Tier4), PSI FUEL SYSTEM HVS Ignition Control System Diagnostics 4.3L, 5.0L, 5.7L - SHOWN BELOW

Before using the Ignition Control Diagnostic chart be sure to check the following items: Spark plug wires: Be sure spark plug wires are in good condition. Check for cuts, breaks, burns, hardness or swelling. LPG fuel requires much higher peak firing voltages compared to gasoline. Check spark pug electrical continuity using a DVOM. Wires should ohm out to no more than 1,000 ohms per foot of wire length. Distributor cap and rotor: Check the cap and rotor assembly for moisture, corrosion or carbon tracking. The ignition timing is not adjustable. Turning the distributor assembly will not change the ignition timing, but will alter the rotor phase. Wipe away dust and debris from the ignition coil tower. System power fuses: Check the system power fuses. These sources supply the ignition coil and module system power. Check that the power and ground terminals are clean and in the proper location.

SM 751

02(GM-T4)-6-43

Group 02(GM-Tier4), PSI FUEL SYSTEM Ignition Control System Diagnostic Chart Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Crank the engine and observe the engine speed signal on the DST Is the value greater than the specified value?

125 RPM

Go to Step (5)

Go to Step (3)

• Check the DST for historical code sets. (Always diagnose and repair codes with the lowest numerical value first). • Run the diagnostic chart for DTC 337 Did you find and correct the problem?

Go to Step (16)

Go to Step (4)

• Run the diagnostic chart for DTC 342 Did you find and correct the problem?

Go to Step (16)

Go to Step (5)

• Disconnect the ignition module connector C011 • Using an LED type test lamp check for a signal between the ignition module connector pin B and battery positive • Crank the engine Does the LED test lamp flash while cranking the engine?

Go to Step (6)

Go to Step (10)

• Using a DVOM check for power between the ignition module connector pin A and engine ground Do you have power?

Go to Step (7)

Repair the system power circuit. Check all system fuses and power relay connections

• Disconnect the ignition coil connector C009 • Using a digital LED test lamp check for a signal between the ignition coil connector pin B and battery positive • Crank the engine Does the LED test lamp flash while cranking the engine?

Go to Step(8)

Go to Step (13)

• Using a DVOM check for voltage between the ignition coil connector pin A and engine ground System voltage Does the DVOM show voltage?

Go to Step (9)

Repair the system power circuit. Check all system fuses and power relay connections

• Replace the ignition coil Is the replacement complete?

Go to Step (16)

• Key OFF • Disconnect the ECM connector C001 • Using a DVOM check for continuity between ignition module connector pin B and ECM connector pin 31 Do you have continuity between them?

Go to Step (11)

Repair the open ignition control circuit. See wiring harness repair section.

SM 751

02(GM-T4)-6-44

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Using a DVOM check for continuity between ignition module connector pin B and engine ground Do you have continuity between them?

• Replace ECM Is the replacement complete?

• Disconnect coil. Using a DVOM check for continuity between the ignition module connector pin C and engine ground Do you have continuity?

Yes

Repair the shorted to ground ignition control circuit. See wiring harness repair section.

Go to Step (12)

Go to Step (16)

Go to Step (14)

Repair the open ignition module ground circuit. See wring harness repair.

• Using a DVOM check for continuity between the ignition module connector pin D and ignition coil connector pin B Do you have continuity?

Go to Step (15)

Repair the open ignition module circuit. See wring harness repair.

• Replace the ignition module. Is the replacement complete?

Go to Step (16)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-45

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 11 – Intake cam / distributor position error (SPN 520800:FMI 7)

Conditions for setting the DTC • Camshaft Position sensor • Check Condition- Engine cranking • Fault Condition- Engine RPM’s greater than 2,000 and difference between the desired CAM position and actual CAM position is greater than 30 CAD • MIL Command-ON

Circuit Description The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus making the cylinder identification available to the ECM. The camshaft position sensor is a 3 wire hall effect sensor. One wire for current feed (5v), one for ground, and one for the output signal (CAM 1). The sensor must have a good 5v reference and ground to operate properly. The CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP display software. This code will set when these two values are more than 30 CAD BTDC apart. To change the CAM position you should rotate the distributor. If rotating the distributor does not correct the issue you should troubleshoot sensor, wiring, and ECM for issues.

SM 751

02(GM-T4)-6-46

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8) 4.3L, 5.0 & 5.7L - SHOWN BELOW

Conditions for setting the DTC • Crankshaft Position sensor • Check Condition- Engine cranking • Fault Condition- Cranking rpm above 90 and more than 4 cranking revolutions without synchronization Adaptive Disabled • MIL Command-ON

Circuit Description The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This fault will set if the ECM detects cranking revolutions without synchronization of the CMP and CKP sensors. Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the cause of this code set.

SM 751

02(GM-T4)-6-47

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8) Step

Action

Did you perform the On-Board (OBD) System Check?

• Check that the ECM ground terminals C010, C022 and C023 are clean and tight Are the ground terminals clean and tight?

• Key On, Engine OFF • Disconnect the CKP (Crankshaft position) Sensor connector C015 • Using A DVOM check for voltage at the CKP sensor connector pin 1 and engine ground

Value(s)

5.0 volts

Yes

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

(CHECK THIS BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin 2 and ECM connector pin 22 Do you have continuity between them?

• Using a DVOM check for continuity between CKP connector pin 3 and ECM connector pin 21 Do you have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect the CKP connector C015 terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 19, 21 and 22 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CKP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 751

02(GM-T4)-6-48

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-16 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-16 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-49

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 16-Never Crank Synced At Start - 3.0L ONLY (SPN 636:FMI 8)

Conditions for setting the DTC • • • •

Crankshaft Position sensor Check Condition- Engine cranking Fault Condition- Cranking RPM above 90 and more than 4 cranking revolutions without sync MIL Command-ON

NOTE: The 3.0L engine has a 2 wire Variable Reluctance Sensor Circuit Description The CKP (crankshaft position sensor) is a magnetic transducer mounted on the engine block adjacent to a pulse wheel located on the crankshaft. It determines crankshaft position by monitoring the pulse wheel. The Crankshaft Position sensor is used to measure engine RPM and its signal is used to synchronize the ignition and fuel systems. This fault will set one or more crank re-sync occur within 800 ms.

SM 751

02(GM-T4)-6-50

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 16-Never Crank Synced At Start Step

Action

Did you perform the On-Board (OBD) System Check?

• Check to be sure that the ECM ground terminals C014 and C023 are clean and tight Are terminals C014 and C023 clean and tight?

• Key OFF • Disconnect the CKP Sensor connector C017 • Using A DVOM check for voltage output directly from the CKP sensor while cranking the engine. Do you have voltage output?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin A and ECM connector pin 21 Do you have continuity between them?

Yes

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Go to Step (11)

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Using a DVOM check for continuity between CKP connector pin B and ECM connector pin 22 Do you have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect the CKP connector C017 pins for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals pins 21 and 22 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Using a DVOM check for continuity between ECM connector pins 21 and 22 to engine ground Do you have continuity?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

• Replace CKP sensor Is the replacement complete?

Go to Step (12)

• Replace ECM Is the replacement complete?

Go to Step (12)

SM 751

Value(s)

Over 5 volts

02(GM-T4)-6-51

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Key OFF • Inspect the pulse wheel CKP sensor for mechanical damage, corrosion or contamination Did you find a problem?

Repair the component as necessary. Refer to Engine Repairs in Engine Section.

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-16 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-52

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 87 – Fuel Pressure Low (SPN 87:FMI 1)

Conditions for setting the DTC • • • •

Fuel Pressure is less than 55 psia Fault must be active for 3.0 seconds to activate DTC MIL light on during fault Forced idle is enabled

Circuit Description This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.

SM 751

02(GM-T4)-6-53

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 87 – Fuel Pressure Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Intermittent problem. Go to intermittent section

Go to Step (4)

Go to Step (5)

• Key On • DST (Diagnostic Scan Tool) connected 2

On the FAULTS page, check the value for fuel rail 55 psia or less? pressure. Does the DST display 55 psia or less?

• Check the fuel pressure using a manual fuel pressure gauge 55 psia or less? Does the manual gauge display 55 psi or less?

• Check for an open in the fuel pump ground circuit (OEM supplied) Is there an open in the ground circuit?

Repair the open circuit

Go to Step (6)

• Jumper pins C and D at the fuel pressure sensor connector • Monitor the FRP_Raw volts on the VOLTAGE page. Does FRP_Raw display 5 volts?

Replace the Fuel pressure Sensor

Repair the wiring between the fuel pump pressure sensor and the ECM

• Check the OEM fuel hoses for proper installation and routing • Check the OEM fuel hoses for blockages Were the OEM fuel hoses improperly installed or have a blockage?

Repair the OEM fuel hose issue

Replace ECM

SM 751

5 volts

02(GM-T4)-6-54

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 88 – Fuel Pressure High (SPN 94:FMI 0)

Conditions for setting the DTC • • • •

Fuel Pressure is greater than 90 psia Fault must be active for 3.0 seconds to activate DTC MIL light on during fault Forced idle is enabled

SM 751

02(GM-T4)-6-55

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 88 – Fuel Pressure High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

90 psia or greater

Go to Step (3)

Intermittent problem. Go to intermittent section

90 psia or greater

Go to Step (4)

Go to Step (5)

• Key On • DST (Diagnostic Scan Tool) connected 2

On the FAULTS page, check the value for fuel rail pressure. Does the DST display 90 psia or greater?

• Check the fuel pressure using a manual fuel pressure gauge from the CKP sensor while cranking the engine. Does the manual gauge display 90 psi or greater?

• Check for a short to ground in the fuel pump ground circuit (OEM supplied) Is the ground circuit shorted to a ground?

Repair the short to ground

Go to Step (6)

• Jumper pins C and D at the fuel pressure sensor connector • Monitor the FRP_Raw volts on the VOLTAGE page. Does FRP_Raw display 5 volts?

Replace the Fuel pressure Sensor

Repair the wiring between the fuel pump pressure sensor and the ECM

• Check the OEM fuel hoses for proper installation and routing • Check the OEM fuel hoses for blockages Were the OEM fuel hoses improperly installed or have a blockage?

Repair the OEM fuel hose issue

Replace ECM

SM 751

5 volts

02(GM-T4)-6-56

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 91-Gasoline Fuel Pressure Sensor Low Voltage (SPN 94: FMI 4)

Conditions for setting the DTC • • • • •

Gasoline fuel temperature sensor voltage Fuel pressure sensor voltage less than 0.2v for greater than 1 second MIL-On for active fault and for 2 seconds after active fault Adaptive Learn is disabled during fault condition Forced idle is enabled

Circuit Description Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline fuel pressure sensor voltage is read at less than 0.2v. This indicates a low voltage fault from the sensor or circuit. This fault can occur when a ground is lost on the black/Lt Green circuit.

SM 751

02(GM-T4)-6-57

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 91-Gasoline Fuel Pressure Sensor High Voltage (SPN 94: FMI 3)

Conditions for setting the DTC • • • • •

Gasoline fuel temperature sensor voltage Fuel pressure sensor voltage greater than 4.8v for greater than 1 second MIL-On for active fault and for 2 seconds after active fault Adaptive Learn is disabled during fault condition Forced Idle is enabled

Circuit Description Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline fuel pressure sensor voltage is reading greater than 4.8v. This indicates a high voltage fault from the sensor or circuit.

SM 751

02(GM-T4)-6-58

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 107-MAP Low Voltage (SPN 106:FMI 4)

Conditions for Setting the DTC • • • • • •

Manifold Absolute Pressure Sensor Check Condition-Engine cranking or running Fault Condition-MAP voltage less than 0.050 with throttle position greater than 2.0% and engine RPM less than 3000. MIL-ON Adaptive-Disabled Fueling is based on RPM and TPS Limp-Home Condition during this fault.

Circuit Description The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction. The pressure reading is used in conjunction with other inputs to estimate the airflow rate to the engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than 0.050 with TPS greater than 2% and engine RPM is less than 3000. The Adaptive Learn will be disabled for the remainder of the key on cycle and the MIL command is on.

SM 751

02(GM-T4)-6-59

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 107-MAP Low Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine running. • DSC (Diagnostic Scan Tool) connected in System Data Mode Does DST display MAP voltage of 0.050 or less with the engine running below 3000 rpm and TPS above 2.0 %?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the MAP sensor connector C006 from the wiring harness • Jump the 5 volt reference pin 3 and MAP signal circuit pin 4 together • Key ON Does the DST display MAP voltage of 4.5 volts or greater?

Go to Step (4)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (17)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (13)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect MAP connector and pins for corrosion, contamination or mechanical damage Any problems found?

• Key OFF • Disconnect ECM connector C001 • Check for continuity between MAP sensor connector signal pin 4 and ECM MAP signal pin 7. Do you have continuity between them? • Check for continuity between MAP sensor connector 5 volt supply signal pin 3 and ECM 5 volt supply pin 19 Do you have continuity between them? • Check for continuity between MAP sensor connector ground pin 1 and ECM sensor ground pin 20 Do you have continuity between them?

• Probe MAP connector signal circuit pin 4 with a test light connected to battery voltage. Does the DST display MAP voltage of 4.0 or greater?

• Key OFF • Disconnect ECM connector • Check for continuity between MAP sensor connector pin 3 and ECM 5 volt pin 19. Do you have continuity between them?

SM 751

02(GM-T4)-6-60

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Check for continuity between MAP sensor connector 5 volt reference pin 3 and engine ground Do you have continuity?

Value(s)

Yes

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (16)

Go to Step (17)

Go to Step (14)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check for continuity between MAP sensor connector signal pin 4 and engine ground Do you have continuity?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (15)

• Inspect ECM connector and wire harness connector terminals for corrosion, contamination or mechanical damage Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (16)

• Inspect ECM and MAP wire harness connector and terminal for corrosion, contamination or mechanical damage Any problems found? • Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete? • Disconnect ECM connector • Check for continuity between MAP sensor connector signal circuit pin 4 and ECM signal pin 7. Do you have continuity between them?

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete?

Go to Step (18)

• Replace MAP sensor Is the replacement complete?

Go to Step (18)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-107 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-61

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 108-MAP High Pressure (SPN 106:FMI 16)

Conditions for Setting the DTC • • • • •

MAP pressure test Check condition-engine running Fault Condition-MAP greater than 17.00 psia with TPS less than 10% and engine rpm greater than 800. MIL-ON Adaptive-disabled

Circuit Description The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure value is used for fuel, airflow and spark calculations. This fault will set in the event the MAP value is greater than 17.00 psia when the TPS is less than 10% with engine rpm greater than 800.

SM 751

02(GM-T4)-6-62

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 108-MAP High Pressure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine running at full operating temperature. • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display MAP pressure of 17 psia or greater with the engine running above 800 rpm with a TPS value less than 10%?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the MAP sensor connector C006 • Key ON Does the DST display MAP pressure less than 0.05 psia?

Go to Step (4)

Go to Step (6)

• Probe MAP connector ground pin 1 with a test light connected to battery voltage. Does the test light come on?

Go to Step (5)

Go to Step (8)

• Check MAP mechanical vacuum connection for correct mounting or possible damage causing leakage. Is the MAP sensor mechanical connection OK?

Go to Step (6)

Go to Step (10)

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

Go to Step (9)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Key OFF • Disconnect ECM connector and inspect terminals for damage corrosion or contamination. Is the connection OK? • Replace MAP sensor. Is the repair complete? • Disconnect ECM connector and check for continuity between MAP connector sensor ground pin 1 and ECM sensor ground pin 20. Do you have continuity between them?

• Correct MAP mechanical connection Has the MAP mechanical connection problem been corrected?

Go to Step (11)

• Replace MAP sensor Is the replacement complete?

Go to Step (11)

SM 751

02(GM-T4)-6-63

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-108 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-64

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)

Conditions for Setting the DTC • • • • • • •

Intake Air Temperature Check Condition-Engine Running Fault Condition-Intake Air Temperature greater than 200 degrees F. with engine rpm greater than 700 Condition must be present for a minimum of 60 seconds MIL-ON Adaptive-Disabled during active fault Derate level 1 will occur

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the air intake manifold of the engine. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This fault will set if the Intake Air Temperature is greater than 200 degrees F. with engine speed greater than 700 rpm. The engine will go into a level 1 derate mode to prevent engine damage.

Diagnostic Aid This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a problem with the inlet air system. • Ensure that the air inlet is not obstructed, modified or damaged. • Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system • If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

SM 751

02(GM-T4)-6-65

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 112-IAT Low Voltage (SPN 105:FMI 4)

Conditions for Setting the DTC • • • • •

Intake Air Temperature Check Condition Engine Cranking or Running Fault Condition-IAT Sensor Voltage less than 0.050 MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is less than 0.050 volts for 1 second anytime the engine is cranking or running. The ECM will use the default value for the IAT sensor in the event of this fault.

SM 751

02(GM-T4)-6-66

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 112-IAT Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display IAT voltage of 0.050 or less?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the TMAP sensor connector. • Key ON Does the DST display IAT voltage of 4.90 volts or greater?

Go to Step (4)

Go to Step (5)

• Replace TMAP sensor. Is the replacement complete?

Go to Step (9)

• Key OFF • Disconnect ECM wire harness connector C001 • Check for continuity between TMAP sensor connector ground pin 1 and TMAP sensor connector signal pin 2 Do you have continuity between them?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Check for continuity between TMAP sensor connector signal circuit pin 2 and engine ground. Do you have continuity?

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-112 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-67

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 113-IAT High Voltage (SPN 105:FMI 3)

Conditions for Setting the DTC • • • • •

Intake Air Temperature Check Condition-Engine Running Fault Condition-IAT Sensor Voltage greater than 4.950 volts MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold.. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM will use a default value for the IAT sensor in the event of this fault.

SM 751

02(GM-T4)-6-68

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 113-IAT Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display IAT voltage of 4.950 or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the TMAP sensor connector C006 and jump pins 1 and 2 together • Key ON Does the DST display IAT voltage of 0.1 volts or less?

Go to Step (9)

Go to Step (4)

• Key OFF • Jump TMAP sensor connector signal pin 2 to engine ground • Key ON Does DST display IAT voltage of 0.1 volts or less?

Go to Step (7)

Go to Step (6)

• Replace TMAP sensor. Is the replacement complete?

Go to Step (11)

• Key OFF • Disconnect the ECM wire harness connector C001. • Check for continuity between TMAP sensor connector signal pin 2 and ECM IAT signal pin 39 Do you have continuity between them?

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

• Re-check wire harness and TMAP sensor connector for damage corrosion or contamination Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Re-check wire harness and TMAP sensor connectors for damage corrosion or contamination Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Check for continuity between TMAP sensor connector ground circuit pin 1 and ECM sensor ground circuit pin 20 Do you have continuity between them? • Replace the ECM. Is the replacement complete?

SM 751

02(GM-T4)-6-69

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-113 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-70

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 116-ECT Higher Than Expected 1 (SPN 110:FMI 15)

Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-Engine Coolant Temperature reading or estimate greater than 236 degrees F. for greater than 20 seconds • MIL-On • Power derate (level 1) • Adaptive-Disabled during active fault

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds 236 degrees F. for more than 20 seconds. Power derate level one will be enforced during this fault limiting the maximum throttle position to 50%.

SM 751

02(GM-T4)-6-71

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 116-ECT Higher Than Expected 1 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Warm engine to normal operating temperature, then run the engine above 1200 rpm for at least 60 seconds

Go to Step (3)

Does the DST display ECT temperture of 236 degrees F or greater?

Verify with a temperature gauge that the engine coolant is over 236 degrees F. Does the temperature gauge indicated 236 degrees F. or greater? Verify ECT Circuit function. Follow diagnostic test procedure for DTC 217 (ECT Higher than expected 2)

SM 751

Repair cooling system.

02(GM-T4)-6-72

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 117-ECT/CHT Low Voltage (SPN 110:FMI 4)

Conditions for Setting the DTC • • • • •

Engine Coolant Temperature Check Condition-Engine Running Fault Condition-ECT sensor voltage less than 0.050 MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant passage. It is used for the engine airflow calculation, cold fuel enrichment and to enable other temperature dependant features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm (see table). This fault will set if the signal voltage is less than 0.050 volts for any period longer than 1 second. The ECM will use a default value for the ECT sensor in the event of this fault.

SM 751

Temp (deg F)

Ohms +/-10%

242.4

101

231.9

121

211.6

175

201.4

209

181.9

302

163.1

434

144.9

625

127.4

901

102.4

1,556

78.9

2,689

49.9

5,576

23.5

11,562

-5.7

28,770

-21.2

49,715

-30.8

71,589

-40.0

99,301

02(GM-T4)-6-73

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 117-ECT/CHT Low Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display ECT voltage of 0.050 or less?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECT wire harness connector C007 • Key ON Does the DST display ECT voltage of 4.90 volts or greater?

Go to Step (4)

Go to Step (5)

• Replace ECT sensor. Is the replacement complete?

Go to Step (8)

• Key OFF • Disconnect ECM wire harness connector C001 • Check for continuity between ECT sensor connector signal pin A and ECT sensor ground pin B Do you have continuity between them?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Check for continuity between ECT sensor connector signal circuit pin A and engine ground. Do you have continuity?

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-117 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-74

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 118-ECT/CHT High Voltage (SPN 110:FMI 3)

Conditions for Setting the DTC • • • • •

Engine Coolant Temperature Check Condition-Engine Running Fault Condition-ECT sensor voltage exceeds 4.950 volts MIL-ON during active fault Adaptive-Disabled

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant passage. It is used for the engine airflow calculation, cold fuel enrichment and to enable other temperature dependant features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm (see table). This fault will set if the signal voltage is greater than 4.950 volts anytime the engine is running. The ECM will use a default value for the ECT sensor in the event of this fault.

SM 751

Temp (deg F)

Ohms +/-10%

242.4

101

231.9

121

211.6

175

201.4

209

181.9

302

163.1

434

144.9

625

127.4

901

102.4

1,556

78.9

2,689

49.9

5,576

23.5

11,562

-5.7

28,770

-21.2

49,715

-30.8

71,589

-40.0

99,301

02(GM-T4)-6-75

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 118-ECT/CHT High Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display ECT voltage of 4.95 or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECT sensor connector C007 and Jump terminals A and B together • Key ON Does the DST display ECT voltage of 0.05 volts or less?

Go to Step (4)

Go to Step (8)

• Using a DVOM check the resistance between the See resistance two terminals of the ECT sensor and compare the chart vs. temperature in the resistance reading to the chart DTC 118 cirIs the resistance value correct? cuit description

Go to Step (6)

Go to Step (5)

• Replace ECT sensor. Is the replacement complete?

Go to Step (14)

• Inspect the ECT wire harness connector terminals A and B for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Key OFF • Disconnect ECM wire harness connector C001 • Inspect ECM connector pins 10 and 20 for damage corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer Intermittent probto Wiring Repairs lem Go to Intermittent section in Engine Electrical.

• Jump the ECT signal pin A at the ECT connector to engine ground Does DST display ECT voltage of 0.05 or less?

• Key OFF • Disconnect ECM wire harness connector • Using a DVOM check for continuity between ECT sensor ground pin B and ECM connector pin 20 Do you have continuity between them?

• Inspect ECM connector pins 40 and 20 for damage, corrosion or contamination Did you find a problem?

SM 751

Go to Step (9)

Go to Step (12)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

02(GM-T4)-6-76

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Replace ECM Is the replacement complete?

• Key OFF • Disconnect ECM wire harness connector • Using a DVOM check for continuity between ECT connector signal pin A and ECM connector terminal 40 Do you have continuity between them?

• Inspect ECM connector pins 40 and 20 for damage, corrosion or contamination Did you find a problem?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-118 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

Go to Step (14)

Go to Step (13)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

System OK

Go to OBD System Check

02(GM-T4)-6-77

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 121-TPS 1 Lower Than TPS 2 (SPN 51:FMI 1)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 & 2 Check Condition-Key ON Fault Condition-TPS 1 20% lower than TPS 2 MIL-ON for remainder of key on cycle Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or more) lower than TPS 2. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is on and the engine will shutdown.

SM 751

02(GM-T4)-6-78

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 121-TPS 1 Lower Than TPS 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display more than a 20% difference between TPS 1 and TPS 2 voltage?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (5)

Go to Step (4)

Key OFF Disconnect ECM wiring harness connector C001 Key ON Using a DVOM check for voltage between ECM connector TPS 1 signal pin 5 and engine ground Do you have voltage?

Repair the TPS 1 circuit shorted to voltage as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at connector C017 Does DST display TPS 1 voltage over 4.90 volts

Go to Step (6)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• • • •

Key OFF Disconnect electronic throttle connector C017 Key ON Change DST mode to DBW (drive by wire) test mode Is the voltage for TPS 1 less than 0.1 volts? • • • •

• Inspect wire terminals at throttle connector for damage corrosion or contamination Any problems found?

• Replace the electronic Throttle Is the replacement complete?

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between throttle connector TPS 1 signal pin 6 and ECM connector TPS 1 signal pin 5 Do you have continuity between them?

• Using a DVOM check for continuity between throttle connector signal ground pin 2 and ECM connector signal ground pin 20 Do you have continuity between them? • Inspect ECM connector terminals for damage corrosion or contamination. Any problems found?

SM 751

Go to Step (12)

Go to Step (9)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

02(GM-T4)-6-79

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-121 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

02(GM-T4)-6-80

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 122-TPS 1 Low Voltage (SPN 51:FMI 4)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 Check Condition-Cranking or Running Fault Condition-TPS sensor less than 0.200 volts MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and the engine will shut down.

SM 751

02(GM-T4)-6-81

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 122-TPS 1 Low Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive by Wire) throttle test mode Does the DST display TPS 1 voltage of 0.200 volts or less with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 1 voltage Does TPS 1 voltage ever fall below 0.200 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the electronic throttle connector C017 • Jump the 5 volt reference circuit pin 3 and TPS 1 signal circuit pin 6 together at the throttle connector • Key ON Does DST display TPS 1 voltage of 4.0 volts or greater?

Go to Step (7)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check continuity between the electronic throttle connector signal pin 6 and ECM connector TPS 1 signal pin 5 Do have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Replace ECM Is the replacement complete?

Go to Step (9)

• Inspect the throttle wire harness connector terminals for damage, corrosion or contamination Did you find a problem?

• Replace the electronic throttle Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-122 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

Go to Step (9)

System OK

Go to OBD System Check

02(GM-T4)-6-82

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 123-TPS 1 High Voltage (SPN 51:FMI 3)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 Check Condition-Cranking or Running Fault Condition-TPS sensor voltage exceeds 4.800 volts MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts. The MIL command is ON and the engine will shut down.

SM 751

02(GM-T4)-6-83

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 123-TPS 1 High Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected Does the DST display TPS 1 voltage of 4.800 volts or greater with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 1 voltage Does TPS 1 voltage ever fall below 4.800 volts?

Go to Step (4)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector • Key ON Does DST display TPS 1 voltage less than 0.2 volts?

Go to Step (7)

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between TPS 1 signal at the ECM connector pin 5 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

Go to Step (11)

• Back probe sensor ground circuit at the ECM side of the wire harness pin 3 with a test light connected to battery voltage Does the test light come on?

Go to Step (8)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (11)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• • • •

• Inspect the electronic throttle connector terminals for damage, corrosion or contamination Did you find a problem?

• Replace the electronic throttle Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between the electronic throttle connector sensor ground pin 2 and ECM connector TPS 1 sensor ground pin 20 Do have continuity between them?

SM 751

02(GM-T4)-6-84

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-123 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-85

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 127-IAT Higher Than Expected 2 (SPN 105:FMI 0)

Conditions for Setting the DTC • • • • • •

Intake Air Temperature Check Condition-Engine Running Fault Condition-Intake Air Temperature greater than 210 degrees F. with engine speed greater than 700 rpm Fault condition must be active for longer than 120 seconds MIL-ON for active fault Engine will de-rate to 1,400 rpms.

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the intake manifold of the engine. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads a higher voltage, and lower when warm. This fault will set if the intake air temperature is greater than 210 degrees F. with engine speed greater than 700 rpm. The MIL light command is on during this active fault and the engine will derate to 1,400 rpms.

Diagnostic Aid • This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a problem with the inlet air system. Ensure that the air inlet is not obstructed, modified or damaged. • Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system • If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

SM 751

02(GM-T4)-6-86

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 129-BP Low Pressure (SPN 108: FMI 1)

Conditions for Setting the DTC • • • • •

Barometric Pressure Check Condition-Key ON Fault Condition-BP less than 8.30 psia MIL-ON for active fault Adaptive-Disabled

Circuit Description The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the normal range.

SM 751

02(GM-T4)-6-87

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 129-BP Low Pressure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON. • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display BP pressure of 8.30 psia or less?

Go to Step (3)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect the TMAP sensor connector • Jump the 5 volt reference pin 3 and MAP signal pin 4 together • Key ON Does the DST display BP pressure of 16.00 psia or greater?

Go to Step (4)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (17)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (13)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect TMAP connector and wire harness connector terminals for corrosion, contamination or mechanical damage Any problems found? • Key OFF • Disconnect ECM connector C001 • Check for continuity between TMAP sensor connector pin 4 and ECM connector pin 7 Do you have continuity between them? • Check for continuity between TMAP sensor connector 5 volt supply pin 3 and ECM connector pin 19 Do you have continuity between them? • Check for continuity between TMAP sensor connector ground pin 1 and ECM connector pin 20 Do you have continuity between them?

• Remove the Jumper that was installed during step 3 • Probe TMAP connector signal circuit pin 4 with a test light connected to battery voltage Does the DST display BP pressure of 16.00 psia or greater?

• Key OFF • Disconnect ECM connector C001 • Check for continuity between TMAP sensor connector pin 3 and ECM connector pin 19 Do you have continuity between them?

SM 751

02(GM-T4)-6-88

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Check for continuity between TMAP sensor connector 5 volt reference pin 3 and engine ground Do you have continuity?

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

• Inspect TMAP and ECM connector pins for corrosion, contamination or mechanical damage Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (16)

Go to Step (17)

Go to Step (14)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check for continuity between TMAP sensor connector pin 4 and engine ground Do you have continuity?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (15)

• Inspect ECM connector and wire harness connector pins for corrosion, contamination or mechanical damage Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (16)

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete? • Disconnect ECM connector C001 • Check for continuity between TMAP sensor connector pin 4 and ECM pin 7 Do you have continuity between them?

Value(s)

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete?

Go to Step (18)

• Replace TMAP sensor Is the replacement complete?

Go to Step (18)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-129 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-89

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 134-EGO 1 Pre Cat Open/Lazy (SPN 724:FMI 10)

Conditions for Setting the DTC • • • • • •

Heated Oxygen Sensor Check condition-Engine running Fault condition-EGO 1 pre catalyst persistently cold for more than 120 seconds MIL-ON during active fault Adaptive-Disabled during active fault Closed Loop-Disabled during active fault

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if EGO 1 is cold, nonresponsive, or inactive for more than 120 seconds.

SM 751

02(GM-T4)-6-90

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 134-EGO 1 Pre Cat Open/Lazy Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Run engine to full operating temperature and then idle for a minimum of 2 minutes Does DST display EGO 1 voltage fixed between 0.4 and 0.5 volts after at least 2 minutes of idle run time?

Go to Step (3)

Intermittent problem. See Electrical Section Intermittent Electrical Diagnosis

Go to Step (8)

Go to Step (4)

Go to Step (5)

Repair system power relay open circuit

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between TPS 1 signal at the ECM connector pin 5 and engine ground Do you have voltage?

Go to Step (6)

Repair open heater ground circuit

• Inspect wire harness connector C005 pins B and D and C001 pins 1 and 72 for damage, corrosion or contamination Did You find a problem?

Correct the problem as required see Electrical Section wire harness repair

Go to Step (7)

• Replace ECM Is the replacement complete?

Go to Step (11)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between EGO 1 pin B and ECM connector pin 1 Do you have continuity?

Go to Step (9)

Repair open EGO 1 circuit

• • • •

Key OFF Disconnect EGO 1 connector C005 Key ON Using a DVOM check for voltage between EGO 1 connector pins C and D (Check must be made within 30 seconds or before power relay shuts down) Do you have voltage?

• Key OFF • Using a DVOM check for voltage between EGO 1 connector pin C and engine ground • Key ON (Check must be made within 30 seconds or before power relay shuts down)

System Voltage

Do you have voltage? • • • •

SM 751

02(GM-T4)-6-91

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Using a DVOM check for continuity between EGO 1 pin A and ECM connector pin 20 Do you have continuity?

Go to Step (10)

Repair open EGO 1 signal ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (11)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-134 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-92

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 154-EGO 2 Pre Cat Open/Lazy (SPN 520208:FMI 10)

Conditions for Setting the DTC • • • • • •

Heated Oxygen Sensor Check condition-Engine running Fault condition-EGO 2 cold persistently more than 120 seconds MIL-ON during active fault and for 1 second after active fault Adaptive-Disabled during active fault Closed Loop-Disabled during active fault

Circuit Description The EGO 2 sensor is used to monitor the efficiency of the catalytic converter. The ECM compares the EGO1 and EGO2 voltage signals to determine this. This fault will set if EGO 2 is cold, non-responsive, or inactive for more than 120 seconds.

SM 751

02(GM-T4)-6-93

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 154-EGO 2 Pre Cat Open/Lazy Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Run engine to full operating temperature and then idle for a minimum of 2 minutes Does DST display EGO 2 voltage fixed between 0.4 and 0.5 volts after at least 2 minutes of idle run time?

Go to Step (3)

Intermittent problem. See Electrical Section Intermittent Electrical Diagnosis

Go to Step (8)

Go to Step (4)

Go to Step (5)

Repair system power relay open circuit

• Disconnect ECM connector C001 • Using a DVOM check for continuity between EGO 2 connector pin D and ECM connector pin 73 Do you have continuity?

Go to Step (6)

Repair open heater ground circuit

• Inspect wire harness connector C005 pins C and D and C001 pins 1 and 72 for damage, corrosion or contamination Did You find a problem?

Correct the problem as required see Electrical Section wire harness repair

Go to Step (7)

• Replace ECM Is the replacement complete?

Go to Step (11)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between EGO 2 connector pin B and ECM connector pin 1 Do you have continuity?

Go to Step (9)

Repair open EGO 2 circuit

• Using a DVOM check for continuity between EGO 2 pin A and ECM connector pin 20 Do you have continuity?

Go to Step (10)

Repair open EGO 2 signal ground

• • • •

Key OFF Disconnect EGO 2 connector C005 Key ON Using a DVOM check for voltage between EGO 2 connector pins C and D (Check must be made within 30 seconds or before power relay shuts down) Do you have voltage?

• Key OFF • Using a DVOM check for voltage between EGO 2 connector pin C and engine ground • Key ON (Check must be made within 30 seconds or before power relay shuts down)

System Voltage

Do you have voltage?

SM 751

02(GM-T4)-6-94

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Replace EGO 2 sensor Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-154 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

Go to Step (11)

System OK

Go to OBD System Check

02(GM-T4)-6-95

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 171-Adaptive Learn High Gasoline (SPN 520200:FMI 0)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine Running Fault Condition-Adaptive multiplier out of range greater than 30% MIL-ON

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.

Diagnostic Aid Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold. Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load. Fuel Pressure Low fuel pressure, faulty fuel pressure sensor, faulty pump, or contaminated fuel filter can cause fuel the system to run lean Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false lean condition. Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean. Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751

02(GM-T4)-6-96

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 171-Adaptive Learn High Gasoline Step

Action

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Value(s)

Yes

Go to Step (3)

Go to Step (2)

Go to Step (9)

Go to Step (4)

Go to Step (9)

Go to Step (4)

Go to Step (5)

Repair the open EGO power circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Visually and physically check the following items:

• The air intake duct for being collapsed or restricted • The air filter for being plugged • System power fuses are good and in the proper location • The EGO 1 sensor installed securely and the wire leads not contacting the exhaust manifold or ignition wires • ECM grounds must be clean and tight. Refer to Engine Electrical Power and Ground Distribution • Fuel System Diagnostics. Refer to Fuel System Diagnostics Was a repair made?

• Diagnose any other DTC codes before proceeding with this chart. Always repair existing codes starting with the lowest numerical code set first. Have any other DTC codes been detected, diagnosed and repaired? • Disconnect EGO1 connector C005 • Using a DVOM check for voltage between EGO 1 connector pin B and engine ground • Key ON (Check must be made within 30 seconds or before power relay shuts down)

System Voltage

Do you have voltage?

• Key OFF • Disconnect EGO 1 sensor wire harness connector C005 • Disconnect ECM wire harness connector C001 • Key ON • Using a high impedance DVOM check for continuity between EGO 1 connector signal pin A and engine ground Do you have continuity? • Using a high impedance DVOM check for continuity between EGO 1 connector signal ground pin C and EGO 1 signal pin A Do you have continuity?

SM 751

02(GM-T4)-6-97

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Using a high impedance DVOM check for continuity between EGO 1 heater ground pin D and ECM pin 49 Do you have continuity?

Go to Step (8)

Repair the open EGO heater ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1161 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-98

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 172-Adaptive Learn Low (Gasoline) (SPN 520200:FMI 1)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine Running Fault Condition-Adaptive multiplier out of range greater than 30% MIL-ON

Circuit Description The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostics before using the following diagnostic chart.

Diagnostic Aid Fuel System High fuel pressure will cause the system to run rich. Fuel pressure is controlled by the ECM using a ground side driver. If the fuel pump is turned on all the time the fuel pressure will increase. Open or leaking injector will cause a rich condition. Fuel Quality A drastic variation in fuel quality may cause the fuel system to run rich. Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751

02(GM-T4)-6-99

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 172-Adaptive Learn Low (Gasoline) Step

Action

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Value(s)

Yes

Go to Step (3)

Go to Step (2)

Go to Step (6)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (6)

Go to Step (4)

• Key OFF • Disconnect EGO sensor wire harness connector C005 • Disconnect ECM wire harness connector C001 • Key ON • Using a DVOM check for voltage at EGO 1 connector signal pin A and engine ground Do you have voltage?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Replace EGO sensor Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1162 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

Visually and physically check the following items:

• The air intake duct for being collapsed or restricted The air filter for being plugged • The EGO sensor is installed securely and the wire leads not damaged or contacting the secondary ignition wires • ECM grounds for being clean and tight. • Fuel system diagnostic checks Was a repair made?

SM 751

02(GM-T4)-6-100

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 182-Gasoline Fuel Temperature Low (SPN 174:FMI 4)

Conditions for Setting the DTC • • • • • •

Gasoline fuel temperature low Faulty fuel temp sensor Fuel temperature sensor voltage lower than .05v for 5 seconds or greater Fuel temperature is -35F or less for 5 seconds or greater MIL-On for active fault and for 2 seconds after active fault Adaptive Learn is disabled while this fault is active.

Circuit Description Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline fuel temperature sensor voltage is read at less than 0.05v. This indicates a low voltage fault from the sensor or circuit. This could also indicate a low fuel temperature reading. Inspect the fuel temperature for extreme cold.

SM 751

02(GM-T4)-6-101

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 183-Gasoline Fuel Temperature High (SPN 174:FMI 3)

Conditions for Setting the DTC • • • • • •

Gasoline fuel temperature low Faulty fuel temp sensor Fuel temperature sensor voltage greater than 4.95v for 5 seconds or greater Fuel temperature is 130F or higher for 5 seconds or greater MIL-On for active fault and for 2 seconds after active fault Adaptive Learn is disabled while this fault is active.

Circuit Description Note: The fuel pressure and temperature sensor is wired via Equipment Manufacturer supplied harness jumper. The terminals A, B, C, D & 19, 20, 48, 54 are engine wiring harness terminals at the fuel sensor interface connector C002 and the ECM header connector C001. You may need to consult additional wiring information supplied by the OEM. The gasoline fuel temperature sensor voltage is read at less than 0.05v. This indicates a high voltage fault from the sensor or circuit. This could also indicate a high fuel temperature reading. Inspect the fuel temperature for extreme hot temperatures.

SM 751

02(GM-T4)-6-102

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 217-ECT Higher Than Expected 2 (SPN 110:FMI 0)

Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-Engine Coolant Temperature reading or estimate greater than 250 degrees F. for greater than 5 seconds while engine is above 700 rpms • MIL-On • Engine will derate to 1,400 rpms

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds 250 degrees F. for more than 5 seconds. Engine shutdown will occur if this code occurs.

SM 751

02(GM-T4)-6-103

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 217-ECT Higher Than Expected 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Warm engine to normal operating temperature, then run the engine above 1200 rpm for at least 60 seconds Does the DST display ECT temperture of 250 degrees F or greater?

Go to Step (3)

Intermittent problem. Go to Intermittent section

Repair cooling system

Go to Step (4)

Verify with a temperature gauge that the engine coolant is over 250 degrees F. Does the temperature gauge indicated 250 degrees F. or greater? Verify ECT Circuit function.

SM 751

02(GM-T4)-6-104

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 219-Max Govern Speed Override (SPN 515:FMI 15)

Conditions for Setting the DTC • • • • •

Max Govern Speed Override Check Condition-Engine Running Fault Condition-Engine rpm greater than 2,850 Fault condition active for 2 or more seconds MIL-ON during active fault

Circuit Description This fault will set anytime the engine rpm exceeds 2,850 for longer than 2 seconds. The MIL command is ON during this active fault

Diagnostic Aid Check for other stored DTC codes before using the following DTC chart for this code set. Always diagnose and repair any existing codes starting with the lowest numerical code first.

SM 751

02(GM-T4)-6-105

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 219-Max Govern Speed Override Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST connected Are any other DTC codes present with DTC 219?

Go to Step (3)

Go to Step (4)

• Diagnose and repair any other DTC codes stored before proceeding with this chart. Have any other DTC codes been diagnosed and repaired?

Go to Step (4)

• Check the service part number on the ECM to ensure the correct calibration is in use Is the Service Part Number Correct?

Go to Step (6)

Go to Step (5)

• Replace ECM with correct service part number Is the replacement complete?

Go to Step (9)

• Check the mechanical operation of the throttle Is the mechanical operation of the throttle OK?

Go to Step (8)

Go to Step (7)

• Correct mechanical operation of the throttle. Refer to Engine & Component section Has the mechanical operation of the throttle been corrected?

Go to Step (9)

• Check engine for large manifold vacuum leaks. Refer to Symptom Diagnostic section Did you find and correct the vacuum leak?

Go to Step (9)

Go to OBD System Check Section

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-219 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-106

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 221-TPS 1 Higher Than TPS 2 (SPN 51:FMI 0)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 & 2 Check Condition-Key ON Fault Condition-TPS 1 20% higher than TPS2 MIL-ON for remainder of key on cycle Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and the engine will shutdown.

SM 751

02(GM-T4)-6-107

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 221-TPS 1 Higher Than TPS 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display more than a 20% difference between TPS 1 and TPS 2?

Go to Step (3)

Intermittent problem. Go to Intermittent section

Go to Step (5)

Go to Step (4)

Key OFF Disconnect ECM wiring harness connector C001 Key ON Using a DVOM check for voltage between ECM connector TPS 1 signal pin 5 and engine ground Do you have voltage?

Repair the TPS 1 circuit shorted to voltage as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at connector C017 Does DST display TPS 1 voltage over 4.900 volts?

Go to Step (6)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (12)

Go to Step (9)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

• • • •

Key OFF Disconnect electronic throttle connector C017 Key ON Change DST mode to DBW (drive by wire) test mode Is the voltage for TPS 1 less than 0.1 volts? • • • •

• Inspect wire terminals at throttle connector for damage corrosion or contamination Any problems found?

• Replace the electronic Throttle Is the replacement complete?

• Using a DVOM check for continuity between throttle connector signal ground pin 2 and ECM connector signal ground pin 3 Do you have continuity between them? • Inspect ECM connector terminals for damage corrosion or contamination. Any problems found?

SM 751

02(GM-T4)-6-108

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (12)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-221 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-109

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 222-TPS 2 Signal Voltage Low (SPN 520251:FMI 4)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 2 Check Condition-Cranking or Running Fault Condition-TPS 2 sensor voltage less than 0.200 volts MIL-ON during active fault Engine will Shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON and engine will shutdown.

SM 751

02(GM-T4)-6-110

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 222-TPS 2 Signal Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive by Wire) throttle test mode Does the DST display TPS 2 voltage of 0.200 volts or less with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 2 voltage Does TPS 2 voltage ever fall below 0.200 volts?

Go to Step (4)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Jumper the 5 volt reference circuit pin 3 and TPS 2 signal circuit pin 5 together at the throttle connector • Key ON Does DST display TPS 2 voltage of 4.0 volts or greater?

Go to Step (7)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check continuity between TPS 2 connector signal pin 5 and ECM connector TPS 2 Signal pin 6 Do have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Replace ECM Is the replacement complete?

Go to Step (9)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

Go to Step (9)

System OK

Go to OBD System Check

• Inspect the electronic throttle wire harness connector terminals for damage, corrosion or contamination Did you find a problem?

• Replace the electronic throttle Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-222 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-111

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 223-TPS 2 Signal Voltage High (SPN 520251:FMI 3)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 2 Check Condition-Cranking or Running Fault Condition-TPS 2 sensor exceeds 4.800 volts MIL-ON during active fault Engine will shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position.TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL command is ON. The MIL command is ON and the engine will shutdown.

SM 751

02(GM-T4)-6-112

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 223-TPS 2 Signal Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive by Wire) throttle test mode Does the DST display TPS 2 voltage of 4.800 volts or greater with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 2 voltage Does TPS 2 voltage ever exceed 4.800 volts?

Go to Step (4)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Key ON Does DST display TPS 2 voltage less than 0.2 volts?

Go to Step (7)

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between electronic throttle connector TPS 2 signal pin 5 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

Go to Step (11)

• Probe sensor ground circuit at the ECM side of the wire harness pin 3 with a test light connected to battery voltage Does the test light come on?

Go to Step (8)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (11)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• • • •

• Inspect the electronic throttle wire harness connector and terminals for damage, corrosion or contamination Did you find a problem?

• Replace electronic throttle Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between throttle connector C017 sensor ground pin 2 and ECM connector sensor ground pin 20 Do have continuity between them?

SM 751

02(GM-T4)-6-113

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-223 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-114

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 261: Injector driver 1 (cyl 1) open or short to ground (SPN 651:FMI 5)

Conditions for Setting the DTC • • • • • •

Injector is in the Off State Low side voltage is less than 4.0 volts Battery voltage is above 9.0 volts MIL Light turned on Closed Loop is disabled while this fault is active Adaptive Learn is disabled while this fault is active.

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indicates the injector is open or there is a short to ground in the circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-115

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 264: Injector driver 2 (Cyl 6) open or short to ground (SPN 264:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 751

02(GM-T4)-6-116

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 267: Injector driver 3 (Cyl 5) open or short to ground (SPN 653:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 751

02(GM-T4)-6-117

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 270: Injector driver 4 (Cyl 4) open or short to ground (SPN 654:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 751

02(GM-T4)-6-118

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 273: Injector driver 5 (Cyl 3) open or short to ground (SPN 655:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 751

02(GM-T4)-6-119

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 276: Injector driver 6 (Cyl 2) open or short to ground (SPN 656:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 751

02(GM-T4)-6-120

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 262: Injector driver 1 (Cyl 1) Coil Shorted (SPN 651:FMI 6)

Conditions for Setting the DTC • • • • • •

Injector is in the On State Low side voltage is greater than 4.0 volts Battery voltage is less than 16.0 volts MIL Light turned on Closed Loop is disabled while this fault is active Adaptive Learn is disabled while this fault is active.

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-121

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 265: Injector driver 2 (Cyl 6) Coil Shorted (SPN:652:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-122

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 268: Injector driver 3 (Cyl 5) Coil Shorted (SPN 653:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-123

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 271: Injector driver 4 (Cyl 4) Coil Shorted (SPN 654:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-124

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 274: Injector driver 5 (Cyl 3) Coil Shorted (SPN 655: FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-125

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 277: Injector driver 6 (Cyl 2) Coil Shorted (SPN 656:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 751

02(GM-T4)-6-126

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 336-Crank Sync Noise (SPN 636:FMI 2)

Conditions for Setting the DTC • • • • •

Crankshaft Position sensor Check Condition- Engine running Fault Condition- 1 invalid crank re-sync in less than 800 ms Adaptive- Disabled MIL- On during active fault

SM 751

02(GM-T4)-6-127

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 336-Crank Sync Noise Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminals C010, C022 and C023 are clean and tight Are the ground terminals clean and tight?

• Key On, Engine OFF • Disconnect the CKP (Crankshaft position) Sensor connector C015 • Using A DVOM check for voltage at the CKP sensor connector pin 1 and engine ground (CHECK THIS BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin 2 and ECM connector pin 22 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CKP connector pin 3 and ECM connector pin 21 Do you have continuity between them?

• Inspect the CKP connector C015 terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 19, 22, and 21 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CKP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 751

02(GM-T4)-6-128

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-336 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-336 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-129

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 337-Crank Loss (SPN 636:FMI 4)

Conditions for Setting the DTC • • • • •

Crankshaft position sensor Check Condition- Engine cranking Fault Condition- 6 cam pulse signals without crankshaft activity MIL- On during active fault Adaptive- Disabled

Circuit Description The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. The ECM must see a valid Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this fault will set.

SM 751

02(GM-T4)-6-130

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 337-Crank Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminals C010, C022 and C023 are clean and tight Are the ground terminals clean and tight?

• Key OFF • Disconnect the CKP (Crankshaft position) Sensor connector C015 • Using A DVOM check for voltage at the CKP sensor connector pin 1 and engine ground (CHECK THIS BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin 2 and ECM connector pin 22 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CKP connector pin 3 and ECM connector pin 21 Do you have continuity between them?

• Inspect the CKP connector C015 terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 19, 22, and 21 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CKP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 751

02(GM-T4)-6-131

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-337 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-337 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-132

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 341-Camshaft Sync Noise (SPN 723:FMI 2)

Conditions for Setting the DTC • • • • •

Camshaft position sensor Check Condition-Cranking or Running Fault Condition-1 invalid cam re-sync in 700ms or less Adaptive Learn disabled MIL-ON

Circuit Description The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync. MIL light will become active and Adaptive Learn will be disabled.

SM 751

02(GM-T4)-6-133

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 341-Camshaft Sync Noise Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminal C010 is clean, tight and in the proper location Are the ground terminals clean and tight?

• Key OFF • Disconnect the CMP (Camshaft position) Sensor connector C016 • Using A DVOM check for voltage at the CMP sensor connector pin C and engine ground Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CMP connector pin A and ECM connector pin 24 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CMP connector pin B and ECM connector pin 23 Do you have continuity between them?

• Inspect the CMP connector terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 4, 23, and 24 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CMP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 751

02(GM-T4)-6-134

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-341 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-341 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-135

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 342-Camshaft Sensor Loss (SPN 723:FMI 4)

Conditions for Setting the DTC • • • • •

CMP (Camshaft Position Sensor) Check Condition-Engine Cranking or Running Fault Condition-No cam pulse in 2.5 cycles with engine speed greater than 100 rpm MIL-ON for active fault Adaptive-Disabled

Circuit Description The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is greater than 100 rpm. The engine may not run with this fault present.

SM 751

02(GM-T4)-6-136

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 342-Camshaft Sensor Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminal C010 is clean, tight and in the proper location Is the ground terminal clean tight and in the proper location?

• Key OFF • Disconnect the CMP (Camshaft Position) Sensor connector C016 • Key ON • Using A DVOM check for voltage at the CMP sensor connector pin C and engine ground (RUN THIS VOLTAGE CHECK BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CMP connector pin A and ECM connector pin 24 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CMP connector pin B and ECM connector pin 23 Do you have continuity between them?

• Inspect the CMP connector terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector terminals 2, 23 and 24 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace the CMP Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 751

02(GM-T4)-6-137

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-342 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-342 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-138

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC-359 Fuel Run-out Longer Than Expected (SPN 1239:FMI 7)

Conditions for Setting the DTC • • • •

LPG lock-off valve Check Condition-Key OFF Fault Condition-Engine run down time greater than 20 seconds MIL-ON

Circuit Description The LPG lock off valve is supplied system battery power from the VSW fused source. The ECM then provides a path to ground to turn the valve on. This fault will set in the event the engine continues to run for more than 20 seconds after the key is turned off. This fault indicates a possible problem with the electric LPG lock off solenoid.

SM 751

02(GM-T4)-6-139

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC-359 Fuel Run-out Longer Than Expected Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

• Disconnect the LPG shut off solenoid connector C003 • Using a DVOM check for power across terminals A and B while cranking the engine, then turn the key to the OFF position Did the voltage immediately turn OFF with the key cycle?

System Voltage

Go to Step (3)

Go to Step (5)

• Turn off the LPG manual valve at the fuel • tank • Start the engine and let it idle until the engine stops. (THIS MAY TAKE SEVERAL MINUTES) Did the engine ever stop?

Intermittent problem. See intermittent problems in the electrical section of this manual.

Go to Step (4)

• Replace the LPG shut off solenoid Is the replacement complete?

Go to Step (8)

• Key OFF • Disconnect the ECM wire harness connector C001 • Using a DVOM check for continuity between ECM pin 12 and engine ground Do you have continuity?

Repair the LPG solenoid control short to ground

Go to Step (6)

Correct the problem as required. See wire harness repair.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Inspect the ECM wire harness and connector for damage corrosion or contamination Did you find a problem?

• Replace the ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-359 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-140

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 420 Gasoline Catalyst Monitor (SPN 520211:FMI 10)

Conditions for Setting the DTC • • • • •

Catalyst Function Check condition- Engine running Fault condition- EGO 1 signal = EGO 2 signal for 100 updates MIL- On during active fault and for 1 second after active fault Adaptive- Disabled during active fault

Circuit Description The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.

Diagnostic Aids Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after repairing exhaust leaks, and recheck for code. If there are no exhaust leaks or other exhaust related issues there may be a problem internally with the catalyst muffler.

SM 751

02(GM-T4)-6-141

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 502 – Loss of Road Speed (SPN 84:FMI 1)

Conditions for Setting the DTC • • • • • • •

Road speed input is less than 0.1 km/hr Fault must be active for 5.0 seconds to activate DTC Engine speed is greater than 1,500 rpms MAP pressure is greater than 10.00 PSIA SPDF signal indicates vehicle is moving MIL light on during fault Power Derate 2 enabled

Circuit Description The ECM is provided a pulse width modulation (PWM) signal from the OEM vehicle controller to determine the road speed of the vehicle. The PWM signal is supplied to the engine VIC1 Pin N and finally to pin 25 at the GCP connector. The DTC will set when the PWM signal is lost and the engine speed is greater than 1,500 rpms , MAP pressure is greater than 10.0 psia and the SPDF signal indicates the vehicle is moving. The technician should check the OEM system including vehicle speed controller along with circuit between the vehicle speed controller and the engine ECM.

SM 751

02(GM-T4)-6-142

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 502 – Loss of Road Speed Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key Off • Check the wiring for continuity between terminals 25 at the GCP Connector and Pin N of the No Resistance VIC 1 Do you have continuity between the terminals?

Go to Step (3)

Repair wire circuit between Pin N and Pin 25.

• Check Pin N and Pin 25 for spread terminals or poor connections with the mating terminals. Are the pins acceptable for use?

Go to Step (4)

Repair damaged terminal

• Key off • Disconnect battery • Install Test GCP • Reconnect battery • Start engine and check for fault Did the fault go away?

Replace GCP Module

Refer to OEM wiring and/or speed detection system

SM 751

02(GM-T4)-6-143

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 520-Oil Pressure Low Stage 1(SPN 100:FMI 18)

Conditions for Setting the DTC • • • •

Engine Oil Pressure low. Engine running with engine speed less than 1200 rpm and oil pressure is less than 15 psi for 5 or more seconds Engine running with engine speed greater than 1450 rpm and oil pressure is less than 20 psi for 5 or more seconds MIL is active

Circuit Description The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the pressure applied (see chart below). The MIL command is ON.

SM 751

02(GM-T4)-6-144

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 520-Oil Pressure Low Stage 1 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Verify that the engine has oil pressure using a mechanical oil pressure gauge before proceeding with this chart. See Engine Specifications Section 1F. Does the engine have oil pressure above 15 psi?

15 psi

Go to Step (3)

Repair faulty Oiling System

• Key ON, Engine Running DST connected in System Data Mode • Clear DTC 524 • Warm the engine by idling until the ECT temperature is above 160 degrees F. and has been running for at least 20 seconds or more • Increase engine speed above 600 RPM Does DTC 524 reset and cause the engine to shut down?

Go to Step (4)

Intermittent problem Go to Intermittent section

• With a volt meter, check terminal B on the sensor for a 5 volt reference from the ECM. Do you have 5 volts on terminal B?

Go to Step (6)

Go to Step (5)

Repair faulty wiring between ECM and Oil pressure sensor

Go to Step (8)

• With the oil pressure sender connected check for a signal coming out of terminal C. Do you have a voltage signal coming out of terminal C?

Go to Step (7)

Replace faulty oil pressure sender

• With the oil pressure sender connected check for a signal at terminal 53 of the ECM. Do you have a signal voltage at pin 53 of the ECM?

Go to Step (8)

Repair faulty wiring between terminal C and Terminal 25.

• Replace ECM Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-520 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• With a volt meter, check terminal 19 on the ECM for a 5 volt reference. Do you have a 5v reference coming out of the ECM?

SM 751

02(GM-T4)-6-145

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 521- Oil Pressure High

Conditions for Setting the DTC • • • •

Engine Oil Pressure low. Check Condition-Engine running for 5 seconds. Fault Condition- Oil pressure greater than 95 psi for 5 or more seconds Forced idle is active

SM 751

02(GM-T4)-6-146

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 521- Oil Pressure High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Repair faulty Oiling System

Go to Step (3)

• With the engine running measure the signal voltage on terminal C of the oil pressure sender. Do you have more than 3.8v?

> 3.8v.

Replace faulty oil pressure sender.

Go to Step (4)

• With the engine running measure the signal voltage on terminal 25 of the IEPR / ECM. Do you have more than 3.8v?

> 3.8v.

Repair faulty wiring between terminal C and 25.

Replace faulty IEPR / ECM

SM 751

02(GM-T4)-6-147

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 522- Oil Pressure Sender low voltage (SPN 100:FMI 4)

Conditions for Setting the DTC • • • • •

Engine Oil Pressure low. Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm. Fault Condition- Voltage on terminal 25 is less than 0.2v for more than 1 second MIL-ON during active fault and for 2 seconds after active fault. Forced idle active

SM 751

02(GM-T4)-6-148

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 522- Oil Pressure Sender low voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Using the Diagnostic Service Tool (DST) check the OILP_raw value on the “RAW VOLTS” page. Is the voltage less than 0.2 volts

> 0.2v

Go to Step (3)

Replace faulty IEPR / ECM

• Using a voltmeter measure the voltage at terminal 53 of the ECM Is the voltage less than 0.2 volts?

> 0.2v

Go to Step (4)

Replace faulty IEPR / ECM

• Using a voltmeter measure the voltage at terminal C at the oil pressure sender. Is the voltage less than 0.2 volts?

> 0.2v

Replace faulty oil pressure sender

Intermittent problem Go to Intermittent section

SM 751

02(GM-T4)-6-149

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 523- Oil Pressure Sender high voltage(SPN 100:FMI 3)

Conditions for Setting the DTC • • • • •

Engine Oil Pressure low. Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm. Fault Condition- Voltage on terminal 25 is greater than 4.8v for more than 1 second MIL-ON during active fault and for 2 seconds after active fault. Forced idle active

SM 751

02(GM-T4)-6-150

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 523- Oil Pressure Sender high voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Using the Diagnostic Service Tool (DST) check the OILP_raw value on the “RAW VOLTS” page. Is the voltage over 4.8 volts

> 4.8v

Go to Step (3)

Replace faulty IEPR / ECM

• Using a voltmeter measure the voltage at terminal 53 of the ECM Is the voltage over 4.8 volts?

> 4.8v

Go to Step (4)

Replace faulty IEPR / ECM

• Using a voltmeter measure the voltage at terminal C at the oil pressure sender. Is the voltage over 4.8 volts?

> 4.8v

Replace faulty oil pressure sender

Intermittent problem Go to Intermittent section

SM 751

02(GM-T4)-6-151

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 524-Oil Pressure Low Stage 2 (SPN 100:FMI 1)

Conditions for Setting the DTC • Engine Oil Pressure low. • Fault Condition- Oil pressure less than 8 psi for 5 or more seconds • Engine Shut Down.

SM 751

02(GM-T4)-6-152

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 524-Oil Pressure Low Stage 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

8 psi

Go to Step (3)

Repair faulty Oiling System

Go to Step (4)

Intermittent problem Go to Intermittent section

• With a volt meter, check terminal B on the sensor for a 5 volt reference from the ECM. Do you have 5 volts on terminal B?

Go to Step (6)

Go to Step (5)

Repair faulty wiring between ECM and Oil pressure sensor

Go to Step (8)

Go to Step (7)

Replace faulty oil pressure sender

Go to Step (8)

Repair faulty wiring between terminal C and Terminal 25.

Go to Step (9)

System OK

Go to OBD System Check

• With a volt meter, check terminal 19 on the ECM for a 5 volt reference. Do you have a 5v reference coming out of the ECM? • With the oil pressure sender connected check for a signal coming out of terminal C. Do you have a voltage signal coming out of terminal C? • With the oil pressure sender connected check for a signal at terminal 53 of the ECM. Do you have a signal voltage at pin 53 of the ECM?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-524 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-153

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 562-System Voltage Low (SPN 168:FMI 17)

Conditions for Setting the DTC • • • • • •

System Voltage to ECM Check Condition-Key on with engine speed greater than 1000 RPM Fault Condition-Battery voltage at ECM less than 9.0 Fault Condition is present for longer than 5 seconds. MIL-ON for active fault Adaptive-Disabled

Circuit Description The battery voltage powers the ECM and must be measured to correctly to properly operate injector drivers, solenoid valves and ignition coils. This fault will set if the ECM detects system voltage less than 9.00 volts while the alternator should be charging. The adaptive learn is disabled during this fault.

SM 751

02(GM-T4)-6-154

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 562-System Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display system voltage greater than 9.50 volts?

Intermittent problem Go to Engine Electrical Intermittent section

Go to Step (3)

• Check battery condition Is it OK?

Go to Step (4)

Replace Battery

• Check charging system Is it OK?

Go to Step (5)

Repair charging System

• Key OFF • Disconnect the ECM connector C001 • Check the voltage between ECM connector C001 pins 60, 79 and engine ground. • Measure voltage with DVOM between each pin and engine ground Is the voltage greater than for each pin 9.50 volts?

Repair ECM Ground circuit. Go to Power and Ground section in engine Electrical

Go to Step (6)

• Check the voltage at ECM connector pins 69 and 81 • Measure voltage with DVOM between each pin and battery positive Is the voltage greater than 9.50 volts?

Repair ECM power circuit. Go to Power and Ground section in engine Electrical

Go to Step (7)

• Replace ECM Is the replacement complete?

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-562 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-155

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 563-System Voltage High (SPN 168:FMI 15)

Conditions for Setting the DTC • • • • • •

System Voltage to ECM Check Condition-Cranking or Running Fault Condition-System battery voltage at ECM greater than 18 volts Fault must be present for 3 or more seconds MIL-ON for active fault Adaptive-Disabled

Circuit Description The battery voltage powers the ECM and must be measured to correctly operate injector drivers, trim valves and ignition coils. This fault will set if the ECM detects voltage greater than 18 volts anytime the engine is cranking or running. The adaptive learn function is disabled during this fault. The ECM will shut down with internal protection if the system voltage ever exceeds 26 volts.

SM 751

02(GM-T4)-6-156

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 563-System Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display system voltage greater than 18 volts?

Go to Step (3)

Intermittent problem Go to Engine Electrical Intermittent section

• Check voltage at battery terminals with DVOM with engine speed greater than 1500 rpm Is it greater than 18 volts?

Go to Step (4)

Go to Step (5)

• Repair the charging system Has the charging system been repaired?

Go to Step (6)

• Replace ECM Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-563 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-157

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 601-Flash Checksum Invalid (SPN 628:FMI 13)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Engine Shutdown will occur

Circuit Description The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown when this fault occurs.

SM 751

02(GM-T4)-6-158

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 601-Flash Checksum Invalid Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 601 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-601 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-159

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 604-RAM Failure (SPN 630:FMI 12)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Engine Shutdown will occur

SM 751

02(GM-T4)-6-160

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 604-RAM Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 604 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-604 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-161

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 606-COP Failure (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Engine Shutdown will occur

SM 751

02(GM-T4)-6-162

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 606-COP Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 606 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Are the power and ground circuits OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-606 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-163

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 627-Fuel Pump Relay Coil Open (SPN 1348:FMI 5)

Conditions for Setting the DTC • Fuel Pump relay check • Check Condition-Key ON • Fault Condition-Relay coil open

Circuit Description The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit on the relay control output.

Diagnostic Aid Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resistance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100 degrees F.

SM 751

02(GM-T4)-6-164

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 627-Fuel Pump Relay Coil Open Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

DST connected and in the system data mode Key OFF Remove the power relay from the fuse block Using a DVOM check the resistance of the relay coil between terminals 1 and 2 Is the resistance value less than 100 ohms?

Go to Step (4)

Go to Step (3)

• Replace the fuel pump relay Is the replacement complete?

Go to Step (9)

• Check fuse F3 Is the fuse open?

Replace fuse F2

Go to Step (5)

• Disconnect ECM connector C001 • Using a DVOM check for continuity between • ECM pin 84 and fuse block cavity for relay terminal 2 Do you have continuity?

Go to Step (6)

Repair the open circuit as required. See wiring harness repairs

• Remove fuse F3 • Using a DVOM check for continuity between fuse block cavity for relay terminal 1 and the power out of the F3 fuse holder Do you have continuity?

Go to Step (7)

Repair the open circuit as required. See wiring harness repairs

• Check all system fuses. • Check all relay placement positions in fuse block. • Run complete pin to pin checks on chassis wiring to fuel system harness. • See complete fuel system schematic for further details Did you find the problem?

Go to Step (9)

Go to Step (8)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-627 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• • • •

SM 751

02(GM-T4)-6-165

Group 02(GM-Tier4), PSI FUEL SYSTEM DT C 628- Fuel Pump Relay Control Ground Short (SPN 1347:FMI 5)

Conditions for Setting the DTC • Fuel Pump relay ground control • Check Condition-Key ON • Fault Condition-Relay control shorted to ground

Circuit Description The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit on the relay control output

SM 751

02(GM-T4)-6-166

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 628- Fuel Pump Relay Control Ground Short Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, DST connected in the System Data mode • Clear DTC 628 • Start the engine Does DTC 628 re-set?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect ECM connector C001 • Using a DVOM check the resistance value between ECM pin 84 and engine ground Is the resistance less than 60 ohms?

Go to Step (5)

Go to Step (7)

Repair the shorted to ground relay control circuit as necessary. See wiring harness repairs

Go to Step (6)

• Remove the fuel pump relay from the fuse block • Using a DVOM check the resistance value again between ECM pin 84 and engine ground Is the resistance less than 60 ohms?

• Replace the fuel pump relay Is the replacement complete?

Go to Step (8)

• Replace ECM Is the replacement complete?

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-628 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-167

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 629- Fuel Pump Relay Coil Short to Power (SPN 1347:FMI 3)

Conditions for Setting the DTC • Fuel Pump relay check • Check Condition-Key ON • Fault Condition-Relay coil open

Circuit Description The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit on the relay control output.

SM 751

02(GM-T4)-6-168

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 629- Fuel Pump Relay Coil Short to Power Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Go to Step (4)

• Replace the fuel pump relay Is the replacement complete?

Go to Step (9)

• Using a DVOM check for continuity between relay terminals 2 and 3 Do you have continuity between them?

Go to Step (3)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for power between • ECM pin 84 and engine ground with the key ON Do you have power?

Repair the short to power. See wiring harness repair.

Go to Step (6)

• Replace the power relay Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-629 check for any stored codes. Does DTC 629 still re-set?

Go to Step (8)

Go to Step (9)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• • • •

SM 751

System battery voltage

02(GM-T4)-6-169

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-629 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-170

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 642-External 5 Volt 1 Reference Low (SPN 1079:FMI 4)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference voltage lower than 4.60 volts MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply powers many of the sensors and other components of the fuel system. The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this fault

SM 751

02(GM-T4)-6-171

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 642-External 5 Volt 1 Reference Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Fault Mode Does DST display DTC 642?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect ECM connector C001 • Using DVOM check for continuity between ECM 5 volt reference pin 19 and engine ground Do you have continuity?

Go to Step (5)

Go to Step (4)

• Replace ECM Is the replacement complete?

Go to Step (7)

• While monitoring DVOM for continuity between ECM 5 volt reference and engine ground • Disconnect each sensor (below) one at a time to find the shorted 5 volt reference. When continuity to ground is lost the last sensor disconnected is the area of suspicion. Inspect the 5 volt reference supply wire leads for shorts before replacing the sensor. • TMAP • Electronic Throttle • FPP • Crankshaft Sensor • Camshaft Sensor While disconnecting each sensor one at a time did you loose continuity?

Go to Step (6)

Repair shorted wire harness

• Replace the last disconnected sensor Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-642 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-172

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 643-External 5 Volt 1 Reference High (SPN 1079:FMI 3)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference higher than 5.40 volts MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply powers many of the sensors and other components in the fuel system. The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5volt supply. This fault will set if the 5 volt reference is greater than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be disabled during this fault

SM 751

02(GM-T4)-6-173

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 643-External 5 Volt 1 Reference High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display DTC 643?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Check all ECM ground connections • Refer to Engine electrical power and ground distribution. Are the ground connections OK? • • • •

Key OFF Disconnect ECM connector C001 Key ON Using DVOM check for Voltage between ECM harness wire pin 19 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-643 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-174

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 650-MIL Control Open (SPN:1213:FMI 5)

Conditions for Setting the DTC • • • •

MIL check Check Condition-Key ON engine OFF Fault Condition-ECM MIL circuit open MIL Command-ON

Circuit Description The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control circuit is open.

SM 751

02(GM-T4)-6-175

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 650-MIL Control Open Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code • Key OFF • Key ON Does DTC 650 reset?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Remove the MIL bulb or driver circuit • Using a DVOM check for continuity through the bulb or driver device Do you have continuity?

Go to Step (5)

Go to Step (4)

• Replace the open bulb or driver device Is the replacement complete?

Go to Step (8)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• • • •

Key OFF Re-install the bulb or driver device Disconnect vehicle interface connector C012 Using a DVOM check for continuity between vehicle interface connector pin G and battery positive • Key ON Do you have continuity?

• Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between ECM harness connector pin 80 and vehicle interface connector pin G Do you have continuity?

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect ECM wire harness connector pin 80 and vehicle interface connector pin G for damage, corrosion or contamination Did you find a problem?

Correct the problem as required. See wiring harness repair

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-650 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-176

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 652-External 5 Volt 2 Reference Low (SPN 1080:FMI 4)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference voltage lower than 3.00 volts MIL-On during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is below 3.00 volts. Adaptive Learn will be disabled during this fault.

SM 751

02(GM-T4)-6-177

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 652 External 5 Volt 2 Reference Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Fault Mode Does DST display DTC 652?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect ECM connector C001 • Using DVOM check for continuity between ECM 5 volt reference pin 49 and engine ground Do you have continuity?

Go to Step (5)

Go to Step (4)

• Replace ECM Is the replacement complete?

Go to Step (7)

• While monitoring DVOM for continuity between ECM 5 volt reference and engine ground • Disconnect each sensor (below) one at a time to find the shorted 5 volt reference. When continuity to ground is lost the last sensor disconnected is the area of suspicion. Inspect the 5 volt reference supply wire leads for shorts before replacing the sensor. • FPP While disconnecting each sensor one at a time did you loose continuity?

Go to Step (6)

Repair shorted wire harness

• Replace the last disconnected sensor Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-652 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-178

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 653-External 5 Volt 2 Reference High (SPN 1080:FMI 3)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference higher than 5.40 volts MIL-On during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is above 5.40 volts. Adaptive Learn will be disabled during this fault.

SM 751

02(GM-T4)-6-179

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 653 External 5 Volt 2 Reference High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display DTC 653?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Check all ECM ground connections. Refer to Engine electrical power and ground distribution. Are the ground connections Ok?

• • • •

Key OFF Disconnect ECM connector C001 Key ON Using DVOM check for Voltage between ECM harness wire pin 49 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-653 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-180

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 685-Relay Coil Open

Conditions for Setting the DTC • Power relay check • Check Condition-Key ON • Fault Condition-Relay coil open

Circuit Description The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the ECM detects an open circuit on the relay control output.

SM 751

02(GM-T4)-6-181

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 685-Relay Coil Open Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (4)

Go to Step (3)

• Replace the power relay Is the replacement complete?

Go to Step (9)

• Check fuse F2 Is the fuse open?

Replace fuse F2

Go to Step (5)

• Disconnect ECM connector C001 • Using a DVOM check for continuity between ECM pin 71 and fuse block cavity for relay terminal 2 Do you have continuity?

Go to Step (6)

Repair the open circuit as required. See wiring harness repairs

• Remove fuse F2 • Using a DVOM check for continuity between fuse block cavity for relay terminal 1 and the power out of the F2 fuse holder Do you have continuity?

Go to Step (7)

Repair the open circuit as required. See wiring harness repairs

Go to Step (9)

Go to Step (8)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-685 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• • • •

SM 751

02(GM-T4)-6-182

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 686-Relay Control Ground Short

Conditions for Setting the DTC • Power relay ground control • Check Condition-Key ON • Fault Condition-Relay control shorted to ground

Circuit Description The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the ECM detects a short to ground on the relay control output.

SM 751

02(GM-T4)-6-183

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 686-Relay Control Ground Short Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, DST connected in the System Data mode • Clear DTC 686 • Start the engine Does DTC 686 re-set?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect ECM connector C001 • Using a DVOM check the resistance value between ECM pin 71 and engine ground Is the resistance less than 60 ohms?

Go to Step (5)

Go to Step (7)

Repair the shorted to ground relay control circuit as necessary. See wiring harness repairs

Go to Step (6)

• Remove the power relay from the fuse block • Using a DVOM check the resistance value again between ECM pin 71 and engine ground Is the resistance less than 60 ohms?

• Replace the power relay Is the replacement complete?

Go to Step (8)

• Replace the ECM Is the replacement complete?

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-686 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-184

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 687-Relay Coil Short to Power

Conditions for Setting the DTC • Power relay check • Check Condition-Key ON • Fault Condition-Relay coil shorted to power

Circuit Description The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the ECM detects a short circuit to power on the relay control output.

SM 751

02(GM-T4)-6-185

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 687-Relay Coil Short to Power Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Go to Step (4)

• Replace the power relay Is the replacement complete?

Go to Step (9)

• Using a DVOM check for continuity between relay terminals 2 and 3 Do you have continuity between them?

Go to Step (3)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 System battery • Using a DVOM check for power between ECM voltage pin 71 and engine ground with the key ON Do you have power?

Repair the short to power. See wiring harness repair.

Go to Step (6)

• Replace the power relay Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-687 check for any stored codes. Does DTC 687 still re-set?

Go to Step (8)

Go to Step (9)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• • • •

SM 751

02(GM-T4)-6-186

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-687 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-187

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)

Conditions for Setting the DTC • • • •

Fuel Rev Limit Check Condition-Engine Running Fault Condition-Engine rpm greater than set limit MIL-ON during active fault

Circuit Description This fault will set anytime the engine rpm exceeds the specified speed settings in the calibration. This is generally set at 3000 rpms. The MIL command is ON during this active fault

Diagnostic Aid Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing codes starting with the lowest numerical code first.

SM 751

02(GM-T4)-6-188

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1111-Fuel Rev Limit Step

Action

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST in Active Fault Mode Are any other DTC codes present with DTC 1111?

Go to Step (3)

Go to Step (4)

• Diagnose and repair any other DTC codes before proceeding with this chart. Have any other DTC codes been diagnosed and repaired?

Go to Step (4)

• Check the service part Number on the ECM to ensure correct calibration is in use Is the service part Number Correct?

Go to Step (6)

Go to Step (5)

• Replace ECM with the correct service part number Is the replacement complete?

Go to Step (9)

• Check the mechanical operation of the throttle Is the mechanical operation of the throttle OK?

Go to Step (8)

Go to Step (7)

• Correct mechanical operation of the throttle. Refer to Engine & Component section Has the mechanical operation of the throttle been corrected?

Go to Step (9)

• Check engine for large manifold vacuum leaks. Refer to Fuel Systems symptom diagnostics Did you find and correct the vacuum leak?

Go to Step (9)

Go to OBD System Check Section

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1111 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-189

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1112-Spark Rev Limit (SPN 515: FMI 0)

Conditions for Setting the DTC • • • • •

Spark Rev Limit Check Condition-Engine running Fault Condition-Engine rpm greater than set limit MIL-ON during active fault Engine Shut Down

Circuit Description This fault will set anytime the engine rpm exceeds the specified speed settings installed in the calibration. This is generally set at 3200 rpms. The MIL command is ON during this active fault and the engine will shut down.

Diagnostic Aid Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing codes starting with the lowest numerical code first.

SM 751

02(GM-T4)-6-190

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1112-Spark Rev Limit Step

Action

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST connected Are any other DTC codes present with DTC 1112?

Go to Step (3)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been diagnosed and repaired?

Go to Step (4)

• Check the service part Number on the ECM to ensure correct calibration is in use Is the service part Number Correct?

Go to Step (6)

Go to Step (5)

• Replace ECM with correct service part number Is the replacement complete?

Go to Step (9)

• Check the mechanical operation of the throttle Is the mechanical operation of the throttle OK?

Go to Step (8)

Go to Step (7)

• Correct mechanical operation of the throttle. Refer to Engine & Component section Has the mechanical operation of the throttle been corrected?

Go to Step (9)

• Check engine for large manifold vacuum leaks. Refer to Fuel Systems section Symptom Diagnostics Did you find and correct the vacuum leak?

Go to Step (9)

Go to OBD System Check Section

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1112 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-191

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1121 FPP 1 And 2 Redundancy Lost (SPN 91: FMI 31)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 1 and 2 Check Condition-Key ON Fault Condition-FPP1 and FPP 2 redundancy lost MIL-ON Force idle Low rev limit

Circuit Description The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set if FPP 1 or FPP 2 positions are 20% greater or 20% less than the expected throttle position target. The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

Diagnostic Aid It is very likely that in the event this code sets, other codes will set along with it. Always diagnose and repair codes starting with the lowest numerical value first. It is possible that by correcting the lower code sets first the problem will be corrected. FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must be replaced.

SM 751

02(GM-T4)-6-192

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC-1121 FPP 1 And 2 Redundancy Lost Step

Action

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Diagnose any other lower numerical value codes that may be present first Did this resolve the problem?

Go to Step (7)

Go to Step (3)

• Follow the diagnostic chart for DTC 2126 Did the chart resolve the problem?

Go to Step (7)

Go to Step (4)

• Follow the diagnostic chart for DTC 2121 Did the chart resolve the problem?

Go to Step (7)

Go to Step (5)

Correct the problem as required. See wiring harness repair.

Go to Step (6)

• Key OFF • Disconnect ECM connector C001 • Inspect pins 9, 10, 19, 20, 49 and 50 for damage corrosion or contamination. Did you find a problem?

Correct the problem as required. See wiring harness repair.

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1121 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• Inspect FPP and C012 connector pins for damage corrosion or contamination Did you find the problem?

SM 751

Value(s)

02(GM-T4)-6-193

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1151-Closed Loop Multiplier High LPG (SPN 520206:FMI 0)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine running Fault Condition-Closed Loop multiplier out of range (greater than 35%) MIL-ON

Circuit Description The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.

Diagnostic Aid Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold. Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load. Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer. Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false lean condition. Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean. Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751

02(GM-T4)-6-194

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1151-Closed Loop Multiplier High LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Visually and physically check the following items: • The air intake duct for being collapsed or restricted • The air filter for being plugged • System power fuses are good and in the proper location • The EGO 1 sensor installed securely and the wire leads not contacting the exhaust manifold or ignition wires • ECM grounds must be clean and tight. Refer to Engine Electrical Power and Ground Distribution • Fuel System Diagnostics. Refer to Fuel System Diagnostics Was a repair made?

Go to Step (9)

Go to Step (4)

Go to Step (9)

Go to Step (4)

• Disconnect EGO1 connector C005 • Using a DVOM check for voltage between EGO 1 connector pin B and engine ground • Key ON System voltage (CHECK MUST BE MADE WITHIN 30 SECONDS OR BEFORE POWER RELAY SHUTS DOWN) Do you have voltage?

Go to Step (5)

Repair the open EGO power circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Key OFF • Disconnect EGO 1 sensor wire harness connector C005 • Disconnect ECM wire harness connector • C001 • Key ON • Using a high impedance DVOM check for continuity between EGO 1 connector signal pin A and engine ground Do you have continuity?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Using a high impedance DVOM check for continuity between EGO 1 connector signal ground pin C and EGO 1 signal pin A Do you have continuity?

SM 751

02(GM-T4)-6-195

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Using a high impedance DVOM check for continuity between EGO 1 heater ground pin D and ECM pin 72 Do you have continuity?

Go to Step (8)

Repair the open EGO heater ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1151 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-196

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1152-Closed Loop Multiplier Low LPG (SPN 520206:FMI 1)

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of -35%) • MIL Disabled

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%.

Diagnostic Aid Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich. Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used. Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751

02(GM-T4)-6-197

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1152-Closed Loop Multiplier Low LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Visually and physically check the following items: • The air intake duct for being collapsed or restricted • The air filter for being plugged • The EGO sensor installed securely and the wire leads not damaged contacting the secondary ignition wires • ECM grounds for being clean and tight. • Run the fuel system diagnostic checks Was a repair made?

Go to Step (6)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (6)

Go to Step (4)

• Key OFF • Disconnect EGO sensor wire harness connector • Disconnect ECM wire harness connector Key ON • Using a DVOM check for voltage at the EGO 1 connector C005 signal pin C and engine ground Do you have voltage?

Repair the circuit short to voltage as necessary. Refer to wiring harness repair.

Go to Step (5)

• Replace EGO sensor Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1152 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-198

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1155-Closed Loop Multiplier High Gasoline (SPN 520204:FMI 0)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine running Fault Condition-Closed Loop multiplier out of range (greater than 35%) MIL-ON

Diagnostic Aid Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold. Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load. Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer. Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false lean condition. Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean. Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751

02(GM-T4)-6-199

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1155-Closed Loop Multiplier High Gasoline Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Go to Step (9)

Go to Step (4)

Go to Step (9)

Go to Step (4)

Go to Step (5)

Repair the open EGO power circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

SM 751

02(GM-T4)-6-200

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Using a high impedance DVOM check for continuity between EGO 1 heater ground pin D and ECM pin 72 Do you have continuity?

Go to Step (8)

Repair the open EGO heater ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1155 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-201

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1156-Adaptive Learn Low (Gasoline) (SPN 520204:FMI 1)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine running Fault Condition-Adaptive multiplier out of range greater than -30% MIL-ON

Circuit Description The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostics before using the following diagnostic chart.

SM 751

02(GM-T4)-6-202

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1156-Adaptive Learn Low (Gasoline) Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Visually and physically check the following items: • The air intake duct for being collapsed or restricted • The air filter for being plugged • The EGO sensor is installed securely and the wire leads not damaged or contacting the secondary ignition wires • ECM grounds for being clean and tight. • Fuel system diagnostic checks Was a repair made?

Go to Step (6)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (6)

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Replace EGO sensor Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1156 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-203

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1161-Adaptive Learn High LPG (SPN 520202:FMI 0)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine Running Fault Condition-Adaptive multiplier out of range greater than 30% MIL-ON

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.

Diagnostic Aid Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold. Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load. Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer. Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false lean condition. Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean. Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 751

02(GM-T4)-6-204

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1161-Adaptive Learn High LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Go to Step (9)

Go to Step (4)

Go to Step (9)

Go to Step (4)

Go to Step (5)

Repair the open EGO power circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Using a high impedance DVOM check for continuity between EGO 1 connector signal ground pin C and EGO 1 signal pin A Do you have continuity?

SM 751

02(GM-T4)-6-205

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Using a high impedance DVOM check for continuity between EGO 1 heater ground pin D and ECM pin 49 Do you have continuity?

Go to Step (8)

Repair the open EGO heater ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1161 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-206

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1162-Adaptive Learn Low LPG (SPN 520202:FMI 1)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine running Fault Condition-Adaptive multiplier out of range greater than -30% MIL-ON

Circuit Description The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostics before using the following diagnostic chart.

Diagnostic Aid Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich. Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used. Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 751

02(GM-T4)-6-207

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1162-Adaptive Learn Low LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Go to Step (6)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (6)

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Replace EGO sensor Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1162 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-208

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1165-LPG Catalyst Monitor (SPN 520213:FMI 10)

Conditions for Setting the DTC • • • • •

Circuit Description The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffl er. When the signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.

Diagnostic Aid Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after repairing exhaust leaks, and recheck for code.

SM 751

02(GM-T4)-6-209

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1171-EPR Pressure Higher Than Expected (SPN 520260:FMI 0)

Conditions for Setting the DTC • • • • • •

EPR delivery pressure Check condition-Engine running or cranking MIL-ON during active fault Fault condition-EPR actual pressure greater than 1.5 inches above commanded pressure Adaptive disabled Engine shutdown will occur

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pressure higher than the actual commanded pressure. Adaptive learn is disabled and the MIL command is ON during this fault.

Diagnostic Aid Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. High secondary fuel pressure due to a worn or damaged primary or secondary seat may cause this fault to set

SM 751

02(GM-T4)-6-210

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1171-EPR Pressure Higher Than Expected Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Did you run the fuel pressure diagnostic test in the fuel system diagnostic section with no problems found?

Go to Step (4)

Go to Step (3)

Go to Step (4)

Follow the EPR service recommendations from the fuel pressure test chart.

Repair the circuit as necessary. Refer to wire harness repair section.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Run the EPR pressure test in the fuel system diagnostic section Did the EPR pass the fuel pressure test specifications? • Inspect the EPR electrical connector pins C018 for damage, corrosion or contamination. Did you find a problem?

• Replace or repair the EPR Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1171 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-211

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1172-EPR Pressure Lower Than Expected (SPN 520260:FMI 1)

Conditions for Setting the DTC • • • • • •

EPR delivery pressure Check condition-Engine running or cranking MIL-ON during active fault Fault condition-EPR actual pressure less than 1.5 inches below commanded pressure Adaptive disabled Closed loop disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. This code will set in the event the actual pressure is 1.0 inches water pressure lower than the actual commanded pressure. Adaptive is disabled and the MIL command is ON during this fault. Engine will shutdown if this fault occurs.

Diagnostic Aid Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. Low secondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.

SM 751

02(GM-T4)-6-212

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1172-EPR Pressure Lower Than Expected Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Did you run the fuel pressure diagnostic test in the fuel system diagnostic section with no problems found?

Go to Step (4)

Go to Step (3)

Go to Step (4)

Follow the EPR service recommendations from the fuel pressure test chart.

Repair the circuit as necessary. Refer to wire harness repair section.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Run the EPR pressure test in the fuel system diagnostic section Did the EPR pass the fuel pressure test specifications? • Inspect the EPR electrical connector C018 for damage, corrosion or contamination. Did you find a problem?

• Replace or repair the EPR Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1172 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-213

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1173-EPR Communication Lost (SPN 520260:FMI 31)

Conditions for Setting the DTC • • • • •

EPR CAN communication Check condition-Engine running or cranking MIL-On during active fault Fault condition-No packets received within 500 ms Adaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. This code will set in the event communication with the ECM is lost. The MIL command is on.

SM 751

02(GM-T4)-6-214

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1173-EPR Communication Lost Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in the system data mode • Clear DTC1173 • Key OFF • Key ON, and attempt to start the engine Does DTC1173 re-set?

Go to Step (3)

Intermittent problem. Go to Intermittent Problem section in the electrical section of this manual.

Key OFF Disconnect EPR electrical connector C018 Key ON Using a DVOM check for system power between EPR connector pin 7 and engine ground (Be sure to activate relay control ON using the DST function or check before ECM relay control times out) Do you have power?

Go to Step (4)

Follow the EPR service recommendations from the fuel pressure test chart.

• Check the 10A (F5) fuse Is the fuse open?

Go to Step (5)

Go to Step (6)

• Replace the F5 fuse Is the replacement complete?

Go to Step (17)

• Using a DVOM check for system power at power Repair the open cirrelay terminal 3 Repair the power cuit between power (Be sure to activate relay control ON using the DST System battery relay circuit as relay pin 3 and function or check before ECM relay control times required Go to step voltage EPR pin 7 Go to out) (17) step (17) Do you have power?

• • • •

• Using a DVOM check for continuity between EPR connector pin 6 and engine ground Do you have continuity?

• • • •

Key OFF Disconnect the EPR connector C018 Disconnect the ECM connector C001 Using a DVOM check for continuity between EPR pin 5 and ECM pin 15 Do you have continuity? • Using a DVOM check for continuity between EPR pin 2 and ECM pin 14 Do you have continuity?

SM 751

Go to Step (8)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (9)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (10)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

02(GM-T4)-6-215

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Using a DVOM check for continuity between EPR pin 4 and ECM pin 81 Do you have continuity?

• Using a DVOM check for continuity between EPR pin 3 and B+ Do you have continuity?

• Using a DVOM check for continuity between EPR pin 6 and B+ Do you have continuity?

• Disconnect DST from the DLC connector C014 • Using a DVOM check for continuity between engine ground and EPR pin 4 Do you have continuity?

Value(s)

Yes

Go to Step (11)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (12)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (13)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Repair the shorted to ground CAN circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (14)

• Replace the EPR Is the replacement complete?

Go to Step (15)

• Remove all test equipment and reconnect the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1173 check for any stored codes. Does DTC1173 still re-set?

Go to Step (16)

System OK

• Replace the ECM Is the replacement complete?

Go to Step (17)

SM 751

02(GM-T4)-6-216

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1173 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-217

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1174-EPR Supply Voltage High (SPN 520260:FMI 3)

Conditions for Setting the DTC • • • • • •

EPR supply voltage Check condition-Engine running or cranking MIL-ON during active fault Fault condition-internal EPR supply voltage too high Adaptive disabled Closed loop disabled

Diagnostic Aid This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging voltage to be sure this DTC and other over voltage DTCs are not present. Repair the charging system if it is found to be out of specification for high charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first.

SM 751

02(GM-T4)-6-218

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1174-EPR Voltage Supply High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode • Engine running • Check the system battery voltage. Is the charging voltage within specifications?

Go to Step (3)

Repair the charging system

• Using a DVOM compare the system battery voltage to the DST display. Is the voltage reading within 1 volt between the two of them?

Go to Step (4)

Go to Step (5)

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Replace the ECM Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1174 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

1 volt

02(GM-T4)-6-219

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1175-EPR Supply Voltage Low (SPN 520260:FMI 4)

Conditions for Setting the DTC • • • • •

EPR supply voltage Check condition-Engine running or cranking MIL-ON during active fault Fault condition-EPR internal supply voltage low Adaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the internal EPR supply voltage is low. Adaptive is disabled and the MIL command is ON.

Diagnostic Aid This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging voltage to be sure this DTC and other low voltage DTCs are not present. Repair the charging system if it is found to be out of specification for low charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first.

SM 751

02(GM-T4)-6-220

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1175-EPR Voltage Supply Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode • Engine running • Check the system battery voltage. Is the charging voltage within specifications?

Go to Step (3)

Repair the charging system

• Key OFF • Disconnect the EPR electrical connector C018 • Using a DVOM check for power between the EPR connector pin 7 and engine ground. • Key ON • Record the voltage reading. (Be sure to activate relay control ON using the DST function or check before ECM relay control times out) • Using a DVOM check the system battery power at the battery terminals and record the voltage reading. Are the recorded voltage readings within 1 volt of each other?

Go to Step (6)

Go to Step (4)

• Inspect the EPR connector and F5 fuse holder terminals for damage corrosion or contamination Did you find a problem?

Correct the problem as necessary. See wiring harness repair in the electrical section of this manual

Go to Step (5)

• Check the power relay circuit. Check the power relay connections for damage corrosion or contamination Did you find a problem?

Correct the problem as necessary. See wiring harness repair in the electrical section of this manual

Go to Step (7)

Repair the poor EPR power ground circuit. See wiring harness repair in the electrical section of this manual

Go to Step (8)

• Key OFF • Disconnect the ECM connector C001 • Using a DVOM check the resistance reading between EPR connector pin 6 and ECM connector pin 69 and 81. (Do not forget to subtract any resistance value that may be present in your test cables) Is the resistance reading less than 0.5 ohms?

• Replace the EPR Is the replacement complete?

SM 751

Less than 0.5 ohms

02(GM-T4)-6-221

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1175 check for any stored codes. Does DTC 1175 still re-set?

Go to Step (9)

System OK

• Replace the ECM Is the replacement complete?

Go to Step (10)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1175 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

Value(s)

02(GM-T4)-6-222

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1176-EPR Internal Actuator Fault (SPN 520260:FMI 12)

Conditions for Setting the DTC • • • • •

EPR internal actuator test Check condition-Engine running or cranking MIL-ON during active fault Fault condition-Failed actuator Adaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 751

02(GM-T4)-6-223

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1176-EPR Internal Actuator Fault Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Check for any other current or active DTCs Does the DST show any other codes set?

Go to Step (3)

Go to Step (6)

• Repair any other DTCs set starting with the lowest DTC number first. Have the other DTCs set been corrected?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1176 check for any stored codes. Does DTC 1176 still re-set?

Go to Step (5)

System OK

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1176 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-224

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1177-EPR internal Circuitry Fault (SPN 520260:FMI 12)

Conditions for Setting the DTC • • • • •

EPR internal actuator test Check condition-Engine running or cranking MIL-ON during active fault Fault conditionAdaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 751

02(GM-T4)-6-225

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1177-EPR internal Circuitry Fault Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Check for any other current or active DTCs Does the DST show any other codes set?

Go to Step (3)

Go to Step (6)

• Repair any other DTCs set starting with the lowest DTC number first. Have the other DTCs set been corrected?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1177 check for any stored codes. Does DTC 1177 still re-set?

Go to Step (5)

System OK

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1177 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-226

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1178-EPR Internal Communication Error (SPN 520260:FMI 12)

Conditions for Setting the DTC • • • • •

EPR internal actuator test Check condition-Engine running or cranking MIL-ON during active fault Fault conditionAdaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 751

02(GM-T4)-6-227

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1178-EPR Internal Comm Fault Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Check for any other current or active DTCs Does the DST show any other codes set?

Go to Step (3)

Go to Step (6)

• Repair any other DTCs set starting with the lowest DTC number first. Have the other DTCs set been corrected?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1178 check for any stored codes. Does DTC 1178 still re-set?

Go to Step (5)

System OK

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1178 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-228

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1511 – Auxiliary Analog PU 1 High Voltage (SPN 520216:FMI 3)

Conditions for Setting the DTC • • • • •

Voltage on Aux Analog PU1 is 5.0v or greater for longer than 1 second Wiring issue between Vehicle Interface Connector 1 (VIC 1) and pin 46 at ECM Wiring issue between VIC 1 and OEM supplied speed computer MIL light on during fault Power Derate 2 enabled

Circuit Description The AUX PU1 is pulled-up to 5 VDC inside the ECM therefore; if SPDF input becomes an open-circuit into the ECU the input will remain at 5 VDC. The OEM supplied controller grounds the SPDF circuit when the vehicle is stopped. As a result, the fault is configured in the ECU on an AUX PU1 High Voltage state if voltage reached 5.0v for longer than 1 second. This informs the technician that the circuit is open. The technician should verify the wiring is good from the OEM supplied speed computer to the GCP module. If the wiring is ok, the problem is likely in the OEM system.

SM 751

02(GM-T4)-6-229

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1511 – Auxiliary Analog PU 1 High Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected On the Raw Volts page, check the value for 4.9v or Greater Aux_ana_PU1 Does the DST display 4.9v or greater?

• Key off and battery disconnected • Provide a good ground circuit to pin H at VIC 1 Reconnect battery and turn the key on, does the page 4.9v or Greater still indicate 4.9v or greater?

Go to Step (3)

Check for bad wiring in the circuit

Go to Step (4)

• Key off and battery disconnected • Remove ground circuit installed in step 3, reinRefer to OEM for stall OEM wiring 4.9v or Greater diagnosis of speed • Provide a good ground circuit to Pin 46 at the control system GCP Connector Reconnect battery and turn the the key on, does the raw volts page still indicate 4.9v or greater?

SM 751

Intermittent problem Go to Intermittent section

Repari circuit issue between OEM supplied speed computer and Pin H at the VIC 1

Repair wire circuit issue between VIC 1 and GCP pin 46

02(GM-T4)-6-230

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1612-RTI 1 Loss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 751

02(GM-T4)-6-231

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1612-RTI 1 Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1612 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1612 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-232

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1613-RTI 2 Loss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 751

02(GM-T4)-6-233

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1613-RTI 2 Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1613 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1613 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-234

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1614-RTI 3 Losss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 751

02(GM-T4)-6-235

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1614-RTI 3 Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1614 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1614 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-236

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1615-A/D Loss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 751

02(GM-T4)-6-237

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1615-A/D Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1615 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1615 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-238

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1616-Invalid Interrupt (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 751

02(GM-T4)-6-239

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1616-Invalid Interrupt Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1616 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1616 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-240

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1625 - J1939 Shutdown Request (SPN 1384:FMI 31)

Conditions for Setting the DTC • Fault signal from OEM device • Check Condition-Engine running • MIL-ON

Circuit Description The OEM can connect to the J1939 circuit (CAN circuit) at the customer interface connector 2. The terminals are N and P and continue through the engine wire harness into the GCP header connector. The terminals at the GCP for J1939 are pins 14 and 15. This DTC will set if the OEM device hooked into terminals N and P at the customer interface connector commands the engine to shutdown.

SM 751

02(GM-T4)-6-241

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1626-CAN Tx Failure

Conditions for Setting the DTC • • • •

CAN Tx Check Condition-Engine running Fault Condition-CAN Tx error 120 packets lost within 1 second MIL-ON

Circuit Description The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for various control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL command is ON.

SM 751

02(GM-T4)-6-242

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1626-CAN Tx Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1626 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Check that the ECM power connection C019 is clean, tight and in the proper location. • Check that the ECM ground connection C010 is clean, tight and in the proper location. Are the power and ground circuits OK?

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Using a DVOM check for continuity between ECM pins 14 and 15 Do you have continuity between them?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Using a DVOM check for continuity to engine ground on pins 69 and 81 Do have continuity to engine ground?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

• Using a DVOM check for continuity to battery positive on pins 69 and 81 Do have continuity them?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1626 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-243

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1627-CAN Rx Failure (SPN 639:FMI 12)

Conditions for Setting the DTC • • • •

CAN Rx Check Condition-Engine running Fault Condition-CAN Rx error 120 packets lost within 1 second MIL-ON

SM 751

02(GM-T4)-6-244

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1627-CAN Rx Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1627 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Using a DVOM check for continuity between ECM pins 14 and 15 Do you have continuity between them?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Using a DVOM check for continuity to engine ground on pin 14. • Do have continuity to engine ground?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

• Using a DVOM check for continuity to battery positive on pin 14. Do have continuity between them?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1627 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

02(GM-T4)-6-245

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1628-CAN Address Conflict (SPN 639:FMI 13)

Conditions for Setting the DTC • • • •

CAN Rx Check Condition-Engine running Fault Condition-5 or more address conflict errors MIL-ON

Circuit Description The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for various control functions. Individual devices are assigned network addresses. This fault will set if the ECM detects an address conflict, such as two devices with the same address. This is usually not due to an in field failure and may be the results of “add on” CAN devices

SM 751

02(GM-T4)-6-246

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1628-CAN Address Conflict Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1628 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

• • • •

Key OFF Disconnect one CAN device Clear DTC 1628 Key ON (start engine if possible if not continue cranking for at least 3 seconds) • Wait 5 seconds Does DTC 1628 re-set?

Contact the CAN Repeat step 3 until device manufacall CAN devices turer for additional have been discon- CAN address information nected one at a time Go to Step (4)

Has the CAN device been replaced or address conflict resolved?

Go to Step (5)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1628 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 751

02(GM-T4)-6-247

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)

Conditions for Setting the DTC • • • •

MIL Check Condition-Key ON engine OFF Fault Condition-ECM MIL output shorted to ground MIL Command-ON

Circuit Description The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to ground.

SM 751

02(GM-T4)-6-248

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1644-MIL Control Ground Short Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code • Key OFF • Key ON Does DTC 1644 reset?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECM wire harness connector C001 • Using a DVOM check for continuity between ECM connector pin 5 and engine ground Do you have continuity?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect vehicle interface connector C012 • Using a DVOM check for continuity between ECM connector pin 80 and engine ground Do you have continuity?

• Replace the ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1644 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Repair the MIL Repair the shorted control wire short to ground circuit to ground between between the ECM the vehicle interconnector and face connector and engine ground. vehicle chassis. Then go to step (6) Then go to step (6) Go to Step (7)

System OK

Go to Step (5)

02(GM-T4)-6-249

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1644 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-250

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1645-MIL Control Ground Short To Power (SPN 1213:FMI 3)

Conditions for Setting the DTC • • • •

MIL check Check Condition-Key ON engine OFF Fault Condition-ECM MIL output shorted to ground MIL Command-ON

SM 751

02(GM-T4)-6-251

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 1645-MIL Control Ground Short To Power Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code • Key OFF • Key ON Does DTC 1645 reset?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECM wire harness connector C001 • Using a DVOM check for voltage between ECM connector pin 80 and engine ground • Key ON Do you have voltage?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect vehicle interface connector C012 • Using a DVOM check for continuity between ECM connector pin 80 and engine ground Do you have continuity?

• Replace the ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1645 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

System OK

Go to Step (5)

02(GM-T4)-6-252

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1645 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-253

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2111-Unable To Reach Lower TPS (SPN 51:FMI 7)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor Check Condition-Cranking or Running Fault Condition-Actual throttle position is 20% greater than the throttle command MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the actual throttle position is 20% greater than the throttle command. During this active fault the MIL command is ON and the engine will shutdown.

SM 751

02(GM-T4)-6-254

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2111-Unable To Reach Lower TPS Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive By Wire) test mode • Depress foot pedal until the throttle command is between 63%-68% Is the TPS 1 voltage greater than 2.0 volts?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Probe TPS 1 signal pin 6 with a test light connected to battery voltage • Key ON Does DST display TPS 1 voltage less than 0.2 volts?

Go to Step (6)

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between throttle connector TPS 1signal pin 6 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

Go to Step (13)

• Probe sensor ground circuit at ECM connector C001 with a test light connected to battery voltage Does the test light come on?

Go to Step (9)

Go to Step (7)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between throttle connector signal ground pin 2 and ECM signal ground circuit pin 20 Do you have continuity between them?

• Replace ECM Is the replacement complete?

Go to Step (13)

• Check throttle for foreign object in bore Did you find a foreign object in the bore?

Go to Step (10)

Go to Step (11)

• Remove foreign object Is the removal complete?

Go to Step (13)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (12)

• • • •

• Inspect the throttle wire harness connector terminals for damage, corrosion or contamination Did you find the problem?

SM 751

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

02(GM-T4)-6-255

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Replace throttle Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2111 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

Go to Step (13)

System OK

Go to OBD System Check

02(GM-T4)-6-256

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2112-Unable To Reach Higher TPS (SPN 51:FMI 7)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor Check Condition-Cranking or Running Fault Condition-Actual throttle position is 20% less than the throttle command MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than the throttle command. The MIL command is ON and the engine will shutdown.

SM 751

02(GM-T4)-6-257

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2112-Unable To Reach Higher TPS Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive By Wire) test mode • Depress foot pedal until the throttle command is 63%-68% Is the TPS voltage less than 2.0 volts?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Probe TPS 1 signal circuit pin 6 with test light connected to battery voltage • Key ON Is TPS voltage 4.0 volts or greater?

Go to Step (4)

Go to Step (8)

• Check throttle bore for foreign object Did you find a problem?

Go to Step (5)

Go to Step (6)

• Remove the foreign object Has the object been removed?

Go to Step (11)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (11)

Go to Step (9)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Go to Step (11)

• Check the electronic throttle connector terminals for damage corrosion or contamination Did you find a problem?

• Replace throttle Is the replacement complete?

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between throttle connector TPS 1 signal pin 6 and ECM TPS 1 signal pin 5 Do you have continuity between them?

• Using a DVOM check for continuity between throttle connector TPS 1 signal pin 6 and engine ground Do you have continuity between them? • Replace ECM Is the replacement complete?

SM 751

02(GM-T4)-6-258

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2112 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-259

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2121-FPP 1 Lower Than FPP 2 (SPN 91:FMI 18)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 1 and 2 Check Condition-Key ON Fault Condition-FPP1 sensor higher than FPP 2 MIL-ON Force idle Low rev limit

Circuit Description The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set if FPP 1 is 20% or greater than the FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

Diagnostic Aid FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must be replaced.

SM 751

02(GM-T4)-6-260

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2121 FPP 1 Lower than FPP 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST (Diagnostic Scan Tool) connected and in the system data mode • Clear DTC 2126 • Start and run the engine to full operating temperature • Depress the foot pedal from idle to the wide open position several times Does DTC 2121 re-set?

Go to Step (4)

Go to Step (3)

• Key OFF • Slowly depress the foot pedal from idle to the wide open position while observing the FPP1 and FPP 2 calculated percentage positions Does the DST display a 20% or more difference between FPP1 and FPP2 calculated positions?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect FPP sensor connector Jump the pins that that lead from the FPP sensor connector to C012 signal pin K and 5 volt supply pin M pin 3 Does the DST show FPP 1 voltage above 0.200 volts?

Go to Step (5)

Go to Step (7)

Repair the circuit as required. See wiring harness repair section

Go to Step (6)

Go to Step (12)

Go to Step (8)

Repair the open 5 volt circuit as required. See wiring harness repair section

Go to Step (9)

Repair the open signal circuit as required. See wiring harness repair section

• Inspect the FPP and vehicle interface connectors for damage corrosion or contamination Did you find a problem?

• Replace the FPP sensor Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between C017 pin 3 and ECM 5 volt pin 19 Do you have continuity?

Greater than 0.200 volts

• Using a DVOM check for continuity between C012 signal pin K and ECM signal pin 9. Do you have continuity?

• Using a DVOM check for continuity between ECM connector signal pin 9 and engine ground Do you have continuity?

Repair the signal shorted to ground circuit as required. See wiring harness repair section

Go to Step (10)

• Inspect FPP connector and ECM connector pins for damage corrosion or contamination Did you find a problem?

Repair the circuit as required. See wiring harness repair section

Go to Step (11)

SM 751

02(GM-T4)-6-261

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2121 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

02(GM-T4)-6-262

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2122-FPP 1 High Voltage (SPN 91:FMI 3)

Conditions for Setting the DTC • • • • • •

Foot Pedal Position Check Condition-Key On Fault Condition-FPP1 sensor voltage exceeds 4.800 volts MIL-On during active fault Low rev limit Forced idle

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will set if the FPP 1 voltage exceeds 4.800 volts for longer than 0.5 seconds. If the voltage exceeds 4.800 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle will be in effect during this code set limiting full power output.

Diagnostic Aid FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP connection must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete foot pedal sensor assembly must be replaced.

SM 751

02(GM-T4)-6-263

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2122 FPP 1 Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display FPP voltage of 4.800 volts or greater with the foot pedal in the idle position?

Greater than 4.800 volts

Go to Step (3)

• Slowly increase FPP while observing FPP 1 voltage Does DST FPP voltage ever exceed 4.800 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector Does the DST now show FPP 1 voltage below 0.200 volts?

Go to Step (5)

Go to Step (6)

• Replace FPP sensor Is the replacement complete?

Go to Step (10)

Key OFF Disconnect ECM connector C001 Disconnect vehicle interface connector C012 Using a DVOM check continuity between connector C012 pin L and ECM sensor ground pin 20 Do you have continuity?

Go to Step (7)

Repair the open ground circuit as required

• Key ON • Using a DVOM check for voltage between the FPP connector pin K and engine ground Do you have continuity?

Repair the signal shorted to voltage circuit

Go to Step (8)

Repair the circuit as required. See wiring harness repair section

Go to Step (9)

Go to Step (10)

System OK

Go to OBD System Check

• • • •

• Inspect ECM and FPP connectors for damage corrosion or contamination Did you find a problem?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2122 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

0.200 volts or less

02(GM-T4)-6-264

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2123-FPP 1 Low Voltage (SPN 91:FMI 4)

Conditions for Setting the DTC • • • • • •

Foot Pedal Position Check Condition-Key On Fault Condition-FPP sensor voltage less than 0.200 MIL-On during active Low rev limit Force idle

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will set if the FPP 1 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below 0.200 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle will be in effect during this code set limiting full power output.

SM 751

02(GM-T4)-6-265

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2123 FPP 1 Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in Sys- 0.200 volts or tem Data Mode less Does the DST display FPP 1 voltage of 0.200 volts or less with the foot pedal in the idle position?

Go to Step (3)

• Slowly increase FPP while observing the FPP 1 voltage Does the DST ever display FPP voltage below 0.200 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector • Jump the FPP sensor pins at the FPP 1 connector that lead to C012 5 volt pin M and signal pin K Does the DST now show FPP 1 voltage above 0.200 volts?

Go to Step (5)

Go to Step (7)

Repair the circuit as required. See wiring harness repair section

Go to Step (6)

Go to Step (12)

Go to Step (8)

Repair the open circuit as required. See wiring harness repair section

• Inspect FPP 1 and C012 connectors for damage corrosion or contamination Did you find a problem?

Greater than 0.200 volts

• Replace FPP 1 sensor Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between ECM 5 volt pin 19 and FPP connector pin that leads to C012 pin M Do you have continuity?

• Using a DVOM check for continuity between ECM signal pin 9 and FPP connector pin that leads to C012 pin K Do you have continuity?

Go to Step (9)

Repair the open circuit as required. See wiring harness repair section

• Key ON • Using a DVOM check for continuity between ECM connector signal pin 9 and engine ground Do you have continuity?

Repair the signal shorted to ground circuit as required. See wiring harness repair section

Go to Step (10)

• Inspect FPP1, C012 and ECM connectors for damage corrosion or contamination Did you find a problem?

Repair the circuit as required. See wiring harness repair section

Go to Step (11)

Go to Step (12)

• Replace ECM Is the replacement complete?

SM 751

02(GM-T4)-6-266

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2123 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-267

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2126-FPP Higher Than FPP 2 (SPN 91:FMI 16)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 1 and 2 Check Condition-Key ON Fault Condition-FPP 1 20% higher than FPP 2 MIL-ON Force idle Low rev limit

Circuit Description The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set if FPP 1 is 20% or more higher that FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

SM 751

02(GM-T4)-6-268

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2126 FPP 1 Higher Than FPP 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST (Diagnostic Scan Tool) connected in System Data Mode • Clear DTC 2126 • Start the engine and run to full operating temperature. • Depress the foot pedal from idle to wide open throttle several times. Does DTC 2126 re-set?

Go to Step (4)

Go to Step (3)

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect FPP sensor connector Does the DST now show FPP 1 voltage below 0.200 volts?

Go to Step (5)

Go to Step (6)

• Replace the FPP sensor Is the replacement complete?

Go to Step (10)

Go to Step (7)

Repair the open ground circuit as required

Repair the signal shorted to voltage

Go to Step (8)

Repair the circuit as required. See wire harness repair section

Go to Step (9)

Go to Step (10)

Key OFF Disconnect ECM connector C001 Disconnect vehicle interface connector C012 Using a DVOM check continuity between the interface connector pin L and ECM sensor ground pin 20 Do you have continuity?

• Key ON • Using a DVOM check for voltage between the FPP connector that leads to the vehicle interface connector signal pin K and engine ground Do you have voltage?

Below 0.200 volts

• • • •

• Inspect ECM and FPP connectors for damage corrosion or contamination Did you find a problem? • Replace ECM Is the replacement complete?

SM 751

No voltage

02(GM-T4)-6-269

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2126 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-270

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2127-FPP 2 Low Voltage (SPN 29:FMI 4)

Conditions for Setting the DTC • • • • • •

Foot Pedal Position Check Condition-Key On Fault Condition-FPP sensor voltage less than 0.400 MIL-On Low Rev Limit Force Idle

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will set if the FPP 2 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below 0.400 volts the FPP is considered to be out of specification. The MIL command is ON. Low rev limit and forced idle will be effect during this fault limiting power output.

SM 751

02(GM-T4)-6-271

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2127 FPP 2 Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display FPP 2 voltage of less than 0.400 volts with the foot pedal in the idle position?

Less than 0.400 volts

Go to Step (3)

• Slowly increase the FPP while observing the FPP 2 voltage Does the DST ever display FPP voltage below 0.400 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector • Jump the pins from the FPP sensor connector that leads to C012 signal pin J and 5 volt supply pin S Does the DST now show FPP 1 voltage above 0.400 volts?

Go to Step (5)

Go to Step (7)

Repair the circuit as required. See wiring harness repair section

Go to Step (6)

Go to Step (12)

Go to Step (8)

Repair the open 5 volt circuit as required. See wiring harness repair section

Go to Step (9)

Repair the open signal circuit as required. See wiring harness repair section

• Inspect the FPP and C012 connectors for damage corrosion or contamination Did you find a problem? • Replace FPP sensor Is the replacement complete? • • • •

Key OFF Disconnect ECM connector C001 Disconnect the vehicle interface connector C012 Using a DVOM check for continuity between C012 pin S and ECM 5 volt pin 49 Do you have continuity?

Greater than 0.400 volts

• Using a DVOM check for continuity between C012 signal pin J and ECM signal pin 10 Do you have continuity?

• Using a DVOM check for continuity between ECM connector signal pin 10 and engine ground Do you have continuity?

Repair the signal shorted to ground circuit as required. See wiring harness repair section

Go to Step (10)

• Inspect FPP connector C012 and ECM connector pins for damage corrosion or contamination Did you find a problem?

Repair the circuit as required. See wiring harness repair section

Go to Step (11)

Go to Step (12)

• Replace ECM Is the replacement complete?

SM 751

02(GM-T4)-6-272

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2127 check for any stored codes. Does the engine operate normally with no stored codes?

SM 751

Value(s)

Yes

System OK

Go to OBD System Check

02(GM-T4)-6-273

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2128-FPP 2 High Voltage (SPN 29:FMI 3)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 2 Check Condition-Key On Fault Condition-FPP2 sensor voltage exceeds 4.800 volts MIL-On Forced idle Low rev limit

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on foot pedal position. This fault will set if the FPP 2 voltage exceeds 4.800 volts at any operating condition while the key is on. If the voltage exceeds 4.800 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle and low rev limit will be in effect limiting power output during this fault.

SM 751

02(GM-T4)-6-274

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2128 FPP 2 Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in Sys- 4.800 volts or tem Data Mode greater Does the DST display FPP voltage of 4.800 volts or greater with the foot pedal in the idle position?

Go to Step (3)

• Slowly increase the FPP while observing the FPP 2 voltage Does DST FPP voltage ever exceed 4.800 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector Does the DST now show FPP 2 voltage below 0.200 volts?

Go to Step (5)

Go to Step (6)

• Replace FPP sensor Is the replacement complete?

Go to Step (10)

Go to Step (7)

Repair the open ground circuit as required

Repair the signal shorted to voltage circuit

Go to Step (8)

Repair the circuit as required. See wire harness repair section

Go to Step (9)

Go to Step (10)

System OK

Go to OBD System Check

Key OFF Disconnect ECM connector C001 Disconnect vehicle interface connector C012 Using a DVOM check continuity between connector C012 pin R and ECM sensor ground pin 50 Do you have continuity?

• Key ON • Using a DVOM check for voltage between the FPP connector pin J and engine ground Do you have voltage?

Below 0.200 volts

• • • •

• Inspect ECM and FPP connectors and pins for damage corrosion or contamination Did you find a problem?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2128 check for any stored codes. Does the engine operate normally with no stored codes?

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No voltage

02(GM-T4)-6-275

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2135: TPS1/2 simultaneous voltages out-of-range (SPN 51:FMI 31)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 & 2 Check Condition-Key ON Fault Condition-TPS 1 20% higher than TPS2 MIL-ON for remainder of key on cycle Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and the engine will shutdown.

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02(GM-T4)-6-276

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2135: TPS1/2 simultaneous voltages out-of-range Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display more than a 20% difference between TPS 1 and TPS 2?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (5)

Go to Step (4)

Key OFF Disconnect ECM wiring harness connector C001 Key ON Using a DVOM check for voltage between ECM connector TPS 1 signal pin 5 and engine ground Do you have voltage?

Repair the TPS 1 circuit shorted to voltage as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at connector C017 Does DST display TPS 1 voltage over 4.900 volts?

Go to Step (6)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (12)

Go to Step (9)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical

Go to Step (11)

• • • •

Key OFF Disconnect electronic throttle connector C017 Key ON Change DST mode to DBW (drive by wire) test mode Is the voltage for TPS 1 less than 0.1 volts? • • • • •

• Inspect wire terminals at throttle connector for damage corrosion or contamination Any problems found?

• Replace the electronic Throttle Is the replacement complete?

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02(GM-T4)-6-277

Group 02(GM-Tier4), PSI FUEL SYSTEM

Step

Action

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2135 check for any stored codes. Does the engine operate normally with no stored codes?

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Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

02(GM-T4)-6-278

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2229-BP High Pressure (SPN 108:FMI 0)

Conditions for Setting the DTC • • • • •

Barometric Pressure Check Condition-Key ON Fault Condition-BP greater than 16 psia MIL-ON for active fault Adaptive-Disabled

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02(GM-T4)-6-279

Group 02(GM-Tier4), PSI FUEL SYSTEM DTC 2229-BP High Pressure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in • System Data Mode Does DST display MAP pressure of 16 psia or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Replace TMAP sensor. Is the repair complete?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2229 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

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02(GM-T4)-6-280

Group 02(GM-Tier4), PSI FUEL SYSTEM

Section 7 Definitions Air Valve Vacuum (AVV): The vacuum signal taken from below the air valve assembly and above the throttle butterfly valve.

Cathode Ray Tube: A vacuum tube in which cathode rays usually in the form of a slender beam are projected on a uorescent screen and produce a luminous spot.

ADP: Adaptive Digital Processor.

Circuit: A path of conductors through which electricity ows.

Air/Fuel Ratio: The amount or balance of air and fuel in the air fuel mixture that enters the engine. Analog Voltmeter: A meter that uses a mechanical needle to point to a value on a scale of numbers. It is usually of the low impedance type and used to measure voltage and resistance. Aromatics: Pertaining to or containing the sixcarbon ring characteristic of the benzene series. Found in many petroleum distillates. Back re: Combustion of the air/fuel mixture in the intake or exhaust manifolds. A backfire can occur if the intake or exhaust valves are open when there is a mis-timed ignition spark. Benzene: An aromatic (C6H6). Sometimes blended with gasoline to improve anti-knock value. Benzene is toxic and suspected of causing cancer. Bi-Fueled: A vehicle equipped to run on two fuels. Blow-By: Gases formed by the combustion of fuel and air, which ordinarily should exert pressure only against the piston crown and rst compression ring. When rings do not seal, these gases escape or “blow by” the side of the piston into the crankcase. BTU: British Thermal Unit. A measurement of the amount of heat required to raise the temperature of 1lb. of water 1 degree F. Butane: An odorless, colorless gas, C4H10 found in natural gas and petroleum. One of the ve LP gases. CAFE: Corporate Average Fuel Economy. CARB: California Air Resources Board. Carbon Monoxide (CO): A chemical compound of a highly toxic gas that is both odorless and colorless. Carburetor: An apparatus for supplying an internalcombustion engine a mixture of vaporized fuel and air.

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Closed Loop Operation: Applies to systems utilizing an oxygen sensor. In this mode of operation, the system uses oxygen sensor information to determine air/fuel ratio. Adjustments are made accordingly and checked by comparing the new oxygen sensor to previous signals. No stored information is used. CNG: Compressed Natural Gas. CKP: Crankshaft Position Sensor CMP: Camshaft Position Sensor Conductor: A material, normally metallic, that permits easy passage of electricity. Contaminants: Impurities or foreign material present in fuel. Control Module: One of several informal names for a solid state microcomputer which monitors engine conditions and controls certain engine functions; i.e. air/fuel ratio, injection and ignition time, etc. The formal name and the one used throughout this manual is ECM, or Engine Control Module. Converter: A LPG fuel system component containing varying stages of fuel pressure regulation combined with a vaporizer. Cryogen: A refrigerant used to obtain very low temperatures. Current: The volume or ow of electrons through a conductor. Measured in amperes or amps. DBW: Drive By Wire Dedicated Fuel System: A motor fuel system designed to operate on only one fuel type. Diaphragm: A thin, exible membrane that separates two chambers. When the pressure in one chamber is lower than in the other chamber, the diaphragm will move toward the side with the low pressure.

02(GM-T4)-7-1

Group 02(GM-Tier4), PSI FUEL SYSTEM Diaphragm Port: The external port located at the fuel inlet assembly and connected to the vacuum chamber above the air valve diaphragm.

Fuel Injector: a spring loaded, electromagnetic valve which delivers fuel into the intake manifold, in response to an electrical input from the control module.

DLC: Data Link Connector.

Fuel Lock: A solenoid-controlled valve located in the fuel line to stop the ow when the engine stops or the ignition switch is off.

DTC: Diagnostic Trouble Code DST: Diagnostic Scan Tool. DVOM: Digital Volt/ohm Meter. A meter that uses a numerical display in place of a gauge and is usually of the high impedance type. ECT: Engine Coolant Temperature. ECM: Electronic Control Module ECOM: A DLC cable supporting CAN and serial communication with a PSI/EControls ECM. EFI: Electronic Fuel Injection. A fuel injection system, which uses a microcomputer (ECM) to determine and control the amount of fuel, required by, and injected into, a particular engine. EGO: Exhaust Gas Oxygen, used to describe a sensor. Also known as “HEGO” (Heat Exhaust Gas Oxygen) sensor, “O2” or “Oxygen sensor.

Gasohol: 10 percent ethanol, 90 percent gasoline. Often referred to as E-10. Gasoline: A motor vehicle fuel that is a complex blend of hydrocarbons and additives. Typical octane level is 89. GCP: Spectrum III (90-pin) ECM. Greenhouse Effect: A scienti c theory suggesting that carbon dioxide from the burning of fossil fuels is causing the atmosphere to trap heat and cause global warming. HC: Hydrocarbon. An organic chemical compound. HD 10: A fuel of not less than 80% liquid volume propane and not more than 10% liquid volume propylene. HD 5: A fuel of not less than 90% liquid volume propane and not more than 5% liquid volume propylene. HDV: Heavy Duty Vehicle.

EGR: Exhaust Gas Recirculation.

Heavy Ends: A term used to describe the build up of wax-like impurities that fall out of LPG when vaporized.

EPA: Environmental Protection Agency: A regulating agency of the Federal government which, among other duties, establishes and enforces automotive emissions standards.

HEGO: Heated Exhaust Gas Oxygen, used to describe a sensor. Also known as “EGO” (Exhaust Gas Oxygen sensor), “O2” or “Oxygen sensor.

Ethanol: Grain alcohol (C2H5OH), generally produced by fermenting starch or sugar. Evaporative Emissions Controls: An automotive emission control system designed to reduce hydrocarbon emissions by trapping evaporated fuel vapors from the fuel system. Excess Flow Valve: A check valve that is caused to close by the fuel when the ow exceeds a predetermined rate. FTV: Fuel Trim Valve. FFV: Flexible Fuel Vehicle. Firing Line: The portion of an oscilloscope pattern that represents the total amount of voltage being expended through the secondary circuit. FMVSS: Federal Motor Vehicle Safety Standards. FPP: Foot Pedal Position Sensor

Hg: Chemical symbol for the element mercury. Used in reference to a measure of vacuum (inches of Hg). Histogram: The graphical version of a table which shows what proportion of values fall into specific categories over a specific period of time. Hydrocarbon: A chemical compound made up of hydrogen and carbon (HC). Gasoline and almost all other fuels are hydrocarbons. Hydrostatic Relief Valve: A pressure relief device installed in the liquid LPG hose on a LPG fuel system. IAT: Intake Air Temperature Ideal Mixture: The air/fuel ratio at which the best compromise of engine performance to exhaust emissions is obtained. Typically 14.7:1. Ignition Reserve: The difference between available voltage and the required voltage. ILEV: Inherently Low Emission Vehicle.

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02(GM-T4)-7-2

Group 02(GM-Tier4), PSI FUEL SYSTEM Impedance: A form of opposition of AC electrical current ow (resistance) measured in ohms.

Mixer: Fuel introduction device that does not include a throttle plate.

Insulation: A nonconductive material used to cover wires in electrical circuits to prevent the leakage of electricity and to protect the wire from corrosion.

MFI: Multiport Fuel Injection. A fuel injection system that uses one injector per cylinder mounted on the engine to spray fuel near the intake valve area of combustion chamber.

Intercept: An electrical term for a type of splice where the original circuit is interrupted and redirected through another circuit. Knock: Sound produced when an engine’s air/fuel mixture is ignited by something other than the spark plug, such as a hot spot in the combustion chamber. Also caused by a fuel with an octane rating that is too low and/or incorrect ignition timing. Also called detonation or ping.

MSV: Manual Shut-Off Valve. Refers to the manually operated valve on the LPG tank. MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to gasoline to reduce harmful emissions and to improve the octane rating. Multi-fuel System: A motor fuel system designed to operate on two different fuels, such as LPG and gasoline. Natural Gas: A gas formed naturally from buried organic material, composed of a mixture of hydrocarbons, with methane (CH4) being the dominant component.

Lambda Sensor: A feedback device, usually located in the exhaust manifold, which detects the amount of oxygen present in exhaust gases in relation to the surrounding atmosphere. (See HEGO).

NGV: Natural Gas Vehicle.

LDV: Light Duty Vehicle.

NOX: See Oxides of Nitrogen.

Lean Mixture: An air to fuel ratio above the stoichiometric ratio; too much air.

OBD: On Board Diagnostic

LEV: Low Emission Vehicle. Limp-in or Limp Home: A mode where the ECM or a component has failed, but the vehicle remains operational although the engine may operate minimally. This term may also describe the drivability characteristics of a failed computer system. Liquid Petroleum Gas (LPG): A fuel commonly known as propane consisting mostly of propane (C3H8), derived from the liquid components of natural gas stripped out before the gas enters the pipeline, and the lightest hydrocarbons produced during petroleum re ning. Octane level of LPG is 107. LPG: Liqui ed Petroleum Gas. M85: A blend of gasoline and methanol consisting of 85% methanol and 15% gasoline. Measurements of Pressure: 1 PSI=2.06” Hg (mercury) = 27.72” H2O (water column). At sea level atmospheric pressure is 29.92” Hg. Methanol: Known as wood alcohol (CH3OH), a light, volatile, ammable alcohol commonly made from natural gas. MIL: Malfunction Indicator Lamp. Mis re: Failure of the air/fuel mixture to ignite during the power stroke.

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Octane Rating: The measurement of the antiknock value of a motor fuel. OEM: Original Equipment Manufacturer, the vehicle manufacturer. Open-Loop: An operational mode during which control module memory information is used to determine air/ fuel ratio, injection timing, etc., as opposed to actual oxygen sensor input. Ori ce: A port or passage with a calibrated opening designed to control or limit the amount of ow through it. Oscilloscope: An instrument that converts voltage and frequency readings into traces on a cathode ray tube (also see Cathode Ray Tube). Oxides of Nitrogen: Chemical compounds of nitrogen bonded to various amounts of oxygen (NOX). A chief smog forming-agent. Oxygen Sensor: An automotive fuel system that produces a signal in accordance with the oxygen content of the exhaust gas. (See Lambda Sensor). Oxygenate: Oxygenates (such as MTBE, ethanol and methanol) added to gasoline to increase the oxygen content and therefore reduce exhaust emissions. Ozone: A radical oxygen module (O3) that is found in the upper atmosphere and lters out ultraviolet radiation from

02(GM-T4)-7-3

Group 02(GM-Tier4), PSI FUEL SYSTEM the sun. Ground level ozone is formed by NOX, during the formation of photochemical smog. Particulates: Microscopic pieces of solid or liquid substances such as lead and carbon that are discharged into the atmosphere by internal combustion engines. Positive Crankcase Ventilation (PCV): An automotive emission control system designed to reduce hydrocarbon emissions by routing crankcase fumes into the intake manifold rather than to the atmosphere. Power Derate: A mode of reduced engine power output for the purposes of protecting engine components during a failure or malfunction. Pressure Differential: The differential between atmospheric pressure and intake manifold (referred to as vacuum) pressure.

Spark Line: The portion of an oscilloscope pattern that represents the time during which the air/fuel mixture is being burned in the combustion chamber. Splice: An electrical term for the joining of two or more conductors at a single point. Stoichiometric Ratio: An ideal fuel/air ratio for combustion in which all of the fuel and most of the oxygen will be burned. Sulfur Oxides: Chemical compounds where sulfur is bonded to oxygen produced by the combustion of gasoline or any other fuel that contains sulfur. As sulfur oxides combine with water in the atmosphere to form sulfuric acid. System Pressure: The fuel pressure maintained in the system during normal engine operation.

Pressure Regulator: A device to control the pressure of fuel delivered to the fuel injector(s).

Tap: An electrical term for a type of splice where the original circuit is not interrupted.

Primary Circuit: The low-voltage or input side of the ignition coil.

TBI: Throttle Body Injection. Any of several injection systems that have the fuel injector(s) mounted in a centrally located throttle body.

Propane: An odorless and colorless gas, C3H8, found in natural gas and petroleum. Psia: pounds per square inch absolute PTV: Pressure Trim Valve Reactivity: Refers to the tendency of an HC in the presence of NOX and sunlight to cause a smogforming reaction. The lighter the HC, the lower reactivity tends to be. Regulator: An assembly used to reduce and control the pressure of a liquid or vapor. Resistance: The opposition to the ow of current in an electrical circuit. Measured in ohms. Rest Pressure: Fuel pressure maintained within the system after engine shutdown. Rich Mixture: An air to fuel ratio below the stoichiometric ratio; too much fuel. SAE: Society of Automotive Engineers. Secondary Circuit: The high-voltage output side of the ignition coil. SEFI or SFI: Sequential Electronic Fuel Injection or Sequential Fuel Injection. Sensors: Devices that provide the control module with engine information as needed to properly control engine function.

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Throttle Body: Controls engine RPM by adjusting the engine manifold vacuum to the mixer. Consists of a housing shaft, throttle liner and butter y valve. TLEV: Transitional Low Emission Vehicle. TMAP: Combined Air Inlet and Manifold Pressure Sensor. Toluene: A liquid aromatic hydrocarbon C7H8. TPS: Throttle Position Sensor. TSB: Technical Service Bulletin. ULEV: Ultra Low Emission Vehicle. USB: Universal Serial Bus. A plug or interface supplied on most personal computers. Vaporization: A process in which liquid changes states into gas. Venturi Air Valve Vacuum (VAVV): An ampli ed air valve vacuum signal coming from the venturi area of the mixer, directly exposed to air ow before the addition of vaporized LPG. Volt/ohmmeter (VOM): A combination meter used to measure voltage and resistance in an electrical circuit. Available in both analog and digital types. May also referred to as AVOM and DVOM.

02(GM-T4)-7-4

Group 02(GM-Tier4), PSI FUEL SYSTEM Voltage: The electrical pressure that causes current to ow in a circuit. Measured in volts. Voltage Drop: A lowering of the voltage in a circuit when resistance or electrical load is added. Voltmeter: A meter that uses a needle to point to a value on a scale of numbers usually of the low impedance type; used to measure voltage and resistance. VSS: Vehicle Speed Sensor Xylene: C6H4 (CH3)2. Any of three toxic, ammable, and oily isomeric aromatic hydrocarbons that are dimethyl homologues of benzene and usually obtained from petroleum or natural gas distillates. ZEV: Zero Emission Vehicle.

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02(GM-T4)-7-5

GROUP 03

GROUP 03 INTAKE AND EXHAUST SYSTEM

Intake and Exhaust Systems Specification and Description .................. Section 1 Intake and Exhaust Systems Troubleshooting ........................................ Section 2 Intake System Service ............................. Section 3 Exhaust Systems ....................................... Section 4

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03-0

Group 03, Intake and Exhaust System

Section 1 Intake and Exhaust Systems Specifications and Description Specifications Air Cleaner Type: Canister style with replaceable paper element and air-restriction indicator.

Fastener Torques Air Cleaner Hose Clamp Torques: 1.5-2.5 N m (1.09-1.8 ft-lb) Air Cleaner Bracket Mounting Nut Torques: 20-25 N m (14.5-18.5 ft-lb)

Service Intervals Air Cleaner (Filter) Replacement: •

Diesel trucks, replace every 1000 hours. IMPORTANT Filter replacement intervals also depend on operating conditions. The air cleaner body and element should be check visually at regular intervals to check for leaks, holes, or other conditions that will affect the air restriction indicator. Air cleaner should be serviced when the air restriction indicator shows service is required.

To lengthen the maintenance interval, the air cleaner used in this fork lift truck is composed of one large centrifugal air pre-filter and dual elements. The dust injector port on air cleaner body discharges the particles from the filter. Some trucks are equipped with an “air restriction indicator” that warns the driver of dirty and restricted air intake. The air cleaner should only be serviced when the air restriction indicator shows service is required or every 2000 hours. However, the system components should be visually checked regularly for leaks, holes, or other damage that could affect the readings of the air restriction indicator. Air filter ass'y is composed of inlet/outlet hose, air cleaner body, filter element, air restriction indicator, dust injector and clamps. The air intake opening is located in a leg of the operator’s cell, high enough above the ground to prevent excessive dust and dirt from entering the system. Drain hose is connected to diesel intake manifold.

Air Hoses and Clamps Inspection: Every 50-250 hours or each PM. Exhaust Pipe and Muffler Inspection: Every 50-250 hours or each PM.

Description The reason for providing an air cleaner for the engine is to protect the engine from abrasive dust and dirt entering the cylinders and causing excessive wear. Industrial truck operating environments can contain a high concentration of dust, fibers, or other contaminants. Dirty filter elements or loose, leaking, or broken hoses or clamps can dramatically shorten engine life. Clogged air filters cause engine power loss and poor fuel economy.

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Group 03, Intake and Exhaust System

Section 2 Intake System Troubleshooting Dirty or restricted air induction components can cause several problems with your truck’s operation. Regular maintenance and service of the filter element and related components can prevent problems with your truck. The air restriction indicator also automatically gauges the air induction system performance and can warn you when problems arise. The air restriction indicator switch is a mechanical control mounted on the air cleaner body. The switch monitors the vacuum present in the system and determines when the air flow is not adequate; either a clogged air intake or dirty filter element prevents the full, required amount of air from reaching the engine.

If any of these problems occur with the truck, the air filter may be clogged or the air intake system is restricted. Service the entire system to make sure that air flow is clean and unrestricted. Change the filter element and check all hoses, tubing, and the air cleaner for tight fittings. Look at all connections for fan-shaped dust deposits that indicate possible air leaks. Check all hoses for proper seating and look for cracks or damage. Make sure all hose clamps are properly torqued.

Clogged air filters may cause the following symptoms : •

Engine starts but does not remain running.

•

Engine lacks power.

•

Excessive black exhaust smoke.

•

Fuel or oil leaking from exhaust manifold.

•

Excessive fuel consumption.

•

Low compression.

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Group 03, Intake and Exhaust System

Section 3 Intake System Service Use the illustrations on the following pages to service the intake system, including changing the air filter element. NOTE The air restriction indicator gauges vacuum present in the system. For diesel engines, the filter should be replaced every 900-1000 hours. Regularly check the system components, however, to check for leaks, holes, or other damage that could affect the air restriction indicator.

6. Reseat the air cleaner cover, making sure that it fits tightly around the air cleaner. 7. Close and latch the air cleaner cover clamps.

Air Cleaner Removal 1. Remove the two bolts that mount the air cleaner to the frame. 2. Loosen the clamp and remove the hose from the engine. 3. Remove the hose from the intake pipe.

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.

4. Remove the air cleaner and hosing from the truck.

Air Cleaner Replacement Installation is the reverse order of removal.

2. Put upright in vertical position and fully lower the forks or attachment.

•

Torque the hose clamp bolts to 1.9-2.9 N•m (1.32.1 ft-lb).

3. Put all controls in neutral. Turn key switch OFF and remove key.

•

Torque air cleaner bracket mounting bolts to 20-25 N•m (14.8-18.5 ft-lb).

4. Apply the parking brake and block the wheels.

Air Filter Replacement 1. The air cleaner is located to the right of the driver’s seat. 2. Inspect the components and look for fan-shaped dust accumulation at all hose connections. Clean components of dust, dirt, and other contaminants that might enter the system on disassembly. 3. Loosen the air cleaner, and remove the hose from the engine. 4. Clean the inside of the air cleaner. 5. Install the new filter element. Be sure that the filter element is fully seated in the air cleaner. NOTE Do not try to air clean and blow out the filter. Filter is further clogged by air cleaning. Always replace with a new filter element.

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Group 03, Intake and Exhaust System Air Filter

Free cleaner Air cleaner

Intake Pipe

Indicator Torque 20~25 N.m (14.8~18.5 lb.ft) Outflow hose

Air filter element canister Free cleaner cover Torque 20~25 N.m (14.8~18.5 lb.ft) Hose connector pipe Intake Hose Blow by hose Radiator bracket

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Group 03, Intake and Exhaust System

Section 4 Exhaust Systems

CAUTION

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Group 03, Intake and Exhaust System Exhaust System

Vertical Exhaust Pipe

Hot Surface Wanning decal

Counterweight Cover

Horizontal Exhaust Pipe

Torque to 60-65N.m (44~48ft.lb)

fle

Torque to 30-35N.m (22~28ft.lb)

Exhaust Pipe

Cushion Rubber

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GROUP 06

GROUP 06 TRANSMISSION 3WG-116 (OldGT/M) (for DIESEL TRUCK)

Layout 3WG-116 ........................................... Section 1 Disassembly .....................................................Section 2 Reassemly ........................................................Section 3 AEB Setting of T/M controller clutch & INCHING calibration ............................... Section 4 Troubleshooting.............................................. Section 5

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Group 06, Transmission(3WG-116)

Section 1 LAYOUT 3WG-116 LAYOUT 3WG-116 No 1 2 3 4 5 6 7

Description Remarks Engine connection B=Direct mounting Converter Input shaft Transmission pump Input gear Clutch shaft "K2" Mounting possibility Power take-off; Coaxial engine-dependent

8 9 10 11 12

Clutch shaft Clutch shaft Clutch shaft Output flange Clutch shaft

"KV" "KR" "K1"

"K3/Output" 10

Clutch arrangement

7 8

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Group 06, Transmission(3WG-116)

A 8

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Group 06, Transmission(3WG-116) MEASURING PLAN AND CONNECTIONS Measurements have to be made with the transmission at operating temperature (approx. 80°C - 90°C)! IDENTIFICATION NO. DESIGNATION OF THE ITEM CONNECTION ON VALVE BLOCK MEASURING POINTS FOR PRESSURE OIL AND TEMPERATURE: 51 Before converter Opening pressure 11+2 bar M10x1 H 52 After converter Opening pressure 4.3+3 bar M10x1 53 Clutch Forward 16 +2 bar KV M10x1 B 55 Clutch Reverse 16 +2 bar KR M10x1 E 56 Clutch 16 +2 bar K1 M10x1 D 57 Clutch 16 +2 bar K2 M10x1 A 58 Clutch 16 +2 bar K3 M10x1 C 60 Not applicable K4 M10x1 F 63 After converter M14x1.5 Temperature 100°C, short-time 120°C 65 System pressure 16 +2.5 bar M10x1 K MEASURING POINTS FOR FLOW RATES: 15 Connection from heat exchanger 1G\VX]" - 12 UN-2B 16

Connection to heat exchanger

INDUCTIVE- PULSE- SPEED TRANSMITTERS AND SWITCHES: 21 Inductive transmitter n Turbine 34 Speed transmitter n Output 47 Inductive transmitter n Internal speed input 48 Inductive transmitter n Engine 54 Differential pressure switch for pressure filter CONNECTIONS: 10 Breather 49 Plug connection on electro-hydraulic control unit

1G5/16" - 12 UN-2B M18x1.5 ----------M18x1.5 M18x1.5 M14x1.5 M10x1

10 10

34 34

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Group 06, Transmission(3WG-116)

49 57 60 53 48 58

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Group 06, Transmission(3WG-116) INSTRUCTIONS TO THE REQUIRED OIL QUALITY AND OIL CAPACITY: Oil quality/grade: Only oils in accordance with the characteristics specified in the ZF List of Lubricants TE-ML 03 are allowed to be used !

Oil capacity: approx. 20 liters (sump volume) for newly to be filled transmissions (i.e. upon dis- and reassembly). External oil capacities (e.g. converter, cooler, lines etc.) depend on the vehicle.

Notes 1) As to oil level check, oil and filter change are first 50 operating hours in service. 2) Every further oil change after 1000 operating hours in service. 3) Every further oil filter change after 500 operating hours in service.

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Group 06, Transmission(3WG-116)

Section 2 DISASSEMBLY (Electro-Hydraulic Control and Filter) Mount the transmission to the assembly truck.

Loosen the cap screws (2) and separate the filter head (1) from the transmission housing. Remove the O-rings

Prior to start the disassembly, drain the oil!

Figure 3

1.2 Removal of the Electric Shift System Remove the shift system (1). Loosen the Torx screws (2) and separate the gearshift housing from the intermediate sheet.

Figure1

1.1 Removal of the Filter By means of the strap wrench separate the ZF-Micro Filter (1) from the filter head.

Figure 4 Remove the complete shift system (1) and the intermediate sheet (2).

S 2 1 1

Figure 2

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Figure 5

06-2-1

Group 06, Transmission(3WG-116) Mark the installation position of the cover (1) to the valve block (2).

Loosen the cap screws (1) and remove the cover. Remove the opposite cover.

Figure 10

Figure 6 Loosen the Torx screws (1).

Remove the wiring harness (1). Loosen the cap screws (3), remove the fixing plates and the pressure regulators (1).

Figure7 Separate the duct plate (3), and intermediate sheet (2) from the valve block (1).

Figure 11 Loosen the cap screws, remove the fixing plates and the pressure regulators (1).

3 1

Figure 8 Remove the retaining clamp (1).

Figure 12

Figure 9

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06-2-2

Group 06, Transmission(3WG-116) Loosen two cap screws (1) and fasten the adjusting screws (S) preliminarily (housing is spring-loaded). Following to this loosen the remaining cap screws.

Remove the single parts on the opposite side analogously: 1 = Main pressure valve 2 = Vibration damper 3 = Follow-on slide

1 S

Figure 13 Separate the housing from the valve housing by loosening the adjusting screws equally.

Figure 16

Figure 14 Remove the single parts: 1 = Pressure reducing valve 2 = Vibration damper 3 = Follow-on slide

Figure 15

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06-2-3

Group 06, Transmission(3WG-116) Inductive transmitters, Valves, Oil Filler and Oil Drain Plug, Screw Plugs Mount the transmission to the assembly truck.

Remove the positioned parts. 1 =Breather 2 = Inductive transmitter - n engine 3 = Screw plug (measuring point after converter) 4 = Screw plug (option for temperature sensor) 5 = Fixing strap Oil filler tube 6= Oil filler tube with oil dipstick) 7 = Screw plug (oil drain bore))

1 5

2 3

Figure 3 Remove the positioned parts.

Figure 1 Remove the converter pressure back-up valve (1) and differential pressure switch (3) for the ZF-Micro Filter (2).

1 = Inductive transmitter n - Internal speed input 2 = Inductive transmitter n - Turbine 3 = Speed transmitter n - Output 4 = Cover (mounting possibility for oil filler tube)

Do not remove the pressure relief valve.

3 1

2 2

Figure4

Figure 2

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06-2-4

Group 06, Transmission(3WG-116) Engine Connection, Pressure Oil Pump and Removal of the Clutches Mount the transmission to the assembly truck. Loosen the hexagon screw (2) and separate the flexplate (1) from the converter (3).

By means of the lifting equipment the converter bell (1) with pressure oil pump (5) are commonly to be separated from the transmission housing rear section (4). Remove the intermediate sheet (3) and the stator hollow shaft (2).

5 2

1 1

3 4

3 2 Figure 3

Separate the pressure oil pump (1) from the converter bell.

Figure 1 By means of the lifting equipment separate the converter (1) from the transmission. Loosen the bolted connection (4) and (5). 1 =Converter 2 =Converter bell 3 = Pressure oil pump 4 =Bolted connection Converter bell/Transm. hsg rear section 5 =Bolted connect. Pressure oil pump/Transm. hsg rear section 6 =Transmission housing rear section

Figure 4 Loosen both cap screws and remove the cam disc. If running-in marks should be found in the pump housing orGon the cam disc, the complete pump has to be replaced!

1 3

4 5 Figure 5 6

2 Figure 2

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06-2-5

Group 06, Transmission(3WG-116) Squeeze out the snap ring (1) and remove the single parts. 1 = Pump housing with rotor 2 =Snap ring 3 = Shaft seal 4 = Support shim 5 = Needle bearing 6 =Ring

Unsnap the retaining ring (1) from the power take-off and remove the O-ring (2).

Figure 9 1 6 2

Figure 6 Remove the tab washer (2) and loosen the hexagon screws (1).

Pull the pump shaft (1) out of the housing bore. Unsnap the rectangular ring (2). Press off the ball bearing (3) from the shaft. Expel both cyl. pins (5) (see Figure 12). Loosen the bolted connection (4) Transmission housing rear section/ Transmission housing front section.

1 4

Figure 10 Figure 7

By means of the lifting equipment separate the transmission housing rear section (1) from the transmission housing front section (2).

Pull off the input shaft (1). Remove the shaft seal.

1 1

S S

Figure 8

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Figure 11

06-2-6

Group 06, Transmission(3WG-116) Loosen the cap screws (2) and remove the suction tube (1). Remove the O-ring from the suction tube. Loosen the cap screws (6) and remove the screen sheet (5). Remove the pipes (4) with O-rings. Cyl. pins (3) see Figure 10.

Remove the pipes (system pressure from the electrohydraulic control to the respective clutch). Remove the holding segment (6). The pipes are to disassembled in the following sequence: 1 =Pipe K3 2 =Pipe K1 3 = Pipe K2 4 =Pipe KR 5 =Pipe KV

4 1 5 6

Figure 12

The clutch is to be removed from the transmission housing according to the sequence of numbers as described in the legend. 1 =Clutch K3 2 =Clutch K1 3 =Clutch K2 4 =Clutch KR 5 =Clutch KV 6 =Input shaft

Figure 15 Remove all bearing outer rings (see arrows). Should contrary to the ZF Recommendations the taper roller bearings of the clutches as well as of the input not beG replaced, the assignment (bearing inner and outer ring) has to be kept at least! Mark the bearing inner and bearing outer rings to each other accordingly!

5 4 2

Figure 13

Figure 16

Loosen the cap screws (1) and remove the screen sheet (2).

Figure 14

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06-2-7

Group 06, Transmission(3WG-116) Clutches KV/KR/K1/K2/K3 and Input

Unsnap the retaining ring (1).

See figure on the down.

1 AN

KV K1 KR

Figure 5

Press the clutch shaft (1) out of the idler (2).

Figure 1

4.1 Clutch KV Remove the stud (1) and unsnap the piston ring (2).

Figure 6 Unsnap the retaining ring (2) from the idler (1) and remove the ball bearing (3).

Figure 2 3

Pull the taper roller bearing (inner ring) from the shaft.

Figure 7 Remove the needle cage (1) from the shaft (2).

Figure 3 Pull the clutch (1) from the shaft.

Figure 8 1 Figure 4

SM 751

06-2-8

Group 06, Transmission(3WG-116) Rotate the shaft (2) by 180° and unsnap the piston ring (1).

Pull the clutch (1) from the shaft.

1 2 Figure 13

Figure 9 Pull the taper roller bearing (inner ring) from the shaft.

Unsnap the retaining ring (1).

1 S

Figure 10

Figure 14 Press the clutch shaft (1) out of the idler (2).

4.2 Clutch KR

Remove the stud (1) and unsnap the piston ring (2).

Figure 15 Disassemble the idler (1).

Figure 11

Pull the taper roller bearing (inner ring) (2) from the shaft.

Figure 16

Figure 12

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06-2-9

Group 06, Transmission(3WG-116) Unsnap the retaining ring (2) from the idler (1) and remove the ball bearing.

Pull the taper roller bearing (inner ring) from the shaft.

2 3

1 Figure 21 Figure 17

4.3 Clutch K1

Remove the needle cage (1) from the shaft (2).

Remove the stud (1) and unsnap the piston ring (2).

1 2 2

Figure 18 Shaft (2) and gear (1) cannot be separated (shrink fit).

Figure 22 Pull the taper roller bearing (inner ring) from the shaft.

1 Figure 19 Rotate the shaft (2) by 180° and unsnap the piston ring (1).

Figure 23 Unsnap the retaining ring (1).

1 2

Figure 20 Figure 24

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06-2-10

Group 06, Transmission(3WG-116) Remove the complete axial bearing (1).

Pull the taper roller bearing (inner ring) from the shaft.

Figure 29

Figure 25 Take off the idler (1), remove the needle cage (2) and the complete axial bearing (3).

4.4 Clutch K2 Remove the stud (1) and unsnap the piston ring (2).

2 3

Figure 26 Pull the clutch (1) from the shaft.

Figure 30 Pull the taper roller bearing (inner ring) from the shaft.

Figure 27 Rotate the shaft (2) by 180° and unsnap the piston ring (1).

Figure 31 Unsnap the retaining ring (1).

2 Figure 28 Figure 32

SM 751

06-2-11

Group 06, Transmission(3WG-116) Remove the complete axial bearing (1).

Pull the taper roller bearing (inner ring) from the shaft.

1 S

Figure 37

Figure 33 Take off the idler (1), remove the needle cage (2) and the complete axial bearing (3).

4.5 Clutch K3 Unsnap the piston ring (1).

1 1 2 3

Figure34 Figure 38

Pull the clutch (1) from the shaft.

Pull the taper roller bearing (inner ring) from the shaft.

1 Figure 35 Rotate the shaft (2) by 180° and unsnap the piston ring (1).

Figure 39 Remove the complete axial bearing (1).

2 Figure 36 Figure 40

SM 751

06-2-12

Group 06, Transmission(3WG-116) Take off the idler (1), remove the needle cage (2) and the complete axial bearing (3).

4.6 Input Unsnap the piston ring (1). The turbine wheel shaft (2) and the input gear (3) are attached with a snap ring. The components are destroyed at the separation !!

3 1 Figure 41 Pull the clutch (1) from the shaft.

3 Figure 45 Pull the taper roller bearing (inner ring) from the input gear.

Figure 42 Rotate the shaft (2) by 180° and unsnap the piston rings (1).

Figure 46 1

Pull the taper roller bearing (inner ring) from the input gear.

2 Figure 43 Pull the taper roller bearing (inner ring) from the shaft.

Figure 47 S

Figure 44

SM 751

06-2-13

Group 06, Transmission(3WG-116)

Section 3 REASSEMBLY Clutches KV/KR/K1/K2/K3 and Input

Mount the needle bearing (1) onto the shaft.

In the ECU-37A (electronic transmission control) the gear changes ( filling times and pressure level) are controlled via the drive program of the transmission electronics. Additionally, the ECU-37A monitors the disc clearance of the clutches and if exceeded, a fault message is given in the ZF-Display. To ensure the shifting quality continuously, no repairs are allowed to be made on the clutches KV/KR/K1/K2/ K3 (see Figure), which means that only the complete clutch is allowed to be replaced.

Figure 3 Put the ball bearing (2) into the idler (1) until contact is obtained and fasten it by means of retaining ring (3).

1.1 Clutch KV Press the taper roller bearing (inner ring) (1) onto the shaft (2) until contact is obtained.

1 Figure 4

Press in the preassembled idler (1) until contact.

Figure 1 Install the piston ring (1).

Figure 5 Figure 2

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06-3-1

Group 06, Transmission(3WG-116) Fasten the idler (1) by means of retaining ring (2).

Press the taper roller bearing (inner ring) (1) until contact is obtained.

1 1

Figure 6 Heat up the inner diameter of the clutch (1) (approx. 120°C)

Figure 9 Install the piston ring (1)

1 Figure 10

Figure 7 Mount the clutch (1) until contact is obtained.

Install the stud (1). Tightening torque ........................................ MA = 17 Nm Check closing resp. opening of the clutch by means of compressed air at the bore (2). Closing resp. opening of the clutch must be clearly audible.

CAUTION

Wear safety gloves!

Figure 8 Figure 11

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06-3-2

Group 06, Transmission(3WG-116) 1.2 Clutch KR Press the taper roller bearing (inner ring) (1) onto the shaft (2) until contact is obtained.

Undercool the shaft (2) ( approx. 80° C). Mount the gear until contact is obtained. Install the chamfer of the gear (see arrow) showing upwards! Observe the radial installation position!

CAUTION

Wear safety gloves!

Chamfer 2

Figure 12 2 Install the piston ring (1).

Figure 15 Fasten the gear (1) by means of retaining ring (2).

2 Figure 13

Heat up the inner diameter of the gear (1) (approx. 120° C) .

! Wear safety gloves!

CAUTION

Figure 16 Mount the needle bearing (1) onto the shaft (2).

Figure 14

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Figure 17

06-3-3

Group 06, Transmission(3WG-116) Put the ball bearing (2) into the idler (1) until contact is obtained and fasten it by means of retaining ring (3).

Mount the clutch (1) and press it until contact is obtained.

CAUTION

Wear safety gloves!

2 1 1

Figure 18 Press in the preassembled idler (1) until contact.

Figure 22 Press the taper roller bearing (inner ring) (1) until contact is obtained.

Figure 19 Fasten the idler (1) by means of retaining ring (2).

Figure 23

Install the piston ring (1).

1 1

Figure 20 Heat up the inner diameter of the clutch (1) (approx. 120° C).

Figure 24 S

Figure 21

SM 751

06-3-4

Group 06, Transmission(3WG-116) Install the stud (1). Tightening torque ........................................ MA = 17 Nm Check closing resp. opening of the clutch by means of compressed air at the bore (2). Closing resp. opening of the clutch must be clearly audible.

Install the sealing cap (1) Wet the contact surface with (Loctite Type No. 262) !

Figure 28 Heat up the inner diameter of the clutch (1) (approx. 120° C).

Figure 25 S

1.3 Clutch K1 Press the taper roller bearing (inner ring) (1) onto the shaft until contact.

1 Figure 29 Mount the clutch (1) until contact is obtained.

CAUTION

Wear safety gloves!

Figure 26 Install the piston ring (1).

1 1

Figure 30

Figure 27

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06-3-5

Group 06, Transmission(3WG-116) Mount the running disc (1), axial cage (2) and axial washer (3). Install chamfer (see arrow) of the running disc (2) showing towards the axial cage!

Fasten the idler (1) and the single parts by means of the retaining ring (2).

3 Chamfer

Figure 35 Figure 31

Press the taper roller bearing (inner ring) (1) until contact is obtained.

Mount the needle cage (1).

Figure 36

Figure 32

Install the piston ring (1).

Install the idler (1).

Figure 37

Figure 33 Mount the axial washer (1), axial cage (2) and running disc (3). Install chamfer (see arrow) of the running disc (3) showing towards the axial cage!

Chamfer 3

Figure 34

SM 751

06-3-6

Heat up the inner diameter of the clutch (1) (approx. 120° C).

1 Figure 41 Mount the clutch (1) until contact is obtained.

Figure 38

CAUTION

Wear safety gloves!

1.4 Clutch K2 Press the taper roller bearing (inner ring) (1) onto the shaft until contact.

Figure 42

Figure 39 Install the piston ring (1).

Mount the running disc (1), axial cage (2) and axial washer (3). Install chamfer (see arrow) of the running disc (1) showing towards the axial cage!

Chamfer

3 2

Figure 40

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Figure 43

06-3-7

Group 06, Transmission(3WG-116) Press the taper roller bearing (inner ring) (1) until contact is obtained.

Mount the needle cage (1).

Figure 44 Figure 48

Install the idler (1).

Install the piston ring (1).

1 1

Figure 45 Mount the axial washer (1), axial cage (2) and running disc (3). Install chamfer (see arrow) of the running disc (3) showing towards the axial cage!

Chamfer 2 3

Figure 49 Install the stud (1). Tightening torque ........................................ MA = 17 Nm Check closing resp. opening of the clutch by means of compressed air at the bore (2). Closing resp. opening of the clutch must be clearly audible.

Figure 46 Fasten the idler (1) and the single parts by means of the retaining ring (2).

Figure 50

Figure 47

SM 751

06-3-8

Group 06, Transmission(3WG-116) 1.5 Clutch K3

Mount the clutch (1) until contact is obtained.

Press the taper roller bearing (inner ring) (1) onto the shaft until contact.

CAUTION

Wear safety gloves!

1 1

Figure 51 Figure 55 Install the piston ring (1).

Mount the running disc (1), axial cage (2) and axial washer (3). Install chamfer (see arrow) of the running disc (3) showing towards the axial cage!

Chamfer

3 2

1 Figure 52 Install the sealing cap (1) Wet the contact surface with (Loctite Type No. 262) !

Figure 56 1 Mount the needle cage (1).

Figure 53 Heat up the inner diameter of the clutch (1) (approx. 120° C).

Figure 57 S

1 Figure 54

SM 751

06-3-9

Group 06, Transmission(3WG-116) Install the idler (1).

Install the screw plug (1).

Figure 58

Figure 62

Mount the axial washer (1), axial cage (2) and running disc (3). Install chamfer (see arrow) of the running disc (3) showing towards the axial cage!

Chamfer

Check closing resp. opening of the clutch by means of compressed air at the bore (1). Closing resp. opening of the clutch must be clearly audible.

Figure 63

Figure 59 Press the taper roller bearing (inner ring) (1) until contact is obtained.

1.6 Input Press the taper roller bearing (inner ring) (1) until contact is obtained.

Figure 60 Install the piston ring (1).

Figure 64 1

Figure 61

SM 751

06-3-10

Group 06, Transmission(3WG-116) Press the taper roller bearing (inner ring) (1) until contact is obtained.

Engine Connection, Pressure Oil Pump and Installation of the Clutches Install all bearing outer rings into the bearing bores of both transmission housing sections. Should contrary to the ZF Recommendations the taper roller bearings of the clutches as well as of the input not be replaced, the assignment (bearing inner and outer ring) has to be kept at least! Mark the bearing inner and bearing outer rings to each other accordingly!

Figure 65

2.1 Transmission housing front section

Have the snap ring (1) engaged into the annular groove of the turbine wheel shaft (2).

AN = Input KV = Clutch - Forward KR = Clutch - Reverse K1 = Clutch - 1st gear K2 = Clutch - 2nd gear K3 = Clutch - 3rd gear

2 KV

1 Figure 66 Mount the turbine wheel shaft until the snap ring engages into the recess of the input gear - turbine wheel shaft is axially fixed!

Figure 1

2.2 Transmission housing rear section Put the bearing outer rings with assembly grease into the bearing bores.

Figure 67

AN KR K2 K1 K3

Figure 2

SM 751

06-3-11

Group 06, Transmission(3WG-116) Install the pipes (system pressure from the electro-hydraulic control to the respective clutch) The pipes are to be installed in the following sequence: 1 Pipe KV 2

Pipe

The clutch is to be put into the transmission housing front section as described in the legend. 1 = Input shaft 2 = Clutch KV 3 = Clutch KR 4 = Clutch K2 5 = Clutch K1 6 = Clutch K3

5 Pipe K3 Tightening torque ........................................ MA = 42 Nm Install the holding segment (6). Tightening torque (M8/8.8) ........................ MA = 23 Nm

6 3 5

Figure 5

Put the pipes and O-rings into the bores and grease them.

1 5

Figure 3

Fasten the screen sheet (1) by means of cap screws (2). Tightening torque (M8/8.8) ........................ MA = 23 Nm

Figure 6 Fasten the screen sheet (1) by means of cap screws (2). Tightening torque (M6/8.8) ........................ MA = 9.5 Nm

2 2

Figure 4

Figure 7

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06-3-12

Group 06, Transmission(3WG-116) Install the O-ring (3) and fasten the suction pipe (1) by means of cap screws (2). Tightening torque (M8/8) ........................... MA = 23 Nm

2 1

Install both cyl. pins (1) centrally to the mounting face. By means of cap screws (2 and 3) fasten the transmission housing rear section to the transmission housing front section. Cap screws with different lengths. Tightening torque (M8/8) ........................... MA = 46 Nm

Figure 8 Grease the rectangular rings (see arrows) and align them centrically. Wet the mounting face with sealing compound Loctite (Type No. 574)

Figure 11 Install the shaft seal (1) with the sealing lip showing to the oil sump. The exact installation position is obtained by using the specified mounting tool (S)! Fill the shaft seal between dust lip and sealing lip with grease. Wet the outer diameter with spirit.

Figure 9 Cautiously place the transmission housing rear section (1) by means of the lifting equipment to the transmission housing front section (2) until contact is obtained.

Figure 12

1 2

Insert the input flange (1) until contact and put in the Oring. Fix the input flange (1) by means of washer (2) and hexagon screws (3). Then fix the hexagon screws (3) with the tab washer (4) by means of the mounting tool (S). Tightening torque (M8/10.9) ...................... MA = 34 Nm

S 1

Figure 10 3

Figure 13

SM 751

06-3-13

Group 06, Transmission(3WG-116) Press the ball bearing (1) onto the pump shaft (2) until contact is obtained.

Install the converter safety valve (1) until contact.

S 1

Figure 18

Figure 14 Install the pump shaft (1) until contact is obtained.

Figure 15

Install two adjusting screws and mount the intermediate sheet (1). The intermediate sheet has always to be replaced!

Figure 19

Install the retaining ring (1) and the O-ring (2). Grease the O-ring

Cautiously place the converter bell (1) by means of the lifting equipment to the transmission until contact is obtained.

Figure 16

Figure 20

Install two adjusting screws and mount the stator hollow shaft (1). Observe the radial installation position!

Figure 17

SM 751

06-3-14

Group 06, Transmission(3WG-116) Pressure oil pump: If running-in marks should be found in the pump housing or on the cam disc, the complete pump has to be replaced! Items 1 - 6 are allowed to be replaced! 1 = Pump housing with rotor 2 =Snap ring 3 = Shaft seal 4 = Support shim 5 = Needle bearing cpl. (bearing outer ring and needle bearing) 6 =Ring

Cautiously put the shaft seal (3) with the sealing lip showing downwards into the pump housing (1) until contact and fasten it by means of the snap spring (2). Wet the outer diameter of the shaft seal with spirit!

2 3

1 Figure 23

6 1

Installation of the external and internal rotor: Install the external rotor. Chamfer shows to the pump base (cannot be seen in the picture) ! Install the internal rotor. Gearing (arrow) shows downwards !!

Figure 21 Install the following parts into the pump housing (1). 6 = Ring 5A = Bearing outer ring 5B = Needle cage 4 = Support shim

4 Figure 24

Put on the cam disc and by means of two cap screws (1) fasten it radially. Do not tighten the cap screws - just turn them in until contact is obtained and then make approx. GXVYGrotation back! Observe the installation position of the cam disc, see figure! Put the O-ring (2) into the annular groove and oil it.

Figure 22

Figure 25

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06-3-15

Group 06, Transmission(3WG-116) Mount the preassembled pressure oil pump (1) and with the capGscrews (3 pcs.) first place it equally until contact is obtained. Observe the radial installation position! Then remove the cap screws again.

Fasten the flexplate (1) by means of hexagon screws (2). Install washers between converter (3) and flexplate (1) under the hexagon screws. Lock the hexagon screws with Loctite (Type No. 262)! Tightening torque (M12/10.9) .................... MA = 115 Nm

1 1 3

Figure 29

Figure 26 Fasten the converter bell, pressure oil pump and stator hollowGshaft together by means of cap screws. Different bolted connections! 1 =Bolted connection converter bell/transmiss. hsg rear section Tightening torque (M10/8.8) ...................... MA = 46 Nm 2 = Bolted connect. pressure oil pump/ stator hollow shaft transmission housing rear section Cap screws with O-rings! Grease the O-rings!

2 1

Figure 27 Mount the converter (1) by means of lifting equipment until contact is obtained.

Figure 28

SM 751

06-3-16

Group 06, Transmission(3WG-116) Inductive Transmitters, Valves, Oil Filler and OilGDrain Plug, Screw Plugs Install the converter pressure back-up valve. 1 = Piston 2 = Compression spring 3 = O-Ring (27x2) 4 = Screw plug (30x1.5) Tightening torque ........................................ MA = 100 Nm

Installation of: 1 = Inductive transmitter - n Engine 2 = Screw plug M10x1 (measuring point pressure after converter) 3 = Temperature transmitter M14x1.5 (measuring point temperature after converter) Tightening torque (1) ................................. MA = 30 Nm Tightening torque (2) ................................. MA = 9.5 Nm Tightening torque (3).................................. MA = 25 Nm

1 1 2

2 3

Figure 3

Figure 1 Install the differential pressure switch for the pressure filter. 1 = Compression spring 2 = Piston 3 = Tappet switch Tightening torque ........................................ MA = 30 Nm

Installation of: 1 = Inductive transmitter - n Internal speed input 2 = Inductive transmitter - n Turbine 3 = Breather Tightening torque (1 und 2) ....................... MA = 30 Nm Tightening torque (3) ................................. MA = 12 Nm Fasten the coverplate (4) by means of hexagon screws (5). Tightening torque (M16/8.8)...................... MA = 46 Nm

Figure 2 1

Figure 4

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06-3-17

Group 06, Transmission(3WG-116) Installation of: 1 = Speed transmitter 2 = Cap screw Tightening torque (2) (M8/8.8).................. MA = 23 Nm 3 = Install the coverplate (3) with gasket. 4 = Hexagon screw Tightening torque (2) (M8/8.8).................. MA = 23 Nm

4 3

Figure 5 Fasten the oil filler tube (1) with O-ring (2) to the transmissionGhousing by means of the hexagon screws (3). Turn the oil dipstick (4) into the oil filler tube. Tightening torque (M8/8.8)......................... MA = 23 Nm Install the oil drain plug (5) with the O-ring. Tightening torque ........................................ MA = 140 Nm Fasten the fixing plate (6) by means of cap screws (7). Tightening torque (M10/8.8)........................... MA = 46 Nm

6 7 1

2 Figure 6

SM 751

06-3-18

Group 06, Transmission(3WG-116) Electro-hydraulic control unit with proportional valves: Di Different versions as to the positions of the wiring harness are possible! Pa Pay attention to the data of the vehicle manufacturer! The following sketches shows the sections of the electro-hydraulic control unit.

Main press. valve 16+2 bar

Press. reducing valve 9 bar

Wiring harness

Y2 B

Cover

Housing

Valve block

Housing

Cover

Figure 1

Section B - B Proportional valve P5

Section A - A Main press valve 16+2 bar

Wiring harness

Valve block

Vibration damper

Press regulator

Figure 2

SM 751

Follow-on slide

Duct plate

Figure 3

Press reducing valve 9 bar

06-3-19

Group 06, Transmission(3WG-116) 4.1 Mounting of the Electric Control Unit All single parts are to be checked for damage and replaced, if required! Prior to installation check the mobile parts in the housing for functionality! Pistons can be replaced individually! Oil the single parts prior to installation acc. to the ZF list of lubricants TE-ML 03! Place the orifices (1) with the concave side showing upwards, until contact! Installation position, see arrows!

Install two adjusting screws. Assemble flat gasket (1) and housing cover. Then place the housing cover by means of adjusting screwsGequally until contact.

1 S S

1 Figure 7 Preload the pistons with cap screws and remove the cyl. pinsG(assembly aid) again.

Figure 4 The figure on the left shows the following single parts: 1 = Pressure reducing valve (1x, Piston a. compr.spring) 2 = Vibration damper (3x, Piston a. compr.spring) 3 = Follow-on slide (3x, Piston a. compr.spring)

Figure 8 3

Fasten the housing cover by means of cap screws (1). Tightening torque ....................................... MA = 5.5 Nm

Figure 5

Install the single parts acc. to Figure 5. Preload the compression springs of the follow-on slides and fasten the pistons preliminarily by means of cylindrical pins Ȱ 5.0 mm (assembly aid), see arrows (S)!

Figure 9

S Figure6

SM 751

06-3-20

Group 06, Transmission(3WG-116) Mount the pressure regulators (1) and fasten them by means ofGfixing plates (2) and cap screws (3). Install the fixing plate with the neck showing downwards! Observe radial installation position of the pressureGregulators, see Figure! Tightening torque ....................................... MA = 5.5 Nm

Preload the pistons with cap screws and remove the cyl. pinsG(assembly aid) again. Then fasten the housing cover by means of cap screws (1). Tightening torque ....................................... MA = 5.5 Nm

3 2

Figure 13

Figure 10 Preassemble the opposite side The figure on the left shows the following single parts: 1 = Main pressure valve (1x, Piston a. compr.spring) 2 = Vibration damper (3x, Piston a. compr.spring) 3 = Follow-on slide (3x, Piston a. compr.spring)

Mount the pressure regulators (1) and fasten them by means ofGfixing plates and cap screws. Install the fixing plate with the neck showing downwards! Observe radial installation position of the pressure regulators, see Figure! Tightening torque ....................................... MA = 5.5 Nm

1 1

Figure 11

Install the single parts acc. to Figure 11. Preload the compression springs of the follow-on slides andG fasten the pistons preliminarily by means of cylindrical pinsG (S)G Ȱ 5.0 mm (assembly aid), see arrows (S)! Install two adjusting screws. Assemble flat gasket (1) and housing cover. Then place theG housing cover by means of adjusting screws equally untilGcontact.

Figure 14 Assemble the wiring harness (1) and connect the pressure regulators (6x). See Figure 1 for installation position of pressure regulators! Pay attention to the installation position of the wiring harness,Galso see markings (Chapter/Figure 6)!

Figure 15

Figure 12

SM 751

06-3-21

Group 06, Transmission(3WG-116) Put on the flat gasket (1). Assemble the plug socket with the slot showing to the lug of the cover until contact. Fasten the cover by means of cap screws. Tightening torque ....................................... MA = 5.5 Nm

Screens (1) are to be flush mounted into the bores of the intermediate sheet, see arrows ! Observe the installation position - the screens are showing upwards (to the duct plate)!

1 1

1 Figure 19 Figure 16 Fix the wiring harness by means of retaining clamp (1). Install the opposite cover.

Put on the intermediate sheet (1). Screens (2) must show upwards!

Figure 20 Figure 17 Install two adjusting screws.

Put on the duct plate (1) and tighten it equally with Torx screwsG(2). Tightening torque ........................................ MA = 9.5 Nm

S 1 2

Figure 18 Figure 21

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06-3-22

Group 06, Transmission(3WG-116) Provide the screw plugs (1) with new O-rings and install them. Tightening torque ....................................... MA = 6 Nm

4.2 Mounting of ZF-Micro Filter (Pressure Filter) Fasten the filter head (1 ) with new O-rings by means of capGscrews (2) to the transmission housing. Tightening torque (M8) .............................. MA = 23 Nm

Figure 22

Insert the pressure relief valve (1) and lock it with the indentedGring (2).

2 Figure 26 The filter is to be installed as follows: - Oil the gasket slightly - Turn in the filter until contact with the sealingGsurface is obtained and then tighten it by handG with an approx. 1/3 to 1/2 rotation. Prior to initial operation of the transmission make the oilG filling in accordance with the Operating Instructions

1 2

Figure 23

Mount the gasket (1) and the cpl. shift system (2).

1 2 1

Figure 27 Figure 24 Fasten the electro-hyraulic control unit (1) equally by means ofGTorx screws (2). Tightening torque (M6) .............................. MA = 11 Nm

SM 751

06-3-23

Group 06, Transmission(3WG-116)

Section 4 AEB Setting of T/M controller clutch & INCHING calibration • IntroductionThe AEB setting of T/M controller and Inching calibration should be performed for the following cases, so that the normal operation (AUTO mode and Inching operation) can be performed.

fully, and release the parking brake.

29MAR06[WED]

AEB Setting of T/M controller When the truck is initially delivered When T/M is repaired or replaced, when the controller or the related parts (Solenoid valve, W/Harness, connector) are replaced, or when reassembling after disassembly When the condition of T/M is changed during the operation

Conditions of AEB setting of T/M controller

C60

DR ML

2) Turn the gear shift lever to Forward 3 (If F 1/F2 is selected, the truck could run and the load be applied to the gear). Press the accelerator pedal to maintain the engine RPM as 1500 ~ 2000 RPM for 15~20 seconds

1. T/M temp : 80ଇ ~ 85ଇ

(Process to raise the T/M oil temp). (Press

2. Engine rpm : 900RPM ~ 1200RPM

Move by use of

3. Gearshift lever: Neutral 4. Parking brake : Operated 5. Placement : Well ventilated, flat and safe place

button. '

buttons, and then press

button in 4. ZF CONTROL DATA. ' Move by use of or buttons, and then check the functions in 4.1 Engine Speed.)

6. Oil volume in T/M : Nominal 29MAR06[WED]

Preparations before AEB setting of T/M controller

When the accelerator is pushed for more than 30sec in the process of 2), 3), 4) in above para. 1.1 to increase the temp of T/M oil, T/M may be overheated. Pay attention to the condition of T/M. 1) Warming-up after starting the engine Press the

CAUTION

button to select the DR Mode(DR ˩ OP)

and press the button to select ML Mode (ML ˧ A1 ˧ A2 ˧ ML). (Under the OP mode in initial operation, the gear won't be operated). Press the brake pedal

4.1 Engine speed 1925 [rpm]

3) Turn the gear shift lever to Neutral, and maintain the engine RPM 1500 ~ 2000RPM for 15 ~ 20 seconds (Process to circulate the heated oil instantly). 4) Turn the gear shift lever to Reverse, and maintain the engine RPM 1500 ~ 2000RPM for 15 ~ 20 seconds. 5) Repeat the above 2), 3) and 4) procedures (5 ~ 10times) to set the T/M oil temp to 80 ~ 85ଇ. (Press

button ' Move by use of

and then press Move by use of

SM 751

buttons,

button in 4. ZF CONTROL DATA ' or

buttons, and then check the

06-4-1

Group 06, Transmission(3WG-116) 5) If "AEB STOP" is displayed, it means that the operation is stopped.

functions in 4.3 T/M SUMP TEMP)

29MAR06[WED]

6) When the operation is stopped by "AEB STOP", stop the engine and then repeat the procedure from 1) after 5 seconds.

7) If the operation is normal, "[Y] K1 Adjusting" will be displayed and the AEB setting of T/M checked on the LCD. (Y means the frequency)

(If ཛ GO UP E/SPEED is displayed ˧ Push Accelerator pedal to increase the engine RPM. ཛྷ GO DOWN E/SPEED is displayed ˧ Release

Accelerator pedal to decrease engine RPM. ཝ Refer to AEB-MODE TABLE for display of nor-

mal operation)

AEB setting procedures of T/M controller 1) Set the gear shift lever to Neutral. 29MAR06[WED]

2) Operate the parking brake.

3) Start the engine, and enter Command Menu Mode of AEB setting of T/M controller. (Press

button ˧ Move by use of

and then press

buttons,

button in 8. AEB MODE ˧ Press

[1] K1 Adjusting

button in Password Input window (10000 is displayed in the screen) ˧ Enter by use of

29MAR06[WED]

button)

8) The AEB setting of T/M controller will be automatically performed in the order of "K1", "K2", "K3", "KR" and "KV". 9) If the AEB setting of T/M controller clutch is finished, "AEB OK" will be displayed. It will be completed by Key OFF.

PASSWORD INPUT 10000

29MAR06[WED]

4) At this time, "8.1 AEB START YES[ENTER:M]"is displayed. Press

button.

29MAR06[WED]

AEB OK

• The AEB setting of T/M controller and Inching calibration should be performed for the following cases, so that the normal operation (AUTO mode and Inching operation) can be performed.

8.1 AEB START Yes[ENTER:M]

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06-4-2

Group 06, Transmission(3WG-116) INCHING calibration

YES[ENTER:M], and press

When the truck is initially delivered When Inching system is repaired or replaced, when the related parts (Solenoid valve, W/Harness, connector) are replaced, or when reassembling after disassembly When the condition of Inching system is changed during the operation

29MAR06[WED]

button)

8.2 INCHING START YES[ENTER:M]

Conditions of inching calibration 1. T/M temp: Regardless 2. Engine rpm: Stop 3. Gearshift lever: Neutral

2) When "PUSH PEDAL" is displayed, start the engine and push the inching pedal fully until "RELEASE PEDAL" is displayed, and then release the pedal.

Parking brake : Operated

Placement : Well ventilated, flat and safe place

6. Do not start the truck, but turn the key to "ON" position.

29MAR06[WED]

2.2 Inching calibration procedures C

1) Check the safety condition of truck. (Press Move by use of

button '

PUSH PEDAL

buttons, and then press

button in 8. AEB MODE ' Press button in Password Input window (10000 is displayed in the screen) ' Enter by use of

button ' Move by use of

buttons in 8.2 INCHING START

3) If the inching calibration can't be accomplished, the condition will be displayed on LCD and the calibration procedure will be checked. (Refer to INCHING CALIBRATION-MODE table.)

LCD

Mode

Actions

GO DOWN SENS-POS

1. Calibration is stopped. 2. The inching sensor position is out of specification when the inching pedal is released.

1. Adjust the inching sensor position. 2. Recalibrate after KEY OFF.

GO UP SENS-POS

1. Calibration is stopped. 2. The inching sensor position is out of specification when the inching pedal is pushed.

1. Adjust the inching sensor position. 2. Recalibrate after KEY OFF.

GO UP SENS-ANG

1. Calibration is stopped. 2. The sensing angle of inching pedal is low when it is pushed and released.

1. Adjust the inching pedal angle. 2. Recalibrate after KEY OFF.

GO DOWN SENS-ANG

1. Calibration is stopped. 2. The sensing angle of inching pedal is high when it is pushed and released.

1. Adjust the inching pedal angle. 2. Recalibrate after KEY OFF.

SM 751

06-4-3

Group 06, Transmission(3WG-116) 4) If the inching calibration is normally completed, "INCHING CAL OK" will be displayed on LCD. Stop the engine.

29MAR06[WED]

INCHING CAL OK

5) Start the engine and check the operating condition of truck, and then stop the engine.(The INCHING operation can be performed under OP MODE only, set to OP MODE before checking the operating condition.)

CAUTION

In case of AEB setting of T/M controller, pay attention to the safety accidents due to abnormal operation of braking system and safety devices. The AEB setting of T/M controller and Inching calibration shall be performed separately.

SM 751

06-4-4

Group 06, Transmission(3WG-116)

AEB-Mode Num LCD 1 AEB START YES[ENTER:M] 2 [Y] K1 Adjusting 3

[Y] K2 Adjusting

[Y] K3 Adjusting

[Y] K4 Adjusting

[Y] KV Adjusting

[Y] KR Adjusting

8 9 10

AEB OK AEB STOP K1 Clutch Error

K2 Clutch Error

K3 Clutch Error

K4 Clutch Error

KV Clutch Error

KR Clutch Error

GO UP E/SPEED

GO DOWN E/SPEED

GO UP T/M TEMP

20 21

Mode 1. Press ENTER button. 1. K1 Clutch is under adjustment. 2. Y means the adjusting number. 1. K2 Clutch is under adjustment. 2. Y means the adjusting number. 1. K3 Clutch is under adjustment. 2. Y means the adjusting number. 1. K4 Clutch is under adjustment. 2. Y means the adjusting number. 1. KV Clutch is under adjustment. 2. Y means the adjusting number. 1. KR Clutch is under adjustment. 2. Y means the adjusting number. 1. AEB setting is completed. 1. AEB setting is stopped. 1. AEB setting is stopped. 2. Error is occurred to K1 clutch during AEB setting. 1. AEB setting is stopped. 2. Error is occurred to K2 clutch during AEB setting. 1. AEB setting is stopped. 2. Error is occurred to K3 clutch during AEB setting. 1. AEB setting is stopped. 2. Error is occurred to K4 clutch during AEB setting. 1. AEB setting is stopped. 2. Error is occurred to KV clutch during AEB setting. 1. AEB setting is stopped. 2. Error is occurred to KR clutch during AEB setting. 1. Engine Speed is too low. 2. Go up the Engine Speed. 1. Engine Speed is too high. 2. Go down the Engine Speed.

1. AEB setting is stopped. 2. T/M temp is too low. 3. Go up the T/M temp. GO DOWN T/M TEMP 1. AEB setting is stopped. 2. T/M temp is too high. 3. Go down the T/M temp. SPEED NOT ZERO 1. AEB setting is stopped. 2. The truck speed is not ZERO. GO NEUTRAL SHIFT 1. AEB setting is stopped. 2. F/R Lever isn't placed in Neutral position. APPLY PARKING

SM 751

1. AEB setting is stopped. 2. Parking brake isn't locked.

Actions

1. KEY OFF 1. Reset after KEY OFF. 1. Reset after KEY OFF. 1. Reset after KEY OFF. 1. Reset after KEY OFF. 1. Reset after KEY OFF. 1. Reset after KEY OFF. 1. Reset after KEY OFF. 1. Increase the Engine Speed by pushing the accelerator pedal. 1. Decrease the Engine Speed by releasing the accelerator pedal. 1. Raise the T/M temp after KEY OFF. 2. Reset after KEY ON. 1. Lower the T/M temp after KEY OFF. 2. Reset after KEY ON. 1. Make the truck not to move. 2. Reset after KEY OFF. 1. Put the F/R Lever to Neutral position. 2. Reset after KEY OFF. 1. Lock the parking brake. 2. Reset after KEY OFF.

06-4-5

Group 06, Transmission(3WG-116)

Inching Calibration-Mode Num LCD 1 INCHING CAL START YES[ENTER:M] 2 PUSH PEDAL 3 4

RELEASE PEDAL CAL ABORT

5 6

INCHING CAL OK GO NEUTRAL SHIFT

SENS/INPUT V ERR

SPEED NOT ZERO

GO UP SENS-V

GO DOWN SENS-V

GO DOWN SENS-POS

GO UP SENS-POS

INTER ERROR

TIME OUT

GO UP SEN-ANG

GO DOWN SENS-ANG

MISMATCH SIG 1/2

SM 751

Mode 1. Press ENTER button. 1. Push the Inching pedal fully. 2. Maintain the condition. 1. Release the Inching pedal completely. 1. Error is occurred during Inching calibration. 2. Release the Inching pedal completely. 1. Inching Calibration is normally completed. 1. Calibration is stopped. 2. F/R Lever isn't placed in Neutral position.

Actions

1. Recalibrate after KEY OFF

1. KEY OFF 1. Place the F/R Lever to Neutral position. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 1. Recalibrate after KEY OFF. 2. The input voltage to inching sensor is out of speci- 2. Check the input voltage to inching sensor. fication value. 1. Calibration is stopped. 1. Make the truck not to move. 2. Truck speed isn't ZERO. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 1. Adjust the input voltage to 2. The input voltage to inching sensor is under speciinching sensor. fication value. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 2. The input voltage to inching sensor is above specification value. 1. Calibration is stopped. 1. Adjust the inching sensor 2. The inching sensor position is out of specification position. when the inching pedal is released. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 1. Adjust the inching sensor 2. The inching sensor position is out of specification position. when the inching pedal is pushed. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 1. Recalibrate after KEY OFF. 2. Inner error is occurred in T/M controller. 1. Recalibrate after KEY OFF. 1. Time is over during Calibration. 2. Inching pedal won't work after starting the Calibration. 1. Calibration is stopped. 1. Adjust the sensing angle of 2. The sensing angle of inching pedal is low when it inching pedal. is pushed and released. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 1. Adjust the sensing angle of 2. The sensing angle of inching pedal is high when it inching pedal. is pushed and released. 2. Recalibrate after KEY OFF. 1. Calibration is stopped. 1. Adjust the inching sensor 2. The inching sensor input signal 1 and 2 are misinput signal. matched. 2. Recalibrate after KEY OFF.

06-4-6

Group 06, Transmission(3WG-116)

Section 5 TROUBLESHOOTING Introduction Abbreviations o.c : open circuit s.c : short circuit

TRANSMISSION-SHUTDOWN: TCU has detected a severe failure that disables control of the transmission. TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1).

OP-Mode : operating mode

Transmission shifts to Neutral. The park brake will operate normally, also the other functions which

TCU : transmission control unit

use ADM 1 to ADM 8.

EEC : electronic engine controller

The operator has to slow down the vehicle. The transmission will stay in neutral.

PTO : power take off

Definition of operating modes

TCU-SHUTDOWN:

NORMAL:

TCU has detected a severe failure that disables control of system.

There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control. TCU will work without or in special cases with little limitations. (see following table)

TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8. The transmission will stay in neutral.

SUBSTITUTE CLUTCH CONTROL: TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the substitute strategy for clutch control. All modulations are only time controlled. (Comparable with EST 25)

LIMP-HOME: The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in each direction. In some cases only one direction will be possible. TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the gear selector into neutral position. If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or reverse, the TCU will select the limp-home gear . If output speed is less than a threshold for reversal speed and TCU has changed into the limp-home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-home gear of the selected direction. If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow down the vehicle and must shift the gear selector into neutral position.

SM 751

06-5-1

Group 06, Transmission(3WG-116) Table of fault codes FaultG Code XY

MEANING OF THE FAULT CODE possible reason for fault detection 12 : Logical Error

reaction of the TCU

possible steps to repair

remarks

• check the cables from fault is taken back TCU to shiftGlever if TCUGdetects a TCU detected a wrong signal combinavalid signal for tionGfor the direction OP-Mode: transmissionG • check signal combinatheGdirection at tions of shift leverGposi- the shift lever • cable from shift lever to TCU isG bro- shutdown tions F-N-R ken TCU shifts transmission toGneutral

• cable is defective and is contacted to battery voltage or vehicle ground 21

• shift lever is defective 21 : S.C Batt Clutch IN the measured voltage is too high: • cable is defective and is contacted to battery voltage

clutch cutoff function is disabled

• check the cable from TCU to the sensor

OP-Mode: normal

• check the connectors • check the clutch cutoff sensor

• clutch cut off sensor has an internal defect

• connector pin is contacted to battery voltage 22 : S.C Gnd Clutch IN clutch cutoff function is disabled OP-Mode: northe measured voltage is too low: mal • cable is defective and is contacted to vehicle ground • cable has no connection to TCU

• check the cable from TCU to the sensor • check the connectors • check the clutch cutoff sensor

• clutch cut off sensor has an internal defect

• connector pin is contacted to vehicle ground or is broken 25 : T/M Error no reaction, the measured voltage is too high:

TCU uses default temperature

• cable is defective and is contacted to OP-Mode: normal battery voltage • cable has no connection to TCU

• check the cable from TCU to the sensor • check the connectors • check the temperature sensor

• temperature sensor has an internal defect

• connector pin is contacted to battery voltage or is broken 26 : T/M Error no reaction, the measured voltage is too low:

TCU uses default temperature

• cable is defective and is contacted to OP-Mode: normal vehicle ground • temperature sensor has an internal defect

• check the cable from TCU to the sensor • check the connectors • check the temperature sensor

• connector pin is contacted to vehicle ground

SM 751

06-5-2

Group 06, Transmission(3WG-116)

FaultG Code 2B

MEANING OF THE FAULT CODE possible reason for fault detection 2B : Inchsensor MIS the measured voltage from CCO and CCO2 signal don’t match: • cable is defective

• sensor has an internal defect 31 : T/M Error TCU measures a voltage higher than 7.00 V at speed input pin

reaction of the TCU

possible steps to repair

During inching mode: TCU shifts to neutral

• check the cable from TCU to the sensor

While not inching: no change

• check the connectors

remarks

• check sensor

OP-Mode: normal OP-Mode: substitute clutch control

• check the cable from TCU to the sensor • check the connectors

• cable is defective and is contacted tobattery voltage

• check the speed sensor

• cable has no connection to TCU • speed sensor has an internal defect

• connector pin is contacted to battery voltage or has no contact 32 : T/M Error OP-Mode: substitute clutch control TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground

• speed sensor has an internal defect 33 : Logical Error TCU measures a engine speed over a threshold and the next moment the measured speed is zero

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

OP-Mode: substitute clutch control

• check the cable from This fault is reset TCU to the sensor after power up of TCU • check the connectors • check the speed sensor

• cable / connector is defective and has bad contact

• check the sensor gap

• speed sensor has an internal defect 34

• sensor gap has the wrong size 34 : T/M Error TCU measures a voltage higher than 7.00 V at speed input pin

OP-Mode: substitute clutch control

• check the cable from TCU to the sensor

if a failure is existing at output speed,

• check the connectors

• cable is defective and is contacted to TCU shifts to neutral battery voltage • cable has no connection to TCU

• check the speed sensor

OP-Mode: limp home

• speed sensor has an internal defect

• connector pin is contacted to battery voltage or has no contact 35 : T/M Error OP-Mode: substitute clutch control TCU measures a voltage less than 0.45V at speed input pin if a failure is existing at output speed, • cable / connector is defective and is TCU shifts to neutral contacted to vehicle ground • speed sensor has an internal defect

SM 751

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

OP-Mode: limp home

06-5-3

Group 06, Transmission(3WG-116)

FaultG Code 36

MEANING OF THE FAULT CODE possible reason for fault detection 36 : Logical Error TCU measures a turbine speed over a threshold and at the next moment the measured speed is zero

reaction of the TCU OP-Mode: substitute clutch control if a failure is existing at output speed,

• cable / connector is defective and has TCU shifts to neutral bad contact OP-Mode: limp home • speed sensor has an internal defect 37

• sensor gap has the wrong size 37 : T/M Error TCU measures a voltage higher than 7.00 V at speed input pin

OP-Mode: substitute clutch control

possible steps to repair

remarks

• check the cable from This fault is reset TCU to the sensor after power up of TCU • check the connectors • check the speed sensor • check the sensor gap

• check the cable from TCU to the sensor • check the connectors

• cable is defective and is contacted to battery voltage

• check the speed sensor

• cable has no connection to TCU • speed sensor has an internal defect

• connector pin is contacted to battery voltage or has no contact 38 : T/M Error OP-Mode: substitute clutch control TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground

• speed sensor has an internal defect 39 : Logical Error TCU measures a internal speed over a threshold and at the next moment the measured speed is zero

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

OP-Mode: substitute clutch control

• check the cable from This fault is reset TCU to the sensor after power up of TCU • check the connectors • check the speed sensor

• cable / connector is defective and has bad contact

• check the sensor gap

• speed sensor has an internal defect 3A

• sensor gap has the wrong size 3A : T/M Error TCU measures a voltage higher than 12.5 V at speed input pin

special mode for gear selection OP-Mode: substitute clutch control

if a failure is existing at • cable is defective and is contacted to turbine speed, battery voltage TCU shifts to neutral • cable has no connection to TCU OP-Mode: limp home • speed sensor has an internal defect

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

• connector pin is contacted to battery voltage or has no contact

SM 751

06-5-4

Group 06, Transmission(3WG-116)

FaultG Code 3B

MEANING OF THE FAULT CODE possible reason for fault detection 3B : T/M Error

reaction of the TCU

special mode for gear TCU measures a voltage less than 1.00V selection at speed input pin OP-Mode: substitute clutch control • cable / connector is defective and is if a failure is existing at contacted to vehicle ground turbine speed, • speed sensor has an internal defect TCU shifts to neutral 3C : Logical Error TCU measures a output speed over a threshold and at the next moment the measured speed is zero

OP-Mode: limp home special mode for gear selection OP-Mode: substitute clutch control

• cable / connector is defective and has if a failure is existing at turbine speed, bad contact • speed sensor has an internal defect 3E

• sensor gap has the wrong size 3E : T/M Error if transmission is not neutral and the shifting has finished,

OP-Mode: limp home special mode for gear selection OP-Mode: substitute clutch control

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

• check the cable from This fault is reset TCU to the sensor after power up of TCU • check the connectors • check the speed sensor • check the sensor gap

• check the sensor signal This fault is reset of output speed sensor after power up of TCU • check the sensor gap of output speed sensor • check the cable from TCU to the sensor

TCU shifts to neutral

• sensor gap has the wrong size 71 : S.C Batt K1

OP-Mode: limp home TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at K1 valve is too high.

OP-Mode: limp home if failure at another clutch is pending

• cable / connector is defective and has TCU shifts to neutral contact to battery voltage OP-Mode: TCU shut• regulator has an internal defect down 72

remarks

TCU shifts to neutral

TCU measures outputspeed zero and turbine speed or internal speed not equal to if a failure is existing at zero. turbine speed, • speed sensor has an internal defect

possible steps to repair

72 : S.C Gnd K1

TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at K1 valve is too low.

OP-Mode: limp home if failure at another clutch is pending

• cable / connector is defective and has TCU shifts to neutral contact to vehicle ground OP-Mode: TCU shut• cable / connector is defective and has down contact to another regulator output of the TCU

• check the cable from TCU to the gearbox • check the connectors from TCU to the gearbox • check the resistance

regulator

• check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the resistance

regulator

• check internal wire harness of the gearbox

• regulator has an internal defect

SM 751

06-5-5

Group 06, Transmission(3WG-116)

FaultG Code 73

MEANING OF THE FAULT CODE possible reason for fault detection 73 : S.C K1 the measured resistance value of the valve is out of limit.

reaction of the TCU TCU shifts to neutral OP-Mode: limp home

if failure at another • cable / connector is defective and has clutch is pending no contact to TCU TCU shifts to neutral • regulator has an internal defect OP-Mode: TCU shutdown

74 : S.C Batt K2

TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at K2 valve is too high.

OP-Mode: limp home if failure at another clutch is pending

• cable / connector is defective and has TCU shifts to neutral contact to battery voltage OP-Mode: TCU shut• regulator has an internal defect down 75

• check the resistance

regulator

• check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the resistance

regulator

TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at K2 valve is too low.

OP-Mode: limp home if failure at another clutch is pending

• check the connectors from gearbox to TCU

the measured resistance value of the valve is out of limit.

TCU shifts to neutral OP-Mode: limp home

if failure at another • cable / connector is defective and has clutch is pending no contact to TCU TCU shifts to neutral • regulator has an internal defect OP-Mode: TCU shutdown

• check the connectors from gearbox to TCU

75 : S.C Gnd K2

• regulator has an internal defect 76 : S.C K2

77 : S.C Batt K3

TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at K3 valve is too high.

OP-Mode: limp home if failure at another clutch is pending

remarks

• check the cable from TCU to the gearbox

• check internal wire harness of the gearbox • check the cable from TCU to the gearbox

possible steps to repair

• check the resistance

regulator

• check internal wire harness of the gearbox

• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the resistance

regulator

• check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU

• check the regulator • cable / connector is defective and has TCU shifts to neutral resistance contact to battery voltage OP-Mode: TCU shut- • check internal wire har• egulator has an internal defect down ness of the gearbox

SM 751

06-5-6

Group 06, Transmission(3WG-116)

FaultG Code 78

MEANING OF THE FAULT CODE possible reason for fault detection 78 : S.C Gnd K3 the measured resistance value of the valve is out of limit, the voltage at K3 valve is too low.

reaction of the TCU TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending

possible steps to repair

remarks

• . check the cable from TCU to the gearbox • . check the connectors from gearbox to TCU

• . check the regulator • cable / connector is defective and has TCU shifts to neutral contact to vehicle ground resistance OP-Mode: TCU shut• cable / connector is defective and has • . check internal wire down contact to another regulator output of harness of the gearbox the TCU 79

• regulator has an internal defect 79 : S.C K3 the measured resistance value of the valve is out of limit.

TCU shifts to neutral OP-Mode: limp home

if failure at another • . cable / connector is defective and clutch is pending has no contact to TCU TCU shifts to neutral • . regulator has an internal defect OP-Mode: TCU shutdown gearbox

81 : S.C Batt K4

TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at K4 valve is too high.

OP-Mode: limp home if failure at another clutch is pending

• check the cable from TCU to the • check the connectors from gearbox to TCU • check the resistance

regulator

• check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU

• check the regulator • cable / connector is defective and has TCU shifts to neutral resistance contact to battery voltage OP-Mode: TCU shut- • check internal wire har• regulator has an internal defect down ness of the gearbox 82 : S.C Gnd K4 TCU shifts to neutral • check the cable from TCU to the gearbox the measured resistance value of the OP-Mode: limp home valve is out of limit, the voltage at K4 • check the connectors if failure at another valve is too low. from gearbox to TCU clutch is pending • check the regulator • cable / connector is defective and has TCU shifts to neutral resistance contact to vehicle ground • cable / connector is defective and has OP-Mode: TCU shut- • check internal wire hardown ness of the gearbox contact to another regulator output of the TCU • regulator has an internal defect 83 : S.C K4 the measured resistance value of the valve is out of limit.

TCU shifts to neutral OP-Mode: limp home

if failure at another • cable / connector is defective and has clutch is pending no contact to TCU TCU shifts to neutral • regulator has an internal defect

SM 751

• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the resistance

regulator

OP-Mode: TCU shut• check internal wire hardown ness of the gearbox

06-5-7

Group 06, Transmission(3WG-116)

FaultG Code 84

MEANING OF THE FAULT CODE possible reason for fault detection 84 : S.C Batt KV the measured resistance value of the valve is out of limit, the voltage at KV valve is too high.

reaction of the TCU TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending

• cable / connector is defective and has TCU shifts to neutral contact to battery voltage OP-Mode: TCU shut• regulator has an internal defect down TCU 85

85 : S.C Gnd KV

TCU shifts to neutral

the measured resistance value of the valve is out of limit, the voltage at KV valve is too low.

OP-Mode: limp home if failure at another clutch is pending

possible steps to repair

remarks

• check the cable from TCU to the gearbox • check the connectors from gearbox to • check the resistance

regulator

• check internal wire harness of the gearbox • check the cable from TCU to the gearbox • check the connectors from gearbox to TCU

• check the regulator • cable / connector is defective and has TCU shifts to neutral resistance contact to vehicle ground • cable / connector is defective and has OP-Mode: TCU shut- • check internal wire harness of the gearbox contact to another regulator output of down the TCU 86

• regulator has an internal defect 86 : S.C KV

TCU shifts to neutral

the measured resistance value of the valve is out of limit.

OP-Mode: limp home

valve is out of limit, the voltage at KR valve is too high.

if failure at another clutch is pending

• check the cable from TCU to the gearbox

• check the regulator • cable / connector is defective and has TCU shifts to neutral resistance contact to battery voltage OP-Mode: TCU shut• check internal wire har• regulator has an internal defect down ness of the gearbox 88 : S.C Gnd KR TCU shifts to neutral • check the cable from TCU to the gearbox the measured resistance value of the OP-Mode: limp home valve is out of limit, the voltage at KR valve is too low.

if failure at another clutch is pending

• . cable / connector is defective and TCU shifts to neutral has contact to vehicle ground OP-Mode: TCU shut• . cable / connector is defective and down TCU has contact to another regulator output of the TCU

• check the connectors from gearbox to • check the resistance

regulator

• check internal wire harness of the gearbox

• . regulator has an internal defect

SM 751

06-5-8

Group 06, Transmission(3WG-116)

FaultG Code 89

MEANING OF THE FAULT CODE possible reason for fault detection 89 : S.C KR the measured resistance value of the valve is out of limit.

reaction of the TCU TCU shifts to neutral OP-Mode: limp home

remarks

• check the cable from TCU to the gearbox

• check the connectors if failure at another from gearbox to TCU • cable / connector is defective and has clutch is pending • check the regulator no contact to TCU TCU shifts to neutral resistance • regulator has an internal defect OP-Mode: TCU shut• check internal wire hardown ness of the gearbox 91 : S.C Gnd B/ALARM backup alarm will be on • check the cable from TCU to the backup TCU detected a wrong voltage at the out- until alarm device put pin, that looks like a s.c. to vehicle TCU power down even ground if fault vanishes (loose • check the connectors connection) from backup alarm • cable is defective and is contacted to device to TCU OP-Mode: normal vehicle ground • check the resistance of • backup alarm device has an internal backup alarm device defect • connector pin is contacted to vehicle ground 92 : S.C Batt B/ALARM no reaction TCU detected a wrong voltage at the out- OP-Mode: normal put pin, that looks like a s.c. to battery voltage • . cable is defective and is contacted to battery voltage • . backup alarm device has an internal defect

possible steps to repair

• . connector pin is contacted to battery voltage 93 : O.C B/ALARM no reaction TCU detected a wrong voltage at the out- OP-Mode: normal put pin, that looks like a o.c. for this output pin

• check the cable from TCU to the backup alarm device • check the connectors from backup alarm device to TCU • check the resistance of backup alarm device

• check the cable from TCU to the backup alarm device

• cable is defective and has no connection to TCU

• check the connectors from backup alarm device to TCU

• backup alarm device has an internal defect

• check the resistance of backup alarm device

• connector has no connection to TCU

SM 751

06-5-9

Group 06, Transmission(3WG-116)

FaultG Code B1

MEANING OF THE FAULT CODE possible reason for fault detection B1 : SLIP K1

reaction of the TCU TCU shifts to neutral

possible steps to repair

remarks

• check pressure at clutch K1

TCU calculates a differential speed at OP-Mode: limp home closed clutch K1. If this calculated value if failure at another • check main pressure in is out of range, TCU interprets this as the system clutch is pending slipping clutch. • check sensor gap at TCU shifts to neutral internal speed sensor • low pressure at clutch K1 OP-Mode: TCU shut• check sensor gap at out• low main pressure down put speed sensor • wrong signal at internal speed sensor • check signal at internal • wrong signal at output speed sensor speed sensor • wrong size of the sensor gap • check signal at output • clutch is defective B2

B2 : SLIP K2

TCU shifts to neutral

TCU calculates a differential speed at OP-Mode: limp home closed clutch K2. If this calculated value if failure at another is out of range, TCU interprets this as clutch is pending slipping clutch. TCU shifts to neutral • low pressure at clutch K2 OP-Mode: TCU shut• low main pressure down • wrong signal at internal speed sensor

• check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at output speed sensor • check signal at internal speed sensor

• wrong signal at output speed sensor • wrong size of the sensor gap

• check signal at output speed sensor

• clutch is defective B3

speed sensor . replace clutch • check pressure at clutch K2

B3 : SLIP K3

TCU shifts to neutral

TCU calculates a differential speed at

OP-Mode: limp home

• replace clutch • check pressure at clutch K3

• check main pressure in closed clutch K3. If this calculated value if failure at another the system clutch is pending is out of range, TCU interprets this as • check sensor gap at TCU shifts to neutral slipping clutch. internal speed OP-Mode: TCU shut• low pressure at clutch K3 • check sensor gap at outdown sensor put speed sensor • low main pressure • check signal at internal • wrong signal at internal speed sensor speed sensor • wrong signal at output speed sensor • check signal at output • wrong size of the sensor gap • clutch is defective

SM 751

speed sensor • replace clutch

06-5-10

Group 06, Transmission(3WG-116)

FaultG Code B4

MEANING OF THE FAULT CODE possible reason for fault detection B4 : SLIP K4

reaction of the TCU TCU shifts to neutral

possible steps to repair

remarks

• check pressure at clutch K4

TCU calculates a differential speed at OP-Mode: limp home closed clutch K4. If this calculated value if failure at another • check main pressure in is out of range, TCU interprets this as the system clutch is pending slipping clutch. • check sensor gap at TCU shifts to neutral internal speed sensor • low pressure at clutch K4 OP-Mode: TCU shut• check sensor gap at tur• low main pressure down bine speed sensor • wrong signal at internal speed sensor • check signal at internal • wrong signal at turbine speed sensor speed sensor • wrong size of the sensor gap • check signal at turbine • clutch is defective B5

B5 : SLIP KV

speed sensor TCU shifts to neutral

TCU calculates a differential speed at OP-Mode: limp home closed clutch KV. If this calculated value if failure at another is out of range, TCU interprets this as clutch is slipping clutch. pending • low pressure at clutch KV TCU shifts to neutral • low main pressure OP-Mode: TCU shut• wrong signal at internal speed sensor down • wrong signal at turbine speed sensor • wrong size of the sensor gap

B6 : SLIP KR

TCU shifts to neutral

TCU calculates a differential speed at

OP-Mode: limp home

closed clutch KR. If this calculated value if failure at another clutch is is out of range, TCU interprets this as slipping clutch.

pending

• low pressure at clutch KR

TCU shifts to neutral

• low main pressure

OP-Mode: TCU shutdown

• wrong signal at internal speed sensor • wrong signal at turbine speed sensor

no reaction

TCU measured a temperature in the oil OP-Mode: normal sump that is over the allowed threshold.

SM 751

• check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor

• replace clutch • check pressure at clutch KR • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor

• wrong size of the sensor gap • clutch is defective B7 : Over Sump

• check main pressure in the system

• check signal at turbine speed sensor

• clutch is defective B6

• replace clutch • check pressure at clutch KV

• replace clutch • cool down machine • check oil level • check temperature sensor

06-5-11

Group 06, Transmission(3WG-116)

FaultG Code BA

MEANING OF THE FAULT CODE possible reason for fault detection BA : Oil Filter Error

reaction of the TCU no reaction

• oil filter is polluted • cable/connector is broken or cable/ connector is contacted to battery voltage or vehicle ground

• check differential pressure switch (measure resitance)

• differential pressure switch is defective see fault codes no. 21 to D1 : T/M Error 2C TCU measures more than 6V at the pin AU1 (5V sensor supply)

D2 : T/M Error TCU measures less than 4V at the pin AU1 (5V sensor supply)

• check cables and con- fault codes no. 21 nectors to sensors, to no. 2C which are supplied from may be a reaction AU1 of this fault • check the power supply at the pin AU1 (should be appx. 5V) see fault codes no. 21 to • check cables and con- fault codes no. 21 2C nectors to sensors, to no. 2C which are supplied from may be a reaction AU1 of this fault

D3 : Battery Low

shift to neutral

measured voltage at power supply is lower than 10 V (12V device)

OP-Mode: TCU shutdown

lower than 18 V (24V device)

D4 : Battery High

shift to neutral

measured voltage at power supply is higher than 18 V (12V device)

OP-Mode: TCU shutdown

higher than 32.5 V (24V device)

• check the power supply at the pin AU1 (should be appx. 5V) • check power supply battery • check cables from batteries to TCU • check connectors from batteries to TCU • check power supply battery • check cables from batteries to TCU

D5 : T/M Error

shift to neutral

• check connectors from batteries to TCU • check fuse

TCU switched on VPS1 and measured VPS1 is off or TCU switched off VPS1 and measured VPS1 is still on

OP-Mode: TCU shutdown

• check cables from gearbox to TCU

• cable or connectors are defect and are contacted to battery voltage

remarks

• check oil filter • check wiring from TCU to differential pressure switch

TCU measured a voltage at differential OP-Mode: normal pressure switch out of the allowed range

possible steps to repair

• check connectors from gearbox to TCU • replace TCU

• cable or connectors are defect and are contacted to vehicle ground • permanent power supply KL30 missing • TCU has an internal defect

SM 751

06-5-12

Group 06, Transmission(3WG-116)

FaultG Code D6

MEANING OF THE FAULT CODE possible reason for fault detection D6 : T/M Error TCU switched on VPS2 and measured VPS2 is off or TCU switched off VPS2

reaction of the TCU

possible steps to repair

shift to neutral

• check fuse

OP-Mode: TCU shutdown

• check cables from gearbox to TCU

remarks

• check connectors from gearbox to TCU

and measured VPS2 is still on • cable or connectors are defect and are contacted to battery voltage

• replace TCU

• cable or connectors are defect and are contacted to vehicle ground • permanent power supply KL30 missing E3

• TCU has an internal defect E3: CAN Timeout

no reaction

TCU sends data to the display and mea- OP-Mode: normal sures allways a high voltage level on the connector • cable or connectors are defective and are contacted to battery voltage E4

• display has an internal defect E4: CAN Timeout

no reaction

• cable or connectors are defective and are contacted to vehicle ground

no reaction

TCU can't read non volantile memoy

OP-Mode: normal

something of this application is wrong

• check the cable from TCU to the display • check the connectors at the display • change display

• display has an internal defect F1 : EEPROM Error • TCU is defective F3 : APP Error

• check the connectors at the display • change display

TCU sends data to the display and mea- OP-Mode: normal sures allways a high voltage level on the connector

• check the cable from TCU to the display

transmission stay neutral

• replace TCU

often shown together with fault code F2

• replace TCU !!

This fault occurs only if an test engineer did something wrong in the application of the vehicle TCU shows also the affected clutch on the Display

OP-Mode: TCU shutdown F5

transmission stay neuAEB was not able to adjust clutch filling tral parameters OP-Mode: TCU shutdown • One of the AEB-Values is out of limit F5 : Clutch Fail

SM 751

• check clutch

06-5-13

Group 06, Transmission(3WG-116)

FaultG Code F6

MEANING OF THE FAULT CODE possible reason for fault detection F6 : T/M Error

reaction of the TCU

default values = 0 for TCU was not able to read correct clutch AEB adjustment parameters offsets used

possible steps to repair

remarks

• execute AEB

• interference during saving data on OP-Mode: normal non volatile memory no Inchmode available • TCU is brand new

SM 751

06-5-14

GROUP 07

GROUP 07 TRANSMISSION 3WG-94EC (New T/M) (for DIESEL TRUCK)

Layout 3WG-94EC ........................................ Section 1 Measuring Points and Connections ............. Section 2 Disassembly .....................................................Section 3 Reassemly ........................................................Section 4

SM 751

07-0

Group 07, Transmission(3WG-94EC)

Section 1 LAYOUT 3WG-94EC 1 = Flex plate for direct mount 2 = Converter 3 = Transmission pump 4 = Clutch shaft 5 = Input shaft / clutch shaft 6 = Central shaft / input shaft PTO 7 = Connection, PTO; coaxial, engine-dependent 8 = Clutch shaft 9 = Clutch shaft 10 = Clutch shaft 11 = Output flange 12 = Output shaft 13 = Screen sheet

SM 751

„KV“ „KR“

„KD“ „KE“ „KC“

07-1-1

Group 07, Transmission(3WG-94EC) Transmission schematics

Gear schematics

Legend: KV AN/KR KC KD KE AB

SM 751

= = = = = =

Forward clutch Input /Reverse clutch 1st gear clutch 2nd gear clutch 3rd gear clutch Output

07-1-2

Group 07, Transmission(3WG-94EC)

Section 2 Measuring Points And Connections Take measurements when the transmission has reached operating temperature (approx. 80° - 90° C)! No.

Denomination of item

Connection

M10x1 M10x1 M10x1 M10x1 M10x1 M10x1 M14x1.5 M12x1.5 M10x1

51 53 55 56 57 58 63 64 67

= = = = = = = = =

Measuring points for pressure oil and temperature: Before the converter - opening pressure 11+2 bar Reverse clutch KR 16+3 bar Forward clutch KV 16+3 bar Clutch KD 16+3 bar Clutch KE 16+3 bar Clutch KC 16+3 bar Temperature after the converter 100° C; short-term 120° C Temperature sensor System pressure 16+3 bar

10 15 16 68 69 70 71

= = = = = = =

Valves and connections: Breather Connection to wards heat exchanger Connection from heat exchanger Connection after filter Connection before filter Converter safety valve (WSV) Main pressure valve (HDV)

11 21 34 47

= = = =

Inductive transmitters and speed sensor: Inductive transmitter n Engine Inductive transmitter n Turbine Speed sensor n Output Inductive transmitter n Central gear train

SM 751

10x1 7/8“ 14 UNF 7/8“ 14 UNF 9/16-18 UNF-2B 7/8“ 14 UN 2A

M18x1.5 M18x1.5 ----------M18x1.5

07-2-1

Group 07, Transmission(3WG-94EC)

NOTES ON THE REQUIRED OIL GRADE: Approved oils for 3 WG-94 EC powershift transmissions see ZF List of Lubricants TE-ML 03. The list of lubricants is being continuously updated and can be obtained or viewed as follows: - at all ZF plants - at all ZF service centers - Internet http://www.zf.com Informationen/Tech. Informationen For information on operation, maintenance and for descriptions see relating operation manual (ZF Order No. 5872 138 002).

SM 751

07-2-2

Group 07, Transmission(3WG-94EC)

Section 3 Disassembly 1. Transmission Disassembly : Transmission 3 WG-94 EC

Attach transmission to the assembly truck by means of clamping angles (1) and holding fixtures (2). (S) Assembly truck

5870 350 000

(S) Holding fixtures

5870 350 063

(S) Clamping angles

5870 350 124

1.1 Removal of filter Drain oil prior to starting disassembly! Remove screw plug (1).

Disposal of oil according to legal requirements!

Loosen the cylindrical screws (1) and remove the oil filler tube with the oil dipstick (2). Remove the O-ring (3) from the oil filler tube.

SM 751

07-3-1

Group 07, Transmission(3WG-94EC) Separate the filter (1) from the filter head by means of belt wrench. (S) Belt wrench

5870 105 005

Loosen the cylindrical screws (2) and separate the filter head (1) from the transmission housing.

Remove both O-rings (1) out of the annular groove of the filter head.

SM 751

07-3-2

Group 07, Transmission(3WG-94EC) 2. DISASSEMBLY : DISASSEMBLY pressure controller (proportional valves), inductive sensor, speed sensor (Hall sensor), temperature sensor, breather and screw plugs

Remove all screw plugs with O-ring (1 and 2).

Loosen cylindrical screws (1) and remove pressure controller proportional valves - (2).

Remove positioned parts.

1 = Inductive sensor

- n turbine 2 = Inductive sensor - n central gear chain 3 = Temperature sensor, measuring point „63“ after converter 4 = Inductive sensor Remove O-rings!

SM 751

07-3-3

Group 07, Transmission(3WG-94EC) Loosen cylindrical screw (1) and remove speed sensor (2). 2 = Speed sensor - n output (Hall sensor) Remove O-rings!

Remove breather (1).

SM 751

07-3-4

Group 07, Transmission(3WG-94EC) 3. DISASSEMBLY converter and central shaft (PTO shaft) Loosen cylindrical screws (1) and separate the flexplate (2) from the converter (3).

Pull off converter (1) by hand.

Disengage the retaining ring (see arrow).

Pull the central shaft assy out of the housing hole. 1 = Central shaft 2 = Retaining ring 3 = Ball bearing 4 = Toothed disk

SM 751

07-3-5

Group 07, Transmission(3WG-94EC) Pull the toothed disk (1) from the central shaft.

Press the ball bearing (1) from the central shaft (2).

SM 751

07-3-6

Group 07, Transmission(3WG-94EC) 4. DISASSEMBLY of output flange Loosen the hexagon screws (1) and remove disk and O-ring (2 and 3).

Pull output flange (1) off the output shaft by means of two-armed puller.

Remove shaft seal (see arrow) from the housing hole by means of assembly lever.

SM 751

07-3-7

Group 07, Transmission(3WG-94EC) 5. DISASSEMBLY of main pressure valve and converter safety valve

Loosen screw plug (1) and remove main pressure valve (control pressure valve): Main pressure valve consists of: 1 = Screw plug with O-ring 2 = Piston 3 = Spacer rings 4 = Compression spring

Loosen screw plug (1) and remove converter safety valve. Converter safety valve consists of: 1 = Screw plug with O-ring 2 = Pressure valves = Valve assy is installed in the housing – not visible -

Functional check of valve. Use a screwdriver to check the movability of the ball in the valve. If the valve is o.k., it does not need to be removed.

SM 751

07-3-8

Group 07, Transmission(3WG-94EC) 6. REMOVAL of clutches and DISASSEMBLY of oil pressure pump Force out cylindrical pins (1). Loosen bolted connection (2) of housing front and rear part. Make sure to leave 2 cylindrical screws crosswise in the bolted connection (2)! Transmission rear part is not fixed to the clamping angle and could get loose when turning!

Rotate transmission housing 180°, loosen the last 2 cylindrical screws from the bolted connection housing front and rear part and separate housing rear part by means of lifting device. Support by means of assembly lever! (S) Assembly lever

5870 345 036

Lift the clutches out of the housing in the following sequence: 1 = Clutch KE (Clutch – 3rd gear) 2 = Clutch KV (Clutch - forward) 3 = Clutch KR (Clutch – reverse and input) 4 = Clutch KD (Clutch – 2nd gear) 5 = Clutch KC (Clutch – 1st gear) 6 = Output with screen sheet

SM 751

07-3-9

Group 07, Transmission(3WG-94EC) Use assembly lever to remove all bearing outer rings from the housing front part. If, contrary to the ZF recommendation, the tapered roller bearings of clutches and output are not replaced, it is imperative to ensure the previous pairing (bearing outer ring/bearing inner ring). Bearing outer ring and bearing inner ring must be marked!

Use assembly lever to remove all bearing outer rings from the housing rear part. If, contrary to the ZF recommendation, the tapered roller bearings of clutches and output are not replaced, it is imperative to ensure the previous pairing (bearing outer ring/bearing inner ring). Bearing outer ring and bearing inner ring must be marked! Remove O-ring (1). Loosen cylindrical screws (1) and remove suction tube (2).

Loosen cylindrical screws (1).

SM 751

07-3-10

Group 07, Transmission(3WG-94EC) Loosen bolted connection between converter bellhousing/transmission housing (1) and pressure oil pump/transmission housing (2).

Press converter bellhousing off the housing equally by means of hexagon screws M10 (1). Difficult disassembly due to fixing by cylindrical pins!

If required, remove both cylindrical pins (1).

Remove oil pressure pump (1).

SM 751

07-3-11

Group 07, Transmission(3WG-94EC) Remove filter (1).

Remove O-ring (1). Loosen cylindrical screws (2).

Check oil pressure pump : In case of wear marks in the pump housing, stator hollow shaft or on the inner and outer rotor, the complete oil pressure pump is to be replaced. 1 = Stator hollow shaft 2 = Inner rotor 3 = Outer rotor 4 = Pump housing

Remove shaft seal (1) from the pump housing (2).

SM 751

07-3-12

Group 07, Transmission(3WG-94EC) 7. Disassembly clutches: Legend: 1 = Clutch KV (Clutch - forward) 2 = Clutch KR (Clutch – reverse and input) 3 = Clutch KD (Clutch – 2nd gear) 4 = Clutch KE (Clutch – 3rd gear) 5 = Clutch KC (Clutch – 1st gear) 6 = Output

7.1 Clutch KR/input Disengage rectangular ring (1).

Pull off bearing inner ring with inner disk carrier (1).

Remove bearing inner ring (1), axial bearing assy (2) and inner disk carrier (3).

SM 751

07-3-13

Group 07, Transmission(3WG-94EC) Remove needle cage (1).

Remove axial bearing assy (1).

Disengage snap ring (1).

Remove end plate (1), disk package (2) and plate with cup springs (3) from the disk carrier.

SM 751

07-3-14

Group 07, Transmission(3WG-94EC) Remove retaining ring – contact position of axial bearing (1).

Preload compression spring and disengage retaining ring (1). (S) Assembly aid

5870 345 114

Remove cup spring (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the shaft /disk carrier (see arrow) and remove it.

SM 751

07-3-15

Group 07, Transmission(3WG-94EC) Remove both O-rings (1 and 2).

Disengage rectangular rings (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Grab sleeve (S) Basic tool

5873 001 026 5873 001 000

The clutch (1) cannot be disassembled! It is supplied by the spare parts service only as a complete assy which consists of: 1A = Ball 1B = Helical gear 1C = Disk carrier 1D = Input shaft

SM 751

07-3-16

Group 07, Transmission(3WG-94EC) 7.2 Clutch KV Snap out rectangular ring (1).

Pull off bearing inner ring with inner disk carrier (1).

Remove bearing inner ring (1), axial bearing assy (2) and inner disk carrier (3).

Remove needle cage (1).

SM 751

07-3-17

Group 07, Transmission(3WG-94EC) Remove axial bearing assy (1).

Remove snap ring (1).

Remove end plate (1), disk package (2) and plate (3) from the disk carrier.

Remove retaining ring – contact position of axial bearing (1).

SM 751

07-3-18

Group 07, Transmission(3WG-94EC) Preload compression spring and remove retaining ring (1). (S) Assembly aid

5870 345 114

Remove cup spring (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the shaft/disk carrier and remove it.

Remove both O-rings (1 and 2).

SM 751

07-3-19

Group 07, Transmission(3WG-94EC) Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Grab sleeve (S) Basic tool

5873 000 029 5873 000 000

The clutch (1) cannot be disassembled! It is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

SM 751

07-3-20

Group 07, Transmission(3WG-94EC) 7.3 Clutch KD Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Grab sleeve (S) Basic tool

5873 000 029 5873 000 000

Remove axial bearing assy (1) and inner disk carrier.

Remove needle cage (1).

SM 751

07-3-21

Group 07, Transmission(3WG-94EC) Remove axial bearing assy (1).

Remove snap ring (1).

Remove end plate (1), disk package (2) and cup spring (3) from the disk carrier.

Remove retaining ring - contact position of axial bearing (1).

SM 751

07-3-22

Group 07, Transmission(3WG-94EC) Preload compression spring and remove snap ring (1). (S) Assembly aid

5870 345 114

Remove spring cup (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the shaft/disk carrier and remove it.

Remove both O-rings (1 and 2).

SM 751

07-3-23

Group 07, Transmission(3WG-94EC) Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Rapid grip (S) Extractor set

5873 011 011 5870 026 100

The clutch (1) cannot be disassembled! It is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

SM 751

07-3-24

Group 07, Transmission(3WG-94EC) 7.4 Clutch KE Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Grab sleeve (S) Basic tool

5873 000 029 5873 001 000

Remove retaining ring (1).

Remove bearing inner ring (1) and inner disk carrier (2).

SM 751

07-3-25

Group 07, Transmission(3WG-94EC) Remove tapered roller bearing (1) and inner disk carrier (2).

Pull off bearing inner ring (1) and running disk (2).

Remove bearing inner ring (1) and running disk (2).

Disengage snap ring (1).

SM 751

07-3-26

Group 07, Transmission(3WG-94EC) Remove end plate (1) disk package (2) and cup spring (3) from the disk carrier.

Preload compression spring and remove snap ring (1). (S) Assembly aid 5870 345 114

Remove spring cup (1) and compression spring (2).

By means of compressed air (see arrow), press piston (1) off the shaft/disk carrier and remove it.

SM 751

07-3-27

Group 07, Transmission(3WG-94EC) Remove both O-rings (1 and 2).

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Rapid grip (S) Basic tool

5873 011 011 5873 001 000

The clutch (1) cannot be disassembled! It is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gears 1C = Disk carrier 1D = Shaft

SM 751

07-3-28

Group 07, Transmission(3WG-94EC) 7.5 Clutch KC Snap out rectangular ring (1).

Pull off bearing inner ring with inner disk carrier (1).

Remove bearing inner ring (1), axial bearing assy (2) and inner disk carrier (3).

Remove needle cage (1) and bush (2).

SM 751

07-3-29

Group 07, Transmission(3WG-94EC) Remove axial disk (1) and axial needle cage (2).

Disengage snap ring (1).

Remove end plate (1) and disk package (2) from the disk carrier.

YG XG Preload compression springs and remove snap ring (1). (S) Assembly aid 5870 506 128

SM 751

07-3-30

Group 07, Transmission(3WG-94EC) Remove disk (1) and cup springs (2).

By means of compressed air (see arrow), press piston (1) off the shaft/disk carrier and remove it. Remove both O-rings.

Snap out rectangular ring (1).

Pull tapered roller bearing (inner ring) off the shaft. (S) Grab sleeve (S) Basic tool

SM 751

5873 002 029 5873 000 001

07-3-31

Group 07, Transmission(3WG-94EC) The clutch (1) cannot be disassembled! It is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

7.6 Output shaft Pull the bearing inner ring off the output shaft. (S) Grab sleeve (S) Basic tool

5873 000 029 5873 000 001

Rotate output shaft 180° and pull off bearing inner ring. (S) Grab sleeve or (S) Rapid grip (S) Basic tool

SM 751

5873 002 035 5873 012 011 5873 002 000

07-3-32

Group 07, Transmission(3WG-94EC)

Section 4 Reassembly 1. Reassembly of clutches : 1.1 Clutch KR/input The clutch (1) is supplied by the spare parts service only as a complete assy which consists of : 1A = Ball 1B = Helical gear 1C = Disk carrier 1D = Input shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular rings 50x2.5 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Insert both O-rings (1 and 2) into the piston grooves and oil 1 = 40x3 2 = 104.5x3

SM 751

07-4-1

Group 07, Transmission(3WG-94EC) Insert piston (1) into the disk carrier. Pay attention to the installation position, see Figure!

Use a hand-operated press to place piston into the disk carrier by means of the assembly aid. (S) Assembly aid 5870 345 114

Mount compression spring (1) and cup spring (2).

By means of the assembly aid, preload compression spring under a hand-operated press until the retaining ring 40x1.75 (1) can be snapped in. (S) Assembly aid

SM 751

5870 345 114

07-4-2

Group 07, Transmission(3WG-94EC) Mount plate assy with cup springs (1), with the open side showing towards the piston (see arrow).

Fit plate (1) according to sketch (see arrow). Legend: 1 = Plate with cup springs 2 = Compression spring with spring cup and retaining ring 3 = Piston with O-rings 4 = Clutch assy

Install outer and inner disks alternately into the disk carrier (3) as shown in Figure. Starting with an outer disk and ending with an inner disk. Legend: 1 = Outer disks (10 pcs) 2 = Inner disks (10 pcs) 3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk package and fix it by means of snap ring (2) (e.g. thickness = 2.5 mm / recommended value). Pay attention to the installation position of the end plate!

SM 751

07-4-3

Group 07, Transmission(3WG-94EC) Equally press on end plate with F (approx. 100 N = 10 kg) and set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read the disk clearance. Disk clearance: 2.2 to 2.6 mm In case of deviations, the disk clearance must be corrected with an appropriate snap ring (optional thickness = 2.0 …... 3.5 mm/available in steps of 0.25 mm)!

Snap retaining ring 40x1.75 (1) into the groove.

Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2) and axial washer 40x60x1 (3) and oil them. Fit running disk (1), with the chamfer showing towards theretaining ring!

SM 751

07-4-4

Group 07, Transmission(3WG-94EC) Mount needle cage 40x45x17 (1) and oil it.

Mount inner disk carrier until contact is obtained. Install inner disks by short ccw/cw rotations of the inner disk carrier (1).

Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2) and running disk (3) 40x60x3.5 and oil them. Fit running disk (3), with the chamfer showing towards the tapered roller bearing!

Heat up bearing inner ring (approx. 120° C).

SM 751

07-4-5

Group 07, Transmission(3WG-94EC) Mount bearing inner ring (1) until contact is obtained. Fit rectangular ring 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of compressed air at the hole (see arrow). Closing and opening of the clutch must be clearly audible.

SM 751

07-4-6

Group 07, Transmission(3WG-94EC) 1.2 Clutch KV The clutch (1) is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular rings 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Insert both O-rings (1 and 2) into the piston grooves and oil them. 1 = 40x3 2 = 104.5x3

SM 751

07-4-7

Group 07, Transmission(3WG-94EC) Insert piston (1) into the disk carrier. Pay attention to the installation position, see Figure!

Use a hand-operated press to place piston into the disk carrier by means of the assembly aid. (S) Assembly aid 5870 345 114

Mount compression spring (1) and spring cup (2).

By means of the assembly aid, preload compression spring under a hand-operated press until the retaining ring 40x1.75 (1) can be snapped in. (S) Assembly aid 5870 345 114

SM 751

07-4-8

Group 07, Transmission(3WG-94EC) Mount plate assy with cup springs (1), with the open side showing towards the piston (see arrow).

Fit plate (1) according to sketch (see arrow). Legend: 1 = Plate with cup springs 2 = Compression spring with cup spring and retaining ring 3 = Piston with O-rings 4 = Clutch assy

SM 751

07-4-9

Group 07, Transmission(3WG-94EC) Equally press on end plate with F (approx. 100 N = 10 kg) and set dial indicator to „zero“.

Snap retaining ring 40x1.75 (1) into the groove.

Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2) and axial washer 40x60x1 (3) and oil them. Fit running disk (1), with the chamfer showing towards the retaining ring!

SM 751

07-4-10

Group 07, Transmission(3WG-94EC) Mount needle cage 40x45x17 (1) and oil it.

Mount inner disk carrier until contact is obtained. Install inner disks by short ccw/cw rotations of the inner disk carrier (1).

Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2) and running disk (3) 40x60x3.5 and oil them. Fit running disk (3), with the chamfer showing towards the tapered roller bearing!

Heat up bearing inner ring (approx. 120° C).

SM 751

07-4-11

Group 07, Transmission(3WG-94EC) Mount bearing inner ring (1) until contact is obtained. Fit rectangular ring 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of compressed air at the hole (see arrow). Closing and opening of the clutch must be clearly audible.

SM 751

07-4-12

Group 07, Transmission(3WG-94EC) 1.3 Clutch KD The clutch (1) is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular rings 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Piston (1) with drain valve. Check function of the drain valve (2). There must be no jamming of the ball (see arrow). The piston (1) is supplied by the spare parts service only as a complete assy!

SM 751

07-4-13

Group 07, Transmission(3WG-94EC) Insert both O-rings (1 and 2) into the piston grooves and oil them. 1 = 40x3 2 = 104.5x3

Insert piston (1) into the disk carrier. Pay attention to the installation position, see Figure!

Use a hand-operated press to place piston into the disk carrier by means of the assembly aid. (S) Assembly aid

5870 345 114

Mount compression spring (1) and spring cup (2).

SM 751

07-4-14

Group 07, Transmission(3WG-94EC) By means of the assembly aid, preload compression spring under a hand-operated press until the retaining ring 40x1.75 (1) can be snapped in. (S) Assembly aid

5870 345 114

Cup spring (1) into the disk carrier.

Install outer and inner disks alternately into the disk carrier (3) as shown in Figure. Starting with an outer disk and ending with an inner disk. Legend: 1 = Outer disks (12 pcs) 2 = Inner disks (12 pcs) 3 = Clutch assy

Mount end plate (1) with the flat side showing towards the disk package and fix it by means of snap ring (2) (e.g. thickness = 2.5 mm / recommended value).

SM 751

07-4-15

Group 07, Transmission(3WG-94EC) Cap spring(1) according to sketch (see arrow). Legend: 1 = Cup spring 2 = Compression spring with spring cup and retaining ring 3 = Inner clutch- and outer clutch disc 4 = End shim 5 = Piston with O-rings 6 = Clutch assy.

Equally press on end plate with F (approx. 100 N = 10 kg) and set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read the disk clearance. Disk clearance: 2.6 to 3.1 mm. In case of deviations, the disk clearance must be corrected with an appropriate snap ring (optional thickness = 2.0 …... 3.5 mm/available in steps of 0.25 mm)!

Snap retaining ring 40x1.75 (1) into the groove.

SM 751

07-4-16

Group 07, Transmission(3WG-94EC) Mount running disk 40x60x3.5 (1), axial needle cage 40x60x3 (2) and axial washer 40x60x1 (3) and oil them. Fit running disk (1), with the chamfer showing towards the retaining ring!

Mount needle cage 40x45x17 (1) and oil it.

Mount inner disk carrier until contact is obtained. Install inner disks by short ccw/cw rotations of the inner disk carrier (1).

Mount axial washer 40x60x1 (1), axial needle cage 40x60x3 (2) and running disk (3) 40x60x3.5 and oil them. Fit running disk (3), with the chamfer showing towards the tapered roller bearing!

SM 751

07-4-17

Group 07, Transmission(3WG-94EC) Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular ring 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of compressed air at the hole (see arrow). Closing and opening of the clutch must be clearly audible.

SM 751

07-4-18

Group 07, Transmission(3WG-94EC) 1.4 Clutch KE The clutch (1) is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular ring 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Piston (1) with drain valve. Check function of the drain valve(2). There must be no jamming of the ball (see arrow). The piston (1) is supplied by the spare parts service only as a complete assy!

SM 751

07-4-19

Group 07, Transmission(3WG-94EC) Insert both O-rings (1 and 2) into the piston grooves and oil them. 1 = 40x3 2 = 104.5x3

Use a hand-operated press to place piston into the disk carrier by means of the assembly aid. (S) Assembly aid

5870 345 114

Mount compression spring (1) and spring cup (2).

SM 751

07-4-20

Group 07, Transmission(3WG-94EC) By means of the assembly aid, preload compression spring under a hand-operated press until the retaining ring 40x1.75 (1) can be snapped in. (S) Assembly aid

5870 345 114

Cup spring (1) into the disk carrier.

Mount end plate (1) with the flat side showing towards the disk package and fix it by means of snap ring (2) (e.g. thickness = 2.5 mm / recommended value).

SM 751

07-4-21

Group 07, Transmission(3WG-94EC) Cap spring (1) according to sketch (see arrow). Legend: 1 = Cup spring 2 = Compression spring with spring cup and retaining ring 3 = Inner clutch- and outer clutch disc 4 = End shim 5 = Piston with O-rings 6 = Clutch assy

Equally press on end plate with F (approx. 100 N = 10 kg) and set dial indicator to „zero“

Then press end plate against the snap ring (upwards) and read the disk clearance. Disk clearance: 2.2 to 2.6 mm. In case of deviations, the disk clearance must be corrected with an appropriate snap ring (optional thickness = 2.0 …... 3.5 mm/ available in steps of 0.25 mm)!

Mount running disk 35x52x3.5 (1). Fit running disk (1), with the chamfer showing towards the retaining ring!

SM 751

07-4-22

Group 07, Transmission(3WG-94EC) Press in both bearing outer rings into the inner disk carrier (1) until contact is obtained. Then mount the bearing inner rings.

Setting of axial play of the inner disk carrier bearing ± 0.05 mm Determine dimension„X2“ of the inner disk carrier Calculation example: Dimension A…………………………….. 97.00 mm Dimension B…………………………….. - 57.00 mm Dimension X2 ………………………… = 40.00 mm

Legend: 1 = Inner disk carrier 2 = Tapered roller bearing 59x35x16 3 = Tapered roller bearing 62x35x18

Mount the retaining ring e.g. 35x2.0 (1) and bring it into contact position by means of a two-armed puller.

SM 751

07-4-23

Group 07, Transmission(3WG-94EC) Determine dimension „X1“ from retaining ring (1) to running disk (2). Dimension X1 = 42.1 mm

Legend: 1 = Retaining ring 35x2.0 2 = Running disk 35x52x3.5 3 = Compression spring with cup spring and retaining ring 4 = Disk package with end plate and snap ring 5 = Piston with O-rings 6 = Clutch assy 7 = Tapered roller bearing

Axial play of inner disk carrier bearing ± 0.05 Calculation example: Dimension X1………………………………… 42.10 mm Dimension X2………………………………… - 40.00 mm Dimension S (retaining ring).……………….. = 2.10 mm Determined retaining ring S = 2.10 mm Axial play must be set with the retaining ring (optional thickness = 1.8 ... 2.7 mm/available in steps of 0.10 mm)!

Heat up bearing inner ring (approx. 120° C).

SM 751

07-4-24

Group 07, Transmission(3WG-94EC) Mount bearing inner ring (1) until contact is obtained.

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Mount inner disk carrier until contact is obtained. Install inner disks by short ccw/cw rotations of the inner disk carrier (1).

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained.

Wear protective gloves! Adjust bearing inner ring after cooling-down. Snap in retaining ring 35x2.1 (2). Pay attention to an exact contact of the retaining ring in the groove!

SM 751

07-4-25

Group 07, Transmission(3WG-94EC) Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular ring 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of compressed air at the hole (see arrow). Closing and opening of the clutch must be clearly audible.

SM 751

07-4-26

Group 07, Transmission(3WG-94EC) 1.5 Clutch KC The clutch (1) cannot be disassembled! It is supplied by the spare parts service only as a complete assy which consists of : 1A = Retaining ring 1B = Helical gear 1C = Disk carrier 1D = Shaft

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular rings 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Insert both O-rings (1 and 2) into the piston (3) grooves and oil them. 1 = 115x3 2 = 52x3 Insert piston (3) into the disk carrier. Check function of the drain valve (see arrow) - There must be no jamming of the ball!

SM 751

07-4-27

Group 07, Transmission(3WG-94EC) Use a hand-operated press to place piston into the disk carrier by means of the assembly aid. (S) Assembly aid 5870 345 114

Mount cup spring package (1) and disk (2).

Install cup springs according to the sketch. Legend: 1 = Clutch 2 = Cup springs (9 pcs) 3 = Disk 4 = Retaining ring (50x2) 5 = Drain valve (piston) 6 = Piston with O-Rings

By means of the assembly aid, preload cup springs under a handoperated press until the retaining ring 50x2 (1) can be snapped in. (S) Assembly aid

SM 751

5870 506 128

07-4-28

Group 07, Transmission(3WG-94EC) Install outer and inner disks alternately into the disk carrier (3) as shown in Figure. Starting with an outer disk and ending with an inner disk. Legend: 1 = Outer disks (10 pcs) 2 = Inner disks (10 pcs) 3 = Clutch assy

Equally press on end plate with F (approx. 18 N to 20 N = 1.8 to 2.0 kg) and set dial indicator to „zero“.

Then press end plate against the snap ring (upwards) and read the disk clearance. Disk clearance: 2.0 to 3.0 mm! In case of deviations, the disk clearance must be corrected with an appropriate snap ring (optional thickness s = 2.0 …... 4.0 mm/available in steps 0.25 mm)!

SM 751

07-4-29

Group 07, Transmission(3WG-94EC) Mount axial needle cage 35x52x2 (1) and axial disk 35x52x1 (1) and oil them.

Mount needle cage 35x42x18 (1) and bush (2) and oil it.

Mount inner disk carrier until contact is obtained. Install inner disks by short ccw/cw rotations of the inner disk carrier (1).

Mount axial washer 35x60x1 (1), axial needle cage 40x60x3 (2) and running disk (3) 40x60x3.5 and oil them.

SM 751

07-4-30

Group 07, Transmission(3WG-94EC) Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring (1) until contact is obtained. Fit rectangular ring 30x2 (2).

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Check closing and opening of the clutch by means of compressed air at the hole (see arrow). Closing and opening of the clutch must be clearly audible.

SM 751

07-4-31

Group 07, Transmission(3WG-94EC) 1.6 Output Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring until contact is obtained.

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Heat up bearing inner ring (approx. 120° C).

Mount bearing inner ring until contact is obtained.

Wear protective gloves! Adjust bearing inner ring after cooling-down.

SM 751

07-4-32

Group 07, Transmission(3WG-94EC) 2. REASSEMBLY of oil pressure pump and REINSTALLATION of clutches

2.1 Reassembly of oil pressure pump In case of wear marks in the pump housing, stator hollow shaft, inner rotor, outer rotor and on the sliding bearing, the pump assy must be replaced. Legend: 1 = Stator hollow shaft 2 = Inner rotor 3 = Outer rotor 4 = Pump housing with sliding bearing With the sealing lip showing downwards, carefully insert the shaft seal 55x75x8 (1) into the pump housing (2) until contact is obtained. Apply sealing agent (Loctite no. 574) to the outer diameter! (S) Driver tool

5870 048 219

Mount outer rotor (1) and inner rotor (2). The driver pins of the inner rotor (see arrows) are to be fitted in upward direction.

SM 751

07-4-33

Group 07, Transmission(3WG-94EC) Fit stator hollow shaft (1).

Fix stator hollow shaft radially with two cylindrical screws (1). Do not tighten the cylindrical screws – just turn them in until contact is obtained and then turn them back by approx. ½ rotation! Place O-ring (2) 135x3 into the annular groove and grease it.

Insert filter (1).

Wet mounting face bell housing with Loctite (type no. 574)!

SM 751

07-4-34

Group 07, Transmission(3WG-94EC) Fit two adjusting screws (S) and position converter bellhousing (1) equally until contact is obtained. Pay attention to the hole pattern! (S) Adjusting screws (M10)

5870 204 007

Force the cylindrical pins 12x24 (1) into the holes (blind holes) until contact is obtained.

Fix converter bell housing (1) with cylindrical screws M10x30 (2). Tightening torque (M10/8.8x30) ................ MA = 46 Nm

Fit two adjusting screws (S) and mount preassembled pump (1). Pay attention to the hole pattern! (S) Adjusting screws (M8)

SM 751

5870 204 011

07-4-35

Group 07, Transmission(3WG-94EC) Position transmission pump with 3 cylindrical screws (1) M8x60 (3x120° offset position) equally until contact is obtained. ATTENTION: Do not damage (shear off) the O-ring!

Fix transmission pump with cylindrical screws M8x60 (1). Tightening torque (M8/8.8x60) ...................MA = 23 Nm

Fix pump with cylindrical screws (1 and 2). 1 = M8x16 2 = M8x35 Tightening torque M8/8.8x16................ MA = 23 Nm Tightening torque M8/8.8x35................ MA = 23 Nm New cylindrical screws are to be fitted on a general basis. These cylindrical screws are already provided with adhesive (microcapsule). The microcapsule bursts when the screw is turned in, wets screw and nut thread and hardens. Mount O-ring 30x3 (1) onto the suction tube (2) and grease it.

SM 751

07-4-36

Group 07, Transmission(3WG-94EC) Fix suction tube (1) with cylindrical screws M8x16 (2). Tightening torque M8/8.8x16................ MA = 23 Nm When reusing the cylindrical screws, they must be secured with Loctite no. 243! New cylindrical screws are already provided with adhesive (microcapsule). The microcapsule bursts when the screw is turned in, wets screw and nut thread and hardens. Insert all bearing outer rings into the bearing holes of both housing parts (see Figure). 1 = „KV“ clutch - forward 2 = „KR“ clutch - reverse and input 3 = „KD“ clutch - 2nd gear 4 = „KC“ clutch - 1st gear 5 = „KE“ clutch - 3rd gear 6 = Output Place bearing outer rings into the bearing holes usin\g assembly grease. If, contrary to the ZF recommendation, the tapered roller bearings of clutches and input are not replaced, it is imperative to ensure the previous pairing (bearing inner ring/bearing outer ring) - see Chapter -6 Figure 4 and 5)! Insert O-ring 24x2.5 (7) into the hole and grease it.

2.2 Reinstallation of clutches Align and grease rectangular ring 30x2 (1). Position clutch KC (2).

SM 751

07-4-37

Group 07, Transmission(3WG-94EC) Align and grease rectangular ring 30x2 (1). Position clutch KD (2).

Align and grease rectangular rings 50x2.5 (1). Position clutch KR- input (\2).

Align and grease rectangular ring 30x2 (1). Position clutch KV (2).

Position output shaft (1) together with screen sheet (2). Bolts (3) of screen sheet must be fixed into the pilot holes!

SM 751

07-4-38

Group 07, Transmission(3WG-94EC) Align and grease rectangular ring 30x2 (1). Position clutch KE (2).

Align and grease rectangular rings (1).

Use the lifting device to carefully bring the transmission housing rear part into contact position. Bolts (1) of screen sheet must be fixed into the pilot holes! Wet mounting face with Loctite (type no. 574)!

SM 751

07-4-39

Group 07, Transmission(3WG-94EC) Hand-tighten the transmission housings crosswise with 2 cylindrical screws (1). Fit cylindrical pins 12x24 (2) centrically to the mounting face. Tighten the transmission housing front and rear part crosswise with 4 cylindrical screws M10 (1). Tightening torque ..............................MA = 46 Nm Transmission rear part is not fixed to the holding fixture and could get loose after turning! Secure the connection with cylindrical screws!

Fix transmission housing front and rear part by means of cylindrical screws (1 and 2). Fit bracket (3). Cylindrical screws (1) M10x30 (11x) Cylindrical screws (1) M10x50 (17x) Tightening torque (M10/8.8x30) ........................MA = 46 Nm Tightening torque (M10/8.8x50) ........................MA = 46 Nm 4 = cylindrical pin 12x24

SM 751

07-4-40

Group 07, Transmission(3WG-94EC) 3. REASSEMBLY of output flange Use driver tool to fit the shaft seal 70x100x10 (1) until contact position, with the sealing lip showing towards the oil sump. (S) Driver tool 5870 048 057 Fill space between sealing lip and dust lip with grease! Wet outer diameter with spirit!

Heat up output flange (approx. 120° C).

Mount output flange (1) until contact is obtained.

Wear protective gloves! Adjust bearing inner ring after cooling-down.

Insert O-ring 38x4 into the space between output flange and shaft. Fix output flange by means of washer (1) and hexagon screws 10x25 (2). Tightening torque (M8/10.9x25) ................ MA = 34 Nm

SM 751

07-4-41

Group 07, Transmission(3WG-94EC) 4. REASSEMBLY of converter safety valve and main pressure valve

4.1 Reassembly of converter safety valve Insert valve (1) with drift (S) into the housing until contact is obtained. (S) Drift

5870 705 012

Place compression spring (1) into the transmission hole and fit screw plug M38x1.5 (2) with O-ring 35x2 (3). Tightening torque..............................MA = 46 Nm

4.2 Reassembly of main pressure valve (control pressure valve) Main pressure valve consists of: 1 = Screw plug M22x1.5 with O-ring 19x2 2 = Piston 3 = Spacer ring (2 pcs) GGGGGRecommended value 5 mm 4 = Compression spring The main pressure 16 + 3 bar is determined by means of the spacer rings! Gradation of available spacer rings see spare parts list. Tightening torque ............................ MA = 60 Nm

SM 751

07-4-42

Group 07, Transmission(3WG-94EC) 5. REASSEMBLY of central shaft (PTO ) and converter Press tapered bearing (1) onto the central shaft (2) until contact is obtained.

Press the toothed disk (1) onto the pump shaft until contact is obtained.

Mount rectangular ring 50x2.5 (1). Grease and centrically align rectangular ring. Mount retaining ring 75x2.5 (2). Mount central shaft (3) until contact is obtained.

Fix central shaft with retaining ring 75x2.5 (1).

SM 751

07-4-43

Group 07, Transmission(3WG-94EC) Mount converter (1) until contact is obtained.

Position 1 washer/each / thickness = 1.0 mm (4x) (1) onto the flexplate mounting webs (4x). Place flexplates (2). Pay attention to the installation position! Spot-welded reinforcing disks of the flexplate to be arranged towards the outside - see arrows ! Mount washer (3) to the hexagon screw M10x16 (4) and fix the flexplates.

Tighten hexagon screws M10x16 (1). Tightening torque (M10/8.8x16) ................ MA = 46 Nm When reusing the hexagon screws they must be secured with Loctite 243 New hexagon screws are already provided with adhesive (microcapsule). The microcapsule bursts when the screw is turned in, wets screw and nut thread and hardens.

Fix converter axially! Risk of injury!

SM 751

07-4-44

Group 07, Transmission(3WG-94EC) 6. REASSEMBLY: Pressure controller (proportional valves), inductive sensor, speed sensor (Hall sensor), temperature sensor, breather and screw plugs

Mount breather (1).

Mount output Hall sensor - (1) onto the speed sensor, install Oring 15.5x2.6 (2) and fix it with cylindrical screws M8x16 (3). Tightening torque (M8/8.8x16)............. MA = 23 Nm When reusing the cylindrical screw, it must be secured with Loctite no. 243! New cylindrical screw is already provided with adhesive (microcapsule). The microcapsule bursts when the screw is turned in, wets screw and nut thread and hardens. Fit positioned parts. 1 = Inductive sensor with O-ring 15x2 - n turbine 2 = Inductive sensor with O-ring 15x2 - n central gear chain 3 = Inductive sensor with O-ring 15x2 - n engine GGGGGTightening torque………… MA = 30 Nm 4 = Temperature sensor with O-ring 11x2 GGGGGMeasuring point „63“ after the converter GGGGGTightening torque………… MA = 25 Nm

SM 751

07-4-45

Group 07, Transmission(3WG-94EC) Fix pressure controller – proportional valves- (1) with the cylindrical screws M6x12 (2). Tightening torque (M6/8.8x12)............. MA = 9.5 Nm

Mount all screw plugs (1 and 2) with O-rings. 1 = Screw plug M10x1 with O-ring 8x 1.5 (24x) GGGGGTightening torque (M10x1) ...... MA = 6 Nm 2 = Screw plug 9/16-18 UNF with O-ring 11.9x2 (7x) GGGGGTightening torque (9/16-18 UNF) .... MA = 15 Nm

SM 751

07-4-46

Group 07, Transmission(3WG-94EC) 7. REASSEMBLY of filter, closing components, oil filler tube with oil dipstick and oil drain plug

Place O-rings 34.2x3 (1) into the holes and grease them.

Attach filter head (1) with cylindrical screws M8x30 (2). Tightening torque (M8/8.8x30) ...................... MA = 23 Nm

The filter (1) has to be fitted as follows: Slightly oil the seal Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation.

SM 751

07-4-47

Group 07, Transmission(3WG-94EC) Install O-ring 30x3 (1) onto the oil suction tube (2), grease it and fix it with cylindrical screws M8x16 (3) to the transmission housing. Mount oil dipstick(4). Tightening torque (M8/8.8x16).................. MA = 23 Nm

Fit oil drain plug 7/8-14 UN 2A (1). Tightening torque (7/8-14 UN 2A).............MA = 30 Nm Fix identification plate (2) by means of grooved pins 3x5.

Before putting the transmission into operation, fill it with oil

SM 751

07-4-48

GROUP 08

GROUP 08 TRANSMISSION OT12313 MODEL) (FOR LPG TRUCK)

DISASSEMBLY ..............................................................................Section 1 DISASSEMBLY AND REASSEMBLY OF (1ST) AND 2ND CLUTCH .........................................................Section 2 DISASSEMBLY AND REASSEMBLY OF 3RD CLUTCH.......Section 3 DISASSEMBLY AND REASSEMBLY OF FORWARD AND REVERSE CLUTCHES .........................................Section 4 REGULATOR VALVE DISASSEMBLY AND REASSEMBLY........................................................Section 5 CLEANING AND INSPECTION..................................................Section 6 TROUBLESHOOTING PROCEDURES .....................................Section 7 TRANSMISSION CONTROLLER...............................................Section 8

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08-0

Group 08, Transmission(T12313)

Section 1 DISASSEMBLY • Remove drive plate attaching capscrews and washers. Remove drive plate and backing ring.

• Remove torque converter to turbine shaft retainer ring.

• Remove torque converter plug retainer ring.

• Remove torque converter assembly.

• Remove plug and O–ring.

• Remove torque converter to shaft locating ring.

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08-1-1

Group 08, Transmission(T12313) • Remove filter assembly.

• Remove pump mounting capscrews and washers. Remove pump and gasket.

• Remove pressure regulator and regulator sleeve.

WARNING

• Remove converter housing to transmission case capscrews and washers.

Special tool can be fabricated.

• Remove converter housing and gasket. • Remove charging pump permanent pump hole cover. (Not used when auxiliay pump is used.)

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08-1-2

Group 08, Transmission(T12313) • Remove impeller hub gear.

• Loosen solenoid valve cartridge.

• Remove solenoid valve cartridge retainer nut and O– ring.

• Remove valve. Repeat procedures for remaining solenoid valves.

• Remove solenoid coil and O–ring.

• Remove bore plug and O–rings. This plug is used in the middle bore position in the 3 speed version only.

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08-1-3

Group 08, Transmission(T12313) • Remove spacer plate capscrews and washers.

• Remove forward and reverse clutch assembly.

• Pry spacer plate away from transmission case at dowel pin holes. Remove spacer plate and gasket. Note aligning studs to facilitate spacer removal.

• Remove 3rd clutch assembly.

• Remove 3rd speed clutch shaft pilot bearing. • Remove 1st and 2nd clutch assembly.

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08-1-4

Group 08, Transmission(T12313) • Remove oil baffle capscrew and washer.

• Remove supply tube and screen assembly.

• Remove oil baffle.

• Remove 3rd clutch gear and output shaft.

• Remove oil supply tube O–ring.

• Remove 1st and 2nd clutch shaft rear roller bearing. Remove 3rd gear roller bearing.

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08-1-5

Group 08, Transmission(T12313) • Remove roller bearing locating ring.

• Pilot bearing and distributor sleeve removed.

• Remove inner case set screw plug. Remove clutch shaft distributor sleeve set screw.

• Remove modulator housing sleeve and O–ring.

• Use a hammer puller (or any suitable puller) as shown to remove distributor sleeve and shaft pilot bearing.

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• Remove inner, middle, and outer valve springs and valve stop pin.

08-1-6

Group 08, Transmission(T12313) • Remove accumulator spool.

• Remove parking brake caliper assembly bolts from brake and housing.

• Remove modulation housing sleeve and O–ring. • Remove brake caliper assembly.

• Remove diverter sleeve. • Remove output flange to bearing retainer ring.

WARNING

Diverter sleeve has a 5/16–24 threaded hole in end of it. A threaded rod screwed into end of it will facilitate removal of diverter sleeve.

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08-1-7

Group 08, Transmission(T12313) • Tap output flange from rear bearing.

• Remove seal sleeve, seal and O–ring.

• Remove output flange and brake disc.

• Remove output flange bearing.

• Remove output seal sleeve retainer ring.

• Remove bearing locating ring.

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08-1-8

Group 08, Transmission(T12313)

Section 2 DISASSEMBLY AND REASSEMBLY OF 1st AND 2nd CLUTCH DISASSEMBLY 1st CLUTCH DISASSEMBLY

• Remove outer thrust washer, bearing and inner thrust washer.

• Remove clutch shaft oil sealing rings.

• Remove front bearing retainer ring.

• Remove front bearing

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• Remove clutch gear and disc hub.

• Clutch gear and bearing removed.

08-2-1

Group 08, Transmission(T12313) • Remove outer thrust washer, thrust bearing, and inner thrust washer.

• Remove inner and outer clutch discs.

• Compress disc springs and remove retainer ring. • Remove clutch disc end plate retainer ring.

• Remove retainer ring retainer. • Remove clutch disc end plate.

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08-2-2

Group 08, Transmission(T12313) • Remove disc springs.

2nd CLUTCH DISASSEMBLY • Using a gear puller as shown, remove gear and rear bearing inner race.

• Remove clutch piston wear plate. • Remove inner race from shaft.

• Turn clutch over and tap clutch shaft on a block of wood to remove clutch piston. • Remove gear from shaft.

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08-2-3

Group 08, Transmission(T12313) • Remove gear locating ring from shaft.

• Remove clutch gear and hub and gear bearings.

• Remove thrust bearing and clutch gear retainer ring.

• Remove outer thrust washer, thrust bearing and inner thrust washer.

• Remove outer thrust washer, thrust bearing, and inner thrust washer.

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• Remove clutch disc end plate retainer ring.

08-2-4

Group 08, Transmission(T12313) • Remove end plate.

• Remove retainer ring retainer.

• Remove inner and outer clutch discs.

• Remove disc springs.

• Compress disc springs and remove retainer ring.

• Remove clutch piston wear plate.

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08-2-5

Group 08, Transmission(T12313) • Remove clutch piston.

• Install clutch piston inner seal ring.

WARNING

Ring must be sized before installing in clutch drum. Sizing is best accomplished by rotating piston while holding a round object against the new seal ring. Rotate piston until seal ring is flush with outer diameter of piston. Assembly instruction.

1st CLUTCH REASSEMBLY (See Cleaning and Inspection Page) • Two bleed valves in clutch drum must be clean and free of any foreign material.

• Position piston in low clutch drum as shown. Use caution as not to damage inner and outer piston sealing rings.

• Install clutch piston outer seal ring.

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08-2-6

Group 08, Transmission(T12313) • Position clutch piston wear plate on piston.

• Start ring on shaft with snap ring pliers.

• Install piston return disc springs. First spring with large diameter of bevel toward wear plate. Alternate seven (7) springs.

Assembly instruction.

• Install first steel (outer) clutch disc. • Position return spring retainer on clutch shaft.

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08-2-7

Group 08, Transmission(T12313) • Install first friction (inner) clutch disc. Alternate steel and friction until ten (10) steel and ten (10) friction discs are in position. Assembly instruction.

WARNING

Low (1st) clutch pack must be checked for clutch disc clearance. With the clutch assembly on end, the clutch discs will fall to the piston. Measure the distance between the clutch end plate and end plate retainer ring by inserting a feeler gauge or taper gauge through the slots in the clutch drum. The required clearance is 2.03–3.43 mm (0.080~0.135 in) If the clearance is greater than 3.43 mm (0.135in) add one steel disc under the end plate. Assembly instruction.

• Install clutch disc end plate.

• Position thrust bearing inner washer on clutch shaft. • Install end plate retainer ring.

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08-2-8

Group 08, Transmission(T12313) • Position thrust bearing on clutch shaft against inner thrust bearing washer.

• Position inner thrust washer on shaft.

• Position thrust bearing on shaft. • Install outer thrust bearing washer against bearing.

• Position outer thrust washer on shaft. • Press bearing in clutch gear and disc hub, being certain bearings are pressed flush with face of gear on both sides. Install the clutch gear in the clutch assembly by aligning the clutch hub teeth with the clutch inner discs. Be sure the clutch hub is in full seated position in the clutch assembly. Do not force this operation.

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08-2-9

Group 08, Transmission(T12313) • Install clutch shaft front bearing.

WARNING

2nd CLUTCH REASSEMBLY • Install inner and outer clutch piston seal rings.

Bearing has a shield in it. This shield must face upward. Assembly instruction.

• Position piston in clutch drum, using caution as not to damage piston sealing rings.

• Install front bearing retainer ring.

• Install clutch piston wear plate.

• Install clutch shaft oil sealing rings. Grease rings to facilitate reassembly into front housing.

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08-2-10

Group 08, Transmission(T12313) • Install piston rerurn disc springs. First spring with large diameter of bevel toward wear plate. Alternate five (5) springs.

• Install first steel (outer) clutch disc.

Assembly instruction.

• Install first friction (inner) clutch disc. Alternate steel and friction until five (5) steel and five (5) friction discs are in position. • Position return spring ring retainer on clutch shaft.

• Start ring on shaft with snap ring pliers. Use 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 in full seated position in groove.

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Assembly instruction.

• Install clutch disc end plate.

08-2-11

Group 08, Transmission(T12313) • Install end plate retainer ring.

• Install outer thrust bearing washer against bearing.

• Position thrust bearing inner washer on clutch shaft.

• Press needle bearings in clutch gear and disc hub, being certain bearings are pressed flush with face of gear on both sides. Install the clutch gear in the clutch assembly by aligning the clutch hub teeth with the clutch inner discs. Be sure the clutch hub is in full seated position in the clutch assembly. Do not force this operation.

• Position thrust bearing on clutch shaft against inner thrust bearing washer.

• Position thrust bearing inner washer on clutchshaft.

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08-2-12

Group 08, Transmission(T12313) • Position thrust bearing on clutch shaft against inner thrust bearing washer.

• Install outer thrust bearing washer against bearing.

• Install thrust washer retainer ring.

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• Install clutch shaft gear locating ring.

• Install clutch shaft gear on clucth shaft with long hub of gear down.

• Install rear bearing inner race on clutch shaft with bearing race shoulder down.

08-2-13

Group 08, Transmission(T12313) • Position rear bearing on bearing race.

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08-2-14

Group 08, Transmission(T12313)

Section 3 DISASSEMBLY AND REASSEMBLY OF 3rd CLUTCH DISASSEMBLY

• Remove thrust washer retainer ring. Remove outer thrust washer, thrust bearing, and inner thrust washer.

• Remove clutch shaft oil sealing rings.

• Using a gear puller as shown, remove clutch gear and front bearing.

• Remove end plate retainer ring.

• Remove end plate. • Remove clutch gear locating ring.

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08-3-1

Group 08, Transmission(T12313) • Remove inner and outer clutch discs.

• Remove disc springs.

• Compress disc springs and remove retainer ring.

• Remove clutch piston wear plate.

• Remove retainer ring retainer.

• Remove clutch piston.

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08-3-2

Group 08, Transmission(T12313) 3rd CLUTCH REASSEMBLY • Clutch piston bleed ball must be clean and free of any foreign material.

• Install piston return disc springs. First spring with large diameter of bevel toward wear plate. Alternate five (5) springs. Assembly instruction.

• Install inner and outer clutch piston seal rings. Size inner ring as previously explained, install clutch piston in clutch drum. Use caution as not to damage sealing rings.

• Position return spring ring retainer on clutch shaft.

• Start ring on shaft with snap ring pliers. • Install clutch piston wear plate.

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08-3-3

Group 08, Transmission(T12313) • Use 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 in full seated position in groove.

• Install clutch disc end plate.

• Install end plate retainer ring.

• Install first steel (outer) clutch disc.

• Position thrust bearing inner washer on clutch shaft.

• Install first friction (inner) clutch disc. Alternate steel and friction until five (5) steel and five (5) friction discs are in position. Assembly instruction.

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08-3-4

Group 08, Transmission(T12313) • Position thrust bearing on clutch shaft against inner thrust bearing washer.

• Install outer thrust bearing washer against thrust bearing. Install thrust washer retainer ring.

• Install 3rd clutch pilot bearing on clutch shaft. A coat of high quality grease will hold pilot bearing in position.

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08-3-5

Group 08, Transmission(T12313)

Section 4 DISASSEMBLY AND REASSEMBLY OF FORWARD AND REVERSE CLUTCHES NOTE A 3 SPEED TRANSMISSION WILL NOT HAVE EXTERNAL GEAR TEETH ON THE FORWARD AND REVERSE CLUTCH DRUM.

• Remove bearings and spacer from clutch gear.

REVERSE CLUTCH DISASSEMBLY • Remove outer thrust washer, thrust bearing, and inner thrust washer.

• Remove outer thrust washer, thrust bearing, and inner thrust washer.

• Remove clutch gear and disc hub.

• Remove end plate retainer ring.

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08-4-1

Group 08, Transmission(T12313) • Remove end plate.

• Remove retainer ring retainer.

• Remove inner and outer clutch discs.

• Remove disc springs.

• Compress disc springs and remove retainer ring.

• Remove clutch piston wear plate.

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08-4-2

Group 08, Transmission(T12313) • Remove clutch piston.

FORWARD CLUTCH DISASSEMBLY

• Remove clutch gear and disc hub.

• Remove bearing and spacer from clutch gear.

• Remove clutch shaft oil sealing rings.

• Remove outer thrust washer, thrust bearing, and inner thrust washer. • Remove outer thrust washer, thrust bearing, and inner thrust washer.

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08-4-3

Group 08, Transmission(T12313) • Remove end plate retainer ring.

• Compress disc springs and remove retainer ring.

• Remove end plate.

• Remove retainer ring retainer.

• Remove inner and outer clutch discs.

• Remove disc springs.

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08-4-4

Group 08, Transmission(T12313) • Remove clutch piston wear plate.

• Install inner and outer clutch piston seal rings. Size inner ring as previously explained. Install clutch piston in clutch drum. Use caution as not to damage sealing rings. Assembly instruction.

• Remove clutch piston.

• Install clutch piston wear plate.

FORWARD CLUTCH REASSEMBLY (See Cleaning and Inspection Page) • Clutch piston bleed orifice must be clean and free of any foreign material.

• Install piston return disc springs. First spring with large diameter of bevel toward wear plate. Alternate five (5) springs. Assembly instruction.

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08-4-5

Group 08, Transmission(T12313) • Position return spring ring retainer on clutch shaft.

• Install first steel (outer) clutch disc.

• Start ring on clutch with snap ring pliers.

• Install first friction (inner) clutch disc. Alternate steel and friction until six (6) steel and six (6) friction discs are in position. Assembly instruction.

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08-4-6

Group 08, Transmission(T12313) • Install end plate retainer ring.

WARNING

• Position thrust bearing inner washer on clutch shaft.

• Position thrust bearing on clutch shaft against inner thrust bearing washer.

Forward clutch pack 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 or taper gauge through the slots in the clutch drum. The required clearance is. 1.22–2.74mm (0.048~0.108in). If the clearance is greater than 2.74mm (0.108in.) add one steel disc under the end plate.

• Install outer thrust bearing washer against thrust bearing.

Assembly instruction.

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08-4-7

Group 08, Transmission(T12313) • Press one bearing in clutch gear, flush with face of gear. Install bearing spacer with face of gear. Install bearing spacer next to bearing. Press second bearing in gear, flush with face of gear. Install the clutch gear in the clutch assembly by aligning the cluthc hub teeth with the clutch inner discs. Be sure the clutch hub is in full seated position in the clutch assembly. Do not force this operation.

• Position outer thrust washer on shaft.

• Install clutch shaft oil sealing rings. Grease rings to facilitate reassembly into front housing.

• Position inner thrust washer on shaft.

REVERSE CLUTCH REASSEMBLY • Clutch piston bleed orifice must be clean and free of any foreign material.

• Position thrust bearing on shaft.

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08-4-8

Group 08, Transmission(T12313) • Install inner and outer clutch piston seal rings. Size inner ring as explained on page 20–02–21 install clutch piston in clutch drum. Use caution as not to damage sealing rings.

• Position return spring ring retainer in clutch shaft.

Assembly instruction.

• Start ring on shaft with snap ring pliers.

• Install clutch piston wear plate.

• Use 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 in full seated position in groove. • Install piston return disc springs. First spring with large diameter of bevel toward wear plate. Alternate five (5) springs. Assembly instruction.

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08-4-9

Group 08, Transmission(T12313) • Install first steel (outer) clutch disc.

• Install first friction (inner) clutch disc. Alternate steel and friction until six (6) steel and six (6) friction discs are in position. Assembly instruction.

• Install end plate retainer ring.

WARNING

Reverse clutch pack must be checked for clutch disc clearance. Stand the clutch assembly on end. The clutch disc 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 or taper gauge through the slots in the clutch drum. The required clearance is 1.22–2.74mm (0.048~0.108in). If the clearance is greater than 2.74mm (0.108 in) add one steel disc under the end plate. Assembly instruction.

• Install clutch disc end plate.

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08-4-10

Group 08, Transmission(T12313) • Position thrust bearing inner washer on clutch shaft.

• Press one bearing in clutch gear, flush with face of gear. Install bearing spacer next to bearing. Press second bearing in gear, flush with face of gear. Install the clutch gear in the clutch assembly by aligning the clutch hub teeth with the clutch inner discs. Be sure the clutch hub is in full seated position in the clutch assembly. Do not force this operation.

• Position thrust bearing on clutch shaft against inner thrust bearing washer.

• Position inner thrust washer on shaft.

• Install outer thrust bearing washer against bearing.

• Position thrust bearing on shaft.

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08-4-11

Group 08, Transmission(T12313) • Position outer thrust washer on shaft.

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08-4-12

Group 08, Transmission(T12313)

Section 5 REGULATOR VALVE DISASSEMBLY AND REASSEMBLY DISASSEMBLY • Tap pin from regulator valve sleeve. Use caution as valve spool is under spring pressure.

REASSEMBLY (See Cleaning and Inspection Page.) • Install pressure regulator valve spring and regulator valve piston as an assembly into regulator valve sleeve.

• Remove regulator valve piston and pressure regulator valve spring. • If auxiliary pump is used, it is not necessary to install the permanent pump hole cover. With new gasket in place, install pump hole cover on charging pump. Install capscrews and washers and tighten to specified torque. See torque chart, figure K.

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08-5-1

Group 08, Transmission(T12313) • Install caliper brake mounting capscrew through brake assembly and through locknut. Apply Loctite #262 to threads and install capscrew in transmission case.

• Mounting capscrews to be installed to allow free movement of caliper pads to disc. Tighten jam nut. See torque chart.

• See special instructions for drive plate installation.

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08-5-2

Group 08, Transmission(T12313) DRIVE RLATE INSTALLATION Measure the “A” dimension (Bolt Circle Diameter) and order Drive Plate Kit listed below. Note two (2) kits have two (2) intermediate drive plates and one (1) drive plate and weld nut assembly. Two (2) kits with three intermediate drive plates.

“A” Dimension (Bolt Circle Diameter)

333.38 mm Diameter : Kit No. 802424 342.90 mm Diameter : Kit No. 802425

333.38 mm Diameter : Kit No. 8022426 342.90 mm Diameter : Kit No. 802427

Each Kit will include the following parts :

Kit will include the following parts :

2 Intermediate drive plates.

3 Intermediate drive plates.

1 Backing ring.

6 Mounting capscrews.

6 Lock washers.

1 Instruction sheet.

1 Instruction sheet. TO FACILITATE ASSEMBLY, ALIGN SMALL HOLES IN DRIVE PLATES–SEE ILLUSTRATION ABOVE– ALIGNMENT HOLES. Position drive plate and weld nut assembly on torque converter assembly with weld nuts toward converter. Align intermediate drive plates and backing ring with holes in torque converter assembly.

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08-5-3

Group 08, Transmission(T12313)

WARNING

Two dimples 180° apart in backing ring must be out (toward the engine flywheel). Install

capscrews

and

washers.

35~39N·m (26 to 29 lbf·ft).

TRANSMISSION TO ENGINE INSTALLATION PROCEDURE • Remove all burrs from flywheel mounting faceG and nose pilot bore. Clean drive plate surfaceG with solvent. • Check engine flywheel & housing forGconformance to standard SAE No. 3 per SAEGJ927 and NJ1033 tolerance specifications forG pilot bore size, pilot bore runout and mountingG face flatness. Measure and record engineGcrankshaft end play. • Install two (63.500 mm) long transmission toG flywheel housing guide studs in the engineG flywheel housing as shown. Rotate the engineGflywheel to align a drive plate mounting screwG hole with the flywheel housing access hole. • Rotate the transmission torque converter toGalign the locating stud in the drive plate withGthe flywheel drive plate mounting screw holeG positioned in step No. 3. Locate transmissionGon flywheel housing. Aligning drive plate to flywheel andG transmission to flywheel housing guide studs,G install transmission to flywheel housing screws. Tighten screws to specified torque. RemoveGtransmission to engine guide studs. InstallG remaining screws and tighten to specifiedGtorque.

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08-5-4

Group 08, Transmission(T12313) • Install drive plate screw and washer. SnugGscrew but do not tighten. Some engine flywheelGhousings gave a hole located on the flywheelG housing circumference in line with the driveG plate screw access hole. A screwdriver or pryG bar used to hold the drive plate against theG flywheel will facilitate installation of the driveGplate screws. Rotate the engine flywheel and install theG remaining seven flywheel to drive plateGattaching screws. Snug screws but do notG tighten. After all eight screws are installed : 35~39N·m torque (26~29 lbf·ft). This will require tightening each screw and rotating theGengine flywheel until the full amount of eightG screws have been tightened to specified torque. • Measure engine crankshaft end play after transmission has been completely installed on engineG flywheel. This value must be within 0.025 mm of the end play recorded in step No. 2.

SPECIFICATIONS AND SERVICE DATA– POWER SHIFT TRANSMISSION AND TORQUEGCONVERTER • TRANSMISSION OUT PRESSURE With transmission outlet oil temperature, 82.3°~93.3°C (180°~200°F) and transmission in NEUTRAL. Operating specifications : 413.7kPa (60P.S.I) minimum pressure at 2000R.P.M. engine speed AND a maximum of 827.kPa (120P.S.I) outlet pressure with engine operating at no–loadG governed speed. • CONTROLS Forward and Reverse–Electric. Speed Selection–Electric. • CLUTCH TYPE Multiple discs, hydraulically actuated, spring released, automatic wear compensation, and no adjustment. All clutches oil cooled and lubricated. • CLUTCH INNER DISC : Friction. • CLUTCH OUTER DISC : Steel. • OIL FILTRATION Full flow oil filter safety bypass, also strainer screen in sump at bottom of transmission case. • CLUTCH PRESSURE 1275.5 kPa (185P.S.I.) minimum–With parking brake set (see note), oil temperatureG 82,2°~93.3°C (180°~200°F), engine at idle (700 to 800 R.P.M.), shift thru direction and speedG clutches. All clutch pressure must be equal within 34.5 kPa, (5 P.S.I.). If clutch pressure variesG in any one clutch more than 34.5kPa, (5P.S.I.) repair clutch. Normal operating pressure (240~280P.S.I.) at 2000 R.P.M.

1654.8~1930.5kPa

NOTE Never use service brakes while making clutch pressure checks. Units having brakeGactuated declutching in forward and/or reverse will not give a true reading. ALWAYS LIFT UP FRONT AXLE FROM GROUND WHEN MAKING CLUTCH PRESSUREGCHECKS.

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08-5-5

Group 08, Transmission(T12313) LUBRICATION • TYPE OF OIL : Lube Chart–Consult Operator’s Manual. • CAPACITY Consult Operator’s Manual on applicable machine model for system capacity. Torque converter, transmission, and allied hydraulic system must be considered as a whole toG determine capacity.

SERVICING MACHINE AFTER TRANSMISSION OVERHAUL The transmission, torque converter, and its allied hydraulic system are important links in the driveline between the engine and the wheels. The proper operation of either unit depends greatly on the condition and operation of the other ; therefore, whenever repair or overhaul of one unit is performed, the balance of the system must be considered before the job can be considered complete.

• CHECK PERIOD Check oil lever DAILY with engine running at 700~800R.P.M. and oil at 82.2°~93.3°C (180°~200°F). Maintain oil level to FULL port.

After the overhauled or repaired transmission has been installed in the machine, the oil cooler, and connecting hydraulic system must be thoroughly cleaned. This can be accomplished in several manners and a degree of judgment must be exercised as to the method employed.

• **NORMAL DRAIN PERIOD Every 500hours, change oil filter. Every 1000hours, drain and refill system as follows : Drain with oil at 65.6°~93.3°C (150°~200°F).

The following are considered the minmum steps to be taken :

(a) Drain transmission. (b) Oil filter, remove and discard. Install new oil filter. (c) Refill transmission to LOW port. (d) Run engine at 700~800R.P.M. to prime converter and lines. (e) Recheck level with engine running at 700~800R.P.M. and add oil to bring level to LOWGport. When oil temperature is hot 82.2°~93.3°C (180°~200°F) make final oil level check. BRING OIL LEVEL TO FULL PORT.

WARNING

It is recommended that oil filter be changed after 50 and 100hours of operation on new and rebulit or repaired units. **Normal drain periods and oil filter change intervals are for average environmental and duty–cycle conditions. Servere or sustained high operating temperatures or very dusty atmospheric conditions will cause accelerated deterioration and contamination. For extreme conditions judgment must be used to determine the required change intervals.

• Drain entire system thoroughly. • Disconnect and clean all hydraulic lines. Where feasible, hydraulic lines should be removed from machine for cleaning. • Replace oil filter elements, cleaning out filter cases thoroughly. • The oil cooler must be thoroughly cleaned. The cooler should be “back flushed” with oil and compressed air until all foreign material has been removed. Flushing in direction of normal oil flow will not adequately clean the cooler. If necessary, cooler assembly should be removed from machine for cleaning, using oil, compressed air, and steam cleaner for that purpose. DO NOT use flushing compounds for cleaning purposes. • Reassemble all components and use only type oil recommended for lubrication section. Fill transmission through filler opening until fluid comes up to LOW port on transmission. Remove LOWER check plug, fill until oil runs from LOWER oil hole. Replace filler plug and level plug. Run engine two minutes at 700~800R.P.M. to prime torque converter and hydraulic lines. Recheck level of fluid in transmission with engine running at idle (700~800R.P.M.). Add quantity necessary to bring fluid level to run freely from LOWER oil level check plug hole. Install oil level plug. Recheck with hot oil 82.2~93.3°C (180~200°F). Bring oil level to FULL port to run freely from UPPER oil level plug hole.

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08-5-6

Group 08, Transmission(T12313) • Recheck all drain plugs, lines, connections, etc., for leaks and tighten where necessary.

EXTERNAL PLUMBING AND PRESSURE CHECK POINTS • PORT “J” – “TO COOLER” TEMPERATURE Port is to be used for “oil to cooler” temperature pick– up. Gauge is to be located in the operator compartment. See oil temperature gauge specification. • PORT “D” – “TO COOLER” PRESSURE Pressure must be measured during normal vehicle test procedure. - TEST CONDITIONS : “To cooler” oil temperature 82~104°C (180~220°F) Transmission in neutral. - OPERATING SPECIFICATIONS : 414 kPa (60PSI) minimum pressure at 2000 rpm engine speed and a maximum of 827 kPa (120PSI) outlet pressure at no load governed speed. • PORT “A”–CLUTCH PRESSURE It is recommended that clutch pressure be monitored by a gauge located in the operator compartment. Normal operating pressure 1655~1930kPa (240~280PSI) at 2000rpm. • PORT “C” and “M” – BACKUP WARNING This port is provided for installation of back – up pressure switch for warning light or horn.

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08-5-7

Group 08, Transmission(T12313) • OIL TEMPERATURE GAUGE SPECIFICATIONS Normal operating temperature : 82~121°C (180~250°F) Red lined temperature : 121°C (250°F)

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08-5-8

Group 08, Transmission(T12313)

Section 6 CLEANING AND INSPECTION • CLEANING Clean all parts thoroughly using solvent type cleaning fluid. It is recommended that parts be immersed in cleaning fluid and moved up and down slowly until all old lubricant and foreign material is dissolved and parts are thoroughly cleaned.

CAUTION

Care should be exercised to avoid skin rashes, fire hazards, and inhalation of vapors when using solvent type cleaners. ཛ BEARINGS Remove bearings from cleaning fluid and strike flat against a block of wood to dislodge solidified particles of lubricant. Immerse again in cleaning fluid to flush out particles. Repeat above operation until bearings are thoroughly clean. Dry bearings using moisture– free compressed air. Be careful to direct air stream across bearing to avoid spinning. Do not spin bearings when drying. Bearings may be rotated slowly by hand to facilitate drying process. ཛྷ HOUSINGS Rlean interior and exterior of housings, bearing caps, etc., thoroughly. Cast parts may be cleaned in hot solution tanks with mild alkali solutions providing these parts do not have ground or polished surfaces. Parts should remain in solution long enough to be thoroughly cleaned and heated. This will aid the evaporation of the cleaning solution and rinse water. Parts cleaned in solution tanks must be thoroughly rinsed with clean water to remove all traces of alkali. Cast parts may also be cleaned with a steam cleaner.

CAUTION

Care should be exercised to avoid inhalation of vapors and skin rashes when using alkali cleaner. All parts cleaned must be thoroughly dried immediately by using moisture – free compressed air or soft, lintless absorbent wiping rags free of abrasive materials such as metal filings, contaminated oil, or lapping compound.

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• INSPECTION The importance of careful and thorough inspection of all parts cannot be overstressed. Replacement of all parts showing indication of wear or stress will eliminate costly and avoidable failures at a later date. ཛ BEARINGS Carefully inspect all rollers : cages and cups for wear, chipping, or nicks to determine fitness of bearings for further use. Do not replace a bearing cone or cup individually without replacing the mating cup or cone at the same time. After inspection, dip bearings in automatic transmission fluid and wrap in clean lintless cloth to protect them until installed. ཛྷ OIL SEALS, GASKETS, ETC. Replacement of spring load oil seals, O–rings, metal sealing rings, gaskets, and snap rings is more economical when unit is disassembled than premature overhaul to replace these parts at a future time. Further loss of lubricant through a worn seal may result in failure of other more expensive parts of the assembly. Sealing members should be handled carefully, particularly when being installed. Cutting, scratching, or curling under of the seal lip seriously impairs its efficiency. Apply a thin coat of Permatex No. 2 on the outer diameter of the oil seal to assure an oil tight fit into the retainer. When assembling new metal type sealing rings, same should be lubricated with coat of chassis grease to stabilize rings in their grooves for ease of assembly of mating members. Lubricate all O–rings and seals with recommended type automatic transmission fluid before assembly. ཝ GEARS AND SHAFTS If magnaflux process is available, use process to check parts. Examine teeth on all gears carefully for wear, pitting, chipping, nicks, cracks, or scores. If gear teeth show spots where case hardening is worn through or cracked, replace with new gear. Small nicks may be removed with suitable hone. Inspect shafts and quills to make certain they are not sprung, bent, or splines twisted, and that shafts are true. ཞ HOUSING, COVERS, ETC Inspect housings, covers, and bearing caps to be certain they are thoroughly cleaned and that mating surfaces, bearing bores, etc., are free from nicks or burrs. Check all parts carefully for evidence of cracks or condition which would cause subsequent oil leaks or failures. 08-6-1

Group 08, Transmission(T12313)

PARKING BRAKE LINING AND PISTON REPLACEMENT PROCEDURE DISASSEMBLY

REASSEMBLY

• Loosen and remove lever retaining nut (9) from brake module and piston assembly (13). Remove lever (8).

• Lubricate three new balls (5) with high compression grease and place in ramps of new cam plates (4).

• Depress retainer (11) and remove retaining ring (12) from lever end of brake module (7).

• Install new cam plates (4) in brake module (7) making sure locking lugs are aligned properly in the brake module.

• Remove retainer (11) and five belleville springs (10) from piston (13). • Remove piston (13), two cam plates (4), and three balls (5) from brake module (7).

• Install piston (13) in brake module (7) making sure piston aligns properly on cam plates (4). • Install five belleville springs (10) and retainer (11) on lever end of piston (13). • Depress retainer (11) and install retaining ring (12) in groove on piston (13). • Install brake module assembly (7) on housing (1).

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Group 08, Transmission(T12313) • Position lever (8) in a convenient location for actuation rod. Install lever (8) and lever retaining nut (9) on brake module assembly (7). Snug lever retaining nut (9).

tify and correct any malfunction which may occur in the system.

• Adjust brakes per instructions.

PARKING BRAKE ADJUSTMENT (Mechanical applied) With the brake assembled on the transmission with a free floating operation of the caliper, adjust caliper as follows :

WARNING

Do not use operating lever (8) as a means to turn the module body (7). To use the lever will cause the piston to extend and cause a false setting. Module capscrews (14) must be loose before brake adjustment. • Screw brake module (7) in until linings contact disc. Back module (7) off until a flat on module lines up with capscrew (14).

11~14 N·m (8~10lbf·ft)

• Remove lever retaining nut (9). Remove lever (8). • Reposition lever (8) to desired angle of operation. • Install retaining nut (9) :

13.6 N·m (10 lbf·ft).

TROUBLESHOOTING GUIDE FOR THE TRANSMISSION The following information is pressnted as an aid to isolating and determining the specific problem area in a transmission that is not functioning correctly. When troubleshooting a “transmission” problem, it should be kept in mind that the transmission is only the central unit of a group of related powertrain components. Proper operation of the transmission depends on the condition and correct functioning of the other components of the group. Therefore, to properly diagnose a suspected problem in the transmission, it is necessary to consider the transmission fluid, charging pump, torque converter, transmission assembly, oil cooler, filter, connecting lines, and controls, including the engine, as a complete system. By analyzing the principles of operation together with the information in this section, it should be possible to iden-

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Group 08, Transmission(T12313)

Section 7 TROUBLESHOOTING PROCEDURES Stall Test Use a stall test to identify transmission, converter, or engine problems.

Transmission Pressure Checks Transmission problems can be isolated by the use of pressure tests. When the stall test indicates slipping clutches, then measure clutch pack pressure to determine if the slippage is due to low pressure or clutch plate friction material failure. In addition, converter charging pressure and transmission lubrication pressure may also be measured.

Mechanical Checks Prior to checking any part of the system for hydraulic function (pressure testing), the following mechanical checks should be made : There are only two mechanical linkages available on the transmission. • Mechanical inching from brake pedal to inching valve on transmission. • Linkage from axle disconnect to disconnect actuator. ཛ Check the parking brake and inching pedal for correct adjustment and travel. Be sure the pedal moves freely and returns fully. Be sure all lever linkage is properly connected and adjusted in each segment and at all connecting points. ཛྷ The controls are actuated electrically. Check the wiring and electrical components. ཝ Be sure that all components of the cooling system are in good condition and operating correctly. The radiator must be clean to maintain the proper cooling and operating temperatures for the engine and transmission. Air clean the radiator, if necessary. ཞ The engine must be operating correctly. Be sure that it is correctly tuned and adjusted to the correct idle and maximum no–load governed speed specifications.

Hydraulic Check Also, before checking the transmission clutches, torque converter, charging pump, and hydraulic cricuit for presSM 751

sure and rate of oil flow, it is important to make the following transmission fluid check : Check oil level in the transmission. The transmission fluid must be at the correct (full) level. All clutches and the converter and its fluid circuit lines must be fully charged (filled) at all times.

WARNING

The transmission fluid must be at operating temperature 82~93°C (180~200°F) to obtain correct fluid level and pressure readings. DO NOT ATTEMPT to make these checks with cold oil. To raise the oil temperature to this specification it is necessary to either operate (work) the vehicle or run the engine with converter at “stall”.

CAUTION

Be careful that the vehicle does not move unexpectedly when operating the engine and converter at stall R.P.M.

CONVERTER STALL PROCEDURE • Put the vehicle against a solid barrier, such as a wall, and/or apply the parking brake and block the wheels. • Put the directional control lever in FORWARD (or REVERSE, as applicable). • Put the speed control level in 3rd (3speed) (HIGH) or 6th (6 speed). With the engine running, slowly increase engine speed to approximately one–half throttle and hold until transmission (converter outlet) oil temperature reaches the operating range.

CAUTION

Do not operate the converter at stall condition longer than 30 seconds at one time, shift to neutral for 15 seconds and repeat the procedure until desired temperature is reached. Excessive temperature (120°C (250°F) maximum) will cause damage to transmission clutches, fluid, converter, and seals.

08-7-1

Group 08, Transmission(T12313) TROUBLESHOOTING GUIDE Refer to the following troubleshooting guide for the diagnosis of typical transmission troubles. CAUSE 1. Low oil level.

Low clutch pressure

REMEDY 1. Fill to proper level.

2. Clutch pressure regulating valve 2. stuck open. 3. 3. Faulty charging pump. 4. 4. Broken or worn clutch shaft or pis5. ton sealing rings.

Clean valve spool and housing. Replace pump. Replace sealing rings. Clean bleed valves thoroughly.

5. Clutch piston bleed valve stuck open. Low charging pump output

1. Low oil level.

1. Fill to proper level.

2. Suction screen plugged.

2. Clean suction pump.

3. Defective charging pump.

3. Replace pump.

1. Worn oil sealing rings.

1. Remove, disassemble, and rebuild converter assembly.

2. Worn charging pump. Overheating

3. Low oil level. 4. Dirty oil cooler. 5. Restriction in cooler lines.

2. Replace. 3. Fill to proper level. 4. Clean cooler. 5. Change cooler lines.

Noisy converter

Lack of power

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1. Worn charging pump.

1. Replace.

2. Worn or damaged bearings.

2. A complete disassembly will be necessary to determine what bearing is faulty.

1. Low engine R.P.M. at converter stall.

1. Tune engine check governor.

2. See “Overheating” and make same checks.

2. Make corrections as explained in “Overheating”.

08-7-2

Group 08, Transmission(T12313) 3 SPEED ASSEMBLY INSTRUCTION

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Group 08, Transmission(T12313)

Assemble oil filter : lbf·ft).

27~34 N·m (20~25

Teflon seals must be sized prior to assembly. 10 outer steel plates–10 inner plates–Alternately assemble, starting with outer steel plate. 6 outer steel plates–6 inner plates–Alternately assemble, starting with outer steel plate.

Use solenoid bore plug in middle position for 3–speed version only. Solenoid cartridge to be assembled : N·m (16~21 lbf·ft).

22~27

Assemble speed sensor adjusting bushing using Loctite No. 262 or No. 270 and stake threaded area three places equally spaced. M10 Ý 1.17–1.20.

5 outer steel plates–5 inner plates–Alternately assemble, starting with outer steel plate.

M10 Ý 2.32–2.40.

Shield bearing–assemble with shield as shown.

Use 5/16–18 Ý 5.00 screw.

Fwd. Rev. 2nd and 3rd, clutch return disc springs. Concave side of first disc spring to be placed against clutch piston wear sleeve. Remaining four springs to be stacked alternately as shown.

Use 5/16–18 Ý 3.500 screw. Use 3/8–16 Ý 500 screw. Use 5/16–18 Ý 3.250 screw. Use 5/16–18 Ý 2.00 screw. Use 3/8–18 Ý 3.250 screw. Use 5/16–24 nut.

Low clutch return disc springs concave side of first disc spring to be placed against clutch piston wear sleeve. Remaining six springs to be stacked alternately as shown.

Use 5/16–24 nut. Use 3/8–24 nut. Tighten all cartridge nuts : lbf·ft).

5~7 N·m (4~5

Clearance between clutch piston and steel separator plate to be 1.22~2.74 mm (0.048~0.108 in). If over 2.74 mm (0.108 in) clearance, add one steel outer disc under end plate. Clearance between clutch piston and steel separator plate to be 2.03~3.43 mm (0.080~0.135 in). If over 3.43 mm (0.135 in) clearance, add one steel outer disc under end plate. Tighten regulator sleeve : lbf·ft).

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61~68 N·m (45~50

08-7-4

Group 08, Transmission(T12313) ASSEMBLY NOTES : Use Permatex and Loctite only where specified. All lead in chamfers for oil seals, piston rings, and O–rings must be smooth and free from burrs. Inspect before assembly. Lubricate all piston ring grooves and O–rings with oil before assembly. Apply a thin coat of grease between seal lips on lip type seals prior to assembly. Apply a thin coat of Peramtex No. 2 or Loctite No. 641 to O.D of all oil seals before assembly. Apply a thin coat of Loctite No. 592 or No. 506 Dryseal to all pipe plugs. Where precoated pipe plugs are not used, apply a thin coat of Loctite No. 592 or 506 Dryseal to pipe plugs. After assembly of parts using Loctite or Permatex, there must not be any free or excess material which might enter the oil circuit. & Clean mounting surfaces and tapped holes with solvent. Dry thoroughly, being certain holes are dry and clean. Install components and special self–locking screws. Tighten screws to proper torque per chart.

WARNING

Assembly of components must be completed within a fifteen minute period from start of screw installation. The special screw is to be used for one installation only. If the screw is removed for any reason it must be replaced. The epoxy left in the tapped holes must be removed with the proper tap and cleaned with solvent. Dry holes thoroughly and use a new screw for reinstallation. If special capscrews are not available, clean epoxy away from threads and dry thoroughly. Apply loctite #262 thread lock to threads. Install capscrews in the proper locations and tighten to specified torque (See Torque Chart).

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Group 08, Transmission(T12313)

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Group 08, Transmission(T12313)

TORQUE SPECIFICATION FOR LUBRICATED OR PLATED SCREWS AND NUTS NOMINAL SIZE

GRADE 5

GRADE 8

FINE THREAD N·m (lbf·ft)

COARSE THREAD N·m (lbf·ft)

FINE THREAD N·m (lbf·ft)

COARSE THREAD N·m (lbf·ft)

0.2500

12~15 (9~11)

11~14 (8~10)

15~18 (11~13)

12~15 (9~11)

0.3125

22~27 (16~20)

16~22 (12~15)

38~43 (28~32)

35~41 (26~30)

0.3750

35~39 (26~29)

31~34 (23~25)

50~56 (37~41)

45~49 (33~36)

0.4375

56~61 (41~45)

50~56 (37~41)

79~84 (58~64)

71~77 (52~57)

0.5000

87~95 (64~70)

77~85 (57~63)

122~134 (90~99)

108~119 (80~88)

0.5625

123~136 (91~100)

111~122 (82~90)

174~191 (128~141)

156~172 (115~127)

0.6250

174~191 (128~141)

153~168 (113~124)

224~268 (180~198)

216~327 (159~175)

0.7500

302~332 (223~245)

271~298 (200~220)

427~470 (315~347)

382~420 (282~310)

Figure K

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Group 08, Transmission(T12313)

Section 8 TRANSMISSION CONTROLLER 1. Functional specification 1.1 General The APC73-12 is a device used to control the shifting of many Spicer Off-Highway Powershift transmissions. While being easy to operate, it takes care of all transmission related functions in order to achieve superior shift quality and high reliability. The built in self-test and trouble shooting features allow fast problem resolution. The integration in the vehicle wiring system is straightforward and mainly involves connections between the shift selector, the APC73-12 and the transmission control valve.

Additionally the APC73-12 requires some connections for supplying power and for selection of different operating modes. Refer to section 4.2 for details about the installation.

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Group 08, Transmission(T12313) 1.2 External interfaces The APC73-12 is connected to the vehicle wiring system using a 30 pole Packard Electric Metripack Connector. The mating connector has following components and Packard part numbers: Part

Packard Part number

Receptacle

12048455

Contact

12089290 (0.35 - 0.5 mm¸) 12103881 (0.8 - 1.0 mm¸)

The different connector pin functions for the APC73-12 are listed below. Following type designations are considered: Ptg

Pull to ground

input internally pulled high, must be connected to Ground to activate

Ptg

Pull to plus

input internally pulled low, must be connected to Plus to activate

Ptg

Switch to ground

Output switches internally to Ground. Other side of Load must be connected with Plus

Ptg

Switch to plus

Output switches internally to Battery plus. Other side of Load must be connected with Ground

In below table all references to terminals have prefix TC meaning they refer to the APC73-12 connector pins

APC73-12 connections Wire

TC01

Battery + 24V

Function

Type

Connect to Battery through 6 A fuse

Comment

TC02

Ground

Connect to chassis Ground

TC03

PWM0

Stg

Warning lamp

TC04

Solenoid 1

Stg

Gear position selection solenoid 1

TC05

Solenoid 2

Stg

Gear position selection solenoid 2

TC06

Forward Solenoid

Stg

Forward / Neutral selection solenoid

TC07

Reverse Solenoid

Stg

Reverse / Neutral selection solenoid

TC08

PWM1

Stg

Not used

TC09

Not used

stp

Not used

TC10

PWM solenoid supply

stp

Not used

TC11

Not used

TC12

Signal Ground

TC13

Input 0

ptp

For speed sensors only Shift lever Forward input

TC14

Input 1

ptp

Shift lever Reverse input

TC15

Input 3

ptp

Shift lever range selection

TC16

RXD

Not used

TC17

Not used

TC18

Input 4

ptp

Not used

TC19

Input 6

ptp

Not idle/idle switch

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Group 08, Transmission(T12313)

TC20

Analogue input 1

ptg

Not used

TC21

Engine speed

Engine speed – magneto resistive pickup

TC22

Input 7

Declutch request on/off

TC23

Not used

TC24

Turbine speed

TC25

Input 2

ptp

Shift lever range selection

TC26

Output8

stp

Not used

TC27

TXD

TC28

CAN L

TC29

Input 5

ptp

Manual / automatic selection

TC30

Analogue input 0

ptg

Not used

Turbine speed – magnetoresistive pickup

Not used Not used

1.3 Man Machine interface 1.3.1 Shift lever The main interface with the driver is the shift lever. It allows selecting the driving direction and the different ranges. The shift lever output signals serve as inputs for the APC73-12. See wiring diagram W4212885 for detailed information on shiftlever pattern.

1.3.2 Display The display is located on the APC73-12 front panel and consists of: 2 red 7-segment LED digits 2 status LED lamps a push button labelled 'M' for display mode selection. The LED lamp labelled 'T' is yellow and is used to indicate test modes and faults. The LED lamp labelled 'F' is red and is switched on when the APC73-12 is in the reset condition.

Refer to Dana drawing IAPC73 for installation dimensions. After power up, the display defaults to the gear position mode. In this mode, the left digit shows the actually engaged direction and the right digit shows the currently engaged range (gear).

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Group 08, Transmission(T12313) Pressing the 'M' switch changes the displayed information. While pushing the switch (and about 1 second after it is released) the display shows which information is about to be displayed. Four modes listed in below table are available: While pressed

Info shown

Comment This mode shows actually engaged direction and range. If either or both differ from the shift lever, the corresponding dot blinks. The example shows Neutral 1st. This mode shows vehicle speed in km/h. For speeds below 10km/h, speed is shown with 0.1km/h resolution. The example shows 4.2km/ h This mode shows vehicle speed in mph. For speeds below 10mph, speed is shown with 0.1mph resolution. The example shows 4.2mph This mode shows the current shift lever position. Only positions actually available on the transmission are shown. If different from the transmission, the corresponding dot blinks.

Pushing the switch activates the next mode. Pushing while in shift lever display, the gear position display is again selected. When holding the switch for more than 2 seconds, the display shows a code identifying the severest problem currently detected, if any. The T-led flashes while an error is detected. Error codes are described in section 2.4.10.

1.3.3 Other Additionally there is the ‘not idle/idle’ on/off switch, the declutch request on/off switch, and the manual/automatic selection switch of which the function is described in section 1.6.1.

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Group 08, Transmission(T12313) 1.4 Operating modes

1.5.4 Speed sensor inputs 1.5.4.a Turbine speed

1.4.1 Normal driving See 1.6 for detailed description

1.4.2 Self test mode This mode is selected when the mode switch is pressed at power up. See 1.6 for detailed description.

The APC73-12 has a current loop speed sensor circuit compatible with the Dana Magneto Resistive Sensor (MRS). The 1106FT12313 transmission has a MRS speed sensor to measure transmission speed. The speed sensor is located on the forward drum. The controller supports electrical fault detection for the MRS (short circuit or open load). 1.5.4.b Engine speed

1.5 Operating Characteristics The APC73-12 is designed to operate continuously under the environmental conditions described in section 3. Below sections detail some specific system limits and specification data relevant for interfacing with the APC73-12.

1.5.1 System

The 1106FT12313 transmission has a MRS speed sensor to measure engine speed. The engine speed sensor is located on the spacer plate between the transmission case and the converter housing. The controller supports electrical fault detection for the MRS (short circuit or open load). 1.5.4.c Sensor circuit characteristics Sensor type

Magneto resistive

Operating temperature range

-40°C to + 80°C

Electrical interface

Current sensing

Sealing

IP65

Normal operating levels

7 / 14 mA

Short circuit detect

yes

Open circuit detect

yes

Reverse polarity detect

seen as short circuit

Fully protected

yes

Supply Voltage

Vnom 12V Min - max. 9V – 16V DC

Over voltage conditions Maximum continuous total load current @ Vnom

5 min @ 48V 350ms @ 226V 2 ms @ 300V 6 Amperes

1.5.2 On/Off inputs

1.5.5 On/Off outputs Max continuous load current

1.5 Amperes

Short circuit detect

yes

Open circuit detect

yes

Low input level

< 0.8V

High input level

> 2.3V

Minimum DC voltage level

- 60V

Redundant shutdown path Common yes for 5 outputs

Maximum DC voltage level

+60V

Fully protected

yes

1.5.3 Analogue inputs Internal pull up resistor (to battery voltage)

11 kOhm

Input voltage range

0 to 5 V

Resolution

10 bit

Minimum DC voltage level

- 60V

Maximum DC voltage level

+60V

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Group 08, Transmission(T12313) 1.5.6 Analogue outputs

1.6.1.c Declutch on/off (wire 22)

Output current

10mA - 1100mA

Resolution

8 bit

Short circuit detect

yes

Open circuit detect

yes

Redundant shutdown path Common for 2 outputs

yes

Fully protected

yes

1.5.7 Speedometer output Signal amplitude

0V / 8 -10V

External load

>100kOhm

Conversion factor (programmable)

3.0 to 300 Hz/kph

Output frequency range

0 - 12000 Hz

Short Circuit protected

yes

Note: this feature is not implemented in your application.

1.5.8 Communication interfaces RS232 / RS485 The interface method is strap selectable on the controller PCB. Bitrate

<19200 bps

Protocol

8 bit 1 stop bit no parity

Handshake

xon/xoff Dana protocol

1.6 Functional description 1.6.1 External inputs 1.6.1.a Not idle/idle switch (wire 19) Input is active when the throttle pedal is applied. Input is inactive when the throttle pedal is released. The information received from this input is vital for correct functioning of the control unit during automatic shifting. 1.6.1.b Manual/Automatic selection (wire 29)

A switch should be installed on the machine to detect if the driver presses the brake pedal. This can be eg. a switch installed under the brake pedal, or a switch in the brake pressure line. If the driver is pushing the brake pedal, the switch should connect the BAT+ to input 22 of the APC73-12. If the driver does not press the brake pedal, the switch should leave input 22 as an open connection. If declutch is requested, the transmission is put in neutral. If the driver releases the brake pedal, the transmission reengages forward or reverse (provided the direction change protections are fulfilled – see 1.7)

1.6.2 Shift lever The main interface with the driver is the shift lever. It allows selecting the driving direction and the different ranges. The shift lever output signals serve as inputs for the APC73-12. There will be automatic shifting between 2nd gear and the shiftlever position.

1.6.3 Overspeeding upshifts as transmission protection (in forward and reverse) In automatic mode –> if the turbine speed exceeds the overspeeding limit of 3300 RPM, an automatic upshift will be made to protect the transmission against overspeeding. This automatic upshifts will even be made to gears higher than the shift lever position. Eg. when the shift lever is in 2nd position and the transmission is also in 2nd position, and then there is overspeeding > 3300 RPM, the transmission will make an automatic upshift to 3rd gear to protect the transmission. Note that in manual mode, there will be no automatic upshifts when the transmission is overspeeding. This allows the driver to profit from engine braking when driving downhill. Conclusion; • In automatic mode –> automatic upshifts when overspeeding • In manual mode –> engine braking (no automatic upshifts when overspeeding)

When input wire 29 is activated, manual shifting occurs. When input wire 29 is not activated, automatic shifting occurs.

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Group 08, Transmission(T12313) 1.6.4 Automatic shifting 1.6.4.a Behaviour in neutral Automatic shifting in neutral is enabled in manual mode as well as in automatic mode. If the transmission is in neutral, the APC73-12 will shift to the next higher gear when the transmission overspeeding limit is reached (3300 rpm) or will shift down when the transmission input speed after the downshift would not exceed 1800 RPM. 1.6.4.b Standard drive Recognised when the engine is accelerated (see not idle/ idle switch) and the transmission is in converter drive; this is when :

is reached and the shift lever indicates a gear higher than the one selected on the transmission. (see 1.6.3. Overspeeding Upshifts as transmission protection) automatic downshift Since the downshifts based upon speed ratio would take a very long time (because the engine speed is low), the turbine speed must be also very low before a downshift based upon speed ratio's would take place. In order to overcome this long period in which no downshift is made, braking downshifts can be incorporated in the program. When the engine speed drops below 1000 RPM and the vehicle speed drops below 500 RPM, a braking downshift is made.

1.6.5 Output features 1.6.5.a Standard outputs (wire 6, 7, 4, 5, 9)

automatic upshifting An automatic shift to a higher gear is made when the throttle pedal is pressed (see not idle / idle switch), the turbine speed exceeds a minimum speed and the slip in the converter (speed ratio) has reached a certain value. This occurs when the tractive effort in the higher gear is higher than the tractive effort in the lower gear. automatic downshifting An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds the tractive effort in the higher gear.

Wires TC06, TC07, TC04 and TC05 are used to control the transmission. The table below reflects the gear pattern generated in each of the transmission gears. Transmission gear

TC06

ᆬ

TC07

TC04

TC05

ᆬ

ᆬ ᆬ

ᆬ

ᆬ ᆬ

N3 R1

ᆬ

ᆬ ᆬ

Braking mode 1.6.5.b Warning lamp output (wire 3) Recognised when the engine is not accelerated and in converter drive when the speed ratio > = 1. On the vehicle, it means that the driver has released the throttle pedal.

When a downshift request, a forward – reverse request, a reverse – forward request, a neutral – forward request, a neutral – reverse request, a forward – neutral – forward request or reverse – neutral – reverse request is not granted due to too high vehicle speed or engine speed, or when the transmission is overspeeding, the warning lamp output (wire 3) switches on.

automatic upshift No automatic upshifts are allowed in braking mode (throttle pedal released – see not idle / idle switch). The only condition in which an upshift is made during braking mode is when the transmission overspeeding limit

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Group 08, Transmission(T12313) 1.7 Direction change protections 1.7.1 Forward – Reverse or Reverse – Forward The behaviour of the transmission during direction changes depends on the vehicle speed when the direction change is made.

1.8 Downshift Protection When a downshift is requested at high speed (in manual mode or in automatic mode) and the turbine speed would exceed the transmission limit in the lower gear (>3300 RPM), the downshift is not executed and the warning lamp switches on.

If the vehicle speed is below 6 km/h and the engine speed below 1000 RPM, the direction change will be executed immediately. The new gear after a direction change will be : *1st gear in automatic mode if the shiftlever is 1st *2nd gear in automatic mode if the shiftlever is 2nd or 3rd *equal to the shift lever position in manual mode If the vehicle speed or engine speed is too high, the direction change will be not be executed and the transmission will be put in neutral until the vehicle speed has dropped below 6 km/h and the engine speed has dropped below 1000 RPM. Then the direction change will occur. The new gear after a direction change will be : *1st gear in automatic mode if the shiftlever is 1st *2nd gear in automatic mode if the shiftlever is 2nd or 3rd *equal to the shift lever position in manual mode

1.7.2 Neutral – Forward or Neutral – Reverse A Neutral – Forward or Neutral – Reverse action occurs when Forward or Reverse is selected out of Neutral after machine standstill. In case of a Neutral – Forward or Neutral – Reverse action, Forward or Reverse will only be put on the transmission if the engine speed is lower than 1000 RPM and the vehicle speed is lower than 6 km/h.

1.7.3 Forward – Neutral – Forward or Reverse – Neutral – Reverse A Forward – Neutral – Forward or Reverse – Neutral – Reverse action occur if a Forward – Neutral – Forward selection or Reverse – Neutral – Reverse selection has been executed with the shiftlever and the vehicle has not been standing still in neutral. A Forward – Neutral – Forward or Reverse – Neutral – Reverse action will only be executed if the engine speed is lower than 1000 RPM.

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Group 08, Transmission(T12313) 2. Safety related requirements

2.3 Considered faults • Over voltage

2.1 Applicable safety guidelines The control system was designed and developed in close adherence to DIN/VDE801.

• Under voltage • Internal faults • Program out of control • Single faults on outputs

2.2 Safety concept

• Incorrect input patterns • Intermittent power loss

2.2.1 General The safety concept is based on the control system's safety classification according to DIN19250 and on the definition of the Fail Safe State for a powershift transmission used in earth moving equipment. The applicable safety class requires considering single faults affecting driver safety and a redundant method to achieve the fail-safe state in case of a single safety critical fault. For earth moving equipment, acceptable fault conditions are considered to be: - Fail to higher range - Fail to next lower range The fail-safe state (to be attained when all else fails) is: - Fail to neutral

2.2.2 APC73-12 implementation The transmission concept mechanically prevents simultaneously locking of two conflicting clutches and guarantees Fail To Neutral in case of electrical power loss. These properties are used in the APC73-12 to implement the safety concept.

• Speed sensor failure

2.4 Behaviour in case of faults 2.4.1 General It's considered critical to be able to select Neutral in all circumstances. Selection of Neutral is also considered the safe state in case of many faults. The APC73-12 has been designed to guarantee automatic selection of Neutral in some conditions. This is accomplished through use of two separate watchdog timers and a redundant shutdown path for outputs.

2.4.2 Reset Condition When power is applied, the APC73-12 first selects the highest gear and starts initialising itself. This includes a series of self-tests to assure system integrity. The highest gear is believed to be the safest possible condition in case of an intermittent power failure. The initialisation phase takes about 1 second.

It monitors its inputs and outputs permanently in order to detect internal and external faults.

After power up, the APC73-12 is in the so-called Neutral Lock state. This means that the transmission remains in Neutral until the shift lever is cycled physically through Neutral.

All faults are reported within 0.5 seconds, but only safety critical faults are acted upon.

2.4.3 Over voltage

Faults resulting in range shifts and loss of drive are tolerated. Faults resulting in unwanted direction clutch engagement result in immediate selection of neutral using the available redundant shutdown method. Some other faults are tolerated but the performance of the system is crippled when the fault persists.

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The APC73-12 is very tolerant to large transients on its power lines (see also 3.4). Even power supply levels up to 30 V will not damage circuit components in 12V mode. For 24V mode, supply levels can go as high as 50V without damaging the controller. In 24V mode, voltages in excess of 34V will be flagged as fault. For supply voltages in excess of 42V, the controller will protect itself by turning outputs off (or back on at even higher voltages).

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Group 08, Transmission(T12313) 2.4.4 Undervoltage

Other ON/OFF outputs:

In 12V mode the APC73-12 operates at voltages well below 9 Vdc. Below 8Vdc however the APC73-12 enters the reset condition and shuts off all outputs.

Shorts to plus or open load conditions on these outputs are not considered to cause a safety hazard and are tolerated. Usually however open load conditions are mistaken for shorts to plus (due to hardware limitations) and are then treated accordingly.

Because the APC73-12 is not involved in functions essential to engine cranking this is not considered as a problem.

2.4.5 Program out of control The watchdog timers reset the APC73-12 automatically if due to a program disturbance the watchdog timers aren't reset in time (150 ms). Additionally, during program execution, critical variables are continuously checked for contents integrity. If faults are detected, the APC73-12 defaults to the reset state.

2.4.6 Intermittent power loss After power is restored, the APC73-12 enters the reset condition, resulting in the immediate selection of the highest gear. In absence of power the transmission defaults to neutral. This is due to the transmission design and has nothing to do with the APC73-12.

2.4.7 Single faults on outputs General If any ON/OFF output is shorted to ground, the fault is shown on the display but no further action is taken. The background for this is that a short on an output always results in switching the load off. This either forces Neutral or a shift to a higher range. Direction selection related outputs (TC06,TC07) : A short to plus is considered as a critical fault. Shorts to plus usually result in being blocked in either Forward or Reverse (If both are on simultaneously, the transmission behaviour depends on the state of a hydro-mechanical interlock inside the transmission). In this case, the APC73-12 cuts off the power to its power switches using the redundant shutdown path in order to bring the transmission to neutral (this only helps if the APC73-12 itself is the cause of the problem). This response prevents the APC73-12 from further monitoring the outputs. Therefor once it enters this condition, it remains blocked in it until power is cycled off and on.

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The faults are indicated on the display as any output related fault. Analogue solenoid related faults (TC03,TC08) : Shorts to plus or ground and open load conditions on analogue outputs are not considered to cause a safety hazard and are tolerated. Whether faults can be detected depends on the normal load of the output. If a VFS (variable force solenoid) with a coil resistance of about 4 Ohms is used, faults can reliably be detected. A short to ground is signalled as an open circuit fault.

2.4.8 Incorrect input patterns The shift lever pattern presented to the APC73-12 is continuously check for plausibility. Direction selection related inputs: If both Forward and Reverse are requested simultaneously, Neutral is selected. Single 'stuck on' faults of either input are not recognised and result in a valid input signal, probably causing the 'faulty' direction to be engaged. Range selection related inputs: In case a shift lever pattern is generated on the inputs which does not have a matching pattern in the internal table (see 1.6.2), the pattern is ignored and the last known shift lever position is taken into consideration.

2.4.9 Speed sensor failure An electrical speed sensor failure can be detected when using a MRS (magneto resistive sensor). If a speed sensor fault is detected, no automatic downshifts are allowed. As soon as the error disappears, the automatic downshift is granted again. A fault indication on the display is given to warn the driver of this problem. See next paragraph.

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Group 08, Transmission(T12313) 2.4.10 Indication of faults When a fault is detected, the T-led starts flashing. In order to find out which fault was last detected hold the 'M' switch for more than 2 seconds. The display will then show alternately the fault area and the fault type. If several faults coexist, only the severest one is shown. Below table lists faults in order of severity (severest fault on top) along with displayed codes. Fault

Fault area

Fault Type

Outputs shutdown (latched)

Direction outputs –> forced to plus –> open connection Direction outputs –> short circuit Other outputs –> forced to plus –> open connection –> short circuit Turbine Speed sensor failure open connection

Turbine Speed sensor failure Short circuit

Engine Speed sensor failure open connection

Engine Speed sensor failure Short circuit

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Group 08, Transmission(T12313)

Fault

Fault area

Fault Type

Incorrect input pattern

Redundant Shutdown Path Error Internal problem - repair ! During start-up, an eeprom error has been detected. This chip contains all the program parameters. Please use the parameter download tool to re-instate the parameters (can be done at customer's site) or return the unit for repair. Error Cause: Wrong Identifier Eeprom error caused by a single parameter that is corrupt. Restart the controller and check if the error still exists. If so, see above action plan.

Eeprom error caused by multiple corrupt parameters. See above action plan.

Eeprom error cause by parameter area size. This requires a software change. Return the unit for repair.

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Group 08, Transmission(T12313) 2.5 Behaviour when faults are removed 2.5.1 Internal faults Not applicable, because internal faults are only checked at power up

2.5.2 Program out of control Not applicable, because this fault results in APC73-12 reset

2.5.3 Single faults on outputs Response after fault removal

Fault Short to ground

normal operation is resumed

Direction outputs : Shutdown condition

Neutral remains selected until the APC73-12 is reset (power off/on)

Direction outputs : Short to plus

normal operation is resumed after ±0.5 sec

Any fault on other ON/ OFF outputs

normal operation is resumed

2.5.4 Incorrect input patterns Normal operation is resumed.

2.5.5 Intermittent power loss Not applicable, because this fault results in APC73-12 reset

2.5.6 Speed sensor failure Normal operation is resumed.

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Group 08, Transmission(T12313) 3. Environmental conditions 3.1 Nature of environmental conditions The APC73-12 is intended to be used on mobile earth moving and material handling machinery and as such is exposed to the severe environmental conditions these machines operate in. The APC73-12 should be installed inside the driver's cabin, protected from direct exposure to rain, dust and direct steam cleaning.

3.2 Behaviour of the system under certain conditions The built in On/Off outputs will automatically shut off in case their junction temperature exceeds 150°C. This can be caused by external short circuits of outputs to ground, but also by over-current conditions when the unit is operated at high temperature. After cooling down, they automatically retry to drive their load.

3.3 Environmental standards and limits Subject

Standard

Parameters

Temperature cycling

IEC68-2-14N

-40°C/80°C @ max. voltage

Power up at min. Temp.

SAEJ1455

-40°C @ min. Voltage

Power up at max. Temp.

SAEJ1455

+80°C @ min. Voltage

Humidity

IEC68-2-38

Vibration

IEC68-68-2-34Fd

5g pk 10-150Hz 1 Oct /min 2.5Hrs 3 directions

Mechanical Shock

IEC68-68-2-29

25g Ã sine 6ms @ 1 Hz

Sealing

IEC529

IP66

3.4 Interference immunity standards and limits Subject

Standard

Parameters 12V

Parameters 24V

Steady state voltage

SAEJ1455

9V - 16V , -40°C/80°C

18V - 32V , -40°C/80°C

Jump start requirements

SAEJ1455

5 min @ 26V, 25°C

5 min @ 50V, 25°C

Reverse polarity

SAEJ1455

5 min @ -13V, 25°C

5 min @ -26V, 25°C Vs = -100V tr=1 s td=2ms Ri=10 ȳ 5000 pulses Class IV

Negative inductive transients

ISO7637-1/1

Vs = -100V tr=1 s td=2ms Ri=10 ȳ 5000 pulses Class IV

Positive inductive transients

ISO7637-1/2

Vs = +100V td=50 s tr=1 s Ri=10 ȳ 5000 pulses Class IV

Commutation noise

ISO7637-1/3

Vs = +100V/-150V td=100ns tr=5ns Ri=50 ȳ 5000 pulses pos and neg Class IV

Voltage drop

ISO7637-1/4

Load Dump

ISO7637-1/5

Vs =+86.5V td=350ms tr=5ms Ri=3 ȳ Class IV

Vs =+226V td=350ms tr=5ms Ri=5 ȳ Class IV

Electrostatic discharge

IEC801-2

air discharge 8 kV Class III contact discharge 4kV Class III

Radiated interference

ISO/ CD13766

Parameters as per standard

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Group 08, Transmission(T12313) 4. Guidelines and Conditions for Use

After powering up, the turbine speed monitor is activated.

4.1 Diagnostics and maintenance

Pushing the mode switch after powering up selects the next mode in the order listed above. After output test, turbine speed monitoring is again selected.

Principally there are no specific devices required for first level troubleshooting as the APC73-12 incorporates several self-test features assisting in this process. Nevertheless, use of digital multi-meters and simple tools such as an indicator lamp will be required to pinpoint exact causes of problems.

4.1.1.b Turbine Speed Monitor When selecting this mode the display shows:

More in depth troubleshooting and system tuning involves use of an IBM Compatible PC with appropriate software and EPROM programming equipment. The APC73-12 allows recall and modification of non-volatile parameters through RS232. This way, customers can (given the necessary equipment) choose to adapt certain parameters to suit their needs. From a maintenance point of view, this is relevant in so far that the APC73-12 allows reading back the (modified) parameters along with serial number, part number and modification date.

4.1.1 Self test Functions The APC73-12 has special circuitry to help verifying its operation.

After releasing the mode switch the display shows turbine speed in RPM (rotations per minute). From 0 - 999 rpm the display displays 10's - i.e. below display corresponds with 630 RPM.

From 1000 RPM on, the display shows thousands. The example indicates 1400 RPM

Four self-test modes are built into the APC73-12 control programs: • Turbine speed monitor • Engine speed monitor • Speed ratio monitor • Battery voltage monitor

4.1.1.c Engine Speed Monitor When selecting this mode the display shows:

• Input Test • Output Test The 'T' led is on while operating the APC73-12 in test mode. Depending on the application, it's possible that additional test modes are supported.

4.1.1.a Self test Operation

After releasing the mode switch the display shows engine speed in RPM (rotations per minute). The display method is identical as described above for turbine speed.

Self-test mode is activated by pressing the mode switch on the APC73-12 front panel while powering up the APC7312. Switching off the power of the APC73-12 leaves the selftest mode.

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Group 08, Transmission(T12313) 4.1.1.d Speed ratio Monitor

Voltage range : 13.0 V - 13.4 V

When selecting this mode the display shows:

Voltage range : 13.5 V - 13.9 V After releasing the mode switch the display shows the speed ratio in the converter.

4.1.1.h Input Test When selecting this mode the display shows:

4.1.1.e Upshift Speed ratio When selecting this mode the display shows:

This test is used to verify operation of the shift lever and other inputs. The value indicates the theoretical optimal upshift speed ratio. See also upshift curve(s) shown earlier.

4.1.1.f Downshift Speed ratio When selecting this mode the display shows :

The display shows which inputs are active. The driver (or technician) can follow the sequence of inputs and thus verify the wiring of the vehicle. Each segment of the display indicates a specific input. Different segments can be switched on simultaneously if different inputs are activated simultaneously. This segment is switched on if input wire 13 is activated. Forward selection.

The value indicates the theoretical optimal downshift speed ratio. See also downshift curve(s) shown earlier.

4.1.1.g Battery Voltage Monitor When selecting this mode the display shows:

This segment is switched on if input wire 14 is activated. Reverse selection.

The voltage displayed is measured on the 12Vinput i.e. on pin TC01.

This segment is switched on if input wire 25 is activated. Range selection.

The displayed value after the mode switch is released is the battery voltage in Volts. Values with a fractional part of 0.5V or higher have the right dot on

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Group 08, Transmission(T12313) This segment is switched on if input wire 15 is activated. Range selection.

4.1.1.i Output test

This segment is switched on if input wire 18 is activated. Not used.

This mode can only be selected at standstill. When pressing the mode switch while driving or if a speed sensor fault is flagged, this mode is skipped.

When selecting this mode the display shows:

After operating in this test mode, the transmission is blocked in neutral until the shift lever is cycled through its neutral position. This segment is switched on if input wire 29 is activated. Manual/Automatic.

The APC73-12 gives information about the status of the outputs. The possible states are: G (good), S (short-circuit with ground) and O (open load : output is not connected or has a short-circuit to the battery plus). The APC73-12 tests each output sequentially, the left side of the display gives information about which output is tested, the right side gives the status of the output.

This segment is switched on if input wire 19 is activated. Not idle/idle.

This segment is switched on if input wire 22 is activated. Declutch request.

This segment is switched on if input wire 23 is activated. Not used.

OUTPUT 1 is good.

OUTPUT 2 has a short circuit to ground.

OUTPUT 3 is not connected or has a short circuit to battery +.

Input wire 19 and wire 22 are both activated.

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Group 08, Transmission(T12313) Each output corresponds to a specific output wire. Output

Function

Wire

Normal status

4.2.3 Output signals These signals control the selection of direction and range. See also 1.6.5.

Forward

TC06

G(ood)

Reverse

TC07

G(ood)

Solenoid 1

TC04

G(ood)

Solenoid 2

TC05

G(ood)

4.2.4.a Tuning Link (TC08,TC28)

Not used

TC09

O(pen)

PWM0 Solenoid supply.

TC03

G(ood)

The communication protocol is RS232 compatible and is intended for use with existing Spicer Off-Highway Tuning tool and is reserved for Spicer Off-Highway use only.

4.2 Technical guidelines for installation The information contained in this section is provided to ease the installation of the APC73-12 on the vehicle.

4.2.4 Communication interfaces

5. Revision Record Version

Date made

Made by

Comments

G10

03-AUGUST2006

Koen Seynaeve

Startup version

4.2.1 Power supply Positive terminals TC01 Only terminal TC01 shall be connected to the battery plus. Wire TC01 must be connected to the battery through a fast 6 Amp fuse. It provides power for the shift logic and for the outputs which control the transmission solenoids. Ground terminal TC02 Pin TC02 is the APC73-12's ground terminal and must be connected to a well-defined ground terminal. This can be the vehicle's chassis or an AWG16 wire routed straight to the battery minus. For the APC73-12 control to work properly, a T-split of the ground wire (close to the connector) must be made to form a suitable ground reference for the Control Valve. Ground terminal TC12 Pin TC12 is the signal ground terminal and is intended for following signals • Speed sensor ground for TC21 and TC24 • Analogue inputs TC20 and TC30 • Communication link ground (RS232, RS485)

4.2.2 Input signals The expected pattern on these inputs is described in 1.6.2. Shiftlever.

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GROUP 13

GROUP 13 ELECTRICAL SYSTEM

Cautions for working on the electrical system ..... Section 1 Electrical system Specifications and features .......Section 2 Electrical Circuit diagram & Electrical parts Arrangement ...........................................................Section 3 Instrument Pod ........................................................Section 4

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Group 13, Electrical System

Section 1 Cautions for working on the electrical system

As checking the electrical components When working or checking electrical components make sure to study the features and specifications of the relevant components in advance so that the possibility of accident will be avoided.

Cautions for welding

Remove the jumper (-) cable from the engine block of the discharged machine. Remove the other end of jumper (-) cable from the battery (-) terminal of the running engine. Remove the jumper (+) cable from the battery (+) terminal of the running engine. Remove the other end of jumper (+) cable from the battery (+) terminal of the discharged machine.

Electrical components on the machine may be damaged by the high-voltage currents occurred during welding. If welding shall be performed on the machine, disconnect the (-) cables from the battery in advance.

Start-up with jumper cables When the machine cannot be started due to the battery has being discharged, make use of jumper cables for starting. Proceed as follows:

Connecting the jumper cables Connect one end of jumper (+) cable to the battery (+) terminal of the discharged machine. Connect the other end of jumper (+) cable to the battery (+) terminal of the running engine. Connect one end of jumper (-) cable to the battery (-) terminal of the running engine. Connect the other end of jumper (-) cable to the engine block of the discharged machine.

CAUTION

Confirm the clips of the jumper cable are secured on the terminals. Try to start up only when there is no problem with the connection of the jumper cables. Never make the jumper (+) cable and the jumper (-) cable contact each other.

Removing the jumper cables When removing the jumper cables, reverse the order used for connecting.

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Group 13, Electrical System

Section 2 Electrical system Specifications and features

Features of the electrical system

Battery

The electrical system of C60-80 model is consisted of start-up circuits, instrumental panel and auxiliary circuits. Input and output of most circuits will be controlled by a micro processor within the instrumental panel.

•

Diesel Type: 12Volt 80AH(20hr) x 2 Cold start current: 630Amp (T18ଇ) Capacity: 130minutes (27ଇ)

•

LPG Type: 12Volt 80AH(20hr) Cold start current: 630Amp (T18ଇ) Capacity: 130minutes (27ଇ)

Start-up circuit The start-up circuit consists of the high power circuits such as used for engine starting, battery charging, etc.

Instrumental panel The monitor circuit allows the operator to check on the operational condition of the truck by observing the required indicator. This circuit monitors fuel level, engine temperature, battery charge level, working hours and failure of sensors. Additionally, it monitors for proper operation according to the condition of the truck and or a signal input by the operator. Neutral start, anti-restart park brake interlock, and auto engine shutdown conditions are all monitored as critical conditions for proper operation.

Start motor •

Diesel Specification: 24Volt 4.0kW

•

LPG Specification: 12Volt 1.6kW

Auxiliary circuit The auxiliary circuit consists of lamps, horn and warning devices. They are turned “ON” and “OFF” by the operator as required.

Specification Voltage and Grounding System voltage: 24Volt (C60-80D) System voltage: 12Volt (C60-75L)

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Group 13, Electrical System

Section 3 Electrical Circuit Diagram & Electrical Parts Arrangement

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Group 13, Electrical System Electrical Circuit Diagram •

Electrical circuit diagram(C60-80D)

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Group 13, Electrical System •

Electrical circuit diagram(C60-75L Tier 0)

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Group 13, Electrical System •

Electrical circuit diagram(C60-75L Tier 3)

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Group 13, Electrical System •

Electrical circuit diagram-SECM(C60-75L Tier 3)

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Group 13, Electrical System Electrical Parts Arrangement •

Electrical (C60-80D)

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Group 13, Electrical System •

Electrical (C60-75L)

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Group 13, Electrical System •

Main wire harness (C60-80D) 1/4

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Group 13, Electrical System •

Main wire harness (C60-80D) 2/4

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Group 13, Electrical System •

Main wire harness (C60-80D) 3/4

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Group 13, Electrical System •

Main wire harness (C60-80D) 4/4

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 0) 1/3

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 0) 2/3

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 0) 3/3

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 3) 1/4

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 3) 2/4

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 3) 3/4

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Group 13, Electrical System •

Main wire harness (C60-75L Tier 3) 4/4

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Group 13, Electrical System •

T/M wire harness (C60-80D)

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Group 13, Electrical System •

Accessory(C60-80D)

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Group 13, Electrical System •

Accessory(C60-75L)

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Group 13, Electrical System •

Battery Mounting(C60-80D)

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Group 13, Electrical System •

Battery Mounting(C60-75L)

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Group 13, Electrical System •

Cassette (C60-80D)

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Group 13, Electrical System •

Air conditioner (C60-80D) 1/3

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Group 13, Electrical System •

Air conditioner (C60-80D) 2/3

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Group 13, Electrical System •

Air conditioner (C60-80D) 3/3

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Group 13, Electrical System •

Electrical component (C60-80D)

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Group 13, Electrical System

Section 4 Instrument Pod

9 10 29MAR06[WED]

11 12 13 14

SYSTEM CHECK OP A2

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1. Fuel level Indication

8. Error LED

2. Engine coolant temperature indicator

9. Down arrow button (Mode button)

3. Date & Time display

10. Up arrow button (Enter button)

4. Hourmeter & Speed

11. Left arrow button (Slow speed button)

5. Message display & Travel direction icon

12. Right arrow button (Power button)

6. Parking brake LED

13. Plus button

7. Seat belt LED

14. Minus button

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Group 13, Electrical System Pod Symbols and Functions

Indication of display : Turn on the key switch

Functions 1. General function The instrument pod consists of indicator lights, an hour meter, a circuit board and attached gauges. Provides the operator with important information about truck condition and shut down the truck in the event that certain critical conditions are present. 2. Engine shutdown function The instrument pod circuit board receives signals from sensors in various locations and shut down the truck when coolant temperature, transaxle fluid temperature are excessive or engine oil pressure is low. Before shutting down the truck, the instrument pod sounds alarm for 30 seconds and flashes indicator lights. After shutdown, the truck may be restarted, but if the fault condition persists, the truck is shut down again in 30 seconds. Seat switch application (optional) The instrument pod shuts down the running truck without warning when the operator leaves the seat over 3 seconds with the FWD/REV switch is engaged. Directional switch must open and key switch must always be turned OFF, to restart engine. When directional switch is open and parking brake is not engaged, if the operator leaves a seat, after 3 seconds, the instrument pod will sound buzzer, and then honk horn. Setting the parking brake shall reset the alarm.(The engine is not shut down.) 3. Neutral start function and Anti-restart function Neutral start function The instrument pod will not allow the stater to be engaged if directional switches are closed or key has been in start position once. Key switch must always be turned OFF to restart engine. Anti-restart function When engine is already running, the start motor does not rotate although the key switch is turned start position. 4. Anti-drive and parking brake reminder function When parking brake is engaged, the truck cannot be driven although the directional switch closed. A parking brake alarm shall be activated if key switch is turned to the OFF position and the parking brake is not applied. Applying the park brake will reset the alram.

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When turning the key to ON 1. The system will be initialized as displayed in the following figure: To be displayed in 0.5sec 2. After 1sec, the data will be displayed normally. (However, the clock displays the real time.) 3. Seat belt LED and Buzzer: To be operated as 1hz in 3sec.

Basic display screen (Normal display mode) 1. Display screen after initialization of system 2. Display the data delivered(CANBus) from other instruments 3. The date and time are controlled by internal system, so the real-time information will be displayed. When the fuel level is low, the buzzer and warning lamp will be operated in the interval of 1sec. "LOW FUEL" message will be displayed on LCD screen.

Gauges and indicators Coolant temperature gauge H

•It is divided into 2 colour zones according to temperature.

10 Step specifications एरडब ࣭࣬ ࣭࣬ ࣭࣬ ࣵ ࣴ ࣳ ࣲ ࣱ ࣰ ࣯ ࣮ ࣭

एरझरऱय ऄफरࣜएतऱरठफळप ऄफरࣜओझमपथपण ऄफर ऊफमऩझन ऊफमऩझन ऊफमऩझन ऊफमऩझन ऊफमऩझन ऊफमऩझन ऊफमऩझन ऊफमऩझन ࣿफनठ

ऐडऩबडमझरऱमड ऎडऩझमध ࣲ࣭࣭ଇࣜࣽञफलड ंनझयतडमय࣭ࣤऄशࣥ ࣭࣭࣯ऺࣱ࣭࣭ଇ ࣭࣭࣬ऺ࣭࣭࣮ଇ ࣲ࣭࣬ऺ࣭࣬ࣵଇ ࣭࣬࣬ऺࣱ࣭࣬ଇ ࣰࣵऺࣵࣵଇ ࣴࣴऺ࣯ࣵଇ ࣮ࣴऺࣴࣳଇ ࣲࣳऺ࣭ࣴଇ ࣱ࣬ऺࣱࣳଇ ࣲ࣮ऺࣰࣵଇ ࣱ࣮ଇࣜञफनफळ

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Group 13, Electrical System If the wire of cooling water temp gauge is broken or the gauge scale doesn't move after 10min of engine starting, engine will be shut down because the gauge is recognized as defective.

Message display The following message will be displayed when it comes under the Red Zone (Beyond Hot Warning)

Seat belt At start-up, this light and a buzzer come on for three seconds to remind the operator to fasten the seat belt. There is no start interlock. IMPORTANT You should always have your seat belt securely fastened when operating your lift truck.

W/TEMP WARN

Fuel gauge

Service icon It displays the remaining fuel level in fuel tank. If the level is low, the Flashing and buzzer will sound 1 Secand and "LOW FUEL" message will be displayed on LCD window.

10 Step specifications एरडब ࣭࣬ࣤंऱननࣥ ࣵ ࣴ ࣳ ࣲ ࣱ ࣰ ࣯ ࣮ ࣭

If the parking brake is set, buzzer and horn will not sound.

ऌडमटडपरझणडࣤ࣡ࣥ ࣵ࣬ࣜࣽञफलड ࣴ࣬ࣜऺࣴࣵ ࣳ࣬ऺࣳࣵ ࣲ࣬ऺࣲࣵ ࣱ࣬ऺࣱࣵ ࣰ࣬ऺࣰࣵ ࣯࣬ऺ࣯ࣵ ࣮࣬ऺ࣮ࣵ ࣭࣬ऺ࣭ࣵ ࣬ऺࣵ

ऎडऩझमध

LED will illuminate when preset service time is reached. When LED is on, the preset service time has been reached indicating that a PM is required. Refer to Service Manual for proper PM procedures. Pre-set service time setting method initialized by "key on + FWD + F1 + F2", service time display at hour meter. Here, F1 is for up set, F2 is for down set with interval times of 50 hours. When the key switch is turned OFF, the pre-set service time setting time is saved. Pre-set service time counts down opposite to operating time. To disable the Service Icon, set the pre-set service time to "-1000" (display 1 0 0 0 ); If you push the F2 switch when setting the pre-set service time, the time will be adjusted to "-1000".

Date and time display 1. Function: To indicate the current date and time ंनझयतडमय࣭ࣤऄशࣥ

2. Display 29MAR06[WED]

Parking brake Indicates that the parking brake is engaged. Anytime the parking brake is on, the truck can't be driven because the transaxle solenoid valves switch is off.

When the parking brake is not set and the key switch is turned to the OFF position, the instrument pod will sound.

SM 751

Hour and Speed meter display 1. Function: To display the accumulated operating hour until now and the traveling speed of fork lift truck.

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Group 13, Electrical System •

2. Display. Hour Meter

When it is in neutral, the arrow and gear icon will not be displayed.

Speed Meter

OP A1 2. Operation 3. Operation • When the speed is lower than 0.5km/h, the hour will be displayed. • When the speed is higher than 0.5km/h, the speed will be displayed. • It can be dispayed in the of km/h or MPH.

Message display

Display ICON

Error

FWD/ 2 Gear Drive Mode/ AUTO 2step‹

OP A2 FWD/ 3 Gear Operating Mode/ Manual

OP A2 01 : E.SHUT COIL S/C 03 : ST.RELAY S/C

OP A2

Display when the truck is in normal condition: Model name / POWER / Direction

3. Priority of displaying message • If there are several messages which shall be displayed on the screen, the priority of display will be in the order of Error > Warning > Normal conditions. • If several errors occur simultaneously, the upper 2 items will be displayed on 2 lines. (The priority is in the numerical order of Error.) • When failure and warning are caused at the same time, the content of failure will be displayed on top row and the warning icon at below row.

Travel Direction display ICON 1. Function: To display the traveling direction or gear selected condition of truck • Receive the traveling direction data from the T/ M controller. • Receive the gear selected data from the T/M controller.

OP ML

Warning

SM 751

OP A1

OP A2 Normal

•

Display ICON

OP A1

1. Function: To display model name, POWER selection, travel direction, warning and error message 2. Display

Direction/ Gear Select FWD/ 1 Gear Drive Mode/ AUTO 1step

Direction/ Gear Select REV/ 1 Gear Drive Mode/ AUTO 1step‹ REV/ 2 Gear Drive Mode/ AUTO 2step‹ REV/ 3 Gear Operating Mode/ Manual

NEUTRAL Drive Mode/ AUTO 1step

OP A1 Error display ICON 1. Function: To display the ICON for easy reorganization when any error occurs.

Operation and Description ऀथयबनझवࣜ अࣿऋऊ

ऀथयटमथबरथफप ऌथनफरࣜनथणतरࣜढफमࣜबमडतडझरडमࣜफबडमझरथपण ओतडपࣜरतडࣜबमडतडझरडमࣜथयࣜफबडमझरथपणࣜ ऱपठडमࣜरतडࣱ࣭ࣜ࣪ࣜठडणमडडࣜञडनफळࣜशडमफࣨࣜ रतथयࣜअࣿऋऊࣜफबडमझरडयࣜझपठࣜळतडपࣜथरࣜथयࣜ मडनडझयडठࣨࣜथरࣜळथननࣜरऱमपࣜफढढ࣪ࣜ

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Group 13, Electrical System

ओझमपथपणࣜनथणतरࣜढफमࣜडपणथपडࣜफथनࣜ बमडययऱमडࣜ ओतडपࣜडपणथपडࣜफथनࣜथयࣜयतफमरࣜफमࣜ बमडययऱमडࣜयळथरटतࣜढझथनयࣨࣜरतडࣜळझमपथपणࣜ नथणतरࣜळथननࣜरऱमपࣜफपࣜझपठࣜरतडࣜडपणथपडࣜ यतऱरࣜठफळप࣪ࣜ ओझमपथपणࣜनथणतरࣜढफमࣜऐ࣫उࣜफथनࣜ रडऩबडमझरऱमडࣜ ओतडपࣜऐ࣫उࣜफथनࣜथयࣜफलडमतडझरथपणࣜळतथनडࣜ थपࣜफबडमझरथफपࣜࣤफबडमझरथफपࣶࣜऩफमडࣜरतझपࣜ ࣭࣮࣬ఁࣨࣜमडनडझयडࣶࣜनडययࣜरतझप࣭࣭ࣜ࣬ఁࣥࣨࣜ रतडࣜळझमपथपणࣜनथणतरࣜळथननࣜरऱमपࣜफपࣜझपठࣜ डपणथपडࣜयतऱरࣜठफळप࣪ ओझमपथपणࣜनथणतरࣜढफमࣜञझररडमवࣜ ठथयटतझमणथपणࣜ ओतडपࣜरतडࣜझनरडमपझरफमࣜथयपࣣरࣜटतझमणडठࣜ ञडटझऱयडࣜफढࣜढझथनऱमडࣜफढࣜझनरडमपझरफमࣜफमࣜ रतडࣜडपणथपडࣜठफडयपࣣरࣜमफरझरडࣨࣜथरࣜळथननࣜ रऱमपࣜफप࣪ࣜ ओझमपथपणࣜनथणतरࣜढफमࣜडपणथपडࣜ ऩझनढऱपटरथफपࣜ ओतडपࣜरतडमडࣜझमडࣜऩझनढऱपटरथफपयࣜरफࣜ डपणथपडࣜयवयरडऩࣨࣜथरࣜळथननࣜरऱमपࣜफप࣪

Adjustment of function (Menu operations) Function 1. To display the data of the system on the screen. 2. The adjustable variables can be changed.

Mode select button operation 1. Mode buttons are composed on right side of Display screen. 2. Each button has own function, and some of them can perform various functions.

ऌथनफरࣜनथणतरࣜढफमࣜऩझथपरडपझपटडࣜरथऩडࣜ ओतडपࣜमडझटतडयࣜरफࣜ࣬ऄऎࣜझयࣜटफऱपरथपणࣜ मडलडमयडनवࣜरफࣜरतडࣜठडयथणपझरडठࣜ ऩझथपरडपझपटडࣜरथऩडࣨࣜथरࣜळथननࣜरऱमपࣜफपࣜ रफࣜयतफळࣜरतडࣜरथऩडࣜफढࣜऩझथपरडपझपटड࣪ ओझमपथपणࣜनथणतरࣜढफमࣜऐ࣫उࣜफथनࣜpressureࣜ ओतडपࣜऐ࣫उࣜफथनࣜथयࣜयतफमरࣜफमࣜबमडययऱमडࣜ यळथरटतࣜढझथनयࣨࣜरतडࣜळझमपथपणࣜनथणतरࣜ ळथननࣜरऱमपࣜफप.(C60-75LPG Only)

Button

Function Down arrow button (Mode button) In normal working mode, move to Menu mode by pressing this button.

OP A2

In Menu mode, move to sub menu by pressing this button.

1 STATUS 1.1 BATTERY VOLTAGE 24.5V In the lowest mode, the display won't be changed even through pressing this button.

SM 751

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Group 13, Electrical System

Up arrow button (Enter button) In Menu mode, move to upper menu by pressing this button.

1.1 BATTERY VOLTAGE 24.5V 1 STATUS

OP A2

Perform as "Enter" key function when confirming after the Password and important variables are changed.

Left arrow button In Menu mode, move to left menu by pressing this button.

1.2 ACCELERATOR 2.5V 1.1 BATTERY VOLTAGE 24.5V 1.10 SOFTWARE V 1.0

Right arrow button (Power selection button) In Menu mode, move to right menu by pressing this button.

1.2 ACCELERATOR 2.5V 1.1 BATTERY VOLTAGE 24.5V 1.10 SOFTWARE V 1.0

Plus(+) button It performs DR/OP selection function at normal mode. It selects DR ˧ OP in turns, whenever pressing the button. The data for the selected mode will be transferred to T/M controller. Under S/L mode, DR/OP does not change.

SM 751

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Group 13, Electrical System

Minus(-) button It performs ML/A1/A2 selection function at normal mode. It selects ML ˧ A1 ˧ A2 in turns, whenever pressing the button. The data for the selected mode will be transferred to T/M controller. Under S/L mode, ML/A1/A2 does not change.

Configuration of menu mode Menu No.

Parameters

Description

Min

Max

Base

STATUS

Display the Analog input/output status of fork lift truck

1.1

Battery Voltage

Display the Battery voltage

0.0V

30V

1.2

Fuel Level

Display the fuel level

100%

1.3

Eng Coolant Temp.

Display the engine coolant tem- 0 perature

150

Actual

1.4

T/M Oil Temp.

Display the T/M oil temperature 0

150

Actual

1.5

Display Hour

Display the truck working hour

9999

Actual

1.6

System Hour

Display the system working hour

9999

Actual

1.7

Maintenance Hour

Display the maintenance hour

9999

Actual

1.8

Software Display

Display the program (software) version

V1.00

Vx.xx

Actual

1.9

Software Truck

Display the program (software) version (S60-Controller)

V1.00

Vx.xx

Actual

1.10

Stepping Motor Range

Stepping motor output

100%

Actual

1.11

Slow Speed Value

Speed limit value

2 km/hr

35km/hr

Actual

1.12

Software Version

Display the program (software) version (S60-Controller)

V1.00

Vx.xx

Actual

1.13

Software Version

Display the program (software) version (Speed limiter)

V1.00

Vx.xx

Actual

SWITCH STATUS

Display the switch input status of fork lift truck

2.1

Parking Brake

Parking brake

OPEN

2.2

Forward

Forward(C60-80D)

OPEN

Actual

2.3

Neutral

Neutral(C60-80D)

OPEN

2.4

Reverse

Reverse(C60-80D)

OPEN

2.5

T/M Oil Temp.

Transmission oil temperature

OPEN

2.6

E/Oil Pressure

Engine oil pressure

OPEN

2.7

LPG Pressure

LPG pressure

OPEN

2.8

Seat

OPEN

2.9

Tilt/Limit Switch

Tilt Limit Switch (Open: 00b, Close 01b, Off: 11b)

OPEN

SM 751

Adjust

13-4-7

Group 13, Electrical System

2.10

Engine Shutdown output Engine Shutdown output

OFF

2.11

Alternator output

Alternator charging

OFF

2.12

Horn relay

Horn relay operation

OPEN

2.13

Option relay

OPEN

2.14

Key switch starter

Key switch start output

OPEN

2.15

Preheater

Preheater operation

OFF

2.16

T/M Oil Pressure S/W

T/M oil pressure for C60-80L Truck

C40D

C50L

C40D

C75L-T3

C60D

MODEL SETUP

Setup of model

3.1

C40

C40D, C45D, C50D, C40L, C45L, C50L

3.2

C60

C60D, C70D, C80D, C60L-T3, C60D C70L-T3, C75L-T3

ZF CONTROL DATA

Display related to T/M condition

4.1

Engine speed

Display of engine RPM (removes the decimal point)

0 RPM

8031RPM Actual

4.2

Output shaft speed

Display of shaft rotational speed 0 RPM (removes the decimal point)

8031RPM Actual

4.3

T/M Sump Temp

Display of T/M internal oil tem- -50ଇ perature (for AEB)

200ଇ

Actual

4.4

Clutch Cut-off Volts

Display of inching sensor voltage

6.25V

Actual

PASSWORD

Control the password

5.1

Ignition Mode

Set up the right of using for the fork lift truck (C60-80D,C60-75L)

OFF

+/-

5.2

Setup Mode

Change of setting

OFF

+/-

5.3

Password Change

Change of password

00000

99999

10000

+/-

SETUP

6.1

Hour

Adjust the working hour, 0 ~ 9950(step 50)

9950

+/-

6.2

Maintenance

Adjust the maintenance period, off/ 50 ~ 3000(step 50)

Off

2000

Off

+/-

6.3

Parking Reminder

Set up the warning sound, buzzer / horn / off

Off

Buzzer

Horn

+/-

6.4

Engine Shutdown

Set up the warning sound, buzzer / horn / off

Off

Buzzer

Horn

+/-

6.5

Seat

Set up the function, seat reminder / engine shutdown

S/R

E/S

S/R

+/-

SM 751

13-4-8

Group 13, Electrical System

6.6

Speed display

TIME SETUP

7.1

Display of set unit, Km/h or MPH

Km/h

MPH

Km/h

Year

2000

2099

Actual

+/-

7.2

Month

Actual

+/-

7.3

Date

Actual

+/-

7.4

Week

MON

SUN

Actual

+/-

7.5

Hour

Actual

+/-

7.6

Minute

Actual

+/-

7.7

PM/AM

Actual

+/-

AEB MODE(C60-80D Only)

Auto-adjustment function related to T/M

8.1

AEB Start

Operation of AEB function

8.2

Inching Start

Operation of inching calibration function

If you set the value in the relevant menu, it will be set up immediately. The data of each menu is controlled through the communication lines, and the set data will be stored at Travel controller.

OPERATIONS OF MENU FUNCTION "1 STATUS" MODE •

Display the analog output information of fork lift truck on real time.

"2 SWITCH STATUS" MODE •

Display the digital (Switch On/Off) information of fork lift truck on real time.

"3 MODEL SETUP" MODE • •

Display the truck model Model set up is composed of each family, and the real model name is shown on Sub mode.

"4 ZF CONTROL DATA" MODE •

Displays the condition of ZF transmission

"5 PASSWORD SETUP" MODE Set the permission/restriction for the operation of truck and the setup change. Refer to the following Para. "4" for details.

"6 SETUP" MODE •

Set up the adjustable function and variables of fork lift truck. In SETUP mode, you can enter sub menu only when giving the password.

SM 751

"7 TIME SETUP" MODE •

Set up the date and time displayed. All the data has been controlled itself, regardless of the Travel controller.

“8 AEB MODE" MODE The AEB mode is possible to get into SUB menu when the PASSWORD is being entered. Refer to the No 5 for AEB Request function.

PASSWORD OPERATION Set the permission/restriction for the operation of truck and the setup change.

IGNITION MODE Function able to operate the fork lift truck only when giving the password after turning the key on. Ignition password can be set as "ON/OFF". If setting to OFF, the truck can be operated by key on, but if setting to ON, it can be operated only by giving the password. How to input password

13-4-9

Group 13, Electrical System If the ignition is set to "ON", the display is as follows when turning the key on. Password is 5 digit. Input the numbers by use of "+/-" buttons and move the position by use of left/right arrow buttons. When the input is completed, confirm by pressing "ENTER" button..

PASSWORD INPUT YES : ENTER

PASSWORD INPUT YES : ENTER The new password will be displayed for 1 sec as shown in the following figure, and then the mode will move to "5 PASSWORD"..

PASSWORD CHANGED 12345

When the password is agreed, the following will be displayed.

PASSWORD OK !

AEB REQUEST (Automatic adjust clutch) AEB execution

When the password isn't agreed, the following will be displayed.

PASSWORD ERROR

SETUP MODE In MENU mode, make sure to input the password to proceed to "6 SETUP" mode. In "6 SETUP" mode, press "DOWN" arrow button to proceed to "SUB" mode. The dialogue box to input the password will be displayed. The procedure to input the password is same with above Para. "4.1". When the PASSWORD is right, it gets into SUB mode.

PASSWORD CHANGE The function to change the password given to the fork lift truck The passwords for Ignition and Setup shall be same. How to change password If pressing Enter (Up arrow) button in the following conditions,

When gets into SUB mode from "8 AEB MODE" (Pressing down the DOWN arrow), the PASSWORD input box will be shown and the message is same in 4.1,

8 AEB MODE 8.1 AEB START YES : ENTER When it passes after entering the PASSWORD, "8.1 AEB START" will be shown in the figure below. When presses the ENTER (UP arrow) button to execute the AEB, the contents of execution will be shown and executed automatically. ,

AEB OK When there is error, perform the Key Off 'On 'Cranking and re-execute in accordance with the procedure.

Inching Calibration execution When gets into SUB mode from "8 AEB MODE", enters the PASSWORD and presses

5.3 PASSWORD CHANGE? YES : ENTER

SM 751

13-4-10

Group 13, Electrical System the "?" arrow button at 8.1 Menu, the below message will be displayed. ,

8.2 INCHING START AEB OK YES : ENTER When presses the ENTER (UP arrow) button to execute the Inching calibration, the contents of execution will be shown and executed automatically.,

INCHING CAL OK When there is error, perform Key Off ' On and re-executes in accordance with the procedure.

Progress of AEB and Inching calibration When executes the AEB or Inching Calibration, refer to the attached file for the contents of display and the message will be shown as above figure.

SM 751

13-4-11

Group 13, Electrical System Error Code ࣽञञमड ࣭࣪ࣜफ࣪टࣶ࣪ࣜࣜफबडपࣜटथमटऱथर लथझरथ ࣮࣪ࣜय࣪टࣶ࣪ࣜࣜएतफमरࣜटथमटऱथर ࣯࣪ࣜऋऌࣩउफठडࣶࣜࣜफबडमझरथपणࣜऩफठड फपय ࣰ࣪ࣜऐࣿऑࣶࣜࣜरमझपयऩथययथफपࣜटफपरमफनࣜऱपथर ࣱ࣪ࣜँँࣶࣿࣜࣜडनडटरमफपथटࣜडपणथपडࣜटफपरमफननडम ࣲ࣪ࣜऌऐऋࣶࣜࣜबफळडमࣜरझधडࣜफढढ ँऎऎऋऎࣜ ईࣿऀ बफययथञनडࣜयरडबयࣜरफࣜ ऀँएࣿऎअऌऐअऋऊ मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ऎँउࣽऎइ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ मडबझथम ऐतथयࣜँममफम࣭ࣜࣤ࣬ࣜरफࣰࣜ࣬ࣥࣜउडययझणडࣜथयࣜरफࣜएࣲ࣬ࣜࣿफपरमफननडमࣩࣜࣜएडडࣜमडढडमडपटडࣜढथनडࣜएࣲ࣬ࣜࣿࣽऊࣜऌमफरफटफनࣤऀएࣿऑࣜअऀ ࣯ࣩࣟࣾवरडࣜࣴࣥ ࣭࣬ ࣭ࣶ࣬ࣜए࣪ࣿࣜँ࣫एतऱरࣜ ࣶ࣬ࣜNo indication ࣭࣪ࣜࣿतडटधࣜरतडࣜटझञनडयࣜ ऎडनझव ढमफऩࣜएࣲ࣬ࣜटफपरमफननडमࣜरफࣜ ࣭ࣶअरࣜथपठथटझरडयࣜथपࣜ ँ࣫यतऱरࣜऎडनझव ँममफमࣜटफपरडपरयࣜईࣿऀ ࣮࣬

࣯࣬

ࣰ࣬

ࣱ࣬

ࣲ࣬

࣭࣮

࣮࣭

࣮࣮

࣮ࣶ࣬ࣜए࣪ࣿࣜऋबरथफपࣜ ࣶ࣬ࣜNo indication ऎडनझव ࣭ࣶअरࣜथपठथटझरडयࣜथपࣜ ँममफमࣜटफपरडपरयࣜईࣿऀ ࣯ࣶ࣬ࣜए࣪ࣿࣜएरझमरࣜ ࣶ࣬ No indication ऎडनझव ࣭ࣶअरࣜथपठथटझरडयࣜथपࣜ ँममफमࣜटफपरडपरयࣜईࣿऀ ࣰࣶ࣬ࣜए࣪ࣿࣜऄफमपࣜ ࣶ࣬ࣜNo indication ऎडनझव ࣭ࣶअरࣜथपठथटझरडयࣜथपࣜ ँममफमࣜटफपरडपरयࣜईࣿऀ ࣱࣶ࣬ࣜऊफࣜऊडऱरमझनࣜ ࣶ࣬ࣜNo indication एतथढर ࣭ࣶअरࣜथपठथटझरडयࣜथपࣜ ँममफमࣜटफपरडपरयࣜईࣿऀ ࣲࣶ࣬ࣜओझमपथपणࣜँ࣫ ࣶ࣬ No indication एतऱर ࣭ࣶअरࣜथपठथटझरडयࣜथपࣜ ँममफमࣜटफपरडपरयࣜईࣿऀ ࣭࣮ࣶࣜࣜईफणथटझनࣜ ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ँममफम ऀअऎँࣿऐअऋऊࣜएँईँࣿऐࣜ एअःऊࣽई ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ यथणपझनࣜटफऩञथपझरथफपࣜ ढफमࣜरतडࣜठथमडटरथफप ࣮࣭ࣶࣜࣜए࣪ࣿࣜࣾझररࣜ ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ࣿनऱरटतࣜअऊ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ ࣿऑऐऋंंࣜअऊऌऑऐ रतडࣜऩडझयऱमडठࣜलफनरझणडࣜ थयࣜरफफࣜतथणत ࣮࣮ࣶࣜࣜए࣪ࣿࣜःपठࣜ ࣿनऱरटतࣜअऊ

࣭࣪ࣜࣿतडटधࣜरतडࣜटझञनडयࣜ ढमफऩࣜएࣲ࣬ࣜटफपरमफननडमࣜरफࣜ ऋबरथफपࣜऎडनझव ࣭࣪ࣜࣿतडटधࣜरतडࣜटझञनडयࣜ ढमफऩࣜएࣲ࣬ࣜटफपरमफननडमࣜरफࣜ ऄफमपࣜऎडनझव ࣭࣪ࣜएडडࣜरतडࣜयथढरࣜनडलडम

ऐࣿऑࣜयतथढरयࣜ रमझपयऩथययथफपࣜरफࣜ पडऱरमझन

1. Check the cables from TCU to shift lever

टनऱरटतࣜटऱरफढढࣜ ढऱपटरथफपࣜथयࣜ ठथयझञनडठ

1. Check the cable from TCU to the sensor

ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜऋ࣪ࣿ࣪ࣽऐࣜ टनऱरटतࣜटऱरफढढࣜ ࣿईऑऐࣿऄࣜࣿऑऐऋंंࣜअऊऌऑऐ ढऱपटरथफपࣜथयࣜ रतडࣜऩडझयऱमडठࣜलफनरझणडࣜ ठथयझञनडठ थयࣜरफफࣜनफळ

2. Check signal combinations of shift lever positions F-N-R"

2. Check the connectors 3. Check the clutch cutoff sensor" 1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the clutch cutoff sensor"

SM 751

13-4-12

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣱ࣮ ࣱ࣮ࣶࣜࣜऐ࣫उࣜँममफम

ࣲ࣮

࣮ࣾ

࣯࣭

࣯࣮

࣯࣯

ࣰ࣯

SM 751

ऀँएࣿऎअऌऐअऋऊ

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

पफࣜमडझटरथफप ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ ऐऎࣽऊएउअएएअऋऊ एऑउऌࣜऐँउऌँऎࣽऐऑऎँࣜ एँऊएऋऎࣜअऊऌऑऐ रतडࣜ ऩडझयऱमडठࣜलफनरझणडࣜथयࣜ रफफࣜतथणत ࣲ࣮ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ पफࣜमडझटरथफप ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ ऐऎࣽऊएउअएएअऋऊ एऑउऌࣜऐँउऌँऎࣽऐऑऎँࣜ एँऊएऋऎࣜअऊऌऑऐ रतडࣜ ऩडझयऱमडठࣜलफनरझणडࣜथयࣜ रफफࣜनफळ ࣮ࣶࣾࣜࣜअपटतयडपयफम अऊࣿऄएँऊएऋऎࣩएअःऊࣽईࣜ उअए उअएउࣽऐࣿऄ रतडࣜऩडझयऱमडठࣜलफनरझणडࣜ ढमफऩࣜࣿࣿऋࣜझपठࣜࣿࣿऋ࣮ࣜ यथणपझनࣜठफपࣣरࣜऩझरटतࣞ पफࣜमडझटरथफप ࣯࣭ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜऋऎࣜ ऋ࣪ࣿ࣪ࣽऐँऊःअऊँࣜएऌँँऀࣜ अऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनझणडࣜतथणतडमࣜरतझपࣜ ࣳ࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप ࣯࣮ࣶࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ँऊःअऊँࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜनडययࣜरतझपࣜ ࣰࣱ࣬࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप ࣯࣯ࣜ ࣶࣜ ईफणथटझन ࣞईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ࣩ ँममफम ँऊःअऊँࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜडपणथपडࣜ यबडडठࣜफलडमࣜझࣜरतमडयतफनठࣜ झपठࣜरतडࣜपडऴर ऩफऩडपरࣜरतडࣜ ऩडझयऱमडठࣜयबडडठࣜथयࣜशडमफࣞ ࣰ࣯ࣶࣜࣜऐ࣫उࣜँममफम

ࣞए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ ऐऑऎࣾअऊँࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜतथणतडमࣜरतझपࣜ ࣳ࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथपࣞ

थढࣜझࣜढझथनऱमडࣜथयࣜ डऴथयरथपणࣜझरࣜफऱरबऱरࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ रफࣜपडऱरमझन

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable from TCU to the sensor

ऎँउࣽऎइ

2. Check the connectors 3. Check the temperature sensor" 1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the temperature sensor" 1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor" 1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor

1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor" 1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor 4. Check the sensor gap 1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor

13-4-13

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣱ࣯ ࣱ࣯ࣶࣜࣜऐ࣫उࣜँममफम

ࣲ࣯

࣯ࣳ

࣯ࣴ

࣯ࣵ

࣯ࣽ

࣯ࣾ

SM 751

ऀँएࣿऎअऌऐअऋऊ

ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ऐऑऎࣾअऊँࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜनडययࣜरतझपࣜ ࣰࣱ࣬࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप ࣲ࣯ࣜ ࣶࣜ ईफणथटझन ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ँममफम ऐऑऎࣾअऊँࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ रऱमञथपडࣜयबडडठࣜफलडमࣜझࣜ रतमडयतफनठࣜझपठࣜझरࣜरतड पडऴरࣜऩफऩडपरࣜरतडࣜ ऩडझयऱमडठࣜयबडडठࣜथयࣜ शडमफ ࣯ࣶࣳࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ अऊऐँऎऊࣽईࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜतथणतडमࣜरतझपࣜ ࣳ࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप ࣯ࣶࣴࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ अऊऐँऎऊࣽईࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜनडययࣜरतझपࣜ ࣰࣱ࣬࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप ࣯ࣵࣜ ࣶࣜ ईफणथटझन ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ँममफम अऊऐँऎऊࣽईࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ थपरडमपझनࣜयबडडठࣜफलडमࣜ झࣜरतमडयतफनठࣜझपठࣜझरࣜ रतडࣜपडऴर ऩफऩडपरࣜरतडࣜ ऩडझयऱमडठࣜयबडडठࣜथयࣜ शडमफ ࣯ࣶࣽࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜऋऎࣜऋ࣪ࣿ࣪ࣽऐࣜ ऋऑऐऌऑऐࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜतथणतडमࣜरतझपࣜ ࣱ࣭࣮࣪ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप ࣯ࣶࣾࣜࣜऐ࣫उࣜँममफम ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ऋऑऐऌऑऐࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ लफनरझणडࣜनडययࣜरतझपࣜ ࣭࣪࣬࣬ऒࣜझरࣜयबडडठࣜथपबऱरࣜ बथप

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ थढࣜझࣜढझथनऱमडࣜथयࣜ डऴथयरथपणࣜझरࣜफऱरबऱरࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ रफࣜपडऱरमझन

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable from TCU to the sensor

ऎँउࣽऎइ

2. Check the connectors 3. Check the speed sensor

थढࣜझࣜढझथनऱमडࣜथयࣜ डऴथयरथपणࣜझरࣜफऱरबऱरࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ रफࣜपडऱरमझन

1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor 4. Check the sensor gap

ࣩ

1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor

ࣩ

1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor

ࣩ

1. Check the cable from TCU to the sensor 2. Check the connectors 3. Check the speed sensor 4. Check the sensor gap

1. Check the cable from थढࣜझࣜढझथनऱमडࣜथयࣜ TCU to the sensor डऴथयरथपणࣜझरࣜरऱमञथपडࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors रफࣜपडऱरमझन 3. Check the speed sensor

13-4-14

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ऀँएࣿऎअऌऐअऋऊ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣯ࣿ ࣯ࣿࣜ ࣶࣜ ईफणथटझन ईऋःअࣿࣽईࣜँऎऎऋऎࣜࣽऐࣜ ँममफम ऋऑऐऌऑऐࣜएऌँँऀࣜअऊऌऑऐ ऐࣿऑࣜऩडझयऱमडयࣜझࣜ फऱरबऱरࣜयबडडठࣜफलडमࣜझࣜ रतमडयतफनठࣜझपठࣜझरࣜरतडࣜ पडऴर ऩफऩडपरࣜरतडࣜऩडझयऱमडठࣜ यबडडठࣜथयࣜशडमफ ࣯ँ ࣯ँࣶࣜࣜऐ࣫उࣜँममफम ऋऑऐऌऑऐࣜएऌँँऀࣜखँऎऋࣜ ऀऋँएऊࣣऐࣜंअऐࣜऐऋࣜऋऐऄँऎࣜ एऌँँऀࣜएअःऊࣽईए थढࣜरमझपयऩथययथफपࣜथयࣜ पफरࣜपडऱरमझनࣜझपठࣜरतडࣜ यतथढरथपणࣜतझयࣜ ढथपथयतडठ ऐࣿऑࣜऩडझयऱमडयࣜफऱरबऱरࣜ यबडडठࣜशडमफࣜझपठࣜ रऱमञथपडࣜयबडडठࣜफमࣜ थपरडमपझन यबडडठࣜपफरࣜडभऱझनࣜरफࣜ शडमफ ࣭ࣳ ࣭ࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ इ࣭ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣭ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइ࣭ࣜ लझनलडࣜथयࣜरफफࣜतथणत ࣮ࣳ

࣮ࣶࣳࣜࣜए࣪ࣿࣜःपठࣜइ࣭ थढࣜढझथनऱमडࣜझरࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ रफࣜपडऱरमझन

बफययथञनडࣜयरडबयࣜरफࣜ ऎँउࣽऎइ मडबझथम 1. Check the cable from थढࣜझࣜढझथनऱमडࣜथयࣜ TCU to the sensor डऴथयरथपणࣜझरࣜरऱमञथपडࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors रफࣜपडऱरमझन 3. Check the speed sensor मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

4. Check the sensor gap 1. Check the sensor signal थढࣜझࣜढझथनऱमडࣜथयࣜ of output speed sensor डऴथयरथपणࣜझरࣜरऱमञथपडࣜ यबडडठࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the sensor gap of रफࣜपडऱरमझन output speed sensor 3. Check the cable from TCU to the sensor

1. Check the cable form थढࣜढझथनऱमडࣜझरࣜ TCU to the gearbox झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors रफࣜपडऱरमझन from gearbox to TCU 3. Check the regulator resistance 4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

थढࣜढझथनऱमडࣜझरࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. 2. Check the connectors रफࣜपडऱरमझन from gearbox to TCU 3. 3. Check the regulator resistance 4. 4. Check internal wire harness of the gearbox

SM 751

13-4-15

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣯ࣳ ࣯ࣶࣳࣜࣜए࣪ࣿࣜइ࣭

ऀँएࣿऎअऌऐअऋऊ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइ࣭ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथर

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable form TCU to the gearbox

ऎँउࣽऎइ

थढࣜढझथनऱमडࣜझरࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors रफࣜपडऱरमझन from gearbox to TCU 3. Check the regulator resistance

ࣰࣳ

ࣱࣳ

ࣲࣳ

4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

ࣰࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ इ࣮ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣮ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइ࣮ࣜ लझनलडࣜथयࣜरफफࣜतथणत

थढࣜढझथनऱमडࣜझरࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors रफࣜपडऱरमझन from gearbox to TCU

ࣱࣶࣳࣜࣜए࣪ࣿࣜःपठࣜइ࣮ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ࣿईऑऐࣿऄࣜइ࣮ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइ࣭ࣜ लझनलडࣜथयࣜरफफࣜनफळ

ࣲࣶࣳࣜࣜए࣪ࣿࣜइ࣮

ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइ࣮ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथर

3. Check the regulator resistance 4. 4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

3. Check the regulator resistance 4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

3. Check the regulator resistance

ࣳࣳ

SM 751

ࣳࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ इ࣯ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइ࣯ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइ࣯ࣜ लझनलडࣜथयࣜरफफࣜतथणत

4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

4. Check internal wire harness of the gearbox

13-4-16

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣳࣵ ࣶࣳࣵࣜࣜए࣪ࣿࣜइ࣯

ऀँएࣿऎअऌऐअऋऊ ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइ࣯ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथर

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable form TCU to the gearbox

ऎँउࣽऎइ

࣭ࣴ

4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

࣭ࣶࣴࣜए࣪ࣿࣜࣾझररࣜइࣰ ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइࣰ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइࣰࣜ लझनलडࣜथयࣜरफफࣜतथणत

࣮ࣶࣴࣜࣜए࣪ࣿࣜःपठࣜइࣰ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ࣿईऑऐࣿऄࣜइࣰ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइࣰࣜ लझनलडࣜथयࣜरफफࣜनफळ

࣯ࣶࣴࣜࣜए࣪ࣿࣜइࣰ

ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइࣰ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथर

3. Check the regulator resistance 4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

3. Check the regulator resistance

SM 751

ࣰࣴࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ इऒ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइऒ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜइऒࣜ लझनलडࣜथयࣜरफफࣜतथणत

4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

4. Check internal wire harness of the gearbox

13-4-17

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ऀँएࣿऎअऌऐअऋऊ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ 85 ࣱࣶࣴࣜࣜए࣪ࣿࣜःपठࣜइऒ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ࣿईऑऐࣿऄࣜइऒ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜ इऒࣜलझनलडࣜथयࣜरफफࣜनफळ

ࣲࣴ

ࣲࣶࣴࣜࣜए࣪ࣿࣜइऒ

ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइऒ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथर

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable form TCU to the gearbox

ऎँउࣽऎइ

थढࣜढझथनऱमडࣜझरࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check the connectors रफࣜपडऱरमझन from gearbox to TCU 3. Check the regulator resistance 4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

ࣴࣳ

ࣴࣴ

ࣴࣵ

ࣴࣳࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ इऎ ऒऋईऐࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜइऎ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜ इऎࣜलझनलडࣜथयࣜरफफࣜतथणत

ࣶࣴࣴࣜࣜए࣪ࣿࣜःपठࣜइऎ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ࣿईऑऐࣿऄࣜइऎ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनऱडࣜथयࣜफऱरࣜफढࣜ नथऩथरࣨ रतडࣜलफनरझणडࣜझरࣜ इऎࣜलझनलडࣜथयࣜरफफࣜनफळ

ࣶࣴࣵࣜࣜए࣪ࣿࣜइऎ

ऋ࣪ࣿ࣪ࣽऐࣜࣿईऑऐࣿऄࣜइऎ रतडࣜऩडझयऱमडठࣜ मडयथयरझपटडࣜलझनऱडࣜफढࣜ रतडࣜलझनलडࣜथयࣜफऱरࣜफढࣜ नथऩथर

4. Check internal wire harness of the gearbox" 1. Check the cable form TCU to the gearbox

4. Check internal wire harness of the gearbox 1. Check the cable form TCU to the gearbox

4. Check internal wire harness of the gearbox

SM 751

13-4-18

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ऀँएࣿऎअऌऐअऋऊ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣭ࣵ ࣭ࣶࣵࣜࣜए࣪ࣿࣜःपठࣜࣾ࣫ ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ࣽईࣽऎउ ऎँईࣽकࣜऎँऒँऎएँࣜ ओࣽऎऊअऊःࣜࣽईࣽऎउ ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ लफनरझणडࣜझरࣜरतडࣜ फऱरबऱरࣜबथपࣨࣜरतझरࣜ नफफधयࣜनथधड झࣜय࣪ट࣪ࣜरफࣜ लडतथटनडࣜणमफऱपठ ࣮ࣵ

࣯ࣵ

࣭ࣾ

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ ञझटधऱबࣜझनमझऩࣜळथननࣜ ञडࣜफपࣜऱपरथनࣜऐࣿऑࣜ बफळडमࣜठफळपࣜ डलडपࣜथढࣜढझऱनरࣜ लझपथयतयࣤनफफयडࣜ टफपपडटरथफपࣥ

पफࣜमडझटरथफप ࣮ࣵࣜ ࣶࣜ ए࣪ࣿࣜ ࣾझरर ए࣪ࣿ࣪ࣜऐऋࣜࣾࣽऐऐँऎकࣜ ࣾ࣫ࣽईࣽऎउ ऒऋईऐࣽःँࣜࣽऐࣜऎँईࣽकࣜ ऎँऒँऎएँࣜओࣽऎऊअऊःࣜ ࣽईࣽऎउ ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ लफनरझणडࣜझरࣜरतडࣜ फऱरबऱरࣜबथपࣨࣜरतझरࣜ नफफधयࣜनथधडࣜझ य࣪ट࣪ࣜरफࣜ ञझररडमवࣜलफनरझणड ࣯ࣵࣜ ࣶࣜ ऋ࣪ࣿࣜ ࣾ࣫ ऋ࣪ࣿ࣪ࣽऐࣜऎँईࣽकࣜऎँऒँऎएँࣜ पफࣜमडझटरथफप ࣽईࣽऎउ ओࣽऎऊअऊःࣜࣽईࣽऎउ ऐࣿऑࣜठडरडटरडठࣜझࣜळमफपणࣜ लफनरझणडࣜझरࣜरतडࣜ फऱरबऱरࣜबथपࣨࣜरतझरࣜ नफफधयࣜनथधडࣜझ य࣪ट࣪ࣜढफमࣜ रतथयࣜफऱरबऱरࣜबथप

࣭ࣶࣾࣜࣜएईअऌࣜइ࣭

एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ इ࣭ ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ ठथढढडमडपरथझनࣜयबडडठࣜ झरࣜटनफयडठࣜटनऱरटतࣜइ࣭࣪ अढࣜरतथयࣜटझनटऱनझरडठࣜ रतथयࣜझयࣜयनथबबथपणࣜ टनऱरटत

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable from TCU to the backup alarm device

ऎँउࣽऎइ

2. Check the connector from backup alarm device to TCU 3. Check the resistance of backup alarm device 1. Check the cable from TCU to the backup alarm device 2. Check the connector from backup alarm device to TCU 3. Check the resistance of backup alarm device 1. Check the cable from TCU to the backup alarm device 2. Check the connector from backup alarm device to TCU 3. Check the resistance of backup alarm device"

1. Check pressure at थढࣜढझथनऱमडࣜझरࣜ clutch K1 झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in रफࣜपडऱरमझन the system 3. Check sensor gap at internal speed sensor 4. Check sensor gap at turbine speed sensor 5. Check signal at internal speed sensor 6. Check signal at turbine speed sensor 7. Replace clutch

SM 751

13-4-19

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣮ࣾ ࣮ࣶࣾࣜࣜएईअऌࣜइ࣮

ऀँएࣿऎअऌऐअऋऊ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ इ࣮ ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ ठथढढडमडपरथझनࣜयबडडठࣜ झरࣜटनफयडठࣜटनऱरटतࣜइ࣮࣪ अढࣜरतथयࣜटझनटऱनझरडठࣜ रतथयࣜझयࣜयनथबबथपणࣜ टनऱरटत

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check pressure at clutch K2

ऎँउࣽऎइ

थढࣜढझथनऱमडࣜझरࣜ झपफरतडमࣜटनऱरटतࣜथयࣜ बडपठथपणࣨࣜऐࣿऑࣜयतथढरयࣜ 2. Check main pressure in रफࣜपडऱरमझन the system 3. Check sensor gap at internal speed sensor 4. Check sensor gap at turbine speed sensor 5. Check signal at internal speed sensor 6. Check signal at turbine speed sensor

࣯ࣾ

࣯ࣶࣾࣜࣜएईअऌࣜइ࣯

एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ इ࣯ ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ ठथढढडमडपरथझनࣜयबडडठࣜ झरࣜटनफयडठࣜटनऱरटतࣜइ࣯࣪ अढࣜरतथयࣜटझनटऱनझरडठࣜ रतथयࣜझयࣜयनथबबथपणࣜ टनऱरटत

7. Replace clutch" 1. Check pressure at clutch K3

ࣰࣾ

ࣰࣶࣾࣜࣜएईअऌࣜइࣰ

एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ इࣰ ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ ठथढढडमडपरथझनࣜयबडडठࣜ झरࣜटनफयडठࣜटनऱरटतࣜइࣰ࣪ अढࣜरतथयࣜटझनटऱनझरडठࣜ रतथयࣜझयࣜयनथबबथपणࣜ टनऱरटत

7. Replace clutch 1. Check pressure at clutch K4

SM 751

13-4-20

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ࣱࣾ ࣱࣶࣾࣜࣜएईअऌࣜइऒ

ऀँएࣿऎअऌऐअऋऊ एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ इऒ ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ ठथढढडमडपरथझनࣜयबडडठࣜ झरࣜटनफयडठࣜटनऱरटतࣜइऒ࣪ अढࣜरतथयࣜटझनटऱनझरडठࣜ रतथयࣜझयࣜयनथबबथपणࣜ टनऱरटत

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check pressure at clutch KV

ऎँउࣽऎइ

ࣲࣾ

ࣲࣶࣾࣜࣜएईअऌࣜइऎ

एईअऌऌࣽःँࣜࣽऐࣜࣿईऑऐࣿऄࣜ इऎ ऐࣿऑࣜटझनटऱनझरडयࣜझࣜ ठथढढडमडपरथझनࣜयबडडठࣜ झरࣜटनफयडठࣜटनऱरटतࣜइऎ࣪ अढࣜरतथयࣜटझनटऱनझरडठࣜ रतथयࣜझयࣜयनथबबथपणࣜ टनऱरटत

7. Replace clutch 1. Check pressure at clutch KR

ࣾࣳ

ࣾࣽ

SM 751

ࣶࣾࣳࣜࣜऋलडमࣜएऱऩब

ऋऒँऎऐँउऌࣜएऑउऌ ऐࣿऑࣜऩडझयऱमडठࣜझࣜ रडऩबडमझरऱमडࣜथपࣜरतडࣜ फथनࣜयऱऩबࣜरतझरࣜथयࣜ फलडमࣜरतडࣜ झननफळडठࣜरतमडयतफनठ

पफࣜमडझटरथफप

पफࣜमडझटरथफप ࣶࣾࣽࣜࣜऋथनࣜंथनरडम ऀअंंँऎँऊऐअࣽईࣜ ँममफम ऌऎँएएऑऎँࣜऋअईࣜंअईऐँऎ ऐࣿऑࣜऩडझयऱमडठࣜझࣜ लफनरझणडࣜझरࣜ ठथढढडमडपरथझनࣜ बमडययऱमडࣜयळथरटतࣜफऱरࣜ फढࣜरतड झननफळडठࣜमझपणड

7. Replace clutch 1. Cool down machine 2. Check wiring from TCU to differential pressure switch 3. Check temperature sensor 1. Check oil filter 2. Check wiring from TCU to differential pressure switch 3. Check differential pressure switch (measure resitance)

13-4-21

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ऀ࣭ ऀ࣭ࣶࣜࣜऐ࣫उࣜँममफम

ऀ࣮

ऀ࣯

ऀࣰ

ऀࣱ

ऀࣲ

SM 751

ऀ࣮ࣶࣜࣜऐ࣫उࣜँममफम

ऀँएࣿऎअऌऐअऋऊ ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜࣽऐࣜऌऋओँऎࣜ एऑऌऌईकࣜंऋऎࣜएँऊएऋऎए ऐࣿऑࣜऩडझयऱमडयࣜऩफमडࣜ रतझपࣲࣜऒࣜझरࣜरतडࣜबथपࣜ ࣽऑࣱ࣭ࣜࣤऒࣜयडपयफमࣜ यऱबबनवࣥ

ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ऌऋओँऎࣜएऑऌऌईकࣜंऋऎࣜ एँऊएऋऎए ऐࣿऑࣜऩडझयऱमडयࣜनडययࣜ रतझपࣰࣜऒࣜझरࣜरतडࣜबथपࣜ ࣽऑࣱ࣭ࣤऒࣜयडपयफमࣜ यऱबबनवࣥ ऀ࣯ࣜ ࣶࣜ ࣾझररडमव ईऋओࣜऒऋईऐࣽःँࣜࣽऐࣜ ईफळ ࣾࣽऐऐँऎक ऩडझयऱमडठࣜलफनरझणडࣜझरࣜ बफळडमࣜयऱबबनवࣜथयࣜ नफळडमࣜरतझप࣭ࣜ࣬ऒ࣭࣮ࣤऒࣜ ठडलथटडࣥ नफळडमࣜरतझप࣭ࣜࣴऒࣰ࣮ࣤऒࣜ ठडलथटडࣥ ऀࣰࣜ ࣶࣜ ࣾझररडमव ऄअःऄࣜऒऋईऐࣽःँࣜࣽऐࣜ ऄथणत ࣾࣽऐऐँऎक ऩडझयऱमडठࣜलफनरझणडࣜझरࣜ बफळडमࣜयऱबबनवࣜथयࣜ तथणतडमࣜरतझप࣭ࣜࣴऒ࣭࣮ࣤऒࣜ ठडलथटडࣥ तथणतडमࣜरतझपࣜ ࣱ࣯࣮࣪ऒࣰ࣮ࣤऒࣜठडलथटडࣥ ऀࣱࣶࣜࣜऐ࣫उࣜँममफम ँऎऎऋऎࣜࣽऐࣜऒࣽईऒँࣜऌऋओँऎࣜ एऑऌऌईकࣜऒऌए࣭ ऐࣿऑࣜयळथरटतडठࣜफपࣜऒऌए࣭ࣜ झपठࣜऩडझयऱमडठࣜऒऌए࣭ࣜथयࣜ फढढࣜफमࣜऐࣿऑࣜयळथरटतडठ फढढࣜऒऌए࣭ࣜझपठࣜ ऩडझयऱमडठࣜऒऌए࣭ࣜथयࣜ यरथननࣜफप ऀࣲࣶࣜࣜऐ࣫उࣜँममफम ँऎऎऋऎࣜऒࣽईऒँࣜऌऋओँऎࣜ एऑऌऌईकࣜऒऌए࣮ ऐࣿऑࣜयळथरटतडठࣜफपࣜऒऌए࣮ࣜ झपठࣜऩडझयऱमडठࣜऒऌए࣮ࣜथयࣜ फढढࣜफमࣜऐࣿऑࣜयळथरटतडठ फढढࣜऒऌए࣮ࣜझपठࣜ ऩडझयऱमडठࣜऒऌए࣮ࣜथयࣜ यरथननࣜफप

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम यडडࣜढझऱनरࣜटफठडयࣜपफ࣪ࣜ 1. Check cables and connectors to sensors, ࣮࣭ࣜरफ࣮ࣜࣿ which are supplied from AU1 मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ

ऎँउࣽऎइ

2. Check the power supply at the pin AU1 (should be appx. 5V) यडडࣜढझऱनरࣜटफठडयࣜपफ࣪ࣜ ࣭࣪ࣜࣿतडटधࣜटझञनडयࣜझपठࣜ ࣮࣭ࣜरफ࣮ࣜࣿ टफपपडटरफमयࣜरफࣜयडपयफमयࣨ ळतथटतࣜझमडࣜयऱबबनथडठࣜढमफऩࣜ ࣽऑ࣭ ࣮࣪ࣜࣿतडटधࣜरतडࣜबफळडमࣜ यऱबबनवࣜझरࣜरतडࣜबथपࣜࣽऑ࣭ ࣤयतफऱनठࣜञडࣜझबबऴࣱ࣪ࣜऒࣥ 1. Check power supply यतथढरࣜरफࣜपडऱरमझन battery 2. Check cables from batteries to TCU 3. Check connector form batteries to TCU यतथढरࣜरफࣜपडऱरमझन

1. Check power supply battery 2. Check cables from batteries to TCU 3. Check connector form batteries to TCU

यतथढरࣜरफࣜपडऱरमझन

1. Check fuse 2. Check cables from gearbox to TCU 3. Check connectors from gearbox to TCU 4. Replace TCU

यतथढरࣜरफࣜपडऱरमझन

1. Check fuse 2. Check cables from gearbox to TCU 3. Check connectors from gearbox to TCU 4. Replace TCU

13-4-22

Group 13, Electrical System

ँऎऎऋऎࣜ ईࣿऀ ऀँएࣿऎअऌऐअऋऊ ࣿऋऀँ ँऎऎऋऎࣜउँएएࣽःँ ँ࣯ ँ࣯ࣶࣜࣿࣽऊࣜऐथऩडफऱर ए࣪ࣿ࣪ऐऋࣜࣾࣽऐऐँऎकࣜ ऒऋईऐࣽःँࣜࣽऐࣜऀअएऌईࣽकࣜ ऋऑऐऌऑऐ ऐࣿऑࣜयडपठयࣜठझरझࣜरफࣜ रतडࣜठथयबनझवࣜझपठࣜ ऩडझयऱमडयࣜझनळझवयࣜझࣜ तथणतࣜलफनरझणड नडलडनࣜफपࣜरतडࣜ टफपपडटरफम ँࣰ ँࣰࣶࣜࣿࣽऊࣜऐथऩडफऱर ए࣪ࣿ࣪ऐऋࣜःऎऋऑऊऀࣜࣽऐࣜ ऀअएऌईࣽकࣜऋऑऐऌऑऐ ऐࣿऑࣜयडपठयࣜठझरझࣜरफࣜ रतडࣜठथयबनझवࣜझपठࣜ ऩडझयऱमडयࣜझनळझवयࣜझࣜ तथणतࣜलफनरझणड नडलडनࣜफपࣜरतडࣜ टफपपडटरफम ं࣭ ं࣭ࣜ ࣶࣜ ँँऌऎऋउ ःँऊँऎࣽईࣜँँऌऎऋउࣜंࣽऑईऐ ँममफम ऐࣿऑࣜटझपࣣरࣜमडझठࣜपफपࣜ लफनझपरथनडࣜऩडऩफमव ं࣯ ं࣯ࣶࣜࣜࣽऌऌࣜँममफम ࣽऌऌईअࣿࣽऐअऋऊࣜँऎऎऋऎ यफऩडरतथपणࣜफढࣜरतथयࣜ झबबनथटझरथफपࣜथयࣜळमफपण ंࣱ ंࣱࣜ ࣶࣜ ࣿनऱरटत ࣿईऑऐࣿऄࣜंࣽअईऑऎँ ंझथन ࣽँࣾࣜळझयࣜपफरࣜझञनडࣜरफࣜ झठदऱयरࣜटनऱरटतࣜ ढथननथपणࣜबझमझऩडरडमय ंࣲ ंࣲࣶࣜࣜऐ࣫उࣜँममफम ࣿईऑऐࣿऄࣜࣽऀआऑएऐउँऊऐࣜ ऀࣽऐࣽࣜईऋएऐࣜऋऎࣜ अऊࣿऄऌँऀࣽईࣜ ࣿࣽईअࣾऎࣽऐअऋऊ ऀࣽऐࣽࣜईऋएऐ ऐࣿऑࣜळझयࣜपफरࣜझञनडࣜरफࣜ मडझठࣜटफममडटरࣜटनऱरटतࣜ झठदऱयरऩडपरࣜ बझमझऩडरडमय

SM 751

मडझटरथफपࣜफढࣜरतडࣜऐࣿऑ पफࣜमडझटरथफप

बफययथञनडࣜयरडबयࣜरफࣜ मडबझथम 1. Check the cable from TCU to the display

ऎँउࣽऎइ

2. Check the connectors at the display 3. Change display

पफࣜमडझटरथफप

࣭ࣞࣞࣞ࣪ࣜࣿतडटधࣜरतडࣜटझञनडࣜ ढमफऩࣜऐࣿऑࣜरफࣜरतडࣜठथयबनझव ࣮࣪ࣜࣿतडटधࣜरतडࣜटफपपडटरफमयࣜ झरࣜरतडࣜठथयबनझव ࣯࣪ࣜࣿतझपणडࣜठथयबनझवࣞ

पफࣜमडझटरथफप

मडबनझटडࣜऐࣿऑࣜࣝ!

रमझपयऩथययथफपࣜयरझवࣜ पडऱरमझन

मडबनझटडࣜऐࣿऑࣜࣝࣝ

रमझपयऩथययथफपࣜयरझवࣜ पडऱरमझन

टतडटधࣜटनऱरटत

ठडढझऱनरࣜलझनऱडयࣹࣜࣜ࣬ࣜ डऴडटऱरडࣜࣽँࣾ ढफमࣜࣽँࣾࣜफढढयडरयࣜ ऱयडठ

13-4-23

GROUP 20 (D)

GROUP 20 DRIVE AXLE (for Diesel truck)

System Operation ................................................... Section 1 Differential Carrier Assy.......................................... Section 2 Drive axle ................................................................. Section 3 Problem and Cause .................................................. Section 4 Drive Axle Disassembly and Reassembly .............. Section 5

SM 751

20-0

Group 20, Drive Axle (D)

Section 1. System Operation XUGn Gz

u U

uhtl

u U

uhtl

X k G G

\ Gk G

Y k G

] GT

Z k G

^ GT

[ w Gi

_ GT

୛Gk G G G G G G G OXPSG G OYPSG G G OZPU GGG{ G G G G G G G G G U GGG{ G G G G G G G G G G G G G G U GGGh G G G G G G G G G G G G G U

SM 751

20-1-1

Group 20, Drive Axle (D)

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n G Gk G

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h G

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v G

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SM 751

20-1-2

Group 20, Drive Axle (D)

Section 2. Differential Carrier Assy XUGn Gz

uhtl

u U

zwljU

w G G G

YWUW^WGTGYWUW`W

z G G

X`U`\`GTGX`U`_W

w G G

XU`YGTGYUW_

[

z G

z G G

XU`\GTGYUW\

୛Gk G G G G G G G G G U GGGG~ G G G G G G G G G G G G G G U GGGGk G G G G[G OXPSGYG G O[PG GXG OYPU GGGG{ G G G G G G[ OXPG GYG G O[PSG G G G GGGG G G G U

SM 751

20-2-1

Group 20, Drive Axle (D)

Section 3. Drive Axle XUGn Gz

u U

SM 751

uhtl

u U

uhtl

u U

uhtl

X z G

] o G

XX z

Y w G

^ k G

XY k G G

Z p G

_ k G

XZ k G G

[ p G G

` k G G

X[ w G

\ { G

XW y G

X\ w G

20-3-1

Group 20, Drive Axle (D)

୛GGk G G G G G G G O`PSG G O^PG G G GGGGO]PG G G G G G G G UGG GGGG{ G G GG G G G G G G G G G OX[P GGGG G G OXWPG G G G G G G U GGGG{ G G G G G G G G G G G G N G GGGG G G G G G U GGGG{ G G G G[G OXYPSGYG G OXZPG G OXXPG G GG GGGG G[G OXYPG GYG G OXZPG G G G U GGGGz G GOXZPG G G O^PG G G G G G G G O^PG GGGG G G OYPSG G O]PG G G U

SM 751

20-3-2

Group 20, Drive Axle (D) YUGk Gh G{ G{

uhtl

u U

zwljU

i GTGp G

i GTGz

i GTGz G

X\W·XWG U༃

[

i GTGh G

XWW·YWG U༃

i GTGk G

]WW·\WG U༃

]

i GTGy G

XSZ\W·\WG U༃

i GTGk G

XS`WW·\WG U༃

i GTGk G G

XSXWW·\WG U༃

i GTGw Gi

YS]WW·\WG U༃

i GTGi Gk

XSYWW·\WG U༃

YYW·ZWG U༃ XSYWW·\WG U༃

SM 751

20-3-3

Group 20, Drive Axle (D) ZUGk Gi G

u U

uhtl

u U

uhtl

X z

\ k G

Y z G

] z G

Z k G

^ z G

[ z G G G

_ w G

୛Gz G G G G G G G G G G G G G GGGG G G G G G G UG GGGGi G G G G G G G G T SG G G G G G G G GGGG G G G G G G G U GGGGt G G G[G G OZPSG\G G OYPSG G O^PU GGGGi G G G G G G G G G G G O\PG G G O]PU

SM 751

20-3-4

Group 20, Drive Axle (D)

Section 4. Problem and Cause ΁΃΀ͳͽͶ;

Ϳ΀

ʹͲΆ΄Ͷ

͑΃ΖΘΦΝΒΣ͑ΟΠΚΤΖ

͙͚͑͢ΝΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΤΙΠΣΥΒΘΖ͟ ͙΁ΖΥΣΠΝΖΦΞ͑ΠΚΝ͑ΔΙΒΘΖ͑ͫ͑ͦ͡͡ΠΡΖΣΒΥΚΟΘ͑ΙΠΦΣΤ͑͝ΥΨΚΤΖ͑Β͑ΪΖΒΣ͚ ͙͚ͣ͑ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟ ͙͚ͤ͑ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΤΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͑ΠΣ͑ΕΖΗΖΔΥ͟ ͙͚ͥ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΒΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͟ ͙͚ͦ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΠΣ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΕΒΞΒΘΖ͑ΠΣ͑ΨΖΒΣ͟ ͙͚ͧ͑ͽΒΣΘΖ͑ΠΣ͑ΤΞΒΝΝ͑ΘΖΒΣ͑ΓΒΔΜΝΒΤΙ͟ ͙͚ͨ͑΁ΚΟΚΠΟ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟ ͙͚ͩ͑΄ΚΕΖ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟

͑ͺΣΣΖΘΦΝΒΣ͑ΟΠΚΤΖ

͙͚͑͢ͺΣΣΖΘΦΝΒΣ͑ΣΠΥΒΥΚΠΟ͑ΠΗ͑ΣΚΟΘ͑ΘΖΒΣ͟ ͑͑Β͑͟ͽΠΠΤΖΟΖΕ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΗΚΩΚΟΘ͑ΓΠΝΥ͟ ͑͑Γ͑͟͵ΣΚΧΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟ ͙͚ͣ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΓΖΒΣΚΟΘ͑ΕΒΞΒΘΖ͟

͑ͿΠΚΤΖ͑ΠΟΝΪ͑ΒΥ͑ΥΙΖ͑ΣΠΥΒΥΚΠΟ

͙͚͑͢͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΕΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΠΣ͑ΤΡΚΕΖΣ͑ΒΣΖ ͑͑͑͑͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟ ͙͚ͣ͑΄ΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΔΒΤΖ͑ΒΣΖ͑ΥΚΘΙΥΝΪ͑ΞΖΤΙΖΕ͟ ͙͚ͤ͑͵ΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΤΚΕΖ͑ΘΖΒΣ͑ΕΖΗΖΔΥ͟ ͙͚ͥ͑΅ΙΣΦΤΥ͑ΨΒΤΙΖΣ͑ΨΖΒΣ͑ΠΣ͑ΕΒΞΒΘΖ͟ ͙͚ͦ͑΅ΠΠ͑ΝΒΣΘΖ͑ΓΒΔΜΝΒΤΙ͙͑ΓΖΥΨΖΖΟ͑ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͚

͑ͽΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΝΖΒΜΒΘΖ

͙͚͑͢΀ΚΝ͑ΝΖΒΜΒΘΖ͑ΒΥ͑ΥΙΖ͑ΒΩΝΖ͑ΙΦΓ͑ΔΒΣΣΚΖΣ͑ΤΚΕΖ͟ ͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟ ͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟ ͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΓΣΖΒΥΙΖΣ͟ ͙͚ͣ͑΁ΚΟΚΠΟ͑ΒΩΝΖ͑ΝΖΒΜΒΘΖ͟ ͑͑Β͑͟΅ΠΠ͑ΙΚΘΙ͑ΠΚΝ͑ΝΖΧΖΝ͟ ͑͑Γ͑͟ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟ ͑͑Δ͑͟ʹΝΠΘΘΖΕ͑ΓΣΖΒΥΙΖΣ͟ ͑͑Ε͑͟ΈΖΒΣ͑ΠΣ͑ΚΟΔΠΣΣΖΔΥ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΠΚΝ͑ΤΖΒΝ͟

͑͵ΣΚΧΖ͑ΨΙΖΖΝ͑ΤΥΠΡΡΚΟΘ

͙͚͑͢ͲΩΝΖ͑ΤΙΒΗΥ͑ΕΒΞΒΘΖΕ͟ ͑͑Β͑͟ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΝΠΠΤΖΟΚΟΘ͟ ͑͑Γ͑͟΄ΙΠΣΥ͑ΝΖΟΘΥΙ͑ΠΗ͑ΤΙΒΗΥ͟ ͑͑Δ͑͟΄ΥΦΕ͑ΒΟΕ͑ΟΦΥ͑ΝΠΠΤΖΟΚΟΘ͟ ͙͚ͣ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΥΖΖΥΙ͑ΕΒΞΒΘΖΕ͟ ͙͚ͤ͑΁ΚΟΚΠΟ͑ΘΖΒΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΤΚΕΖ͑ΘΖΒΣ͑ΚΤ͑ΕΒΞΒΘΖΕ͟ ͙͚ͥ͑΄ΡΚΕΖΣ͑ΠΗ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΡΚΟΚΠΟ͑ΚΤ͑ΕΒΞΒΘΖΕ͟

SM 751

20-4-1

Group 20, Drive Axle (D)

Section 5. Drive Axle Disassembly and Reassembly ͙͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͚͑͑ ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑Έ͹ͶͶͽ͑͹Άͳ͑ͯ ͚͑͢͵ΣΒΚΟ͑ΠΚΝ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟΚΟΘ͑ΕΣΒΚΟ͑ΡΝΦΘ͑ΨΚΥΙ͑Β͑ΥΠΣ΢ΦΖ͑ΨΣΖΟΔΙ͑ ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟

͵΃ͲͺͿ͑΁ͽΆ͸

͚ͣ͑ͽΠΠΤΖΟ͑ΠΚΝ͑ΗΚΝΝΖΣ͑ΡΝΦΘ͑ΠΟ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟ Ϳ΀΅Ͷͫ͑΄ΒΞΖ͑ΤΥΖΡ͑ΥΠ͑ΓΖ͑ΞΒΕΖ͑ΒΥ͑ΥΙΖ͑ΤΖΔΠΟΕ͑ΤΚΕΖ͒

͚ͤ͑ͽΠΠΤΖΟ͑ΔΪΝΚΟΕΣΚΔΒΝ͑ΓΠΝΥΤ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͟ ͵ΖΥΒΔΙ͑ΒΟΕ͑ΣΖΞΠΧΖ͑΀͞ΣΚΟΘ͑ΗΣΠΞ͑ΒΩΝΖ͑ΙΦΓ͟

SM 751

20-5-1

Group 20, Drive Axle (D)

͚ͥ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚͑͢ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͟

͙͚͢

͚ͦ͑΃ΖΞΠΧΖ͑ͤΡΚΟΤ͙͚ͣ͑ΨΚΥΙ͑Β͑ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͟

͙͚ͣ

͚ͧ͑΃ΖΞΠΧΖ͑ΡΝΒΟΖΥ͑ΘΖΒΣ͙͚ͤ͑͝ΟΖΖΕΝΖ͑ΓΖΒΣΚΟΘ͙͚ͥ͑ΒΟΕ͑ΥΙΣΦΤΥ ΨΒΤΙΖΣ͙͚ͦ͟

͙͚ͤ ͙͚ͣ ͙͚͢

͙͚ͥ

͙͚ͦ

͚ͨ͑΃ΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΒΟΕ͑ΕΣΚΧΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ

SM 751

͙͚ͨ

20-5-2

Group 20, Drive Axle (D)

͚ͩ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΗΣΠΞ͑ ΥΙΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ ͙͚ͨ ͙͚ͩ

͚ͪ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΓΠΝΥ͙͚ͪ͑͝ΣΖΞΠΧΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͙͚͑͢͡ ΗΣΠΞ͑ΥΙΖ͑ΤΡΚΟΕΝΖ͑͟

͙͚͢͡

͙͚ͪ

͚͑͢͡΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΡΦΝΝ͑ΗΝΒΟΘΖ͑ΠΦΥ͑ΠΗ͑ ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚͑͢͢΁ΣΖΤΤ͑ΠΗΗ͑ΓΖΒΣΚΟΘ͑͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟ͑ΗΝΒΟΘΖ͑ΨΚΥΙ͑ΕΚΤΒΤΤΖΞΓΝΪ ΥΙΣΖΒΕ͑ͣ͑Ή͑;ͩ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΚΥ͟

SM 751

20-5-3

Group 20, Drive Axle (D)

͚ͣ͑͢΃ΖΞΠΧΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΗΣΠΞ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟ ͥ͑͢ΓΠΝΥ͙͚͢͢͟

͙͚͢͢

͚ͤ͑͢΃ΖΞΠΧΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΗΣΠΞ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΓΪ͑ΦΤΚΟΘ͑ΛΚΘ͑ΒΟΕ͑ ΙΒΞΖΣ͑͟ ΄ΙΒΗΥ͑ΤΖΒΝ͑ΨΚΚΝ͑ΓΖ͑ΕΒΞΒΘΖΕ͟

SM 751

20-5-4

Group 20, Drive Axle (D)

ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑ͲΉͽͶ͑͹΀Ά΄ͺͿ͸͑ͯ

͚͑͢ͽΠΠΤΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΔΒΣΣΚΖΣ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ ΦΤΚΟΘ͑Β͑ΝΚΗΥΚΟΘ͑ΞΒΔΙΚΟΖ͟

͚ͣ͑ͷΠΣ͑ΥΙΖ͑ΣΖΒΤΤΖΞΓΝΪ͑͝ΔΙΖΔΜ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΒΟΕ͑ΣΖΔΠΣΕ͑ΚΥ͟ ͲΗΥΖΣ͑ΝΠΠΤΖΟ͑ͣ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΓΒΔΜΚΟΘ͑ΡΝΒΥΖ͙͚ͤ͟

͙͚͢

͙͚ͣ

͙͚ͤ

͚ͤ͑ͳΖΗΠΣΖ͑ΣΖΞΠΧΚΟΘ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΔΒΣΣΚΖΣ͙͚ͥ͑͝ΔΙΖΔΜ͑ΥΙΖ͑ ΝΠΔΒΥΚΠΟ͑ΠΗ͑ΔΒΡ͙͚ͦ͑ΒΟΕ͑ΞΒΣΜ͑ΚΥ͑ΗΠΣ͑ΣΖΒΤΤΖΞΓΝΪ͟

͙͚ͦ ͙͚ͧ

͚ͥ͑΃ΖΞΠΧΖ͑ͥ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͙͚ͧ͑ΒΟΕ͑ΔΒΡ͙͚ͦ͟

͙͚ͥ

͚ͦ͑͵ΚΤΒΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͙͚ͧ͑ΗΣΠΞ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ ͣ͑͢ΓΠΝΥΤ͙͚ͨ͟

SM 751

͙͚ͧ

͙͚ͨ

20-5-5

Group 20, Drive Axle (D)

͚ͧ͑΃ΖΞΠΧΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟ ͙͚ͩ

͚ͨ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ͣ͑͢ΞΠΦΟΥΚΟΘ͑ΓΠΝΥΤ͙͚ͩ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ ΥΙΖΟ͑ΕΚΤΒΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚ͩ͑ʹΙΖΔΜ͑ΥΙΖ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΤΖΡΒΣΒΥΖ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΗΣΠΞ͑ ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͟ ͺΗ͑ΥΙΖΣΖ͑ΚΤ͑ΟΠ͑ΞΒΣΜ͑͝ΓΖ͑ΤΦΣΖ͑ΥΠ͑ΞΒΣΜ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟ ΈΙΖΟ͑ΣΖΒΤΤΖΞΓΝΚΟΘ͑͝ΚΥ͑ΞΦΤΥ͑ΓΖ͑ΡΝΒΔΖΕ͑ΒΥ͑͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͑ ΥΙΒΥ͑ΓΖΗΠΣΖ

͚ͪ͑΃ΖΞΠΧΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑͝ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΒΟΕ͑ ΥΙΖΟ͑ΡΝΒΔΖ͑ΥΙΖΞ͑ΠΟ͑ΥΙΖ͑ΔΝΖΒΟ͑ΓΖΟΔΙ͟ ΥΙ Ν ΥΙ ΥΙ Ν Γ Ι

͚͑͢͡ͽΠΠΤΖΟ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑͵ΣΦΞ͙͚͑͢͡ΗΣΠΞ͑ΥΙΖ͑΁ΒΣΜΚΟΘ ͳΣΒΜΖ

͙͚͢͡

͙͚ͪ

SM 751

20-5-6

Group 20, Drive Axle (D) ͚͑͢͢ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΝΠΔΜ͑ΟΦΥ͙͚͑͢͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΪΠΜΖ͙͚ͣ͢

͙͚͢͢ ͙͚ͣ͢ ͙͚ͦ͢

͚ͣ͑͢ͽΠΠΤΖΟ͑ͥ͑ΓΠΝΥΤ͙͚ͤ͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑΁ΒΣΜΚΟΘ͑ͳΣΒΜΖ͙͚ͥ͑͑͢ΗΣΠΞ ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΙΠΦΤΚΟΘ͟ ͚ͤ͑͢΃ΖΞΠΧΖ͑ΔΒΣΖΗΦΝΝΪ͑ΕΣΚΧΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͙͚͑ͦ͑͢ΓΪ͑ΦΤΚΟΘ͑Β͑ ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͑͑͑͑͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΕΒΞΒΘΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ͙͚ͥ͢

͙͚ͤ͢

͚ͥ͑͢΃ΖΞΠΧΖ͑ΤΙΚΞ͙͚ͧ͑͢ΒΟΕ͑ΤΡΒΔΖΣ͙͚ͨ͑͢ΗΣΠΞ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ΆΤΚΟΘ͑Β͑ΓΖΒΣΚΟΘ͑ΡΦΝΝΖΣ͑͝ΕΚΤΒΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟

͙͚ͨ͢

͙͚ͧ͢

͑͑

͚ͦ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΤΙΚΞ͑ΗΣΠΞ͑ ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ΦΤΚΟΘ͑Β͑ΛΚΘ͑ΒΟΕ͑ΙΒΞΞΖΣ͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͟

͚ͧ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΠΡΡΠΤΚΥΖ͑ ΤΚΕΖ͟

SM 751

20-5-7

Group 20, Drive Axle (D)

ʹΙΖΔΜ͑ΨΖΒΣ͑͝ΕΒΞΒΘΖ͑ΠΣ͑ΔΣΒΔΜ͑ΗΠΣ͑ΒΝΝ͑ΥΙΖ͑ΡΒΣΥΤ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΟΖΖΕΖΕ͟ ͺΗ͑ΥΙΖ͑ΥΖΖΥΙ͑ΠΗ͑ΘΖΒΣ͑ΒΣΖ͑ΕΒΞΒΘΖΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͟ ΃ΖΡΝΒΔΖ͑ΕΒΞΒΘΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͟ ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΖΗΠΣΞΖΕ͑ΤΙΚΞΤ͑ΠΣ͑ΨΠΣΟ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣΤ͟ ΃ΒΤΡ͑ΠΗΗ͑ΥΙΖ͑ΤΖΒΝ͑ΔΠΟΥΒΔΥΖΕ͑ΤΦΣΗΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑ͳͶ·Ͷͽ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ ͲΕΛΦΤΥΚΟΘ͑ΤΙΚΞ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑͑ΤΙΒΗΥ͟ ͚͑͢ͲΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΟΕ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΨΚΥΙ ΗΠΝΝΠΨΚΟΘ͑ΞΖΥΙΠΕ͟ ͞ ;ΖΒΤΦΣΖ͓͑Ͷ͓ΒΥ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟ ͞ ͳΪ͑ΥΙΖ͑Ζ΢ΦΒΥΚΠΟ͓͑͑Ή͑ͮ͑Ͷ͑͞ ͳ͑͞ ΅͑ρ ʹ͓͑͑ΕΖΗΚΟΖ͑ΥΙΖ͑ΤΙΚΞ͑ ΥΙΚΔΜΟΖΤΤ͙͚͢͟ ͳ͑ͫ͑;ΠΦΟΥΚΟΘ͑ΕΚΞΖΟΤΚΠΟ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ͤ͢͢͟͢͝͡ΞΞ ΅͑ͫ͑͹ΖΚΘΙΥ͑ΠΗ͑ΓΖΒΣΚΟΘ͟ ʹ͑ͫ͑͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͟ ͺΗ͑ΥΙΖΣΖ͘Τ͑ΟΠ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ʹͮ͟͡ ͶΉ͑ͫ͑ͷΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͓͑͝Ͷ͓͑ͮ͑ͧͤ͢͟͢᎖͝ ͳ͑ΚΤ͑ΗΒΔΥΠΣΪ͑ΕΚΞΖΟΤΚΠΟ͓͑͝ͳ͓͑ͮ͑ͤ͢͢͟͢͡᎖͝ ͷΣΠΟΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͓͑͝΅͓͑ͮ͑͑ͤͦ͢͟᎖͝ ʹΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͓͑͝ʹ͓͑ͮ͑ͦ͟͡͡᎖͝ ΄ΙΚΞ͑ΥΙΚΔΜΟΖΤΤͫ͑͑͑͑͑ ͓Ή͓͑ͮ͑ͧͤͤͤͦͦ͑ͮ͑ͥͦ͢͟͢͢͢͟͢͢͟͟͟͡͞͡͞͞͡͡͡᎖͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͺΗ͑ΥΖΖΥΙ͑ΒΣΖ͑ΕΒΞΒΘΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͙͑͟ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΤΙΒΗΥ͚ ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͑ΒΟΕ͑ΓΖΒΣΚΟΘΤ SM 751

20-5-8

Group 20, Drive Axle (D) ͚ͣ͑ΆΤΚΟΘ͑ΕΚΗΗΖΣΖΟΥ͑ΜΚΟΕΤ͑ΠΗ͑ΤΙΚΞΤ͑͝ΒΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΤ͑ΞΖΒΤΦΣΖΕ͑ ΓΪ͑ΡΣΖΧΚΠΦΤ͑Ζ΢ΦΒΥΚΠΟ͟ ΁ΝΒΔΖ͑ΤΙΚΞΤ͑ΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟ ΆΤΚΟΘ͑Β͑ΛΚΘ͑͝ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΤΠ͑Υ ΙΒΥ͑͑͑ ΥΙΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

͚ͤ͑͹ΖΒΥ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΥΠ͑ΞΒΩ͑͢͡͡ఁ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑ΥΠ͑ ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ͲΝΤΠ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΤΙΠΦΝΕ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ ͚͢ ͲΤΤΖΞΝΖ ΓΖΒΣΚΟΘ ΔΦΡ ͚͑͢ͲΤΤΖΞΝΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͟ ͲΤΤΖΞΓΝΖ͑ΤΡΒΔΖΣ͑ΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΥΙΖΟ͑ΚΟΤΥΒΝΝ͑ΞΖΒΤΦΣΖΕ͑ ΤΙΚΞΤ͑ΠΟΥΠ͑ΥΙΖ͑ΤΡΒΔΖΣ͟

͚ͣ͑ͺΟΤΖΣΥ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΚΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟ ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͑ΒΟΕ͑ΝΠΔΜ͑ΟΦΥ͟ ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΠΦΥΖΣ͑ΓΖΒΣΚΟΘ͟ ͲΡΡΝΪΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΡΚΟΚΠΟ͑ΒΟΕ͑ΥΙΖΟ͑ΥΚΘΙΥΖΟ͑ ΝΠΔΜ͑ΟΦΥ͟ ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͥ͝͡͡ίͥ͝͡͡͡Ꭰ‫ח‬ΔΞ ;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ీ΃ΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣ͡ίͤͦᎠ͟ΔΞ͑͑ ʹΠΜΖ͑ΝΠΔΜ͑ΟΦΥ͑ΚΟΥΠ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΤΝΠΥ͟

SM 751

20-5-9

Group 20, Drive Axle (D)

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁Ͳ΃ͼͺͿ͸͑ͳ΃ͲͼͶͯ ͚͢ͲΤΤΖΞΓΝΖ͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΨΚΥΙ͑ΥΙΖ͑ΡΒΣΜΚΟΘ͑ΓΣΒΜΖ͑ΒΟΕ͑ΥΙΖΟ͑΅ΚΘΙΥΖΟ͑ͥ͑ΓΠΝΥΤ ͚͢ͲΤΤΖΞΓΝΖ͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΨΚΥΙ͑ΥΙΖ͑ΡΒΣΜΚΟΘ͑ΓΣΒΜΖ͑ΒΟΕ͑ΥΙΖΟ͑΅ΚΘΙΥΖΟ͑ͥ͑ΓΠΝΥΤ ΨΚΥΙ͑ΝΠΔΥΚΥΖ͔͑ͣͨͨ͑ ͙ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦ͢͢͡ίͣͦ͢͡Ꭰ‫ח‬ΔΞ͚ ͙ీ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦ͢͢͡ίͣͦ͢͡Ꭰ‫ח‬ΔΞ͚

͙͚͢

͚ͣ΃ΖΞΠΧΖ͑ΡΝΦΘ͑ΗΣΠΞ͑ΙΠΝΖ͙͚͑͢ΒΟΕ͑ΙΒΟΕΝΖ͑Β͑ΓΣΒΜΖ͑ΕΣΦΞ͑ΦΟΥΚΝ͑ΤΖΖΚΟΘ ͑ΓΣΒΜΖ͑ΒΕΛΦΤΥΖΣ

͚ͤ΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΡΣΠΔΖΕΦΣΖΤ͑ΤΙΠΦΝΕ͑ΓΖ͑ΒΡΡΝΚΖΕ͑ΥΠ͑ΓΣΒΜΖ͑ΤΙΠΖ͑ ΒΕΛΦΤΥΞΖΟΥ ᐭͲΕΛΦΤΥΖΣ͑ΤΙΠΦΝΕ͑ΓΖ͑ΥΦΣΟΖΕ͑ΥΠ͑ΒΣΣΠΨ͑ΤΚΘΟ͑ΦΟΥΚΝ͑ΠΔΔΦΣΚΟΘ͑ ΕΣΦΞ͑ΕΣΦΘ ᐮͲΕΛΦΤΥΖΣ͑ΤΙΠΦΝΕ͑ΓΖ͑ΥΦΣΟΖΕ͑ΥΠ͑ΠΡΡΠΤΚΥΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΥΙΖ͑ΒΣΣΠΨ͑ ΤΚΘΟ͑ΠΟ͑ΗΠΦΣ͑ΔΝΚΔΜ͑͑͑͑͑͑͟ ͲΥ͑ΥΙΚΤ͑ΥΚΞΖ͑͝ΝΚΟΚΟΘ͑ΔΝΖΒΣΒΟΔΖ͑ΚΤ͑͟͢͡ίͣͦ͟͡ΞΞ͑͑͑͑͑͑͑ ᐯʹΙΖΔΜ͑ΕΣΦΞ͑ΕΣΒΘ͑ΒΗΥΖΣ͑ΠΡΖΣΒΥΚΟΘ͑ΝΖΧΖΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟ ͙΃ΖΡΖΒΥ͑ΗΣΠΞ͑ΓΖΘΚΟΚΟΘ͑ΚΗ͑ΕΣΒΘ͑ΚΤ͑ΠΔΔΦΣΖΕ͚

SM 751

20-5-10

Group 20, Drive Axle (D)

ͭ͑Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑͵ͺͷͷͶ΃ͶͿ΅ͺͲͽ͑Ͳ΄΄Ͷ;ͳͽΊͯ ͚͑͢ͲΤΤΖΞΓΝΖ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͑͝ΤΚΕΖ͑ΘΖΒΣ͑ΒΟΕ͑ΤΡΚΕΖΣ͑ΨΚΥΙ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ ΚΟΤΥΒΝΝ͑ΥΙΖΞ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟ ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣ͟

͚ͣ͑ͲΤΤΖΞΓΝΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ͑ ʹΙΖΔΜ͑ΞΒΣΜΤ͑ΠΟ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟ ;ΒΥΔΙ͑ΥΨΠ͑ΞΒΣΜΤ͑ΒΥ͑ΥΙΖ͑ΤΒΞΖ͑ΡΠΤΚΥΚΠΟ͟

͚ͤ͑΅ΚΘΙΥΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚ͨ͑ΥΠ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͟ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͦͦ͡ίͧͦ͡Ꭰ͟ΔΞ

͙͚͢

͙͚ͣ

͚ͥ͑ͲΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΓΪ͑ΥΚΘΙΥΖΟΚΟΘ͑ͣ͑͢ΓΠΝΥΤ͙͚ͣ͟ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΟ͔͑ͣͨͨ͑ΠΟ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫͤ͢͝͡͡ίͥ͢͟͡͡Ꭰ͟ΔΞ

SM 751

20-5-11

Group 20, Drive Axle (D)

͚ͦ͑ͺΟΤΥΒΝΝ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΠΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟ ΁ΝΒΔΖ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΒΟΕ͑ΤΔΣΖΨ͑ΚΟΥΠ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑͟ ͲΥ͑ΥΙΚΤ͑ΡΠΚΟΥ͑ΠΗ͑ΥΚΞΖ͑͝ΦΤΚΟΘ͑Β͑ΤΔΣΖΨ͑ΒΕΛΦΤΥ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͟ ͺΟΤΥΒΝΝ͑ΥΙΖ͑ΕΚΒΝ͑ΘΒΦΘΖ͑ΠΟ͑ΥΙΖ͑ΘΖΒΣ͑ΥΠΠΥΙ͑ΒΟΕ͑ΞΖΒΤΦΣΖ͑ΥΙΖ͑ΓΒΔΜΝΒΤΙ͑ ΨΙΚΝΖ͑ΣΠΥΒΥΚΟΘ͑ΓΖΧΖΝ͑ΘΖΒΣ͟ ీ ΃ΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ͫ͑ͩ͟͢͡ίͣͤ͟͡᎖ ͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͷΚΩ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ•ΔΞ ;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑͟ ΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΥΒΓΝΖ͑ΤΙΠΨΤ͑ΥΙΖ͑ΣΖΝΒΥΚΠΟ͑ΓΖΥΨΖΖΟ͑ΡΣΖΝΠΒΕ͙΁͚͑ ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΣΠΝΝΣΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͙΋͚͟ ͙ʹΒΝΔΦΝΒΥΖΕ͑ΒΥ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͚

ΆͿͺ΅͙ͼΘχΔΞ͚ ΁

ͣ͡

ͥͥίͥͨ

ͣͦ

ͥͪίͦͣ

ͤ͡

ͦͦίͦͩ

ͤͦ

ͦͪίͧͣ

͚ͨ͑ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΤΔΣΖΨ͑ΔΠΟΥΒΔΥΤ͑ΨΚΥΙ͑ΔΝΠΤΖΝΪ͑ΥΠ͑ΓΖΒΣΚΟΘ͟ ͚ͩ͑ͲΗΥΖΣ͑ΔΠΞΡΝΖΥΖ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΓΖΒΣΚΟΘ͑͝ΞΖΒΤΦΣΖ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ΠΟΔΖ͑ΞΠΣΖ͑ΒΟΕ͑ΣΖΒΕΛΦΤΥ͑ΨΚΥΙ͑Β͑ ΤΔΣΖΨ͑ΚΗ͑ΟΖΖΕΖΕ͟ ͚ͪ͑ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΥΠ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ͟ΔΞ ͚͑͢͡ͲΤΤΖΞΓΝΖ͑ΡΝΒΥΖ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͟ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΖ͑ΥΒΡΡΖΕ͑ΤΚΕΖ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͩ͡ίͣ͢͡Ꭰ͟ΔΞ Ό͑ΔΒΦΥΚΠΟ͑Ύ͑ ͲΤΤΖΞΓΝΖ͑ΠΡΠΤΚΥΖ͑ΤΚΕΖ͑ΨΚΥΙ͑ΥΙΖ͑ΤΒΞΖ͑ΞΖΥΙΠΕΤ͟ ͚͑͢͢ͲΡΡΝΪ͑ΞΒΣΜΚΟΘ͑ΝΚ΢ΦΚΕ͑ΥΠ͑ͤίͥ͑ΥΖΖΥΙ͑ΠΗ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ͑ΓΣΚΟΘ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ ΥΙΖ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟ ʹΙΖΔΜ͑ΠΦΥ͑ΥΙΖ͑ΔΠΟΥΒΔΥΖΕ͑ΤΙΒΡΖ͟

SM 751

20-5-12

Group 20, Drive Axle (D)

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑ʹͲ΃΃ͺͶ΃͑ͯ ͚͑͢ͲΤΤΖΞΓΝΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΚΟΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͟

͙͚͢

͚ͣ͑ͷΚΩ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͙͚͢͟ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͦ͢͝͡͡ίͦ͢͢͝͡Ꭰ͟ΔΞ

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑Έ͹ͶͶͽ͑͹Άͳ͑Ͳ΄΄͘Ίͯ ͚͑͢ͺΟΤΖΣΥ͑ΓΖΒΣΚΟΘ͑ΚΟΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͟ ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΔΠΟΥΒΔΥ͑ΔΠΞΡΝΖΥΖΝΪ͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΣ͑ΠΚΝ͑ΥΠ͑ΤΙΒΗΥ͑ΤΖΒΝ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΚΥ͑ ΗΣΠΞ͑ΥΙΖ͑ΕΚΣΖΔΥΚΠΟ͑ΠΗ͑ΠΦΥΣΖ͑ΤΚΕΖ͑ΠΗ͑ΨΙΖΖΝ͑ΙΦΓ͟

͚ͣ͑ͺΟΤΥΒΝΝ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΥΙΖ͑ΥΦΓΖ͑ΗΝΒΟΘΖ͑ΠΗ͑ΒΩΝΖ͑ΔΠΞΡΝΖΥΖΝΪ͟ ͺΟΤΥΒΝΝ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͟

͚ͤ͑ͺΟΤΖΣΥ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΚΟΥΠ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΤΖΔΦΣΖ͑ΨΚΥΙ͑ΔΚΣΔΝΚΡ͟

SM 751

20-5-13

Group 20, Drive Axle (D)

͚ͥ͑΁ΝΒΔΖ͑ΙΖΒΥΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟΥΠ͑ΗΝΒΟΘΖ͑ ΦΟΥΚΝ ΔΠΟΥΒΔΥ͑͟ͺΟΤΥΒΝΝ͑ΤΦΓΤΖ΢ΦΖΟΥΝΪ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͑ΒΗΥΖΣ͑ΔΠΠΝΚΟΘ͑ΕΠΨΟ͟

͚ͦ͑ͲΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͑ΚΟΥΠ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͟ ͲΤΤΖΞΓΝΖ͑ΒΕΛΦΤΥ͑ΟΦΥ͙͚͢ ీ ͹ΦΓ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣͨ͡ίͤ͡͡Ꭰ͟ΔΞ

͙͚͢

͙͚ͣ

ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ Ζ͑

ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͪ͢͡ίͣͦ͡Ꭰ͟ΔΞ

͚ͧ͑ͲΤΤΖΞΓΝΖ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͙͚͙͚͑ͤͥ͑͝ΨΚΥΙ͑ΠΚΝ͙;΀ͳͺͽ͔͚͑ͥͣͥ͑ΥΠ͑ΥΙΖ͑ͲΩΝΖ͑ ΙΠΦΤΚΟΘ͙͚ͦ͟ ͲΤΤΖΞΓΝΖ͑ΓΦΤΙΚΟΘ͙͚ͧ͑ΥΠ͑ΡΚΤΥΠΟ͙͚ͨ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΡΚΤΥΠΟ͙͚ͨ ͲΤΤΖΞΓΝΖ ΓΦΤΙΚΟΘ͙͚ͧ ΥΠ ΡΚΤΥΠΟ͙͚ͨ ΒΟΕ ΥΙΖΟ ΒΤΤΖΞΓΝΖ ΡΚΤΥΠΟ͙͚ͨ ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΒΡΡΝΪΚΟΘ͑ΠΚΝ͑ΤΦΗΗΚΔΚΖΟΥΝΪ͑ΒΟΕ͑ΒΡΡΝΪ͑ΝΠΔΥΚΥΖ͑ ͔ͣͨ͑͢ΥΠ͑ΤΡΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΥΠ͑͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͥ͢͡ίͧ͢͡ΜΘ͟ΔΞ ͲΤΤΖΞΓΝΖ͑ͤ͑ΓΣΒΜΖΡΚΟΤ͙͚͑͢͡ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ Ό͑ΔΒΦΥΚΠΟ͑Ύ͑ ʹΙΖΔΜ͑ΥΙΖ͑ΤΥΒΥΦΤ͑ΠΗ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΕΒΞΒΘΖ͟

ͭ͑ͲΤΤΖΞΓΝΚΟΘ͑ΡΝΒΥΖ͑ΒΟΕ͑ΚΟΤΡΖΔΥΚΠΟ͑ͯ Β͑͟ͲΤΤΖΞΓΝΖ͑ͦ͑ΡΝΒΥΖΤ͙͚͑͢ΒΟΕ͑ͥ͑ΕΚΤΜΤ͙͚ͣ͑ΨΚΥΙ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͙͚ͤ͑ΒΟΕ͑ ΥΙΖΟ͑ΝΠΔΜ͑ΨΚΥΙ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͥ͟ Γ͑͟ͲΤΤΖΞΓΝΖ͑ΤΡΝΚΟΖ͑ΔΠΝΝΒΣ͑ΛΠΚΟΖΕ͑ΡΝΒΥΖΤ͑ΒΟΕ͑ΕΚΤΜΤ͑͝ΒΟΕ͑ΕΣΚΧΖ͑ ΤΙΒΗΥ͙͚ͦ͑ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͑͟ ͞ͳΖΗΠΣΖ͑ΒΤΤΖΞΓΝΚΟΘ͑͝ΔΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΔΠΞΡΝΖΥΖΝΪ͑ΒΟΕ͑ ΣΖΞΠΧΖ͑ΓΦΣΣΤ͟ Δ͑͟ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͦͣͨ͑͢ΥΠ͑ΤΡΚΟΕΝΖ͑ΤΚΕΖ͑ΠΗ͑ΒΝΩΖ͑ΙΠΦΤΚΟΘ͙͚ͧ͟

SM 751

20-5-14

Group 20, Drive Axle (D)

͚ͨ͑΁ΦΤΙ͑ΡΣΖΒΤΤΖΞΓΝΖΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΠΟΥΠ͑ΤΡΚΟΕΝΖ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͟

͚ͩ͑ͲΗΥΖΣ͑ΒΤΤΖΞΓΝΖ͑ΤΦΟ͑ΘΖΒΣ͑ΥΠ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΒΟΕ͑ΗΚΩ͑ΚΥ͑ΨΚΣΙ͑ΤΟΒΡ͑ΣΚΟΘ͟ ͲΤΤΖΞΓΝΖ͑ΒΩΝΖ͑ΤΙΒΗΥ͑ΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΒΤΤΖΞΓΝΪ͟ ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΠΟ͑ΥΙΖ͑ΤΙΒΗΥ͑ΈΙΖΣΖ͑ΓΦΤΙΚΟΘ͑ΔΠΟΥΒΔΥΤ͟ ͲΡΡΝΪ͑ΘΣΖΒΤΖ͑ΥΠ͑ΥΖΖΥΙ͑ΡΒΣΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΘΖΒΣ͑͟

͚ͪ͑ͲΤΤΖΞΓΝΖ͑ΚΟΥΖΣΟΒΝ͑ΔΠΞΡΠΟΖΟΥΤ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΚΟ͑ΥΙΖ͑ΣΖΧΖΣΤΖ͑ ΠΣΕΖΣ͑ΥΠ͑ΕΚΤΒΤΤΖΞΓΝΪ͟

SM 751

20-5-15

Group 20, Drive Axle (D)

͚͑͢͡ͺΟΤΥΒΝΝ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ ΓΠΝΥ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͣͦ͡ίͥ͡͡Ꭰ͟ΔΞ

͚͑͢͢ͲΤΤΖΞΓΝΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ΡΝΦΘ͙͚͢͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͦ͡ίͧ͡͡Ꭰ͟ΔΞ ͙͚͢

SM 751

20-5-16

GROUP 21 (L)

GROUP 21 (L) DRIVE AXLE (for LPG truck)

SM 751

21-0

Group 21, Drive Axle (LPG)

Section 1. System Operation XUGn Gz

u U

uhtl

X k G G Y k G Z k G [ i G

୛Gk G G G G G G G OXPSG G OYPSG G G OZPU GGG{ G G G G G G G G G U GGG{ G G G G G G G G G G G G G G U GGGh G G G G G G G G G G G G G U

SM 751

21-1-1

Group 21, Drive Axle (LPG) YUGz GOw P

n G Gk G

ZUZ][

[

{

XZU[\

h G

tvipsGJ[Y[

v G

XYU\Gs

z G

v G G

i G G

h vsshGTG zXW

n G

o G G

k G

GG|Tqvpu{

SM 751

21-1-2

Group 21, Drive Axle (LPG)

Section 2. Differential Carrier Assy XUGn Gz

u U

uhtl

k G G G G

YWUW^WGTGYWUW`W

z G G

X`U`\`GTGX`U`_W

w G G

XU`YGTGYUW_

[

z G

z G G

XU`\GTGYUW\

zwljU

୛Gk G G G G G G G G G U GGGG~ G G G G G G G G G G G G G G U GGGGk G G G G[G OXPSGYG G O\PG GXG OYPU GGGG{ G G G G G G[ OXPG GYG G O[PSG G G G GGGG G G G U

SM 751

21-2-1

Group 21, Drive Axle (LPG)

Section 3. Drive Axle XUGn Gz

u U

SM 751

uhtl

u U

uhtl

u U

uhtl

X z G

] o G

XX z

Y w G

^ k G

XY k G G

Z p G

_ k G

XZ k G G

[ p G G

` k G G

X[ w G

\ { G

XW y G 21-3-1

Group 21, Drive Axle (LPG)

୛Gk G G G G G G G O`PSG G O^PG G G GGGO]PG G G G G G G G UGG GGGG{ G G GG G G G G G G G G G OX[P GGGG G G OXWPG G G G G G G U GGGG{ G G G G G G G G G G G G N G G GGGG G G G G U GGGG{ G G G G[G OXYPSGYG G OXZPG G G G GG GGGG G[G OXYPG G G OXZPG G G G U GGGGz G GOXZPG G G O^PG G G G G G G G O^PG GGGG G G OYPSG G O]PG G G U

SM 751

21-3-2

Group 21, Drive Axle (LPG) YUGk Gh G{ G{

uhtl

u U

zwljU

i GTGp G

i GTGz

i GTGz G

X\W·XWG U༃

[

i GTGh G

XWW·YWG U༃

i GTGk G

]WW·\WG U༃

]

i GTGy G

XSZ\W·\WG U༃

i GTGk G

XS`WW·\WG U༃

i GTGk G G

XSXWW·\WG U༃

YYW·ZWG U༃ XSYWW·\WG U༃

SM 751

21-3-3

Group 21, Drive Axle (LPG)

ZUGk Gi G

u U

uhtl

u U

uhtl

X z

\ k G

Y z G

] z G

Z k G

^ z G

[ z G G G ୛Gz G G G G G G G G G G G G G GGGG G G G G G G UG GGGGi G G G G G G G G T SG G G G G G G G GGGG G G G G G G G U GGGGt G G G[G G OZPSG\G G OYPSG G O^PU GGGGi G G G G G G G G G G G O\PG G G O]PU

SM 751

21-3-4

Group 21, Drive Axle (LPG)

Section 4. Problem and Cause ΁ΣΠΓΝΖΞ

ͿΠ

ʹΒΦΤΖ

͑΃ΖΘΦΝΒΣ͑ΟΠΚΤΖ

͙͚͑͢ΝΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΤΙΠΣΥΒΘΖ͟ ͙΁ΖΥΣΠΝΖΦΞ͑ΠΚΝ͑ΔΙΒΘΖ͑ͫ͑ͦ͢͡͡ΠΡΖΣΒΥΚΟΘ͑ΙΠΦΣΤ͑͝ΥΨΚΤΖ͑Β͑ΪΖΒΣ͚ ͙͚ͣ͑ͺΟΔΠΣΣΖΔΥ͑ΠΚΝ͑ΤΡΖΔΚΗΚΔΒΥΚΠΟ͟ ͙͚ͤ͑ΈΙΖΖΝ͑ΓΖΒΣΚΟΘ͑ΤΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͑ΠΣ͑ΕΖΗΖΔΥ͟ ͙͚ͥ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΒΟΕ͑ΡΚΟΚΠΟ͑ΒΕΛΦΤΥΞΖΟΥ͑ΗΒΚΝΦΣΖ͟ ͙͚ͦ͑͵ΣΚΧΖ͑ΘΖΒΣ͑ΠΣ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΕΒΞΒΘΖ͑ΠΣ͑ΨΖΒΣ͟ ͙͚ͧ͑ͽΒΣΘΖ͑ΠΣ͑ΤΞΒΝΝ͑ΘΖΒΣ͑ΓΒΔΜΝΒΤΙ͟ ͙͚ͨ͑΁ΚΟΚΠΟ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟ ͙͚ͩ͑΄ΚΕΖ͑ΓΖΒΣΚΟΘ͑ΨΖΒΣ͑ΠΣ͑ΝΠΠΤΖΟΚΟΘ͟

͑ͺΣΣΖΘΦΝΒΣ͑ΟΠΚΤΖ

͑ͿΠΚΤΖ͑ΠΟΝΪ͑ΒΥ͑ΥΙΖ͑ΣΠΥΒΥΚΠΟ

͑ͽΦΓΣΚΔΒΥΚΟΘ͑ΠΚΝ͑ΝΖΒΜΒΘΖ

͑͵ΣΚΧΖ͑ΨΙΖΖΝ͑ΤΥΠΡΡΚΟΘ

SM 751

21-4-1

Group 21, Drive Axle (LPG)

Section 5. Disassembly and Reassembly of Drive Axle ͙͑͵ ͺ΄ Ͳ ΄ ΄ Ͷ ; ͳ ͽ Ί ͑ ͚ ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑Έ͹ͶͶͽ͑͹Άͳ͑ͯ ͚͑͢͵ΣΒΚΟ͑ΠΚΝ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟΚΟΘ͑ΕΣΒΚΟ͑ΡΝΦΘ͑ΨΚΥΙ͑Β͑ΥΠΣ΢ΦΖ͑ΨΣΖΟΔΙ͑ ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟

͵΃ͲͺͿ͑΁ͽΆ͸

͚ͣ͑ͽΠΠΤΖΟ͑ΠΚΝ͑ΗΚΝΝΖΣ͑ΡΝΦΘ͑ΠΟ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΕΣΒΚΟ͑ΠΚΝ͟ Ϳ΀΅Ͷͫ͑΄ΒΞΖ͑ΤΥΖΡ͑ΥΠ͑ΓΖ͑ΞΒΕΖ͑ΒΥ͑ΥΙΖ͑ΤΖΔΠΟΕ͑ΤΚΕΖ͒

͚ͤ͑ͽΠΠΤΖΟ͑ΔΪΝΚΟΕΣΚΔΒΝ͑ΓΠΝΥΤ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΡΝΒΟΖΥΒΣΪ͑ΔΒΣΣΚΖΣ͟ ͵ΖΥΒΔΙ͑ΒΟΕ͑ΣΖΞΠΧΖ͑΀͞ΣΚΟΘ͑ΗΣΠΞ͑ΒΩΝΖ͑ΙΦΓ͟

SM 751

21-5-1

Group 21, Drive Axle (LPG) ͚ͥ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚͑͢ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΠΗ͑ΡΝΒΟΖΥΒΣΪ͟

͙͚͢

͚ͦ͑΃ΖΞΠΧΖ͑ͤΡΚΟΤ͙͚ͣ͑ΨΚΥΙ͑Β͑ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͟

͙͚ͣ

͚ͧ͑΃ΖΞΠΧΖ͑ΡΝΒΟΖΥ͑ΘΖΒΣ͙͚ͤ͑͝ΟΖΖΕΝΖ͑ΓΖΒΣΚΟΘ͙͚ͥ͑ΒΟΕ͑ΥΙΣΦΤΥ ΨΒΤΙΖΣ͙͚ͦ͟

͙͚ͤ ͙͚ͣ ͙͚͢

͙͚ͥ

͙͚ͦ

͚ͨ͑΃ΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΒΟΕ͑ΕΣΚΧΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ

SM 751

͙͚ͨ

21-5-2

Group 21, Drive Axle (LPG) ͚ͩ͑΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΤΦΟ͑ΘΖΒΣ͙͚ͧ͑ΗΣΠΞ͑ ΥΙΖ͑ΤΙΒΗΥ͙͚ͨ͟

͙͚ͧ ͙͚ͨ ͙͚ͩ

͚ͪ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΓΠΝΥ͙͚ͪ͑͝ΣΖΞΠΧΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͙͚͑͢͡ ΗΣΠΞ͑ΥΙΖ͑ΤΡΚΟΕΝΖ͑͟

͙͚͢͡

͙͚ͪ

͚͑͢͡΃ΖΞΠΧΖ͑ΤΟΒΡ͑ΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΡΦΝΝ͑ΗΝΒΟΘΖ͑͑ ΠΦΥ͑ΠΗ͑ΥΙΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͚͑͢͢΁ΣΖΤΤ͑ΠΗΗ͑ΓΖΒΣΚΟΘ͑͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟ͑ΗΝΒΟΘΖ͑ΨΚΥΙ͑ΕΚΤΒΤΤΖΞΓΝΪ ΥΙΣΖΒΕ͑ͣ͑Ή͑;ͩ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ΚΥ͟

SM 751

21-5-3

Group 21, Drive Axle (LPG)

͚ͣ͑͢΃ΖΞΠΧΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΗΣΠΞ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΝΠΠΤΖΟ ͥ͑͢ΓΠΝΥ͙͚͢͢͟

͙͚͢͢

͚ͤ͑͢΃ΖΞΠΧΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΗΣΠΞ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΓΪ͑ΦΤΚΟΘ͑ΛΚΘ͑ΒΟΕ͑ ΙΒΞΖΣ͑͟ ΄ΙΒΗΥ͑ΤΖΒΝ͑ΨΚΚΝ͑ΓΖ͑ΕΒΞΒΘΖΕ͟

SM 751

21-5-4

Group 21, Drive Axle (LPG)

ͭ͑΃Ͷ;΀·Ͳͽ͑ͲͿ͵͑͵ͺ΄Ͳ΄΄Ͷ;ͳͽΊ͑΀ͷ͑ͲΉͽͶ͑͹΀Ά΄ͺͿ͸͑ͯ ͚͑͢ͽΠΠΤΖΟ͑ͣ͑͢ΓΠΝΥΤ͙͚͑͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΔΒΣΣΚΖΣ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ ΦΤΚΟΘ͑Β͑ΝΚΗΥΚΟΘ͑ΞΒΔΙΚΟΖ͟

͙͚͢

͙͚ͣ

͙͚ͤ

͙͚ͦ ͙͚ͧ

͚ͥ͑΃ΖΞΠΧΖ͑ͥ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͙͚ͧ͑ΒΟΕ͑ΔΒΡ͙͚ͦ͟

͙͚ͥ

͚ͦ͑͵ΚΤΒΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͙͚ͧ͑ΗΣΠΞ͑ΥΙΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ΣΖΞΠΧΖ͑ ͣ͑͢ΓΠΝΥΤ͙͚ͨ͟

SM 751

͙͚ͧ

͙͚ͨ

21-5-5

Group 21, Drive Axle (LPG)

͚ͧ͑΃ΖΞΠΧΖ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΗΣΠΞ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟

͙͚ͩ ͙͚ͩ

͚ͨ͑ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ͣ͑͢ΞΠΦΟΥΚΟΘ͑ΓΠΝΥΤ͙͚ͩ͑ΗΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΒΟΕ͑ ΥΙΖΟ͑ΕΚΤΒΤΤΖΞΓΝΖ͑ΣΚΟΘ͑ΘΖΒΣ͟

͙͚͢͢

͚͑͢͡ͲΗΥΖΣ͑ΣΖΞΠΧΚΟΘ͑ΝΠΔΜ͑ΟΦΥ͙͚͑͢͢ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΪΠΜΖ͙͚ͣ͢ ͙͚ͣ͢ ͙͚ͤ͢

͚͑͢͢΃ΖΞΠΧΖ͑ΔΒΣΖΗΦΝΝΪ͑ΕΣΚΧΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͙͚͑ͤ͑͢ΓΪ͑ΦΤΚΟΘ͑Β͑ ΡΝΒΤΥΚΔ͑ΙΒΞΞΖΣ͑͑͑͑͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΕΒΞΒΘΖ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟

SM 751

21-5-6

Group 21, Drive Axle (LPG)

͚ͣ͑͢΃ΖΞΠΧΖ͑ΤΙΚΞ͙͚ͥ͑͢ΒΟΕ͑ΤΡΒΔΖΣ͙͚ͦ͑͢ΗΣΠΞ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟ ΆΤΚΟΘ͑Β͑ΓΖΒΣΚΟΘ͑ΡΦΝΝΖΣ͑͝ΕΚΤΒΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͟

͙͚ͦ͢

͙͚ͥ͢

͚ͤ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΒΟΕ͑ΤΙΚΞ͑ΗΣΠΞ͑ ΥΙΖ͑ΙΠΦΤΚΟΘ͑ΓΪ͑ΦΤΚΟΘ͑Β͑ΛΚΘ͑ΒΟΕ͑ΙΒΞΞΖΣ͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͟

͑͑

͚ͥ͑͢΃ΖΞΠΧΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΠΗ͑ΥΒΡΖΣ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΗΣΠΞ͑ΥΙΖ͑ΠΡΡΠΤΚΥΖ͑ ΤΚΕΖ͟

SM 751

21-5-7

Group 21, Drive Axle (LPG)

ͭ͑΃ͶͲ΄΄Ͷ;ͳͽΊ͑΀ͷ͑͵΃ͺ·Ͷ͑ͲΉͽͶ͑ͯ ʹΝΖΒΟ͑ΒΝΝ͑ΠΗ͑ΥΙΖ͑ΡΒΣΥΤ͑ΨΚΥΙ͑ΔΝΖΒΟΤΖΣ͑ΒΟΕ͑ΥΙΖΟ͑ΣΖΞΠΧΖ͑ΣΖΞΒΚΟΖΕ͑ΝΠΔΥΚΥΖ͟ ΌΈΒΣΟΚΟΘΎ ͳΖ͑ΔΒΣΖΗΦΝ͑ΟΠΥ͑ΥΠ͑ΤΡΚΝΝ͑ΔΝΖΒΟΤΖΣ͑ΠΟ͑ΪΠΦΣ͑ΓΠΕΪ͟ ͲΧΠΚΕ͑ΕΣΚΟΜΚΟΘ͑ΔΝΖΒΟΤΖΣ͑ΠΣ͑ΓΣΖΒΥΙΚΟΘ͑ΚΥΤ͑ΗΦΞΖΤ͟ ΈΖΒΣ͑ΡΣΠΥΖΔΥΚΧΖ͑ΔΝΠΥΙΚΟΘ͑͝ΘΝΒΤΤΖΤ͑ΒΟΕ͑ΘΝΠΧΖΤ͟ ͺΗ͑ΤΡΚΝΝΖΕ͑ΠΟ͑ΥΙΖ͑ΤΜΚΟ͑͝ΗΝΦΤΙ͑ΪΠΦΣ͑ΤΜΚΟ͑ΨΚΥΙ͑ΨΒΥΖΣ͑ΚΞΞΖΕΚΒΥΖΝΪ͟ ͺΗ͑ΤΨΒΝΝΠΨΖΕ͑͝ΘΖΥ͑ΞΖΕΚΔΒΝ͑ΒΥΥΖΟΥΚΠΟ͑ΚΞΞΖΕΚΒΥΖΝΪ͟ • ʹΙΖΔΜ͑ΨΖΒΣ͑͝ΕΒΞΒΘΖ͑ΠΣ͑ΔΣΒΔΜ͑ΗΠΣ͑ΒΝΝ͑ΥΙΖ͑ΡΒΣΥΤ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΟΖΖΕΖΕ͟ • ͺΗ͑ΥΙΖ͑ΥΖΖΥΙ͑ΠΗ͑ΘΖΒΣ͑ΒΣΖ͑ΕΒΞΒΘΖΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͟ • ΃ΖΡΝΒΔΖ͑ΕΒΞΒΘΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͟ • ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΖΗΠΣΞΖΕ͑ΤΙΚΞΤ͑ΠΣ͑ΨΠΣΟ͑ΥΙΣΦΤΥ͑ΨΒΤΙΖΣΤ͟ • ΃ΒΤΡ͑ΠΗΗ͑ΥΙΖ͑ΤΖΒΝ͑ΔΠΟΥΒΔΥΖΕ͑ΤΦΣΗΒΔΖ͟

ͭ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑ͳͶ·Ͷͽ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͑ͯ ͲΕΛΦΤΥΚΟΘ͑ΤΙΚΞ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑͑ΤΙΒΗΥ͟ ͚͑͢ͲΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΟΕ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΨΚΥΙ ΗΠΝΝΠΨΚΟΘ͑ΞΖΥΙΠΕ͟ ͞ ;ΖΒΤΦΣΖ͓͑Ͷ͓ΒΥ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͟ ͞ ͳΪ͑ΥΙΖ͑Ζ΢ΦΒΥΚΠΟ͓͑͑Ή͑ͮ͑Ͷ͑͞ ͳ͑͞ ΅͑ρ ʹ͓͑͑ΕΖΗΚΟΖ͑ΥΙΖ͑ΤΙΚΞ͑ ΥΙΚΔΜΟΖΤΤ͙͚͢͟ ͳ͑ͫ͑;ΠΦΟΥΚΟΘ͑ΕΚΞΖΟΤΚΠΟ͑ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ͤ͢͢͝ΞΞ ΅͑ͫ͑͹ΖΚΘΙΥ͑ΠΗ͑ΓΖΒΣΚΟΘ͟ ʹ͑ͫ͑͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͟ ͺΗ͑ΥΙΖΣΖ͘Τ͑ΟΠ͑ΔΒΣΧΖΕ͑ΤΖΒΝ͑ʹͮ͟͡ ͶΉ͑ͫ͑ͷΣΠΞ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͓͑͝Ͷ͓͑ͮ͑ͧͤ͢᎖͝ ͳ͑ΚΤ͑ΗΒΔΥΠΣΪ͑ΕΚΞΖΟΤΚΠΟ͓͑͝ͳ͓͑ͮ͑ͤ͢͢᎖͝ ͷΣΠΟΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͓͑͝΅͓͑ͮ͑͑ͤͦ͢͟᎖͝ ʹΒΣΧΖΕ͑ΤΖΒΝ͑ΠΟ͑ΥΙΖ͑ΡΚΟΚΠΟ͓͑͝ʹ͓͑ͮ͑ͦ͟͡͡᎖͝ ΄ΙΚΞ͑ΥΙΚΔΜΟΖΤΤͫ͑͑͑͑͑ ͓Ή͓͑ͮ͑ͧͤͤͤͦͦ͑ͮ͑ͥͦ͢͢͢͢͟͟͟͞͞͞͡͡͡᎖͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͺΗ͑ΥΖΖΥΙ͑ΒΣΖ͑ΕΒΞΒΘΖΕ͑͝ΣΖΡΝΒΔΖ͑ΚΥ͑ΒΤ͑Β͑ΤΖΥ͙͑͟ΓΖΧΖΝ͑ΘΖΒΣ͑ΒΟΕ͑ΤΙΒΗΥ͚ ͵Π͑ΟΠΥ͑ΣΖΦΤΖ͑ΕΒΞΒΘΖΕ͑ΤΙΚΞΤ͑ΒΟΕ͑ΓΖΒΣΚΟΘΤ

SM 751

21-5-8

Group 21, Drive Axle (LPG) ͚ͣ͑ΆΤΚΟΘ͑ΕΚΗΗΖΣΖΟΥ͑ΜΚΟΕΤ͑ΠΗ͑ΤΙΚΞΤ͑͝ΒΕΛΦΤΥ͑ΤΙΚΞ͑ΥΙΚΔΜΟΖΤΤ͑ΒΤ͑ΞΖΒΤΦΣΖΕ͑ ΓΪ͑ΡΣΖΧΚΠΦΤ͑Ζ΢ΦΒΥΚΠΟ͟ ΁ΝΒΔΖ͑ΤΙΚΞΤ͑ΒΥ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟ ΆΤΚΟΘ͑Β͑ΛΚΘ͑͝ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΒΤΤΖΞΓΝΖ͑ΕΣΚΧΖ͑ΓΖΒΣΚΟΘ͑ΤΠ͑ΥΙΒΥ͑͑͑ ΥΙΖ͑ΠΦΥΖΣ͑ΣΒΔΖ͑ΔΠΟΥΒΔΥ͑ΨΚΥΙ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΡΝΒΔΖ͟

SM 751

21-5-9

Group 21, Drive Axle (LPG)

SM 751

͙͚͢

͙͚ͣ

21-5-10

Group 21, Drive Axle (LPG) ͚ͦ͑ͺΟΤΥΒΝΝ͑ΕΚΗΗΖΣΖΟΥΚΒΝ͑ΒΤΤΖΞΓΝΪ͑ΠΟΥΠ͑ΥΙΖ͑ΔΒΣΣΚΖΣ͟ ΁ΝΒΔΖ͑ΥΙΖ͑ΓΖΒΣΚΟΘ͑ΔΦΡ͑ΒΟΕ͑ΤΔΣΖΨ͑ΚΟΥΠ͑ΥΙΖ͑ΙΠΦΤΚΟΘ͑͟ ͲΥ͑ΥΙΚΤ͑ΡΠΚΟΥ͑ΠΗ͑ΥΚΞΖ͑͝ΦΤΚΟΘ͑Β͑ΤΔΣΖΨ͑ΒΕΛΦΤΥ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͟ ͺΟΤΥΒΝΝ͑ΥΙΖ͑ΕΚΒΝ͑ΘΒΦΘΖ͑ΠΟ͑ΥΙΖ͑ΘΖΒΣ͑ΥΠΠΥΙ͑ΒΟΕ͑ΞΖΒΤΦΣΖ͑ΥΙΖ͑ΓΒΔΜΝΒΤΙ͑ ΨΙΚΝΖ͑ΣΠΥΒΥΚΟΘ͑ΓΖΧΖΝ͑ΘΖΒΣ͟ ీ ΃ΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ͫ͑ͩ͟͢͡ίͣͤ͟͡᎖ ͚ͧ͑ͲΤΤΖΞΓΝΖ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͟ Ό͑ΔΒΦΥΚΠΟ͑Ύ ͷΚΩ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥ͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ•ΔΞ ;ΖΒΤΦΣΖ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ΠΗ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑͟ ΅ΙΖ͑ΗΠΝΝΠΨΚΟΘ͑ΥΒΓΝΖ͑ΤΙΠΨΤ͑ΥΙΖ͑ΣΖΝΒΥΚΠΟ͑ΓΖΥΨΖΖΟ͑ΡΣΖΝΠΒΕ͙΁͚͑ ΠΗ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΤΙΒΗΥ͑ΒΟΕ͑ΣΠΝΝΣΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͙΋͚͟ ͙ʹΒΝΔΦΝΒΥΖΕ͑ΒΥ͑Ͳ͵ͻΆ΄΅;ͶͿ΅͑΀ͷ͑΁ͺͿͺ΀Ϳ͑΄͹Ͳͷ΅͚

ΆͿͺ΅͙ͼΘχΔΞ͚ ΁

ͣ͡

ͥͥίͥͨ

ͣͦ

ͥͪίͦͣ

ͤ͡

ͦͦίͦͩ

ͤͦ

ͦͪίͧͣ

͚ͨ͑ʹΠΟΗΚΣΞ͑ΥΙΒΥ͑ΥΙΖ͑ΤΔΣΖΨ͑ΔΠΟΥΒΔΥΤ͑ΨΚΥΙ͑ΔΝΠΤΖΝΪ͑ΥΠ͑ΓΖΒΣΚΟΘ͟ ͚ͩ͑ͲΗΥΖΣ͑ΔΠΞΡΝΖΥΖ͑ΒΤΤΖΞΓΝΪ͑ΠΗ͑ΓΖΒΣΚΟΘ͑͝ΞΖΒΤΦΣΖ͑ΣΠΥΒΥΚΠΟ͑ΓΒΔΜΝΒΤΙ͑ΠΟΔΖ͑ΞΠΣΖ͑ΒΟΕ͑ΣΖΒΕΛΦΤΥ͑ ΨΚΥΙ͑Β͑ΤΔΣΖΨ͑ΚΗ͑ΟΖΖΕΖΕ͟ ͚ͪ͑ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΥΠ͑ΥΙΖ͑ΥΙΣΖΕ͑ΠΗ͑ΓΖΒΣΚΟΘ͑ΔΒΡ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑͑ ΥΠΣ΢ΦΖ͑ΠΗ͑ͩͦ͢͝͡ίͪͦ͢͝͡Ꭰ͟ΔΞ ͚͑͢͡ͲΤΤΖΞΓΝΖ͑ΡΝΒΥΖ͑ΨΚΥΙ͑ΙΖΩΒΘΠΟ͑ΓΠΝΥΤ͟ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΖ͑ΥΒΡΡΖΕ͑ΤΚΕΖ͑ΠΗ͑ΓΠΝΥ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ ΥΠΣ΢ΦΖ͑ΠΗ͑ͩ͡ίͣ͢͡Ꭰ͟ΔΞ͑͑͑͑͑͑ Ό͑ΔΒΦΥΚΠΟ͑Ύ͑ ͲΤΤΖΞΓΝΖ͑ΠΡΠΤΚΥΖ͑ΤΚΕΖ͑ΨΚΥΙ͑ΥΙΖ͑ΤΒΞΖ͑ΞΖΥΙΠΕΤ͟ ͚͑͢͢ͲΡΡΝΪ͑ΞΒΣΜΚΟΘ͑ΝΚ΢ΦΚΕ͑ΥΠ͑ͤίͥ͑ΥΖΖΥΙ͑ΠΗ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΒΟΕ͑ΥΙΖΟ͑ΓΣΚΟΘ͑ΓΖΧΖΝ͑ΡΚΟΚΠΟ͑ΘΖΒΣ͑ΔΠΟΥΒΔΥ͑ ΨΚΥΙ͑ΥΙΖ͑ΔΣΠΨΟ͑ΘΖΒΣ͑ΤΖΧΖΣΒΝ͑ΥΚΞΖΤ͟ ͑ʹΙΖΔΜ͑ΠΦΥ͑ΥΙΖ͑ΔΠΟΥΒΔΥΖΕ͑ΤΙΒΡΖ͟

SM 751

21-5-11

Group 21, Drive Axle (LPG)

ͭͲ΄΄Ͷ;ͳͽͺͿ͸͑ʹͲ΃΃ͺͶ΃͑ͯ ͚͑͢ͲΤΤΖΞΓΝΖ͑ΔΒΣΣΚΖΣ͑ΒΤΤΖΞΓΝΪ͑ΚΟΥΠ͑ΥΙΖ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͟

͚ͣ͑ͺΟΤΥΒΝΝ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΤΤΖΞΓΝΪ͑ΥΠ͑ΥΙΖ͑ΥΦΓΖ͑ΗΝΒΟΘΖ͑ΠΗ͑ΒΩΝΖ͑ΔΠΞΡΝΖΥΖΝΪ͟ ͺΟΤΥΒΝΝ͑ΓΖΒΣΚΟΘ͑ΔΠΟΖ͟

͚ͤ͑ͺΟΤΖΣΥ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΚΟΥΠ͑ΣΚΟΘ͑ΘΖΒΣ͑ΒΟΕ͑ΤΖΔΦΣΖ͑ΨΚΥΙ͑ΔΚΣΔΝΚΡ͟

SM 751

21-5-12

Group 21, Drive Axle (LPG) ͚ͥ͑΁ΝΒΔΖ͑ΙΖΒΥΖΕ͑ΥΒΡΖΣΖΕ͑ΣΠΝΝΖΣ͑ΓΖΒΣΚΟΘ͑ΚΟΟΖΣ͑ΣΒΔΖ͑ΠΟΥΠ͑ΗΝΒΟΘΖ͑ ΦΟΥΚΝ ΔΠΟΥΒΔΥ͑͟ ͺΟΤΥΒΝΝ͑ΤΦΓΤΖ΢ΦΖΟΥΝΪ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͑ΒΗΥΖΣ͑ΔΠΠΝΚΟΘ͑ΕΠΨΟ͟

͚ͦ͑ͲΤΤΖΞΓΝΖ͑ΚΟΟΖΣ͑ΘΖΒΣ͑ΔΒΣΣΚΖΣ͑ΒΤΤΪ͑ΚΟΥΠ͑ΥΙΖ͑ΨΙΖΖΝ͑ΙΦΓ͟

͙͚͢

͙͚ͣ

ͲΤΤΖΞΓΝΖ͑ΒΕΛΦΤΥ͑ΟΦΥ͙͚͢ ీ ͹ΦΓ͑ΣΠΝΝΚΟΘ͑ΣΖΤΚΤΥΒΟΔΖ͑ͫ͑ͣͨ͡ίͤ͡͡Ꭰ͟ΔΞ ͲΡΡΝΪ͑ΝΠΔΥΚΥΖ͔͑ͣͨ͑͢ΠΣ͔͑ͣͨͨ͑ΥΠ͑ΥΙΣΖΕ͑ΠΗ͑ΓΠΝΥ͙͚ͣ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ ΒΥ͑ΥΙΖ͑ΥΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ΠΗ͑ͪ͢͡ίͣͦ͡Ꭰ͟ΔΞ

͚ͧ͑ͲΤΤΖΞΓΝΖ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͙͚͙͚͑ͤͥ͑͝ΨΚΥΙ͑ΠΚΝ͙;΀ͳͺͽ͔͚͑ͥͣͥ͑ΥΠ͑ΥΙΖ͑ͲΩΝΖ͑ ΙΠΦΤΚΟΘ͙͚ͦ͟ ͲΤΤΖΞΓΝΖ͑ΓΦΤΙΚΟΘ͙͚ͧ͑ΥΠ͑ΡΚΤΥΠΟ͙͚ͨ͑ΒΟΕ͑ΥΙΖΟ͑ΒΤΤΖΞΓΝΖ͑ΡΚΤΥΠΟ͙͚ͨ ͲΤΤΖΞΓΝΖ ΓΦΤΙΚΟΘ͙͚ͧ ΥΠ ΡΚΤΥΠΟ͙͚ͨ ΒΟΕ ΥΙΖΟ ΒΤΤΖΞΓΝΖ ΡΚΤΥΠΟ͙͚ͨ ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ΒΗΥΖΣ͑ΒΡΡΝΪΚΟΘ͑ΠΚΝ͑ΤΦΗΗΚΔΚΖΟΥΝΪ͑ΒΟΕ͑ΒΡΡΝΪ͑ΝΠΔΥΚΥΖ͑ ͔ͣͨ͑͢ΥΠ͑ΤΡΣΚΟΘ͙͚ͩ͑ΒΟΕ͑ͥ͑ΓΠΝΥΤ͙͚ͪ͑ΥΠ͑͟ Φ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͥ͢͡ίͧ͢͡ΜΘ͟ΔΞ ͲΤΤΖΞΓΝΖ͑ͤ͑ΓΣΒΜΖΡΚΟΤ͙͚͑͢͡ΥΠ͑ΒΩΝΖ͑ΙΠΦΤΚΟΘ͑ Ό͑ΔΒΦΥΚΠΟ͑Ύ͑ ʹΙΖΔΜ͑ΥΙΖ͑ΤΥΒΥ Τ͑ΠΗ͑Τ΢ΦΒΣΖ͑ΣΚΟΘ͑ΒΟΕ͑ΣΖΡΝΒΔΖ͑ΚΗ͑ΕΒΞΒΘΖ͟

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21-5-13

Group 21, Drive Axle (LPG)

͚ͨ͑΁ΦΤΙ͑ΡΣΖΒΤΤΖΞΓΝΖΕ͑ΨΙΖΖΝ͑ΙΦΓ͑ΠΟΥΠ͑ΤΡΚΟΕΝΖ͑ΦΟΥΚΝ͑ΔΠΟΥΒΔΥ͟

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21-5-14

Group 21, Drive Axle (LPG)

͚͑͢͢ͲΤΤΖΞΓΝΖ͑ΨΙΖΖΝ͑ΙΦΓ͑ΒΟΕ͑ΥΚΘΙΥΖΟ͑ΡΝΦΘ͙͚͢͟ ీ ΅ΚΘΙΥΖΟΚΟΘ͑ΥΠΣ΢ΦΖ͑ͫ͑ͤͦ͡ίͧ͡͡Ꭰ͟ΔΞ ͙͚͢

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21-5-15

GROUP 22

GROUP 22 WHEELS AND TIRES

Wheels and Tires Specifications and Description ............................................ Section 1 Pneumatic Wheels and Tires ....................Section 2

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22-0

Group 22, Wheels and Tires

Section 1 Wheels and Tires Specifications and Description Specifications

Description

Steer Tire Types : Pneumatic rubber/Cushion rubber, nonmarking, and urethane.

The wheels and tires used on the truck come in pneumatic or cushion types in a variety of sizes depending on truck model and application. Pneumatic tires are mounted on multi-piece rims with locking rings.

Drive Tire Types : Pneumatic rubber/Cushion rubber, nonmarking, and urethane. Pneumatic Drive and Steer Tire Inflation Pressure : Drive C60-C75: C80 : Steer C60-C75 : C80 :

820 kPa (119psi) 1000 kPa (145psi) 820 kPa (119psi) 1000 kPa (145psi)

Fastener Torques Steer Tire Mounting Nut Torque : Check mounting procedure in Sections 2 and 3 for pneumatic tires and wheels. Wheel Mounting Nut Torques : Classification Drive Wheel (Dual Tire) Steer Wheel

Model

Torque

C60/C75 540-588 N.m(398-434 ft.lb) C80

540-588 N.m(398-434 ft.lb)

C60/C75 440-490 N.m(325-362 ft.lb) C80

440-490 N.m(325-362 ft.lb)

Service Intervals Wheel Mounting Bolts Check and Tightening : Every 50250 hours of operation and each PM. Tire Condition : Daily inspection. Tire Pressure Check : Daily inspection.

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WARNING

For your safety and the safety of others, before you do tire or rim maintenance or service, read the OSHA rules regarding owner responsibility. Do not work on tires or rims unless you have been trained in the correct procedures. Read and understand all maintenance and repair procedures on tires and rims. Serious injury or death can result if safety messages are ignored. The Occupational Safety and Health Act (OSHA) specifies required procedures for servicing multi-piece rim wheels in 29 CFR Section 1910.177. It is the owner’s responsibility to comply with OSHA. In accordance with OSHA, the owner must provide a training program to train and instruct all employees who service multi-piece rim wheels in the hazards involved and the safety procedures to be followed. Do not let anyone mount, demount, or service multi-piece rim wheels without correct training. The owner should obtain and maintain in the service area current copies of the United States Department of Transportation, National Highway Traffic Safety Administration publications entitled “Safety Precautions for Mounting and Demounting Tube-Type Truck/Bus Tires,” and Multi-Piece Rim/Wheel Matching Chart” or other similar publications applicable to the types of multi-piece rim wheels being serviced.

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Group 22, Wheels and Tires

Section 2 Pneumatic Wheels and Tires

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22-2-1

Group 22, Wheels and Tires

CAUTION

4. Apply the parking brake and block the wheels.

Pneumatic Tire Maintenance Precaution The following instructions supplement the OSHA requirements. In the event of any conflict or inconsistency between these instructions and the OSHA requirements, the OSHA requirements shall be controlling.

WARNING

5. Always remove all air from a single tire and from both tires of a dual assembly prior to removing any rim components, or any wheel components, such as nuts and rim clamps. Always remove the valve core to remove air from tire. Be sure all air is removed. 6. Check rim components periodically for fatigue cracks. Replace all cracked, badly worn, damaged, and severely rusted components. 7. Do not, under any circumstances, attempt to rework, weld, heat, or braze any rim components that are cracked, broken, or damaged. Replace with new parts or parts that are not damaged, which are of the same size, type, and make. 8. Never attempt to weld on an inflated tire/rim assembly. 9. Clean rims and repaint to stop detrimental effects of corrosion. Be very careful to clean all dirt and rust from the lock ring gutter. This is important to secure the lock ring in its proper position. A Filter on the air filling equipment to remove the moisture from the air line prevents a lot of corrosion. The filter should be checked periodically to make sure it is working properly.

Before you do tire or rim maintenance, read the OSHA rules regarding owner responsiblilty. Read and understand all maintenance and repair procedures on tires and rims. Do not work on tires or rims unless you have been trained in the correct procedures. Serious injury or death can result if the safety messages are ignored.

10. Make sure correct parts are being assembled. Ask your distributor or the manufacturer if you have any doubts.

1. Do not let anyone mount or demount tires without proper training.

12. Mixing parts of one manufacturer’s rims with those of another is potentially dangerous. Always ask manufacturer for approval.

2. Never sit on or stand in front of a tire and rim assembly that is being filled with air. Use a clip-on chuck and make sure the hose is long enough to permit the person filling the tire with air to stand to the side of the tire, not in front or in back of the tire assembly. 3. Never operate a vehicle on only one tire of a dual assembly. The carrying capacity of the single tire and rim is dangerously exceeded, and operating a vehicle in this manner can result in damage to the rim and truck tip-over and driver injury. 4. Do not fill a tire with air that has been run flat without first inspecting the tire, rim, and wheel assembly. Double check the lock ring for damage. Make sure that it is secure in the gutter before filling the tire with air.

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11. Do not be careless or take chances. If you are not sure about the proper mating of rim and wheel parts, consult a wheel and rim expert. This may be the tire man who is servicing your fleet, the rim and wheel distributor in your area, or the CLARK dealer.

13. Do not use undersized rims. Use the right rims for the job. 14. Do not overload rims. Ask your rim manufacturer if special operating conditions are required. 15. Do not seat rings by hitting with a hammer while the tire is filled with air pressure. Do not hit a filled or partially-filled tire/rim assembly with a hammer. 16. Double check to make sure all the components are properly seated prior to filling tire with air. 17. Have the tire in a safety cage when filling with air.

22-2-2

Group 22, Wheels and Tires 18. When removing wheels, regardless or how hard or firm the ground appears, put hardwood blocks under the jack. 19. Block the tire and wheel on the other side of the vehicle, before you place the jack in position. Place blocks under the truck frame as near as possible to the jack to prevent the truck from falling if the jack should fail. 20. Remove the bead seat band slowly to prevent it from dropping off and crushing your toes. Support the band on your thigh and roll it slowly to the ground. This will protect your back and feet.

•

Incorrect (low) tire pressure can reduce the stability of a lift truck and cause it to tip over.

IMPORTANT Check wheels and tires for damage every time you check tire pressure. Make repairs when needed. Dirt can get into cuts and cause damage to the tire cord and tread. Remove debris from all cuts. 2. Check the condition of the drive and steer wheels and tires. Remove objects that are imbedded in the tread. Inspect the tires for excessive wear, cuts and breaks.

21. Bead breakers and rams apply pressure to bead flanges. Keep your fingers away from the bead flanges. Slant bead breaker about 10 to keep it firmly in place. If it slips off, it can fly with enough force to kill. Always stand to one side when you apply hydraulic pressure.

General Tire Maintenance, Inspection, and Repair 1. Park the truck as described in “Safe Parking” and check for correct tire inflation air pressure. Drive C60-C75: 820 kPa (119psi) C80 : 1000 kPa (145psi) Steer C60-C75 : 820 kPa (119psi) C80 : 1000 kPa (145psi)

CAUTION

Check tire pressure from a position facing the tread of the tire, not the side. Use a longhandled gauge to keep your body away from the side.

3. Check all wheel lug nuts or bolts to be sure none are loose or missing. Have missing bolts replaced and loose bolts tightened to the correct torque before operating the truck. Classification Drive Wheel (Dual Tire) Steer Wheel

Model

Torque

C60/C75 540-588 N.m(398-434 ft.lb) C80

540-588 N.m(398-434 ft.lb)

C60/C75 440-490 N.m(325-362 ft.lb) C80

440-490 N.m(325-362 ft.lb)

Inspection and Minor Repair Inspect pneumatic tires and wheels carefully for. 1. Low inflation pressure. 2. Damaged tires. Check tires for cuts and breaks. 3. Damaged wheels or loosening of the lock ring on multi-piece rims.

•

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If tires are low, do not add air. Have the tire and wheel inspected by a person trained and authorized to do tire and wheel maintenance. The tire may require removal and repair.

22-2-3

Group 22, Wheels and Tires 4. Check for loose nuts or bolts not in position. 5. Check the nuts or bolts for damage. 6. Check the surface of the wheels for bent flanges.

Tire and wheel assembly

7. Check all parts for rust or corrosion. Wheel Nut

8. Mark the damaged areas with chalk so that the parts can be removed from operation. 9. Remove all parts that are damaged and install new parts in the same position. 10. Replace parts with the correct sizes and types. See your parts manual.

Drive axle Hub

11. Include your truck serial number when ordering replacement parts.

Wheel Dismounting and Remounting Refer to “Lifting, Jacking, and Blocking” in Group SA for information on jacking up or raising the truck for wheel removal. Always start with the truck parked safely.

3. Use a portable jack of adequate capacity placed under the frame of truck to raise drive or steer wheels off floor. 4. Once tire is off the ground enough to rotate freely, remove the lug nuts and lift the wheel from the hub. Use caution when lifting tire and wheel.

Drive and Steer Wheel Dismounting 1. Remove the valve core from the valve stem to be sure all air is removed from the tire. 2. Loosen the lug nuts on the wheel.

Drive and Steer Wheel Remounting IMPORTANT See “Tire Installation” in this Section to make sure the wheel and tire mounting orientation is correct. Check the information for correct tire-to-wheel mounting and wheel-tohub mounting. 1. Make sure the truck is parked on a flat, hard surface and the jacking and blocking devices are secure to hold the truck in a safe position.

Steer axle Hub

2. Inspect the removed lug nuts for damage to the threads. Also inspect all hub studs for thread damage. Replace any lug nuts or studs that have damaged threads. Make sure studs are secure in the axle hub.

Steer axle hub lug Nut

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22-2-4

Group 22, Wheels and Tires 3. Set the wheel on the hub and start the lug nuts on the hub studs. Tighten the nuts only enough to seat the nuts into the beveled openings on the wheel and to secure the wheel on the axle hub. 4. Use a crisscrossing nut tightening sequence to torque the nuts to a pre-final torque of 54-81 N m (40-60 ft lb). Make sure all nuts seat into beveled spacer holes correctly.

5. Begin the crisscrossing sequence again and tighten the lug nuts to final torque. Drive Wheel (Dual Tire) Steer Wheel

Model

Torque

C60/C75 540-588 N.m(398-434 ft.lb) C80

540-588 N.m(398-434 ft.lb)

C60/C75 440-490 N.m(325-362 ft.lb) C80

440-490 N.m(325-362 ft.lb)

6. Carefully lower the truck and remove the jack. 7. Check tire pressure for correct inflation pressure. Drive C60-C75: 820 kPa (119psi) C80 : 1000 kPa (145psi) Steer C60-C75 : 820 kPa (119psi) C80 : 1000 kPa (145psi)

WARNING

If tires are not fully inflated, see “Adding Air Pressure To Mounted Wheel/Tire Assemblies” and follow the procedures for adding air to the mounted tires. Before you add air pressure to the tire, make sure the lock ring is correctly positioned in the rim and side ring. The lock ring can separate from the rim with enough force to cause injury or death.

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Drive axle hub Wheel nut

Drive and Steer Wheel

Classification

1. Remove the valve core from the valve stem of the outer wheel to be sure all air is removed from the tire.

Dual-Drive Wheel Dismounting

Stud bolt inner wheel Outer wheel

2. Use a portable jack of correct capacity placed under the frame of truck to raise drive wheels off floor. 3. Remove the eight outer-wheel nuts and remove the outer wheel and tire from the drive axle studs. 4. Remove the valve core from the valve stem of the inner wheel to be sure all air is removed from the tire. 5. Remove the tire and wheel from the drive-axle hub. Use caution when lifting wheel and tire assembly.

Dual-Drive Wheel Remounting IMPORTANT See “Tire Installation” in this Section to make sure the wheel and tire mounting orientation is correct. Check the information for correct tire-to-wheel mounting and wheel-tohub mounting. 1. Make sure the truck is parked on a flat, hard surface and the jacking and blocking devices are secure to hold the truck in a safe position. 2. Inspect the lug nuts for damage to the threads. Also inspect all studs for thread damage. Replace any lug nuts or studs that have damaged threads. Make sure studs are secure in the drive-axle hub.

22-2-5

Group 22, Wheels and Tires 3. Install inner wheel and tire assembly on drive-axle hub shoulder studs.

WARNING

Before starting disassembly, remove the air from the tire. Failure to remove the air from the tire can result in serious injury. 1

2. Remove lock ring.

6 7

4. Install the outer wheel to the drive axle hub, and tighten the wheel nut to fix the drive axle wheel hub. 5. Use a crisscrossing nut tightening sequence to torque the nuts to a pre-final torque of ‫ڏڎڏڈړڔڎڃۈډکٻړړڐڈڋڏڐ‬ ‫ڄڽۇډۏہ‬. Make sure all nuts are seating into beveled spacer holes correctly. See illustration above.

3. Remove wheel wedge. 4. Remove tire from wheel.

6. Begin the crisscrossing sequence again and torque the lug nuts as described in step 4 and 5. NOTICE The outside diameter of the left or right wheel or set of wheels must not differ more than 6mm (0.25 in) per side. 7. Check tire presssure for correct inflation pressure : • Drive wheel pressure is C60-75 : 820kpa (119psi),C80 : 1000kpa(145psi).

WARNING

5. Remove the rubber inner tube protector (flap).

If tire are not fully inflated, see “Adding Air Pressure To Mounted Wheel/Tire Assemblies” and follow the procedures for adding air to the mounted tires. Before you add air pressure to the tire, make sure the lock ring is correctly positioned in the rim and side ring. The lock ring can separate from the rim with enough force to cause injury or death. 6. Repair tire and/or tube, as needed.

Wheel Disassembly and Tire Removal 1. Remove valve core from the valve stem to be sure all air is removed.

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22-2-6

Group 22, Wheels and Tires 7. Check for cracks in the wheel.

12. Clean the tire bead seat area. Remove all rust and rubber with a wire brush or wheel.

Cracks in the wheel are caused by : •

Deep rim tool marks.

•

Overload on wheels.

•

Too much air pressure in the tires.

•

Using the wrong size tires.

13. Clean wedge and lock rings. Make sure the seating surface and bead seat areas are clean.

8. Check for cracks in the lock ring. 9. Check for cracks between the stud holes in the wheel. Cracks are caused by : •

Loose wheel nuts.

•

Wheel not installed correctly.

•

Wrong size or type of parts used.

•

Too much torque on the wheel fasteners. If the wheel mounting parts are too tight, the studs or bolts can break, causing cracks in the wheel between the stud holes.

•

Too little torque on the wheel fasteners. If the wheel mounting parts are too loose, damage to parts and tire wear will result.

10. Check wedge ring for wear or damage. Corrosion buildup will cause wear and damage to the wheel wedge ring. 11. Clean the wheels. Remove rust and dirt.

14. Apply paint to the tire rim with a brush. Or, use an aerosol can of metal primer. The parts must be clean and dry before you apply the paint. Make sure to apply paint to the outside or tire side of the rim. This is important because air is on the metal surface of the tire side of the rim 15. Apply lubricant on the tire side of the rim base. Do not use a lubricant that has water or solvent which will cause damage to the rubber. NOTE Clark dealers can supply the correct lubricant, which contains a rust inhibitor.

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22-2-7

Group 22, Wheels and Tires Tire Replacement and Wheel Reassembly

5. Install the wheel wedge.

1. Put the tube into the tire.

6. Put the side ring over the rim and install the lock ring as shown. IMPORTANT Install washer 22.123 on tube over valve stem before flap is installed, when specified. See sketch. Refer to Service Parts List.

Wheel

Washer

Tube

2. Put the rubber tube protector(flap) over the tube. 3. Install the tire onto the wheel rim, against the bead seat area.

4. Put the wheel wedge over the rim.

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7. Connect air chuck and turn the tire over with the valve stem down. Put 21 kPa (3 psi) of air into the tire.

8. Turn wheel to the other side. Check to make sure lock ring is in correct location.

22-2-8

Group 22, Wheels and Tires 9. Disconnect the air chuck. Use a mallet and hit the ring to make sure the ring is fully installed.

above the wheel center. Arrow must point to ward front of truck.

INSIDE

TRUCK

10. Put the tire in an OSHA-approved safety cage.

2. Outside dual tire arrow to point in the direction of rearward rotation. Rotate wheel to bring arrow on tire above the wheel center. Arrow should point toward rear of truck.

Tire-to-Wheel Mounting Directional-Tread Tires All directional-tread tires are to be mounted in the correct position with respect to the arrow cast on the side of the tire as explained below.

Directional-Tread Dual Tires

1. Inside dual tire arrow to point in the direction of forward rotation. Rotate wheel to bring arrow on tire

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22-2-9

Group 22, Wheels and Tires Filling Tires with Air Follow these procedures when putting air into tires. All wheel and tire assemblies must be filled in a safety cage. The hose must have an adapter that can be connected to the valve stem.

2. Turn the regulator valve counterclockwise (CCW) until you can feel no resistance from the regulator. This will adjust the regulator presssure to a low pressure near zero.

1. Attach an air hose to valve stem. 2. Open the control valve which will let compressed air into the tire. 3. At intervals, close the control valve and check the pressure in the tire by reading the gauge. Do not put too much presssure into the tire. 4. Continue to fill the tire to the correct air pressure reading of Drive C60-C75: 820 kPa (119psi) C80 : 1000 kPa (145psi) Steer C60-C75 : 820 kPa (119psi) C80 : 1000 kPa (145psi)

3. Slowly turn the cylinder valve counterclockwise (CCW) to open position.

IMPORTANT Put equal pressure in both tires of a dual assembly. Do not put air into a tire that is flat without first inspecting it and the wheel for damage.

Filling Tires with Nitrogen

4. The tank gauge will now show tank pressure.

If your air supply does not have enough pressure to fill the tire, you can use a pressurized cylinder of commercial nitrogen gas to get the correct tire pressure. With the tire in a safety cage, connect the nitrogen cylinder to the valve stem with the use of an air chuck.

WARNING

Use introgen only. Do not use oxygen or any other gas to fill tires. Make sure all items of equipment used (nitrogen cylinder, regulator, gauges, hoses) are UL approved and in good condition. Use the correct regulator and hose for the pressures that are necessary.

5. Turn the regulator valve clockwise (CW) until the regulator gauge reads the correct tire pressure. Fill the tire with nitrogen.

1. Be sure tank valve is closed to connect hose to valve stem. Tank vlave is closed by turning handle on top of tank clockwise to a stop.

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22-2-10

Group 22, Wheels and Tires 6. Turn the tank valve clockwise (CW) and close the valve.

Checking and Adjusting Tire Pressure

WARNING

Before you add air pressure to the tire, make sure the lock ring is correctly positioned in the rim and wheel wedge. The lock ring can separate from the rim with enough force to cause injury or death.

7. Disconnect the air chuck from the valve stem.

1. Attach a clip-on air chuck to valve stem. Stand by the side of the wheel and put the correct air pressure in the tire.

8. Turn the regulator valve counterclockwise (CCW) to the off position.

9. Use a tire pressure gauge to check the tire pressure. If necessary, put more air into the tire. Do this as many times as necessary to reach the correct tire pressure.

CAUTION

Use a long-handled gauge so that your hand does not go inside the cage, or in front of any component of a multi-piece wheel.

NITROGEN

2. If your air supply does not have enough pressure to fill the tire, you can use a nitrogen cylinder to get the correct pressure.

3. Put a clip-on type air chuck on the nitrogen cylinder hose and attach it to the valve stem. Follow the procedures described previously for adjustment of the nitrogen cylinder valves.

WARNING

Use nitrogne only. Do not use oxygen or any other gas to fill tires.

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22-2-11

GROUP 23

GROUP 23 BRAKE SYSTEM

Braking/Inching System Specifications and Description ............ Section 1 Service Brake Troubleshooting ................Section 2 Brake/Inching Pedals and Linkages Adjustments ...........................................Section 3 Brake Bleeding ...........................................Section 4 Brake Master Cylinder Service ................Section 5 Parking Brake Service ..............................Section 6

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23-0

Group 23, Brake System

Section 1 Braking / Inching System Specifications and Description

NOTE INCHING. This Section only covers inching in regard to the linkage between the brake and inching pepals. The inching system is more fully covered in Group 06, “Transmission.”

Specifications Service Brake :

Parking Brake :

Type : Wet disc brake. Master cylinder supplied by a reserve tank.

Type : Cam-structure type that each wheel is connected to the service brake piston

Fluid : Fluid provided by reserve tank. (CLARK MS-68)

Holding Test: Rated load on 15% grade.

Pedal Freeplay : 4-6mm (0.16-0.24in) Inching : also see standard transmission specs in Group 06 Type : Inching pedal which is mechanically connected to the inching spool and brake pedal of the transaxle. Pedal Freeplay: None Overlap Adjustment : 0-5 mm.(0-0.20in)

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Group 23, Brake System General Description The service brake and inching system consists of : Service brake assembly — Wet disc brake. Brake Master Cylinder — The brake master cylinder and the brake fluid reservoir are separated. The brake fluid is supplied from the reservoir directly to the master cylinder. Inching sensor (Diesel) — It senses the displacement of inching pedal, and transfers the signal to the controller. Inching cable (LPG) — It is connected to the inching pedal and the T/M inching spool linkage, so the inching spool is drawn according to the displacement of inching pedal. In this way, the inching function can be operated. Service brake and inching pedals and linkages — A mechanical system through which the brake pedal or inching pedal operates the brake master cylinder. The inching pedal is mechanically linked to the brake pedal so that the inching pedal, near the end of its stroke, also operates the service brakes. Inching control valve — A hydraulic valve in the transmission control valve assembly that hydraulicly varies clutch pack pressure so the operator can “inch” the truck. Parking brake Lever — Operates the parking brake via cables. See “Parking Brake Adjustment,” in this Group, for details.

Inching Operation The inching pedal allows the operator to vary transmission slippage through the clutch pack so that travel speed and lifting speed can be independent. The inching pedal also applies the service brakes. When the inching pedal is depressed to a certain point, a mechanical linkage between the inching pedal and the brake pedal begins to apply the service brake. When the inching pedal is fully depressed, the clutch pack fully disengages and the service brake fully applies.

Braking Operation When the operator depresses the brake pedal, or depresses the inching pedal far enough to operate the brake pedal, the brake link operates a piston in the brake master cylinder. The brake master cylinder receives flow from the reservoir. In general, the brake master cylinder allows pressure to build in the wheel cylinder in proportion to the extent the brake pedal is depressed. When the operator applies the brakes, the brake master cylinder piston shifts to provide pressure to the wheel cylinders for braking. The amount of pressure is modulated by the position of the piston. When the pedal is released, pressure in the brake piston vents to the sump and the return springs on the piston retract the brake piston.

Service Requirements Operational checks and inspection of linkages, brake lines are specified in the Periodic Service Chart in Group PS. Service brake linkage adjustment and lube are not normally required. Parking brake should be adjusted if indicated by operational check.

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Group 23, Brake System

Section 2 Service Brake Troubleshooting

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Group 23, Brake System Service Brake Troubleshooting Causes/Corrective Condition

Actions

Brake pedal drops to floor ...................................................................... B D F Brake pedal spongy................................................................................. B C Brake pedal kicks back when applied ..................................................... C E Brakes stick, drag excessively, make noise, or overheat ........................ E G Insufficient stopping power; excessive effort required........................... F B E Excessive effort required to apply brake................................................. F B Inching pedal does not apply brake at right time .................................... A D

Causes/Corrective Actions A. Overlap adjustment incorrect... Adjust. B. External leak in wheel cylinder or other component of braking system... Inspect/replace/repair. C. Air in braking system... Bleed and recheck. D. Linkage misadjusted or broken. Return spring damaged... Inspect/repair. E. Brake master cylinder defective... Inspect/overhaul or replace. F. Disc worn or brakes misadjusted... Inspect/repair/adjust. G. Parking brake misadjusted... Adjust.

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Group 23, Brake System

Section 3 Brake/Inching Pedals and Linkages Adjustments Introduction Figures 1 show : •

The service brake linkage, which links the brake pedal to the brake master cylinder.

•

The inching pedal linkage, which links the inching pedal to the inching sensor.

•

The inching pedal overlap, which allows the inching pedal to operate the brake pedal.

The illustrations and accompanying text serve as guide to disassembly/assembly and adjustment.

Pedal Height Adjustment See Figure 1. The brake pedal must be at the same height as the inching pedal. To adjust brake pedal height :

Overlap Adjustment See Figure 1. When the inching pedal is depressed, the strike bolt threaded into the inching pedal pushes against the strike lever on the brake pedal, applying the brake. The clearance between the top of the strike bolt and the strike lever should be 0 to 5 mm (0~0.2 in), depending on operator preference. 1. Measure clearance. If necessary, adjust as follows: 2. Loosen jam nut. 3. Turn strike bolt to obtain desired clearance. 4. Tighten jam nut.

1. Loose the pedal stop bolt of brake and adjust pedal height to be 168 ± 3mm(6.6 ± 0.1in) from cross plate. 2. Rotate the eccentric stop in the hex hole until it stops the brake pedal at the same height as the inching pedal.

Freeplay Adjustment When the brake pedal linkage is properly adjusted, braking should begin only after the pedal is depressed a certain distance, This is “Freeplay” is Adjusted as follows : 1. Loosen the jam nut on the rod brake master cylinder (Figure 1). 2. Depress the brake pedal 4~6mm (0.16~0.24 in). 3. Adjust the rod until you feel the push rod make clearance with the cylinder piston.

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Group 23, Brake System

Inching pedal

Inching sub ass'y

Inching rod ass'y

Inching pedal C60-80D

Brake pedal Brake Carle

C60-75L Figure 1. Brake/Inching Pedals and Linkage

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Group 23, Brake System

Section 4 Brake System Bleeding Bleed brakes when : •

The brake pedal kicks back during braking or the pedal feels spongy.

•

The brake valve or wheel cylinders — or lines between — have been leaking and/or have been repaired or replaced.

•

Troubleshooting otherwise indicates that air has been introduced into the system.

5. Operate the brake pedal at various rates. If you feel the pedal kick back, bleed the system again.

Because the brake system is supplied with fluid (Hydraulic fluid ; RANDO HD 32, or in accordance with CLARK specification MS-68 ) from the reservoir, brake bleeding is simplified. Proceed as follows : 1. Park truck on level floor. Put direction control in neutral. Lower forks to floor, tilt forward, and apply parking brake. 2. Attach a clear hose to a bleed screw on one of the brake cylinders. Place the other end of the hose in a jar containing Hydraulic fluid, Clark part #2776239. (MS-68)

3. Open the bleed screw. 4. Depress the brake pedal and watch fluid flow into the jar. When the fluid appears to be free of bubbles, tighten the bleed screw, then release the pedal.

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Group 23, Brake System

Section 5 Brake Master Cylinder Service

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Group 23, Brake System Brake Master Cylinder Removal and Replacement 1. Remove the spring clip and pin from the yoke on the brake master cylinder rod. (See box below). 2. Remove and plug the feed line. 3. Loosen the two mounting bolts. 4. Replacement is reverse of removal. Bleed system and test brakes as described in Section 4.

Cross plate

Yoke

Brake valve Mounting bolts

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Group 23, Brake System Brake Master Cylinder Overhaul •

Use the Clark overhaul kit to overhaul the brake master cylinder.

•

Clean all parts with a safety-approved commercial solvent before inspection.

•

Inspect all parts. Inspection includes : - Checking bores and pistons for scratches, nicks, burrs, and wear. - Making sure springs are not bent or cracked. - Making sure all orifices are free of blockage. - Making sure boot is not torn or loose. - Making sure push rod is not bent.

•

Replace all seals. Do not reassemble with old seal.

•

Coat all components with hydraulic fluid, Clark part #2776239, before reassembly. Lubricate and wrap parts if reassembly will not be done immediately. IMPORTANT CLEANLINESS. Perform overhaul procedure in a clean environment. Make sure all parts are cleaned before, and kept clean during, reassembly.

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Group 23, Brake System

Section 6 Parking Brake Service Operation

Adjustment

If the user pulls the parking brake lever, the parking brake will begin to work and the ratchet maintain this condition. The cable connected to the parking brake lever draws the drive axle brake lever, so the brake will work. When releasing the parking brake, the user shall press the lock button and push down the parking brake. The parking brake lever pin will operate the parking brake interlocking switch and parking brake indicator light switch.

1. While the parking brake lever is completely released, adjust the loose brake cable and tighten the adjust/ lock nut. 2. Actuate and release pedal foru to five times. 3. Readjust and tighten nuts.

Parking brake lever Parking brake cable

Parking brake locking lever

Parking brake switch

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GROUP 25

GROUP 25 STEERING COLUMN AND GEAR

Steering System Specifications and Description .................................... Section 1 Steering System Troubleshooting ........... Section 2 Steering Column and Component Removal and Replacement .................. Section 3 Steering System Relief Pressure Check and Adjustment .................................... Section 4 Steering Gear Overhaul ........................... Section 5

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Group 25, Steering Column and Gear

Section 1 Steering System Specifications and Description Specifications

Description

Steering System Type : Hydrostatic power steering with load sensing, dynamic signal neutral circuit.

All truck models have a hydrostatic power steering system, which is supplied with oil pressure from the main hydraulic system pump. The steering hand wheel operates the steering gear (steering control unit), which directs oil flow to the steering cylinder on the steer axle. A steering system pressure relief valve is built in the hydraulic pump to prevent over-pressurization of the steering system. The pressure relief setting can be tested using the gauge port of the hydraulic pump. A steering priority valve, also in the pump, diverts flow from the main hydraulic system to the steering system when it senses the pressure increase caused by turning the steering hand wheel.

Steering System Relief Pressure Setting : 13000 kPa (1885 psi)

Service Intervals Check the steering system relief pressure annually or after every 2000 hours of operation. Make a visual inspection of steering control unit hydraulic fittings periodically to ensure that the fittings are tight with no leakage.

Fastener Torques Steering Handwheel Nut : 35-45 N m (25.5-33.5 ft lb)

The power steering gear is a remote positioning control valve that senses the input signal from the steering hand wheel, multiplies this signal to assist in reducing the steering effort, and causes the steering axle to turn the wheels to the desired position by supplying hydraulic flow to the steering cylinder. The steering gear is connected to the bottom of the steering column. When the steering hand wheel is turned, it is linked mechanically to the steering gear spool and causes this spool valve to shift from its closed neutral position to a “turn” position that allows oil under pressure to flow to the steering cylinder. When the steering hand wheel stops turning, centering springs in the valve automatically center the spool, stopping the flow of oil to the cylinder. The low pressure oil from the opposite side of the steering cylinder is returned through the opposite port in the gear. It is controlled by the same spool as the high pressure port. In the event of a pump failure, the steering gear can generate sufficient hydraulic power by movement of the steering handwheel to serve as a limited steering method. An internal check valve automatically closes to divert this generated oil flow to the proper port of the steering cylinder.

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Group 25, Steering Column and Gear The handwheel turning effort is considerably higher, however, than with power steering. The column tilt lock mechanism allows the operator to adjust the steering column. The column tilt lever knob releases the adjustment setting and the column returns to Locker Switch

the up position by the use of gas spring. The tilt lock mechanism, the directional control lever are protected by the steering column cover. The cover can be removed for service to steering column components. The entire column can be removed for service or replacement.

Steer Handle

Direction Control Assembly

Light Switch Lever

Steer Handle Screw Column Upper Cover Tilt Lock Lever Gas Spring

Tilt Lock Assembly Column Lower Cover

Wire Harness

Column Outside

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Column Inside

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Group 25, Steering Column and Gear

Section 2 Steering System Troubleshooting Truck turns in wrong direction

No steering

•

Hydraulic fluid level very low.

•

Air in hydraulic oil.

•

Steering column sections not connected properly.

•

Hose broken.

•

Hydraulic pump contaminated or defective.

Handwheel kickback •

•

Hydraulic fluid level low.

•

Air in hydraulic oil.

•

Steering gear contaminated or defective.

•

Relief valve setting too low ; adjust or replace.

•

System leaking.

•

Incorrect tire pressure.

•

Axle load too heavy.

•

Lack of lubrication.

•

Air in hydraulic oil.

•

Defective steering gear.

•

Malfunctioning, damaged, or worn demand valve (flow control valve).

•

Oil viscosity too high.

•

Contaminated or defective steering gear.

Chatter conditions •

Loose mountings or linkage. Make certain all mounting fasteners and other linkage is tight.

•

Pressure relief valve set too low and is out of adjustment ; adjust or replace the relief valve.

•

Insufficient pump flow. Check pump for leaks and see Group 29, Section 2.

Unsatisfactory steering in either direction priority

•

Air in system due to excessive wear in steering cylinder. Check for air in system. Excessive noise or foamy condition of hydraulic fluid indicates aeration. Check that air is not entering the system through poor threads, cracked, split, or worn hoses, bad pump seals, bad O-rings, bad gaskets, or loose connections. Worn cylinders result in leakage past the piston. Overhaul (see Group 26, Section 7) or replace the steer cylinder.

•

Incorrect system pressure due to worn pump. Replace the relief valve or repair or replace the pump (see Group 29).

High number of handwheel turns Steering cylinder seal leakage.

•

Worn steering gear.

Check valve faulty (or not in system).

Slow steering response

Hard steering

•

Hydraulic lines not installed correctly.

Steering handwheel spins freely •

Air in system (cavitation).

•

Low oil supply.

•

Steering column detached from steering gear.

•

Defective steering gear. Noise during turns

Jerky steering •

Steering gear malfunction because of worn parts or contamination. Steering gear may require overhaul.

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Worn bearing (s) in steering arm; replace bearings.

•

Worn pin in steering knuckle ; replace pin.

•

Worn bearings in steering knuckle ; replace bearings.

•

Steering knuckle is loose ; tighten castle nut.

25-2-1

Group 25, Steering Column and Gear Constant noise from steering axle •

Loose or worn hub bearing cones. Adjust or replace hub bearing cones. Replace bearing cones and bearing cups as a set.

Low pressure at the pump •

Refer to the pump troubleshooting and overhaul procedures in Group 29.

Low pressure at the steering gear Noise when axle pivots •

Lack of lubricant in steering axle mounting.

•

Steering axle mountings worn; replace mountings.

•

Steering axle mounting cap(s) loose ; tighten mounting cap(s).

Fluctuating pressure •

Faulty operation of relief valve. Fluctuating pressure or loss of pressure in the system is usually caused by scales, chips, sludge, or filings that have lodged between the relief valve and seat. A damaged spring or worn valve may also be the cause of the trouble. Flush and refill the system and replace the hydraulic return line filter element. If condition still exists, replace the relief valve.

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•

Refer to Section 5, “Steering Gear Overhaul.”

Low pressure at the steer cylinder •

Seals worn out at piston rod end of steer cylinder; replace seals.

Steer cylinder rod binding or sticking •

Binding of linkage. With hydraulic flow shut off from the cylinder and the rod end uncoupled, the rod should slide freely in or out by hand. If the piston is binding, overhaul or replace the cylinder.

25-2-2

Group 25, Steering Column and Gear

Section 3 Steering Column and Component Removal and Replacement

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Locker Switch

Steer Handle

Direction Control Assembly

Light Switch Lever

Steer Handle Screw Column Upper Cover Tilt Lock Lever Gas Spring

Tilt Lock Assembly Column Lower Cover

Wire Harness

Column Outside

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Column Inside

25-3-1

Group 25, Steering Column and Gear

locker switch and pull rear cover smoothly after removing tilt lock leveler.

CAUTION

Tilt Lock Lever

Cover Screw

Steering Column and Component Removal Determine which component requires service and check the procedure for removing that component. Read the procedure completely before beginning disassembly.

Hand Wheel, Light Switch Lever and Directional Control Assembly Removal

NOTE Use care when removing the back side cover as the locker switch wiring is attached. 4. Disconnect wire connector assembled to direciton control lever and light switch lever and remove direction control lever and light switch lever from steering column by releasing two (+) screw

1. Disconnect the negative lead at the battery. 2. Remove a hand cover and release nut and washer securing handle to steering column.

Steer Handle Cover

Steer Handle Screw Steer Handle Washer

Column Tilt Lock Assembly Removal NOTE The tilt lock assembly is not serviceable; only the gas springs are serviceable. The tilt lock assembly should be removed only for replacement as a complete assembly. 1. Disconnect the negative lead at the battery. 2. Refer to "Handle, light switch lever and direction control assembly removal" to remove upper cover.

Steer Handle

3. Remove 8 screws secruing both column cover using (+) driver. Disconnect connector assembled on

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Group 25, Steering Column and Gear 3. Use (+) drive to remove 4 screws secruing lower column lever and then lower cover.

Column Upper Cover Gas Spring

Steering Gear Column Lower Cover

4. Remove 4 bolts secruing tilt assembly to frame 2. Remove the four bolts and the lower column shaft and steering gear to the bracket on the frame.

Tilt Lock Assembly Mounting Screw

Steering Gear

3. Remove the lower shaft and steering gear assembly from the truck.

Steering Gear Removal 1. Put a pan under the truck to catch hydraulic fluid which will drip when fittings are loosened. Label the four hose fittings of the steering gear to make sure they are reassembled correctly. Loosen and remove the hydraulic fittings at the steering gear. Cap the ends to prevent fluid leaks. Cap the steering gear ports to prevent dust and debris from getting into the steering gear. Keep hydraulic ports and hoses clean.

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Group 25, Steering Column and Gear Steer Column and Component Replacement IMPORTANT Make sure all parts are clean and dry before reassembling. It may be necessary to assemble the steering column in place and hand tighten fittings so that the correct alignment of the entire column and parts can be checked. Once you have the correct alignment, torque all fittings to their correct specifications. 1. Component replacement and reassembly is in reverse order of removal.

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Group 25, Steering Column and Gear

Section 4 Stering System Relief Pressure Check and Adjustment The steering system relief pressure is adjusted by the relief valve in the steering unit specification 140 kgf/່ (1990 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, excessive force is required to turn the steering wheel.

ADJUSTMENT 1. Remove plug.

CHECK NOTE 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. Adjust the pressure. - Specification : 140 kgf/່ (1990 psi) - To increase : turn clockwise - To decrease : turn counter.clockwise

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 0~350 kg/່ (0~5000psi)

To increase

To decrease

5. Start the engine and run at high idle. 6. Turn the steering wheel and measure the pressure when the relief valve is actuated.

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Group 25, Steering Column and Gear TROUBLESHOOTING Steering systems with load sensing Fault Steering wheel is heavy to turn.

Constant steering is necessary for straight travel. (“Snake-like driving”)

Neutral position of steering wheel can not be obtained, i.e. there is a tendency towards “motoring”.

“Motoring” effect. The steering wheel can turn on its own.

Backlash

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Possible cause • Insufficient oil pressure.

Remedy • Check the oil pressure.

1. Pump drive defective.

1. Replace pump drive.

2. Pump is worn out.

2. Replace pump.

• Pressure relief valve is stuck in open position or setting pressure is too low.

• Repair or clean pressure relief valve. Adjust the valve to the correct pressure.

• Priority valve spool stuck.

• Clean or replace valve.

• Too much friction in the mechanical parts of the steering system.

• Grease/repair axle knuckle pins, steering cylinder pins, steering column bearings. Check the hydraulic cylinder for malfunction.

• Leaf springs without spring force or broken.

• Replace leaf springs.

• Spring in relief valve broken.

• Replace relief valve.

• Gerotor assy worn.

• Replace gerotor assy.

• Cylinder scored or piston seals worn.

• Replace defective parts.

• Steering column and steering unit out of alignment.

• Align the steering column with steering unit.

• Too little or no end play between steering column and steering unit input shaft.

• Adjust the end play and if necessary, shorten the splined shaft.

• Pinching between inner and outer spools.

• Dismantle the steering unit and repair as required.

• Leaf springs are stuck or broken and therefore have reduced spring force.

• Replace leaf springs.

• Inner and outer spools sticking possibly due to dirt.

• Dismantle the steering unit and clean/ repair as required.

• Cardan shaft fork worn or broken.

• Replace cardan springs.

• Leaf springs without spring force or broken.

• Replace leaf springs.

• Worn splines on the steering column.

• Replace steering column/shaft.

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Group 25, Steering Column and Gear

Fault Shimmy / abnormal vibration of steering wheel.

Possible cause

Remedy

• Air in the steering cylinder.

• Bleed steering system, remedy cause of air ingression.

• Worn axle knuckles or steering cylinder pins.

• Replace worn parts.

• Leaking relief valve and anticavitation valves or broken valve springs.

• Repair/replace relief valve, anticavitation valves. Replace the springs.

• Oil is needed in the tank.

• Fill with clean oil and bleed the system.

• Steering cylinder worn.

• Replace or repair cylinder.

• Gerotor set worn.

• Replace gerotor set.

• Spacer across cardan shaft missing.

• Install spacer.

Steering wheel can be turned slowly in one or both direction without articulating the axle wheels.

• One or both anticavitation valves leaking.

• Clean or replace defective valves.

• Relief valve is leaking.

• Clean or replace defective valve.

Steering is too slow and heavy when trying heavy to turn quickly.

• Insufficient oil supply to steering unit, pump defective.

• Replace pump.

• Relief valve setting too low.

• Adjust valve to correct setting.

• Relief valve sticking owing to dirt.

• Clean the valve.

• Check valve in emergency steering unit stuck open allowing pressure to return to tank. (if equipped)

• Clean or replace the check valve.

Heavy kick.back in steering wheel in both directions.

• Incorrect setting of cardan shaft and gerotor set.

• Correct setting as shown in service manual.

Turning the steering wheel articulates the axle wheels in the opposite direction.

• Hydraulic hoses for the steering cylinder have been interchanged.

• Reverse the hoses.

• Incorrect assembly of cardan shaft and gerotor.

• Reassemble correctly

• Pump output low.

• Check pump flow.

• Relief valve set pressure to low.

• Inspect relief valve and adjust.

Steering wheel can be turned continuously without articulating the steering axle wheels.

Hard point when starting to turn the steering wheel.

• Replace the valves if defective.

• 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).

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Group 25, Steering Column and Gear

Fault Leakage at either input shaft, end cover, gerotor set, housing or ports.

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Possible cause

Remedy

• Shaft defective.

• Replace shaft seal, see service manual.

• Screws loose.

• Tighten screws (3±0.3 kgf·m).

• Washers or O–rings defective.

• Replace washers or O–rings.

25-4-4

Group 25, Steering Column and Gear

Section 5 Steering Gear Overhaul

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available. NOTE The following material does not show the load sensing port on the steering gear (steering control unit). The port is located in the center of the other four ports. The load sensing port requires no special overhaul procedures.

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Group 25, Steering Column and Gear Disassembly

5. Remove meter (gerotor). Be careful not to drop star (rotor).

Cleanliness is extremely important when repairing a steering gear. Work in a clean area. Before disconnecting lines, clean port area of unit thoroughly. Use a wire brush to remove foreign material and debris from around exterior joints of the unit. NOTE Although not all illustrations show the unit in a vise, it is recommended to keep the unit in the vise during disassembly. Follow the clamping procedures explained throughout the text.

Meter (Gerotor) End

6. Remove seal from meter. 7. Remove drive spacer(s).

1. Clamp unit in vise, meter end up. Clamp lightly on edges of mounting area, as shown. Use protective material on vise jaws. Do not overtighten jaws.

8. Remove drive.

9. Remove spacer plate. 2. Remove capscrews.

10. 10.Remove seal from housing.

Control End 11. Remove housing from vise and place on a clean soft cloth to protect surface finish. Use a thin-bladed screwdriver to pry retaining ring from housing.

3. Remove end cap. 4. Remove seal from end cap.

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Group 25, Steering Column and Gear 12. Place assembly so shaft is horizontal. Rotate spool and sleeve until pin is horizontal. Push spool and sleeve assembly forward with your thumbs just far enough to free seal gland bushing from housing. Remove bushing.

IMPORTANT Do not bind spool and sleeve in housing. Rotate spool and sleeve assembly slowly when removing from housing. 17. Push pin from spool and sleeve assembly. 18. Push spool partially from control end of sleeve, then remove six centering springs from spool carefully by hand. Note their position in the unit before they are removed.

13. Remove quad ring seal from seal gland bushing.

14. Use a thin-bladed screwdriver to pry dust seal from seal gland bushing. Do not damage bushing. 15. Remove two bearing races and the needle thrust bearing from spool and sleeve assembly.

19. Push spool back through and out of sleeve. Rotate spool slowly when removing from sleeve. 20. Remove seal from housing.

16. Remove spool and sleeve assembly from cap (14hole) end of housing.

21. Remove set screw from housing. 22. Screw a 1/8-inch-24 NC machine screw into end of check ball seat. Then pull on screw with pliers to lift seat out of housing. 23. Remove two seals from check valve seat. 24. Tip housing to remove check ball and check ball retainer.

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Group 25, Steering Column and Gear Parts Inspection Inspect all parts for damage, cracks, broken parts, damaged threads, corrosion or erosion of surfaces, worn spots, nicks or scratches. Check all mating surfaces. Replace any parts that have scratches or burrs that could cause leakage. Discard all old seals and replace with new ones. Clean all metal parts in clean solvent. Blow dry with air. Do not wipe dry with cloth or paper towel because lint or other matter can get into the hydraulic system and cause damage. Do not use a coarse grit or try to file or grind these parts. If parts are left exposed, cover them with a clean cover to prevent airborne dust from collecting on them.

4. Lubricate check ball seat and seals thoroughly before installing seat in housing. When installing seat do not twist or damage seals. Install check ball seat in housing; insert open end of seat first. Push check ball seat to bottom of hole. 5. Install set screw. Use a 5/16-inch Allen wrench to torque set screw to 11 N m (100 in-lb; 8.3 ft lb). To prevent interference of parts, make sure top of set screw is slightly below housing mounting surface. 6. Assemble spool and sleeve carefully so that the spring slots line up at the same end. Rotate spool while sliding parts together. Some spool and sleeve sets have identification marks ; align these marks. Test for free rotation. Spool should rotate smoothly in sleeve with finger tip force applied at splined end.

Reassembly Refer to Service Parts Book when ordering replacement parts. A good service policy is to replace all old seals with new seals at overhaul. NOTE Lubricate all seals (with exception of new quad ring seal) with clean petroleum jelly such as Vaseline. Do not use excessive lubricant on seals for meter (gerotor) section. Make sure all parts are clean and free of dust. Before assembly, lightly coat all internal metal parts with oil.

Control End

7. Bring spring slots of both parts in line and stand parts on end of bench. Insert spring installation tool (available as Part No. 6000057) through spring slots of both parts. Position three pairs of centering springs (or two sets of 3 each) on bench so that extended edge is down and arched center section is together. In this position, insert one end of entire spring set into spring installation tool, as shown.

1. Use a needle-nosed pliers to lower check ball retainer into check valve hole of housing. Make sure retainer is straight (not tilted on edge) in housing.

2. Install check ball in housing.

On those units which use the low torque centering springs, there are two pairs of centering springs (or two sets of each) and one pair (two) spring spacers. The spring spacers are installed together between the two sets of centering springs. The installation procedure is the same as that used on the standard (three pairs of centering springs) units.

3. Lubricate 5/8-inch diameter seal and 7/16-inch diameter seal. Install seals on check ball seat, as above.

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Group 25, Steering Column and Gear 8. Compress extended end of centering spring set and push into spool sleeve assembly withdrawing installation tool at the same time.

13. Install two bearing races and the needle thrust bearing in the order shown.

9. Center the spring set in the parts so that they push down evenly and flush with the upper surface of the spool and sleeve. 10. Install pin through spool and sleeve assembly until pin becomes flush at both sides of sleeve.

11. Position the spool and sleeve assembly so that the splined end of the spool enters the 14-hole end of housing first.

14. Install 1-1/4-inch diameter dust seal in seal gland bushing; flat or smooth side of dust seal must face down towards bushing. 15. Install dry quad ring seal in seal gland bushing. Smooth seal in place with your finger. Do not use any seal that falls freely into pocket of bushing. Seal should not “fall” into place but should require light force to seat.

IMPORTANT Be extremely careful that the parts do not tilt out of position while being installed. Push parts gently into place with slight rotating action; keep pin nearly horizontal. Push the spool assembly entirely within the housing bore until the parts are flush at the meter end or 14-hole end of housing. Do not push the spool assembly beyond this point to prevent the cross pin from dropping into the discharge groove of the housing. With the spool assembly in this flush position, check for free rotation within the housing by turning with light finger tip force at the splined end. 12. Place housing on clean, lint free cloth. Install 2-1/8inch diameter seal in housing.

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Group 25, Steering Column and Gear 16. Install seal gland bushing over the spool end with a twisting motion. Tap the bushing in place with a rubber hammer. Make sure the bushing is flush against the bearing race. On those units which use the Teflon seal, install the Teflon back-up ring into the recess cut into the seal gland bushing. Install the Teflon seal over the spool end, then carefully install the seal gland bushing over the spool end using a rotary motion. NOTE The seal gland bushing which is used with the Teflon seal is not the same as the seal gland bushing used with the standard quad-ring seal. The seal gland bushing with the Teflon seal has an identification groove cut into the outer diameter of the bushing. The grooved bushings can only be used with the Teflon seals and the non-grooved bushings used only with the quad-ring seals.

Meter (Gerotor) End 18. Clamp housing in vise, as shown. Clamp lightly on edges of mounting area. Do not overtighten jaws.

NOTICE Check to ensure that the spool and sleeve are flush or slightly below the surface of the housing. IMPORTANT Clean the upper surface of the housing by wiping with the palm of clean hand. Clean each of the flat surfaces of the meter section parts in a similar way when ready for reassembly. Do not use cloth or paper to clean surfaces. 19. Install 3-inch diameter seal in housing.

17. Install retaining ring in housing. After installing ring, tap on ring or pry with screwdriver around entire circumference of ring to properly seat ring in groove.

20. Install spacer plate. Align bolt holes in spacer plate with tapped holes in housing.

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Group 25, Steering Column and Gear 21. Rotate spool and sleeve assembly until pin is parallel with port face. Install drive, making sure you engage drive with pin.

24. Install drive spacer(s) when used, in meter.

IMPORTANT Failure to properly install drive and pin may cause unit to self steer. NOTE To assure proper alignment, mark spline end of drive shaft with a line parallel to slot on other end, before installing. 22. Install 3-inch diameter seal in meter (gerotor).

23. With seal side of meter toward spacer plate, align star valleys on drive. Note the parallel relationship of reference lines A, B, C, and D in figure. Align bolt holes without disengaging meter from drive. Be sure star has engaged drive spline in position shown.

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25. Install 3-inch diameter seal in end cap. 26. Install end cap on gerotor, and align holes. 27. Install 7 dry cap screws in end cap. Pretighten screws to initial torque of 17 N m (150 in lb), then torque screws to final torque of 31 N m (275 in lb) in the sequence shown.

28. Inspect the assembly to be sure all parts have been installed and fasteners correctly installed and tightened.

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GROUP 26

GROUP 26 STEER AXLE

Steering Axle Specifications and Description .................................... Section 1 Steer Axle Wheel Bearing Maintenance and Adjustment .................................... Section 2 Steer Axle Removal and Replacement .... Section 3 Steer Axle Overhaul ................................. Section 4 Steer Cylinder Removal and Replacement ......................................... Section 5 Steer Cylinder Overhaul .......................... Section 6

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Group 26, Steer Axle

Section 1 Steer Axle Specifications and Description Specifications Steering System Relief Pressure Setting : 13000 KPa (1885 psi). Steer Cylinder Type : Double-acting, piston-type. Turning Arc : Maximum inside turning angle 72 maximum outside turning angle 51 Bearing Grease : Grade No. 2 EP multi-purpose grease, Clark Part MS-107C.

Fastener Torques Steer Axle Mounting Bolts : 235-288 N m (173-213 ft lb), Cylinder to Axle Mounting Bolts : 460-562N m (339-415 ft lb). Steering Link to Steering Knuckle Nuts : 66-68 N m (4950 ft lb).

Description The steer axle has the steer cylinder, steer knuckles, and steering links mounted on it. All these components can be removed, serviced, and replaced. The steering gear (steering control unit) at the base of the steering column directs hydraulic fluid to one end or the other of the steer cylinder to pivot the steer wheels. The steer axle is bolted to the truck frame. The steer cylinder is connected to the steering knuckles by steer links. Mounting trunnions allow the axle to tilt independently of the truck and “silent” mounts cushion the axle on the trunnions. All bearings used in the steer axle linkage have lubrication fittings and are serviceable. Axle removal, replacement, and service for all components, including overhaul of the steer cylinder, is explained in the Sections for this Group.

Steer Knuckle King Pin Castle Nuts : See installation procedures in Section 4, “Steer Axle Overhaul.”

Service Intervals Steering Linkage Inspection and Lubrication : Every 50250 hours and each PM. Steer Wheel Bearing Inspection and Lubrication : Every 500 hours of operation. Steer Cylinder Seals Leakage Check : Every 50-250 hours and each PM. Steer Axle Mounting Inspection : Every 50-250 hours and each PM. Power Steering Relief Pressure Check : Every year or 2000 hours of operation.

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Group 26, Steer Axle

Silent Block

Steer Axle

Steer Link

Steer Knuckle Steer Cylinder Steer Axle and Mounting-Pneumatic Tire Axle

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Group 26, Steer Axle

Section 2 Steer Axle Wheel Bearing Maintenance and Adjustment

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

2. Try to pull it in and out along the wheel spindle. CAUTION

Watch for excessive free movement in wheel bearings or steering knuckle bearings. There should be a small amount of free movement. If the wheel has excessive free movement, the bearings require additional service and or adjustment.

Wheel Bearing Lubrication These procedures cover bearing lubrication. Use the procedures to clean, repack and adjust bearings for hub.

4. Apply the parking brake and block the wheels. Wheel mounting hub

Wheel Bearing Check A wheel bearing check should be performed about every 500 hours of operation or three or four times a year. Wheel bearings need adjustment only after 2000 hours or as needed. It is recommended that you clean and repack the bearings before adjustment. Check hourmeter total hours and refer to the truck’s PM schedule. See steer wheel bearing lubrication procedure below. To check the steer wheel bearings for excessive free play or looseness :

Steering axle knuckle

1. Grasp the wheel with both hands and try to move it by a rocking motion top-to-bottom.

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Group 26, Steer Axle Bearing Disassembly

9. Clean and inspect the bearing cups and cones for wear or other damage. Replace, as necessary.

1. Be sure truck is parked and blocked up correctly and safely to raise steer wheels off the floor. Refer to “Lifting, Jacking, and Blocking,” in the Group “SA.” 2. Loosen lug nuts of pneumatic-tire wheels before completely raising rear wheels off the floor. 3. Lower truck onto blocking. Remove lug nuts and then wheel assembly. NOTE Because of the heavy weight of the pneumatic wheel and tire, it is suggested to first remove the wheel and tire assembly from hub when servicing the bearings to avoid damage to the grease seal when the wheel hub is moved off or on the spindle. It also makes the work simpler and easier. 4. Clean the excess grease from around the wheel nut. 5. Remove cotter pin, loosen and remove wheel nut and bearing washer. NOTE Remove outer bearing by pulling out on the cushion wheel or pneumatic hub slightly to loosen bearings.

IMPORTANT Keep serviceable bearing cups and cones matched together. Always replace bearing cups and cones as a set. 10. Inspect grease seal for wear and damage. Replace as necessary. It is recommended to install a new grease seal whenever old ones are removed. 11. Use a standard puller to remove bearing cups from hub or wheel if bearings require replacement.

Bearing Reassembly The procedures for packing and reassembling the bearing are the same for the cushion wheel or pneumatic wheel hub. NOTE Use Grade No. 2 EP multi-purpose grease, Clark MS-107C. 1. Install new inner and outer bearing cups by pressing into hub or wheel. Be sure cups are fully seated in bore.

6. Pull the wheel or hub off the spindle. Support the wheel or hub to avoid dragging the grease seal at the back side across the thread on spindle end. Spindle guard remains on spindle. 7. Clean the old grease out of center of the wheel or hub. 8. To remove inner bearing and seal, lay wheel or hub down with outer edge up (support hub on blocking). Remove the inner bearing cone and grease seal, using a brass drift pin, rod, or piece of pipe to drive the bearing and seal out of the hub.

2. Pack the bearings with grease and install the inner bearing in the hub or wheel.

Bearing and cone

Grease seal

3. Pack cavity between bearing and grease seal half full with grease.

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Group 26, Steer Axle 4. Install new grease seal in hub or wheel inner bore. Apply coating of grease to inside diameter of seal lips prior to assembly, then install seal in hub or wheel bore.

13. Back up wheel nut to nearest slot and install new cotter pin. Bend cotter pin tabs. 14. Recheck for correct bearing adjustment by rotating the wheel by hand. Wheel should rotate freely or with only slight “drag”. Readjust bearings by adjusting wheel nut as necessary to avoid binding in bearings. 15. Pack the area around wheel nut with grease. 16. Refit O-ring on hubcap and install hubcap by tapping into place with a rubber or plastic-faced hammer.

5. Carefully press or tap grease seal into place with a soft-faced mallet until seal is seated in bottom of bore. 6. Install hub or wheel on spindle. Be careful not to damage grease seal lip when moving the hub over the end of spindle and threads. 7. Pack cavity in hub between bearings one-half full with grease. 8. Install the outer wheel bearing after it has been packed with grease.

17. Remount wheel and tire as applicable for pneumatictire assemblies. See Group 22 for mounting procedures and nut torques.

Wheel Bearing Adjustment The steer wheel bearings are retained and adjusted by the wheel nut.

9. Install bearing washer and hand tighten wheel nut.

NOTE You should clean and repack the wheel bearings before performing a wheel bearing adjustment. See “Wheel Bearing Lubrication” in this Section for the complete procedure. 1. Make sure the truck is parked on a level, hard surface, the upright is fully lowered, the drive wheels are chocked, and the steer wheels are jacked and blocked securely. Refer to “Lifting, Jacking, and Blocking” for safe procedures. 2. Remove hubcap.

10. Rotate hub or wheel counter clockwise and torque wheel nut to 27-31 N m (20-23 ft lb). 11. Back wheel nut up until it is loose. 12. While turning the hub or wheel counter clockwise, torque the wheel nut to 2.3-2.8 N m (1.7-2 ft lb).

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3. Remove and discard cotter pin. 4. Loosen wheel nut. 5. After wheel nut is loosened, hit the top of wheel to loosen the bearings. This moves the bearings free of their seated, running position.

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Group 26, Steer Axle 6. Rotate hub or wheel counter clockwise and torque wheel nut to 27-31 N m (20-23 ft lb). 7. Back wheel nut up until it is loose. 8. While turning the hub or wheel counter clockwise, torque the wheel nut to 2.3-2.8 N m (1.7-2 ft lb). 9. Back up wheel nut to nearest castellation slot and install new cotter pin. 10. Recheck for correct bearing adjustment by rotating the wheel by hand. Wheel should rotate freely or with only slight “drag”. Readjust bearings by adjusting wheel nut as necessary to avoid binding in bearings. 11. Bend cotter pin tabs over. 12. Pack the area around wheel nut with grease. 13. Refit O-ring on hubcap if removed or replaced and install hubcap by tapping into place with a rubber or plastic-faced hammer.

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Group 26, Steer Axle

Section 3 Steer Axle Removal and Replacement

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Group 26, Steer Axle

installation of the axle without disturbing the blocking.

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.

4. Loosen and remove hydraulic steering lines from steering cylinder. Plug fittings and cap open ends of lines. Keep all hydraulic fittings and openings clean.

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.

Steer Axle Removal

Disconnect cylinder lines here.

These procedures describe steer axle removal for both cushion-tire and pneumatic-tire steer axles. The removal procedures are basically the same for both axles even though the axles are different. Minor differences will be explained in the text.

Axle must be supported before any attaching fasteners are removed.

1. Remove the counterweight before removing the steer axle. Refer to Group 38, Section 2, “Counterweight Removal and Replacement.”

WARNING

Do not remove the counterweight unless you have training and are familiar with the correct procedures. Counterweights can fall if not handled correctly and cause severe injury or death. 2. Loosen lug nuts of steer wheels.

3. Block the drive wheels of the truck and raise and block the rear end. Remove steer wheels. See “Lifting, Jacking, and Blocking” in Group “SA” for safe procedures to jack the truck.

5. If another lift truck is used to temporarily support axle while removing, put forks in center of carriage about 305 mm (12 in) apart. Move forks under axle and raise it just to remove its weight from mounting bolts. Or use a portable floor jack to carefully support the axle at its center section. 6. Loosen and remove nuts from axle mounting bolts, front and rear. •

For cushion-tire axles, remove the mount plates from the bottom of the trunnion mounts of the steer axle (Figure A.).

•

For pneumatic-tire axles, remove the washers behind the nuts also (Figure B.).

WARNING

Do not raise truck by hoisting on overhead guard or by jacking or lifting on counterweight.

CAUTION

7. Remove the mounting bolts. 8. Lower the axle allowing its weight to pull the silent blocks out of frame recesses. Watch the silent blocks to be sure they release freely from frame. You may have to loosen blocks with a pry bar if they bind. 9. Carefully withdraw the axle from beneath the truck and move to safe storage.

Make sure truck is correctly raised and safely blocked using hardwood blocks under the frame. Be sure the blocking will permit

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Group 26, Steer Axle NOTE On pneumatic-tire trucks, removal of the silent blocks after a long period of usage may be difficult. Routine removal of the silent blocks from the steer axle trunnions (pivot pins) is not recommended unless they have obvious wear, damage, or failure. If removal by conventional pulling methods is not successful, they then must be removed by destruction of the silent block assembly using a cutting torch and/or hammer and chisel to separate them from the axle trunnions. Be sure that the axle trunnions are not damaged.

Steer Axle Replacement Replacement is the reverse of removal. Refer to Figures for replacement.

CAUTION

Make sure truck is correctly raised and safely blocked using hardwood blocks under the frame. Be sure the blocking will permit installation of the axle without disturbing the blocking. 1. If silent blocks have been removed from axle, install new silent block assemblies. Use a rubber or plastic mallet to seat the silent mounts onto the axle trunnions. 2. Make sure that the silent blocks are positioned correctly front and rear on the steer axle trunnions at the start of installation. Align the silent blocks square with the axle. 3. Use a fork lift truck or mobile floor jack to temporarily support and raise the axle into place under the truck. If another lift truck is used to handle axle, center the forks with about 305 mm (12 in) spread between them. Place steer axle assembly in secure position on fork tips. If hydraulic jack is used, be sure axle is securely supported on jack pad.

Silent Block

Steer Axle

Steer Link Steer Knuckle Steer Cylinder

Steer Axle Mounting

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Group 26, Steer Axle

WARNING

Heavy components can fall and cause severe injury. Keep your body clear at all times. 4. Install axle assembly into frame by slowly raising it up while guiding silent block bushings into frame sockets.

the truck slowly. Fully steer the vehicle in each direction and check response. 13. Check steering cylinder hose line connections and cylinder rod seals for any evidence of oil leakage before returning the truck to service.

5. Install silent block mounting bolts through frame socket holes and silent block, front and rear. For cushion-tire steer axles, reset the two mounting plates under the silent blocks of the axle. 6. Install nuts on silent block fasteners and tighten to 235-288 N m (173-212 ft lb). 7. Remove temporary axle support from under truck. 8. Connect the hydraulic lines to steering cylinder. IMPORTANT Make sure all fittings and openings on the hydraulic lines are clean.

Connect cylinder lines here.

9. As applicable, install pneumatic wheel and tire assemblies. See Group 22, “Wheels and Tires” for mounting procedures. 10. Carefully raise the truck off the blocking as described in “Lifting, Jacking, and Blocking.” Remove the blocking and lower the truck to the floor. 11. Install counterweight; refer to Group 38, Section 2, “Counterweight Removal and Replacement.” 12. Check the axle and steering system for proper operation. Start the engine and operate the steering gear to move the steer wheels to maximum travel in both directions. Note any unusual motion or noise. If the system appears to be operating correctly, drive

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Group 26, Steer Axle

Section 4 Steer Axle Overhaul

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

CAUTION

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Group 26, Steer Axle Preparation For Steer Axle Disassembly and Overhaul

2. Remove and discard cotter pin from kingpin castellated nut. Remove the nut. Kingpin castellated nut

NOTE Cleanliness is of extreme importance in the repair and overhaul of this assembly. •

• •

•

Before starting disassembly, thoroughly clean the axle assembly of all accumulations of dirt, oil, corrosion, and other substances to prevent contamination of the parts during disassembly and overhaul. Work in a clean area. 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 markings on parts using a non-destructive marker such as a grease pencil or felt-tipped pen. See Section 2, “Steer Axle Wheel Bearing Maintenance,” for procedures to remove the pneumatictire assembly hub from the spindle/knuckle of the steer axle. Removal of the hub assembly will make disassembly of the steer axle knuckle easier. If necessary, see Section 3, “Steer Axle Removal and Replacement,” for the procedures to remove the steer axle from the truck. See Section 5, “Steer Cylinder Removal and Replacement,” for the procedures to remove the steering cylinder and steering links from the steer axle. See Section 6, “Steering Cylinder Overhaul,” to disassemble the steer cylinder.

Kingpin retainer pin

3. Drive the kingpin down and out of the assembly. Remove the steering knuckle. Note right and left knuckle parts. IMPORTANT Do not let the knuckle or pin fall when the pin is removed. 4. Remove the kingpin retainer pin from the base of the kingpin. 5. Remove the knuckle bearing washers, dust covers, upper and lower grease seals, bearings, and bearing cups from the assembly.

Washer

Grease Seals

Steer Axle Disassembly To disassemble the steering knuckle, kingpin, and bearing from the steer axle, it is not necessary to remove the axle from the truck. 1. Remove the snap ring from the bottom of the steering link pin and remove the pin. Steering link is free to be removed from the cylinder rod and knuckle. Steering link pin

Bearing Cup

Bearing

Bearing cups may be removed by hand, by using a bearing puller, or by tapping out using a brass drift pin.

Steering link

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Snap ring Cylinder rod

26-4-2

Group 26, Steer Axle Parts Inspection

3. Set the retainer pin into the king pin and slide the king pin into the steer axle/knuckle bore.

1. Clean all bearings, cups, seals, pins, and other parts in an approved cleaning fluid. 2. Inspect all parts for scratches, chips and wear. Check the steering arms of the knuckles to be sure they are not bent or twisted. Check all threaded parts for damage.

IMPORTANT Make sure that retainer pin enters the hole in the underside of the axle. Kingpin castellated nut

3. Replace all parts which show damage. 4. If parts are to be left exposed, coat all mating surfaces of parts with a light coating of engine oil.

Steer Axle Reassembly

Kingpin retainer pin

Recommended greasing procedure : 4. Reset the kingpin castellated nut to the top of the kingpin. Torque nut to 66-68 N m (49-50 ft lb).

a. Use Grade No. 2 EP multi-purpose grease, Clark MS-107 or equivalent. b. Pack all tapered roller bearings with grease before assembly. c. Pack knuckle pin (bearing) seals with grease before assembly. d. Fill steer link sockets with grease through grease fittings after axle is assembled.

5. Rotate the steer knuckle three times through its full range of movement. Check to be sure that it is free to rotate in the bearings without binding.

1. Install the upper and lower knuckle bearing cups into the knuckle housing bore. Tap into place with a brass drift pin or equivalent.

7. Advance the nut to the next castellated slot and lock the nut into position with a new cotter pin. Bend cotter pin tabs over.

Washer

Grease Seals

6. Loosen the kingpin nut and retorque the nut to 11-14 N m (8-10 ft lb).

8. Replace steering link pin and snap ring to join the cylinder rod to the steering link and knuckle. Steering link pin

Steering link

Bearing Cup

Bearing

IMPORTANT Make sure that bearing cup is fully seated against the shoulder in bore. There must be no gap left between cup and the shoulder in the bore at assembly.

Snap ring Cylinder rod

9. Reinstall grease fitting in knuckle housing and lubricate with recommended grease. Knuckle Housing Grease Fitting

2. Apply grease to upper and lower knuckle bearings and install bearings, grease seals, and washers to bores of knuckle.

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Group 26, Steer Axle

Section 5 Steer Cylinder Removal and Replacement

CAUTION

SAFE PARKING. Before working on truck:

2. Remove the snap ring from the bottom of the steering link pin. Steering link pin attaches steer cylinder rod end to steering link. Steering link pin

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.

Steer Cylinder Removal The steer cylinder can be removed from the steer axle for overhaul or replacement without removing the steer axle from the truck. The cylinder should be overhauled or replaced if steering problems or troubleshooting information indicate the cylinder is malfunctioning. See Group 25, Section 2, “Steering System Troubleshooting,” for steering problem diagnoses. See Section 6 in this Group for steer cylinder overhaul procedures. 1. Place a drain pan under the steer cylinder and remove the hydraulic lines from the cylinder fittings. Cap fittings and lines to prevent fluid from leaking and to protect the components and hydraulic system from dust and dirt. Label hoses and fittings for correct reassembly.

Snap ring Steering link

Cylinder rod

NOTE Mark left-side and right-side parts for correct reassembly. 3. Tap steer link pin upward until it clears the steering link bearing and remove the pin. 4. Remove steer link bearing from steering link-to-cylinder rod end bore. 5. Rotate the steering link away from the cylinder rod end. 6. Repeat steps 1 through 5 for the opposite side of the steer cylinder. 7. Remove the four steer cylinder mounting bolts and washers from the steer axle. Removal torque on these bolts can be as high as 460-562 N m (339-415 ft lb). Cylinder is now ready to be removed from the steer axle body. Cylinder must be lifted off dowel pins positioning cylinder to axle body.

Disconnect cylinder lines here. Mounting Screw

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Group 26, Steer Axle

CAUTION

Cylinder is somewhat heavy and bulky. When removing cylinder from mounting be prepared to lift and move the full weight of the cylinder.

full weight of the cylinder as you set it into position. 2. Position the steering link with the cylinder rod end. Reuse steer link bearing if still serviceable. Install new bearings if scoring or wear marks are evident or if the bearings do not operate smoothly. Steering link pin

Parts Inspection Completely inspect all parts : 1. Clean all bearings, cups, seals, pins, and other parts in an approved cleaning fluid. 2. Inspect all parts for scratches, chips, scoring, and uneven or heavy wear. Check steering links to be sure they are not bent or twisted. Check all threaded parts for damage.

Steering link

Snap ring

Cylinder rod

3. Replace all parts showing excessive wear or signs of damage.

3. Rotate steering link into cylinder rod end and align bearing hole with rod end.

4. If parts are to be left exposed, coat all mating surfaces of parts with a light layer of engine oil. Keep all parts clean and covered.

4. Tap pin through steer link bearing hole with snap ring groove on lower end.

5. Remove and clean all grease fittings before reassembling cylinder components. Refer to Section 6, “Steer Cylinder Overhaul”, if pressure check or troubleshooting tips indicate a problem with steer cylinder performance.

Steer Cylinder Replacement 1. Remount the steer cylinder onto the steer axle dowel pins; set bolts and washers in place and torque mounting bolts to 460-562 N m (339-415 ft lb).

IMPORTANT Make sure bearing is properly aligned with pin in the hole. 5. Install the snap ring to the steering link pin. 6. Repeat steps 1 to 5 for rod end-to-steering link connection for opposite side. 7. Clean and replace hydraulic hoses on correct, clean, cylinder fittings. See Group 40, Hydraulic Fitting Tightening Procedure” for replacement procedures.

Disconnect cylinder lines here. Mounting Screw

CAUTION

Cylinder is somewhat heavy and bulky. When remounting cylinder to steer axle body, be prepared to lift and maneuver the

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8. Check to be sure all lube fittings are installed. Fill all lubrication points with correct lubricant. See recommended greasing procedure above. 9. Test function of steer cylinder before returning the truck to service.

26-5-2

Group 26, Steer Axle

Section 6 Steer Cylinder Overhaul

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Cylinder Rod

Cylinder Tube

Gland Steering Cylinder Pneumatic-tire truck cylinder with “P” stamped on rod end.

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Group 26, Steer Axle Preparation for Steer Cylinder Disassembly and Overhaul Refer to Section 5 for removal of steer cylinder from the steer axle body.

4. Remove gland from opposite end of steer cylinder. 5. Remove the seal and O-ring set from the piston. Discard seals. Replace with new seal set at assembly.

Piston Seal

IMPORTANT Cleanliness is of extreme importance in the repair and overhaul of this assembly.

O-ring

1. Overhaul steer cylinder 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. 2. Before disassembly, the exterior of the steer cylinder should be carefully cleaned to remove all dirt and grease accumulation.

6. Remove (inner) gland packing (O-ring) seal. Replace with new seals at assembly.

3. Be sure all hydraulic fluid has been removed from the cylinder. Stroking the piston rod will help force the fluid out. 4. Before starting disassembly, the steer cylinder should be carefully examined to determine if there is any external damage.

Rod wiper

Rod(U-cup) Seal

Steer Cylinder Disassembly 1. Clamp the steer cylinder assembly in a vise. Wrap the cylinder in a course cloth to prevent slipping and scratching. Use extreme caution when tightening vise and do not overtighten ; cylinder can be bent, distorted, and potentially destroyed. 2. Remove one gland by pulling it from cylinder barrel and pulling it off the piston rod.

Gland

Gland Cylinder Barrel Piston Rod

Parts Inspection 1. Carefully clean all parts in an approved solvent and place on a clean surface. 2. Check the piston for chips, cracks, and looseness on the rod. If loose, replace rod and piston assembly. 3. Be sure the piston-seal groove in the piston is smooth, true, and undamaged.

Cylinder Section 3. Remove the piston and rod assembly from the cylinder.

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7. Remove the rod (U-cup) seal and rod wiper from gland and discard. Note direction of seal and wiper seating for correct reassembly. Replace with new seals and wipers at assembly.

4. Check the piston rod for damage. Look for scratches, grooves, gouges, pitting, corrosion or other evidence of unusual wear. Minor surface damage may be repaired by use of fine abrasion cloth or stoning. Deeper damage will require replacement of piston rod assembly.

26-6-2

Group 26, Steer Axle 5. Carefully inspect the cylinder internal bore for wear, scratches, corrosion or other damage. Check the outside for damage. Inspect all welds for cracks.

2. Install new piston seal over the O-ring seal.

Piston Seal

O-ring

6. Inspect the cylinder ports and threads to be sure they are free of contamination and that the threads are clean and not damaged. 7. Check the gland for cracks or damage that could cause failure. 8. Deep gouges or pitted surfaces require replacement of parts. 9. Put a light coating of hydraulic fluid on all parts. If parts are to be left disassembled for a period of time, such as overnight, they should be covered with a clean cloth.

3. Install new gland packing (O-ring) seal on inner end of gland. Gland Packing (Oring) Seal

Steer Cylinder Reassembly Check to make sure the overhaul kit you have is correct and that all parts are included. IMPORTANT Be sure inside of cylinder and all parts are clean before starting reassembly. Assemble cylinder carefully to prevent damage to seal lips and O-rings. Seals should be lubricated with hydraulic oil to assist assembly into cylinder barrel and gland. Heating seal rings in boiling water before starting assembly will aid in assembly.

4. Install new rod wiper and rod (U-cup) seal in outer end of gland.

1. Install new O-ring seal on the piston.

O-ring Rod wiper

Rod(U-cup) Seal

IMPORTANT Be sure the rod wiper and rod (U-cup) seal are installed in the correct directions. 5. Lightly lubricate the cylinder and gland mating surfaces with hydraulic oil before assembly. SM 709

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Group 26, Steer Axle 6. Install the gland onto the cylinder bore rim, making sure gland is fully seated on cylinder. 7. Install piston and rod assembly into the cylinder. NOTE A special part is included in the parts kit to allow you to slip the gland over the rod end without damaging the gland seals.

Operational Pressure Test Once cylinder is remounted on axle (see Section 5), connect pressure source in turn at each port. Extend piston rod at each side and test with internal pressure of 13790 kPa (2000 psi). At this pressure no leakage must occur. Typical operating pressure is 10342 kPa (1500 psi).

8. Repeat above procedure for installation of opposite gland.

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GROUP 29

GROUP 29 HYDRAULIC SUMP, FILTERS, AND PUMP

Main Hydraulic Sump, Filters, and Pump Specifications and Description .............................. Section 1 Main Hydraulic Pump Troubleshooting .............. Section 2 Main Hydraulic Pump Removal and Installation Section 3

NOTE This group covers the main hydraulic pump for the load handling system. Other hydraulic-related components and circuits are described and illustrated in Group 25 “Steering Column and Gear,” Group 26 “Steering System,” Group 30 “Hydraulic Control Valve/Lift Circuit,” Group 32 “Tilt Cylinders,” and Group 34 “Uprights.” Refer to these groups for hydraulic components not covered in this group.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 1 Main Hydraulic Sump, Filters, and Pump Specifications and Description

Specifications ......................................................... 2 Service Intervals ................................................. 2 System Description ................................................ 2 Sump Tank Fill Levels .......................................... 4 Hydraulic Fluid and Filter Change ..................... 5 Remove, clean and replace the strainer ............... 6

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Group 29, Hydraulic Sump, Filters, and Pump Specifications Hydraulic Pump Type: IntegraI gear-type pump and motor assembly. Sump Capacity: Usable oil = C60-75 : 120 L (31.7Gal), C80 : 147 L (38.9 Gal) Hydraulic Fluid Type: Clark Hydraulic Fluid MS-68. Filter Type: Disposable, 25 micron, return line oil filter, 100 mesh suction line screen and a 10 micron filter cap/ breather filter.

Service Intervals Hydraulic Fluid Level Checks: Every 8-10 hours or daily. Hydraulic Fluid Change (Drain and Refill): Every 2000 hours of operation or every year.

The hydraulic sump is located in the right side of the truck frame. The sump is equipped with a suction line screen, return line filter, oil cap/breather. The integral main hydraulic pump and motor assembly is mounted to the truck frame beneath the battery compartment. The main hydraulic pump draws oil from the sump and sends oil to priority valve. The priority valve variably divides oil between the steering system and the main hydraulic system, with priority given to the steering system. Serviceable items are the pump, motor, suction line screen and the return line filter. Other components, such as hoses, fittings, and clamps, are nonserviceable and should be replaced if worn or damaged.

Hydraulic Fluid Filter Replacement: After the first 50 hours of operation, then every year or 2000 hours of operation.

Description NOTE Se group 30 for a description of the complete hydraulic circuit.

C60-75L

C60-80D

Sump brearher cap Sump brearher cap

Suction filter

Return line filter Return line filter

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Group 29, Hydraulic Sump, Filters, and Pump

C60-80D

Steering gear Hydraulic pump

Control valve

C60-75L Steering gear Hydraulic pump

Control valve

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Group 29, Hydraulic Sump, Filters, and Pump

Sump Tank Fill Levels Pull out the dipstick for the hydraulic oil.

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Group 29, Hydraulic Sump, Filters, and Pump Hydraulic Fluid and Filter Change

tank is emptied. A steady stream of used oil should flow from the drain line.

Continue operation until the sump tank is emptied. This point will be reached when the pump starts to cavitate. When cavitation occurs the pump speed will increase and the speed sound will whine. Release the tilt lever immediately when pump cavitation occurs.

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. There is drain plug in the hydraulic sump tank. When the sump tank must be drained of all fluid, the procedure is to remove the drain plug and allow the fluid to drain into a suitable drain pan. Unless the sump tank is to be removed for other repair or maintenance, the hydraulic fluid can also be changed by one of the following methods: Remove the MCV cover for access to the hydraulic oil filter and diagnostic port on the control valve.

IMPORTANT Be careful when sump is nearly emptied and oil flow becomes erratic as the pump approaches cavitation Do not operate pump after cavitation occurs. Turn the key switch OFF. Disconnect drain line from truck. Replace the diagnostic port cover and reinstall the cowl covers. NOTICE If old oil is excessively dirty or hydraulic system is contaminated, it is recommended that the sump tank be completely drained by removing the pump suction line from the sump outlet and flushed withy clean oil.

Pressure gauge to the diagnostic check port fitting. NOTE: Use quick-disconnect adapter fitting.

You will need a drain pan of C60-75 : 120 L (31.7Gal), C80 : 147 L (38.9 Gal) minimum capacity. Be sure the outlet end of the drain line is directed into the drain pan and held from moving when pressurized. Turn key switch ON. Move tilt control lever to the back tilt position to start the hydraulic pump. Hold tilt lever in this position until sump

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Group 29, Hydraulic Sump, Filters, and Pump Remove, clean and replace the strainer.

Sump breather cap

Refill the sump tank with Clark MS-68 Hydraulic Fluid.

Remove and discard old oil filter. Install new filter. Follow the installation instructions printed on the filter body. Also, check that the filter are tightened correctly.

Check truck operation. Turn key switch ON. Operate the hydraulic system. Cycle the lift system serval times: raise the lift carriage to full height and lower fully down. Check for leaks. Recheck sump tank fluid level.

CAUTION

Be sure there is adequate overhead clearance before raising upright.

Turn the key switch OFF.

Filter Head

Filter

Remove and replace the sump breather cap.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 2 Main Hydraulic Pump Troubleshooting

Noisy Pump ............................................................ 2 Pump Not Delivering Hydraulic Fluid ................ 2 Failure to Build Pressure ...................................... 2 Pump Not Developing Sufficient Pressure .......... 2 Pump Output Low ................................................. 2 Foaming Fluid ........................................................ 2 Overheated Pump and/or Fluid ........................... 2 External Leakage ................................................... 3

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Group 29, Hydraulic Sump, Filters, and Pump Pump Not Developing Sufficient Pressure

The following is a list of problems and solutions relating to the main hydraulic pump and associated components. For other hydraulic system troubleshooting, refer to Groups 30 and 34.

•

Leak in hydraulic control system; check system for and correct leaks.

Noisy Pump

•

Inlet line restriction; check for foreign material or line kinks, check and clean sump suction screen.

•

Suction screen dirty; clean screen.

•

Defective hydraulic pump; continue other troubleshooting items, then consider servicing or replacing pump.

•

Hydraulic fluid level low; measure and correct fluid level.

•

Fluid viscosity too high; change to specified fluid.

•

Sump strainer dirty; check and clean.

•

Air leak at pump inlet line; check plumbing tightness.

•

Inlet line restriction; check for foreign material or line kinks, check and clean sump suction screen.

•

Cavitating pump; see “Noisy Pump.”

•

Air leak at pump shaft packing; replace packing.

•

Defective hydraulic pump; continue other troubleshooting items, then consider servicing or replacing pump.

Air in fluid or wrong fluid; drain and fill with correct fluid.

•

System relief valve set too low or too high, stuck or leaking; correct relief valve, pump may be OK.

•

Overheated fluid; see “Overheated Pump and/or Fluid.”

•

Contaminated fluid; eliminate source and replace fluid.

•

Gear face, body or cover nicked; repair or replace pump.

•

Excessive side loading, wear plate tight in body bore, pinched thrust plate; inspect and service pump.

Pump Output Low

Pump Not Delivering Hydraulic Fluid •

Hydraulic fluid level low; check and correct fluid level.

•

Sump suction screen dirty; check and clean.

•

Inlet line restriction; check for foreign material or line kinks, check and clean sump suction screen.

•

Air leak in suction line: check plumbing tightness.

•

Fluid viscosity too high: check fluid viscosity and change to specified fluid.

•

Defective hydraulic pump; continue other troubleshooting items, then consider servicing or replacing pump.

contamination

Foaming Fluid •

Cavitating pump; see “Noisy Pump.”

•

Wrong fluid; drain and fill with correct fluid.

Overheated Pump and/or Fluid

Failure to Build Pressure •

Hydraulic fluid level low; measure and correct fluid level.

•

Low viscosity fluid; drain and fill with correct fluid.

•

Defective relief valve or pump: perform pressure check to test valve and pump.

•

Contaminated fluid; drain fluid, clean suction screen, replace filter and fill sump.

•

Cavitating pump: see “Noisy Pump.”

•

Pump drive shaft misaligned; check mounting and alignment.

•

Axial loading on drive shaft; check shaft end clearance and shaft alignment; check for worn key/ spline.

•

Relief valve usually in bypass; check relief setting.

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Group 29, Hydraulic Sump, Filters, and Pump External Leakage •

Excessive system pressure; replace pressure control valve on main hydraulic valve.

•

Faulty or distorted pump seal gasket; replace seal gasket.

•

Damaged surfaces on pump body or cover; correct and replace as required.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 3 Main Hydraulic Removal and Installation

Main hydraulic Pump Removal ........................... 2 Main Hydraulic Pump Installation ...................... 3

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Group 29, Hydraulic Sump, Filters, and Pump Main Hydraulic Pump Removal

CAUTION

NOTE Capacity of hydraulic sump is C60-75 : 120L (31.9 Gal), C80 : 147 L(38.9 Gal).

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.

1. Place a drip pan under the hydraulic pump for oil that will drain from the pump and hoses when they are disconnected.

2. Put upright in vertical position and fully lower the forks or attachment.

2. Disconnect suction line from pump and plug the line.

3. Put ail controls in neutral. Turn key switch OFF and remove key.

C60-80D

C60-75L

4. Apply the park brake and block the wheels. The main hydraulic pump is located in front of transmission. The pump can be removed from the truck lift truck after removing the floor. Serviceable items are the pump, motor and the suction line filter. Other components such as hoses, fittings and clamps are non-serviceable and should be replaced if faulty.

Pump suction line Pump suction line

C60-80D

C60-75L

Steering gear Hydraulic pump Steering gear Hydraulic pump

Control valve

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Group 29, Hydraulic Sump, Filters, and Pump 3. Disconnect the pressure line from the pump. Cap the hose and set aside.

C60-80D

C60-75L

Hydraulic line

3. Slide suction hose and clamp into place and tighten. 4. Connect pump outlet hose and tighten. Use two wrenches to tighten hose fittings to prevent twisting of lines. NOTE Always clean or replace hydraulic sump suction screen fitting when installing new or rebuilt pump. See Section 1, Main Hydraulic Filters and Fluid Maintenance. 5. Refill sump as necessary using Clark Specification MS-68 hydraulic fluid. See Section 1 for description of sump tank fill levels.

Hydraulic pump

6. Reinstall hose and cable support bracket. Hydraulic pump

4. Remove the pump mounting fasteners.The ground strap will come off with the fasteners.

C60-80D

C60-75L

7. Check operation of hydraulic system. See Section 1, Main Hydraulic Filters and Fluid Maintenance. 8. Check fluid level of sump again. Add fluid as necessary. NOTE For Hydraulic Pump Overhaul Procedures see Section 4.

Transmission

Pump Pump

Main Hydraulic Pump Installation IMPORTANT Keep all components clean during installation. 1. Be sure new or serviced pump is well lubricated before installation. 2. Install pump onto motor. Install and tighten capscrews. Make sure ground wire is attached to lower capscrews.

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29-3-3

GROUP 30

GROUP 30 HYDRAULIC CONTROL VALVE (HUSCO)

Hydraulic Control Valve/Lift Circuit Specifications and Description .............................. Section 1 Hydraulic System Schematic ................................ Section 2 Hydraulic System Troubleshooting ...................... Section 3 Hydraulic System Pressure Checks and Adjustments .................................................... Section 4 Hydraulic Control Valve Removal and Replacement .................................................... Section 5 Hydraulic Control Valve Overhaul ...................... Section 6 IMPORTANT Other hydraulic-related components and circuits are described and illustrated in Group 25, “Steering Column and Gear”, Group 26 “Steer Axle”, Group 29, “Hydraulic Sump, Filters and Pump”, Group 32, “Tilt Cylinders”, and Group 34, “Uprights”. Refer to these other groups for hydraulic components not covered in this group.

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30-0

Group 30, Hydraulic Control Valve (HUSCO)

Section 1 Hydraulic Control Valve/Lift Circuit Specifications and Description STRUCTURE The control valve is designed as a load sensing type to optimize the energy consumption. The tilt lock valve spool is equipped in the tilt spool, and the poppet is installed in the section to prevent falling down. The the tilt and aux. speed can be adjusted. Also, the adjustable relief valve is installed in optional auxiliary valve section. Install the maximum of two sections. 27 28 22 21 24 23 24 17

6 12

13 11

10 15

1 16 9 14

7 8

31 29

35 32 38 33 36

6 26

3 4

45 39 34

Inlet & Lift spool housing Spool ass’y Cap - spool Cap screw Seal plate group Plug ass’y Spool Spring Relief Valve

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17 18 19 20 21 22 23 24 25

Spool Plate ass’y - Seal Poppet Spring Poppet Spring O-ring Back - Up ring Spool end group

1 2 3 4 5 6 7 8 9

33 34 35 36 37 38 39 40 41

Spring Spool end group O-ring AUX.2 spool housing Spool Plate assy - Seal Poppet Spring Spool end group

30-1-1

Group 30, Hydraulic Control Valve (HUSCO) 10 11 12 13 14 15 16

Poppet - Lockout valve Spring Plug ass’y Spring seat Plug ass’y O-ring Tilt spool housing

26 27 28 29 30 31 32

O-ring Tang end O-ring AUX.1 spool housing Spool Plate assy - Seal Poppet

42 43 44 45 46 47

O-ring Outlet spool housing Relief valve ass’y Stud bolt Nut Relief Valve

SPECIFICATION C60-C80 Model HUSCO Main relief pressure kg/່(PSI)

210(3000)

Relief type

Cartridge

Spool type

Cantype spring return

Rated Q'ty l/min (gpm)

180(40)

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Group 30, Hydraulic Control Valve (HUSCO)

Section 2 Hydraulic Schematic

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FILTER, BREATHER & STRAINER

UNLOADING VALVE

MAIN RELIEF VALVE

RETURN FILTER

ANTI-STALL ORIFICE

LIFT

HYD TANK

PRIORITY VALVE

CHECK PORT

MAIN HYDRAULIC VALVE

LOAD LOWERING FLOW VALVE

LIFT CYLINDER

TILT

AUX2

STRAINER

LIFT PUMP & MOTOR

HYDRAULIC COOLER

FLOW CONTROL ORIFICE

AUX1

PRIORITY VALVE

SECONDARY RELIEF VALVE

STEERING CYLINDER

Hydraulic Schematic(C60-80D)

TILT CYLINDER

BRAKE VALVE

LS DYN. STEER UNIT

Group 30, Hydraulic Control Valve (HUSCO)

(DIESEL)

30-2-2

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RETURN FILTER

ANTI-STALL ORIFICE

LIFT

HYD TANK

PRIORITY VALVE

CHECK PORT

FILTER, BREATHER & STRAINER

UNLOADING VALVE

MAIN RELIEF VALVE

MAIN HYDRAULIC VALVE

LOAD LOWERING FLOW VALVE

LIFT CYLINDER

TILT

STEERING CYLINDER

LIFT PUMP & MOTOR

PRIORITY VALVE

FLOW CONTROL ORIFICE

AUX2

SECONDARY RELIEF VALVE

AUX1

Hydraulic Schematic(C60-75L)

STRAINER

TILT CYLINDER

BRAKE VALVE

LS DYN. STEER UNIT

Group 30, Hydraulic Control Valve (HUSCO)

(LPG)

30-2-3

Group 30, Hydraulic Control Valve (HUSCO)

Section 3 Hydraulic System Troubleshooting The following is a list of problems and solutions relating to the main hydraulic control valve and associated components. For other hydraulic system troubleshooting, refer to Groups 29 and 34.

•

Cavitating pump; check hydraulic plumbing for airtight hoses and connections.

•

Pump driveshaft misaligned; check mounting and alignment.

No lift, tilt, or auxiliary function

•

Axial loading on drive shaft; check shaft end clearance and shaft alignment; check for worn key/ spline.

•

Relief valve in bypass; check relief setting.

• • •

•

Hydraulic fluid very low; check and fill to correct level. Hose or fittings broken; replace component. Defective main lift valve; check other Troubleshooting items for possible cause, then 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 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.

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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.

See Group 34, “Cylinder Removal, Overhaul, and Replacement.”

Oil leak at tilt or auxiliary function cylinder •

Worn or damaged seal; rebuild cylinder.

•

Scored piston rod; repair or replace rod.

See Group 34, “Cylinder Removal, Overhaul, and Replacement.”

Load will not hold •

.Oil bypassing between lift spool and valve body; over-

haul 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.

Oil leaks at either end of main hydraulic valve spool •

Defective O-ring seals; rebuild valve.

30-3-1

Group 30, Hydraulic Control Valve (HUSCO) 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.

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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 lift 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.

30-3-2

Group 30, Hydraulic Control Valve (HUSCO)

Section 4 Hydraulic System Pressure Checks and Adjustments

CAUTION

SAFE PARKING. Before working on truck:

2. Remove the cap from the gauge port on the valve and connect pressure gauge to the fitting.

Relief Pressure Checks Following is the procedure for checking main hydraulic valve lift pressure and auxiliary relief pressure (if the truck is equipped with an auxiliary component). Hydraulic system relief pressure setting may be checked using a Mica Quadrigage (Clark Part No. 923770) 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 34,475 kPa minimum (0 to 5000 psi) is recommended.

WARNING

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.

NOTE Use quick-disconnect adapter fitting, Clark Part #913125. 3. Check main relief pressure: Turn key switch on, 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 210 bar (3050 psi). IMPORTANT Do not operate system in relief any longer than required to read the pressure gauge. 4. 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 140 bar (2100 psi).

1. Remove the covers enclosing the main hydraulic valve to access the hydraulic system pressure diagnostic check port.

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Group 30, Hydraulic Control Valve (HUSCO) Main Pressure Relief Adjustment

Auxiliary Pressure Relief Adjustment

IMPORTANT Main pressure relief setting is set at the factory. If the relief pressure does not measure within the setting range, main pressure relief setting is adjusted.

IMPORTANT The auxiliary relief setting only applies to a hydraulic valve that has auxiliary sections added.

To adjust the hydraulic system main pressure relief valve:

To adjust the hydraulic system auxiliary pressure relief valve:

1. Loosen the jam nut on the main relief valve adjustment screw.

1. Loosen the jam nut on the auxiliary relief valve adjustment screw.

Lock nut Main relief valve

Adjuster screw

2. Turn the adjustment screw to set the main pressure relief setting to the normal range. 3. Reset the jam nut on the main relief valve adjustment screw.

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Lock nut

Auxiliary relief valve

Adjuster screw

2. Turn the adjustment screw to set the auxiliary pressure relief setting to the normal range. 3. Reset the jam nut on the auxiliary relief valve adjustment screw.

30-4-2

Group 30, Hydraulic Control Valve (HUSCO)

Section 5 Hydraulic Control Valve Removal and Replacement Hydraulic Control Valve Removal ...................... 2 Preparation for Valve Removal .............................. .2 Control Valve Linkage Disassembly ........................ 2 Valve Removal. ........................................................ 2 Hydraulic Control Valve Replacement ............... 3 Valve Replacement .................................................. 3 Control Valve Linkage Reassembly ......................... 3 Operational Checks ............................................... 4

CAUTION

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Group 30, Hydraulic Control Valve (HUSCO) Hydraulic Control Valve Removal

Control Valve Linkage Disassembly

IMPORTANT Keep all hydraulic ports, components, and fittings completely clean during valve removal and replacement to prevent any contamination from entering the hydraulic system.

Remove the cotter rings and clevis pins connecting the lift and tilt (and auxiliary, as applicable) lever rods from the hydraulic valve spools.

Preparation for Valve Removal 1. Park truck in a safe position and fully lower the upright. 2. Return all controls to neutral, apply the parking brake, and turn key switch OFF.

Cotter Ring

3. Move all hydraulic control levers to all working positions and return them to neutral. Be sure there is no hydraulic pressure applied to the system by attachments.

Clevis Pin

Valve Spool

4. Remove floor plate. 5. Remove the mcv cover at right side of operator's seat. 6. Air clean the hydraulic valve and fittings. 7. Place a drain pan under the truck and loosen and remove all hydraulic lines from the valve. Plug the valve ports. Mark or tag each line as removed to assure correct position of line at assembly.

Feed Line from Pump

Valve Removal 1. Remove the three hex capscrews mounting the hydraulic valve to the hydraulic assembly bracket. Two of the capscrews thread into the valve itself; the third is secured with a flange nut. Hydraulic Assembly Bracket(Lower Cowl)

Return Line to Sump

Tilt Cylinder Lines 2. Remove valve assembly from truck. See Section 6 for valve overhaul instructions.

To Upringt 8. Cap ends of lines to keep them clean. Tie ends of lines to truck to prevent loose ends dropping and leaking oil onto floor

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NOTE Be sure to clean up any oil spills and dry the floor to prevent accidents.

30-5-2

Group 30, Hydraulic Control Valve (HUSCO) Hydraulic Control Valve Replacement Valve Replacement 1. Position the main valve on the hydraulic assembly bracket. Install valve mounting fasteners and tighten hand tight so that valve mounting can be adjusted for alignment with the lever connecting rods.

Control Valve Linkage Reassembly 1. Insert the clevis pins through the rod-end clevises and valve spools of the lift and tilt spools (and auxiliary-lever rods and spools where applicable) and secure with the cotter rings. Rotation of the valve spools is required to allow insertion of the clevis pins. Rotate spools back so all pins are in line.

Hydraulic Assembly Bracket(Lower Cowl)

Cotter Ring

2. Install the hydraulic lines on the proper ports. Make sure all lines are clean, arerouted correctly in the truck, and are not kinked. Torque fittings according to “Hydraulic Fitting Tightening Procedure” in Group 40.

Clevis Pin

Valve Spool

NOTE The illustration above and system specification torques also apply for auxiliary hydraulic functions, such as a side-shifter or rotator.

Feed Line from Pump

Return Line to Sump

2. When alignment between the lever rods and the valve is set and levers are inline and level with one another, tighten the valve mounting capscrews and flange nuts to 40-50N m(30-33 ft-lb).

Tilt Cylinder Lines

To Upringt 3. Adjust the valve to align with the lever connecting rods.

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Group 30, Hydraulic Control Valve (HUSCO) Operational Checks 1. Operate the truck and hydraulic system. Check the system for leaks.

WARNING

Do not use your hands to check for hydraulic leakage. Use a piece of cardboard or paper to search for leaks. Escaping fluid under 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. If any fluid is injected into the skin, it must be surgically removed within a few hours by a doctor familiar with this type injury or gangrene may result. 2. Check the operation of the valve and hydraulic system by moving the valve control levers to the various positions. The levers must operate smoothly with no binding. When released from any working position, the levers must return sharply to their neutral positions. 3. Refer to Section 4, “Hydraulic System PressureCheck” if valve was disassembled or overhauled. 4. Replace the cowl cover under the operator’s compartment dash. See removal and replacement proceduresin Group 38.

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Group 30, Hydraulic Control Valve (HUSCO)

Section 6 Hydraulic Control Valve Overhaul Preparation for Disassembly ................................ 1 Disassembly ............................................................ 2 Cleaning, Inspection, and Repair .......................... 3 Reassembly.............................................................. 4 Relief Valve Settings .............................................. 4 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).

•

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

Preparation for Disassembly IMPORTANT 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.

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Group 30, Hydraulic Control Valve (HUSCO) 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. 1. Remove the nuts and studs connecting the valve sections.

2. Remove and label all parts between the sections for correct reassembly. These include: a. Retainers and seals which are included in the replacement seal kit. 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.

Relief Valve

Plug Assembly Inlet and Lift Spool Housing

O-Ring

Figure 1. InletlLift Body, Main Pressure Relief Valve, and Auxiliary Pressure Relief Valve. Contents of spool assembly are shown in Figure 2.

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Group 30, Hydraulic Control Valve (HUSCO) 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 set at the factory. If pressure relief setting is not in recommended range, relief valve pressure is adjusted.

Tilt(or Aux.) Housing Spool Flow Control

Cover Spring Guide

Capscrew Figure 2. Valve Spool and Tilt (or Auxiliary) Body . Differences in lift (or tilt) and auxiliary components noted. 5. Inspect the lift and tilt relief valves for damage. If

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damaged relief valve assembly must be replaced.

30-6-3

Group 30, Hydraulic Control Valve (HUSCO) Reassembly

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.

Use the exploded view illustration of the valve section, spools, and relief valves for reassembly.

7. All springs should be free of corrosion and not broken or bent.

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.

8. If parts must be left unassembled for a period of time or overnight, cover with a lint-free clean material.

1. Assemble valve in reverse order of disassembly.

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 ftlb). 6. Reinsert studs between valve sections and torque nuts to 27-34 N m (20-25 ft-lb).

Relief Valve Settings Overhaul and reinstallation 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. See the hydraulic system checks and adjustments Section of this Group (30) for procedures. If the truck is not equipped with any auxiliary equipment, no adjustments are necessary. If an auxiliary section has been added to the hydraulic valve and auxiliary components have been installed on the truck, check the relief pressure. See the hydraulic system checks and adjustments Section of this Group (30) for procedures.

Stud Bolt Outlet Housing Nut Torque : 37.8~43.2Nm (28-32ft-lb)

Figure 3. Outlet Body

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30-6-4

GROUP 31

GROUP 31 Hydraulic Control Valve (Daesung Nachi)

Operation of Hydraulic Control Valve ............. Section 1 Hydraulic Circuit ................................................ Section 2 Disassembling Hydraulic Valve ......................... Section 3 Assembling Hydraulic Control Valve ............... Section 4 Testing Hydraulic Valve..................................... Section 5

NOTE The other hydraulic assembly and circuit is indicated in group 25 “Steering Column and Gear", group 26 "Steering System", group 32 "Tilt Cylinder" and group 34 "Upright". Refer to these group for the other hydraulic assembly.

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31-0

Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 1 Operation of Hydraulic Control Valve

1. Lift Section 1) Lifting Position When the lift lever is pulled, the spool moves downwards to open the oil path from the pump to the lift cylinder, and the lift cylinder rises.

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31-1-1

Group 31, Hydraulic Control Valve (Daesung Nachi) 2) Descending Position When the lift lever is pushed forward, the spool moves upward to open the oil path in the valve which connects the lift cylinder head and hydraulic oil tank. The fork and the mast descends by their weight, and the oil in the cylinder is forced to return to the oil tank.

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31-1-2

Group 31, Hydraulic Control Valve (Daesung Nachi) 2. Tilt Section 1) To tilt the mast forward When the tilt lever is pushed, the spool moves upward to open the oil path from the pump to the tilt cylinder head. At the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting forward.

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31-1-3

Group 31, Hydraulic Control Valve (Daesung Nachi) 2) To tilt the mast backward When the tilt lever is pulled, the spool moves downward to open the oil path from the pump to the tilt cylinder rod. At the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting backward.

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31-1-4

Group 31, Hydraulic Control Valve (Daesung Nachi) 3. Relief Valve The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic devices from overpressure.

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NO.

Part Name

NO.

Part Name

Lock Nut

O-ring

Spring

Push Rod

Unload Spool

Spring

O-ring

Poppet

Relief Body

31-1-5

Group 31, Hydraulic Control Valve (Daesung Nachi) * Principle of Operation 1) P1 is filled with hydraulic oil via the orifice. Since the sectional area and the pressure of the P1 and P2 are the same, the unload spool maintains constant status by the force of the spring on the left.

2) When the pressure at the P port is increased exceeding the relief spring force, the relief poppet moves to the left, and the pressure in the P1 is discharged into the T line.

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31-1-6

Group 31, Hydraulic Control Valve (Daesung Nachi) 3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2 becomes higher than that in the P1, the unload spool is pushed to the left, allowing a large flow of oil to the T-line directly.

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31-1-7

Group 30, Hydraulic Control Valve (Daesung Nachi)

Section 2 Hydraulic Circuit

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31-2-1

Group 31, Hydraulic Control Valve (Daesung Nachi)

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31-2-2

Group 30, Hydraulic Control Valve (Daesung Nachi)

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31-2-3

Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 3 Disassembling Hydraulic Valve * The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subassemblies and parts.

The above block diagram is of a 4-way valve. - In a 3, 5-way valve, one auxiliary assembly is removed. - A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve of the T-cover is substituted with a stopping-up plug.

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31-3-1

Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly

Picture

1. Disassembling a load solenoid valve 1-1. Remove the nuts with a spanner (17mm). 1-2. Remove the coil.

1-3. Disassemble the bottom O-ring. 1-4. Disassemble the guide assembly

[CAUTION] Store separately from the lift lock solenoid valves to prevent confusion. 2. Disassembling lift lock solenoid valve. 2-1. Remove the nuts with a spanner (17mm). 2-2. Remove the coil.

2-3. Disassemble the bottom O-ring. 2-4. Disassemble the guide assembly

[CAUTION] Store separately from the load solenoid valve to prevent confusion.

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31-3-2

Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly

Picture

3. Disassembling auxiliary relief valve - Disassemble the relief valve with a spanner (24mm).

[CAUTION] Store separately from the main relief valves to prevent confusion. 4. Disassembling main relief valve - Disassemble the relief valve with a spanner (24mm).

[CAUTION] Store separately from the auxiliary relief valves to prevent confusion. 5. Disassemble the tilt auxiliary cap Remove the cap screw (M5 x 12) of the tilt auxiliary cap with an L-wrench (4mm) as shown in the picture on the right.

6. After removing the cap screw, remove the spool cap and put the valve on a clean table.

[CAUTION] Store separately from the seal plate screws to prevent confusion.

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31-3-3

Group 31, Hydraulic Control Valve (Daesung Nachi) Disassembly

Picture

7. Disassembling Lift Cap Remove the cap screw (M10 x 20) of the lift cap with an L-wrench (8mm) as shown in the picture.

8. After removing the cap screw, remove the spool cap and put the valve on a clean table.

[CAUTION] Store separately from the seal plate screws to prevent confusion.

9. Disassembling Seal Plate (Lift) Remove the coated plate screw (M10 x 16) fixing the seal plate in the spool with an L-wrench (8mm).

10. Put the seal plate screw and seal plate separately on a clean table.

[CAUTION] Store separately from the cap screw to prevent confusion.

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31-3-4

Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly

Picture

10. Disassembling Seal Plate (Tilt, Aux.) Remove the seal plate screw (M6 X 15) fixing the seal plate in the spool with an L-wrench (5mm).

11. Put the seal plate screw and seal plate separately on a clean table.

[CAUTION] Store separately from the cap screw to prevent confusion. 12. Disassembling Main Spool Holding the return spring, remove the main spool assembly. If the spool would not come out, strike the spool with a rubber hammer softly.

[CAUTION] Take care no to damage the spool by being caught in the torn part. Take care not to damage the dust wiper or O-ring. 13. Disassemble the main spool and put the parts on a clean table to protect from dirt.

[CAUTION] After disassembly, replace the dust wiper and Oring

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31-3-5

Group 31, Hydraulic Control Valve (Daesung Nachi) Disassembly

Picture

14. After disassembling the main spool assembly, remove the dust wiper and O-ring from the spool hole of the seal plate.

[CAUTION] Replace the O-ring and dust wiper. 15. Remove the hex bolt from the T-cover with a box end wrench (17mm).

16. Pull out the sections in sequence, starting from the T-Cover.

[CAUTION] Do not tile to left or right. Otherwise, the ball check or spring between the sections may come out.

17. Put the separated sections on a clean table.

[CAUTION] Place the tilt section and Aux. in the original order to avoid confusion in reassembling.

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31-3-6

Group 31, Hydraulic Control Valve (Daesung Nachi)

Disassembly

Picture

18. Remove the O-ring from the section.

[CAUTION] Replace the O-rings. Keep the O-rings of the tilt section and Aux. sections separately to avoid confusion. 19. Remove the check spring and steel ball.

20. Remove the O-ring and retainer from the Inlet section.

[CAUTION] Replace the O-ring and retainer.

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31-3-7

Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 4 Assembling Hydraulic Control Valve * The hydraulic control valve assembly consists of following subassemblies and parts. Assembly shall be limited to the subassemblies and parts.

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31-4-1

Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly

Picture

1. Assemble the steel ball and check spring in the section.

[CAUTION] Ensure the correct positions of the steel ball and check spring. 2. Assemble the o-ring in the hole.

[CAUTION] When o-ring assembling of tilt section and Aux. section to prevent mixing.

3. Assemble the O-ring and retainer in the Inlet section.

[CAUTION] Take care that the winding direction of the retainer is correct.

4. With the O-ring surface of the Inlet section facing upward, install the stud bolt (above M10 x 220 ).

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31-4-2

Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly

Picture

5. Assemble the Tilt section, Aux. section, and TCover in the said order.

[CAUTION] Take care that the O-ring is not pushed out.

6. Remove the stud bolt, and install the hex bolt.

7. Tighten the hex bolt with a torque wrench. - Torque: 450kgf.cm

[CAUTION] Follow the order of assembly shown in the picture.

8. Assemble the spool assembly with the section.

[CAUTION] See the identification markings for the tilt spool and Aux. spool and assemble at the correct positions.

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31-4-3

Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly

Picture

9. Assemble the spool cap. 9-1. Install the lift cap and tighten the cap screw with a torque wrench (8mm). - Torque: 250kgf.cm 9-2. Install the tilt, Aux. cap and tighten the cap screw with a torque wrench (4mm). - Torque: 100kgf.cm

10. Assembling the lift spool seal plate 10-1. Install the O-ring and dust wiper on the spool 10-2. Install the seal plate 10-3. Tighten the seal plate screw with a torque wrench (8mm) - Torque: 250kgf.cm

11. Assembling the tilt, Aux. spool seal plates 11-1 Install the O-ring and dust wiper on the spool 11-2. Install the seal plat 11-3. Tighten the seal plate screw with a torque wrench (5mm) - Torque: 125kgf.cm

12. Assembling the Load Solenoid Valve 12-1. Install the guide assembly on the T-cover using a box end wrench (26mm) - Torque: 200kgf.cm 12-2. Install the O-ring on the bottom of the guide 12-3. Install the coil.

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Group 31, Hydraulic Control Valve (Daesung Nachi)

Assembly

Picture

12-4. Install the O-ring on top of the coil 12-5. Tighten the nut with a box end wrench (17mm) - Torque: 75kgf.cm

[CAUTION] Ensure that the coil connecter is in correct direction.

13. Assembling the Load solenoid Valve 13-1. Install the guide assembly on the T-cover using a box end wrench (26mm) - Torque: 200kgf.cm 13-2. Install the O-ring on bottom of the guide 13-3. Install the coil

13-4. Install the O-ring on top of the coil 13-5. Tighten the nut with a box end wrench (17mm) - Torque: 75kgf.cm

[CAUTION] Ensure that the coil connecter is at correct position.

14. Assembling the Relief Valve 14-1. Install the Aux. relief on the T-cover using a box end wrench (24mm). - Toque: 250kgf.cm 14-1. Install the main relief on the T-cover using a box end wrench (24mm). - Torque: 250kgf.cm [CAUTION] Take care not to be confused with the main relief valve.

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31-4-5

Group 31, Hydraulic Control Valve (Daesung Nachi)

Section 5 Testing Hydraulic Valve

1. Spool Movement Test 1) Does the spool move smoothly? 2) Does the spool return smoothly by spring force?

2. Relief Valve Pressure Check - In order to check the pressure levels, install a pressure gauge at the gauge nipple of the hydraulic valve and follow the procedures given below. 2-1. Main Relief Pressure (with load solenoid valve ON) 1) Put the shift lever to lift cylinder ascending position for pressure relief. 2) Slowly close the adjusting bolt of the main relief valve. 3) Adjust the pressure with the adjusting bolt of the main relief valve and tighten the lock nut. 4) Switch the lift spool to Neutral/IN position by 2~3 times for relief, check the adjusted relief pressure. 2-2. Checking the AUX. Relief Pressure 1) Shift the AUX. spool for pressure relief. 2) Slowly close the adjusting bolt of the AUX. relief valve. 3) Adjust the pressure with the adjusting bolt of the AUX. relief valve and tighten the lock nut. 4) Switch the AUX. spool by 2~3 times for relief, check the adjusted relief pressure.

3. Valve Leak Check - Conduct this check in no load condition. 1) With the lift UP, relieve the pressure within about 30 seconds. Check oil leak. 2) With tilt IN, relieve the pressure within about 30 seconds. Check oil leak.

4. Main Spool Leak check - With lift UP and tilt IN, put the spool at neutral position. Check that the descending speed of the cylinder meets the criteria below; - test condition: at rated load, oil temperature of 50·3°C 1) Lift: 9.9mm/min max. 2) Tilting: 0.5 ° /min max

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31-5-1

SM 751 SHORT ARM POSITIONED

SHORT ARM FIXED

SYM. FLOW FLOW

C40~55s TURNS

FLOW FLOW

TURNS

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C60~80

Group 31, Hydraulic Control Valve (Daesung Nachi)

31-5-2

GROUP 32

GROUP 32 TILT CYLINDERS

Tilt Cylinder Specifications and Description ............................................ Section 1 Tilt Checks and Adjustments .................. Section 2 Tilt Cylinder Removal and Replacement ......................................... Section 3 Tilt Cylinder Overhaul ............................ Section 4

IMP ORTANT Other hydraulic-related components and circuits are described and illustrated in Group 25, “Steering Column and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic Sump, Filters, and Pump,” Group 30, Hydraulic Control Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to these other groups for hydraulic components not covered in this group.

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32-0

Group 32, Tilt Cylinders

Section 1 Tilt Cylinder Specifications and Description Specifications

Tilt Cylinder Rod-End Check and Tightening: Every 50250 hours or each PM.

See Group 30 for hydraulic system specifications.

Tilt Cylinder Rod-End Lubrication: Every 50-250 hours or each PM.

Tilt Cylinder Type: Double-acting Maximum Operating Pressure: 21,000 kPa (3,000 psi)

Description

Tilt Ranges*: MAST TYPE STD STD TSU TSU STD STD TSU TSU

MFH mm(in) C60-C75 2300(90.6)~3700(146) 3800(147)~6400(252) 3650(144)~4900(193) 6200(244)~8000(315) C80 2300(90.6)~3700(146) 3800(147)~6400(252) 3650(144)~4900(193) 6200(244)~8000(315)

BACK FORWARD "B"( ȋ ) "F"( ȋ ) 10 10 10 6

15 10 10 6

10 10 10 6

15 10 10 6

Abbreviations: Std = Standard, high-visibility upright; TSU = Triple-stage upright; MFH = maximum fork height; B = back tilt; F = forward tilt. See truck data plate for upright MFH.

The tilt cylinders provide backward and forward tilt of the upright. The forward and back tilt angles are governed by the cylinder stroke and by use of spacers and different length rod ends. The tilt cylinders are pin-mounted to the truck frame and upright using yokes, clevises, and pins. Pins are held in place by a lock plate and fastener to prevent the pins from working their way out. The tilt cylinders are serviced by removing them from the truck and disassembling them for complete overhaul, including installation of new seals and or other cylinder components. The tilt lock valve is integrated into the tilt section of the main hydraulic control valve. The tilt lock valve prevents the upright from tilting forward when the truck is not running. The tilt lock valve is not serviceable and must be replaced as a valve section if defective.

Fastener Torques Rod-End Yoke Bolts: 166-193 N.m (122-142 ft-lb) Rod-End Pin Lock Plate Fasteners: 8-10 N m (10.8-13.5 ft-lb). Base Mount Pin Lock Plate Fasteners: 8-10 N m (10.813.5 ft-lb).

Service Intervals Tilt Cylinder Drift Test: Every 50-250 hours or each PM. Tilt Cylinder Check and Adjustment: Every 50-250 hours or each PM. Tilt Cylinder Rod Seal Condition Check: Every 50-250 hours or each PM. Tilt Cylinder Mounting Check and Tightening: Every 50250 hours or each PM.

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32-1-1

Group 32, Tilt Cylinders

Section 2 Tilt Cylinder Checks and Adjustments

CAUTION

3. Raise the capacity load 2500mm (98.5 in) off the ground and tilt the upright vertical, shut off the truck.

SAFE PARKING. Before working on truck :

2500mm(98.5in)

Tilt Cylinder Drift Check

4. Measure and write down the distance between the cylinder-spacer face and the rod-end yoke.

To check tilt cylinder drift, a rated capacity load is placed on the forks, lifted up and held to determine if the tilt cylinder rods moves (drifts) in a specified length of time. Measure rod distance here

It is recommended that a test load, made up of a fullcapacity load equally distributed on a 1220×1220 mm (48 ×48 in) pallet, be used. The material used to make up the test load must be stacked to provide load stability and must not extend beyond the pallet. It must be secured on the pallet. Refer to the truck data plate for capacity rating. 1. Adjust fork width as wide as possible to distribute the load. Refer to truck nameplate for capacity rating.

CAUTION

Test load must be stacked stably, not extend beyond the pallet, and be secured on the pallet. Clamp the load on the load backrest or fork bar to avoid sliping out from fork. 2. Drive the forks into the load pallet until the test load and pallet rest against the load backrest. Apply the parking brake and chock the wheels.

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NOTE An alternate procedure is to measure the change in the inclined angle of the upright, using a protractor and level, or inclinometer. 5. Wait five minutes and remeasure and write down the distance between the same two points. 6. The decrease in the measure must not exceed the following measures : Temperature 50 C (122 F)

Drift 0.5 , 3.1 mm@1min 5 , 31.1 mm@10min

32-2-1

Group 32, Tilt Cylinders Drift Causes and Remedies Tilt cylinder drift indicates the following possible problems : •

Tilt cylinder hydraulic circuit hoses or fittings are leaking. Check the circuit components and repair as necessary.

•

Cylinder piston seals are worn, damaged, or defective allowing fluid past the piston and causing the rod to drift. Consider rebuilding the cylinders if the other remedies in this list are not successful. See Section 3 for cylinder removal and replacement and Section 4 for cylinder repair, if necessary.

•

The main hydraulic tilt valve is misadjusted, worn, or defective. Fluid is leaking past the valve and causing the tilt cylinders to drift. See Group 30 for hydraulic valve troubleshooting.

Tilt Cylinder Racking Check Upright racking occurs when tilt cylinder strokes are unequal. Cylinders should be checked regularly during operation to determine if cylinder strokes are the same. To check for racking : •

Make sure truck is parked on level surface with parking brake applied and wheels chocked.

•

Check condition of the tilt cylinder, rod-end yoke, mounting pins, piston rod, rod wiper, cylinder gland, etc., for excessive wear or damage. Make repairs before making twisting adjustment.

•

Use a capacity load (see truck nameplate) centered on the forks.

CAUTION

Be sure to secure the load to the fork carriage to keep it from falling off when tilted forward. Raise the upright only to the height that will allow the fork tips to clear the floor when tilted fully forward.

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Forward Adjustment 1. Slowly tilt upright fully forward to the end of the tilt cylinder stroke. 2. As the cylinders approach the end of the stroke, watch both piston rods for equal movement and upright for twisting. Note if upright “racks” (is twisted at the end of its movement by unequal stroke of tilt cylinders). NOTE Correct the twisting effect by shortening the cylinder that is the longest length. Forward twisting must be adjusted before backward twisting. If forward adjustment is not needed, continue with backward adjustment. 3. To adjust, loosen rod-end yoke capscrew on the tilt cylinder that extends the farthest, and turn piston rod into rod-end yoke to shorten.

Loosen capscrew Turn to adjust.

Forward Adjustment : Pneumatic-tire truck rod-end yoke orientation shown. NOTE Use wrench flat on rod under spacer (if installed). Move spacer for access.

32-2-2

Group 32, Tilt Cylinders 4. Continue to turn rod into rod end until tilt cylinder strokes are equal. IMPORTANT The rod must be threaded onto the rod-end yoke a distance at least as great as the diameter of the rod plus 6.5 mm (0.25 in).

4. Use rod shims to fill in the space between the rodend yoke and spacer. Screw rod back into yoke the same number of turns needed to remove.

Wrench Flat

Rod shim Rod end yoke

diameter of rod

Spacer Cylinder rod

Thread rod into rodend yoke the rod diameter plus 6.5mm(0.25in)

5. Tighten capscrew of the rod-end yoke to 166-193 N m (122-142 ft lb), and repeat the racking test. 6. Repeat steps 1-5 for fine corrections if any racking remains evident.

5. Tighten capscrew of the rod-end yoke to 166-193 N m (122-142 ft lb), and repeat the racking test.

7. When no racking occurs, retighten capscrew of the rod-end yoke to 166-193 N m (122-142 ft lb).

6. Repeat steps 1-5 for fine corrections if any racking remains evident.

8. Check all tilt functions before returning the truck to service.

7. When no racking occurs, retighten yoke capscrew to 166-193 N m (122-142 ft lb).

Backward Adjustment Perform forward check and adjustment first. Then : 1. Slowly tilt upright fully backwards while watching piston rods. They should both bottom out at the same time. If they don’t, adjust backward tilt using the following steps.

8. Check all tilt functions before returning the truck to service.

Tilt Flow Control Adjustments See checks and adjustments Section of Group 30, “Hydraulic Control Valve/Lift Circuit,” for adjustment procedure.

2. Stop the upright when the first tilt cylinder bottoms out against its rod spacer. 3. Go to the opposite cylinder and remove the capscrew on the rod-end yoke and screw rod out of yoke. Count the number of turns required to remove the rod from the yoke.

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Group 32, Tilt Cylinders

Section 3 Tilt Cylinder Removal and Replacement

Tilt Cylinder Removal .......................................... . 2 Parts Inspection ..................................................... 3 Tilt Cylinder Replacement .................................... 3

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32-3-1

Group 32, Tilt Cylinders

CAUTION

SAFE PARKING. Before working on truck:

WARNING

The upright assembly is heavy. Use only hoists with enough capacity to lift the entire assembly. Keep hands and feet away from the assembly. Use prybars to move the assembly into position for tilt cylinder replacement.

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. Remove the floorboard. 4. Put a drain pan under the truck at each tilt cylinder position before removing the hydraulic lines. Disconnect and cap hydraulic lines from the tilt cylinders (see illustration on facing page). Remove the hose connections on both sides of the tee fittings of therightside cylinder. Keep all fittings and ports clean.

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Tilt Cylinder Removal 1. Move tilt lever back and forth several times to relieve any pressure. 2. Use an adequate chain and hoist to support the upright so that it cannot fall when tilt cylinder pins are removed.

Bearing

Rod end pin

Rod end yoke Grease fitting Base pin Bearing

Tilt Cylinder Mounting Components 5. Support cylinder with a sling to prevent the cylinder

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from dropping when pins are removed.

32-3-2

Group 32, Tilt Cylinders 6. Remove lock-plate from tilt cylinder rod-end yoke. Use a soft drift and hammer to tap rod-end pin out of yoke. 7. Pop the cover from tilt cylinder base access port on the step to the operator’s compartment. 8. Remove the lock-plate from cylinder base yoke. Use a soft drift and hammer to tap pin out of yoke.

Tilt Cylinder Replacement 1. Position tilt cylinder base yoke on frame mounting bracket. 2. Insert base pin in cylinder base yoke and through frame mounting bracket, making sure slot in pin is in line with the lock-plate. Grease fitting must point toward center of truck.

9. Remove cylinder assembly.

IMPORTANT Make sure the spherical bearing is aligned so that pin fits smoothly in yoke.

Parts Inspection 1. Clean all bearings, pins, and other components in an approved cleaning fluid. 2. Inspect all parts for scratches, nicks, dents, and wear. Check the cylinder rods to be sure they are smooth with no scratches. Check all threaded parts for damage. 3. Replace all parts which show damage. 4. If parts are to be left exposed, coat all mating surfaces of parts with a light layer of engine oil.

3. Install base pin lock-plate in slot and fasten to yoke with fastener and washer. Tighten fastener to a torque of 8-10 N m (5.9-7.4 ft-lb). 4. Position rod-end yoke on upright mounting bracket and insert rod-end pin, making sure lock-plate slot is in correct position. Grease fitting must be toward center of truck. Make sure the spherical bearing is aligned so that pin fits smoothly in yoke.

Tee fitting Lines to main valve

Till Cylinder Hydraulic Fittings

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32-3-3

Group 32, Tilt Cylinders NOTE If the rod-end yoke has been removed from the rod or loosened for adjustment, reinstall the clamp bolts to a torque of 166-193 N.m (122-142 ft-lb). Nuts must be on inside of upright rails Orientation of the rod-end yoke bolt hole is to be up as shown on the left side of the illustration on the previous page. 5. Install rod-end lock-plate in slot and fasten to yoke with fastener and washer. Tighten fastener to a torque of 8-10 N m (5.9-7.4 ft-lb).

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6. Install tilt cylinder hydraulic lines. Check Group 40 for hydraulic fitting tightening procedures. O-rings of fittings should be lightly coated with clean hydraulic fluid or compatible oil. 7. Remove hoist chain from upright. 8. See Section 2 for tilt cylinder adjustment procedures. When adjustments are made, check all upright components under load before returning the truck to service. Nuts must be on inside.

32-3-4

Group 32, Tilt Cylinders

Section 4 Tilt Cylinder Overhaul

Preparation for Disassembly ............................... . 2 Disassembly ............................................................ 2 Inspection ............................................................... 2 Reassembly .............................................................. 3

IMPORTANT

Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Cylinder cap (Base mount)

Cylinder Barrel

O-ring Gland Wrench flat Rod

Piston

Piston packing

Rod U-cup seal

Rod wiper

Wear ring Typical Tilt Cylinder Cross section

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32-4-1

Group 32, Tilt Cylinders Preparation For Disassembly IMPORTANT Overhaul tilt cylinders only in a clean, dustfree location, using clean tools and equipment. Dirt or grit will damage the highlymachined 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. 1. Before disassembly, the exterior of the tilt cylinder should be carefully cleaned to remove all dirt and grease accumulation.

2. Carefully pull the rod, piston assembly, and gland from the cylinder barrel. Remove gland from rod.

WARNING

The use of compressed air to blow the piston out of the barrel is not recommended. Highpressure air can result in piston and rod being ejected at high velocity (explosively), causing severe injury to personnel and property damage. 3. Remove and discard the piston packing and wear rings from the piston.

Piston packing

Wear ring

2. Be sure all hydraulic oil has been removed from the cylinder. Stroking the piston rod will help force the oil out. 3. Before starting disassembly, the tilt cylinder should be carefully examined to determine if there is any evidence of external damage.

Disassembly The tilt cylinder can be held by clamping the base end or the barrel in a vise while disassembling. IMPORTANT Do not use excessive force when clamping on the barrel.

4. Remove and discard the rod U-cup seal, O-ring, and piston rod wiper from the gland.

O-ring U-cup seal

Rod wiper

1. Remove the gland with a hook wrench. Carefully pull the gland assembly from the cylinder tube and slide it off the cylinder rod.

O-ring Inspection 1. Carefully clean all parts in an approved solvent and place on a clean surface. 2. Check the piston and rod for damage. Look for gouges, scratches, corrosion, or evidence of unusual wear. Minor surface damage may be repaired by use of fine abrasion cloth or stoning. Deeper damage will require replacement of piston rod assembly. 3. Be sure the threads on rod are undamaged.

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Group 32, Tilt Cylinders 4. Inspect the tilt cylinder barrel internal bore for wear, scratches or other damage. Check the outside for damage. Inspect all welds for cracks. Deep gouges or pitted surfaces require replacement of parts. Check the gland, base end, and ports for cracks or damage that could cause failure. Inspect the ports to be sure they are free of contamination and that the threads are clean and not damaged. 5. Put a light coating of hydraulic fluid on all parts. If parts are to be left disassembled for a period of time, e.g., overnight, they should be covered with a clean cloth.

Reassembly Be sure inside of cylinder and all parts are clean before starting reassembly. Seals may be lubricated with hydraulic oil to assist assembly into cylinder barrel.

3. Install gland on piston rod. Use gentle pressure and careful movements to avoid damage to the U-cup seal and rod wiper when these parts are moved over the piston rod end. NOTE Reassemble cylinder carefully to prevent damage to seal lips and O-rings. 4. Install piston into cylinder barrel. Be careful not to damage the piston seals when installing the piston into end of cylinder. 5. Install gland into cylinder them screw the gland into the cylinder barrel with a hook wrench. When tighting, do not damage the seal. Tighten torque : 60±6 kgf m

O-ring

1. Install piston dust wiper, rod seal, and O-ring on the gland. Make sure rod seal and dust wiper are installed in proper orientation as shown in the illustration.

O-ring U-cup seal

Rod wiper 6. Check the assembly by making sure the piston slides freely in and out of the cylinder. See Section 3 for replacement procedures ; see Section 2 for checks and adjustments before returning the truck to service.

2. Replace the piston packing and wearing.

Piston packing

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Wear ring

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GROUP 34

GROUP 34 UPRIGHTS Upright Specifications and Description ........................ Section 1 Troubleshooting ............................................................... Section 2 Upringht Inspection ......................................................... Section 3 Carriage and Upright Roller Clearance Checks and Shim Adjustments ...................................... Section 4 Cylinder Removal, Shimming, Overhaul, and Replacement ........................................... Section 5 Upright Chain Inspection, Adjustment, and Replacement .............................................................. Section 6 Fork and Carriage Removal and Replacement ..................................................................... Section 7 Upright Removal and Replacement ............................... Section 8

IMPORTANT Related service information is covered in Group 29, “Hydraulic Sump, Filters, and Pump,” Group 30, “Hydraulic Control Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”

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Group 34, Uprights

Section 1 Upright Specifications and Description General Specifications Upright Weight: (Approximately 999 kg (2202 lb) to approximately 2280 kg (5027 lb) without carriage. Carriage Weight: Approximately 485 kg (1069 lb) to 574 kg (1265 lb) with a 80 inch carriage. Fork Weight: Approximately 115-301 kg each (254-664 lbs). IMPORTANT Before hoisting, the weights of upright, carriage, forks and attachments being lifted must be combined to determine what lifting capacity is required of the hoisting equipment. Capacities and Lift Heights: Upright, carriage, and fork capacity and upright lift heights are listed on the truck’s data plate. Lubricants:

Upright Upright Type Number Cylinder Type <C60-75> STD pneu V6706 Piston-type Lift Cylinder TSU pneu M6707 Piston-type Secondary Cylinder <C80> STD pneu V8003 Piston-Type Lift Cylinder TSU Pneu M8004 Piston-Type Secondary Cylinder

Drift: With the upright substantially vertical the descent of the rated load caused by an internal leakage in the hydraulic system shall not exceed 100mm (4in) during the first 10min with the oil in the hydraulic system at normal operating temperature. If drift over 100 mm (4 in) in ten minutes is evident, cylinder should be checked for internal leakage. See Section 3 for drift test procedures.

•

All Purpose Grease (MS-9)

Fastener and Fitting Torque Specifications

•

Innerslide Lubricant (Clark P/N 886396)

Upright Mounting Bolts: 340-380 N m (249-279 ft-lb)

•

Chain and Cable Lube (Clark P/N 886399)

Chain Anchor Bolt Jam Nut: 340-380 N m (249-279 ft-lb)

Cylinder Types Standard uprights use two lift cylinders. Triple stage uprights use four cylinders, two primary (center-mounted) cylinders, and two secondary cylinders. All primary cylinders used on triple-stage uprights (TSUs ) are piston cylinders. The lift and secondary cylinders used on standard, TSUs can be piston cylinders.

Carriage Side-Thrust Roller Bolts: 1150-1300 N m (843953 ft-lb) Hose Fittings: See Group 40, “Hydraulic Fitting Tightening Procedure.” Rod End Bolts: 170-190 N m (125-140 ft-lb)

The types of cylinders used on the truck are listed below. Check the first five characters of the upright number stamped on the upright of the truck to determine the type of cylinder, piston used on the upright. IMPORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

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Group 34, Uprights Service Intervals • •

• • • • • •

All upright components should be visually checked every day during the Operator’s Daily Inspection. A thorough visual inspection should be performed by a trained service professional every 50-250 hours. Lift chains should be inspected and lubricated every 50-250 hours or monthly. Lift chain tension should be checked every 50-250 hours or monthly. Upright and carriage roller checks should be performed every 50-250 hours or monthly. Roller patterns should be checked every 6 months or after 1000 hours of service. Racking and drift tests should be performed every 50~250 hours or monthly. The complete extended inspection should be performed at least every year or 2000 hours of operation.

Description The upright assembly includes the lift chains, lift cylinders, carriage, forks, and mast or rail sets. Each of the components can be serviced using the tests, checks, adjustments, and removal and replacement procedures in the following Sections. The upright uses the hydraulic cylinders and chain sets to lift the carriage and rail sets. On standard, two-stage uprights, the lift cylinders lift the carriage with chains and directly lift the inner rail set. On triple-stage uprights, the primary (free-lift) cylinder lifts the carriage by chains. When the primary cylinder reaches its maximum extension, fluid is diverted to the secondary lift cylinders, which lift the inner rails using a second set of chains and lift the intermediate rails by direct lift. Friction and play between the nesting rails is controlled by roller sets mounted on the rails and carriage. When rails or rollers become worn, the gap between the rollers and rails becomes larger, creating more play in lifting and lowering operations. The rail web to roller side clearances can be reduced by shimming the rollers to close the gap between the roller and rails. The gap between the rail flange and roller bearing surface can be reduced by the use of oversize rollers on a one-time basis.

The lift and secondary cylinders on standard uprights and triple-stage uprights (TSUs) are piston type cylinders. The primary cylinder on TSUs are piston-type cylinder. See the chart under “Specifications” to determine the type of cylinder used on the upright you are servicing. Piston-type cylinders contain a by-pass check valve in the piston that allows air and fluid that have accumulated in the rod end of the cylinder to return to the system. The check valve can be removed and cleaned if indicated by troubleshooting. A non-serviceable check-ball-type cushioning function is built into ram and piston cylinders for smooth staging during the lowering cycle. The primary cylinder on TSUs incorporates cushioning on the lift cycle. A velocity fuse in the hydraulic port of the lift cylinders (secondary cylinders on TSUs) prevents the mast from falling rapidly in case of sudden fluid pressure loss due to line breaks or other malfunction of the hydraulic circuit. As the cushion system is added to lift cylinder of standard upright and the primary cylinder of TSU, the speed will get slow for a moment before the fork touches the ground. It is helpful to protect the ground. As explained in more detail in Group 30, the main pump sends fluid to the main hydraulic control valve, which contains spools that route fluid to the lift cylinders and tilt cylinders. The valve assembly also contains a counterbalance valve that prevents upright tilt when the truck is not operating. Fluid flow rates for lift functions are factory set and not adjustable. Flow rates for tilt and auxiliary functions are controlled by adjustments on the main hydraulic valve. A non-adjustable “load-lowering” flow valve mounted on the upright limits upright lowering speed. Groups 29 and 30 contain general hydraulic information including upright hydraulic functions. Other hydraulic checks for the upright appear in “Troubleshooting,” Section 2.

Forks use a hanger design for mounting on the carriage. Auxiliary attachments may be added to the upright for specialized handling operations. The hydraulic circuit is modified with a hose adapter kit and an auxiliary section is added to the main hydraulic valve to operate the attachment.

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Group 34, Uprights

Upper Roller

Lift Cylinder

DETAIL B

Chain

Chain Anchor

Load lowering flow valve Inner Rail set

Outer Rail set

Lower Roller

DETAIL A

(SI-48651)

Typical Standard (Two-Stage) Upright Assembly

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Group 34, Uprights

Chain Anchor Upper roller

Upper roller

Secondary cylinder

Hose sheave

Chain sheave

Primary cylinder Carriage chain Carriage

Outer rail set Load lowering ow valve

Intermediate rail set Lower roller Lower roller Inner rail set

Primary cylinder

Typical Triple-stage Upright Assem bly

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Load lowering ow valve

(SI-48650)

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Group 34, Uprights

Typical Triple Stage Upright-Overhead View Carriage

Roller Adjustment shims

Carriages and Roller Sets

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Group 34, Uprights

Four-Hose Adaptation for the Triple-Stage Upright (Only Right hand Adaptation for the Two-Hose )

Four-Hose Adaptation for the Standard Upright (Only Right hand Adaptation for the Two-Hose )

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Group 34, Uprights

Section 2 Troubleshooting The visual inspection and the operational checks presented in Section 3 should be used to determine problems with the upright. Possible problems, causes, and remedies are listed below.

•

Dry hose sheave or rollers; check condition of all sheaves and rollers and lubricate as necessary.

•

Damaged chain sheaves; check condition of chain sheaves and repair or replace.

Other troubleshooting information about the hydraulic circuit and components appears in the troubleshooting Sections of Groups 29 and 30. Use these other troubleshooting Sections for more detailed problem isolation with Upright hydraulic functions.

•

Excessive fork hanger or carriage fork bar wear; inspect and replace as necessary.

Upright noise Bent or broken components; inspect upright thoroughly and repair or replace components as required.

•

Damaged upright roller; check condition of rollers and replace defective rollers.

•

Roller scuffing rails; clean and lubricate rails.

•

Roller (carriage or upright) shimming needs adjustment; check and adjust as required.

•

Fit between roller edge and rail flange excessively loose in rails; replace with oversized, “Select-Fit” rollers. See “Upright Roller Clearance Check and Shim Adjustment.”

•

Dry lift chain; lubricate chain.

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Seals dry; lubricate rod.

•

Seals dry - all primary cylinders; remove gland and add 100 ml (3.4 oz) of hydraulic oil to rod side of piston, see “Cylinder Removal, Shimming, Overhaul, and Replacement.”

WARNING

The procedures for troubleshooting uprights, carriages, and forks involve movement of the components. Failure to follow these warnings can result in serious injury. Make sure overhead clearances are adequate before raising the upright to full lift height. Do not walk or stand under raised forks. Block carriage and upright whenever making checks with the upright elevated. Keep clear of load and carriage when making any check or adjustment. Keep your arms and fingers away from moving parts of the upright. Do not reach through open areas of the upright.

•

No lift, tilt, or auxiliary function •

Hydraulic fluid level low; check level and fill.

•

Broken hoses or fittings; check and repair.

•

Damaged or blocked sump strainer; check and clean.

•

Hydraulic pump defective; see Group 29 for pump troubleshooting.

•

Defective main hydraulic control valve; see Group 30 for valve troubleshooting.

•

Defective upright load-lowering flow valve; disassemble valve, check and clean or replace.

No lift function but tilt operates •

Broken hoses or fittings; check and repair.

•

Cylinder is damaged; inspect and repair.

•

Main hydraulic control valve, lift section defective; see Group 30 for valve troubleshooting and service information.

•

Upright load-lowering flow valve damaged; disassemble valve, check and clean or replace.

34-2-1

Group 34, Uprights Load cannot be lifted to maximum height •

Hydraulic fluid level low, check level and fill.

•

Debris in upright; check and clean.

•

Hydraulic hose fittings loose or damaged; check and torque correctly (see Group 40 for specifications) or replace.

•

Defective priority valve; see Group 30 for valve troubleshooting information.

•

Defective upright load-lowering flow valve; remove valve clean, inspect, and replace if necessary.

Lowering speed sluggish

•

Check cylinder for external leakage; replace cylinder if cracked.

•

Damaged or binding upright roller; check condition of roller and replace if necessary.

•

Cylinder shimming is incorrect; check and adjust shimming.

•

Internal leakage on lift or secondary piston cylinders; remove rod and piston and clean check valves; also clean and inspect/replace piston seals. See Section 5.

Damaged or kinked hydraulic hose or tube; check condition of hose and tube, repair or replace as necessary.

•

Defective upright load-lowering flow valve; check, clean and replace valve if necessary.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

•

Cylinder check valve on lift or secondary piston cylinders not functioning properly; remove rod and piston and clean check valves; also clean and inspect/replace piston seals. See Section 5.

•

Hydraulic pump defective; see Group 29 for pump troubleshooting information.

•

Upright rails binding: a. Perform a visual inspection and check for worn, or distorted parts, broken or cracked rails or tiebars, correct chain and hosing placement and operation b. Check rollers for contamination and proper operation, perform roller clearance check and adjustment

Lift speed sluggish •

Hydraulic fluid level low; check level and fill.

•

Broken hoses or fittings; check and repair.

•

Pump inlet line restricted; remove from pump and clean.

•

Damaged or binding upright roller; check condition of roller and replace if necessary.

•

Internal leakage on piston-type lift and secondary cylinders (with load); perform cylinder checks listed under “Load cannot be lifted to maximum height.”

•

Hydraulic pump defective; see Group 29 for pump troubleshooting information.

•

Defective main lift valve; see Group 30 for valve troubleshooting and service information.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

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Load bounces excessively when lowering •

Air in hydraulic system, TSU and Hi-Lo ram-type cylinders; set capacity load on upright and lift form fully collapsed to full lift height for 10-15 cycles.

•

Defective upright load-lowering flow valve; check, clean and replace valve if necessary.

•

Defective main lift valve; see Group 30 for valve troubleshooting and service information.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (TSU lifting) •

Debris in upright roller area of carriage; check and clean.

•

Interference between carriage and inner rail or cylinder; check staging alignment and adjust or repair as necessary.

•

Bent or broken carriage or inner rail; replace part do not try to repair by welding.

•

Damaged or binding carriage roller; check condition of roller and replace if necessary.

•

Carriage roller shimming or thrust roller out of adjustment; perform roller checks on carriage and make adjustments as necessary.

•

Damaged or kinked primary cylinder hose; check condition of hose, repair or replace as necessary.

•

Primary cylinder chain or chain sheave binding or damaged; inspect and repair.

34-2-2

Group 34, Uprights •

Internal leakage in primary lift cylinder; perform cylinder checks listed under “Load cannot be lifted to maximum height.”

•

Damaged primary lift cylinder causing binding in the cylinder; inspect and repair or replace cylinder.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

•

Bent or broken carriage or inner rail; replace part do not try to repair by welding.

•

Carriage and upright roller shimming or thrust roller out of adjustment; perform roller checks on upright and/or carriage and make adjustments as necessary.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (TSU lowering) •

Debris in upright roller area or tie bar area; check and clean.

•

Bent or broken carriage or inner rail; replace part do not try to repair by welding.

•

Damaged or binding roller on upright; check condition of roller and replace if necessary.

External leakage on primary cylinder •

Gland loose; check and tighten primary cylinder gland and glands on lift (secondary) cylinders to 706 N m (517 ft-lb).

•

Cracked cylinder tube; replace tube.

•

Rod seal damage; replace seals and check for: Damaged rod seal groove in gland; check for damage to groove and replace seal or gland if necessary Scored cylinder wall; repair or replace cylinder tube if necessary Leaking check valve; clean and replace if necessary Leaking O-ring seal on check valve; replace check valve.

•

Carriage and upright roller shimming or thrust roller out of adjustment; perform roller checks on upright and/or carriage and make adjustments as necessary.

•

Damaged or kinked lift cylinder hose; check condition of hose, repair or replace as necessary.

•

Lift cylinder chain or chain sheave binding or damaged; inspect and repair.

•

Bent cylinder rod; inspect and replace rod and/or cylinder as necessary.

•

Gland static seals (O-rings and back-up ring) damaged; replace back-up ring.

•

Internal leakage in piston-type cylinders; perform cylinder checks listed under “Load cannot be lifted to maximum height.”

•

Gland static seals sealing surface damaged; check groove and bore and repair or replace as necessary.

•

Damaged lift cylinder causing binding in the cylinder; inspect and repair or replace cylinder.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (Standard upright lowering)

External leakage on lift (Standard) and secondary cylinder (TSUs) •

Gland loose; check and tighten gland on cylinders to 706 N m (517 ft-lb).

•

Cracked cylinder tube; inspect and replace tube.

•

Seal damage in piston-type cylinders; replace piston seals and rod seals.

•

Damaged seal groove, piston-type cylinders; check for scratches, nicks, or burrs and repair or replace rod and piston.

•

Damaged or binding roller on upright; check condition of roller and replace if necessary.

•

Top carriage roller retaining cap screw loose; check and replace cap screw.

•

Lift cylinder chain or chain sheave binding or damaged; inspect and repair.

Scored cylinder wall, TSU piston-type cylinders; replace tube and all seals.

•

Scored or damaged rod; replace rod and all seals.

•

Debris in upright roller area or tie bar area; check and clean.

•

Damaged gland back-up seal; inspect and replace seal.

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34-2-3

Group 34, Uprights •

Gland static seals sealing surface damaged; check grooves and bore.

Oil leak at top of lift cylinder

•

Scored cylinder wall; see Section 5.

•

Worn or damaged gland rod-seal; see procedures for piston-type cylinders under “Cylinder leaking internally.”

Unsatisfactory lift or tilt cylinder drift test results

•

Cylinder leaking internally; remove cylinder gland and check: a. Primary cylinder should have only 3.4 ounces (100 ml) on rod side of the piston b. Piston-type lift and secondary cylinders should be dry on rod side of piston.

•

Cylinder hydraulic fittings loose or worn; check fitting O-rings, tighten fittings according to Group 40, “Hydraulic Fitting Tightening Procedure.”

•

Check valve worn or damaged; remove rod and piston, clean check valve and replace if necessary.

•

Control valve spool linkage malfunctioning, damaged, or worn; see Group 30, Section 5 for linkage adjustment and/or replacement.

•

Counterbalance function in main hydraulic control valve malfunctioning, damaged, or worn; inspect and clean or replace if necessary.

If fluid is leaking past piston: On piston-type cylinders, remove rod and piston, clean check valves and clean and inspect/replace piston seals See Section 5.

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Group 34, Uprights

Section 3 Upright Inspection

CAUTION

Upright

Carriage

Fork

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Group 34, Uprights Basic Visual Inspection

•

Use the following steps to conduct an initial visual inspection of the upright. This is the same type of inspection operators should be conducting on a daily basis.

Good condition of the chain links and pins. No rust, corrosion, stiffness, or cracking should be evident. Pins should not be turned or protruding.

•

Excessive side wear or edge wear on the chain plates.

•

Correct, equal tension on chain sets.

•

Secure anchor bolt, adjustment nut, and jam nut mounting.

•

Correct alignment of the chain anchors to the chain and chain sheaves. Adjust turned chain anchors.

•

Loose, broken, or damaged anchor bolt pins and cotter pins. Replace defective pins and cotter pins.

If you note problems with any component during the basic visual inspection, continue with “Extended Inspection” for checks and service.

WARNING

The procedures for checking, maintaining, and adjusting uprights, carriages, and forks involve movement of the components. Failure to follow these warnings can result in serious injury. Always use extreme caution. Do not walk or stand under raised forks. Keep clear of load and carriage when making any check or adjustment. Keep your arms and fingers away from moving parts of the upright. Do not reach through open areas of the upright.

Rollers Inspect the upright and carriage rollers for: •

Broken or loose rollers.

•

Loose, broken, or misadjusted thrust roller on the carriage.

•

Obvious signs of failed bearing seals. NOTE Some grease will purge from the bearings in the first 100-200 hours of operation.

General •

Check to make sure all fasteners are secure.

•

Check to make sure the upright lifts and lowers smoothly with and without a capacity load.

•

Check for visible damage to components.

•

Excessive looseness in carriage or upright roller shimming.

Upright and Carriage Weldments Forks

Inspect the upright and carriage for:

•

Check function and security of the fork latch.

•

Debris or foreign objects on the components.

•

Inspect the forks for cracks, especially the hanger and heel areas.

•

Bent, cracked, or broken components.

•

Check for wear in the fork heel. If heel wear is evident, perform the extended inspection.

Undesirable wear on or contact between components.

•

Inspect the fork hanger and carriage fork bar for excessive wear.

Irregular roller patterns and signs of excessive wear or scraping on the rails.

•

Inspect for bent forks.

Lift Chains Inspect the chains for: •

Proper lubrication. The links should have a coat of oil on all surfaces. Lubrication oil should penetrate completely into chain joints.

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Group 34, Uprights Hydraulic System

Fork Bending

Inspect the upright hydraulic system components for: •

Damage or wear on all hoses and hydraulic tubes.

•

Leaks on hoses, fittings, or valves.

•

Leakage on the cylinders.

•

Excessive drift in lift or tilt operations.

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. 1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood block flat on the fork. Make sure the block is not resting on the heel radius.

Extended Inspection The extended inspection should be performed whenever the basic visual inspection indicates upright problems, as specified for PMs, or at least every 2000 hours.

Forks Forks have a limited service life because of wear and fatigue. Forks should be tested every 50-250 hours using a visual inspection, a fork thickness check, a fork bending check, and a fork gap check. If replacement is necessary, always replace the pair to ensure fork integrity. Fork Alignment

Fork Bending Check 2. Set a carpenter’s square on the block against the fork shank

1. Park the truck on a flat, even surface, tilt upright to vertical position, and set forks 25-50 mm (1-2 in) above the ground.

3. 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.

2. Compare fork arms to be sure they are straight, on the same plane (level), and the same length.

4. If blades are bent over the 14.5 mm (0.6 in) allowance they should be replaced as a set. See Section 7, “Fork and Carriage Removal and Replacement,” for procedures to remove and replace the forks.

3. Measure the distance from the fork tips to the ground. The height difference between the forks tips should be no more than 6mm(1/4in).

Fork Hanger

Shank

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 Wear and Heel Wear

6mm(1/4in ) max.

Fork Arm Height 4. If the fork tips are not aligned within the specified 6mm (1/4in) difference, the cause of the problem must be determined and corrected before returning the truck to service. If replacement is necessary, always replace the forks in a set.

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Industrial Truck Association (ITA) standards require that a fork be removed from service when the blade or heel thickness is reduced by 10% over its original thickness. If the heel is 10% smaller than the arm, the load capacity could be reduced by 20%. A 5,000-pound (2272 kg) capacity fork with 10% wear can only safely handle 4,000 pounds (1818 kg). Use of fork wear calipers are recommended (Clark part number 1803641) to gauge fork wear as follows: 1. Use the outside jaws of the caliper to measure fork thickness in the shank area of the fork.

34-3-3

Group 34, Uprights Chain Wear (Stretch) - All Lift Chains

Lift chain stretch due to wear in the joints can be measured using a measuring tape or chain check ruler.

NOTE Hold the caliper square and use light pressure to squeeze the outer jaw tips against the fork shank. Take care not to accidentally alter the reading of the calipers.

When any section of the chain has worn and increased its original length by 3% or more, the chain must be replaced. When checking chain wear, always measure a segment of the chain that rolls over a sheave.

2. Check the fork blade area to the inside jaws of the caliper. 3. If the inside jaws fit over the fork in the blade area, wear exceeds allowable 10% wear and a new set of forks should be installed. Fork Hanger Wear and Carriage Fork Bar Wear

Inspect the fork hangers and carriage fork bar. Excessive wear can cause the fork to disengage the fork bars or reduce fork hanger life. Fork hanger hole

Carriage Shaft fork

•

If fork hangers are excessively worn, replace the forks as a set.

•

If carriage fork bar is excessively worn, replace the carriage. IMPORTANT Welding is not recommended for repairing forks or carriage. Replace the worn parts with new parts.

Lift Chains The following checks should be performed every 50-250 hours to ensure correct chain performance See Section 6 for more complete chain inspection and maintenance procedures.

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IMPORTANT Never replace a single chain in a set. Always replace the two chains in a set for consistent lift operation. Always replace anchor pins when replacing chains. 1. For example, measure a 305 mm (12 in) segment of the chain that does not roll over a sheave and count the number of links in the segment. 2. Find an area of the chain that normally runs over the sheave. This can usually be identified by wear on the plate edges that roll over the sheave. 3. If the same number of links measures over 315 mm (12.36 in) the chain must be replaced. If using a chain check ruler, see instructions on the ruler. Chain replacement procedures appear in Section 6. Chain Length

IMPORTANT Perform a chain length check and adjustment every 50-250 hours. Checks and adjustments should also be performed to adjust for chain stretch and tire wear.

34-3-4

Group 34, Uprights Chain length must be adjusted if: •

The fork-to-ground clearance is less than 5 mm (.20 in) or more than 25 mm (1.0 in) when the upright is vertical.

•

The center of the bottom carriage roller comes within 20 mm (0.80 in) of the bottom edge of the inner rail.

•

The carriage safety stop hits the inner rail stop at full lift height.

On TSUs, the difference between the bottom of the inner rail and the outer rail is greater than 10 mm (0.40 in). See Section 6 for chain length adjustment procedures.

•

Bent components indicate excessive loading or high impacts to the weldments. Bent components are usually structurally damaged and should be replaced.

•

Inspect roller contact patterns on the rail sections. Roller contact patterns should be smooth and regular. In some applications, it may take up to 500 hours of operation to develop a roller contact pattern on the flange of the rail. In applications where heavy loads are common, a rail lubricant may be required to allow proper wear-in on the roller.

•

Check rails and carriage for wear due to undesirable contact between components. Such contact can be an indication of broken rollers, loose components, foreign objects or debris on the upright, or a broken weldment. If contact or rubbing exists, the condition must be corrected immediately. Rail and carriage weldments with damage should be replaced.

•

Tie bar areas should be free of foreign objects and debris. The roller area of the rail should be cleaned every 500-1000 hours in a normal application. In applications where excessive amounts of contaminants settle in the rail channels, cleaning may be required on 50-250 hour intervals. If excessive contamination exists, the rollers should be exposed and the bearing seal areas cleaned thoroughly. See Section 4 for carriage roller and upright roller removal and installation.

•

Chain Tension

IMPORTANT Center any auxiliary attachments before beginning tension check 1. Raise the upright enough to put tension on the chains to be checked. 2. Push the chains forward and pull them backward; the amount of tension should be equal on both sides.

WARNING

Do not reach through the upright to push chains for tension check. 3. If one chains moves more than the other; a. Lower the forks to ease tension on the chains. b. Adjust chain adjustment nuts for equal tension on both chains. See Section 6 for chain adjustment procedures 4. Repeat the tension test and make adjustments until the tension is equal on both chains when the carriage and upright are raised.

Carriage and Upright Rollers Carriage Thrust Rollers

The carriage uses two types of thrust rollers.

Carriage and Upright Weldments The carriage and upright should be checked for fatigue cracks and bent components every 2000 hours or every year. Fatigue cracks start in areas of stress after a high number of load cycles. Stress concentrations typically exist in welded joints, in the area around a welded joint, or in the corners of parts. Dye penetrant, magnaflux, or other crack detection methods can be used to find or trace cracks. If cracks are found in any structural weldment, the component should be replaced before returning the truck to service.

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Group 34, Uprights •

The external thrust roller runs along the outside flange of the inner rail to control lateral load on the carriage.

Carriage and Upright Main Load Rollers

Inspect the carriage and upright main load rollers for broken, loose, or rough bearings. Defective rollers should be replaced. Shoulder Roller shaft shims Bearing outer race

External thrust roller Internal thrust roller

Both types of thrust rollers should be checked for smooth rotation, seal integrity, radial bearing tightness, and a tight cap screw. A roller should turn smoothly without sticking and be grit free. Replace the roller if any defect is found. External thrust roller cap screws have a locking patch to prevent the cap screw from backing out. Repeated removal will deteriorate the ability of the patch to hold the cap screw. If the cap screw is backing out without holding, a new cap screw is recommended. The cap screw can also be cleaned and set using thread locking compound Loctite 271 (Clark Part 1802302). The internal thrust rollers use a jam nut to ensure that the bearing remains secure. NOTE Some grease will purge from the bearings in the first 100-200 hours of operation. This is not necessarily a sign of a failed roller bearing seal. The external thrust rollers are not adjustable. The internal thrust roller adjusts using a locking cam on the mounting cap screw. See Section 4 for roller replacement and internal thrust roller adjustment procedures.

Indications of broken or damaged rollers include: •

Part of all of roller bearing missing

•

Bearing outer race loose

•

Scraping noise from the upright

•

Scraping of carriage fork bar on inner rail (carriage rollers)

•

Upright rail sections scraping together (upright rollers)

•

Upright misstaging

•

Excessive looseness of the rail section or carriage demonstrated by the following load test. NOTE Some grease will purge from the bearings in the first 100-200 hours of operation. This is not necessarily a sign of a failed roller bearing seal.

Load Test

A load test helps you to determine the amount of clearance between the moving upright parts. The upright requires some lateral movement between the interlocking rails and the carriage. But, too much or too little clearance can be the cause of binding and uneven operation.

WARNING

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Group 34, Uprights Failure to follow these warnings can result in serious injury. 1. Place a capacity load on the forks and secure it to the carriage.

CAUTION

Test load must be stacked stably, not extend beyond the pallet, and be secured on the pallet. Operate the truck only from within the operator’s compartment.

Signs of loose shimming include: 1. Excessive lateral (side-to-side) movement in the upright rail sections 2. Excessive lateral shift in the upright at, or near, full maximum fork height (MFH) 3. Irregular roller patterns on the rail. Signs of over shimming include: 1. Mis-staging or hanging up of the upright 2. Excessive wear in the rail web

2. Tilt the upright back slightly and raise the upright to its maximum extension several times. Note the smoothness of operation, the carriage play, and play between the rails.

3. Premature bearing failure. Perform the following roll pattern check and the load test if the need for roller shimming is suspected. See Section 4 for detailed clearance measurement procedures.

3. Move the load 102 mm (4 in) off center on the forks and resecure it to the carriage.

Roll Patterns

4. Raise the upright to its maximum extension and lower the load to the floor several times. 5. Repeat the step, moving the load 102 mm (4 in) off center to the other side. 6. Raise the upright to its maximum extension and lower the load to the floor several times. Carefully observe the smoothness of operation, particularly in carriage play, and play between the rails. If any unusual movement, staging, or noise occurs during the test, correct the problem before returning the truck to service. Continue with the following roller shimming checks if too much play is evident in the carriage and rails in the load test. The troubleshooting guide may also help to identify specific problems with upright operation. Roller Side-Clearance

The carriage and upright rollers are shimmed between the inner race and the roller shaft shoulder to maintain minimal clearance between the side of the roller and the web of the adjacent rail. Shim adjustments help accommodate manufacturing tolerances and wear in the upright rail sections.

Impressions made by rollers on upright rails are called roll patterns. Roll patterns can provide indication of the need for upright or carriage adjustment.

WARNING

Keep clear of load and carriage when making any checks or adjustments. 1. Elevate the carriage about 4 feet (1.3 m). 2. Apply a light, thin layer of grease to the roller contact area. 3. Lower the forks and pick up a capacity load. Raise and lower the upright several times. 4. Back out from the load and raise the carriage. Compare the impressions of the rollers on each side of the upright rails. The impressions should look the same on both sides. Look for signs of metal scoring or gouging which can indicate excessive pressure caused by damaged or misadjusted rollers. Carriage rollers, including side-thrust rollers, and all upright rollers can be checked by examining roll patterns. If irregular impressions result from the checks, perform the “Lift Cylinder Shimming Check” and the “Load Test” to further diagnose problems. See Section 4 for procedures to measure clearances and adjust carriage or upright rollers.

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Group 34, Uprights Cylinders Use the Drift Test, presented under “Hydraulic Checks” below, for additional diagnosis of cylinder condition. See Section 5 for cylinder repair. External Leakage (All Cylinders)

To check for external leakage on the primary cylinder: 1. Clean the top of the gland and rod to remove any buildup of debris. 2. Check rod surface for defects or unusual wear. •

•

Nicks, burrs, or other sharp defects can cause damage to the seal and will lead to leaks. The rod should be repaired or replaced. For piston-type cylinders, small blunt defects in the top and midsection of the rod can be tolerated in this cylinder design. The high pressure sealing is over the last several inches of stroke. This type of defect is acceptable if leakage is not evident.

3. Check for external leakage from the cylinder barrel, gland O-rings and backup ring, and the rod seal.

4. After cleaning the top of the gland and the barrel, cycle the upright 5-10 times. If a ring of oil forms to run 3 mm (0.125 in) down the rod, the cylinder must be overhauled or replaced. Internal Leakage on Primary Cylinder

To check for internal leakage on the primary cylinder: 1. Lift the upright to maximum height then lower forks completely. 2. Cycle the upright 5-10 times through the first 2/3 length of the primary stroke and lower forks completely. 3. Slowly lift the carriage 305-610 mm (1-2 ft) into the secondary lift stage then lift to full extension. 4. If the carriage does not lift to full height, the problem is likely an internal leak and the cylinder should be overhauled. 5. If the carriage does lift to full height, but you still suspect an internal leak, repeat the procedure with a 40-70% capacity load. NOTE The primary cylinder normally has approximately 100 ml (3.4 oz) of hydraulic fluid on the rod side of the piston as a pre-charge. Use the Drift Test, presented under “Hydraulic Checks” below, for additional diagnosis of cylinder condition. See Section 5 for cylinder repair. Internal Leakage on Piston-Type Lift and Secondary Cylinders

To check for internal leakage in Standard lift and TSU secondary cylinders: 1. Lift the upright to MFH then lower forks completely.

•

The gland O-rings and backup ring are near-zero leakage seals. If, after cleaning the gland and tube, oil accumulates to form a run, the O-rings and backup ring should be replaced (see Section 5). External leakage from the barrel requires replacement of the barrel. NOTE The seals are installed with lubricant and a trace amount will be in the gland/tube interface area.

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2. Cycle the upright 5-10 times through the first 2/3 length of the lift cylinder stroke and lower forks completely. 3. Lift the upright to full MFH. Watch for the lift cylinder to increase lift speed. If you see an increase in lift speed, one or both of the lift cylinders have an internal leak and requires overhaul. If the upright does not increase lifting speed, but you still suspect an internal leak, repeat the procedure with a capacity load. If the upright does not extend to full MFH, the problem is likely an internal leak and the cylinder should be overhauled.

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Group 34, Uprights Lift Cylinder Shimming

Upright Drift

The lift cylinders on both standard uprights and TSUs bottom out at the end of the stroke to limit upright extension. The upright has dual lift cylinders and the cylinders’ extension length must be equal. If not, “racking,” or sideto-side shifting, results. Rod extension length is made equal by using shims under the rod end of the cylinder. To determine if shimming of the cylinders is required to prevent racking, perform the following operational check:

Drift tests check cylinder, main valve, and hydraulic circuit integrity under load pressures. A load is held elevated for an extended period to determine how much the upright “drifts” (moves) over a specified time period. A tilt cylinder drift test appears in Group 32, Section 2, “Tilt Cylinder Checks and Adjustments.”

CAUTION

Make sure truck is parked on level surface with parking brake applied and wheels chocked; make sure overhead clearance is adequate to extend upright to its full height. 1. Center the forks or attachments on the upright. 2. Check for equal chain tension. 3. Raise the upright from the retracted position to full lift height. Note the point when the lift cylinders reach the end of their stroke. •

If the upright shifts right or left noticeably, shimming is required.

•

Repeat the check three times before adding shims. NOTE Offset or unbalanced loads and off-center attachments can cause the upright to shift even with proper lift cylinder shimming.

See Section 5 for lift cylinder shimming procedure. Racking adjustments for tilt cylinders appear in Group 32, Section 2, “Tilt Cylinder Checks and Adjustments.”

WARNING

An upright or carriage can move unexpectedly during service procedures causing severe injury: Do not walk or stand under raised forks. Keep clear of load and carriage when making any check or adjustment. Keep your arms and fingers away from moving parts of the upright. Do not reach through open areas of the upright. Failure to follow these warnings can result in serious injury. 1. Raise upright with the rated capacity and carriage to its full extension and lower to a point halfway down from full extension with the upright substantially vertical. 2. Shut off the truck. Apply the parking brake and chock the wheels. 3. With a pencil or chalk, make a mark across the rails on one side of the upright.

Hydraulic Plumbing Use the Lift Cylinder Shimming Check, the Load Test, and the following Drift Test to check the performance of the hydraulic system. 1. Check all fittings for leakage. Disassemble fittings and inspect the seals. Replace seals as required. See Group 40 for hydraulic fitting tightening procedures. 2. Check all hoses and tubes for wear and damage. a. Hoses or tubes with scrapes or kinks should be replaced. b. Hoses with outer cover wear exposing the reinforcement braiding should be replaced.

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Mark upright rails here

WARNING

Keep clear of load and carriage when making any checks or adjustments. Do not use the upright to climb; use an approved platform.

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Group 34, Uprights 4. Wait ten minutes and recheck the mark. Measure and write down the distance the marks on the inner and intermediate rails have drifted from the mark on the outer rail.

Consider rebuilding the cylinders if the first two remedies in this list are not successful. See Section 5 for removal, overhaul, and replacement procedures for primary and secondary cylinders.

5. If the rated load drift 50 mm (2 in) or more in the ten minutes, read and follow the procedures presented in “Drift Causes and Remedies.”

Trunnion Bearings

CAUTION

Test load must be stacked stably, not extend beyond the pallet, and be secured on the pallet. Drift Causes and Remedies

If drift of 50 mm (2 in) or more is evident under the rated load, consider the following causes and remedies: •

The main hydraulic valve is misadjusted, worn, or defective. Fluid is leaking past the valve and causing the upright cylinders to drift. See Group 30 for hydraulic valve troubleshooting and service.

•

Upright hydraulic circuit hoses or fittings are leaking. Check the circuit components and repair as necessary.

•

Cylinder piston seals are worn, damaged, or defective allowing fluid past the piston causing drift.

•

To check the Upright mounting: 1. Check for missing, broken, bent, or loose mounting fasteners. Replace any damaged parts. 2. Lift the upright 305-610 mm (1-2 ft) and tilt the upright fully forward. 3. Check for sprical bearing or cap wear by inserting a feeler gauge between the mount and the axle-mounting bearing surface.

Grease nipple

Spacer Bearing Pin

Primary cylinder or piston-type lift or secondary cylinders have a check valve that allows oil to flow back to the rod side of the cylinder. This check valve may be clogged or defective. Inspect the check valve for proper sealing and operation.

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Group 34, Uprights

Section 4 Carriage and Upright Roller Clearance Checks and Shim Adjustments

IMPORTANT Before removing any component for overhaul, make sure the correct repair parts and/ or kits are available.

WARNING

An upright or carriage can move unexpectedly: • Do not walk or stand under raised forks • Kee clear of load and carriage when making any check or adjustment • Keep your arms and fingers away from moving parts of the upright. • Block the carriage or upright when working with the components in a raised position. • Do not reach through open areas of the upright. • Never attempt to move or align the rails by hand. Use a prybar. Failure to follow these warnings can result in serious injury.

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WARNING

Use an approved safety platform to reach the upper areas of the upright. Never use the upright as a ladder.

Introduction Standard upright assemblies have two lift roller sets mounted on the rails, three lift roller sets mounted on the carriage, and two external thrust roller set mounted on the carriage. The triple-stage upright assemblies have four lift roller sets mounted on the rails, three lift roller sets mounted on the carriage, and thrust roller sets mounted on the carriage. (see the “Roller Side Clearance Chart” on next page.) Each carriage and upright lift roller is nested within its adjacent rail set. The front “face” of the lift roller handles front-to-back friction and play between the nesting segments of the upright assembly, the side “face” of the roller radius handles side-to-side friction and play. The rollers

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Group 34, Uprights are canted (tilted) to allow the side face to bear properly on the web.

tainty that the clearance is excessive, you perform the checks given below.

Rail flange wear can cause excess play between the lift rollers and the rail flange. The only way to correct this is to install oversize rollers-only one size of which is available. If oversize rollers were fitted previously, the only remedy for excessive front-to-back play is to replace the rail set. (carriage middle rollers are always standard-size rollers; see “Oversize Rollers” later in this Section for details on roller replacement.)

To correct excessive lift roller side clearance, you add shims as described later in this Section. To correct internal thrust roller clearance, you adjust thrust roller position as described later in this Section.

The gap between the roller “side” and the web of adjacent rail set affects the side-to-side motion of the uprightwhich should be as small as possible without causing the sliding segments to bind. The same is true of the internal thrust rollers. You check the performance effect of the lift roller side clearance and internal thrust roller clearance by means of the load test described in Section 3. To evaluate with cerRoller Side Clearance Chart Carriage

Roller Set #1 Roller Set #2 Roller Set #3

Inner Rail Set Roller Set #4 Roller Set #5 Intermediate Rail Set (TSU only) Roller Set #6 Roller Set #7 Outer Rail Set

Web Area Roller Set# Forming Gap

Gap at Mimimumm Span of Rail Set Allowedb (mm) (in) 0.05-1.25 0.02-0.05

Front, Inner railc Front, Inner rail

Targeta (mm) (in) 0.5-1.5 0.02-0.06 0-0.75

0-0.03

#3 #4 #5 #6 #7

Back, Inner rail Back, Inner rail Back, Intermd rail Back, Intermd rail Back, Outer rail

0-0.75 0-0.75 0-0.75 0-0.75 0-0.75

0-0.03 0-0.03 0-0.03 0-0.03 0-0.03

0-1.5e 0-1.0 0-1.0 0-1.0 0-1.0 0-1.0

a. Target is the desired gap after reshimming the roller set. b. Allowed is the acceptable gap when checking roller set. c. Internal side thrust rollers should extend 0.25-0.50mm(0.01-0.02 in) beyond #1 rollers.

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Gap at Maximum Span of Rail Set (mm) d

Targeta (in) d

Allowedb (mm) (in) 2.25 0-0.09

0-0.06

2.25

0-0.09

0-0.04 0-0.04 0-0.04 0-0.04 0-0.04

d d d d d

2.25 2.25 2.25 2.25 2.25

0-0.09 0-0.09 0-0.09 0-0.09 0-0.09

d. Ideal is same as final measured gap at minimum width point of rail set. e. Measured at top of inner rail.

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Group 34, Uprights Roller Side Clearance Checks The same basic procedure is used for checking all the lift rollers. That general procedure is given in the subsection directly below. Special instructions for specific rollers follow that subsection. Follow those directions (in the subsection called “Directions for Checking Specific Rollers”) and you will be directed to general and specific information you need.

General Roller Side Clearance Checking Procedure For each roller set, you need to measure the gap between the outside face of a roller and its adjacent nesting rail. In general, the lift roller side clearance check procedure is as follows: 1. With the spanner tool, find and mark the narrowest and widest spans in each rail set at the roller-contact areas in the rail webs: •

Inner Rail Set-Mark narrowest and widest spans for both the front and back web areas.

•

Outer and Intermediate Rail Sets-Mark narrowest and widest spans for the back web area only.

2. Position the carriage or rails so that the roller set you want to check is at the mark for the narrowest span on the adjacent nesting rail set.

Narrowest span

Widest span

Example of Aligning Roller Set with Widest and Narrowest Spans Marked on Adjacent Rail Set. Rail sets are shown separated for clarity. 3. Clamp the rails together opposite the roller you intend to check. Use wooden shim blocks to protect the rails. Place clamp as close to roller as possible. Torque clamp to 25 N m (20 ft-lb).

Back Area

Web

4. Measure the gap with a feeler gauge. Make sure roller is tight against its shoulder. Write down the result.

Front Area

Web Areas on Typical Rail Set

Gap Measure here.

5. Repeats steps 2 through 4 for the widest span marked on the rail set. Spanner Tool. Clark Part #180109

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Group 34, Uprights 6. If the clearance at the widest rail set span is more than 2.25 mm (0.09 in), the roller set needs shimming. If the clearance at the narrowest rail set span is more than 1.0 mm (0.04 in), the roller set should be shimmed; however, it is OK for the middle carriage roller gap to be up to 1.5 mm (0.06 in). 7. Repeat entire procedure for each roller set, following the instructions in “Directions for Checking Specific Rollers” below.

Top Carriage Rollers and Internal Thrust Rollers

1. Move the top carriage lift roller to the narrowest span on the inner rails set. 2. Clamp rail to one side as in general procedures. Check clearance of lift roller on clamped side. Measure gap here (step2).

Measure gap here (step3).

Directions for Checking Specific Rollers Use these directions to supplement the general procedures given above. Carriage Rollers Bottom Carriage Rollers

Follow the general procedure above. Middle Carriage Rollers

The middle rollers are difficult to access and require the following special procedures. 1. Raise the carriage until the middle rollers are at the top of the inner rails. 2. Measure roller side clearance at the top of the inner rails. Note measurement here: _____________________. If gap is less than 1.5 mm (0.06 in), shimming is not required. If gap is more than 1.5 mm (0.06 in), check clearance at narrowest span by comparison with the top of the rail set as follows: a. With spanner tool, measure span of inner rail set at top of the front web area. Note measurement here: _____________________. b. With spanner tool, measure span of inner rail set at narrowest span of front web area. Note measurement here: _____________________. c. Subtract measurement in step b from measurement in step a, Write result here: b-a= _____________________. If the calculated gap is less than or equal to the gap measured in step 2, the roller set does not require shimming. Otherwise, the roller set should be shimmed.

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Contact the web and cause the lift roller to stand off from the web by .01 to 1 mm (0.001-0.03 in). 3. Check clearance on lift roller opposite clamped side as in the general procedures. If clearance is greater than 1.25 mm (0.05 in), the roller set should be shimmed. 4. Move clamp to opposite side and check clearance on clamped side as in step 2 directly above. Gap should be 0.01-1.0 mm (0.001-0.03 in). 5. Move the top carriage lift roller to the widest span on the inner rail set and check clearance as in general procedures. Upright Rollers

1. Remove the carriage as described in Section 7 of this Group. 2. Fully extend the upright making sure carriage hoses and chains are secured out of the way to prevent damage.

WARNING

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Group 34, Uprights Never attempt to move or align the rails by hand. Use a prybar. • Use an approved safety platform to reach the upper areas of the upright. Never use the upright as a ladder. Failure to follow these warnings can result in serious injury.

Oversize Rollers

•

3. Follow the “General Roller Side Clearance Checking Procedure” given earlier in this Section. The clamping procedure is as illustrated below.

At the time of roller shimming, you may want to replace the lift rollers with oversize rollers to counter rail flange wear as detected by inspection and the load test. Because there is only one size of oversize rollers, you can install them only if they were not installed previously. Identify oversize rollers as follows: If a roller is oversize, it has an indented radius in the outer edge of its mounting side, as shown below.

Lift Roller Shimming You need to shim lift rollers if the roller side clearance checks indicated that clearance was excessive at either the narrowest or widest span of the roller set’s adjacent rail set. Your objective in shimming is to add only enough shims to bring the clearances at both the widest and narrowest spans into tolerances. In practice, you achieve this by shimming to obtain the smallest possible clearance at the narrowest span of the rail set.

Carriage Roller Shimming Using the measurement you recorded in previously in the “Roller Side Clearance Checks,” determine the number of shims required to reduce the carriage roller clearance at the narrowest span on the inner rail to 0-0.75 mm (0-0.03 in): 1. Remove the carriage as described in Section 8, “Fork and Carriage Removal and Replacement.” 2. Remove the rollers (note the number of shims already on the roller shafts, if any).

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•

Clean and inspect roller bearings, shims, and shafts.

•

Replace any defective parts.

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Group 34, Uprights 3. Add shims to the top and bottom rollers as determined in the previous steps. •

Install shims with the same number on each side.

•

When an odd number of shims is required, always place the odd shim on the same side on all roller sets.

4. Use a straight bar to determine the number of shims to add to the middle roller shaft as shown in the following illustration. This shimming may be asymmetric, meaning the numbers of shims do not have to match those of the top and bottom rollers.

-0.25 to +0.25 mm (-0.01 to +0.01 in) gap

5. Reinstall all bearings; torque top roller fasteners to 40-45 N m (30-33 in-lb). Carriage internal thrust rollers must be adjusted after the carriage is shimmed. Adjust as described previously.

Upright Roller Removal

1. After the carriage has been removed, lower the upright rails until both of the secondary (final) lift cylinders are completely collapsed. 2. Jack the truck and block under the frame so that the bottom of the upright is approximately 254 mm (10 in) off the floor. See “Lifting, Jacking, and Blocking” in Group SA for safe procedures. 3. Set the parking brake and block the steer wheels. 4. Tilt the upright to as near vertical as possible. 5. Using a hoist and lifting strap of adequate capacities, connect the lifting strap to the inner rail on standard and Hi-LO uprights or intermediate rails on triplestage uprights. Lift hoist to remove slack from the strap.

6. Disconnect the flow control valve manifold from the upright bracket.

Upright Roller Shimming Use the following procedures to remove, shim, and replace rollers. Use the preceding checks to determine the number of shims required to reduce the roller clearances to 0.75 mm (0.03 in) or less.

WARNING

Use an approved safety platform. Never use the upright as a ladder.

CAUTION

The carriage should be removed for shimming or when any service is performed on the upright. See Section 8, for removal and replacement procedures.

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Group 34, Uprights 7. Secure the cylinder to prevent its falling and disconnect the cylinder rod retaining bolts.

Roller Removal, Shimming, and Replacement

To add shims to, or replace the rollers: 1. Use a puller to remove the rollers from the posts. Or, gently pry the rollers off the posts. Pry at different points around the bearing to work it off. Do not damage the bearing seals on the backside of the roller. 2. Inspect all roller components when removed:

NOTE For 4-hose adapters, you must disconnect the hose sheave and bracket. This is not necessary for 2-hose adapters. 8. Move the sheave with the hoses and any other connected components out of the way. 9. Disconnect the rail cylinders by raising the rails to free the cylinder rod ends from the tie bar. Tilt the cylinders inward and secure out of the way of the tie bars. 10. Lower the assembly completely to expose the rollers. The lower roller set of the inner rail and upper roller set of the outer rail on standard and triple-stage uprights are now exposed for shim adjustment.

a. Clean and inspect the rollers, shims, and roller shafts. b. Bearings should be in good condition and allow the roller to spin smoothly with a true rotation. c. Clean rail sections and add lubricant if necessary. d. Replace any worn or damaged component. 3. If the clearance check indicated an even number of shims needed, split the number evenly between the rollers on either side of the upright. 4. If the clearance check indicated an odd number of shims needed, keep the odd number to the same side on all rails of the upright. If three shims are needed, for example, add one to the rollers on the left side. Add the other two on the rollers on the right side. 5. Reposition the rollers onto the roller shaft and use a plastic or hard-rubber mallet to gently tap the roller. Seat the roller evenly by continuing to tap gently until it is fully seated and snug against the added shims.

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Group 34, Uprights Upright Reassembly

The following steps detail the procedures for reassembling the upright.

3. Reconnect the cylinder rod retaining bolts. Torque rod retaining bolts to [WT[\ N m (ZWTZZ ft-lb).

WARNING

The upright can move unexpectedly: •

Keep your arms and fingers away from moving parts of the upright.

•

Do not reach through open areas of the upright.

•

Never attempt to move or align the rails by hand. Use a prybar.

Failure to follow these warnings can result in serious injury. 1. Connect the lifting strap to the inner rail on standard uprights or intermediate rails on triple-stage uprights and raise the rails just high enough to clear the lift cylinders. Use a prybar to guide the rails and allow the rollers to reenter the rail channel.

4. Reconnect the load lowering flow valve to the upright bracket. Torque nuts to 20-25 N m (14.8-18.5 ft-lb).

5. Jack up the truck only enough to remove the blocking and slowly lower the truck so that its full weight is on the floor. 6. Replace the carriage and forks. 2. Reposition the rail cylinders and slowly and carefully lower the rails to seat the rod end into the mounting.

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7. Test the upright lift and tilt functions; make sure all upright components work correctly and smoothly. Check for overshimming as described in the next subsection. Repeat the load test to make sure the upright works correctly under load. When you are sure all components are operating correctly, perform the chain adjustment checks in Section 3 before returning the truck to service.

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Group 34, Uprights Overshimming Use these steps to check for overshimming: 1. With the forks removed, lift the upright to maximum fork height. 2. Slowly lower the upright. •

The carriage should not bind or hang up at any point along the rails.

•

If the carriage binds or hangs up, and the rails are not clogged with grease or debris, the carriage requires reshimming. See “Troubleshooting” for other mis-staging problems.

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Group 34, Uprights

Section 5 Cylinder Removal, Shimming, Overhaul, and Replacement Cylinder Types

2. Attach a hoisting strap to the tie bar of the inner rail or intermediate rail tie bar of TSUs.

Standard uprights use two lift cylinders. Triple stage uprights use four cylinders, two primary cylinders, and two secondary cylinders. All primary cylinders used on triple-stage uprights (TSUs) are piston cylinders. The lift and secondary cylinders used on standard, TSUs are either piston cylinders. IMPORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available. Upright Type <C60-75> Standard TSU <C80> Standard TSU

Upright Number

Cylinder Type

pneu V6706 Piston-Type Lift Cylinder pneu M6707 Piston-Type Secondary Cylinder

CAUTION

Make sure hoisting equipment is of adequate capacity and in good working order. 3. Remove the cylinder rod retaining bolt.

pneu V8003 Piston-Type Lift Cylinder pneu M8004 Piston-Type Secondary Cylinder

CAUTION

To remove, or partially remove, the cylinders from the upright for shimming or overhaul, start with the truck in a safe position: • Ignition off • Parking brake applied • Directional lever in neutral • Forks lowered completely • Wheels blocked.

Lift Cylinder Shimming Procedure To shim the lift cylinders to correct unequal cylinder stroke: 1. Fully lower upright until both lift cylinders are collapsed.

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4. Slowly lift the inner (or intermediate) rails off the top of the cylinder to expose the cylinder rod top.

CAUTION

Block rail in up position. 5. Insert shim(s) over rod end of cylinder with the shorter stroke to compensate for unequal stroke length. 6. Slowly lower the inner or intermediate rail back onto the rod ends.

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Group 34, Uprights

WARNING

4. Remove the pins, draw the chain through the sheave, and drape the chain over the carriage.

Do not try to maneuver the cylinder or rails with your hands. Use a prybar. 7. Replace cylinder rod retaining bolt to secure rod end into inner or intermediate rail mounting hole. Torque the cylinder rod retaining bolts to 40-45 N m (30-33 ft-lb). 8. Repeat the racking test and adjustment until no racking is evident during upright lift extension. 9. Check all upright functions before returning the truck to service.

Primary Cylinder Removal and Replacement (TSU) Remove the primary cylinder for replacement only. Cylinder can be overhauled without removing it from the upright. See “Cylinder Overhaul” for procedures.

5. Remove the snap ring holding the chain sheave (and hose bracket, if equipped) on the rod end and move assembly off top of rod.

Snap ring

1. Make sure the cylinder is completely collapsed and pressure is released. 2. Disconnect and cap the hydraulic line at the base of the cylinder.

Primary cylinder

6. Disconnect cylinder mounting bolts and cylinder base mounting bolts. To load lowering flow valve

3. Remove and discard cotter pins from chain anchor bolt pins on the cylinder.

Use these steps in reverse to replace the cylinder. Check Group 40 for hydraulic fitting tightening procedures.

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Group 34, Uprights Lift and Secondary Cylinder Removal and Replacement

& Hi-Lo uprights and inner and intermediate rails on triple-stage uprights.

Only piston-type lift and secondary cylinders must be removed from the upright for overhaul. The cylinder gland and rod can be removed for overhaul while leaving the cylinder tube mounted on the truck. 1. Make sure the cylinders are completely collapsed and pressure is released. 2. Tilt the upright to as near vertical as possible. 3. Using a hoist and lifting strap of adequate capacities, lift the carriage to access the hydraulic lines at the base of the cylinders.

7. Disconnect the cylinder rod retaining bolts.

CAUTION

Make sure hoisting equipment is of adequate capacity and in good working order. 4. Disconnect and cap the hydraulic line from the base of each cylinder. Remove the mounting bolts from the manifold block.

8. Remove the cylinders by raising the inner rail (and intermediate rail on the triple stage upright) to free the cylinder rod ends from the tie bar. 9. Remove any shims and note number and location. 10. Lift the cylinders off the base mount. Use these steps in reverse to replace the cylinders. Torque the cylinder rod retaining bolts to 40-45 N m (30-33 ft-lb). 5. Lower the carriage 6. Using a hoist and lifting strap of adequate capacities, connect the lifting strap to the inner rail on standard

Cylinder Overhaul Use these steps to overhaul the primary and lift and secondary (TSU) cylinders. NOTE During overhaul, set rod or cylinder on a work bench with adequate support for safe and convenient disassembly. Two sets of 4x4 in (100x100 mm) “V”-notched blocks are helpful; one set for the cylinder barrel and one set for the piston rod. The blocks prevent nicks and scratches from harming the piston or rod.

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34-5-3

Group 34, Uprights Cylinder Disassembly •

To overhaul the primary cylinder, it is not necessary to remove the cylinder from the upright. Instead, free the rod end of the cylinder as explained in “Cylinder Removal.”

•

To overhaul piston-type cylinders, you should remove the cylinders from the upright as explained in “Cylinder Removal.” The cylinders have seals on the piston, and the rods must be removed for seal replacement.

1. Clean the rod-end and gland thoroughly to prevent contamination from falling into the cylinder during disassembly. 2. With a blunt punch or chisel, bend the lock ring out of the locking grooves of the gland. 3. Use a spanner wrench to remove the gland. Reuse the lock ring if undamaged. 4. Carefully lift the rod out of the cylinder and place in a clean area. 5. Inspect the tube and tube end for damage and cover the cylinder tube end to prevent contamination. 6. Remove all rings and seals from the piston and the gland. Wear Ring

Gland

Rod Piston

Wear Ring Piston Seal O-Ring O-Ring Spacer

Wear Ring Check Valve O-Ring Washer

Rod

7. For piston-type cylinders:

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Check Valve. Arrow shows direction of flow b. Use a blunt hook to pop the check valve out. IMPORTANT Use extreme care that you do not make nicks and burrs on the interior surface area of the cap or cylinder or the piston.

Parts Inspection and Service 1. Clean all parts completely in a suitable solvent. Dry all parts with a soft clean cloth. 2. Inspect cylinder barrel and bore for cracks, pining, scoring, or other irregularities that may require replacement of the barrel. 3. Inspect the piston and rod for nicks, scratches, scoring, or other defects that may demand new parts.

Dust Wiper

Rod(U-cup) Seal

a. Remove the check valve from the piston for inspection and cleaning by removing the snap ring from the piston bore.

Snap Ring

4. Check all gland and piston seal grooves for nicks, burrs, and scratches that can damage seals during reinstallation. 5. Inspect and clean the check valves. 6. Inspect all seals, including the check valve O-ring. NOTE Minute imperfections inside the cylinder barrel or on the piston or rod may be improved for acceptable use by careful honing. However, removal of material that produces a notch, groove, or out-of-roundness may cause excessive leakage during operation and a shortened life. 7. Use new parts as necessary. Always use the Packing Kit listed in the parts manual. New kits include all the seals, wiper rings, wear rings and O-rings necessary for the particular cylinder.

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Group 34, Uprights Cylinder Reassembly

the piston. Install the cylinder seal from the top of the rod.

Take care when installing these parts to make sure that no parts are damaged. Cylinder Seal Back-Up Ring

1. Coat all packing, seals and rings in clean, hydraulic oil (Clark part number 1800236 qt., 1802155 gal.) prior to reassembly. Coat the inside of the gland nut bore with hydraulic oil.

Spacer

Wear Ring

2. Replace the U-cup seal (groove toward bottom of cylinder), rod wiper, and O-ring and back-up seals on the gland. O-Ring and Back-Up Seal

O-Ring

Rod U-Cup Seal Rod Wiper

4. For protection against corrosion, lubricate spacers (where used) with petroleum-based hydraulic fluid. Slide the spacer onto the rod. 5. Insert the piston and rod into the cylinder. Be careful not to scratch or damage the cylinder gland nut threads. 6. For primary cylinders, add 3.4 oz (100 ml) of hydraulic oil into the cylinder on the rod side of the piston.

NOTE O-rings should be carefully installed to eliminate cuts or twisting. 3. Replace the piston seals: a. Primary cylinder pistons require a piston seal and wear ring. Install the piston seal from the top of the rod. Use a ring compressor to compress the piston seal. This prevents damage to the seal during reassembly.

Check Valve O-Ring

Piston Seal Wear Ring

7. Install the lock ring onto the gland. Lubricate cylinder threads and screw gland onto cylinder. Be careful not to damage gland seal. Make sure the gland is fully seated on the cylinder barrel. Deform the lock ring into slots in the tube and the gland. 8. Check the assembly by making sure the piston slides freely in and out of the cylinder. 9. Tighten the gland nut: •

On primary cylinders, tighten the gland nut to 706 N m (517 ft-lb).

•

On lift and secondary cylinders, tighten the gland nut to 706 N m (517 ft-lb).

b. Piston-type lift and secondary cylinder require a cylinder seal, a back-up ring, and a wear ring on

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34-5-5

Group 34, Uprights This competes the cylinder repair procedure. Replace the cylinders as described in “Cylinder Removal and Replacement.” Complete the chain length adjustment in Section 3

for correct carriage and rail position. When all adjustments are completed, return the truck to service.

Dust Wiper Wear Ring Rod(U-cup) Seal

Dust Wiper Rod(U-cup) Seal

Gland Wear Ring

Wear Ring Gland

O-Ring

Wear Ring O-Ring O-Ring

Back-Up Ring O-Ring Spacer

Spacer

Back-Up Ring

Rod

O-Ring

Rod Barrel

Barrel

Piston

Piston Back-Up Ring

Piston Seal Wear Ring Check Valve O-Ring Washer Snap Ring

Typical Piston-Type Standard Upright Lift and TSU Secondary Cylinder

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Triple-Stage Upright Primary Cylinder

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Group 34, Uprights

Section 6 Upright Chain Inspection, Adjustment, and Replacement

Chain Configuration-Standard Uprights

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34-6-1

Group 34, Uprights

Chain Configuration-Triple Stage Uprights

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34-6-2

Group 34, Uprights Periodic Inspections Each 50-250 hours of operation (more frequently in severe or extreme environments), chains should be inspected and lubricated. Inspection should focus on the following:

Elongation When a length of 12.00 inches (305 mm) of new chain has elongated to a length of 12.360 inches (315 mm), it should be discarded and replaced. It is important to measure the chain in the section that moves over the sheaves because it receives the most frequent articulation. Measuring the chain near its clevis terminals could give an erroneous reading as it would not have flexed as frequently, if indeed at all, as nearer the middle of the assembly.

resulting in pin rotation. When chain is allowed to operate in this condition, a pin, or series of pins, can begin to twist out of a chain resulting in failure. The pin head rivets should be examined to determine if the "VEE" flats are still in correct alignment. Chain with rotated/displaced heads or abnormal pin protrusion should be replaced immediately. Do not attempt to repair the chain by welding or driving the pin(s) back into the chain. Once the press fit integrity between outside plates and pins has been altered, it cannot be restored. Any wear pattern on the pin heads or the sides of the link plates indicates misalignment in the system. This condition damages the chain and increases frictional loading, and should be corrected.

Turned pins and abnormal pin protrusion. Chains should be replaced when wear exceeds 3% or when 12 inches (305 mm) of chain is stretched 3/8 inch (10 mm).

Edge Wear Check the chain for wear on the link plate edges caused by running back and forth over the sheave. The maximum reduction of material should not exceed 5%. This can be compared to a normal link plate height by measuring a portion of chain that does not run over the sheave. Distorted or battered plates on leaf chain can cause tight joints and prevent flexing.

Worn contours and worn surfaces on the outside links or pin heads should not exceed 5% of new link height.

Turning or Protruding Pins Highly loaded chain operating with inadequate lubrication can generate abnormal frictional forces between pin and link plates. In extreme instances, the torque could surpass the press fit force between the pins and the outside plates,

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Cracked Plates The chains should periodically be inspected very carefully, front and back as well as side to side, for any evidence of cracked plates. If any one crack is discovered, the chain(s) should be replaced. It is important, however, to determine the causes of the crack before installing new chain so the condition does not repeat itself. •

Fatigue Cracking - Fatigue cracks are a result of repeated cyclic loading beyond the chain's endurance limit. The magnitude of the load and frequency of its occurrence are factors which determine when fatigue failure will occur. The loading can be continuous or intermittent (impulse load).

Fatigue cracks generally run from the pin hole toward the edge of the link plate approximately 90o from the line of pull. Fatigue cracks almost always start at the link plate pin hole (point of highest stress) and are perpendicular to the chain pitch line. They are often microscopic in their early stage. Unlike a pure tensile

34-6-3

Group 34, Uprights failure, there is no noticeable yielding (stretch) of the material. •

Stress - Corrosion Cracking - The outside link plates, which are heavily press fitted to the pins, are particularly susceptible to stress corrosion cracking. Like fatigue cracks, these initiate at the point of highest stress (pin hole) but tend to extend in an arc-like path between the holes in the pin plate.

Ultimate Strength Failure This type of failure is caused by overloads far in excess of the design load.

Broken plate caused by overload.

Tight Joints Arc-like cracks in plates are a sign of stress corrosion. More than one crack can often appear on a link plate. In addition to rusting, this condition can be caused by exposure to an acidic or caustic medium or atmosphere. Stress corrosion is an environmentally assisted failure. Two conditions must be present: a corrosive agent and static stress. In the chain, static stress is present at the pin hole due to the press fit pin. No cyclic motion is required, and the plates can crack during idle periods. The reactions of many chemical agents (such as battery acid fumes) with hardened steel can liberate hydrogen which attacks and weakens the steel grain structure. For this same reason, never attempt to electroplate a leaf chain or its components. The plating process liberates hydrogen, and hydrogen embrittlement cracks will appear. These are similar in appearance to stress corrosion cracks. If a plated chain is required, consult Clark. Plated chains are assembled from modified, individually plated components which may reduce the chain rating. •

Corrosion Fatigue - Corrosion fatigue cracks are very similar (in many cases identical) to normal fatigue cracks in appearance. They generally begin at the pin hole and move perpendicular (90 ) to the chain pitch line. Corrosion fatigue is not the same as stress corrosion. Corrosion fatigue is the combined action of an aggressive environment and a cyclic stress (not a static stress alone, as in stress corrosion).

All joints in leaf chain should flex freely. Tight joints resist flexure and increase internal friction, thus increasing chain tension required to lift a given load. Increased tension accelerates wear and fatigue problems.

If lubrication does not loosen a tight joint, the chain may have corrosion and rust problems or bent pins and must be replaced. See Section 3 for detailed chain stretch, length, and tensions checks.

Chain Length Adjustments

WARNING

An upright or carriage can move unexpectedly: • Do not walk or stand under raised forks • Keep clear of load and carriage when making any check or adjustment • Keep your arms and fingers away from moving parts of the upright. • Block the carriage or upright when working with the components in a raised position. • Do not reach through open areas of the upright. • Never attempt to move or align the rails by hand. Use a prybar. Failure to follow these warnings can result in serious injury.

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Group 34, Uprights Standard Upright Chain Length Adjustment To adjust chain length on the standard upright use the following illustration and procedures:

inner rail. Distance should not be less than 20 mm (0.80 in) or chain length adjustment is required. 3. Carriage stop-to-upright: a. Lift upright to its full height and check for clearance on the carriage safety stop. b. If the carriage stop hits the upright stop, adjust the chain anchor adjustment nuts out until there is at least 3 mm (0.12 in) clearance between the stops. IMPORTANT The carriage stop must not be allowed to contact the upright stop under any circumstance during normal operations.

Adjust chain length here To carriage

1. Fork-to-ground clearance: a. Set the upright to vertical position. b. Break the jam nuts loose on the chain anchors.

If all three chain length requirements listed above cannot be met, the tire diameter may be out of the design range allowance. Also, excessive tire wear will decrease carriage stop clearance. Oversized tires will reduce the bottom carriage roller engagement on the inner rail when the carriage is in the lowered position. The fork-to-ground clearance can deviate from the 10-20 mm (0.40-0.80 in) allowance by a small amount if necessary to maintain the safe 20 mm (0.80 in) clearance of the bottom carriage roller to the lower edge of the inner rail.

Adjustment Nut Jam Nut

c. Turn the chain adjustment nuts until clearance between forks and ground is 10-20 mm (0.400.80 in). IMPORTANT For all chain anchor adjustments: • Threaded chain anchors must be left free to pivot in mounting hole. • Anchor cotter pin heads must be to the inside of the upright. • Torque jam nuts to adjustment nuts to 340380 N m (249-279 ft-lb). • Make sure chain anchors are secured so that no twist is evident in the chains. 2. Carriage roller position: a. Raise carriage about 1 m (3.2 ft) and smear a bead of grease on the bottom 75 mm (3 in) inner rail in the area of the roller pattern. b. Tilt upright fully back and completely lower. c. Raise carriage about 1 m (3.2 ft) and measure the distance from where the center of the bottom carriage roller stopped to the bottom edge of the

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Triple-Stage Upright Chain Length Adjustments Triple-stage uprights use two chain sets; one set for carriage lift and one set for rail lift. Adjustment anchors for the lift cylinder stage are located at the back of the outer rail. Adjustment anchors for the primary lift stage are behind the primary cylinder. Carriage chain anchors are not intended for adjustment. For TSU inner rail lift chains, chain length must be adjusted if the difference between the bottom of the inner rail and the outer rail is greater than 10 mm (0.40 in). For the TSU primary cylinders lift chain, the chain length must be adjusted if: •

The fork-to-ground clearance is less than 5 mm (0.20 in) or more than 25 mm (1.0 in) when the upright is vertical.

•

The center of the bottom carriage roller comes within 20 mm (.80 in) of the bottom edge of the inner rail.

•

The carriage safety stop hits the inner rail stop at full lift height.

34-6-5

Group 34, Uprights To adjust the cylinder lift chains on a TSU use the following illustration and procedures:

IMPORTANT For all chain anchor adjustments: • Threaded chain anchors must be left free to pivot in mounting hole. • Anchor cotter pin heads must be to the inside of the upright. • Torque jam nuts to adjustment nuts to 340380 N m (249-279 ft-lb).

Adjust chain length here To Inner Rail

1. Set the upright in the vertical position. 2. Break the jam nuts loose on the chain anchors. 3. Adjust the chain anchor adjustment nuts until the bottom of the inner rail is within 2.5 mm (0.10 in) of the bottom of the outer rail. To adjust the primary cylinder lift chain on TSU use the following illustration and procedures:

• Make sure chain anchors are secured so that no twist is evident in the chains. 2. Carriage roller position: a. Raise carriage about 1 m (3.2 ft) and smear a bead of grease on the bottom 75 mm (3 in) of the inner rail in the area of the roller pattern. b. Tilt upright fully back and completely lower. c. Raise carriage again about 1 m (3.2 ft) and measure the distance from where the center of the bottom carriage roller stopped to the bottom edge of the inner rail. Distance should not be less than 20 mm (0.80 in) or chain length adjustment is required. 3. Carriage stop-to-upright: a. Lift upright to its full height and check for clearance on the carriage safety stop. b. If the carriage stop hits the upright stop, adjust the chain anchor adjustment nuts out until there is at least 3 mm (0.12 in) clearance between the stops.

Adjust chain length here

To carriage

1. Fork-to-ground clearance: a. Set the upright to vertical position. b. Break the jam nuts loose on the chain anchors. c. Turn the chain adjustment nuts until clearance between forks and ground is 10-20 mm (0.400.80 in).

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IMPORTANT The carriage stop must not be allowed to contact the upright stop under any circumstance during normal operations. If all three chain length requirements listed above cannot be met, the tire diameter may be out of the design range allowance. Also, excessive tire wear will decrease carriage stop clearance. Oversized tires will reduce the bottom carriage roller engagement on the inner rail when the carriage is in the lowered position. The fork-to-ground clearance can deviate from the 10-20 mm (0.40-0.80 in) allowance by a small amount if necessary to maintain the safe 20 mm (0.80 in) clearance of the bottom carriage roller to the lower edge of the inner rail.

34-6-6

Group 34, Uprights Chain Lubrication Like all bearing surfaces, the precision-manufactured, hardened-steel, joint-wearing surfaces of leaf chain require a film of oil between all mating parts to prevent accelerated wear. Maintaining a lubricant film on all chain surfaces will:

Failure to follow these warnings can result in serious injury. See “Lifting, Jacking, and Blocking” for safe blocking procedures.

General Guidelines •

Chain Movement - Make sure that the chain operating path is clear and that the chain articulates freely through its full range of operation.

•

Lubrication - Assure that the chain is well lubricated with the heaviest oil that will penetrate the void between the link plate apertures and the pins.

•

Minimize joint wear.

•

Improve corrosion resistance.

•

Reduce the possibility of pin turning.

•

Minimize tight joints.

•

Promote smooth, quiet chain action.

•

Lower chain tension by reducing internal friction in the chain system.

Paint - Make sure the chain does not get painted over at any time.

•

Protection - Where necessary, as a protection from atmosphere or sliding wear, the chain may be covered with a layer of grease. It should be noted, however, that the grease will have to be removed at a later date for chain inspection and relubrication.

•

Chain Mountings - Double check to be sure all chain fastening devices are secured and all adjustments have been made to assure uniform loading of multiple chain applications. Check chain anchors and pins for wear, breakage, and misalignment. Damaged anchors and pins should be replaced.

•

Sheaves - Sheaves with badly worn flanges and outside diameter should be replaced. This wear may be due to chain misalignment or frozen bearings.

Laboratory wear tests show #40 oil to have greater ability to prevent wear than #10 oil. Generally, the heaviest (highest viscosity) oil that will penetrate the joint is best. Whatever method is used, the oil must penetrate the chain joint to prevent wear. Applying oil to external surfaces will prevent rust, but oil must flow into the live bearing surfaces for maximum wear life. To prepare the chain for oiling, the leaf chain plates should be brushed with a stiff brush or wire brush to clear the space between the plates so that oil may penetrate the live bearing area. Oil may be applied with a narrow paint brush or directly poured on. Chain should be well flooded to be sure the oil penetrates the joint. In locations difficult to reach, it may be necessary to use a good quality oil under pressure such as an aerosol can or pump pressure spray.

Chain Removal and Replacement

WARNING

The procedures for removing and replacing chain sets involve hoisting and blocking components.

Lift Chains (Standard and TSUs) To remove and replace the lift cylinder and/or carriage chain set on standard and triple-stage uprights (TSU): 1. Attach a hoist strap on the carriage of the standard upright or inner rail of the TSU. 2. Lift the carriage or inner rail slightly to create slack in the chains. Block the carriage or inner rail up for safety.

• Do not walk or stand under raised forks. • Keep your arms and fingers away from moving parts of the upright. • Do not reach through open areas of the upright.

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34-6-7

Group 34, Uprights chains. The carriage may also be lifted and blocked in position and the primary cylinder completely collapsed to create slack in the chains.

3. Remove the chain anchor pins on the outer rail and pull the chains off of the sheaves on the inner or intermediate rails.

2. Remove the chain anchor pins from the back of the primary cylinder. Pull the chains through the chain sheave and lay over the carriage load backrest.

4. Remove the chain anchor pins from the carriage on the standard upright or the inner rail on the TSU. On the TSU, the inner rails must be lowered to the floor to access the chain anchor pins.

3. Remove the chain anchor pins from the back of the carriage.

Lift Chain Removal from Carriage (standard upright)

Lower rail to floor

Triple-Stage Upright Lift Chain Removal from Inner Rail NOTE If a hose adapter assembly is used, the chain sheaves must be loosened and removed to prevent the hoses from stretching when the inner rails of the TSU are lowered to access the chain anchor pins. 5. Use the steps in reverse order to replace the lift chain set.

4. Use these steps in reverse to replace the primary cylinder/carriage chain. Perform the chain length adjustment and chain tension check before returning the truck to service.

Other Chain Service Notes •

Use lengths of factory assembled chain. Do not build lengths from individual components.

•

Do not attempt to rework damaged chains by replacing only the components obviously faulty. The entire chain may be compromised and should be discarded.

•

Never electroplate assembled leaf chain or its components. Plating will result in failure from hydrogen embrittlement. Plated chains are assembled from modified, individually plated components.

•

Welding should not be performed on any chain or component. Welding spatter should never be

Primary Cylinder/Carriage Chains (TSU) 1. Tilt the upright forward, lower it, and completely collapse the primary cylinder to create slack in the

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34-6-8

Group 34, Uprights allowed to come in contact with chain or components. •

Leaf chains are manufactured exclusively from heat treated steels and therefore must not be annealed. If heating a chain with a cutting torch is absolutely necessary for removal, the chain should not be reused.

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34-6-9

Group 34, Uprights

Section 7 Fork and Carriage Removal and Replacement

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.

3. Lift tip of each fork and put parret under the fork arm near the heel.

CAUTION

Forks weight 115-301 kg (254-664 lbs) each. Take care when lifting.

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.

Fork Removal NOTE Forks do not need to be removed to remove the carriage. 1. Release the fix pin.

Blocking the Fork 4. Disassemble the carriage stopper bar and the fork shaft.

CAUTION

Forks are not stable sitting free in upright position. Use care when working around the forks. 5. Back the truck away from the forks. Pin Operation 2. Move each fork to the notch on the bottom of the lower carriage cross bar.

Fork Replacement 1. Carefully drive truck up close to forks.

CAUTION

Forks are not stable sitting free in upright position. Use care when working around the forks. 2. Drag forks into position close to carriage and to line up with the notche on the lower carriage cross bar. 3. Arrange the fork and the carriage in position. Notch

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4. Assemble the shaft between carriage and fork, and then lock them with stopper.

34-7-1

Group 34, Uprights 5. Check fork pins when repositioning forks to upper carriage fork notches.

Carriage Removal The carriage should be removed for shimming or when any service procedure is performed on the upright.

WARNING

The procedures for checking, maintaining, and adjusting uprights, carriages, and forks involve movement of the components. • Do not walk or stand under raised forks. • Keep clear of load and carriage when making any check or adjustment. • Keep your arms and fingers away from moving parts of the upright. • Do not reach through open areas of the upright.

WARNING

You may need to pull on the hoses/cables and chains while lowering the primary cylinder to get it all the way down. This is done to create slack in hoses/cables and chains and to displace as much oil as possible, which will reduce oil loss when disconnecting hydraulic lines for auxiliary components. You may need a helper to hold the control handle in the lowering position while you pull on the carriage chains to fully collapse the primary cylinder (on Hi-Lo & TSUs). When pulling on the chains to lower the primary cylinder (on Hi-Lo & TSUs), the ignition must be off. 4. Once the carriage is fully lowered, clamp the front of one fork to the pallet to prevent the carriage from falling over backwards when removed.

• Always use a prybar to move the upright or carriage. Failure to follow these warnings can result in serious injury. 1. Set upright tilt to 0 degrees (vertical). Raise the carriage about 12 in (305 mm). 2. Place a heavy pallet under the forks. Turn the key off. 3. Lower the carriage onto the pallet and keep lowering (until the primary cylinder is all the way down on TSUs and Hi-Lo). Before proceeding with the next step read the following warning. 5. For carriage auxiliary components, the hose sheave bracket must be unbolted from the primary cylinder chain sheave bracket. Move the hose bracket off the chain bracket.

Remove hose sheave using these bolts

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Group 34, Uprights 6. Disconnect the carriage chains at the base of the carriage. Pull chains back off primary cylinder sheave.

10. Remove steer wheel blocks. Release the parking brake and slowly back the truck away from the carriage. 11. Lower the upright rails until both of the secondary cylinders are completely collapsed.

Carriage Replacement To replace the carriage: 1. First check to be sure the carriage is securely clamped to the pallet. 7. For carriage auxiliary components, disconnect hoses (2- or 4-hose assemblies) from carriage. Remove the bolts and strap fixture also.

2. Move the truck up to the carriage assembly with the inner rail centered on the carriage. 3. Raise the upright until the inner rail is high enough to clear the upper carriage rollers. 4. Tilt the upright until it is at the same angle as the carriage assembly. 5. Now slowly move the truck forward until the inner rail is centered over the carriage rollers.

•

Cap all lines to prevent leaks.

•

Label all lines and fittings for correct reassembly.

8. Elevate the primary cylinder to its maximum height. Be sure all hoses and loose parts are secured out of the way to prevent damage. 9. Continue elevating the upright until the inner rail clears the carriage.

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Group 34, Uprights

WARNING

Never attempt to move or align the carriage or bearings by hand. Use a pry bar.

10. Reconnect the hoses and mounting strap to the carriage auxiliary component if the carriage is so equipped.

6. Lower the upright until the inner rail clears all of the carriage rollers. NOTE If the rail or bearings bind, raise the upright, back away from the carriage and check to be sure the carriage rollers are installed properly. 7. When the inner rail has cleared the carriage rollers, continue to lower the upright until the lift cylinders are lowered completely. 8. Reset the truck in a safe position: •

Ignition off

•

Parking brake applied

•

Directional lever in neutral

•

Forks completely lowered

•

Block steer wheels.

9. Reinstall the carriage lift chains to the base of the carriage.

•

Set anchor bolts so that no twist develops in the chains.

•

Anchor pin heads must be pointing to the inside of the upright.

•

Use new cotter pins.

•

Lubricate all O-rings with a light coating of system hydraulic fluid or a compatible oil.

•

Use two wrenches to tighten hose fittings to prevent hoses from twisting.

•

See Group 40 for hydraulic fitting tightening procedures.

11. Adjust carriage height according to Section 6 and chain tension according to Section 3. 12. Remove the “C” clamp from the pallet and check the operation of the carriage and the upright. Carefully check for oil leaks. Make sure the carriage and upright work smoothly and correctly before returning the truck to service.

IMPORTANT Always use new anchor pins when replacing chain sets.

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Group 34, Uprights

Section 8 Upright Removal and Replacement This Section describes how to remove the entire upright assembly from the truck. The carriage and forks must be removed from the upright assembly before the upright is removed. (For uprights with an auxiliary component, a side-shifter for example, the two hydraulic hoses powering the auxiliary component must be removed before the carriage is removed.) See Section 7, “Fork and Carriage Removal and Replacement,” for procedures to remove the carriage and fork assembly from the upright.

CAUTION

Outer rail set

Tilt cylinder mount

Transaxle

bearing bearing

Typical Upright Installation

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34-8-1

Group 34, Uprights Upright Removal The following procedures are for uprights with carriage and forks, or auxiliary components removed. See Section 7, “Fork and Carriage Removal and Replacement,” for instructions on removing the forks and carriage.

2. Disconnect and cap hydraulic line at the load-lowering flow valve. Secure the hose out of the way of the upright.

WARNING

The upright assembly is heavy. Use only hoists with enough capacity to lift the entire assembly. Keep clear of the assembly as it is being hoisted and set down. Keep hands and feet away from the assembly. Use prybars to move the assembly into position for reattachment. 1. Attach a hoist and strap of adequate capacity to the upright as shown below. Tension the hoist so that the upright cannot fall when upright mounting pins and tilt cylinder pins are removed.

Disconnect and cap line from main hydraulic control valve

NOTE For two-hose adapter assemblies, the hydraulic lines to the upright must also be disconnected and capped.

Disconnect lines here.

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34-8-2

Group 34, Uprights 3. Remove tilt cylinder rod-end lock plates and rod-end pins from upright.

Upright Replacement 1. Use an overhead chain hoist of adequate capacity and an approved lift chain to lift upright into position.

4. Remove pin fix bolts and lift upright off frame. See illustration on page 1. 5. Slowly set upright down on the floor, 100 x 100 mm (4 x 4 in) blocking, or sturdy pallets set end-to-end.

WARNING

Use prybars to move the assembly into position for reattachment. 2. Match the position of mounting pin to the trans axle. Install the lock pin bolts and tighten them with Torque to 340-380 N m(249-279ft lb).

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34-8-3

Group 34, Uprights 3. Install rod end pins, lock plates, and fasteners. Tighten lock plate fasteners to a torque of 121-136 in-lb (19.3-21.5 N m).

NOTE Reconnect two-hose adapter assembly hydraulic lines to the upright-mounted bracket.

Reconnect hose adapter lines here.

4. Attach hydraulic lines to the upright flow control valve: 5. Remove the lift chain between the upright and hoist. 6. Completely check all upright and hydraulic components under load before returning the truck to service.

Reconnect hydraulic line here

•

Lubricate all O-rings with a light coating of system hydraulic fluid or a compatible oil.

•

Use two wrenches to tighten hose fittings to prevent twisting lines.

•

See Group 40 for hydraulic fitting tightening procedures.

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7. See Section 8, “Fork and Carriage Removal and Replacement,” for steps to replace the carriage and fork assembly.

34-8-4

GROUP 38

GROUP 38 COUNTERWEIGHT AND CHASSIS

Counterweight Specifications and Description ............................................ Section 1 Counterweight Removal and Replacement ......................................... Section 2 Overhead Guard/Operator’s Cell Removal and Replacement .................................. Section 3 Floorboard, Cowls, and Seat Deck Removal and Replacement .................. Section 4 Operator’s Seat Removal and Replacement ......................................... Section 5

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38-0

Group 38, Counterweight and Chassis

Section 1 Counterweight Specifications and Description Specifications Counterweight weights : C60:3180 kg (7010 lbs) C70-75:3600 kg (7736 lbs) C80:4000 kg (8820 lbs)

Fastener Torques Counterweight Mounting Bolt : 392-490 N m (289-361 ft lb)

General Maintenance The counterweight must be maintained in good condition and securely attached to the lift truck. Because of its heavy weight and bulky mass, the counterweight must be carefully supported and handled. When removed from the truck, store at floor level in a stable position to be sure it will not fall or tip, causing damage or injury.

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Description The counterweight is a solid, cast-iron piece mounted to the back of the lift truck to counter-balance the loads placed on the upright at the front of the truck. The weight must be great enough to counteract forward tipping when lifting or stopping with a capacity load. The weight of the counterweight is determined by the lifting capacity of the truck. The counterweight is cast with mounting niches molded in. The niches fit the truck frame mounting and allow the counterweight to “hang” on the truck frame bracket. Large, hard steel bolts hold the counterweight to the frame and prevent the counterweight from being dismounted accidentally.

WARNING

The counterweight is extremely heavy. Do not remove the counterweight unless you have training and are familiar with the correct procedures. Counterweights can fall if not handled correctly and can cause severe injury or death. Keep your hands, feet, and body clear of the counterweight at all times. Hoisting equipment must be capable of handling the weight of the counterweight when removing or replacing. Make sure your hoist is of adequate capacity to handle the weight.

38-1-1

Group 38, Counterweight and Chassis

Section 2 Counterweight Removal and Replacement

CAUTION

SAFE PARKING. Before working on truck :

5. Slowly lower the counterweight onto a sturdy pallet. Set the counterweight on its flat side if possible. If set on its curved side, use chocks to prevent the counterweight from shifting or rolling.

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

Counterweight Replacement

2. Put upright in vertical position and fully lower the forks or attachment.

1. Bring counterweight vertically near the rear of the truck and positioned so that it is within 25-50 mm (12 in) of the frame.

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

2. Move the counterweight forward and lower it, making sure that the support hooks on the frame engage with the counterweight.

! WARNING

Observe proper, safe lifting practices when lifting counterweight onto or off truck. Counterweight should only be lifted by appropriately-sized eye bolts installed through both top lifting holes. Use only overhead lifting equipment having a safe lifting capacity in excess of that of the counterweight.

Counterweight Removal 1. Install eye bolts into the counterweight. Eyebolts must be able to lift 3200-4500 kg (7100-10000 lb) depending on truck model (see illustration next page). 2. Using an overhead hoist with sufficient lifting capacity, chain the eyebolts to the hoist ; slowly hoist chains until slack is removed.

WARNING

During mounting, always use prybars for location adjustments. Do not place any part of your body between the counterweight and truck. 3. Make sure that the bolt holes in the counterweight align properly with the mating holes in the frame. 4. Inspect the counterweight mounting bolts to make sure they are in good condition before re-installing. Use only Clark replacement parts. Torque the mounting bolts to 392-490 N m (289-361 ft lb). 5. Remove the hoist and eyebolts. IMPORTANT Never allow a truck to be put into service without the counterweight mounting bolt(s) in place. Check the bolt(s) and torque regularly.

3. Remove the tow bar and the counterweight anchor bolt(s). 4. Slowly lift the counterweight from the truck frame.

WARNING

Stand clear of the counterweight as it is being hoisted, moved, or mounted.

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Group 38, Counterweight and Chassis

Towbar

Anchor bolts

Counterweight Installation. A standard truck counterweight and frame is shown. Removal and replacement

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38-2-2

Group 38, Counterweight and Chassis

Section 3 Overhead Guard/Operator’s Cell Removal and Replacement

CAUTION

SAFE PARKING. Before working on truck:

Removal 1. Remove plug at cowl and headlight wire. 2. Remove seat deck with driver seat.

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

3. Release parking brake.

2. Put upright in vertical position and fully lower the forks or attachment.

5. Secure overhead guard safely using a hoist and remove bolts.

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Overhead Guard/Operator’s Cell Removal and Replacement

4. Remove floor plates.

Replacement 1. Set cell into place on the truck chassis using an overhead hoist. 2. Replace the four mounting bolts and nuts. Torque the nuts to 70-80 N m (52-59 ft lb).

Overhead Guard

Mounting bolt

3. Assemble parking brake and seat deck. 4. Assemble floor plates. 5. Connect each wire. 6. Reconnect the air induction tubing to the cell leg. 7. Reconnect all wiring for cell-mounted lights or other electrical devices according to the labels made during removal.

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38-3-1

Group 38, Counterweight and Chassis

Section 4 Floorboard, Cowls, and Seat Deck Removal and Replacement

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38-4-1

Group 38, Counterweight and Chassis

CAUTION

8. Align and fasten the tilt cylinder cover installed on cowl surface and middle floor plate to the hole.

Floor Plate/Seat Deck Removal and Replacement 1. Remove rubber mat from floor plate. 2. Remove tilt cylinder cover. 3. Remove seat deck.

9. Fasten loose bolt to torque 20-25N.m(14.7-18.4lb.ft). 10. Install parking lever bracket to rear floor plate and fasten control lever cover to 6-7N.m(4.4-5.2lb.ft). 11. Install driver deck.

4. Remove and tilt parking brake bracket. 5. Release bolts securing floor plates and remove the floor plates. 6. Place floor plate guard on the hole securing floor plates for floor plate installation. 7. Fasten floor plate mounting bolts loosely.

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Group 38, Counterweight and Chassis

Section 5 Operator’s Seat Removal and Replacement

CAUTION

4. Apply the parking brake and block the wheels.

Seat Removal 1. Remove the four nuts securing the seat rails to the seat deck.

CAUTION

Make sure to support seat on deck so it does not fall when bolts are removed. Seat may be damaged or injury can result.

Remove nuts and washers here

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Group 38, Counterweight and Chassis Seat Replacement 1. Replace the four nuts securing the seat rails to the seat deck and torque to 23-25 N m (210-230 in lb).

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2. Check seat for correct, smooth adjustment when sliding forward or back. Make sure the seat locks in place on the rails when adjusted for different positions.

38-5-2

GROUP 40

GROUP 40 SPECIFICATIONS

Nameplates and Decals ............................ Section 1 General Specifications .............................. Section 2 Hydraulic Fitting Tightening Procedures ............................................ Section 3

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Group 40, Specifications

Section 1 Nameplates and Decals Nameplates and Decals This Section shows the nameplate (data and capacity plate) and decals required to be on all operating Clark industrial trucks. The nameplate lists the data on the truck - type and serial number - and the capacities of the truck. Decals depict or explain the hazards the operator must avoid when operating the truck. The nameplate and decals are placed in specific locations on the truck and are intended to warn others working around the truck of its hazards as well. These nameplates and decals MUST BE IN PLACE on all trucks. If any decals or the nameplate are missing from the truck, check with your local Clark dealer for replacements. IMPORTANT Do not allow a lift truck with damaged or missing decals or data plates to be placed in service. Replace them immediately. They contain important information as described on the following pages. The location of all decals is also shown on the following pages. The truck data and capacity plate provides essential information about the truck. This information is important for both operators and service personnel. Operators can see what the truck’s capacities and load ratings are. Service personnel must identify the truck model, type, and serial number when ordering parts. Refer to example data plate illustration for callout numbers.

ating on elevators, elevated floors, etc. to be sure they are safe. 5. Capacity rating, load center, and lifting height data — Shows the maximum load capacity of this truck with relation to load centers and fork heights (see diagram on plate). Personal injury and damage to the truck can occur if these capacities are exceeded. Do not exceed the maximum capacity specified.

CAUTION

When attachments are added or if the truck is modified, the capacity of the truck may be affected. Contact your authorized Clark dealer for a new nameplate showing the revised capacity. 2

1 3 5

Truck Data and Capacity Plate

1. Truck model number or registered name. 2. Truck serial number — An identification number assigned to this particular truck and should be used when requesting information or ordering service parts for this truck from your authorized Clark dealer. The serial number is also stamped on the frame. 3. Attachment description (if any installed) — The user must see that the truck is marked to identify the attachment(s), including the weight of the truck/ attachment combination and truck capacity with the attachment.

2 3

4. Truck weight — The approximate weight of the truck without a load on the forks. This weight plus the weight of the load must be considered when oper-

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Group 40, Specifications Operator Safety Warning Plate

General Safety Decal

The Operator Safety Warning Plate describes basic, safe operating procedures that should be used when operating the truck.

The General Safety Decal depicts important points about truck operation and warns operators about truck safety hazards. The General Safety Decal is meant as a reminder for operators and is placed where operators can review the points daily as they conduct a visual inspection and prepare the truck for work.

WARNING BEFORE OPERATING lift truck, operator must: • Be trained and authorized. • Read and understand operator's manual. • Not operate a faulty lift truck. • Not repair lift truck unless trained and authorized. • Have the overhead guard and load backrest extension in place. DURING OPERATION, lift truck operator must: • Wear a seat belt. • Keep entire body inside truck cab. • Never carry passengers or lift people. • Keep truck away from people and obstructions. • Travel with lift mechanism as low as possible. and tilted back. TO PARK lift truck, operator must: • Completely lower forks or attachments. • Shift into neutral. • Turn off key. • Set parking brake. Clark Material Handling Co.

Sit Down Rider

WARNING Read the manual

Buckle up!

Apply brake when leaving truck

Watch Out For Other People

Most lift truck INJURIES are to other people near the lift truck.

Prevent Overturns!

2798233

AVOID :

IMPORTANT Safety and warning decals are placed in conspicuous locations on the truck to remind operators of essential procedures or to prevent them from making an error that could damage the truck or possibly cause personal injury. Safety and warning decals should be replaced immediately if missing or defaced (damaged or illegible).

• slippery, sloping, or uneven surfaces • loads over capacity on nameplate • unstable or high loads • low tire pressure • poorly maintained lift truck • fast or sharp turns

In Case of Tip-Over: Don't jump

Hold on tight

Brace feet Lean away

2798235

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40-1-2

Group 40, Specifications Seat Belt/Tip-Over Warning Decal

Keep Away from Forks Decal

This decal is located on the seat deck, to the left of the operator. It’s purpose is to remind the operator that staying in the seat provides the best chance of avoiding injury in the event of a truck-tipping mishap.

This safety decal is placed on the upright to warn of the danger of injury from forks when they are in the raised position. Operators and others should never ride on or stand under forks or attachments. The forks can fall and cause injury or death.

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Lift trucks can be tipped over if operated improperly. Experience with lift truck accidents has shown that the driver cannot react quickly enough to jump clear of the truck and overhead guard as the truck tips. To protect operators from severe injury or death in the event of a tipover, make sure this decal is in place to remind them to always use their seatbelts.

Fan Warning Decal The fan warning decal reminds operators and service personnel not to touch or work around a spinning radiator cooling fan. The decal is placed on the radiator fan shroud.

Hand Safety Warning Decal This safety decal is placed on the upright to warn of the danger of injury from movement between rails, chains, sheaves, fork carriage, and other parts of the upright assembly. Operators and others should never climb on or reach into the upright. Personal injury will result if any part of someone’s body is put between moving parts of the upright.

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IMPORTANT The Engine Coolant Fan, on all internal combustion engines, can cause extensive injury and bodily harm. Keep hands, arms and clothing away from a spinning fan. Also, don’t stand in line with a spinning fan.

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Group 40, Specifications Nameplate, Decal Locations The following illustrations show decal locations for the nameplate and safety decal required on all Clark industrial lift trucks.

The Keep Away from Forks decal is placed on both sides of the upright on the outer rail just above the tilt cylinder yoke mount.

The Data Plate is located on the seat deck to the left side of the operator seat deck.

2372604

The Fan Warning decal is placed on the cooling fan shroud as shown. The Operator’s Safety and Warning Plate is located on the seat deck to the right side of the operator seat.

The General Safety Decal is located on the operator’s cell leg as shown.

The Hand Safety Warning Decal is located on the outer rail upper tie bar.

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Group 40, Specifications

Section 2 General Specifications

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Group 40, Specifications Weights and Performance Specifications Capacities For standard trucks. Models

At 600mm Load Center

At 24 in Load Center

C60 C70 C75 C80

6000 kg 7000 kg 7500 kg 8000 kg

13200 lb 15400 lb 16500 lb 17600 lb

Note : Rated capacity applies when using standard upright : 3000mm [118 inches] for C60-75, 2800mm [110 inches] for C80 pneumatic tire.

Truck Weights and Axle Weights Weights for standard trucks with standard C60-75 : 3000mm[118 inches], C80 : 2800mm[110 inches] MFH upright. Loaded Vehile Weight kg(lbs)

Empty Vehile Weight kg(lbs)

Loaded Drive Axle Weight kg(lbs)

Empty Drive Axle Weight kg(lbs)

Empty Steer Axle Weight kg(lbs)

C60

15260(33642)

9260(20415)

13296(29313)

4050(8928)

5210(11486)

C70

16630(36663)

9630(21230)

14717(32445)

3931(8666)

5699(12564)

C75

17144(37796)

9644(21261)

15555(34292)

3998(8814)

5646(12477)

C80

18360(40477)

10360(22840)

16186(35684)

4231(9327)

6110(13470)

C60

15110(36332)

9110(20084)

13311(29345)

4066(9863)

5044(11120)

C70

16480(36332)

9480(20900)

14732(32478)

3946(8699)

5533(12200)

C75

17122(37749)

9622(21212)

15561(34306)

4004(8827)

5618(12385)

Diesel

LPG

Note : Refer to the truck data plate for exact service and axle weights.

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40-2-2

Group 40, Specifications Maximum Gradeability

Group 32, Tilt Cylinders Specifications

At stall in forward with standard upright on surface of 0.6 friction coefficient.

Pneumatic tire type Diesel C60 C70 C75 C80 Pneumatic tire type LPG C60 C70 C75

Without load (%)

With load (%)

21.2 19.8 20.2 19.2

51.3 46.3 44.8 41.2

21.2 19.8 19.2

43.8 41.6 36.7

Tilt cylinder type : double-acting with shims. Maximum operating pressure : 21000 kPa (3045 psi ; 210 bar) In case of standard trucks (C60-75 : MFH 3000, C80 : MFH 2800), they have been set to 56.8 LPM (15 GPM) on delivery. Tilt Ranges (Abbreviation — Std = Standard, high-visibility upright ; TSU = Triplestage upright ; MFH = Maximum fork height ; B = back tilt ; F = Forward tilt) Tilt Ranges* : MAST TYPE

Parking Brake Test For standard trucks. The brake must be capable of holding the truck with a full rated-capacity load on a 15% grade.

Group 30, Hydraulic Valve/Lift Circuit Specifications Rated Flow : Tilt spool : 75.7 L/min (20 gpm) Auxiliary spool #1 : 20.8 L/min (5.5 gpm) Auxiliary spool #2 : 75.7 L/min (20 gpm)

STD STD TSU TSU STD STD TSU TSU

MFH mm(in) C60-C75 2300(90.6)~3700(146) 3800(147)~6400(252) 3650(144)~4900(193) 6200(244)~8000(315) C80 2300(90.6)~3700(146) 3800(147)~6400(252) 3650(144)~4900(193) 6000(236)~8000(315)

BACK FORWARD "B"( ȋ ) "F"( ȋ ) 10 10 10 6

15 10 10 6

10 10 10 6

15 10 10 6

Group 34, Upright Specifications Upright Weight : Approximately 999 kg (2202 lb) to approximately 2280 kg (5027 lb) without carriage

Flow Setting : Flow Setting L/min <Tilt/Aux> 20.8 26.5 37.9 56.8 75.7

Parts number of Cartridge (gpm) 5.5 7 10 15 20

8041432 8041433 8041434 8041435 8041436

Carriage Weight : approximatelly 485 kg (1069 lb) to approximately 574 kg (1265 lb) Fork Weight : approximatelly 115 kg (254 lb) to approximately 301 kg (664 lb) IMPORTANT Before hoisting, the weights of upright, carriage, and forks must be combined to determine what lifting capacity is required of the hoisting equipment. Capacities and Lift Heights : Upright, carriage, and fork capacity and upright lift heights are listed on the truck’s data plate. Lubricants : All Purpose Grease (Clark specification MS-9)

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Group 40, Specifications Innerslide Lubricant (Clark part #886396) Chain and Cable Lube (Clark part #886399)

Group 38, Counterweight and Chassis Specifications Counterweight weights : C60 : 2852 kg (6287 lbs) C70-75 : 3434 kg (7570 lbs) C80 : 4040 kg (8906 lbs)

Drift, Lift and Tilt Cylinders For standard truck. Upright Fork Downdrift : Should not exceed 100 mm (4 in) in a 10-minute period. Tilt Cylinder Drift : Should not exceed 5 in a 10-minute period. Determined by marking and measuring carriage descent and upright forward tilt from raised, non-tilted position with hydraulic fluid at operating temperature ; and a capacity load held evenly distributed on lift forks. (If a pallet is used, load should not extend beyond pallet ; load should be stacked to provide maximum stability.) Fork completely engaging load and adjusted as wide as possible to provide even distribution of weight.

Critical Fastener Torque Specifications Tightening Torque. Dry N m ft lb Engine Mounting Bolts 245-294 181-217 Transmission to Engine Bolts 60-65 44-48 Torque Converter to Drive Plate Bolts 60-65 44-48 Drive Axle to Frame Mounting Bolts 800-900 590-663 Drive wheel Lug nut 539-588 397-433 Steer Axle Mounting Bolts 235-288 173-213 Steer Wheel Lug Nuts 441-490 325-361 Steering Handwheel Retaining Nut 35-45 25.8-33.2 Tilt Cylinder Yoke Clamp Bolts 170-190 125-140 Tilt Cylinder Pin Retainer Bolts: Front 40-45 30-33 Rear 8-10 5.9-7.4 Counterweight Mounting Bolts (Bot- 441-490 325-361 tom) Overhead Guard Mounting Bolts 100-121 74-89 Upright Trunnion Mounting Bolts 340-380 250-280 Transmission and Bracket Mounting 450-500 332-369 Bolts

Group 06, Standard Transmission Specifications for DSL

Lift Speeds, Upright For the standard two-stage upright, with standard hydraulic transmission. Note : Hydraulic fluid should be at operating temperature when testing these specifications. Lift Speed m/s(ft/min) Pneumatic tire type Diesel Loaded 0.43(85) C60 Empty 0.45(89) Loaded 0.42(83) C70 Empty 0.45(89) Loaded 0.40(79) C75 Empty 0.45(89) Loaded 0.39(77) C80 Empty 0.45(89) Pneumatic tire type LPG Loaded 0.44(86.6) C60 Empty 0.49(96.5) Loaded 0.42(82.7) C70 Empty 0.49(96.5) Loaded 0.39(76.8) C75 Empty 0.49(96.5)

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Lowering Speed m/s(ft/min) 0.45(89) 0.43(85) 0.45(89) 0.43(85) 0.45(89) 0.43(85) 0.45(89) 0.43(85) 0.45(89) 0.43(85) 0.45(89) 0.43(85) 0.45(89) 0.43(85)

General Specifications Model : ZF 3WG-116 [ ZF 3WG-94EC ] No. Ratios : 3-speed, forward and reverse. No. Ratios 1 st 2 nd 3 rd

Gear ratio 4.578 : 1 [4.446 : 1] 2.396 : 1 [2.341 : 1] 0.994 : 1 [0.974 : 1]

Torque Converter Size : 280 mm (11 in) Torque Converter Stall Ratio : 2.382 [2.529] Hydraulic Pump Drive ratio : 1.0 Ý engine rpm. Dry Weight : 242 kg (534 lb) [230 kg (507 lb)] Oil Capacity : 20 L G X_ L Transaxle Fluid : Clark # 2776236. NOTE 1. All rpm’s noted are engine speed. 2. All clutch pressures are engine idle speed with clutch engaged. 3. Oil at operating temperature (82-93°C) 180-200 °F.

40-2-4

Group 40, Specifications Group 06(L), Standard Transmission Specifications for LPG

Indicator lights : LCDs integral with circuit board.

General Specifications Model : DANA 1106T12313-200 Transmission. No. Ratios : 3-speed, forward and reverse. No. Ratios 1 ST 2 ND 3 RD

Group 13, Instrument Pod & Electrical System Specifications

Gear ratio 5.02 : 1 2.56 : 1 1.00 : 1

Torque Converter Size : 280 mm (11 in).

Fuel gauge : LCD. Engine Coolant Temperature Gauge : LCD. Hour Meter : LCD. Pinout Locations : See Group 13, “Electrical System,” for schematic. Voltage and Ground

Torque Converter Stall Ratio :2.00

System Voltage : 24 volt (DSL) 12 volt (LPG)

Hydraulic Pump Drive ratio : 0.97 Ý engine rpm.

System Ground : Negative.

Dry Weight : 242 kg (534 lb). Oil Capacity :13.9 L (14.7 qt). Transaxle Fluid : Clark # 2776236. NOTE 1. All rpm’s noted are engine speed. 2. All clutch pressures are engine idle speed with clutch engaged. 3. Oil at operating temperature (82-93°C) 180-200 °F.

Alternator Type : 24 volt.(DSL) 12 volt.(LPG) Battery Diesel Engine : Type : (12 volt, 80AH) x 2 Cold Crank Current : 800 amps at 0 °F (-18 °C) Reserve Capacity : 130 minutes at 80 °F (27 °C). LPG Engine : Type : 12 volt, 80AH Cold Crank Current : 800 amps at 0 °F (-18 °C) Reserve Capacity : 130 minutes at 80 °F (27 °C). Starter

Diesel Engine : Type : Positive engagement, offset gear reduction. Voltage : 24 volts Output : 4.0 kW. LPG Engine : Type : Positive engagement, offset gear reduction. Voltage : 12 volts Output : 1.6 kW. System Protection

Fuse : 10A Direction Control. Fuse : 10A Ignition.

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Group 40, Specifications Fuse : 10A STOP Switch.

Group Specifications

Fuse : 10A Horn.

Group 01, Cooling System Specifications

Group 00, Diesel Engine Specifications

Radiator Type : Crossflow radiator with coolant recovery system.

General Specifications

System Pressure (Radiator cap) : 83-109 kPa (12-16 psi).

Engine Type : IVECO Vertical, in-line, 4-cycle watercooled diesel engine.

Thermostat : Diesel/LPG : open (cracking) at 83°C ± 1.5° (181°F ± 2.7°) fully open 98°C (208°F). Coolant Mixture : 50% water and 50% low-silicate, ethylene glycol, permanent-type antifreeze with rust and corrosion inhibitors. Cooling System Coolant Capacity : Diesel truck with 4-row radiator capacity is 24L (25.4 qt). LPG truck with 5-row radiator capacity is 24L (25.4 qt). Fan Type : Pusher type Fan Drive Belt : Flat 6 Grove type belt Water Pump Type : Centrifugal Hose Clamp Sizes : Diesel/LPG : 51mm (2 in).

Group 03, Intake and Exhaust Systems Specifications

Number of Cylinder : 4 Combustion Chamber : Direct injection Total Displacement : 4500 cu cm (275 cu in) Rated Output : -F4GE0454A Tier 2 Engine ; 74 kw (100ps) @ 2300rpm -F4GE9454C Tier 3 Engine ; 67 kw (91ps) @ 2300rpm Maximum Torque -F4GE0454A Tier 2 Engine ; 40.6 kg.m (293 lb ft) @ 1400 rpm -F4GE9454C Tier 3 Engine ; 38.9 kg.m (281 lb ft) @ 1300 rpm Engine Speed (rpm) : Idle : 800 ± 30 rpm Converter Stall : 1850 ± 30rpm Maximum No-Load : 2480 ± 30 rpm Fuel Consumption (rated) : 217 g/kw-h Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side) Output Shaft : Flywheel

Air Cleaner Type : Canister style with replaceable paper element and air-restriction indicator.

Direction of Rotation : Counterclockwise(viewed from flywheel) Fuel Oil : Diesel oil No.2-D Capacity C60-75 : 160 L (42.3 Gal) C80 : 200 L (52.9 Gal) Engine oil : 15W 40, API CD, CF-4 Engine oil. Engine weight (dry) : About 440 kg (970 lb) Start Motor : 24V-4.0 kW Alternator : 24V-70A

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Group 40, Specifications

Steer Tires : C60/75 C80

Group 00(L), GM 4.3LT LPG Engine Specifications

Tire Pressures

General Specifications

Drive Tires :

Engine Type : GM4.3LT 6-cycle water-cooled LPG engine. Number of Cylinder : 6 Total Displacement : 4300 cu cm (262 cu in)

C60/75 C80

8.25X15-14 ply rating 8.25X15-18 ply rating

Dual : 820kPa(119psi) Dual : 1000kPa(145psi)

Steer Tires : C60/75 C80

820kPa(119psi) 1000kPa(145psi)

Rated Output : -Non Tier Engine ; 66.3 kw (89ps) @ 2300rpm -Tier 3 Engine ; 69 kw (92ps) @ 2300rpm

Group 23 Brake/Inching System Specifications

Maximum Torque : 31 kg.m (224 lb ft) @ 1400 rpm

Service Brake

Engine Speed (rpm) :

Type : Wet disc brake. Step-bore master cylinder.

Idle : 750±30 rpm Converter Stall : 2000±30rpm Maximum No-Load : 2650±30 rpm

Fluid : Fluid (RANDO HD32 or NUTO H32 in accordance with CLARK specification MS-68 (CLARK #2776239)) by reservoir.

Firing Order : 1-6-5-4-3-2(No.1 cyl. on flywheel side) Output Shaft : Flywheel

Pedal Freeplay : 4~6mm (0.16~0.24 in).

Direction of Rotation : Counterclockwise(viewed from flywheel)

Parking Brake

Fuel : LPG HD-5 or HD-10 (Capacity 20 kg)

Type : Cam-structure type that each wheel is connected to the service brake piston.

Engine oil : 15W 40, API CD, CF-4 Engine oil.

Holding Test : Rated load on 15% grade.

Engine weight (dry) : About 320 kg (705 lb)

Inching (also see transmission specs)

Start Motor : 12V-1.6 kW

Type : Inching pedal mechanically linked to brake pedal and to inching spool on transmission.

Alternator : 12V-65A

Pedal Freeplay : None.

Group 22, Wheels and Tires Specifications

Overlap Adjustment : 0-5 mm (0-0.2 in).

Steer Tire Types : Pneumatic Rubber and urethane. Drive Tire Type : Pneumatic Rubber and urethane. Pneumatic Truck Wheel and Tires Tire Sizes and Ratings Drive Tires : C60/75 C80

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Dual : 8.25X15-14 ply rating Dual : 8.25X15-18 ply rating

Group 25, Steering Column and Gear Specifications Steering System Type : Hydrostatic power steering with load sensing, dynamic signal circuit. Steering System Relief Pressure Setting : 13000 kPa (1885 psi).

40-2-7

Group 40, Specifications Group 26, Steer Axle Specifications Pneumatic-Tire Truck Steering System Relief Pressure Setting:13000 kPa (1885 psi). Steer Cylinder Type : Double-acting, piston-type. Turning Arc : 72 max. inside turning angle 51 max. outside turning angle. The number of handwheel turns required for lock-to-lock turning differs between the cushion and pneumatic-style axles.

Group 29, Hydraulic Sump, Filters, and Pump Specifications Hydraulic Pump Type : Transmission-driven, gear-type with integral load sensing priority flow valve and pressure relief valve ; pump is connected to, and works in conjunction with the transmission charging pump. Sump Type and Capacity : Tank is built into truck frame with capacity of 120 L (31.7 gallones) for C60-75, 147 L (38.9 gallones) for C80. Hydraulic Fluid Type : Clark Hydraulic Fluid specification MS-68. Tank top Return Filter Type : Disposable, glass microfiber element. Suction Screen : 100 mesh stainless steel screen.

Drawbar Pull With standard upright and standard transaxle. Pneumatic tire type Diesel

with load kg(lbs)

without load kg(lbs)

C60 C70 C75 C80

6958(15339) 6983(15394) 7006(15445) 6997(15425)

1987(4380) 1917(4226) 2400(5291) 1985(4376)

6100(13448) 6400(14110) 6060(13360)

2380(5245) 2310(5092) 2340(5160)

Pneumatic tire type LPG C60 C70 C75

Travel Speeds Maximum speeds with standard upright and standard transaxle. with load km/h(MPh)

without load km/h(MPh)

32.9(20.4) 32.1(19.9) 32.1(19.9) 31.8(19.8)

35.1(21.8) 35.1(21.8) 35.1(21.8) 34.9(21.6)

29.3(18.2) 29.0(18.0) 28.3(17.6)

31.4(19.5) 30.2(18.8) 29.6(18.4)

Pneumatic tire type Diesel C60 C70 C75 C80 Pneumatic tire type LPG C60 C70 C75

Turning Radius (outside) For standard transaxle truck.

SM 751

Pneumatic tire type Diesel C60 C70 C75 C80 Pneumatic tire type LPG

3420 3450 3450 3775

134.6 135.8 135.8 148.6

C60 C70 C75

3420 3450 3450

134.6 135.8 135.8

40-2-8

Group 40, Specifications

Section 3 Hydraulic Fitting Tightening Procedure 1. Tighten fitting finger tight until it stops turning, while moving the fitting lightly side to side to prevent cocking or thread damage.

SM 751

2. Using finger tips only, lightly snug fitting with a wrench until it bottoms out on the seat or port. Do not overtighten.

40-3-1

What is a#Ydoxh#mark ? It means the best in the forklift category, which is selected by the top logistics magazine (Modern Materials Handling) in the US. #1 The most reasonable price #1 The best value #1 The best service #1 The lowest maintenance cost

Printed in Korea