CLARK FORKLIFT C151820s DL C151820sC L SERVICE MANUAL by www.heydownloads.com

C15/18/20s D/L C15/18/20sC L

Rated Capacity : 1500 - 2000kg

Part No. 8141110 Book No. SM 1066 (Rev 1.2) Aug. 2018

CLARK MATERIAL HANDLING INTERNATIONAL 215, Ojeong-ro, Bucheon-Si, Gyeonggi-do, Korea Tel: 82-32-680-6300 [ www.clarkmhc.co.kr ] COPYRIGHT WARNING! Do not sell or distribute, information for CLARK dealers only.

CONTENTS

CONTENTS Group SA. Safe Maintenance

Group 22. Wheels and Tires

Group PS. Periodic Service

Group 23. Brake / Inching System

Group 00. Engines - Diesel Engine (4TNV88) - LPG Enigine (MMC 4G63) - LPG Enigine (HMC THETA 2.4)

Group 25. Steering Column and Gear

Group 01. Cooling System

Group 30. Hydraulic Control Valve/Lift Circuit

Group 02. Fuel System - LPG Enigine (MMC 4G63) - LPG Enigine (HMC THETA 2.4)

Group 32. Tilt Cylinders

Group 03. Intake and Exhaust System

Group 26. Steer Axle Group 29. Hydraulic Pump, Sump, and Filters

Group 34. Upright Group 38. Counterweight, Sheet Metal & Chassis Group 40. Specifications

Group 06. Transaxle Group 13. Electrical System

Group 34. Upright Group 06. Transaxle Group 32. Tilt Cylinders Group 23. Brake/Inching System Group 25. Steering Column and Gear Group 13. Electrical System

Group 30. Hydraulic Control Valve/ Lift Circuit Group 29. Hydraulic Pump, Sump, and Filters

Group 03. Intake and Exhaust System Group 14. Electrical System

Group 00. Engine

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

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CONTENTS

GROUP SA

GROUP SA SAFE MAINTENANCE

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

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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. The same terms may be used in different context in service literature supplied directly or indirectly by vendors of truck components.

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.

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Safety • 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: Safety Standard for Low Lift and High Lift Trucks (Safety Code 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. 17. To avoid injury to personnel or damage to the equipment, consult the manufacturer’s procedures in replacing contacts on any battery connection.

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.

18. Industrial trucks must be kept in a clean condition to minimize fire hazards and help in the detection of loose or defective parts.

SA-1-2 • Safety

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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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Lifting, Jacking, and Blocking the Truck • 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.

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.

Lifting, Blocking, and Jacking Points

Steel Plate

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

Block

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

Under Upright

Under Under Frame Steer Axle Frame Mount

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.

SA-2-2 • Lifting, Jacking, and Blocking the Truck

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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.

Lifting, Jacking, and Blocking the Truck • SA-2-3

Group SA, Safe Maintenance Blocking the Upright In Raised Position 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

Carriage

1. Park truck safely as described in “Safe Parking.” Outer Rail

2. Put blocks in front of and behind drive wheels. Inner Rail

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.

Short Block

7. Reverse the procedure to remove blocking.

Raising Rear of Truck

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.

Carriage

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.

Outer 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.

Inner Rail

1. Park truck safely as described in “Safe Parking.” Put blocks at front and rear of drive wheels.

Tall Block

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

SA-2-4 • Lifting, Jacking, and Blocking the Truck

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

CAUTION

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

WARNING

Never lift the truck by the counterweight. 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.

Put an equal amount of blocks under each side of the truck to provide a level working position.

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.

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.

5. Lower the truck onto the blocks and remove the jack.

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Lifting, Jacking, and Blocking the Truck • 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.

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 • Lifting, Jacking, and Blocking the Truck

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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.

Solid-metal tow bar Partial load

Disabled truck with driver in place to steer.

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

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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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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. 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.

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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Maintenance Schedules • PS-1-1

Group PS, Periodic Service Service Chart / Lubrication Points This decal is a basic guide to periodic maintenance intervals and tasks. A more detailed chart is supplied on the next page.

] XY

PS-1-2 • Maintenance Schedules

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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. Apply as appropriate for diesel and LPG trucks. Refer to Operator’s Manual for Daily Checks. Every 8-10 Every 450Every 900Hours 500 Hours 1000 Hours (or daily) (or 6 months) (or 12 months) Group PS - Periodic Maintenance Perform Planned Maintenance inspections, • lubrications, and adjustments 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* DIESEL Oil filter-replace LPG-MMC • LPG-HMC • Oil filter cap & seal - clean/check • Oil level/condition - check • Stall rpm - check • 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 • (inspect) Fan blades - inspect loose/damaged • Fan belt(s) - check tension, wear • Radiator cap - inspect/test • (inspect) 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, LPG - replace LPG-MMC • LPG-HMC LPG lock-off valve filter - inspect/replace LPG tank mounting/guard - inspect • LPG tank shut-off valve - inspect/test • LPG vaporizer/regulator/hoses - inspect • Throttle linkage - check/adjust • TASKS

Every 2000 Hours (or 1 year)

• • (replace)

• (test) •

•

• •

* Oil change interval may be determined by laboratory analysis SM 1066

Maintenance Schedules • PS-1-3

Group PS, Periodic Service

TASKS

Air filter element - replace Air hoses/clamps - inspect Exhaust pipe/muffler - inspect Air vent - inspect, clean or replace Axle end lube - clean/repack Axle mounting bolts - inspect/tighten Charging pump - stall test Clutch pack operation - stall test Pressure checks Fluid change - drain/fill Fluid filter - replace Fluid level/condition - check/sample Inching operation - check/test Oil cooler/lines - inspect Transaxle strainer - clean

Every 8-10 Every 450Every 900Hours 500 Hours 1000 Hours (or daily) (or 6 months) (or 12 months) Group 03 - Air Intake & Exhaust • (Diesel) • • Group 06 - Transaxle • During brake repairs • • •

Every 2000 Hours (or 1 year) • (LPG)

• • • • • • • 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

• • • • • • • LPG-MMC LPG-HMC

• (1500 Hr) • • •

Starter motor - inspect/test Starter solenoid - inspect/test Group 13 - Electrical System • •

Hourmeter - check Lamp check - at start-up Wiring harness - inspect

• Group 22 - Wheels And Tires • • Group 23 - Brake System •

Wheel mounting bolts - tighten Tire pressure/condition - check Operation - check Service brake - check wear Brake lines - check Parking brake - check/adjust

• •

• • •

Operation - check Power steering relief pressure - check Steer axle mounting - inspect Steer wheel bearings - check

Group 26 - Steer Axle and Lines • • • •

PS-1-4 • Maintenance Schedules

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Group PS, Periodic Service

TASKS

Every 8-10 Hours (or daily)

Every 450Every 900500 Hours 1000 Hours (or 6 months) (or 12 months)

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 • 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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Every 2000 Hours (or 1 year) •

• • • • •

Maintenance Schedules • PS-1-5

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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The Planned Maintenance Program • 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:

PM Intervals The PM inspections, adjustments, and lubrications are typically performed on each covered truck at 500 hour intervals. (See Section 1, in this Group about defining service intervals.)

•

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.

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 black-and-white copy of this form is inserted in Section 2 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.

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 • The Planned Maintenance Program

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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 - Transaxle Charging pump - stall test standard transaxle Clutch pack - stall test standard transaxle 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

The Planned Maintenance Program • 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, transaxle fluid, etc.

Load Backrest

Carriage

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

Fork

CAUTION

Hydraulic Fluid Pressure. Do not use your hands to check for hydraulic leakage. Oil may be hot or under pressure. Fluid under 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.

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 • The Planned Maintenance Program

SM 1066

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 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.

• •

Parking brake is applied 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 the neutral start function by placing the direction control lever in forward or reverse and turning key switch to “start” position. The starter must not engage until the direction control lever is moved to “neutral” position.

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

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 transaxle 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 transaxle 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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The Planned Maintenance Program • 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 transaxle trucks: a. Release the brake pedal. The transaxle 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 transaxle 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

Direction Control

Brake Pedal

Parking Brake

Accelerator Inching Pedal

Operator’s Controls. Standard arrangment shown.

PS-2-6 • The Planned Maintenance Program

SM 1066

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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The Planned Maintenance Program • 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.

General Checks

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. Check for play in wheel bearings by attempting to move the wheel side to side and up and down, by hand. Inspect the steering cylinder piston rods, seal, and fasteners for damage and leaks, and looseness. 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.

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

Hoses, lines, clamps, and fittings

•

Wires, cables, and connectors

•

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

•

Control linkages, pedals, and levers

•

Engine mounts

•

Fan and fan belts

•

Oil filler cap

•

Steering gear (check for leaks).

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.

PS-2-8 • The Planned Maintenance Program

SM 1066

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.

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.

SM 1066

The Planned Maintenance Program • PS-2-9

AUTHORIZED SIGNATURE A. TEST DRIVE MACHINE a. Drive Train Noise b. Steering Operation c. Service Brake Operation d. Inching Operation e. Transaxle Operation f. Clutch Operation g. Hydraulic System Operation h. Engine Performance i. Parking Brake Operation j. Pedal Pads & Linkages k. Return to neutral 00 ENGINE a. Mounting * b. Tighten Head Bolts c. RPM - Idle Gov. No Load Tilt By - Pass d. Vacuum - Idle Gov. No Load Tilt By - Pass e. Stall RPM Fwd Rev High Low f. Inspect Exhaust for Smoke 01 CLEANING & LUBRICATION a. Air Clean Truck/Radiator b. Lubricate Truck 01 ENGINE OILING a. Check for Leakage b. Check Oil Level * c. Drain & Replace Oil * d. Replace Oil Filter e. Filler Cap Condition f. Clean Crankcase Breather * g. Check/Replace PCV 01 COOLING SYSTEM a. Coolant Level/Condition b. Degree Protection c. Inspect Fan & Control * d. Inspect & Adjust Belts * e. Drain/Flush Radiator f. Coolant Leakage g. Inspect Water Pump

MODEL & SERIAL NO ATTACHMENT NO

CUSTOMER

PS-2-10 • The Planned Maintenance Program

12 BATTERY AND CABLES * a. Clean & Check Terminals b. Fluid Level c. Cranking Voltage

11 IGNITION & CRANKING SYSTEM a. Check Neutral Start b. Check Anti - Restart c. Distributor Condition * d. Point Condition/Dwell e. Timing Setting f. Lube Distributor * g. Wiring Condition

06 & 08 TRANSAXLE a. Fluid Level * b. Condition of Fluid c. Clean Air Vent * d. Replace Filter e. Fluid Leakage f. Inspect Control Linkage

04. CLUTCH a. Lubricate Throw Out Bearing and Linkage b. Pedal Adjustment c. Fluid Level

02. AIR INTAKE & EXHAUST a. Clean or Replace Air Filter b. Hoses & Clamps c. Muffler & Exhaust

INSPECTOR 02. FUEL SYSTEM a. Clean Filler Cap b. Check Accelerator & Return Spring c. Choke Operation d. Fuel Leakage e. Inspect Tank Fitting LPG f. Solenoid Valve Operation LPG g. Clean/Replace Filter

23 WHEELS AND TIRES a. Tighten Mounting Bolts b. Tire Condition RF LF RR LR c. Check Air Pressure 23 BRAKE SYSTEM a. Check for Leakage b. Cylinder Fluid Level c. Clean Vent Cap d. Pedal Free Travel e. Pedal Drift f. Cylinder Mounting * g. Check Service/Park Brake h. Hoses Fittings-Condition 26 STEER AXLE a. Security of Mounting b. Axle Stop Adjustment c. Drag Link Adjustment d. Articulation Stops e. Check Wheel Bearings 26 STEERING SYSTEM a. Check for Leakage b. Oil Level - Condition c. Security of Mounting d. Tilt Column Operation

20 DRIVE AXLE * a. Differential Level b. Clean Air Vent c. Security of Mounting d. Check Wheel Bearin

13 GAUGES-LIGHTS-INDICATORS a. Hour Meter Operation b. Gauges-All Operate c. Lights-All Operate d. Wiring Condition e. Horn

SPECIAL INSTRUCTIONS 12 CHARGING SYSTEM a. Alternator Mtg * b. Inspect & Adjust Belts c. Regulator Output Volts

DATE DATE LAST P.M. CUST P.O.NO.

GAS LPG or DIESEL PLANNED MAINTENANCE REPORT OK x = Adjust (not P.M) r = Repair or replace s = Requires shop repair

HOUR METER HRS. LAST P.M.

Urgent

Potential

29 / 30 HYDRAULIC SYSTEM a. Check for Leakage b. Fluid Level-Condition c. Clean/Replace Breather * d. Replace Filter Element e. Linkage Adjustment f. Hose Condition g. Lift Speed (In./Sec.) No Load Full Load h. Drift Test (In./Min.) Lift Cylinder Tilt Cylinder 32 TILT CYLINDERS a. Check for Leakage b. Cylinder Rod Condition c. Mounting Security d. Tilt Cylinder Adjustment 34 UPRIGHT-CARRIAGE a. Security of Mounting b. Roller Condition/Clearance c. Chain Condition d. Chain Adjustment e. Latches f. Cylinder Condition g. Forks, Locks, Stops h. Rail Condition i. Trunnion Ring Condition j. Check Free Lift Guide 34 LOAD BACK REST a. Condition b. Security of Mounting 38 SHEET METAL & CWT a. Decals-Missing/Condition b. Seat Condition-Operation c. Side Door Latches d. Counterweight bolts 39 OVERHEAD GUARD a. Condition b. Security of Mounting 53 ATTACHMENTS a. Mounting Bolts b. Leakage c. Operation

C O D E

Group PS, Periodic Service

COMMENTS:

SM 1066

GROUP 00(D-4TNV88)

GROUP 00(D-4TNV88) DIESEL ENGINE (4TNV88)

Safety ......................................................... Section 0 General ...................................................... Section 1 Inspection and Adjustment....................... Section 2 Troubleshooting ........................................ Section 3 Disassembly, Inspection and Reassembly of Engines ............................. Section 4 Lubrication System .................................. Section 5 Cooling System ......................................... Section 6 Fuel Injection Pump/governor ................ Section 7 Alternator................................................... Section 8 Electric Wiring ......................................... Section 9 Service Standards ................................... Section 10 Tightening Torque For Bolts And Nuts ........................................ Section 11

SM 1066

DIESEL ENGINE • 00-1

Group 00(D-4TNV88) DIESEL ENGINE

Section 0 SAFETY

PREFACE This manual describes the service procedures for the TNV series engines of indirect injection system that have been certified by the US EPA, California ARB and/or the 97/68/EC Directive for industrial use. Please use this manual for accurate, quick and safe servicing of the said engine. Since the explanation in this manual assumes the standard type engine, the specifications and components may partially be different from the engine installed on individual work equipment (power generator, pump, compressor, etc.). Please also refer to the service manual for each work equipment for details.

The specifications and components may be subject to change for improvement of the engine quality without notice. If any modification of the contents described herein becomes necessary, it will be notified in the form of correction information each time.

SM 1066

SAFETY • 00-0-1

Group 00(D-4TNV88) DIESEL ENGINE Safety Precautions (1) SERVICE AREA Sufficient Ventilation Inhalation of exhaust fumes and dust particles may be hazardous to ones health. Running engines welding, sanding, painting, and polishing tasks should be only done in well ventilated areas.

Safe / Adequate Work Area The service area should be clean, spacious, level and free from holes in the floor, to prevent "slip" or "trip and fall" type accidents.

Bright, Safely Illuminated Area The work area should be well lit or illuminated in a safe manner. For work in enclosed or dark areas, a "drop cord" should be utilized. The drop cord must have a wire cage to prevent bulb breakage and possible ignition of flammable substances.

Safety Equipment Fire extinguisher(s), first aid kit and eye wash / shower station should be close at hand (or easily accessible) in case of an emergency.

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

00-0-2 • SAFETY

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE (3) TOOLS Appropriate Lifting / Holding When lifting an engine, use only a lifting device (crane, jack, etc.) with sufficient lifting capacity. Do not overload the device. Use only a chain, cable, or lifting strap as an attaching device. Do not use rope, serious injury may result. To hold or support an engine, secure the engine to a support stand, test bed or test cart designed to carry the weight of the engine. Do not overload this device, serious injury may result. Never run an engine without being properly secured to an engine support stand, test bed or test cart, serious injury may result.

Appropriate Tools Always use tools that are designed for the task at hand. Incorrect usage of tools may result in damage to the engine and or serious personal injury.

(4) GENUINE PARTS and MATERIALS Genuine Parts Always use genuine YANMAR parts or YANMAR recommended parts and goods. Damage to the engine, shortened engine life and or personal injury may result.

(5) FASTENER TORQUE Torqueing Fasteners Always follow the torque values and procedures as designated in the service manual. Incorrect values, procedures and or tools may cause damage to the engine and or personal injury.

SM 1066

SAFETY • 00-0-3

Group 00(D-4TNV88) DIESEL ENGINE (6) Electrical Short Circuits Always disconnect the (-) Negative battery cable before working on the electrical system. An accidental "short circuit" may cause damage, fire and or personal injury. Remember to connect the (-) Negative battery cable (back onto the battery) last. Fasten the terminals tightly.

Charging Batteries Charging wet celled batteries produces hydrogen gas. Hydrogen gas is extremely explosive. Keep sparks, open flame and any other form of ignition away. Explosion may occur causing severe personal injury.

Battery Electrolyte Batteries contain sulfuric acid. Do NOT allow it to come in contact with clothing, skin and or eyes, severe burns will result.

(7) WASTE MANAGEMENT Observe the following instructions with regard to hazardous waste disposal. Negligence of these will have a serious impact on environmental pollution concerns. 1. Waste fluids such as lube oil, fuel and coolant shall be carefully put into separate sealed containers and disposed of properly. 2. Do NOT dispose of waste materials irresponsibly by dumping them into the sewer, overland or into natural waterways. 3. Waste materials such as oil, fuel, coolant, solvents, filter elements and batteries, must be disposed of properly according to local ordinances. Consult the local authorities or reclamation facility.

00-0-4 • SAFETY

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE (8) FURTHER PRECAUTIONS Fueling / Refueling Keep sparks, open flames or any other form of ignition (match, cigarette, etc.) away when fueling/refueling the unit. Fire and or an explosion may result.

Hot Surfaces. Do NOT touch the engine (or any of its components) during running or shortly after shutting it down. Scalding / serious burns may result. Allow the engine to cool down before attempting to approach the unit.

Rotating Parts Be careful around moving/rotating parts. Loose clothing, jewelry, ties or tools may become entangled causing damage to the engine and or severe personal injury.

Preventing burns from scalding 1. Never open the radiator filler cap shortly after shutting the engine down. Steam and hot water will spurt out and seriously burn you. Allow the engine to cool down before attempt to open the filler cap. 2. Securely tighten the filler cap after checking the radiator. Steam can spurt out during engine running, if tightening loose.

SM 1066

SAFETY • 00-0-5

Group 00(D-4TNV88) DIESEL ENGINE Precautions for Service Work 1. Precautions for Safety Read the safety precautions given at the beginning of this manual carefully and always mind safety in work. 2. Preparation for Service Work Preparation is necessary for accurate, efficient service work. Check the customer ledger file for the history of the engine. •

Preceding service date

•

Period/operation hours after preceding service

•

Problems and actions in preceding service

•

Replacement parts expected to be required for service

•

Recording form/check sheet required for service

3. Preparation before Disassembly •

Prepare general tools, special service tools, measuring instruments, oil, grease, nonreusable parts, and parts expected to be required for replacement.

•

When disassembling complicated portions, put matchmarks and other marks at places not adversely affecting the function for easy reassembly.

4. Precautions in Disassembly •

Each time a parts is removed, check the part installed state, deformation, damage, roughening, surface defect, etc.

•

Arrange the removed parts orderly with clear distinction between those to be replaced and those to be used again.

•

Parts to be used again shall be washed and cleaned sufficiently.

•

Select especially clean locations and use clean tools for disassembly of hydraulic units such as the fuel injection pump.

5. Precautions for Inspection and Measurement Inspect and measure parts to be used again as required to determine whether they are reusable or not. 6. Precautions for Reassembly •

Reassemble correct parts in correct order according to the specified standards (tightening torques, and adjustment standards). Apply oil important bolts and nuts before tightening when specified.

•

Always use genuine parts for replacement.

•

Always use new oil seals, O-rings, packings and cotter pins.

•

Apply sealant to packings depending on the place where they are used. Apply of grease to sliding contact portions, and apply grease to oil seal lips.

7. Precautions for Adjustment and Check Use measuring instruments for adjustment to the specified service standards.

How to Read this Manual 1. Range of Operation Explanation This manual explains the troubleshooting, installation/removal, replacement, disassemble/reassembly, inspection, adjustment and adjusting operation procedures for the TNV series engines with direct injection system. Refer to the manufacturer's manual for each of the fuel injection pump, governor, starting motor and alternator except for their installation.

00-0-6 • SAFETY

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 2. How to Read the Explanations •

An exploded view, sectional views, a system diagram, etc. are shown at the beginning of each section as required for easy understanding of the mounted states of the components.

•

For the removal/installation of each part, the procedure is shown with the procedural step No. in the illustration.

•

Precautions and key points for disassembly and reassembly of parts are described as points. In the explanation for each point, detailed operation method, information, standard and precautions are described.

Description Example

The job contents are described in the disassembly procedure for Nos. not shown in the illustration. •

Disassembly procedure 1. Follow steps (1) to (15) of the cylinder head disassembly procedure. 2. Remove the cooling water pump. 3. Remove the crankshaft pulley. (Point 1) Operation point to be explained on a later page.

•

Operation points Disassemble: Service point for removal

Reassemble: Service point for installation Disassemble-Reassemble: Service point required in both removal and installation. •

Contents omitted in this manual Though the following jobs are omitted in the explanation in this manual, they should be conducted in actual work: 4. Jacking up and lifting 5. Cleaning and washing of removed parts as required 6. Visual inspection

SM 1066

SAFETY • 00-0-7

Group 00(D-4TNV88) DIESEL ENGINE 3. Definition of Terms NOTICE Instruction whose negligence is very likely to cause an accident. Always observe it. Standard: Allowable range for inspection and adjustment. Limit: The maximum or minimum value that must be satisfied during inspection or adjustment. 4. Abbreviations Abbreviation

Meaning

Abbreviation

Meaning

Assy

assembly

T.D.C.

top dead center

Sub-Assy

sub-assembly

B.D.C.

bottom dead center

a.T.D.C

after top dead center

oversize

b.T.D.C

before top dead center

undersize

STD

Standard

rpm

revolutions per minute

Intake

Output (metric horsepower)

Exhaust

Bolt/nut tightening torque

00-0-8 • SAFETY

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

Section 1 GENERAL Engine Nomenclature

The engine specification class Classification

Load

Engine speed

Available engine speed (rpm)

Constant load

Constant speed

1500/1800

Variable load

Variable speed

2000-3000

* The engine specification class (CL or VM) is described in the specifications table.

Specifications NOTE 1. The information described in the engine specifications tables (the next page and after) is for "standard" engine. To obtain the information for the engine installed in each machine unit, refer to the manual provided by the equipment manufacturer.

•

• • •

Atmospheric condition: Room temp. 25 , Atmospheric press. 100 kPa (750mm Hg), Relative humidity 30% Fuel temp: 25 (Fuel injection pump inlet) With cooling fan, air cleaner, exhaust silencer (Yanmar standard parts) After running-in hours. Output allowable deviation: 3%

2. Engine rating conditions are as follows (SAE J1349, ISO 3046/1)

SM 1066

GENERAL • 00-1-1

Group 00(D-4TNV88) DIESEL ENGINE 4TNV88 Engine name

Unit

4TNV88

Engine specification class

Type

Vertical, in-line, 4-cycle, water-cooled diesel engine

Combustion chamber

Direct injection

Number of cylinders

mm×mm

88×90

2.190

Revolving speed

rpm

2400

Output

kW (hp)

29.7(40.4)

rpm

2590

Ignition order

1-3-4-2-1(No.1 cylinder on flywheel side)

Power take off

Flywheel

Direction of rotation

Counterclockwise (viewed from flywheel)

Cooling system

Radiator

Lubrication system

Forced lubrication with trochoid pump

Starting system

Electric

Applicable fuel

Diesel oil-ISO 8217 DMA, BS 2869 A1 or A2(cetane No.45 min.)

Applicable lubricant

API grade class CD or CF

MAX

5.8

MIN

3.5

2.7

Overal length

637

Overall width

545

Overall height

667

165

110×110

Cylinder bore x stroke Displacement

Rated output

Max. no-load speed ( 25)

Lubricant capacity (oil pan) Cooling water capacity (engine only)

Engine dimensions (with wheel housing)

Engine mass (dry) (with flywheel housing) Crankshaft V pulley diameter & Fun V pulley diameter (std.)

00-1-2 • GENERAL

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Fuel Oil, Lubricating Oil and Cooling Water

Fuel tank Be sure to attach a drain cock, precipitation trap and primary strainer to the fuel tank as shown illustration right.

Fuel oil IMPORTANT Only use the recommended fuel to obtain the best engine performance and prevent damage of parts, also prevent air pollution. Selection of fuel oil Use the following diesel fuels for best engine performance BS 2869 A1 or A2 Fuels equivalent to Japanese Industrial Standard, JIS. No. K2204-2 Fuel cetane number should be 45 or greater

Lubricating oil IMPORTANT

Fuel handling •

Water and dust in the fuel oil can cause operation failure. Use containers which are clean inside to store fuel oil. Store the containers away from rain water and dust.

•

Before supplying fuel, let the fuel container rest for several hours so that water and dust in the fuel are deposited on the bottom. Pump up only the clean fuel.

Use of other than the specified engine oil may cause inner parts seizure or early wear, leading to shorten the engine service life. Selection of engine lube oil Use the following engine oil •

lAPI classification CD or CF (Standards of America Petroleum Institute)

•

lSAE viscosity 10W-30 or 15W-40 (Standard of Society of Automotive Engineering)

Engine oil with 10W30 or 15W40 can be used throughout the year. (Refer to the below figure.)

SM 1066

GENERAL • 00-1-3

Group 00(D-4TNV88) DIESEL ENGINE Handling of engine oil

IMPORTANT

•

Carefully store and handle the oil so as to prevent dust or dirt entrance. When supplying the oil, pay attention and clean around the filler port.

•

Do not mix different types of oil as it may adversely affect the lubricating performance.

When touching engine oil by hand, the skin of the hand may become rough. Be careful not to touch oil with your hands without protective gloves. If touch, wash your hands with soap and water thoroughly.

Cooling water Use clean soft water and be sure to add the Long Life Coolant Antifreeze (LLC) in order to prevent rust built up and freezing. If there is any doubt over the water quality, distilled water or pre-mixed coolant should be used.

Be sure to add Long Life Coolant Antifreeze(LLC) to soft water. In cold season, the LLC is especially important. Without LLC, cooling performance will decrease due to scale and rust in the cooling water line. Without LLC, cooling water will freeze and expand to break the cooling line. Be sure to use the mixing ratios specified by the LLC manufacturer for your temperature range. Do not mix different types (brand) of LLC, chemical reactions may make the LLC useless and engine trouble could result. Replace the cooling water every once a year.

The coolants / antifreezes, which are good performance for example, are shown below. •

TEXACO LONG LIFE COOLANT FREEZE, both standard and pre-mixed. Product codes 7997 and 7998

ANTI-

•

HAVOLINE EXTENDED LIFE ANTIFREEZE / COOLANT Product code 7994

When handling Long Life Coolant Antifreeze, wear protective rubber gloves not to touch it. If LLC gets eyes or skin, wash with clean water at once.

00-1-4 • GENERAL

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Exhaust gas emission regulation

California Proposition 65 Warning

The engines in this manual have been certified by the US EPA, California ARB and/or the 97/68/EC Directive.

Battery posts, terminals, and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and reproductive harm.

California Proposition 65 Warning Diesel engine exhaust and some of its constitutions are known to the State of California to cause cancer, birth defects, and other reproductive harm.

The Emission Standard in USA EPA Nonroad Diesel Engine Emission Standards g/kW·hr(g/bhp·hr) Engine Power

Tier

Model Year

NOx

NMHC + NOx

kW < 8 (hp < 11)

Tier 1

2000

10.5 (7.8)

8.0 (6.0)

1.0 (0.75)

Tier 2

2005

7.5 (5.6)

8.0 (6.0)

0.80 (0.60)

8 <= kW < 19 (11 <= hp < 25)

Tier 1

2000

9.5 (7.1)

6.6 (4.9)

0.80 (0.60)

Tier 2

2005

7.5 (5.6)

6.6 (4.9)

0.80 (0.60)

Tier 1

1999

9.5 (7.1)

5.5 (4.1)

0.80 (0.60)

Tier 2

2004

7.5 (5.6)

5.5 (4.1)

0.60 (0.45)

Tier 1

1998

9.2 (6.9)

Tier 2

2004

7.5 (5.6)

5.0 (3.7)

Tier 3

2008

4.7 (3.5)

5.0 (3.7)

Tier 1

1997

9.2 (6.9)

Tier 2

2003

6.6 (4.9)

5.0 (3.7)

Tier 3

2007

4.0 (3.0)

5.0 (3.7)

19<= kW < 37 (25 <= hp < 50) 37 <= kW < 75 (50 <= hp < 100)

75 <= kW < 130 (100 <= hp < 175)

NOTE The EPA emission regulation under 130kW is mentioned above.

0.40 (0.30) 0.30 (0.22)

California ARB Emission Regulation The ARB emission standard is based on that of the EPA.

NOTE As for Model year, the year which a regulation is applicable to is shown Engine classification

Transient smoke standards % opacity (acceleration/lug/peak modes)

Constant speed engine

Not regulated

Variable speed engine

20/15/50 or less

SM 1066

GENERAL • 00-1-5

Group 00(D-4TNV88) DIESEL ENGINE Engine identification Emission control labels of US EPA

Guarantee Conditions for the EPA Emission Standard The following guarantee conditions are set down in the operation manual. In addition to making sure that these conditions are met, check for any deterioration that may occur before the required periodic maintenance times. Requirement on engine installation condition 1. Intake air depression

EPA label for constant speed engines

kPa(mmAq)

Initial

Permissible

<= 2.94(300)

<= 6.23 (635)

2. Exhaust gas back pressure

kPa(mmAq

Engine type

Initial

Permissible

Naturally aspirated engines

<=12. 7(1300)

<=15.3 (1560)

Fuel oil and lubricating oil 1. Fuel: The diesel fuel oil US No.2 diesel fuel oil. EPA label for variable speed engines Emission control label for both EPA and ARB

2. Lube oil: API grade, class CD or CF Do not remove the seals restricting injection quantity and engine speed.

97/68EC Directive label

Perform maintenance without fail. NOTE Inspections to be carried out by the user and by the maker are divided and set down in the "List of Periodic Inspections" and should be checked carefully.

00-1-6 • GENERAL

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Maintenance period and Quality guarantee period for exhaust emission related parts The maintenance of the parts related to the exhaust emission must be carried out in the maintenance period as shown in the below table.

Maintenance period Fuel nozzle cleaning

Adjustment, cleaning, repairs for fuel nozzle, fuel pump, turbocharger, electronic control unit etc.

Every 1500 hours (applied from Tier 2)

Every 3000 hours (applied from Tier 2)

A guarantee period is that either the operation hours or years shown in the table come first in the condition that the maintenance inspection was carried out based on the "List of Periodic Inspections". Quality Guarantee Period For nozzle, fuel pump, turbocharger

3000 hours / 5 years

SM 1066

GENERAL • 00-1-7

Group 00(D-4TNV88) DIESEL ENGINE

Section 2 Inspection and Adjustment Periodic Maintenance Schedule The engine periodic inspection timing is hard to determine as it varies with the application, load status, qualities of the fuel and lubricating oils used and handling status. General rules are described here. : User-maintenance Classification

Item

Daily

Every 50 hours

: Parts replacement

: Shop-inspection

Maintenance period Every 250 Every 500 Every 1000 Every 2000 hours or 3 hours or 6 hours or hours or months months one year two years

Whole

Visual check around engine Fuel tank level check and fuel supply Fuel tank draining Water separator (Option) draining Fuel oil system Bleeding the fuel system Water separator cleaning Fuel filter element replacement Lube oil level check and replenishment Lubricating oil system Lube oil replacement Lube oil filter replacement Cooling water level check and replenishment Radiator fin cleaning Cooling water system

V-belt tension check

1st time

2nd time and thereafter

Cooling water replacement Cooling water path flushing and maintenance Rubber Fuel pipe and cooling water pipeinspection house and maintenance and adjustment of governor lever Governor Inspection and accelerator Air cleaner cleaning and element replacement Air intake system Diaphragm assy inspection

(2 years) *

Turbocharger blower cleaning* Warning lamp & instruments function check Electrical system Battery electrolyte level check and battery recharging Intake/exhaust valve head clearance Cylinder adjustment head Intake/exhaust valve seat lapping Fuel Fuel injection nozzle pressure inspection injection Fuel injection timing adjustmentFuel pump and nozzle injection pump inspection and adjustment

* *

*) EPA allows to maintain the emission related parts every 1,500 or 3,000 hours as shown in 00-1-7 of section 1.

SM 1066

Inspection and Adjustment • 00-2-1

Group 00(D-4TNV88) DIESEL ENGINE Periodic Inspection and Maintenance Procedure

Standard The level shall be between the upper and lower limit lines on the dipstick.

Check before Daily Operation Be sure to check the following points before starting an engine every day. No.

Inspection Item

(1)

Visual check around engine

(2)

Fuel tank level check and fuel supply

(3)

Lube oil level check and replenishment

(4)

Cooling water level check and replenishment

(5)

Fuel pipe and cooling water pipe inspection and maintenance

(6)

Inspection and adjustment of governor lever and accelerator

(7)

Warning lamp & instruments function check

Visual check around engine If any problem is found, do not use before the engine repairs have been completed. •

Oil leak from the lubrication system

•

Fuel leak from the fuel system

•

Cooling water leak from the cooling water system

•

(Unit: liter) Model

Max. (L)

Min. (L)

Damaged parts

4TNV88

5.8

3.5

•

Loosened or lost bolts

•

Fuel, radiator rubber hoses, V belt cracked, loosened clamp

Lube oil capacity may differ from the above volume depending on an engine installed on a machine unit.

Fuel tank level check and fuel supply Check the remaining fuel oil level in the fuel tank and refuel the recommended fuel if necessary. (Refer to 00-1-3 ) Lube oil level check and replenishment 1. Checking oil level Check the lube oil level with the dipstick, after adjusting the posture of the machine unit so that an engine may become a horizontality. Insert the dipstick fully and check the oil level. The oil shall not be contaminated heavily and have appropriate viscosity. No cooling water or diesel fuel shall be mixed. When lube oil is supplied after the engine running, check the lube oil level after about 10 minutes pass after the engine shutdown so that the lube oil inside may be retuned the oil pan.

2. Replenishing oil pan with lube oil If the remaining engine oil level is low, fill the oil pan with the specified engine oil to the specified level through the filler port. NOTICE The oil should not be overfilled to exceed the upper limit line. Otherwise a naturally-aspirated engine may intake lube oil in the combustion chamber during the operation, then white smoke, oil hummer or urgent rotation may occur, because the blowby gas is reduced in the suction air flow. In case of turbo-charged engine oil may jet out from the breather or the engine may become faulty.

00-2-2 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Cooling water Inspection

•

Check the cooling water level while the engine is cool. Checking when the engine is hot is dangerous. And the water volume is expanded due to the heat.

•

Daily cooling water level check and replenishing shall be done only at the coolant recovery tank. Usually do not open the radiator cap to check or replenish.

Daily inspection of cooling water should be done only by coolant recovery tank.

IMPORTANT

•

Never open the radiator filler cap while the engine and radiator are still hot. Steam and hot water will spurt out and seriously burn you. Wait until the radiator is cooled down after the engine has stopped, wrap the filler cap with a rag piece and turn the cap slowly to gently release the pressure inside the radiator.

•

Securely tighten the filler cap after checking the radiator. Steam can spurt out during operation, if the cap is tightened loosely.

1. Checking cooling water volume Check the cooling water level in the coolant recovery tank. If the water level is close to the LOW mark, open the coolant recovery tank cap and replenish the coolant recovery tank with clean soft water to the FULL mark. Standard The water level of the coolant recovery tank shall be between the upper and lower limit lines. 2. Replenishing engine with water If the coolant recovery tank water level is lower than the LOW mark, open the radiator cap and check the cooling water level in the radiator. Replenish the radiator with the cooling water, if the level is low.

If the cooling water runs short quickly or when the radiator runs short of water with the coolant recovery tank level unchanged, water may be leaking or the air tightness may be lost. Increase in the coolant recovery tank water level during operation is not abnormal. The increased water in the coolant recovery tank returns to the radiator when the engine is cooled down. If the water level is normal in the coolant recovery tank but low in the radiator, check loosened clamping of the rubber hose between the radiator and coolant recovery tank or tear in the hose. Standard Engine: The radiator shall be filled up. (Unit: liter) Model

Cooling water volume In an engine

4TNV88

2.7

Engine cooling water capacity may differ from the above volume depending on an engine installed on a machine unit. Fuel pipe and cooling water pipe inspection and maintenance Check the rubber hoses for fuel and cooling water pipes cracked. If the cracked hose is found, replace it with new one. Check the loosened clamp. If found, tighten it. Inspection and adjustment of governor lever and accelerator Make sure the accelerator of the machine unit can be operated smoothly before starting the engine. If it feels heavy to manipulate, lubricate the accelerator cable joints and pivots. Adjust the accelerator cable if there is a dislocation or excessive play between the accelerator and the governor lever.

SM 1066

Inspection and Adjustment • 00-2-3

Group 00(D-4TNV88) DIESEL ENGINE Warning lamp & instruments function check

NOTE

Before and after starting the engine, check to see that the alarm function normally. Failure of alarm cannot warn the lack of the engine oil or the cooling water. Make it a rule to check the alarm operation before and after starting engine every day. Refer to each manual for machine units in details.

Use a socket wrench or a closed wrench when removing or tightening a drain plug. Don't use a spanner because it has the possibility that the spanner will slip and it will get hurt.

Inspection after initial 50 hours operation Be sure to check the following points after initial 50 hours operation, thereafter every 250 hours or 3 months operation. No.

Inspection Item

(1)

Lube oil and filter replacement

(2)

V-belt tension check

Lube oil and filter replacement (1st time)

2. Replacing oil filter When an engine is still hot, be careful with a splash of engine oil which may cause burns. Replace engine oil after the engine oil becomes warm. It is most effective to drain the engine oil while the engine is still warm.

•

Turn the lube oil filter counter-clockwise using a filter wrench (customer procured) to remove it.

•

Clean the mounting face of the oil filter.

In early period of use, the engine oil gets dirty rapidly because of the initial wear of internal parts. Replace the engine oil earlier. Lube oil filter should also be replaced when the engine oil is replaced. The procedure of lube oil and lube oil filter replacement is as follows. 1. Drain engine oil •

Prepare a waste oil container collecting waste oil.

•

Remove the oil filler cap to drain easily while draining the lube oil.

•

Loosen the drain plug using a wrench (customer procured) to drain the lube oil.

•

Securely tighten the drain plug after draining the lube oil.

00-2-4 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE •

Moisten the new oil filter gasket with the engine oil and install the new engine oil filter manually turning it clockwise until it comes into contact with the mounting surface, and tighten it further to 3/4 of a turn with the filter wrench. Tightening torque: 20~24N·m (2.0~2.4kgf·m) Oil Filter P/No. : 918648

3. Filling oil and inspection •

Fill with new engine oil until it reaches the specified level. IMPORTANT Do not overfill the oil pan with engine oil. Be sure to keep the specified level between upper and lower limit on the dipstick.

•

Warm up the engine by running for 5 minutes while checking any oil leakage

•

Stop the engine after warming up and leave it stopping for about 10 minute to recheck the engine oil level with dipstick and replenish the engine oil. If any oil is spilled, wipe it away with a clean cloth.

V-belt tension check When there is not enough tension in the V-belt, the V-belt will slip making it impossible for the altenator to generate power and cooling water pump and cooling fan will not work causing the engine to overheat. Check and adjust the V-belt tension (deflection) in the following manner.

1. Press the V-belt with your thumb [approx. 98N (10kgf)] at the middle of the V-belt span to check the tension (deflection). Available positions to check and adjust the V-belt tension (deflection) are at the A, B or C direction as shown in the illustration right. You may choose a position whichever you can easily carry out the check and adjustment on the machine unit. •

"New V-belt" refers to a V-belt which has been used less than 5 minutes on a running engine.

•

"Used V-belt" refers to a V-belt, which has been used on a running engine for 5 minutes or more. The specified deflection to be measured at each position should be as follows. (Unit: mm) Direction

For used V-belt

10~14

7~10

9~13

For new V-belt

8~12

5~8

7~11

2. If necessary, adjust the V-belt tension (deflection). To adjust the V-belt tension, loosen the set bolt and move the alternator to tighten the V-belt. 3. After replacing with a new V-belt and adjusting it, run the engine for 5 minutes and readjust the deflection to the value in the table above. 4. Visually check the V-belt for cracks, oiliness or wear. If any, replace the V-belt with new one.

NOTE Be especially careful not to splash engine oil on the V-belt, because it will cause slipping, stretching and aging of the belt.

SM 1066

Inspection and Adjustment • 00-2-5

Group 00(D-4TNV88) DIESEL ENGINE Inspection every 50 hours Be sure to check the following points every 50 hours operation. No.

Inspection Item

(1)

Fuel tank draining

(2)

Water separator draining

(3)

Bleeding the fuel system

(4)

Battery electrolyte level check and battery recharging

Fuel tank draining 1. Prepare a waste oil container.

Drain off the water separator in the following manner.

2. Remove the drain plug of the fuel tank to drain (water, dust, etc.) from the fuel tank bottom. 3. Drain until fuel with no water and dust flow out. Then tighten the drain plug firmly.

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

Water separator draining

Bleeding the fuel system

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

Bleed the fuel system according to the following procedures. When there is air in the fuel system, the fuel injection pump will not be able to function. 1. Check the fuel oil level in the fuel tank. Refuel if insufficient. 2. Open the cock of the water separator. 3. Loosen the air bleeding bolt on the water separator by turning 2~3 times to the counter-clockwise using screw driver or spanner. 4. When the fuel coming out is clear and not mixed with any bubble, tighten the air bleeding bolt.

00-2-6 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 5. Feed the fuel with the fuel priming pump or electromagnetic fuel feed pump. •

In case of the engine using the electro-magnetic fuel feed pump. Turn the starter switch to the ON position and hold it in the position for 10~15 seconds to operate the fuel feed pump.

•

In case of the engine installed the fuel filter mounting with the fuel priming pump. The priming pump is on the top of the fuel filter mounting. Move the priming pump up and down to feed fuel until feel your hand slightly heavy.

•

Always disconnect the (-) Negative battery cable first before disconnecting the battery cables from battery. An accidental "Short circuit" may cause damage, fire and or personal injury. And remember to connect the (-) Negative battery cable (back onto the battery) LAST.

Proper ventilation of the battery area Keep the area around the battery well ventilated, paying attention to keep away any fire source. During operation or charging, hydrogen gas is generated from the battery and can be easily ignited.

Do not come in contact with battery electrolyte Pay sufficient attention to avoid your eyes or skin from being in contact with the fluid. The battery electrolyte is dilute sulfuric acid and causes burns. Wash it off immediately with a large amount of fresh water if you get any on you.

Battery structure

Battery electrolyte level check and battery recharging Fire due to electric short-circuit •

Make sure to turn off the battery switch or disconnect the negative cable (-) before inspecting the electrical system. Failure to do so could cause short-circuiting and fires.

SM 1066

Inspection and Adjustment • 00-2-7

Group 00(D-4TNV88) DIESEL ENGINE Electrolyte level •

Check the level of fluid in the battery. When the amount of fluid nears the lower limit, fill with battery fluid (available in the market) to the upper limit. If operation continues with insufficient battery fluid, the battery life is shortened, and the battery may overheat and explode.

•

Battery fluid tends to evaporate more quickly in the summer, and the fluid level should be checked earlier than the specified times.

•

If the engine cranking speed is so slow that the engine does not start up, recharge the battery.

•

If the engine still will not start after charging, replace the battery.

•

Remove the battery from the battery mounting of the machine unit after daily use if letting the machine unit leave in the place that the ambient temperature could drop at -15 or less. And store the battery in a warm place until the next use the unit to start the engine easily at low ambient temperature.

Yellow zone: Slightly discharged Red zone: Defective or much discharged

2. Measurement with hydrometer When using a hydrometer, the measured specific gravity must be corrected according to the temperature at the time of measurement. The specific gravity of battery electrolyte is defined with 20 as the standard. Since the specific gravity increases or decreases by 0.0007 when the temperature varies by 1 , correct the value according to the equation below.

Battery charge Use a battery tester or hydrometer and check the battery condition. If the battery is discharged, recharge it. 1. Measurement with a battery tester When checking the battery with the batter tester, connect the red clip of the tester to the battery positive (+) terminal and black clip to the battery negative (-) terminal by pinching them securely, and judge the battery charge level from the indicator position. Green zone: Normal

00-2-8 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 3. Specific gravity and remaining battery charge Specificgravity (20 )

Discharged quantity of electricity(%)

Remaining charge(%)

1.28

100

1.26

1.24

1.23

Inspection every 250 hours or 3 months Be sure to check the following points every 250 hours or 3 months operation, whichever comes first. No.

Inspection Item

(1)

Lube oil and filter replacement

(2)

Radiator fin cleaning

(3)

V-belt tension check

(4)

Inspection and adjustment of governor lever and accelerator

(5)

Air cleaner cleaning and element replacement

Lube oil and filter replacement (The second replacement and after) Replace the engine oil every 250 hours operation from 2nd time and on. Replace the engine oil filter at the same time. Refer to 00-2-2 Radiator fin cleaning

Terminals Clean if corroded or soiled. Mounting bracket Repair or replace it if corroded. Retighten if loosened. Battery appearance Replace the battery if cracked or deformed. Clean with fresh water if contaminated.

Beware of dirt from air blowing Wear protective equipment such as goggles to protect your eyes when blowing compressed air. Dust or flying debris can hurt eyes. Dirt and dust adhering on the radiator fins reduce the cooling performance, causing overheating. Make it a rule to check the radiator fins daily and clean as needed.

SM 1066

Inspection and Adjustment • 00-2-9

Group 00(D-4TNV88) DIESEL ENGINE •

Blow off dirt and dust from fins and periphery with compressed air [0.19MPa (2kgf/cm2) or less] not to damage the fins with compressed air.

•

If contaminated heavily, apply detergent, thoroughly clean and rinse with tap water shower.

2. If either the high or the low idling speed side does not make contact with the limiting bolt, adjust the accelerating wire. Loosen the accelerating wire fixing nut and adjust the wire to contact with the limitng bolt.

IMPORTANT Never use high pressure water or air from close by fins or never attempt to clean using a wire brush. Radiator fins can be damaged. V-belt tension check (The second time and after)

Never release the limiting bolts. It will impair the safety and performance of the product and functions and result in shorter engine life.

Check and adjust the V-belt tension. Refer to 00-2-5.

Air cleaner cleaning and element replacement

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

Beware of dirt from air blowing Wear protective equipment such as goggles to protect your eyes when blowing compressed air. Dust or flying debris can hurt eyes. The engine performance is adversely affected when the air cleaner element is clogged by dust. So periodical cleaning after disassembly is needed. 1. Undo the clamps on the dust pan and remove the dust pan. 2. Loosen the wing bolt on the element and pull out the element.

00-2-10 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 3. Blow air [0.29~0.49MPa (3.0~5.0kgf/cm2)] from inside the element to blow dust off as shown in the illustration below. Apply the air blowing pressure as low as possible so as not to damage the element. If having the air cleaner with double elements, never remove and clean the inner element. The aim of installing the inner element is for back up protecting from intaking dust during engine running when leaving the outer element to reinstall after removing it or when damaging the outer element unexpectedly during engine running.

Inspection every 500 hours or 6 months Be sure to check the following points every 500 hours or 6 months operation, whichever comes first. No.

Inspection Item

(1)

Water separator cleaning

(2)

Fuel filter element replacement

(3)

Air cleaner cleaning and element replacement

Water separator cleaning Periodically wash the water separator element and inside cup with clean fuel oil.

4. Replace the element with new one, If the element is damaged, excessively dirty or oily. 5. Remove the inside dust cover of the dust pan, and clean inside of the dust pan. 6. Reinstall the element with the wing bolt. (do not leave the gasket.) Reattach the inside dust cover to the dust pan and install the dust pan to the air cleaner case placing the TOP mark upward. IMPORTANT When the engine is operated in dusty conditions, clean the element more frequently. Do not run the engine with removed air cleaner or element, as this may cause foreigh material to enter and damage the engine.

1. Prepare a waste oil container. 2. Close the fuel cock. 3. Loosen the drain cock and drain. Refer to 00-2-6 4. Turn the retaining ring counter-clockwise and remove the cup. (Disconnect the coupler of the lead wire for drain sensor before removing the cup if it is with drain sensor). 5. Wash the element and inside cup with clean fuel oil. Replace the element with new one if any damaged. element p/no : 1234887 6. Insert the element to the bracket (O-ring) and after putting the float ring in the cup, install it to the bracket by tightening the retaining ring clockwise. Tightening torque: 15~20N m (1.5~2.0kgf m) 7. Close the drain cock (connect the coupler if with drain sensor). 8. Bleed the fuel system. Refer to 00-2-6

SM 1066

Inspection and Adjustment • 00-2-11

Group 00(D-4TNV88) DIESEL ENGINE Fuel filter element replacement Replace the fuel filter at specified intervals, before it is clogged with dust to adversely affect the fuel flow. Also, replace the fuel filter after the engine has fully been cooled.

If having the air cleaner with double elements, do not remove the inner element. If the engine output is still not recover (or the dust indicator still actuates if having the air cleaner with a dust indicator) even though the outer element has replaced with new one, replace the inner element with new one.

Inspection every 1,000 hours or one year Be sure to check the following points every 1,000 hours or one year operation, whichever comes first. No.

Inspection Item

(1)

Cooling water replacement

(2)

Diaphragm assy inspection

(3)

Turbocharger blower cleaning*

(4)

Intake/exhaust valve clearance adjustment

(5)

Fuel injection nozzle pressure inspection

1. Close the fuel cock of the water separator.

Cooling water replacement

2. Remove the fuel filter using a filter wrench(customer procured). When removing the fuel filter, hold the bottom of the fuel filter with a piece of rag to prevent the fuel oil from dropping. If you spill fuel, wipe such spillage carefully.

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

3. Clean the filter mounting surface and slightly apply fuel oil to the gasket of the new fuel filter. 4. Install the new fuel filter manually turning until it comes into contact with the mounting surface, and tighten it further to 1/2 of a turn using a filter wrench. Tightening torque for 4TNV88 to 4TNV94L: 20~24N·m(2.0 2.4kgf·m) Filter P/NO : 932827 5. Bleed the fuel system. Refer to 00-2-6 IMPORTANT Be sure to use genuine part (super fine mesh filter). Otherwise, it results in engine damage, uneven engine performance and shorten engine life. Air cleaner cleaning and element replacement Replace the air cleaner element periodically even if it is not damaged or dirty. When replacing the element, clean inside of the dust pan at the time.

00-2-12 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 1. Remove the radiator cap. 2. Loosen the drain plug at the lower portion of the radiator and drain the cooling water.

2. Check the damages of the diaphragm rubber and the spring. If necessary, replace with new ones.

3. After draining the cooling water, tighten the drain plug. 4. Fill radiator and engine with cooling water.

Beware of scalding by hot water Wait until the temperature goes down before draining the cooling water. Otherwise, hot water may splash to cause scalding.

NOTE When a diaphragm is damaged, pressure control inside the crankcase becomes insufficient, and troubles such as combustion defect and so on occur. At lubricating oil replacement or lubricating oil supply, the amount of lubricating oil isn't to be beyond the standard upper limit. If the lubricating oil quantity is beyond the upper limit or an engine is operated beyond the allowable maximum angle of an engine, the amount of oil mist may be inducted in the combustion chamber and the oil hammer sometimes may occur. Turbocharger blower cleaning*

Diaphragm assy inspection Inspect the diaphragm assy on the rocker arm cover every 1000 hours or 2 years. Refer to 00-4-12 point 6 for the function of the diaphragm. 1. Loosen screws, and remove a diaphragm assy, and check whether oil and so on doesn't enter between the diaphragm and the cover. If oil and so on enters into the diaphragm assy, the diaphragm doesn't work well.

When engine speed seems sluggish or the exhaust color looks poor, the blades of the turbocharger-blower may be dirty. Wash the turbine blower in such a case. General items 1. As for washing, use washing liquid and clear water. 2. Washing time is the time when about 10% of the boost pressure decreases more than that of usual operation state as a standard. 3. Disassemble and clean a turbocharger periodically because the whole of the turbocharger can't be cleaned in this method.

SM 1066

Inspection and Adjustment • 00-2-13

Group 00(D-4TNV88) DIESEL ENGINE Washing point 1. A specified quantity of washing liquid/water is poured with a filler (ex. Oil sprayer) from the air inlet of the blower gradually (about ten seconds) at the normal load (3/4-4/4) of an engine. And, perform this work at no-load after load running of the engine, if it is difficult to pour the liquid into the blower at load running. Specified quantity of washing liquid/water Turbocharger model

RHB31, RHB51

Injection amount, one time

20 cc

NOTE It causes an accident when large quantity of washing liquid is poured rapidly into a turbocharger. 2. Pour the same amount of clear water as washing liquid/water into the blower about 3-5 minutes later after the washing liquid/water injection and wash it.

It causes an accident when large quantity of water is poured rapidly into a turbocharger. 3. Repeat the washing after then minutes when there is no change with the boost pressure or the exhaust gas temperature after washing. When there is no change at all even if it repeats 3-4 times, disassemble and maintain the turbocharger because of the cruel dirt of the blower or other causes.

The crankshaft shall be turned clockwise as seen from the radiator side. The No.1 cylinder position is on the opposite side of the radiator and the ignition order shall be 1-3-4-2-1 at 180° intervals. Since the intake and exhaust valve rocker arms are operated the same and there is a clearance between the arm and valve generally at the top dead center, the position can be checked by means of the play when the arm head is held with a hand. Also see that the crankshaft pulley top mark is positioned at zero on the timing scale. If there is no valve clearance, inspection in the disassembled state is necessary since the valve seat may be worn abnormally.

4. Operate the engine at load for at least 15 minutes after washing, and dry. Intake/exhaust valve clearance adjustment Make measurement and adjustment while the engine is cold. Valve clearance measurement 1. Remove the rocker arm cover above cylinder head. 2. Set the No.1 cylinder in the compression TDC Turn the crankshaft to bring the piston of the No.1 cylinder to its compression top dead center while watching the rocker arm motion, timing scale and the top mark position of the crankshaft pulley. (Position where both the intake and exhaust valves are closed.)

00-2-14 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Ignition order of 4 cylinder engines: 1

Exhaust

Suction

4 Exhaust

3 Suction

Suction

2 Exhaust

Suction

Valve

Exhaust

Cylinder No.

No.1 No.4 compression compression T.D.C T.D.C

3. Valve clearance measurement In case of 2-valve cylinder head insert a thickness gage between the rocker arm and valve cap, and record the measured valve clearance. In case of 4-valve head insert a thickness gage between the rocker arm and the valve bridge, and record the measured valve clearance. (Use it as the data for estimating the wear state.)

The first time

The second time

Valve clearance inspection and adjustment

4. Adjusting other cylinders In case of 4-cylinder engines, turn the crankshaft 180° and make adjustment for the No.3 cylinder. Then adjust the No.4 and No.2 cylinders in this order. The cylinder to be adjusted first does not have to be the No.1 cylinder. Select and adjust the cylinder where the piston is the nearest to the top dead center after turning, and make adjustment for other cylinders in the order of ignition by turning the crankshaft 180° each time. In case of 3-cylinder engines, turn the crankshaft 240° and make adjustment for the No.3 cylinder. Then adjust the No.2 cylinder in this order.

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

In case of 4-valve cylinder head loosen the lock nut and adjusting screw of rocker arm. Be careful that excessive tension isn't applied to the valve bridge, and loosen a locknut of valve bridge.

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

SM 1066

Inspection and Adjustment • 00-2-15

Group 00(D-4TNV88) DIESEL ENGINE NOTE When loosening a locknut of a valve bridge, loosen the locknut while fixing the valve bridge with a wrench so that the valve may not lean.

valve bridge with a wrench so that a bridge may not rotate and a valve may not lean. 3. Apply oil to the contact surface between adjusting screw and push rod.

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

2. Measuring valve clearance Insert a 0.2 or 0.3 mm thickness gage between the rocker arm and valve cap / valve bridge, and adjust the valve clearance. Tighten the adjusting screw.

4. Adjusting other cylinders In case of 4-cylinder engines turn the crankshaft 180° then and make adjustment for the No.3 cylinder. Then adjust the No.4 and No.2 cylinders in this order. The cylinder to be adjusted first does not have to be the No.1 cylinder. Select and adjust the cylinder where the piston is the nearest to the top dead center after turning, and make adjustment for other cylinders in the order of ignition by turning the crankshaft 180° each time. In case of 3-cylinder engines turn the crankshaft 240° then and make adjustment for the No.3 cylinder. Then adjust the No.2 cylinder in this order. The cylinder to be adjusted first does not have to be the No.1 cylinder. Select and adjust the cylinder where the piston is the nearest to the top dead center after turning, and make adjustment for other cylinders in the order of ignition by turning the crankshaft 240° each time.

NOTE When tightening a valve bridge locknut of 4valve head, tighten a locknut after fixing a

00-2-16 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Fuel injection nozzle pressure inspection

Wear protective glasses when testing injection from the fuel injection valve. Never approach the injection nozzle portion with a hand. The oil jetting out from the nozzle is at a high pressure to cause loss of sight or injury if coming into careless contact with it.

NOTE As for the opening pressure of the brand-new fuel nozzle, about 0.5Mpa(5kgf/cm2) declines by the engine operation for about 5 hours because of the initial wear-out of a spring etc. Therefore, adjust 0.5MPa(5kgf/cm2) higher than the standard value of the above table when adjusting a new fuel nozzle of a spare part.

Injection pressure measurement Model

Standard MPa(kgf/cm2)

4TNV88

21.6-22.6(220-230)

Remove carbon deposit at the nozzle hole thoroughly before measurement. 1. Connect the fuel injection valve to the high pressure pipe of the nozzle tester. 2. Operate the nozzle tester lever slowly and read the pressure at the moment when the fuel injection from the nozzle starts. 3. If the measured injection pressure is lower than the standard level, replace the pressure adjusting shim with a thicker one.

SM 1066

Thickness of pressure adjusting shims (mm)

Injection pressure adjustment

0.13, 0.15, 0.18, 0.4, 0.5, 0.8

The injection pressure is increased by approx. l.9 MPa(l9 kgf/cm2), when the adjusting shim thickness is increased by 0.l mm.

Inspection and Adjustment • 00-2-17

Group 00(D-4TNV88) DIESEL ENGINE [Informative: Fuel injection valve structure]

•

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

If extreme oil leak from the overflow joint exists during injection by the nozzle tester, check after retightening. If much oil is leaking, replace the nozzle assembly.

Seat oil tightness check •

After injecting a few times, increase the pressure gradually. Hold the pressure for about 5 seconds at a little before the valve opening pressure of 1.96 MPa(20kgf/cm2), and check to see that oil does not drip from the tip end of the nozzle.

00-2-18 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Spray and injection states

Nozzle punch mark

•

Operate the nozzle tester lever at a rate of once or twice a second and check no abnormal injection.

•

If normal injection as shown below cannot be obtained, replace the fuel injection valve.

•

No extreme difference in angle( )

•

No extreme injection angle difference( )

•

Finely atomized spray

•

Excellent spray departure

Inspection every 2000 hours or 2 years Be sure to check the following points every 2,000 hours or two years operation, whichever comes first. No.

Inspection Item

(1)

Cooling water path flushing and maintenance

(2)

Fuel pipe and cooling water pipe inspection and maintenance

(3)

Intake/exhaust valve seat lapping

(4)

Fuel injection timing adjustmentFuel injection pump inspection and adjustment

Nozzle valve sliding test Wash the nozzle valve in clean fuel oil. Place the nozzle body vertically and insert the nozzle into the body to about 1/3 of its length. The valve is normal if it smoothly falls by its own weight into the body. In case of a new nozzle, remove the seal peel, and immerse it in clean diesel oil or the like to clean the inner and outer surfaces and to thoroughly remove rust-preventive oil before using the nozzle. Note that a new nozzle is coated with rust-preventive oil and is pasted with the seal peel to shut off outer air.

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

SM 1066

Inspection and Adjustment • 00-2-19

Group 00(D-4TNV88) DIESEL ENGINE Intake/exhaust valve seat lapping The adjustment is necessary to maintain proper contact of the valves and seats. Refer to 00-4-18 in Chapter 4. Fuel injection timing adjustment / Fuel injection pump inspection and adjustment The fuel injection timing and the fuel injection pump are adjusted so that engine performance may become the best condition. As for the inspection and adjustment of the fuel pump, it is based on the service manual of the MP pump of the separate volume. The fuel injection timing is adjusted by the following procedure. As for the engine, which adopts a MP type fuel injection pump, the fuel injection angle (note) is adjusted for the fuel injection timing adjustment, because the adjusting method of fuel injection timing like an inline fuel pump can't be applied.

NOTICE Never loosen four flange bolts, which fasten a pump flange and a fuel pump drive gear at the time of the removal of the fuel pump. When it is loosened, the adjustment of the fuel injection timing becomes very difficult. 1. Before removing a fuel pump drive gear, make ID marks on the gearing part of the pump drive gear and the idle gear with paint and so on. 2. Make the mark-off line to the gear case precisely in accordance with the position of mark-off line of the fuel pump.

NOTE The fuel injection angle (cam angle) is the difference from the injection valve opening angle while the fuel injection pump being driven by a motor and the angle at the plunger lift 2.5mm of the fuel pump.

3. Before removing a fuel pump, put the standard mark of a sticker for fuel injection angle adjustment in accordance with the mark-off line of the fuel pump and paste it on the gear case.

And, as for the actual fuel injection angle , the measured value is recorded on the pump body by each every fuel pump. The adjustment of fuel injection angle In case that a fuel pump cover, installed with a gear case cover and the fuel pump are removed, and reassembled, the procedure of fuel injection angle adjustment is as follows. (As for the disassembly of a fuel injection pump, refer to 00-7-4 in chapter 7.)

00-2-20 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 6. Put the fuel pump on the gear case temporarily and install the drive gear on the cam shaft with checking the ID marks, which were put on the fuel pump drive gear and the idle gear at the time of the disassembling. Tighten the installation nut of a pump drive gear. Model

Tightening torque Nm (kgf·m)

Lubricating oil application(thread portion, and seat surface)

4TNV88

78~88 (8~9)

Not applied

7. Adjust the injection angle difference, calculated in the above 5), at 0.25° in the unit in the installation angle of the fuel pump while reading the mark (minimum 0.5° and cam angle) of the adjustment sticker.

4. Remove a fuel pump, and read the fuel injection angle recorded in that fuel pump. 5. Read the injection angle recorded on a reassembled fuel pump and calculate the difference from the injection angle of the disassembled fuel pump. (When re-installation does the same fuel pump, the angular difference is zero.) Fuel injection angle difference (cam angle) = (the fuel injection angle of a reassembled fuel pump) - (the fuel injection angle of a disassembled previous fuel pump) NOTICE

NOTICE Push down the fuel pump in the outside direction of the cylinder block at +1 degree when a injection angle difference is +1 degree. And, push it down to the cylinder block side when a difference is -1 degree.

Tell the fuel pump number to Yanmar, and inquire the injection angle of the pump when it is hard to find out.

SM 1066

Inspection and Adjustment • 00-2-21

Group 00(D-4TNV88) DIESEL ENGINE 8. Tighten the fuel pump installation nuts.

(Supplementary explanation 2)

(Supplementary explanation 1)

When fuel injection timing is advanced or delayed, the installation angle of the fuel pump is adjusted.

The installation angle of the fuel pump is as follows. Model 4TNV88

Installation angle 25

(deg.)

When fuel injection timing is advanced for example at 2 degrees, loosen the nuts, which fix the fuel pump on the gear case, and turn the fuel pump body in the outside direction of the cylinder block at 1 degree, and tighten the pump installation nuts. And, when fuel injection timing is delayed, a pump is turned in that reverse direction.

00-2-22 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Adjusting the no-load maximum or minimum speed 1. After warming the engine up, gradually raise the speed and set it at the no-load maximum revolution. 2. If the no-load maximum speed is out of the standard, adjust it by turning the high idle limiting bolt. The no-load maximum speed standard is shown in the specification tables in 00-1-1 of the chapter 1.

Sensor Inspection Oil pressure switch Disconnect the connector from the oil pressure switch. Keep the voltammeter probes in contact with the switch terminal and cylinder block while operating the engine. It is abnormal if circuit is closed.

Thermo switch Place the thermo switch in a container filled with antifreeze or oil. Heat it while measuring the fluid temperature. The switch is normal if the voltammeter shows continuity when the fluid temperature is 107~113 deg C.

3. Then set the no-load minimum speed by adjusting the low idle limiting bolt. No-load minimum speed standards

(Unit: rpm)

Engine application class

Rating speed

No-load maximum

No-load minimum

4TNV88

2400

2590

800 or more

NOTE The engine speed may differ from the above standard depending on an engine installed on a machine unit.

SM 1066

Inspection and Adjustment • 00-2-23

Group 00(D-4TNV88) DIESEL ENGINE Water leak check in cooling water system Check cooling water leakage from the cooling water system visually. If any problem is found, Inspect as follows. 1. Fill cooling water to the normal level in the radiator, and install the cap tester on the radiator. 2. Operate the manual pump to set the pressure to 0.09 ±0.015MPa (0.9±0.15kgf/cm2). If the cap tester pressure gage reading drops then, water is leaking from the cooling water system. Check the water leaking point.

Thermostat Inspection Place the thermostat in a container filled with water. Heat it while measuring the water temperature, and see that the thermostat is actuated at temperature of following table. Model

Valve opening Temperature (deg C)*

Full open lift (Temperature)(mm)

4TNV88

69.5~72.5

8 or more (85deg C)

* Valve opening temperature is carved on the flange.

Radiator cap inspection Install the radiator cap on the cap tester. Set the tester pressure to 0.09±0.015MPa (0.9±0.15kgf/cm2) and see that the cap is opened. If the cap does not open, replace the cap since it is abnormal.

00-2-24 • Inspection and Adjustment

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Adjusting Operation

Long storage

Perform the adjusting operation of a engine as follows after the maintenance job:

Observe the following instructions when the engine is to be stored for a long period without operation:

1. Supply the fuel oil, lubricating oil and cooling water.

1. Always drain coolant water in a cold season or before a long storage.(This is unnecessary when antifreeze is used.)

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

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

SM 1066

Inspection and Adjustment • 00-2-25

Group 00(D-4TNV88) DIESEL ENGINE

Section 3 Troubleshooting Preparation before troubleshooting If the signs of a trouble appear, it is important to lecture on the countermeasure and treatment before becoming a big accident not to shorten the engine life. When the signs of a trouble appear in the engine or a trouble occurs, grasp the trouble conditions fully by the next point and find out the cause of sincerity according to the troubleshooting. Then repair the trouble, and prevent the recurrence of the trouble. 1. What's the occurrence phenomenon or the trouble situation? (e.g. Poor exhaust color ) 2. Investigation of the past records of the engine Check a client control ledger, and examine the history of the engine. •

•

Investigate the engine model name and the engine number. (Mentioned in the engine label.) Examine the machine unit name and its number in the same way. When was the engine maintained last time?

•

How much period and/or time has it been used after it was maintained last time?

•

What kind of problem was there on the engine last time, and what kind of maintenance was done?

3. Hear the occurrence phenomenon from the operator of the engine in detail. 5W1H of the occurrence phenomenon : the investigation of when (when), where (where), who (who), what (what), why (why) and how (how) •

When did the trouble happen at what kind of time?

•

Was there anything changed before the trouble?

•

Did the trouble occur suddenly, or was there what or a sign?

•

Was there any related phenomenon. .(e.g. Poor exhaust color and starting failure at the same time)

4. After presuming a probable cause based on the above investigation, investigate a cause systematically by the next troubleshooting guide, and find out the cause of sincerity.

SM 1066

Troubleshooting • 00-3-1

Group 00(D-4TNV88) DIESEL ENGINE Troubleshooting by measuring Compression Pressure Compression pressure drop is one of major causes of increasing blowby gas (lubricating oil contamination or increased lubricating oil consumption as a resultant phenomenon) or starting failure. The compression pressure is affected by the following factors: 1. Degree of clearance between piston and cylinder 2. Degree of clearance at intake/exhaust valve seat 3. Gas leak from nozzle gasket or cylinder head gasket In other words, the pressure drops due to increased parts wear and reduced durability resulting from long use of the engine. A pressure drop may also be caused by scratched cylinder or piston by dust entrance from the dirty air cleaner element or worn or broken piston ring. Measure the compression pressure to diagnose presence of any abnormality in the engine. Compression pressure measurement method 1. After warming up the engine, remove the fuel injection pipe and valves from the cylinder to be measured. 2. Crank the engine before installing the compression gage adapter.

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

250 rpm MPa (kgf/cm2) Standard

a. Perform cranking with the stop handle at the stop position (no injection state). 4TNV88

Limit

3.43

0.1

2.75

0.1

(35

(28

00-3-2 • Troubleshooting

Deviation among cylinders MPa (kgf/cm2) 0.2~0.3 (2~3)

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Engine speed and compression pressure (for reference)

Measured value and troubleshooting When the measured compression pressure is below the limit value, inspect each part by referring to the table below. No.

Item

- Clogged element - Broken element - Defect at element seal portion

- Clean the element - Replace the element.

- Valve clearance

- Excessive or no clearance

- Adjust the valve clearance.

- valve timing

- Incorrect valve clearance

- Adjust the valve clearance.

- Cylinder head gasket

- Gas leak from gasket

- Replace the gasket. - Retighten the cylinder head bolts to the specified torque.

- Intake/exhaust valve - Valve seat

- Gas leak due to worn valve seat or foreign matter trapping - Sticking valve

- Lap the valve seat. - Replace the intake/exhaust valve.

- Piston - Piston ring - Cylinder

- Gas leak due to scratching or wear

- Perform honing and use an oversized part.

Corrective action

- Air cleaner element 1

Cause

SM 1066

Troubleshooting • 00-3-3

Exhaust smoke Dilution by fuel oil

Excessive consumption

Excessive fuel consumption

Difficulty in returning to low speed

Large engine vibration

During work

During idling

Uneven combustion sound

Abnormal engine sound

High knocking sound during combustion

White

Ordinary

Engine does not start.

Cooling water Air intake

Measure and replace. Make adjustment. Adjust the valve clearance.

Wash the blower. Disassemble and inspect. Disassemble and inspect.

Worn intake/exhaust valve guide

Defective governor

Improper open/close timing of intake/exhaust valves

Fouled blower

Waste gate malfunction

Worn floating bearing

Troubleshooting • 00-3-4

Adjust gear meshing.

Excessive gear backlash

SM 1066

Tighten to the specified torque.

Measure and replace.

Worn crankpin and journal bearing

Disassemble and repair.

Reassemble correctly.

Reverse assembly of piston rings

Foreign matter trapped in combustion chamber

Correct the ring joint positions.

Improper arrangement of piston ring joints

Loosened connecting rod bolt

Perform honing and use oversize parts. Repair or replace.

Seized crankpin metal or bearing

Seized or broken piston ring

Worn piston ring, piston or cylinder

Replace the gasket. Replace the piston ring.

Blowout from cylinder head gasket

Correct or replace.

Mixture with water

Seizure of intake/exhaust valve

Low L.O. pressure

Adjust the valve clearance.

Much blow-by gas

Lap the valve seat.

None

During work

White

Lubricating oil

Pressure drop

Compression leakage from valve seat

Little

Exhaust color

Black

Engine start sbut stop ssoon.

Much

Hunting

Pressure rise

Improper clearance of intake/exhaust valve

Cause

Trouble symptom

Black

Poor exhaust color

Overheat

Insufficient engine output

Low water temperature

Starting failure

Corrective action

Group 00(D-4TNV88) DIESEL ENGINE

Exhaust temperature rise

The following table summarizes the general trouble symptoms and their causes. If any trouble symptom occurs, take corrective action before it becomes a serious problem so as not to shorten the engine service life.

Quick Reference Table for Troubleshooting

Engine system

Turbocharger

Exhaust smoke

Cooling water

Low L.O. pressure

Mixture with water

Dilution by fuel oil

Excessive consumption

Excessive fuel consumption

Difficulty in returning to low speed

Large engine vibration

During work

During idling

Uneven combustion sound

Abnormal engine sound

High knocking sound during combustion

Engine does not start.

Air intake

Defective thermostat (kept closed)

Corrective action

Foreign matter trapped in the valve inside the priming pump. (Disassemble and clean.) Clean the strainer.

Clogged strainer at feed pump inlet

SM 1066

Check and adjust.

Poor spray pattern from fuel injection nozzle

Priming failure

00-3-5 • Troubleshooting

Check and adjust.

Check the fuel tank cock, fuel filter, fuel pipe, and fuel feed pump.

Insufficient fuel supply to fuel injection pump

Check and adjust.

Clean or replace.

Excessive fuel injection volume

Perform air bleeding.

Clogged or cracked fuel pipe

Uneven injection volume of fuel injection pump

Clean or replace.

Check and adjust.

Too early timing of fuel injection pump

Air entrance in fuel system

Add proper lubricating oil.

Insufficient lubricating oil level

Perform draining from the fuel filter.

Clean, adjust or replace.

Defective pressure regulating valve

Clogged fuel filter

Clean or replace.

Clogged lubricating oil filter

Water entrance in fuel system

Check and repair.

Insufficient delivery capacity of trochoid pump

Check and adjust.

Repair.

Leakage from lubricating oil piping system

Use proper fuel oil.

Use proper lubricating oil.

Improper properties of lubricating oil

Improper properties of fuel oil

Check or replace.

Too late timing of fuel injection pump

Adjust the belt tension.

Slackened fan belt

Defective thermostat

Check water leakage from cooling water system.

Much blow-by gas

Repair or replace.

Overheat

Insufficient cooling water level

None

Lubricating oil

Low water temperature

Cracked water jacket

Little

Hunting

Pressure drop

Defective thermostat (kept openedor slipping fan belt

Much

During work

Ordinary

Exhaust color

White

Engine start sbut stop ssoon.

Black

Poor exhaust color

White

Insufficient engine output

Black

Starting failure

Exhaust temperature rise

Insufficient cooling effect of radiator

Excessive cooling effect of radiator

Cause

Trouble symptom

Pressure rise

Group 00(D-4TNV88) DIESEL ENGINE

Cooling Water System

Lubricating System

Fuel system

Exhaust smoke

During work Abnormal engine sound

High knocking sound during combustion

White

Ordinary

Engine does not start.

Cooling water Air intake

Corrective action

SM 1066

Troubleshooting • 00-3-6

Inspect and change the battery.

Uneven combustion sound

Repair.

During idling

Battery voltage drop

During work

Repair or replace.

Large engine vibration

Open-circuit in wiring

Difficulty in returning to low speed

Repair or replace.

Excessive fuel consumption

Alternator defect

Excessive consumption

Starting motor defect

Dilution by fuel oil

Clean.

Mixture with water

Study output drop and load matching.

Low L.O. pressure

Clogged exhaust pipe

None

Lubricating oil

Much blow-by gas

Clean.

Little

Hunting

Pressure drop

Engine used at high temperatures or at high altitude

Much

Exhaust color

White

Engine start sbut stop ssoon.

Black

Poor exhaust color

Black

Insufficient engine output

Overheat

Starting failure

Pressure rise

Clogged air filter

Cause

Air/Exhaust Gas System

Electrical System

Trouble symptom

Low water temperature

Group 00(D-4TNV88) DIESEL ENGINE

Exhaust temperature rise

Group 00(D-4TNV88) DIESEL ENGINE

Section 4 Disassembly, Inspection and Reassembly of Engines Complete disassembly and reassembly Introduction Make preparation as follows before starting engine inspection and service:

Always wear glasses or other protectors when using compressed air or steam to prevent any foreign matter from getting in the eyes.

1. Fix the engine on a horizontal base.

NOTICE Any part which is found defective as a result of inspection or any part whose measured value does not satisfy the standard or limit shall be replaced.

Be sure to fix the engine securely to prevent injury or damage to parts due to falling during the work. 2. Remove the cooling water hose, fuel oil pipe, wire harness, control wires etc. connecting the driven machine and engine, and drain cooling water, lubricating oil and fuel.

Any part predicted to dissatisfy the standard or limit before the next service as estimated from the state of use should be replaced even when the measured value then satisfies the standard or limit.

3. Clean soil, oil, dust, etc. from the engine by washing with solvent, air, steam, etc. Carefully operate so as to prevent any foreign matter from entering the engine.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-1

Group 00(D-4TNV88) DIESEL ENGINE Special service tools Special Tools No.

Tool name

Applicable model and tool size

Illustration

Valve guide tool (for extracting valve guide)

Model

4TNV88

7.5

Locally manufactured

Model

4TNV88

Valve guide tool (for inserting valve guide)

Locally manufactured mm

Connecting rod bushing replacer (for removal / installation of connecting rod bushing)

Model

4TNV88

100

Locally manufactured

Valve spring compressor (for removal / installation of valve spring)

yanmar code No. 129100-92630

00-4-2 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

No.

Tool name

Applicable model and tool size

Illustration

Model

4TNV88

16.2

13.5 18.8

Stem seal inserter (for inserting stem seal)

Locally manufactured

Filter wrench (for removal / installation of L.O. filter)

Available on the market mm

Camshaft bushing tool (for extracting camshaft bushing)

Model

4TNV88

Locally manufactured

Flex-Hone (For re-honing of cylinder liner)

Model

Parts No.

Cylinder bore (mm)

4TNV88

129400-92430

83~95

Yanmar code No. 95550-002476

Piston insertion tool (for inserting piston)

Piston ring replacer (for removal / installation of piston ring)

Available on the market

Crankshaft pulley installing tool

* Not used

SM 1066

The above piston insertion tool is applicable to 60-125 mm diameter pistons.

Disassembly, Inspection and Reassembly of Engines • 00-4-3

Group 00(D-4TNV88) DIESEL ENGINE Measuring instruments No.

Instrument name

Application

Dial gage

Measurements of shaft bending, and strain and gap of surfaces

Test indicator

Measurements of narrow or deep portions that cannot be measured by dial gage

Magnetic stand

For holding the dial gage when measuring using a dial gage, standing angles adjustable

Micrometer

For measuring the outside diameters of crankshaft, pistons, piston pins, etc.

Cylinder gage

For measuring the inside diameters of cylinder liners, rod metal, etc.

Calipers

For measuring outside diameters, depth, thickness and width

Depth micrometer

For measuring of valve sink

Square

For measuring valve spring inclination and straightness of parts

00-4-4 • Disassembly, Inspection and Reassembly of Engines

Illustration

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

No.

Instrument name

Application

V-block

For measuring shaft bend

Torque wrench

For tightening nuts and bolts to the specified torque

Thickness gage

For measuring gaps between ring and ring groove, and shaft joints during assembly

Cap tester

For checking water leakage

Battery coolant tester

For checking concentration of antifreeze and the battery electrolyte charge status

Nozzle tester

For measuring injection spray pattern of fuel injection nozzle and injection pressure

Digital thermometer

For measuring temperatures

SM 1066

Illustration

Disassembly, Inspection and Reassembly of Engines • 00-4-5

Group 00(D-4TNV88) DIESEL ENGINE

No.

Instrument name

Application

Contact type

For measuring revolution by contacting the mortise in the revolving shaft

Photoelectric type

For measuring revolution by sensing the reflecting mark on the outer periphery of the revolving shaft

Illustration

Speedometer

Circuit tester

For measuring resistance, voltage and continuity of electrical circuits

Compression gage kit

For measuring compression pressureYanmar code No. TOL-97190080

Complete disassembly Peripheral parts such as air cleaner, muffler and radiator differ in installation and types for each application. Therefore, description in this Chapter is started with the steps to be taken just after the peripheral parts have been removed. Step

Removal Parts

1. Thoroughly remove sand, dust, dirt and soil from the surface of the engine. 2. Drain cooling water and lubricating oil from the engine.

1. Remove turbocharger and exhaust manifold. 2. Remove intake manifold and surge tank.

Remarks

1. If nozzle seat is left on the cylinder head, remove Close the fuel cock valve of the fuel tank. the cylinder head before extracting nozzle seat. Remove high-pressure fuel pipe. 2. To prevent dust from entering fuel injection nozzle, Remove fuel return pipe. fuel injection pump and high-pressure fuel pipe, Loosen the tightening nut on fuel injection nozzle seal their respective threads with a tape or the like. retainer and extract the retainer and fuel injection 3. Whenever extracting fuel injection nozzle, replace nozzle. nozzle protector with a new one. *) Fuel injection nozzle for Indirect injection system is screwed type. 1. 2. 3. 4.

00-4-6 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

Step 4

Removal Parts

Remarks

1. Remove rocker arm cover assembly.

1. Attach a tag to push rod for each cylinder No. to put the push rod in order. 2. Remove valve cap from the intake/exhaust valve head. 3. Note that tappet of the indirect injection system can be removed at the same time when push rod is extracted. 4. Attach a tag to tappet for each cylinder No. to put the tappet in order.

1. Remove fan mounting bolt, and then remove fan. 1. Never turn down alternator vigorously toward the 2. Loosen adjusting bolt for the V-belt adjuster, and cylinder block. Otherwise, your finger may be then remove V-belt. nipped and alternator broken. 3. Remove alternator. 4. Remove the spacer for cooling fan and V-pulley.

1. Remove lubricating oil filter assembly. 2. Extract dipstick form the oil dip-stick hole.

1. Disconnect fuel return pipes to. 2. Remove fuel filter.

1. Disconnect cooling water pipe from the cooling water pump. 2. Remove thermostat assembly. 3. Remove cooling water pump.

1. Remove valve rocker arm shaft assembly. 2. Remove push rod.

1. Remove cylinder head tightening bolt. 2. Remove cylinder head assembly. 3. Remove cylinder head gasket.

1. Lay a cardboard or the like on the floor and place cylinder head assembly on it so as not to damage the combustion] surface. 2. Order of loosening the cylinder head tightening bolts.

3. To remove the intake/exhaust valves from cylinder head assembly, take the following steps. a) Using a valve spring compressor (see Chapter 00-51), compress valve spring and remove valve cotter. b) Remove valve retainer and valve spring. c) Remove intake valve and exhaust valve. Step 11

Removal Parts

Remarks

1. Remove crankshaft V-pulley clamping bolt. 2. Using a puller, extract crankshaft V-pulley.

SM 1066

1. Extract crankshaft V-pulley by hitting the bolt of the puller using a plastic hammer or the like.

Disassembly, Inspection and Reassembly of Engines • 00-4-7

Group 00(D-4TNV88) DIESEL ENGINE

1. Remove oil pan mounting bolt under gear case. 2. Remove gear case mounting bolt. 3. Remove gear case.

1. Never fail to removes stiffner bolt at the center of the gear case. 2. When removing the gear case, carefully protect oil seal from damage.

1. Remove the nut from fuel injection pump drive gear. 1. Before removing fuel injection pump, make sure of Extract fuel injection pump drive gear using a puller. the position of the arrow of the pump body for adjusting fuel injection timing as well as the position of the scribed line of the gear case flange. (Applies only to direct injection system.)

1. Remove lubricating oil pump.

1. Remove starting motor from flywheel housing.

1. Remove flywheel mounting bolt. 2. Remove flywheel.

1. Carefully protect the oil seal from damage. 1. Remove flywheel housing. 2. Remove oil seal case with a screwdriver or the like by utilizing grooves on both sides of oil seal case. 1. Remove oil pan and spacer.

1. Carefully protect the ring gear from damage mage.

1. Put the cylinder block with the attaching surface of the cylinder head facing down. 2. Carefully protect the combustion surface of the cylinder block from damage. 3. For indirect injection system, be careful to the possibility of the tapped to drop off when the cylinder block is turned upside down, because the tappet is cylindrical in shape.

1. Remove idle gear shaft, and then remove idle gear. 1. Turn the cylinder block aside and carefully prevent tappet from jamming on the cam. 2. Remove mounting bolt of thrust bearing through the hole of the camshaft gear. Remove camshaft 2. Preheat camshaft gear and camshaft assembly to 180°~200°C which are shrink fitted, before removassembly. ing them.

1. Remove gear case flange.

1. Remove lubricating oil strainer.

1. Remove crankpin side cap of the connecting 1. Before extracting piston, remove carbon deposits from the upper wall of the cylinder using fine sandrod.While turning crankshaft, place piston in the botpaper, while taking care not to damage the inner tom dead center (BDC). surface of the cylinder. 2. Make sure than cap No. of connecting rod agrees with cylinder No. 3. Take care not to let crankpin metal fall when removing connecting rod crankpin side cap.

00-4-8 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

Step

Removal Parts

Remarks

1. Remove main bearing cap bolt. While shaking main 1. Before extracting crankshaft, measure the side gap around it. bearing cap, remove main bearing cap together with lower main bearing metal. 2. Extract crankshaft, taking care not to damage it. 3. Remove upper main bearing metal.

Apply a dial gauge to the end of crankshaft. Force the crankshaft on both sides in the axial direction to measure the thrust gap. Alternatively, insert a thickness gauge directly between the base thrust metal and the thrust surface of the crankshaft to measure the gap.If the limit size is exceeded, replace the thrust metal with a new one.

Thrust gap (All models) 2. Notice on the removal of thrust metal. a) When removing thrust metal, ascertain the position and direction where thrust metal is installed in relation to the cap. b) Make sure that the thrust metal groove is outward in relation to the cap. 1. Remove piston and connecting rod assembly.

1. To selectively remove a desired piston and connecting rod assembly without extracting crankshaft, take the steps itemized below: a) Remove carbon deposits from the upper wall of the cylinder using fine sandpaper, taking care not to damage the inner surface of the cylinder. b) While turning the crankshaft, with the connecting rod cap removed, raise the piston up to the top dead center (TDC). c) Extract the piston/connecting rod assembly while tapping the connecting rod at the large end with the handle of a plastic hammer or the like.

1. Remove tappet.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-9

Group 00(D-4TNV88) DIESEL ENGINE Precautions before and during reassembly To reassemble engine components, reverse the procedure of disassembly. However, follow the precautions below and the precautions from in chapter 4 to in chapter 7 particularly before and during reassembly. Cleaning the component Use particular care to clean the cylinder block, cylinder head, crankshaft, and camshaft. Ensure that they are free from chips, dust, sand, and other foreign matter. Parts to be replaced during reassembly

•

Valve stem seal

•

Head gasket packing

•

Nozzle protector and nozzle seat of the fuel injection valve

•

Various copper packing, O-rings and gasket packing.

Adjusting operation Make sure to perform adjusting operation after completing reassembly. Refer to 00-2-24 for the operation procedure.

Be sure to replace the following parts with new ones during assembly.

Cylinder Head: Disassembly, Inspection and Reassembly Components (2-valve cylinder head)

00-4-10 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Disassembly procedure:

9. Remove the exhaust manifold assy.

Disassemble in the order of the numbers shown in the illustration. 1. Remove the alternator assy. (Point1)

10. Remove the rocker arm cover Assy. 11. Remove the rocker shaft assy, push rods and valve caps. (Point6) 12. Remove the cylinder head assy and head gasket. (Point7)

2. Remove the fan, pulley and V belt. 3. Remove the thermostat case. (Point2) 4. Remove the fuel filter and fuel oil piping. (Point3)

13. Remove the fuel injection valves and fuel return pipe. (Point8)

6. Remove the oil filter. (Point4)

14. Remove the intake/exhaust valves, stem seals and valve springs. (Point9)

7. Remove the fuel injection pipes. (Point5)

15. Remove the rocker arms from the rocker shaft.

5. Remove the oil level gage assy.

8. Remove the intake manifold assy.

Reassembly procedure: Reverse order of the disassembly procedure.

Servicing points Point 1 [Disassemble] • Loosen the mounting bolt while supporting the alternator.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-11

Group 00(D-4TNV88) DIESEL ENGINE [Disassemble] • Do not tilt the alternator toward the cylinder block in haste since it may damage the alternator or pinch a finger. [Reassemble] •

The belt deflection shall be checked according to 00-2-5 in Chapter2.

[Reassemble] •

Replace the belt with a new one if cracked, worn or damaged.

•

Carefully prevent the belt from being smeared with oil or grease.

Cover the fuel pipe opening with tape to prevent intrusion of foreign matters.

Poin 4 [Reassemble] •

Replace the oil filter with a new one.

•

After fully tightening the filter manually, retighten it with a filter wrench by 3/4 turn.

Point 5 [Disassemble] •

Cover the fuel injection pipe and pump inlets and outlets with tape or the like to prevent intrusion of foreign matters.

Point 6 1. Removing pipe seals of 4 valve head. [Disassemble] •

Take off a rocker arm cover in case of 4 valve head after removing fuel injection pipes and pipe seals.

NOTICE Attention is necessary because a fuel nozzle is caught in a pipe seal and the pipe seal is damaged when a rocker arm cover is lifted with a pipe seal sticking to the rocker arm cover. •

Insert a minus driver in the slit part of the rocker arm cover, and remove it when removing a pipe seal.

[Reassemble] Point 2

•

[Reassemble] •

Replace the used pipe seal with a new one when removing a pipe seal.

Check the thermostat function.

Pont 3 [Reassemble] •

Replace the fuel filter element with a new one.

00-4-12 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE hole on the side of a diaphragm cover or not without disassembling the diaphragm.

2. Breather system (A reductor to intake air system of blowby gas) Emitting blowby gas is harmful to natural environment. Therefore blowby gas reductor is adopted to TNV series naturally- aspirated engines as breather system (Turbocharged engines emitblowby gas). Some of the combustion gas passes through the clearance between the cylinder and the piston, piston ring, and flows to the crankcase. This is said as blowby gas. While it passes into the cylinder head and the rocker arm cover, the blowby gas mixes with splash oil, and becomes oil mist-blowby gas mixes with splash oil, and becomes oil mist-blowby gas ith passing through the baffle plate inside a rocker arm cover. And it passes through a diaphragm assy, and a intake manifold, and is reduced in the combustion chamber. Pressure inside a crankcase is controlled by the function of the diaphragm assy, and suitable amount of blowby gas is reduced in intake air system.

1. When a diaphragm is damaged, pressure control inside the crankcase becomes insufficient, and troubles occur. When the internal pressure of the crankcase decreases too much due to the damage of a spring, much blowby gas containing oil is reduced in intake air system, and it may cause the combustion defect by the early dirt of the intake valve or the urgent rotation of the engine by the oil burning. When pressure progresses in the crank case too much due to the wrong operation of the diaphragm and so on, it is considered that oil leakage from the joint of a oil pan, a oil seal and so on will occur. When a diaphragm is damaged, blowby is discharged from the breathing hole on the side of diaphragm cover, and not reduced in the intake manifold. Therefore, be careful of the diaphragm trouble. 2. At lubricating oil replacement or lube oil supply The amount of lubricating oil isn't to be beyond the standard upper limit (in the engine horizontality, the upper limit mark of the dip stick). Since the blowby gas reductor is adopted, be careful that the amount of oil mist may be inducted in the combustion chamber and the oil hammer sometimes may occur, when the lubricating oil quantity is beyond the upper limit or an engine is operated beyond the allowable maximum angle of an engine. [Reassembly]

[Disassemble] When a rocker arm cover is taken off, check whether oil or the like enter the diaphragm space from a small

SM 1066

NOTICE

Replace the diaphragm with new one, when it is damaged.

Disassembly, Inspection and Reassembly of Engines • 00-4-13

Group 00(D-4TNV88) DIESEL ENGINE Point 7

Point 9

[Disassemble]

•

Keep the removed push rods by attaching tags showing corresponding cylinder Nos.

[Reassemble] •

Always apply oil to the contact portions of the push rods and clearance adjusting screws.

Carefully remove the fuel injection valve so as not to leave the top end protector from being left inside the cylinder.

[Reassemble] •

Replace the fuel injection valve protector with a new one.

Point 10 [Disassemble] •

When removing each intake/exhaust valve from the cylinder head, use a valve spring compressor and compress the valve spring and remove the valve cotter.)

•

Keep each removed intake/exhaust valve after attaching a tag showing the corresponding cylinder No.

•

If cotter burr is seen at the shaft of each intake/ exhaust valve stem, remove it with an oilstone and extract the valve from the cylinder head.

Point 8 [Disassemble] •

Loosen the cylinder head bolts in two steps in the illustrated order.

•

Place the cylinder head assy on a paper board to prevent the combustion face from any damage.

[Reassemble] •

Remove the head gasket with a new one.

•

Uniformly install the head bolts manually after applying oil on the threaded and seat portions

•

They shall be tightened in two steps in the reverse of the order for disassembly.

•

Tightening torque N m(kgf m)

[Reassemble] •

Replace the stem seal with a new one when an intake/exhaust valve is disassembled.

•

Carefully install each valve after oil application so as not to damage the stem seal.

•

Different stem seals are provided for the intake and exhaust valves. Do not confuse them since those for exhaust valves are marked with yellow paint.

•

After assembling the intake/exhaust valve, stem seal, valve spring, seat, and cotter, tap the head of the valve stem lightly for settling.

•

Do not forget to install the valve cap..

4TNV88 First step

41.1~46.9(4.2~4.8)

Second step

85.3~91.1(8.7~9.3)

00-4-14 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Parts Inspection and measurement Cylinder head Clean the cylinder head, mainly the combustion surface, valve seats and intake/exhaust ports, remove carbon deposit and bonding agent, and check the surface state. 1. Appearance check Check mainly discoloration and crack. If crack is suspected, perform color check. 2. Combustion surface distortion Apply a strait-edge in two diagonal directions and on four sides of the cylinder head, and measure distortion with a thickness gage. mm

Distortion

Standard

Limit

0.05 or less

0.15

4. Seat contact Apply a thin coat of minium on the valve seat. Insert the valve in the cylinder and push it against the seat to check seat contact. Standard: Continuous contact all around

3. Valve sink Measure with the valve inserted to the cylinder head. mm Standard 4TNV88 (2-valve head)

SM 1066

Limit

Intake

0.30~0.50

0.8

Exhaust

0.30~0.50

0.8

Disassembly, Inspection and Reassembly of Engines • 00-4-15

Group 00(D-4TNV88) DIESEL ENGINE Valve guide

Intake / exhaust valve

Mainly check damage and wear on the inside wall. Apply the service part code when replacing a part.

Mainly clean and check damage and wear at the valve stem and seat.

Model 4TNV88 (2-valve)

Service part code Suction

904282

Exhaust

931693

1. Seat contact 2. Stem outside diameter 3. Valve head thickness mm Model 4TNV88

Part

Standard

Limit

Intake

1.34

0.50

Exhaust

1.45

0.50

4. Valve stem bend mm

Valve stem clearance Limit

mm Model

4TNV88 (2-valve head)

Part name Intake value

Exhaust value

Place

Standard

Limit

Guide I.D.

8.010 ~8.025

8.10

Stem O.D.

7.955 ~7.975

7.90

Clearance

0.035 ~0.070

0.18

Guide I.D.

8.015 ~8.030

8.10

Stem O.D.

7.955 ~7.970

7.90

Clearance

0.045 ~0.075

0.18

0.01

5. Overall length mm

4TNV88

Intake/Exhaust

00-4-16 • Disassembly, Inspection and Reassembly of Engines

Standard

Limit

108.7-109.3

108.5

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Valve spring

mm Model

Mainly inspect damage and corrosion.

Items

mm Free length Standard

Inclination limit

42.0

1.4

4TNV88

Standard

Limit

Arm hole diameter

16.00~16.02

16.07

Shaft O.D.

15.97~15.98

15.94

Clearance

0.016~0.054

0.13

Rocker arm shaft Mainly inspect seizure and wear at the surface in sliding contact with the arm. The rocker shaft diameter shall be as specified in (5) above.

Push rod Mainly inspect the surface in contact with the tappet and adjusting screw. Slight defects shall be corrected with an oilstone.

Valve rocker arm Mainly inspect valve head cap contact surface, inside surface defects and wear.

Bend limit

0.03mm or less

Slight surface defects shall be corrected with an oilstone.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-17

Group 00(D-4TNV88) DIESEL ENGINE Valve clearance adjusting screw Mainly inspect the surface in contact with the push rod. Slight defects shall be corrected with an oilstone. Rocker arm spring Mainly inspect surface defects and corrosion.

Valve seat correction

3. If the seat is heavily roughened and the width is much enlarged, grind the seat inner surface with a seat grinder whose center angle is 40°, then grind the seat outer surface with a grinder whose center angle is 150° to make the seat width match the standard. Then perform seat correction as described in 2), and then carry out lapping [A] and [B]. Grinding wheel angle

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

150

Valve guide replacement 1. Use a valve guide extraction tool and extract the valve guide from the cylinder head. 2. Put liquid nitrogen or ether (or alcohol) with dry ice added in a container and put the valve guide for replacement in it for cooling. Then insert it in with a valve guide inserting tool (Refer to No.2 of 00-4-2)

1. If the seat surface is slightly roughened: perform [A] and [B] below. [A] : Lap the valve and seat with a mixture of valve compound and engine oil. [B] : Lap with engine oil only. 2. If the seat is heavily roughened but the width is almost normal, correct with a seat grinder or seat cutter first. Then perform lapping [A] and [B].

Seat cutter angle

Intake

Exhaust

120

Do not touch the cooled valve guide with bare hands to avoid skin damage.

00-4-18 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 3. Check the inside diameter and finish to the standard inside diameter as required with a reamer. 4. Check the projection from the cylinder head.

3. Measure and check the projection of valve stem seal to keep proper clearance between valve guide and stem seal. mm

mm Model

Number of valves

Projection

4TNV88

2 valves

14.7~15.0

Model

Number of valves

Projection

4TNV88

2 valves

18.7~19.0

Valve stem seal replacement Always use a new seal after the intake/exhaust valve is disassembled. Since the one for the exhaust valve is marked with yellow paint, do not confuse the intake and exhaust valves. 1. Apply engine oil to the lip. 2. Push with the inserting tool for installation.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-19

Group 00(D-4TNV88) DIESEL ENGINE Gear Train and Camshaft Components

Disassembly procedure:

7. Remove the PTO drive gear. (See Point 5 of 00-422)

Disassemble in the order of the numbers in the illustration.

8. Remove the starting motor. 9. Remove the flywheel. (See Point 6 of 00-4-22)

1. Perform steps 1) to 12) of the cylinder head disassembly procedure.

10. Remove the camshaft assy. (See Point 7 of 00-4-22)

2. Remove the cooling water pump.

11. Remove the gear case. (See Point 8 of 00-4-22)

3. Remove the crankshaft pulley. (See Point 1 of 00-421)

12. Remove the oil seal from the gear case cover. (See 00-4-24)

4. Remove the gear case cover. (See Point 2 of 00-421)

Reassembly procedure:

5. Remove the fuel injection pump. (See Point 3 of 004-21)

Reverse of the disassembly procedure.

6. Remove the idle gear assy. (See Point 4 of 00-4-21)

00-4-20 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Servicing points

mm 4TNV88

Standard

Limit

Crankshaft gear,Camshaft gear,Fuel injection pump gear,Idle gear, PTO gear,

0.07 ~0.15

0.17

Lubricating oil pump gear

0.11 ~0.19

0.21

Point 1 [Disassemble] •

Remove the crankshaft pulley using a gear puller after removing the crankshaft pulley set bolt. When removing the pulley using the gear puller, use a pad and carefully operate so as not to damage the thread. Set the gear puller securely to prevent the pulley from being damaged.

•

Apply sealant and install the gear case by correctly positioning the two dowel pins.

[Reassemble] •

Apply lithium grease to the oil seal lips. For the oil seal with double lips dust seal, further slightly apply engine oil on the lips so as not to damage them.

•

Clean by wiping off any oil on both taper surfaces using detergent.

•

Be sure to use the crankshaft pulley installing tool so as not to damage the oil seal lips. (See 00-4-24 Oil seal replacement)

•

When installing the crankshaft pulley, apply lube oil to the set bolt to tighten and carefully assemble so as not to damage the oil seal.

Point 3 [Disassemble] •

[Reassemble] •

N m(kgf m) Model

Tightening torque

4TNV88

112.7~122.7 (11.5~12.5)

Remove the mounting nut of the fuel injection pump drive gear, remove the gear using the gear puller, and remove the fuel injection pump. Do not forget to remove the stay on the rear side. When extracting the gear using the gear puller, use a pad at the shaft and carefully operate so as not to damage the thread.

Tightening torque for fuel pump drive gear nut (without lube. Oil) N m(kgf m) Model

Tightening torque

4TNV 88

78~88 (8.0~9.0)

Point 2 Point 4

[Reassemble] •

When installing the gear case, do not forget to install the two reinforcing bolts at the center.

•

Measure the backlash of each gear.

[Reassemble] •

Assemble crankshaft gear A, fuel injection pump drive gear B and camshaft gear C at the same time by aligning with idle gear A, B and C marks.

•

Install the idle gear shaft with the oil hole facing upward.

Point 5 [Reassemble] •

SM 1066

Install the PTO drive gear with its inner spline side facing the flywheel.

Disassembly, Inspection and Reassembly of Engines • 00-4-21

Group 00(D-4TNV88) DIESEL ENGINE Point 6

thrust metal mounting bolt from the camshaft gear hole, extract the camshaft carefully so as not to damage the bearing bushing.

[Disassemble] •

Install a bolt as a handle in the hole at the end face of the flywheel and remove carefully so as not to damage the ring gear.

[Reassemble]

•

Rotate the camshaft a few turns before extracting it to prevent the tappet from being caught by the cam.

•

After removing the camshaft, set the engine horizontal and fix it on the base.

Flywheel mounting bolt : apply lube oil N m(kgf m) Model

Tightening torque

4TNV88

83.3~88.2 (8.5~9.0)

Unforeseen injury may arise due to falling of slipping when raising the engine vertically or returning it to the horizontal position. Proceed carefully so as not to lose balance.

Point 7

Point 8 : Gear case

[Disassemble] •

[Reassemble]

Measure the camshaft side gap. mm

•

Item

Standard

Limit

Side gap

0.05~0.20

0.30

If the measured side gap exceeds the limit, replace the thrust metal.

•

Do not forget to install the oil pan mounting bolts on the bottom side when installing the gear case.

•

Apply sealant (code No.931667) and install the gear case by matching the two dowel pints.

Parts inspection and measurement Camshaft Mainly check the contact between the tappet and cam contact surface, bearing seizure and wear, and gear damage.

[Disassemble] •

Since the camshaft gear is shrink-fit, heat it to 180 ~200 for extraction.

•

For camshaft removal, raise the engine with its mounting flange at the bottom. After removing the

1. Shaft bend measurement Support the camshaft with V blocks. Rotate the camshaft and measure the runout at the center of the camshaft and at each journal with a dial gage. half of the runout is the bend.

00-4-22 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE mm Item

Standard

Limit

Bend

0~0.02

0.05

camshaft bushing inside diameter after insertion to the cylinder measured with a cylinder gage.

2. Intake/exhaust cam height measurement mm Model

Standard

4TNV88

Limit

38.600~38.800

38.350

3. Camshaft outside diameter and bearing hole diameter meassurement Measure the camshaft outside diameteter with a micrometer. The oil clearance shall be calculated by subtracting the measured camshaft outside diameter from the Model

Place Gear side

4TNV88

Intermediate position

Wheel side

mm Item

Standard

Limit

Bushing I.D.

44.990~45.055

45.130

Camshaft O.D.

44.925~44.950

44.890

Oil clearance

0.040~0.130

0.240

Bushing I.D.

45.000~45.025

45.100

Camshaft O.D.

44.910~44.935

44.875

Oil clearance

0.065~0.115

0.225

Bushing I.D.

45.000~45.025

45.100

Camshaft O.D.

44.925~44.950

44.890

0.050~0.100

0.210

Oil clearance

Idle gear Mainly check the bushing seizure and wear, and gear damage. Shaft outside diameter and bushing inside diameter measurement mm Item

Standard

Limit

Shaft outside diameter

45.950~49.975

45.900

Bushing inside diameter

46.000~46.025

46.075

0.025~0.075

0.175

Clearance

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-23

Group 00(D-4TNV88) DIESEL ENGINE

PTO drive gear Mainly check sticking of bearings on both sides, gear damage and looseness, and gear shaft damage and wear.

3. Apply lithium grease to the oil seal tips. For the oil seal with double lips dust seal, further, slightly apply engine oil on the oil seal lip so as not to damage them, when installing the pulley. NOTICE

Oil seal replacement (Gear case side) 1. Replace the oil seal with a new one when the gear case is disassembled. Extract the used oil seal. 2. Insert a new oil seal. Fit the position of the oil seal insertion to the end face of the gear case. (Refer to the below figure.)

Pay attention not to drop any oil on the taper surface of the crankshaft. If dropped, clean by wiping off using detergent. 4. Carefully install the crankshaft pulley so as not to damage the oil seal lips. Especially for the engine installed the oil seal with double lips dust seal, be sure to use the crankshaft pulley-installing tool.

Camshaft bushing replacement Replace the bushing using the special service tool.

00-4-24 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Cylinder Block Components

Disassembly procedure:

6. Remove the mounting flange. (See Point 3 of 00-426)

Disassemble in the order of the numbers in the illustration. 1. Perform steps 1) to 12) in the cylinder head disassembly procedure. 2. Perform steps 1) to 12) in the gear train disassembly procedure.

7. Remove the bearing metal caps. (See Point 4 of 004-26) 8. Remove the crankshaft. (See Point 5 of 00-4-28) 9. Remove the tappets.

3. Remove the oil pan. (See Point 1 of 00-4-26)

10. Remove the pistons and rings. (See Point 6 of 00-428)

4. Remove the lubricating oil suction pipe.

11. Remove the oil seal from the mounting flange.

5. Remove the piston w/rod. (See Point 2 of 00-4-26)

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-25

Group 00(D-4TNV88) DIESEL ENGINE Reassembly procedure:

[Reassemble]

Reverse of the disassembly procedure.

•

Apply oil especially carefully to the sliding contact surfaces of the pistons, rods and rings.

Servicing points

•

Use the piston insertion tool to insert each piston w/rod in the cylinder block and install the bearing metal cap.

Point 1 : Oil pan

Rod bolt tightening torque

[Disassemble] •

Sealant is applied to the oil pan mounting surface on the block. Carefully operate soas not to damage or distort the bonding surface.

N m(kgf m)

Model

Standard (apply lube oil)

4TNV88

44.1~49.0 (4.5~5.0)

[Reassemble] •

Apply sealant (code No.931667) before reassembly.

Point 3: mounting flange [Disassemble] Place the engine on a stable base with the cylinder block upper surface facing down, and remove the mounting flange carefully so as not to damage the combustion surface. [Reassemble] Apply sealant (code No.931667) and install the mounting flange by matching the two dowel pins. After assembly, raise the engine with its mounting flange on the bottom side.

Unforeseen injury may arise due to falling of slipping when raising or reversing the engine. Carefully operate so as not to lose balance. Point4 : Journal bearing cap Point 2: Piston w/rod

[Disassemble]

[Disassemble] •

•

Measure the connecting rod side gap. mm Standard

Before removing the journal bearing, measure the crankshaft side gap. Measure it in either method because there are the next two methods.

0.20~0.40

•

Carefully remove the carbon deposit on top of the cylinder so as not to damage the inner side of the cylinder.

•

Set the piston at the BDC position and remove the connecting rod cap. Then set the piston at the TDC position, and push the connecting rod big end with the wooden shaft of a hammer. Proceed carefully so as not to cause the cylinder block catch the rod big end. Set the rod caps and crankpin metals in their correct combinations.

00-4-26 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 1. Install a dial gage on the cylinder block, and move a crankshaft in front and back, and measure the side gap as shown in the right figure.

The standard width of the crankshaft thrust part mm

2. Put a thickness gauge in the clearance between thrust metal and crankshaft directly, and measure it. Side gap standard Standard

Limit

All models

0.13~0.23

0.28

Standard thickness

4TNV88

28.250~28.271

[Disassemble] mm

Model

•

Remove the bearing caps, cap side bearings, and thrust metals. Place each thrust metal with identification of the position and direction. The position number of reassembling is punched on a metal cap (except for both ends) and a cylinder block.

[Reassemble] •

[Reassemble]

If the side gap exceeds the standard, replace the thrust metal with an oversize one. Machine the standard width of the crankshaft thrust part into the dimension of the below table at the same time. Refer to a parts catalog when ordering the part. The surface finishing precision : 0.25mm Oversized thrust metal (0.25DS)

Carefully install each thrust metal so that the grooved one is positioned away from the cap.

•

Do not confuse the upper and lower main bearing metals. The upper main bearing metal (block side) has an oil hole, and the lower one does not. The "arrow" marks on the cap shall face the flywheel. Tighten main bearing cap bolts.

0.25DS

Thrust metal assy code

Standard thickness

4TNV88

904244

2.055~2.105

SM 1066

•

Disassembly, Inspection and Reassembly of Engines • 00-4-27

Group 00(D-4TNV88) DIESEL ENGINE Main bearing cap bolt tightening torque (apply lube oil)

•

Remove the circlip and remove the piston pin by pushing it out.

N m(kgf m) Model

Standard

4TNV88

93.2~98.1(9.5~10.5)

[Reassemble] •

Install each piston ring on the piston, with the punched manufacturer's mark facing upward.

[Reassemble] •

The piston ring joints shall be staggered at by 120° intervals. Do not position the top ring joint vertical to the piston pin. The coil expander joint shall be opposite to the oil ring joint.

Point 5 : Crankshaft [Disassemble] •

Remove the crankshaft. Remove each main bearing metal upper (block side) and pair it with the metal cap side lower metal.

Carefully prevent damage to the bearing or finger injury when removing the crankshaft because it is heavy. Point 6 : Piston pin and rings [Disassemble] •

Using the piston ring replacer, remove the piston rings.

00-4-28 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE [Reassemble]

Parts inspection and measurement

•

Cylinder block

When installing the piston pin to the rod and piston, the punched match mark on the big end of the connecting rod shall be opposite to the size mark on the piston top.

[Reassemble] •

Install the piston in the cylinder clock with the punched mark on the big end of the rod on the nozzle side. (The embossed mark at the connecting rod I-beam section shall be on the flywheel side.)

Especially clean head surface, cylinder bores and oil holes, and check after removing any carbon deposit and bonding agent. 1. Appearance inspection Check if there is any discoloration or crack. If crack is suspected, perform color check. Sufficiently clean the oil holes and check they are not clogged.

2. Cylinder bore and distortion Measure at 20 mm below the crest of the liner, at 20 mm from the bottom end and at the center.

Roundness: Roundness is found as follows though it is the simple method. Measure cylinder diameters of the A direction and the B direction on each section of a, b and c. Roundness is the maximum value among those difference values.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-29

Group 00(D-4TNV88) DIESEL ENGINE Cylindricity:

Crankshaft

Cylindricity is found as follows though it is the simple method.

Mainly check seizure and wear of the crankpins and journals. Since the crankshaft gear is shrink-fitted, heat to 180 to 200 when extraction is necessary.

Measure cylinder diameters of a, b and c sections in the A direction, and calculate the difference in maximum value and minimum value of the measured diameters. In the same way measure and calculate the difference in the B direction.

1. Shaft portion color check After washing the crankshaft, inspect it by means of color check or a magnaflux inspector. Replace it if cracked or heavily damaged. Slight defects shall be corrected by grinding.

Cylindricity is the maximum value between those difference values. mm Item

Model

Standard

Limit

Cylinder inside diameter

4TNV88

88.000 ~88.030

88.200

Cylinder Roundness 4TNV88 bore Cylindricity

0.01 or less

0.03

3. If the limit is exceeded or any surface defect is found, repair by boring and honing. Use an oversized piston (and new piston rings) as required. Oversized piston (0.25 mm, with piston rings) Model

Code No.

Standard (mm)

4TNV88

1234841

88.250

2. Crankshaft bend Support the crankshaft journals at both ends with Vblocks. Use a dial gage and measure the runout at the center journal while rotating the shaft to inspect the bend. Limit

0.02mm or less

Piston ring assy for oversized (0.25mm) Model

Piston ring code No.

4TNV88

1234842

Cylinder dimension after boring and honing Model

4TNV88

Roundness/ Cylinder Honing Surface Cylindricity dimension angle roughness (mm) (deg.) (mm) 88.250 ~88.280

30~40 deg.

Rmax 1.0~3.5S

0.01 or less

00-4-30 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 3. Crankpin and journal measurement Measure the outside diameter, roundness and taper at each crankpin and journal. Correct by grinding if unevenly wear, roundness exceeding the limit or insufficient outside diameter is found. Replace if the defect is excessive.

Crank journal

Model

Item

4TNV88 (Selective assembly)

Journal O.D.

Standard

Limit

53.952~53.962

53.902

Metal thickness

1.995~1.990

Oil clearance

0.038~0.068

0.150

If the clearance limit is exceeded, use an undersized bearing. Undersized bearing (0.25mm) Model

Code No.

Standard thickness (mm)

4TNV88

904243

2.112~2.125

Crankshaft Journal machining dimension Model

Journal machining dimension (mm)

4TNV88

•

53.702~53.712

Dimension R and finishing precision of crankshaft journal and pin As for grinding processing of journal and pin, machine it by using the grinding wheel of the dimension R of below table. Surface finishing precision standard on journal and pin:

Crankpin

Model & Item

Standard

Pin outside diameter 4TNV88

Limit

47.952~47.962

47.902

Metal thickness

1.492~1.500

Oil clearance

0.038~0.074

0.150

If the oil clearance exceeds the limit, use an undersized bearing.

Ry=0.8S super polishing Surface finishing precision standard on the thrust side of crankshaft arm : mm Model

Finishing precision standard of dimension R

4TNV88

3.5 +0.3/ 0

Undersized crankpin bearing (0.25 mm) Model

Code No.

Standard thickness (mm)

4TNV88

904264

1.617~1.625

Pin machining dimension Model 4TNV88

SM 1066

Pin machining dimension (mm) 47.702~47.712

Disassembly, Inspection and Reassembly of Engines • 00-4-31

Group 00(D-4TNV88) DIESEL ENGINE Oversized metal (0.25mm) Model 4TNV88

Code No. Upper

Lower

904244 (Up-down combination)

Standard thickness (mm) 2.15

Piston Especially clean the combustion surface, circumference, ring grooves and piston pin bosses, and check after removing any carbon deposit. Any burr at a ring groove or snap ring groove shall be removed. If crack is suspected, inspect by color check. NOTICE

1. Piston outside diameter measurement Measure the long diameter at H mm from the bottom end of the piston of the oval hole in the vertical direction to the piston pin hole.

1. lf the oil clearance is excessive though the thickness of the journal and crankpin metals are normal or if partial uneven wear is observed, re-grind the crankshaft and use an oversized metals. 2. lf rust or surface roughening exists on the rear side of the metals, coat it with blue or minimum. Then assemble the crankpin metal to the connecting rod, and tighten the rod bolt to the specified torque to check the metal for contact. lf the contact surface occupies 75% or more, the metal is normal. lf the contact surface is insufficient, the metal interference is insufficient. Replace the metal with a new one.

Piston outside diameter

Thrust metal inspection 1. Inspect any damage or wear.

Model

Outside diameter Standard

Limit

4TNV88

87.945~ 87.975

87.900

2. Measure side gap and thrust metal thickness Side gap and thrust metal thickness Model 4TNV88

Side gap

Thrust metal thickness

Standard

Limit

Standard

Limit

0.14~0.22

1.930~1.980

1.850

If the side gap is exceeded, use an oversized thrust metal.

mm Clearance between Measurement piston and position (H) cylinder 0.040~ 0.070

22~25

If the clearance between piston and cylinder exceeds the limit, use an oversized piston.(Refer to the tables of oversized pistons, oversized piston rings and cylinder boring dimension on 00-4-29 in chapter 4.)

00-4-32 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE 2. Piston pin hole measurement Measure the outside diameter of piston pin and the inside diameter of piston pin hole. Calculate the clearance between piston pin and piston pin hole. If any data exceeds the limit, replace the part with a new one.

•

To measure the end clearance, push the piston ring into the sleeve using the piston head, insert a thickness gage in end clearance to measure. The ring shall be pushed in to approx. 30 mm above the bottom end of the cylinder. For the top ring, measure only the piston ring joint end clearance in normal state.

mm Model

4TNV88

Item

Standard

Limit

Pin I.D.

26.000~26.009

26.039

Pin O.D.

25.995~26.000

25.965

0.000~0.014

0.074

Clearance

3. Piston ring, ring groove and end clearance measurement •

Except for the top ring, to measure the piston ring groove width, first measure the width of the piston ring. Then insert the piston ring into the ring. Then insert the piston ring into the ring groove. Insert a thickness gage in between the piston ring and groove to measure the gap between them. Obtain the ring groove width by adding ring width to the measured side clearance.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-33

Group 00(D-4TNV88) DIESEL ENGINE Piston ring dimension

Model

Part

Top ring

4TNV88

Second ring

Oil ring

Item

Standard

Limit

Ring groove width

2.060~2.075

Ring width

1.970~1.990

1.950

Side clearance

0.070~0.105

End clearance

0.200~0.400

0.490

Ring groove width

2.025~2.040

2.140

Ring width

1.970~1.990

1.950

Side clearance

0.035~0.070

0.190

End clearance

0.200~0.400

0.490

Ring groove width

4.015~4.030

4.130

Ring width

3.970~3.990

3.950

Side clearance

0.025~0.060

0.180

End clearance

0.200~0.400

0.490

Connecting rod

3. Rod small end measurement Measure the pin outside diameter according to 00-432 described above.

1. Appearance inspection

mm Model

4TNV88

Item

Standard

Limit

Piston pin I.D. bushing

26.025~26.038

26.068

Pin O.D.

25.995~26.000

25.967

0.025~0.043

0.101

Clearance

Inspect the portion near the boundary of the chamfered portion and I-beam section of the big and small ends of the connecting rod as well as the portion near the oil hole of the bushing at the small end for cracks, deformation, and discoloration. 2. Twist and parallelism measurement Use a connecting rod aligner and measure the twist and bend. mm Item

Standard dimension

Limit dimension

Twist and parallelism

0.03 or lessper 100mm

0.08

00-4-34 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE If the bushing is to be replaced because the oil clearance exceeds the limit, use spare part. Model

Service part code

4TNV88

904259

NOTICE

4. Rod big end measurement Measure the crankpin and bushing according to 00-431 described above. Calculate the oil clearance of a crank pin metal and a crank pin from the measured values of the crank pin metal inner diameter and the crank pin outside diameter. Replace a crank pin metal if the oil clearance becomes about the limit dimension of the below table. Correct by grinding if unevenly wear, roundness exceeding the limit or insufficient outside diameter is found. Also use an undersized metal.

When measuring the inside diameter of the rod big end, install the crankpin metals in the rod big end not to mistake the top and bottom of the metals and tighten the rod bolts by the standard torque. Tightening torque of rod bolt

Model

Tightening torque N m(kgf m)

Lubricating oil application (threaded portion, and bearing seat surface)

4TNV88

44.1~49.0(4.5~5.0)

Lube. oil applied

Standard of rod big end Model

4TNV88

SM 1066

Item

Standard

Limit

Rod I.D. bushing

47.952~47.962

47.902

Crankpin O.D.

48.000~48.026

Metal thickness

1.492~1.500

Clearance

0.038~0.074

0.150

Disassembly, Inspection and Reassembly of Engines • 00-4-35

Group 00(D-4TNV88) DIESEL ENGINE Tappet Mainly check the tappet contact surface with the cam and push rod. Slight surface defects shall be corrected with an oilstone.

and then hone. See 00-4-30 for the boring dimension. 2. Items to be prepared for honing •

Flex-Hone (see No.8 of 00-4-3

•

Electric drill

•

Honing fluid (50:50 mixture of lube oil and diesel oil)

1. Tappet stem outside diameter measurement mm Model

4TNV88

Item

Standard

Limit

Tappet hole I.D.

12.000~12.025

12.045

Stem O.D.

11.975~11.990

11.955

Clearance

0.010~0.050

0.090

3. Apply the honing fluid to the Flex-Hone and turn the electric drill at 300 to 1200 rpm. Then insert the Flex-Hone into the cylinder bore while turning it, and move it up and down for about 30 sec. to obtain a honing mark with a cross hatch angle of 30 to 40 . NOTICE 1. Avoid faster revolution than 1200 rpm since it may cause breakdown. 2. Do not insert or extract the Flex-Hone in stopped state because the cylinder will be damaged.

Cylinder bore correction 1. Slight uneven worn, flawed, etc. shall be corrected by honing only. If the cylinder is unevenly worn partially, flawed or otherwise damaged and cannot be repaired simply by honing, rebore the cylinder first

00-4-36 • Disassembly, Inspection and Reassembly of Engines

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

Piston pin bushing replacement Replace bushing by using the special service tool.

Oil seal replacement (Flywheel housing side) 1. Replace oil seal, when a flywheel housing is removed. Extract the used oil seal. 2. Insert a new oil seal with the oil seal insertion tool. 3. Apply lithium grease.

SM 1066

Disassembly, Inspection and Reassembly of Engines • 00-4-37

Group 00(D-4TNV88) DIESEL ENGINE

Section 5 LUBRICATION SYSTEM Lubrication System Diagram

NOTE It varies in the specifications of each model whether Oil cooler and Piston cooling of the * mark are attached.

SM 1066

LUBRICATION SYSTEM • 00-5-1

Group 00(D-4TNV88) DIESEL ENGINE Trochoid Pump Components Trochoid pump (4TNV88)

Running the engine when the pump rotation is heavy may cause the pump to be burnt. 1. 4TNV88 •

Apply lube oil to rotor (outer/inner) insertion part.

•

Assemble the outer rotor so that the mark of the end face may become a cover side when inserting it in the gear case.

•

Fasten a lube oil pump cover by the standard torque. Tightening torque: 6.9 1.5N m (0.7 0.15kgf m)

•

When replacing the lube oil pump, replace the whole assy.

Point 2 [Disassemble-Reassemble] •

Disassembly(Reverse the procedure below for assembly)

Only wash the pressure regulating valve. Disassembly is unnecessary unless any abnormality in operation is detected.

1. Loosen the belt, and remove the radiator pulley, fan and V-belt. See 00-4-11. 2. Remove the crankshaft pulley. See 00-4-20. 3. Remove the gear case cover. See 00-4-20. 4. Remove the lubricating oil pump assy from the gear case for 4TNV94 (Point 1) Remove the lube oil cover from gear case cover for 4TNV88. (Point 1) 5. Remove the pressure regulating valve from the lubricating oil pump body. (Point 2)

Servicing Points Point 1 [Disassemble] •

Check if the pump rotates smoothly and see that there is no play between the shaft and gear, and inner rotor.

[Reassemble] NOTICE Always check if the pump rotates smoothly after installation on the gear case.

00-5-2 • LUBRICATION SYSTEM

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Parts Inspection and Measurement Trochoid pump inspection and measurement Outside clearance of outer rotor Insert a gap gage between a outer rotor and a pump body, and measure the clearance. Outside clearance

When measuring a side clearance, put a right-angle gage to the pump body, insert a gap gage and measure the clearance. Side clearance

Model

Standard

Limit

4TNV88

0.02~0.07

0.12

Model

Standard

Limit

4TNV88

0.12~0.21

0.30

Inner rotor and gear boss clearance (4TNV88) Item Inside clearance of inner rotor

Part Gear boss diameter

53.05~53.15

Rotor inner diameter

53.45~53.55

Width across flat of gear boss Width across flat clearance of inner rotor Width across flat of rotor

SM 1066

Standard dimension Standard clearance Standard clearance (mm) (mm) limit (mm)

49.45~49.75 49.95~50.05

0.3~0.5

0.6

0.2~0.6

0.7

LUBRICATION SYSTEM • 00-5-3

Group 00(D-4TNV88) DIESEL ENGINE

Section 6 COOLING SYSTEM Cooling Water System

Cooling Water Pump Components

SM 1066

COOLING SYSTEM • 00-6-1

Group 00(D-4TNV88) DIESEL ENGINE Disassembly (Reverse the procedure below for assembly)

NOTICE Replace the O-ring of the cooling water pump with new one when disassembling. And, be sure to use the special O-ring for each engine model, because the material is different, although the dimension is the same as a commercial part. (Refer to the below figure.)

1. Remove the alternator. 00-4-11 in Chapter 4. 2. Remove the fan, V-belt and pulley. 00-4-11 in Chapter 4. 3. Remove the cooling water pump. (Point 1) 4. Remove the thermostat. (Point 2)

Servicing Points Point 1 [Disassemble-Reassemble] •

Check to see that the cooling water pump bearing is free from abnormal noise, sticking or play and water leakage from the bearing. If replacement is necessary, replace the whole cooling water pump assy.

Point 2 [Disassemble] •

Check the thermostat function. See 00-2-24 for the inspection method.

00-6-2 • COOLING SYSTEM

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE

Section 7 FUEL INJECTION PUMP/GOVERNOR Only the outline of the MP fuel pump is explained in this chapter. Refer to the MP pump service manual of the separate volume for the disassembly and assembly.

Introduction It is described about the features of the fuel injection pump, YDP-MP, manufactured by Yanmar, disassembly, assembly and adjustment procedure. Fuel injection pump is the most important equipment, which is enable to make the sensitive adjustment according to the variable load of the engine. Therefore all of the parts are required not only very precise machining but also finest, assembling with top level. The careful arrangement of keeping off the dust and the rust when disassemble, adjustment and reassemble of the fuel injection pump is made in the market. Yanmar YDP-MP Pump is a distributor type pump which is unified of Mono-plunger, a distributing shaft, a hydraulic head which equipped the delivery valve for each cylinder, pump housing which has a cam shaft internally and governor.

SM 1066

The fuel, which is pressurized by the up and down movement of the plunger driven by the cam-rotation, is supplied through the distributor shaft, which is rotating accordingly. There are a model YDP-MP2 and a model YDP-MP4, and plunger diameter and fuel cam speed are different.

FUEL INJECTION PUMP/GOVERNOR • 00-7-1

Group 00(D-4TNV88) DIESEL ENGINE Fuel Injection Pump Fuel system diagram

00-7-2 • FUEL INJECTION PUMP/GOVERNOR

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE External view and components

SM 1066

FUEL INJECTION PUMP/GOVERNOR • 00-7-3

Group 00(D-4TNV88) DIESEL ENGINE Disassembly procedure:

Servicing points

Disassembly from the engine body

Point 1

1. Remove the cooling fan, pulley and V-belt.

[Disassemble]

2. Remove the fuel injection pipe, fuel oil piping, fuel return pipe and rear stay. See point 1 of 00-7-4.

•

3. Remove the fuel injection pump cover (the cover of the drive gear). 4. Make ID marks on the gearing part of the pump drive gear and the idle gear with paint and so on. See Point 2 of 00-7-4.

Block an entrance with the tape so that trash may not enter the fuel injection pipe and the fuel injection pump. Point 2 [Disassemble] •

5. Loosen a fuel pump drive gear nut, and remove a pump drive gear from the fuel pump by using a gear puller. See Point 3 of 00-7-4.

After putting the I.D. marks on the gearing part of the pump drive gear and the idle gear with paint and so on, remove the gear installation nut. NOTICE Don't remove four flange bolts.

6. Remove a drive gear nut carefully not to drop it to the inside of the gear case. 7. Record the installation angle of the fuel pump precisely by using a mark-off line and a sticker. See (4) of 00-2-20. 8. Remove the fuel injection pump. See Point 3 of 00-7-5.

[Reassemble] •

Reassemble the pump driving gear while checking the I.D. marks on the driving gear and idle gear.

Tightening torque of the gear installation nut Model

N m (kgf m)

Lubricating oil application (thread portion, and seat surface)

4TNV88

78~88 (8~9)

Not applied

Assembly procedure Reverse the disassembly procedure and adjust the fuel injection timing finally. See of 00-2-20.

00-7-4 • FUEL INJECTION PUMP/GOVERNOR

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Point 3

[Reassemble]

[Disassemble] There is an acoustic material part to name as fuel pump spacer between the fuel pump and the cylinder block. Loosen fuel pump installation bolts with a closed wrench when disassembling a fuel pump.

When installing a fuel pump on the gear case, put a fuel pump spacer between the cylinder blocks, and install it .

NOTICE An intake manifold may obstruct the disassembly of the fuel pump by the engine model. Remove the fuel pump after removing the intake manifold first.

SM 1066

FUEL INJECTION PUMP/GOVERNOR • 00-7-5

Group 00(D-4TNV88) DIESEL ENGINE

Section 8 ALTERNATOR As a representative example of alternator, the alternator of 40A is shown in this chapter.

Alternator components of the disassembly and assembly

Components Parts related to the alternator

Specifications Manufacturer's model (Hitachi)

ACFA68

Yanmar code

904027

Rating

Continuous

Battery voltage

Nominal output (13.5V heat)

Rated revolution

rpm

5,000

Operating revolution

rpm

1,000~18,000

Grounding characteristics

Minus side grounding

Direction of revolution (viewed from pulley)

Clockwise

Integrated regulator Weight Pulley (outside diameter) Belt shape

IC regulator kg

2.8

69.2

Type A

SM 1066

ALTERNATOR • 00-8-1

Group 00(D-4TNV88) DIESEL ENGINE Wiring diagram

Standard output characteristics

NOTICE 1. Don't do mis-wiring and short-circuit of each terminal.

The standard output characteristics of this alternator are shown as the right figure.

2. Don't short-circuit between IG and L. (Connect it through the charge lamp.) 3. Don't connect a load between L and E. 4. Don't remove a battery terminal and a B terminal when rotating. 5. Shut out a battery switch during the alternator stop. 6. Tightening torque of each terminal: 1.7~2.3N m (17-23kgf cm)

00-8-2 • ALTERNATOR

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Inspection V belt inspection 1. Inspect the matter whether there are not crack, stickiness and wear on the belt visually. Check that a belt doesn't touch the bottom part of the pulley groove. If necessary, replace the V belt set. 2. V belt tension: (Refer to 00-2-5) Visual check of wiring and check of unusual sound 1. Confirm whether wiring is right or there is no looseness of the terminal part. 2. Confirm that there is no unusual sound from the alternator during the engine operation.

Inspection of charge lamp circuit 1. Move a start switch to the position of on. Confirm lighting of the charge lamp. 2. Start an engine, and confirm the lights-out of the lamp. Repair a charge lamp circuit when a lamp doesn't work.

SM 1066

ALTERNATOR • 00-8-3

Group 00(D-4TNV88) DIESEL ENGINE Troubleshooting

00-8-4 • ALTERNATOR

SM 1066

ELECTRIC WIRING

Section 9

ELECTRIC WIRING • 00(D-4TNV88/94L)-9-1

Group 00(D-4TNV88) DIESEL ENGINE

PRECAUTION ON ELECTRIC WIRING Alternator

Regarding lamp control

In the cases listed below the warranty shall not be deemed to apply. Please be sure to read these conditions carefully when planning to use it with other equipment. Also be certain to give appropriate guidance on usage to the user.

Once the charge lamp goes out after the start of charging, it does not come on again even if the engine speed falls and charging is insufficient. The lamp will not light again if the charging circuit is normal. The lamp only comes on during operation if the alternator itself is broken or the drive V-belt breaks. However, when an LED is used for the charge lamp, the LED will shine faintly even during normal operation. This is due to the control system for the alternator lamp and is not an abnormality.

When the battery cable can be connected backwards The alternator diode will be damaged and recharging made impossible if the plus and minus ends of the battery cable are confused. The stator coil will also be burned as a result. To prevent this, supply the user with a cable of such a length or structure that the plus and minus ends cannot be confused. Also warn the user not to connect the cable backwards. When charging output voltage is used for control purposes The engine speed at starting is not proportional to the output voltage of the alternator, so this output voltage must not be used for any control systems. It is especially wrong to use it for the control signal of the safety relay for cutting the starting motor because this will damage the starting motor and cause engine starting failure. When the L line is used for control purposes Consult with Yanmar first before connecting any load other than the charge lamp to the L line. Damage to the alternator and related equipment will not be warranted without such prior consultation.

Use of a non-specified V-belt Use of a non-specified V-belt will cause inadequate charging and shorten the life of the belt. Use a belt of the specified type. Direct high pressure washing is prohibited Water will enter the brush if the alternator is washed directly at high pressure, causing inadequate charging. Warn users not to use direct, high-pressure washing. Use of agricultural and other chemicals (direct contact or airborne) Adhesion of agricultural and other chemicals, especially those with high sulfur content, to the IC regulator corrodes the conductor on the substrate, leading to overcharging (battery boiling) and charging malfunctions. Consult with Yanmar prior to using the engine in such an environment. Use without prior consultation removes any breakdown from the warranty.

Non-use of the Yanmar wiring diagram Use without prior consultation of any wiring diagram other than that provided by Yanmar removes any breakdown of any electrical equipment from the warranty.

SM 1066

• 00-9-2

Group 00(D-4TNV88) DIESEL ENGINE Starter

When there is too much rust due to the entry of water

The water-proofing of the starting motor is equivalent to R2 of JIS D 0203. This guarantees that there will be no damage from the sort of exposure encountered in rain or when water is poured on from a bucket. You should, however, avoid the use of high-pressure washing and steeping in water.

The starting performance of the engine is closely dependent on the battery capacity. This battery capacity is itself affected by the climate and the type of equipment installation. The details regarding ambient temperature and equipment installation vary depending on the OEM, so Yanmar cannot decide the battery capacity on its own. Confer with Yanmar in advance after checking these conditions and fix the battery capacity on the basis of confirmatory tests.

Regarding the heat resistance of the starting motor

When the resistance of the battery cable exceeds the specified value

When using equipment with a dry clutch, ammonium gas generated by friction is liable to corrode the contact of the magnet switch. Be sure to install a vent in the clutch case.

The combined total resistance of the battery cable in both directions between the starting motor and battery should be within the value indicated on the wiring diagram. The starting motor will malfunction or break down if the resistance is higher than the specified value. When the resistance of the starting circuit exceeds the specified value

The starting motor has heat resistance for an ambient temperature of 80 and surface temperature of 100 . Insulators must be installed to prevent overheating when used near high temperature parts such as the exhaust system. Corrosion of magnet switch contact point by corrosive gas.

Current limiter In the cases listed below the warranty shall not be deemed to apply. Please be sure to read these conditions carefully when planning to use it with other equipment. Also be certain to give appropriate guidance on usage to the user.

The combined total resistance of the wiring between the starting motor and key switch (or power relay or safety relay, depending on the application) should be within the value indicated on the wiring diagram. Engine starting will be difficult if the resistance is higher than the specified value. This can also cause welding of the magnet switch at the point of contact and resultant burning of the armature coil.

When an over-discharged battery is used

When there is no safety relay

When checks for malfunctioning are not performed

Over-running (when the electric current flows for too long) is a major cause of starting failure. This burns the armature coil and causes clutch failure. Excessive work and failure of the key switch to return properly are the main causes of over-running. The user must be given sufficient warning about this. Be sure to use the safety relay to prevent over-running. This safety relay is supplied as an option. Consult Yanmar first when planning to install a safety relay at your own company. In the case of failure to consult with Yanmar, our warranty will not be applied to all the electrical equipment.

Use of booster starting with an over-discharged battery (when the voltage has dropped to 8V or less) will destroy other electrical equipment by generating an abnormally high voltage. A specialized battery charger should be used to recharge such an over-discharged battery (when the voltage has dropped to 8V or less).

When high voltage noise from other electrical equipment is impressed on the current limiter upon turning off the key switch, the current limiter can be damaged and cause loss of control over the output voltage. Other electrical equipment may also be damaged if this happens, so surge killers should be fitted to the electrical equipment whenever necessary. Be sure to check prior to mass production whether electrical noise might damage the current limiter by turning the key switch and other electrical equipment on and off while the engine is running, using both the vehicle and the wire harness that will be used in mass production.

00-9-3 •

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Removal of the battery cable during operation

Non-use of the Yanmar wiring diagram

The current limiter may malfunction if the battery cable and/or battery are removed during operation, depending on the kind of electrical equipment being used, causing loss of control over the output voltage. In such cases, the current limiter and other electrical equipment will be damaged by the generation of a continuous high voltage of 2443V (for 5,000rpm dynamo). All electrical equipment falls outside the scope of the warranty under these circumstances. Be sure to warn the user not to remove the battery cable and/or battery during operation.

Use without prior consultation of any wiring diagram other than that provided by Yanmar removes any breakdown of any electrical equipment from the warranty.

If the battery cable can be attached in reverse The current limiter's SCR diode will be destroyed if the plus and minus ends of the battery cable are connected the wrong way around. This causes charging malfunctioning and burns the harness. Give the user a cable of such a length that it cannot be connected the wrong way and warn the user against connecting the cable backwards.

Installation environment Observe the following when installing the current limiter: 1. Do not install it on the engine. 2. Place it in a well-ventilated place with an ambient temperature of 65 or less. 3. Ensure that the cooling air flows in the right direction for the current limiter's cooling fins. 4. Do not use the earth wire of the current limiter to earth any other electrical equipment.

Section area and resistance of electric wire Allowable maximum cable length (Terminal resistance is not included.) Cable construction

Resistance ( /m)

50m Note2 (m)

Cable size mm2

Element No.

0.32

0.005590

0.36

3.58

8.94

0.32

0.003520

0.57

5.68

14.20

0.45

0.002320

0.86

8.62

21.55

Cable dia.

Note1

(m)

20m

Ref.

(m)

0.45

0.001380

1.45

14.49

36.23

0.80

0.000887

2.25

22.55

56.37

0.80

0.000520

3.85

38.46

96.15

0.80

0.000428

4.67

46.73

116.82

108

0.80

0.000337

5.93

59.35

148.37

127

0.80

0.000287

6.97

69.69

174.22

169

0.80

0.000215

9.30

93.02

232.56

100

217

0.80

0.000168

11.90

119.05

297.62

NoTe 1) Allowable maximum resistance of Battery cable NoTe 2) Allowable maximum resistance of Starting motor circuit

Terminal resistance Generally, a terminal resistance is 15m per coupler and 0 per screw setting. This resistance should be included in allowable maximum resistance when the cable length is planned.

SM 1066

• 00-9-4

Group 00(D-4TNV88) DIESEL ENGINE

Section 10 SERVICE STANDARDS Engine Tuning No. Inspection item 1

Gap at intake/exhaust valve heads mm Between alternator and crank pulley

V-belt tension Between alternator mm and radiator fan at 98N (10kgf) Between radiator fanand crank pulley Fuel injection pressure MPa (kgf/cm2) Compressionpre ssure (at 250 min-1) MPa (kgf/cm2) Cooling waterCapacity (Only engine body) (Liter) Lubricating oilcapacity (oil pan) (Liter) Lubricating oil pressure MPa (kgf/cm2)

4TNV88 Used part New part Used part New part Used part New part

4TNV88

0.15~0.25

00-2-14

10~14 8~12 7~10 5~8 9~13 7~11

21.57~22.55(220~230)

00-2-5

0.1(1)

2.7

4TNV88

Max.15.8

Min.3.5

at rated speed

0.1(1)

00-2-3

00-2-2

0.05 0.01(0.5 0.1)

valve opening temperature deg. C

Full opening lift (mm)(temperature) 8 or above (85 deg.C) 10 or above (95 deg.C) -

69.5~72.5 80~84 (deg.C)

00-3-9

0.06 (0.6) or above

All models

Thermo switch actuating temperature

2.75(28)

00-2-17

at low idle speed

4TNV88

MPa (kgf/cm2)

SM 1066

Reference page

4TNV88

All models option 10

Limit

3.43(35)

Oil pressure switch operating pressure

Thermostat

Standard

107~113

00-2-24

00-2-23

SERVICE STANDARDS • 00-10-1

Group 00(D-4TNV88) DIESEL ENGINE Engine Body Cylinder head Cylinder head Inspection item Combustion surface distortion Valve sink

4TNV88 mm (2-valve head)

Valve seat (2-valve, 4-valve)

Seat angle Deg.

Standard

Limit

0.05 or less

0.15

Intake

0.30~0.50

0.8

Exhaust

0.30~0.50

0.8

Intake

120

Exhaust

40, 150

Seat correction angle

deg.

Reference page 00-4-15

00-4-18

Intake/exhaust valve and guide mm Inspection item

Intake 4TNV88 (2-valve head) Exhaust

Valve guide projection from cylinder head

Standard

Limit

Guide inside diameter

8.010~8.025

8.10

Valve stem outside diameter

7.955~7.975

7.90

Clearance

0.035~0.070

0.18

Guide inside diameter

8.015~8.030

8.10

Valve stem outside diameter

7.955~7.960

7.90

Clearance

0.045~0.075

0.18

14.7~15.0

Cold-fitted

4TNV88

Valve guide driving-in method

Reference page

00-4-16

00-4-18

Valve spring mm Inspection item Free length

4TNV88 (2-valve)

Inclination

Standard

Limit

42.0

41.5

1.4

Reference page 00-4-17

Rocker arm and shaft Model

Inspection item

4TNV88

Standard

Limit

Arm shaft hole diameter

16.000~16.020

16.07

Shaft outside diameter

15.966~15.984

15.94

0.016~0.054

0.13

Clearance

Reference page

00-4-17

Push rod

Inspection item

Standard

Limit

Reference page

Bend

0.03

00-4-17

00-10-2 • SERVICE STANDARDS

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Gear train and camshaft Camshaft

mm Inspection item

Standard

Side gap

Reference page

0.05~0.20

0.30

00-4-21

0~02

0.05

00-4-22

38.600~38.800

38.350

Bushing inside diameter

44.990~45.055

45.130

Camshaft outside diameter

44.925~44.950

44.890

0.040~0.130

0.240

Bushing inside diameter

45.000~45.025

45.100

Camshaft outside diameter

44.910~44.935

44.875

0.065~0.115

0.225

Bushing inside diameter

45.000~45.025

45.100

Camshaft outside diameter

44.925~44.950

44.890

0.050~0.100

0.210

Bending (1/2 the dial gage reading) Cam height

Limit

4TNV88

Shaft outside diameter / Metal inside diameter

Gear side

Clearance

Intermediate

4TNV88

Clearance

Wheel side

Clearance

00-4-22

Idle gear shaft and bushing mm Standard

Limit

Shaft outside diameter

Inspection item

45.950~45.975

45.900

Bushing inside diameter

46.000~46.025

46.075

0.025~0.075

0.175

Clearance

Reference page

00-4-23

Backlash of each gear mm Model 4TNV88

Inspection item

Standard

Limit

Crank gear, cam gear, idle gear, fuel injection pump gear and PTO gear

0.07~0.15

0.17

Lubricating oil pump gear

0.11~0.19

0.21

Referencepage 00-4-21

Cylinder block Cylinder block mm Inspection item Cylinder inside diameter Cylinder bore

SM 1066

4TNV88 Roundness Inclination

Standard

Limit

88.000~88.030

88.200

Reference page

00-4-29 0.01 or less

0.03

SERVICE STANDARDS • 00-10-3

Group 00(D-4TNV88) DIESEL ENGINE Crankshaft mm Inspection item

Standard

Bending (1/2 the dial gauge reading)

Crank pin

Crank journal

4TNV88

4TNV88 Selective pairing

Limit

0.02

Pin outside diameter

47.952~47.962

47.902

Metal inside diameter

48.000~48.026

Metal thickness

1.492~1.500

Clearance

0.038~0.074

0.150

Journal outside diameter

53.952~53.962

53.902

Metal inside diameter

54.000~54.020

Metal thickness

1.995~1.990

Clearance

0.038~0.068

0.150

Reference page

00-4-30

Thrust bearing mm Inspection item Crankshaft side gap

All models

Standard

Limit

Reference page

0.13~0.23

0.28

00-4-26

Piston and ring Piston

mm Inspection item

Standard

Limit

Piston outside diameter(Measure in the directionvertical to the piston pin.)

4TNV88

87.945~87.975

87.890

Piston diameter measure position(Upward from the bottomend of the piston)

4TNV88

Hole inside diameter

26.000~26.009

26.039

Pin outside diameter

25.995~26.000

25.965

0.000~0.014

0.074

Piston pin

4TNV88

Clearance

SM 1066

Reference page 00-4-32

SERVICE STANDARDS • 00-10-4

Group 00(D-4TNV88) DIESEL ENGINE Piston ring

Model

Inspection item

Top ring

4TNV88

Second ring

Oil ring

Standard

limit

Reference page

Ring groove width

2.060~2.075

Ring width

1.970~1.990

1.950

Side clearance

0.070~0.105

End clearance

0.200~0.400

0.490

Ring groove width

2.025~2.040

2.140

Ring width

1.970~1.990

1.950

Side clearance

0.035~0.070

0.190

End clearance

0.200~0.400

0.490

Ring groove width

4.015~4.030

4.130

Ring width

3.970~3.990

3.950

Side clearance

0.025~0.060

0.180

End clearance

0.200~0.400

0.490

00-4-32

Connecting rod mm Inspection item

Standard

Limit

Reference page

Thrust clearance

0.2~0.4

00-4-26

Rod small end

Model

4TNV88

Item

Standard

Limit

Bushing inside diameter

26.025~26.038

26.068

Pin outside diameter

25.995~26.000

25.967

0.025~0.043

0.101

Clearance

Reference page

00-4-34

Tappet mm Inspection item

4TNV88

Standard

Limit

Tappet hole (block) inside diameter

12.000~12.025

12.045

Tappet stem outside diameter

11.975~11.990

11.955

0.010~0.050

0.090

Clearance

00-10-5 • SERVICE STANDARDS

Reference page

00-4-36

SM 1066

Group 00(D-4TNV88) DIESEL ENGINE Lubricating Oil System (Trochoid Pump) Outside clearance of outer rotor mm Model

Standard

Limit

Reference page

4TNV88

0.12~0.21

0.30

00-5-3

Side clearance of outer rotor mm Model

Standard

Limit

Reference page

4TNV88

0.02~0.07

0.12

00-5-3

Inside clearance of inner rotor mm Item Inside clearance of inner rotor

Width across flatc learance of inner rotor

SM 1066

Parts

Standard

Gear boss diameter

53.05~53.15

Rotor diameter

53.45~53.55

Width across flat of Gear boss

49.45~49.75

Width across flat ofrotor

49.95~50.05

Standard

Limit

0.3~0.5

0.6

Reference page

00-5-3 0.2~0.6

0.7

SERVICE STANDARDS • 00-10-6

Group 00(D-4TNV88) DIESEL ENGINE

Section 11 TIGHTENING TORQUE for BOLTS and NUTS Tightening Torques for Main Bolts and Nuts Part and engine model

Thread diameter pitch mm

Tightening torque N m(kg m)

Lubricating oilapplication(thread portion,and seat surface)

Reference page

Cylinder head bolt

4TNV88

M10 1.25

85.3~91.1 (8.7~9.3)

Applied

00-4-14

Connecting rod bolt

4TNV88

M9 1.0

44.1~49.0 (4.5~5.0)

Applied

00-4-26

Flywheel set bolt

4TNV88

M10 1.25

83.3~88.2 (8.5~9.0)

Applied

00-4-22

Bearing capset bolt

4TNV88

M12 1.5

93.2~98.1 (9.5~10.5)

Applied

00-4-28

Crankshaft pulley set bolt

4TNV88

M14 1.5

112.7~122.7 (11.5~12.5)

Applied

00-4-21

Fuel nozzle set bolt

4TNV88

M8 1.25

24.4~28.4 (2.5~2.9)

Not applied

Fuel pump drive gear set nut

4TNV88

M14 1.5

78~88 (8~9)

Not applied

00-4-21

Fuel injection pipe set bolt

4TNV88

M12 1.5

29.4~34.3 (3.0~3.5)

Not applied

SM 1066

TIGHTENING TORQUE for BOLTS and NUTS • 00-11-1

Group 00(D-4TNV88) DIESEL ENGINE Tightening Torques for Standard Bolts and Nuts Item

Nominal thread diameter pitch

Tightening torque N m(kgf m)

M6 1

9.8~11.8 (1.0~1.2)

M8 1.25

22.6~28.4 (2.3~2.9)

M10 1.5

44.1~53.9 (4.5~5.5)

M12 1.75

78.4~98.0 (8.0~10)

M14 1.5

127.5~147.1 (13~15)

M16 1.5

215.7~235.4 (22~24)

1/8

98 (1.0)

1/4

19.6 (2.0)

3/8

29.4 (3.0)

1/2

58.8 (6.0)

12.7~16.7 (1.3~1.7)

M10

19.6~25.4 (2.0~2.6)

M12

24.5~34.3 (2.5~3.5)

M14

39.2~49.0 (4.0~5.0)

M16

49.0~58.8 (5.0~6.0)

Hexagon bolt (7T)and nut

PT plug

Pipe joint bolt

Remarks

Use 80% of the value at left when the tightening part is aluminum. Use 60% of the value at left for 4T bolts and lock nuts.

NOTE Lubricating oil is not applied to threaded portion and seat surface.

00-11-2 • TIGHTENING TORQUE for BOLTS and NUTS

SM 1066

GROUP 00(L-MMC)

GROUP 00(L-MMC) ENGINE (4G63 GAS/LPG)

Specifications and Description ................ Section 1 Troubleshooting .........................................Section 2 Oil and Filter ..............................................Section 3 Tune-Up ......................................................Section 4 RPM, Vacuum, and Stall Checks .............Section 5 Compression Checks .................................Section 6 Removal and Replacement .......................Section 7 Overhaul .....................................................Section 8 Ignition System ..........................................Section 9

NOTICE DETAILED FUEL SYSTEM INFORMATION is given is Group 02, “Fuel System.”

SM 1066

Group 00(L-MMC), Engine

Section 1 Engine Specifications (4G63 Gas/LPG Engine) General Specifications Engine model

Item

4G63-33SG

4G63-33SL

Water-cooled, 4cycle, Gasolinepowered

Type No. of cylinders and arrangement

Water-cooled, 4-cycle, L.P.G.-powered 4, in-line

Combustion chamber type

Semi-spherical

Valve mechanism

OHC

Total displacement, cm3(cc)[cu in.]

1997(1997)[121.9]

Bore X stroke, mm(in.)

86.5X88(3.41X3.46)

Dry weight, kg(lb)

141

Compression ratio

8.5

Compression pressure, kPa(kgf/cm2)[psi] Intake valve Valve timing Exhaust valve

1128(11.5)[163.5]

Open

12° BTDC

40° ABDC

Open

54° BBDC

6° ATDC

Firing order

1-3-4-2 4° /740

Ignition timing, BTDC/rpm

9° /740

Carburetor Governor

4G63-34SL

10° /700

Down-draft type 33SG, 33SL, 34SL

Lubrication system

Air flow type Pressure feed, full-flow filtration type

Oil Pump

Gear, driven by timing belt

Oil filter

Filter paper, cartridge type

Cooling system

Water-cooled, forced circulation

Water pump

Centrifugal, driven by V-belt

Thermostat

Wax type

Electrical system

12V DC, negative ground

Alternator, (12V-50A)

Alternator current, built-in fan and regulator

Distributor

Equipped with automatic timing controller, breaker less type

Spark plug(NGK)

BPR4ES

Quantity of lubricating oil, cm3(liter)[U.S.gal] Quantity of coolant, cm3(liter)[U.S.gal]

SM 1066

BPR5ES

4000(4.0)[1.06](including 300 cm3(0.3 liter)[0.08 US.gal] in oil filter 3100(3.1)[0.82](in engine proper)

Engine Specifications • 00(L-MMC)-1-1

Group 00(L-MMC), Engine

Section 2 Engine Troublshooting (4G63 Gas/LPG Engine) Also use the rpm, vacuum, and stall tests in Section 5 to analyze engine performance The following troubleshooting guide lists typical complaints or troubles encountered in routine operation of the 4G63 engine, and suggests possible remedies.

Troubleshooting Abnormal combustion

Ignition system

Carburetion related components

Insufficient output

Loose connection in ignition system wiring

Check connections and retighten.

Defective spark plug

Replace spark plug

Incorrect ignition timing

Adjust ignition timing.

Defective carburetor

Repair or replace carburetor.

Contaminated or clogged fuel filter element and pipe

Clean fuel filter element and pipe.

Entry of air from carburetor or intake manifold Valves and related components

Defective valves and related components

Cylinder head

Carbon deposited in combustion chamber

Retighten set bolts or replace heat insulator and/or intake manifold gasket. Adjust or repair valves and related components. Disassemble and clean.

Clogged cylinder head water tube

Clean or replace water tube.

Cylinder gasket blow-by

Replace gasket.

Incorrect ignition timing

Ajust ignition timing.

Defective spark plug Defective carburetor

Replace spark plug. Repair or replace carburetor.

Damaged cylinder head gasket, etc.

Replace gasket.

Clogged fuel pipe

Clean pipe.

Clogged fuel filter

Clean or replace.

Air in fuel system

Check connections and retighten.

Damaged fuel pipe

Replace pipe.

Fuel pump not functioning properly

Repair or replace.

Damaged diaphragm Defective valve Clogged air cleaner element

Replace. Replace. Clean or replace element.

Carburetor choke always in operation

Repair or replace carburetor.

Air governor malfunction Insufficient coolant

Repair or replace air governor. Add coolant and check for leaky points.

Ignition system out of adjustment Insufficient fuel

Insufficient intake air in carburetor

Overheating

Leaks from radiator

Repair or replace radiator.

Loosened or damaged radiator

Retighten clamp or replace hose.

hose connection

SM 1066

Leaks from water pump

Replace.

Coolant leaks from cylinder head gasket

Retighten cylinder head bolts or replace gasket.

Cracks in cylinder head or block

Replace.

Loose fan belt tension

Adjust or replace.

Worm or damaged fan belt

Replace.

Oil on fan belt

Clean.

Engine Troublshooting • 00(L-MMC)-2-1

Group 00(L-MMC), Engine

Thermostat not functioning properly

Replace.

Water pump not functioning properly

Replace.

Clogged radiator

Clean radiator and coolant passages.

Incorrect ignition timing

Adjust ignition timing

Improper engine oil

Refer to lubrication table and replace oil with a recommended one.

Too lean mixture

Repair or replace carburetor.

Incorrect valve clearance adjustment

Make measurements on or replace auto-lash adjuster.

Insufficient compression pressure

Engine out of order

Refer to next pages and make repairs.

Overcooling (Coolant temperature does not rise.)

Defective thermostat

Replace thermostat.

Extremely low atmospheric temperature

Place cover or anything proper on the front of radiator.

Poor acceleration

Excessive fuel consumption

Excessive engine oil consumption

Engine

Engine out of order

Refer to next pages and make repairs.

Carburetor

Carburetor out of order

Replace or repair carburetor.

Ignition system

Defective distributor

Repair or replace distributor.

Defective spark plug

Replace spark plug.

Engine

Engine out of order

Ajust of repair valves.

Carburetor

Defective carburetor

Repair or replace carburetor.

Clogged air bleeder

Clean or replace.

Damaged gaskets

Replace.

Improper idling speed

Adjust idling speed.

Ignition system

Incorrect ignition timing

Adjust ignition timing.

Excessive engine oil consumption

Engine out of order

Refer to next pages and make repairs.

Oil leaks

Engine out of order

Refer to next pages and make repairs.

Engine, Carburetor and Electrical ComponentsTroubleshooting Engine Valves and related components

Poor idling

Incorrect valve clearance

Cleaned or replace auto-lash adjuster.

Valve not in close contact with valve seat

Reface seat surface.

Excessive clearance between valve stem

Replace valve and valve guide.

and valve guide Abnormal combustion

Insufficient output Excessive fuel consumption

Incorrect valve clearance

Cleaned or replace auto-lash adjuster.

Valve binding

Disassemble, correct or replace.

Deteriorated valve spring

Replace spring.

Incorrect valve clearance

Cleaned or replace auto-lash adjuster.

Pressure leaks from valve seal

Reface.

Valve stem seizure

Repair or replace.

Deteriorated or broken valve spring

Replace spring.

00(L-MMC)-2-2 • Engine Troublshooting

SM 1066

Group 00(L-MMC), Engine

Engine

Poor start ability

Poor acceleration

Excessive fuel consumption

Valve damaged by heat

Reface or replace valve.

Intake manifold gasket not tight enough

Retighten set bolts or replace gasket.

Cylinder head gasket blow-by

Replace gasket.

Valve damaged by heat or not properly serviced

Adjust or replace.

Insufficient compression pressure

Disassemble and repair engine.

Cylinder head gasket blow-by

Replace gasket.

Pressure leaks from cylinder head gasket

Retighten cylinder head bolts and replace gasket.

Insufficient output

Piston ring binding or worn

Replace ring.

Piston ring or ring worn

Disassemble and repair engine.

Oil leaks

Excessive oil consumption

Loose oil drain plug

Retighten plug.

Loose oil pan set bolts

Retighten set bolts.

Damaged oil pan gasket

Replace gasket.

Loose timing gear cover or damaged gasket

Retighten set bolts or replace gasket.

Defective crankshaft front oil seal

Replace oil seal.

Defective crankshaft rear oil seal

Replace oil seal.

Damaged cylinder head gasket

Replace gasket.

Loose oil filter set bolt

Retighten set bolts or replace oil filter gasket.

Oil working its way up Piston ring gaps in improper positions

Adjust ring gap positions.

Piston rings or ring grooves worn or rings

Replace piston or rings.

seized in grooves Carbon deposit in oil return hole of oil ring

Replace rings.

Worn piston and cylinder

Rebore and hone cylinder and install oversize piston. Oil quantity: 4.0 liter(1.1 US.gal).

Excessive quantity of oil in oil pan

Excessive engine noise

Worn valve stem and valve guide

Replace valve and guide.

Defective valve stem oil seal

Replace oil seal.

Excessive oil clearance due to worn

Replace bearing.

crankshaft bearing Fusion in crankshaft bearing

Replace bearing and check lubrication system

Worn connecting rod bearing

Replace bearing.

Bent connecting rod

Repair bent connecting rod or replace.

Fusion in connecting rod bearing

Replace bearing and check lubrication system.

Excessive clearance due to worn cylinder

Rebore and hone cylinder and install oversize piston.

SM 1066

Worn piston or piston pin

Replace piston and piston pin.

Piston seizure

Replace piston.

Broken piston ring

Replace piston ring.

Excessive camshaft end play

Replace camshaft thrust plate.

Worn crankshaft thrust bearing

Replace bearing.

Worn timing gears

Replace.

Excessive valve clearance

Cleaned or replace auto-lash adjuster.

Engine Troublshooting • 00(L-MMC)-2-3

Group 00(L-MMC), Engine

Carburetor

Poor engine startability

Poor idle

Abnormal combustion

Poor acceleration

Insufficient output

Excessive fuel consumption

Needle valve and valve seat not seating properly

Clean or replace

Incorrect float level

Adjust

Worn float lip

Replace

Worn float level pin and related components

Replace level pin and its related parts

Malfunction choke valve

Repair

Idle rpm set out of adjustment

Adjust idling speed

Damaged idle adjust screw

Replace adjust screw

Clogged idle passage or idle port

Clean

Clogged bypass screw

Clean jet

Worn throttle shaft

Replace shaft

Loose vacuum pipe union

Retighten union

Idling circuit not airtight

Clean

Incorrect float level

Replace

Too lean mixture

Clean or replace

Inner dirty carburetor

Clean carburetor

Defective float level

Adjust float

Defective accelerating pump plunger

Disassemble or replace

Clogged pump jet

Clean or replace

Defective accelerating linkage

Replace linkage

Malfunction power piston

Replace power piston

Malfunction power valve

Replace

Clogged power jet

Clean or replace

Float level too low

Adjust float

Throttle valve not opening completely

Adjust valve

Clogged main jet

Clean

Incorrect float level

Adjust float

Malfunction power piston

Replace power piston

Malfunction power valve

Replace power valve

Worn throttle shaft

Replace shaft

Throttle valve not opening completely

Adjust valve

Choke valve stuck close

Repair or replace

Float level too high

Adjust float

Defective power valve

Replace valve

Choke valve not opening completely

Check linkage, replace

Improper idling speed

Adjust idling speed

00(L-MMC)-2-4 • Engine Troublshooting

SM 1066

Group 00(L-MMC), Engine Electrical components Spark plug

Poor engine starting

Improper spark plug gap

Adjust or replace.

Carbon deposit in spark plug

Clean or replace.

Abnormal combustion

Improper heat range of spark plug

Replace spark plug with proper one.

Loose or defective plug cord

Repair or replace.

Defective ignition coil

Replace ignition coil.

Improperly connected terminals

Repair.

Switch contacts in loose contact

Replace switch.

Magnet switch contact plate burnt or in

Grind or replace contact plate.

Poor engine acceleration Insufficient engine output Ignition coil

Poor engine starting Poor engine acceleration

Starter

Starter does not rotate

loose contact Magnet switch pull-in coil open-circuited

Replace.

Magnet switch holding coil open-circuited

Replace.

Brush in loose contact with commutator as a result of wear

Reface.

Commutator burnt with consequent

Exchange or replace commutators.

poor conduction of electricity High mica of commutator

Perform under-cutting.

Field coil not properly grounded or

Replace.

short-circuited

Carburetor

Poor engine startability

Poor idle

Abnormal combustion

SM 1066

Field coil not properly soldered

Repair.

Armature not properly grouded

Replace.

Armature short-circuited

Rewind or replace.

Brush spring broken or with inadequate

Replace spring.

Needle valve and valve seat not seating properly

Clean or replace

Incorrect float level

Adjust

Worn float lip

Replace

Worn float level pin and related components

Replace level pin and its related parts

Malfunction choke valve

Repair

Idle rpm set out of adjustment

Adjust idling speed

Damaged idle adjust screw

Replace adjust screw

Clogged idle passage or idle port

Clean

Clogged bypass screw

Clean jet

Worn throttle shaft

Replace shaft

Loose vacuum pipe union

Retighten union

Idling circuit not airtight

Clean

Incorrect float level

Replace

Too lean mixture

Clean or replace

Inner dirty carburetor

Clean carburetor

Defective float level

Adjust float

Engine Troublshooting • 00(L-MMC)-2-5

Group 00(L-MMC), Engine

Poor acceleration

Insufficient output

Excessive fuel consumption

Battery

Run-down battery

Defective accelerating pump plunger

Disassemble or replace

Clogged pump jet

Clean or replace

Defective accelerating linkage

Replace linkage

Malfunction power piston

Replace power piston

Malfunction power valve

Replace

Clogged power jet

Clean or replace

Float level too low

Adjust float

Throttle valve not opening completely

Adjust valve

Clogged main jet

Clean

Incorrect float level

Adjust float

Malfunction power piston

Replace power piston

Malfunction power valve

Replace power valve

Worn throttle shaft

Replace shaft

Throttle valve not opening completely

Adjust valve

Choke valve stuck close

Repair or replace

Float level too high

Adjust float

Defective power valve

Replace valve

Choke valve not opening completely

Check linkage, replace

Improper idling speed

Adjust idling speed

Drive belt slipping

Adjust belt

Alternator Stator coil grounded or open-circuited

Replace or repair.

Rotor coil open-circuited

Replace.

Brush and slip ring not properly connected

Replace brush if worn. (Clean

(Brush does not properly come down.)

holder.) Polish slip ring.

Diode short-or open-circuited

Replace rectifier assembly.

Battery Short or improper electrolyte

Add electrolyte and adjust specific gravity.

Defective plates(internal short circuit)

Replace.

Terminals in loose contact

Clean and then retighten.

Wiring Open circuit or loose contact between key

Repair.

switch and alternator terminals L and R Burnt fuse of above-mentioned circuits or

Replace fuse and repair contacting

holder in loose contact

section of holder.

Open circuit or loose contact between

Repair.

battery and alternator terminal B

Overcharged battery

Burnt fuse of above-mentioned circuits or

Replace fuse and repair contacting

holder in loose contact

section of holder.

Defective IC regulator

Replace.

00(L-MMC)-2-6 • Engine Troublshooting

SM 1066

Group 00(L-MMC), Engine

Section 3 Engine Oil and Filter (4G63 Gas/LPG Engine) Engine Oil Requirements

RVICE abov SE

Preventing metal-to-metal contact wear

•

Reducing power loss through friction.

Lubricating oil recommendations are based upon engine design, type of service, and the ambient temperature in which the engine is operating. High-quality oils are required to assure maximum performance, long engine life, and minimum cost of operation. The schedule for changing oil is directly dependent upon the operational environment. An extremely clean operation could go 150-250 hours while a dirty operation (foundry or cement factory) could be 50 hours or less. NOTE Oil changes should be scheduled every 50250 hours, monthly, or more frequently if necessary. The time interval for changing engine oil depends upon your application and operating conditions. To determine the correct schedule for your truck, it is suggested that you periodically submit engine oil samples to a commercial laboratory for analysis of the condition of the oil.

Sealing piston rings

•

Dissipating heat

SAE 10W-30

•

AP I

Motor oils used for internal combustion engine lubrication perform many useful functions including:

Engine oil does not “wear out.” However, the lubricating oil in internal combustion engines becomes contaminated from the by-products of combustion: dirt, water, unburned fuel entering the crankcase, and the detergents holding the carbon particles in suspension in the crankcase.

To help achieve proper engine performance and durability, use only engine lubricating oils of the proper quality. These oils also help promote engine efficiency, which results in improved fuel economy. A symbol has been developed by the API (American Petroleum Institute), SAE, and ASTM to help you select the proper engine oil. It should be included on the oil container you purchase.

CONSER

IMPORTANT Use 10W30, API more than a class SJ grade.

Engine Oil Level Check The engine oil level should be checked every 8 hours. 1. Check the oil level with engine stopped. Allow 5 minutes for the oil level to stabilize. Pull the dipstick out, wipe it with a clean wiper, and reinsert it fully into the dipstick tube. Remove the dipstick and check the oil level. 2. Oil level should be at the FULL level marking on the dipstick. Add recommended oil as needed. Wait 5 minutes after adding oil and check the oil level again. Do not overfill. FULL

ADD

NOTE It is normal to add some oil between oil changes. Keep the oil level above the ADD mark on the dipstick . Do not overfill. Use the correct oil as specified above.

SM 1066

Engine Oil and Filter • 00(L-MMC)-3-1

Group 00(L-MMC), Engine 3. Check the periodic service schedule (operating hours), or the condition of the oil to determine if it needs to be changed. IMPORTANT Use 10W30, more than a class SJ grade. Sump capacity is 4.8 L (5.1 qt.).

Engine Oil and Filter Change Recommended service intervals and procedures: •

Drain and replace the engine crankcase oil every 50 to 250 operating hours, or sooner as explained on the previous page.

•

Replace engine oil filter at every other oil change.

•

Drain and replace engine oil in a new or rebuilt engine after the first 50 hours of operation.

•

Drain oil after engine is at operating temperature.

To change the engine oil and oil filter: 1. Safely park the truck and place an oil drain pan under it 2. Remove drain plug at bottom of engine oil pan and drain the oil completely. NOTE Raise and block up the truck under the frame to give easier access to the engine drain plug. Refer to “Lifting, Jacking, and Blocking” in Group SA.

3. Remove the engine oil filter. 4. Make sure sealing surface on engine is clean. 5. Install new oil filter. Follow installation instructions printed on the outside surface of the filter. Check that the oil seal is lubricated and correctly in place. IMPORTANT Always use genuine CLARK parts. 6. Clean and inspect the oil drain plug and seal. Replace the drain plug and/or seal if damaged. 7. Install drain plug. Remove oil drain pan. 8. Remove and inspect the condition of the engine oil filler cap located on top of the engine valve cover. Replace cap if it is damaged or the seal is broken. 9. Refill the crankcase with fresh engine oil through the rocker cover oil filler opening. Sump capacity is 4.8 L (5.1 qt.). 10. Wait several minutes after adding oil to check the oil level. Add oil if necessary. 11. Start the engine and allow it to run at idle for several minutes. Check the oil filter and drain plug for leakage. 12. Check the engine oil level with the engine stopped for 5 minutes. Add oil as necessary. IMPORTANT Discard oil in an environmentally responsible manner.

Dipstick

Drain plug

Oil Filter

00(L-MMC)-3-2 • Engine Oil and Filter

SM 1066

Group 00(L-MMC), Engine

Section 4 Engine Tune-Up (4G63 Gas/LPG Engine) Tune-Up Specifications Spark Plug Type: Gas Engine: NGK BP4ES, Champion NY16 LPG Engine: NGK BP5ES, Champion NY12 Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in) Spark Plug Tightening Torque: 25 N m (18.4 in-lb) Ignitor Air Gap: 0.8 mm (.031 in) Ignition Timing: Gasoline 4q BTDC @ 680 rpm; LPG9q BTDC @ 680 rpm Centrifugal Advance: Beginning: 0q at 1000 rpm (engine). End: 6.5q at 2600 rpm (engine) Vacuum Advance: Beginning: 0q at 80 mmHg (3.14 inHg.) End: 11.5q at 280 mmHg (11.0 inHg.)

4. Start the engine, and let it warm up. While doing this, look for excessive exhaust smoke and listen for unusual engine noise that indicates a need for engine repair. NOTE Black exhaust smoke indicates excessive fuel consumption caused by carburetor or choke mis-adjustment or malfunction (gasoline engines only). Blue exhaust smoke indicates excessive oil consumption caused by faulty seating of piston rings, dirt, or worn engine components such as rings, cylinders, pistons, or valve guides. 5. Make sure all instrument panel lights indicate normal conditions. Perform service indicated by lights as explained in Group 13, “Instrument Pod.”

Engine Speed (rpm): •

3. Inspect engine for loose or damaged hoses, belts, electrical connections, and choke and throttle linkages.

Idle: 650-700

•

Maximum No-Load Governed: 2600-2700

•

Converter Stall—LPG: 1790-1890

•

Converter Stall—Gas: 1850-1950

Engine Vacuum kPa (psi): •

Idle: 406-457 mmHg (16-18 inHg)

•

Maximum No-Load Governed: 330-381 mmHg (13-15 inHg)

•

Converter Stall: 38-64 mmHg (1.5-2.5 inHg)

Procedures It is recommended that you perform the entire set of basic planned maintenance procedures described in Section 2 of Group PS when tuning up the engine. As a minimum, you should perform the following procedures.

6. Listen to the engine idle, then accelerate the truck with the tilt lever fully forward or back. If idle or acceleration is erratic, consult fuel system troubleshooting in Group 02, “Fuel System.” 7. Perform the engine rpm, vacuum, and stall tests in Section 5 of this Group (00 G). If these tests indicate poor engine performance, perform the fuel system checks and adjustments given in Group 02 and the ignition system checks and adjustments given in Group 12. (Transaxle repair may also be indicated.) 8. Verify engine performance after making adjustments by repeating the stall tests in Section 5 of this Group (00 G). If adjustments cannot connect engine performance, consult engine, fuel system and ignition system troubleshooting charts in Groups 00, 02, and 12, respectively.

1. Check oil level. Fill as necessary. 2. Check coolant level using safe procedure given in Group 01.

SM 1066

Engine Tune-Up • 00(L-MMC)-4-1

Group 00(L-MMC), Engine

Section 5 RPM, Vacuum, and Stall Tests (4G63 Gas/LPG Engine)

SM 1066

RPM, Vacuum, and Stall Tests • 00(L-MMC)-5-1

Group 00(L-MMC), Engine Introduction

Test Procedures

The tests in this Section should be part of all engine tuneups and planned maintenance inspections.

Perform the tests in the order given here.

These tests check :

Preliminary Procedures

•

Engine speed settings.

•

Overall engine performance

•

Whether major components or systems other than the engine have problems or are causing problems.

1. Safely park the truck on a level surface. Apply parking brake and place controls in neutral.

Tests include: •

Engine idle speed and vacuum.

•

Engine maximum no-load governed speed and vacuum.

•

Engine speed and vacuum at hydraulic tilt bypass (relief pressure).

•

Engine stall speed and vacuum.

2. Connect a tachometer, or a combination test instrument such as the Clark Dynamic Engine Analyzer (part number 1802047). 3. Install a vacuum gauge between the breather hose (PCV line) leading from the rocker cover to the intake manifold. Use a tee, short hose, and adapter to connect the gauge.

Minimum tools required are: •

Tachometer

•

Vacuum gauge.

Intake manifold vacuum is determined by how far the throttle plate is opened and how much rpm the engine can produce at a given throttle position. The wider the throttle plate is opened, the less vacuum (pressure drop) can develop across the throttle bore. The extent to which the throttle has to be opened in order to achieve a certain rpm or power level, is affected by how well the engine is running and how much the fluid coupling (the torque converter) in the transaxle resists engine rotation. Therefore, a lower than normal vacuum reading indicates a wider throttle opening and lower performance. Similarly, when the throttle is held wide open, the vacuum and rpm levels can vary from normal according to how well the engine and torque converter are performing. Other loads, such as the hydraulic pump, can also affect performance. Whenever the engine is running, its drive shaft drives the torque converter, which is in the transaxle. The torque converter is a fluid coupling that slips to a varying extent, depending on the condition of the torque converter components and the clutches that the torque converter drives. The resistance offered by the torque converter is reflected in the engine rpm and vacuum readings when a stall test is performed.

Engine Top View 4. Check all throttle control linkage for complete and free movement. 5. Start the engine and let it warm up until it runs evenly and accelerates smoothly when you push on the accelerator pedal. Allow the engine to warm up to operating temperature before putting it under any load conditions.

00(L-MMC)-5-2 • RPM, Vacuum, and Stall Tests

SM 1066

Group 00(L-MMC), Engine Engine RPM and Vacuum at Idle 1. Check the engine idle speed. If idle speed is not 650700 rpm, adjust the carburetor idle screw setting as explained in Group 02, “Fuel System.”

Engine RPM at Maximum No-Load Governed Speed Check the speed to which the governor limits the engine:

2. Check the engine intake manifold vacuum with the engine idling at the 650-700 rpm, then increase engine speed.

1. Push the accelerator pedal slowly to the floor. When the governor begins taking control of the throttle, slight variation (hunting) in engine speed may occur. This is normal.

The typical intake manifold vacuum reading at idle should be 406-457 mmHg (16-18 inHg) at 650-700 rpm. Refer to the chart below to analyze the reading you obtain.

2. When the engine speed stabilizes, read the maximum no-load governed speed on the tachometer. If the no-load governed speed is not 2600-2700 rpm, refer to Group 02, “Fuel System,” for governor adjustment procedures.

Vacuum Gauge Readings

Engine Condition

High and Steady: Good Low and Steady:

Very Low:

Loss of power in all cylinders caused by: •

Late ignition or valve timing.

•

Loss of compression due to leakage around piston rings.

Manifold, carburetor or cylinder head gasket leak.

Needle Pulses Steadily as Speed Increases: A partial or complete loss of power in one or more cylinders caused by:

If rpm is OK and if overheating is observed at long runs at high speed, check the vacuum at maximum no-load governed speed.

Engine Vacuum at Maximum No-Load Governed Speed Check the engine intake manifold vacuum with the engine running at the maximum speed allowed by the governor (only if overheating is observed at long runs at high speed): 1. Run the engine to the maximum no-load governed speed, as above. 2. When the engine speed stabilizes, read the vacuum gauge.

•

Leaking intake valve

•

Cylinder head or intake manifold gasket leak

The vacuum at no-load governed speed should be 330381 mmHg (13-15 inHg).

•

Fault in the ignition system

•

Weak valve spring.

If vacuum is low, such as 229-279 mmHg (9-11 inHg), this is an indication that the transaxle has a fault, such as a locked stator, in the torque converter.

Gradual Drop at Engine Idle; Intermittent Fluctuation: Excessive back pressure in the exhaust system.

Perform stall test.

An occasional loss of power possibly caused by a defect in the ignition system or a sticking valve. Slow Fluctuation or Drift of the Needle: Improper idle mixture adjustment, or carburetor, spacer or intake manifold gasket leak. If vacuum is OK, check the no-load governed speed.

SM 1066

RPM, Vacuum, and Stall Tests • 00(L-MMC)-5-3

Group 00(L-MMC), Engine Engine RPM and Vacuum at Stall Be sure that transaxle fluid level has been checked and is correct (see Group 06) and that braking and inching pedals are adjusted correctly (see Group 23) before you run a stall test.

CAUTION

Stall tests must be performed with the parking brake off and with the truck placed against a solid barrier (such as a wall or another lift truck) to prevent movement. Make sure that the truck cannot move and that the solid barrier is capable of withstanding the force before you begin. 1. Add load on forks to increase weight and prevent inadvertent drive wheel spin. 2. Place truck against an immovable barrier (such as a wall or another lift truck). 3. Put the directional control lever in forward (or reverse, depending upon truck position to barrier). NOTE Use of the power service brakes or steering handwheel can affect engine rpm. Do not touch either during the test. 4. Release the parking brake. 5. Slowly push the accelerator pedal fully down and hold it there while you read the tachometer and vacuum gauge. IMPORTANT Do not run engine and converter at stall longer than necessary to take the rpm and vacuum readings, or longer than 30 seconds at one time. Then, shift transmission into neutral for 15 seconds and run the engine at onehalf speed for one to two minutes to cool torque converter oil. Excessive temperature, 120q C (250q F) maximum, will overheat the converter and cause damage to converter, seals, and fluid.

Engine vacuum at stall should be 38-64 mmHg (1.5-2.5 inHg). Engine rpm at stall should be 1790-1890 rpm for the LPG engine and 1850-1950 for the gasoline engine. See analysis chart on next page. To test both clutch packs in the transmission, check stall speed and vacuum with transaxle in forward and reverse.

Analysis of Stall Test Normal Stall Speed LPG:1790-1890 rpm Gas:1850-1950 rpm Engine performance is good. Torque converter is operating correctly. Transmission clutch packs are operating correctly (not slipping). Below Normal Stall Speed LPG:1600-1700 rpm Gas:1650-1750 rpm Engine performance is poor (needs tune-up or repair). Transmission and torque converter are OK. Very Low Stall Speed LPG:1100-1200 rpm Gas:1150-1250 rpm Torque converter stator is slipping. Repair of torque converter is required. See Group 06, “Transaxle,” troubleshooting. High Stall Speed LPG:Above 1890 rpm Gas:Above 1950 rpm Transaxle clutch or converter problems, See Group 06, “Transaxle,” troubleshooting. Use the engine compression checks Section of this Group to further check engine condition.

00(L-MMC)-5-4 • RPM, Vacuum, and Stall Tests

SM 1066

Group 00(L-MMC), Engine

Section 6 Compression Checks (4G63 Gas/LPG Engine) Test Preparation Engine compression test procedures consist of removing the spark plugs, installing a compression test pressure gauge to the cylinder being tested, and cranking the engine while the pressure is being measured. 1. Be sure the oil in the crankcase is the correct viscosity and filled to the proper level. Disconnect or remove all auxiliary engine loads. 2. If truck has not been operating, start the engine and warm it up to normal operating temperature. Coolant temperature should be 80-90° C (176-194° F). Turn ignition key switch OFF.

5. Ground the ignition system. Disconnect the high tension coil wire from the distributor cap and connect it to a jumper wire that is connected to ground on the engine. This will prevent the engine from accidentally being started and also prevent damage to electrical components. NOTE Check to be sure battery is fully charged. 6. Push the accelerator pedal fully down (to open the throttle and admit a full charge of air). 7. Turn the key switch to the Start position and crank the engine until it turns through at least 5 compression strokes.

Compression Test Procedure 1. Disconnect the spark plug wires. IMPORTANT Do not allow dirt and contaminants to enter spark plug openings when the plugs are removed. Use an air nozzle or equivalent to blow any dirt and contamination out of the spark plug well before and after loosening the plug. 2. Loosen the spark plug of the cylinder to be tested. Repeat blowing the dirt out of the well. Remove the spark plug. 3. Install a screw-in adapter in the spark plug opening, if required by the compression pressure gauge.

8. Make a record of the highest pressure reading. Also note the approximate number of compression strokes needed to obtain the highest pressure reading. Replace the spark plug.

4. Install a compression gauge to the spark plug opening.

SM 1066

Compression Checks • 00(L-MMC)-6-1

Group 00(L-MMC), Engine 9. Repeat the above procedure and compression test on each of the other cylinders, using the same number of compression strokes needed to obtain the highest reading for #1 cylinder.

a. If the compression pressure increases, this is an indication that the piston rings are worn.

10. Remove the pressure gauge, and adapter if used, and install the spark plugs. Tighten the spark plugs to 25 N•m (18.4 in-lb). IMPORTANT Lubricate threads on spark plugs with ANTI-SEIZE grease, Clark part #1802307.

Analysis of Pressure Readings Cylinder compression should be about 1880 kPa (163.5 psi) at 300 rpm (cranking speed). 1. Evaluate the cylinder compression pressure readings that you have recorded: a. If the pressure readings are all within 10% of the nominal pressure, the engine is in serviceable condition. b. If the pressure readings are all at or below the minimum specified pressure (Service Limit), the engine piston rings and/or valves are worn excessively and require service or replacement. 2. Compare the pressure difference between cylinders: a. A pressure difference between cylinders less than 103 kPa (15 psi), or approximately 10%, is normal. b. If the pressure difference is greater than 103 kPa (15 psi), this is an indication of faulty or worn valves or piston rings, or leaking head gasket. 3. Retest the cylinder with the lowest pressure. Put approximately 14.8 cc (0.50 oz) of engine oil into the spark plug opening and on top of the piston in the cylinder. (Use a squirt oil can, or equal.) This will form a seal around the rings on the piston.

b. If compression pressure does not improve, this is an indication that: • The valves are not operating correctly • The valve seats are worn • The piston may be burned, have a hole, or have a broken ring. • A valve is burned or sticking open: A valve that is stuck open causes low cylinder compression and is indicated by an irregular clattering noise and power loss. A valve that is burned causes very low compression pressure in one cylinder and is indicated by a constant miss of one cylinder. 5. If two adjacent cylinders have low compression reading and putting oil in the cylinder does not improve compression, the cause can be the cylinder head gasket leaking between the cylinders. Further diagnosis and repair of the engine is required. 6. If the compression test indicates a valve problem, a lifter may be locked up or a valve seat damaged. Refer to the overhaul Section of this Group for repair information.

4. Repeat the compression test in this cylinder.

00(L-MMC)-6-2 • Compression Checks

SM 1066

Group 00(L-MMC), Engine

Section 7 Engine Removal and Replacement (4G63 Gas/LPG Engine)

SM 1066

Engine Removal and Replacement • 00(L-MMC)-7-1

Group 00(L-MMC), Engine Engine Removal

5. Disconnect the battery and remove it from the engine compartment. Disconnect negative cable first.

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.

Negative cable grounded to engine

Positive cable to starter solenoid Battery clamp

To remove the engine: 1. 1.Tilt the steering column fully forward. 2. Raise the seat deck. 3. Lift out the operator’s compartment floor plate and remove the seat deck as explained in Group 38. 4. Remove the overhead guard from the operator’s cell.

6. Disconnect and remove the air cleaner and hoses as described in Group 3, “Air Induction System.” 7. Disconnect and remove the exhaust pipe between the engine exhaust manifold and the muffler pipe. See Group 3, Section 4.

Overhead guard Exhaust Pipe

Exhaust Manifold

8. Label and disconnect all wiring from the engine to components that will remain in the truck frame. See Group 14 for wiring configurations.

00(L-MMC)-7-2 • Engine Removal and Replacement

SM 1066

Group 00(L-MMC), Engine 9. On the standard transaxle truck, disconnect the accelerator cable at the throttle lever. On the hydrostatic transmission truck, disconnect the electrical connection and remove the linkage actuator and linkage with the engine.

14. Disconnect the engine from the transaxle (or hydrostatic transmission pump) as explained in Group 06. 15. Using a hoist and chains or engine stand of adequate capacity, hook the chains to the engine lifting eyes Remove slack from the chains.

Accelerator Cable Bracket

Throttle Lever

10. Disconnect and cap the fuel line at the fuel tank.

! Band clamp Fuel line

11. Drain the coolant from the engine and radiator, and disconnect the radiator hoses from the engine thermostat and water pump, as explained in Group 01. 12. Disconnect and remove the radiator upper shroud, fan ring, and venturi (as explained in Group 01) to allow for engine front-to-back movement. 13. Unbolt the engine mounting bolts.

CAUTION

Do not attempt to move the engine with your hands as it is being disconnected from the transmission or hoisted from the truck. Always use a prybar to gently clear the engine from the transmission or the truck frame. 16. Slowly hoist the engine out of the frame. IMPORTANT Do not allow the engine and fan to swing forward to bump the radiator during removal. Damage to the fan and/or radiator will result. Slip a sturdy piece of cardboard in front of the radiator core to protect the fins.

Mounting bolt

SM 1066

Engine Removal and Replacement • 00(L-MMC)-7-3

Group 00(L-MMC), Engine 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.

Mounting bolt

7. Connect the engine to the transaxle (or hydrostatic transmission pump) as explained in Group 06. 8. Torque engine mounting bolts to 170-190 N m (125140 ft-lb). 3. Slowly lift the engine and move it into place over the truck frame.

9. Align and connect the exhaust pipe to the engine exhaust manifold using a new gasket for reassembly. Torque bolts to 40-45 N m (30-33 ft-lb).

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.

Exhaust Pipe

WARNING

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.

00(L-MMC)-7-4 • Engine Removal and Replacement

Exhaust Manifold

SM 1066

Group 00(L-MMC), Engine 10. Replace the upper radiator shroud and venturi as described in Group 01. 11. 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. 12. 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).

15. Replace the engine air cleaner and hoses. See Group 3 for complete details. Set the canister 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). 16. Replace the battery and reconnect the cables to the battery posts and to the starter and ground. Positive cable to starter solenoid

Negative cable grounded to engine Battery clamp

Band clamp

Fuel line

13. 13.Reconnect the wiring. See Group 14 for drawings that show the wiring harness and component connection points on the engine. 14. On the standard transaxle truck, reconnect the accelerator linkage and adjust length using the adjustment nuts. See Group 02 for throttle linkage adjustments.

Accelerator Cable Bracket

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. 17. Replace the seat deck according to the procedures in Group 38. 18. 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. 19. Restart the engine and check all truck electrical, hydraulic, and mechanical components for proper operation before returning the truck to service.

Throttle Lever

SM 1066

Engine Removal and Replacement • 00(L-MMC)-7-5

Group 00(L-MMC), Engine

Section 8 Engine Overhaul (4G63 Gas/LPG Engine)

NOTE Fuel system and ignition system overhaul information is given in Groups 02 and 12, respectively.

SM 1066

Engine Overhaul • 00(L-MMC)-8-1

Group 00(L-MMC), Engine GENERAL INFORMATION Service Specifications Unit : mm(in) Item

Standard valve

Flatness of gasket surface

Cylinder head

Overall height

89.9 to 90.1(3.539 to 3.547)

Oversize rework 0.05(0.0020) dimensions of 0.25(0.0098) valve guide hole 0.50(0.0197)

13.05 to 13.07(0.5138 to 0.5146)

Camshaft

Cam height

13.50 to 13.57(0.5315 to 0.5343) 0.30(0.0118) 47.30 to 47.33(1.8622 to 1.8634) 0.60(0.0236) 47.60 to 47.63(1.8740 to 1.8752) 0.30(0.0118) 40.30 to 40.33(1.5866 to 1.5878) 0.60(0.0236) 40.60 to 40.63(1.5984 to 1.5996) Intake

41.62(1.6386)

41.12(1.6189)

Exhaust

41.62(1.6386)

41.12(1.6189)

Journal diameter Oil clearance

0.05 to 0.09(0.0020 to 0.0035) Intake Exhaust

Valve stem projection

Valve Valve guide Valve spring

41.62(1.6386)

41.12(1.6189) 42.55(1.6752)

Exhaust

7.930 to 7.950 (0.31220 to 0.31299) 45° to 45.5°

Intake

1.2(0.047)

Exhaust

2.0(0.079)

Intake

0.025 to 0.058(0.00098 to 0.00228)

Exhaust

0.050 to 0.088(0.00197 to 0.00346)

Free height

48.0(1.89)

Load/installed height

176.5N(18kgf)[39.7lbf]/40.4(1.591)

Out-of-squareness

2° or less

Overall length

41.12(1.6189)

42.05(1.6555) 7.960 to 7.975 (0.31339 to 0.31398)

Face angle

Stem-to-guide

41.62(1.6386)

Intake Stem diameter

Thickness of valve head(margin)

0.2(0.008)

Total resurfacing depth of both cylinder head and cylinder block

13.25 to 13.27(0.5217 to 0.5224)

33.935 to 33.950 (1.33602 to 1.33661)

Overall length

Remarks

0.03(0.0012)

Grinding limit

Oversize rework Intake dimensions of valve seat ring Exhaust hole

Limit

Intake

47(1.85)

Exhaust

52(2.05)

Inner diameter

47.0(1.85)

4°

8.000 to 8.018(0.31496 to 0.31567)

00(L-MMC)-8-2 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine

Unit : mm(in)

Cylinder block

Crankshaft

Connecting rod

Piston pin

Piston ring

Piston Valve seat

Item

Standard valve

Valve contact width

0.2(0.008)

Outside diameter

86.47 to 86.50(3.4043 to 3.4055)

Piston clerance

0.02 to 0.04(0.0008 to 0.0016) No. 1 ring

0.25 to 0.40(0.0098 to 0.0157)

0.8(0.031)

No. 2 ring

0.45 to 0.60(0.0177 to 0.0236)

0.8(0.031)

Oil ring

0.20 to 0.60(0.0079 to 0.0236)

1.0(0.039)

Ring-to-ring groove No. 1 clearance No. 2

0.03 to 0.07(0.0012 to 0.0028)

Outside diameter

22.002 to 22.005(0.86622 to 0.86634)

Press-in load (at room temperature), N(kgf)[lbf]

7350 to 17160 (750 to 1750) [1650 to 3860]

Big end center-to-small end center length

149.9 to 150.0(5.902 to 5.906)

Bend

0.05(0.0020)

Twist

0.10(0.0039)

Big end thrust clerance

0.10 to 0.25(0.0039 to 0.0098)

End play

0.05 to 0.18(0.0020 to 0.0071)

Journal outside diameter

56.982 to 57.000(2.24338 to 2.24409)

Pin Outside diameter

44.985 to 45.000(1.77106 to 1.77165)

Out-of-roundness and taper of journal and pin

0.005(0.00020)

Concentricity journal and pin

0.03(0.0012)

Oil clearance of journal

0.02 to 0.04(0.0008 to 0.0016)

Oil clearance of pin

0.02 to 0.05(0.0008 to 0.0020)

Cylinder inner diameter

86.50 to 86.53(3.4055 to 3.4067)

Flatness of gasket surface

0.05(0.0020)

0.2(0.008)

Overall height Drive Oil pump belt

0.03 to 0.07(0.0012 to 0.0028)

Grinding limit

Side clearance

Deflection

SM 1066

Remarks

0.9 to 1.3(0.035 to 0.051)

Sinkage

End gap

Limit

Total resurfacing depth of both cylinder head and cylinder block

289.9 to 290.1(11.413 to 11.421) Drive gear

0.08 to 0.14(0.031 to 0.0055)

Driven gear

0.06 to 0.12(0.0024 to 0.0047)

New belt

7.0 to 10.0(0.28 to 0.39)

Used belt

10(0.39)

Engine Overhaul • 00(L-MMC)-8-3

Group 00(L-MMC), Engine

Unit : mm(in)

Thermostat Spark Ignitio plug n coil

Distributor

Item

Standard valve

Centrifugal advance Start crank angle/engine End speed, °/rpm Vacuum advance crank angle/ vacuum, ° /mmHg

Limit

Remarks

0° /1000 20° /5000

End

0° /80

Start

23° /280

Primary coil resistance, :

1.08 to 1.32

Secondary coil resistance, :

22.1 to 29.9

Plug gap

0.7 to 0.8(0.028 to 0.031)

Valve opening temperature, °C(°F)

82(180)

Fully opening temperature, °C(°F)

95(203)

Valve lift

8(0.31) or more

00(L-MMC)-8-4 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine MAJOR BOLTS AND NUTS Item

Ignition System

Water pump pulley bolt Crankshaft pulley bolt Spark plug Distributor nut Alternator pivot nut Alternator brace bolt (Alternator side) Alternator brace bolt (Water pump side) Timing belt cover bolt

Timing belt

Fuel system LPG carburetor Intake manifold

Exhaust manifold

Rocker arm and camshaft

Tensioner spring spacer Tensioner bolt Oil pump sprocket nut Crankshaft bolt Tensioner B bolt Counterbalance shaft Engine support bracket bolt Camshaft sprocket bolt Timing belt rear bolt LPG carburetor nut Fuel pump cover Water outlet bolt Intake manifold bolt/nut Oil level gauge guide bolt Heat protector bolt Exhaust manifold nut Water inlet pipe bolt Water pump bolt Rocker cover bolt M8 X 25 Bearing cap bolt M6 X 65

Cylinder head, valve

Cylinder head bolt

Front case, oil pan

Oil filter inner plug Drain plug Oil pan bolt Oil screen bolt/nut Plug Flange bolt Relief plug Oil filter bracket bolt Oil pump cover bolt Oil pump cover screw Front case bolt

SM 1066

kgf·m 0.9 2.5 2.5 1.2 2.3

Torque lbf·ft 6.5 18.1 18.1 8.7 16.6

N·m 9 25 25 12 23

Remarks

2.3

16.6

1.4

10.1

1.1 0.9 4.9 4.9 5.5 12.0 1.9 4.6 3.6 9.0 1.4 1.2 1.1 1.4 1.8 1.4 0.9 3.5 1.4 1.4 0.6 2.4 2.0

8.0 6.5 35.4 35.4 39.8 86.8 13.7 33.3 26.0 65.1 10.1 8.7 8.0 10.1 13.0 10.1 6.5 25.3 10.1 10.1 4.3 17.4 14.5

11 9 48 48 54 118 19 45 35 88 14 12 11 14 18 14 9 34 14 14 6 24 20

2.0 kgf·m(14.5 lbf·ft)[20 N·m]+ 1/4 turn(90q)+1/4 turn(90q) 4.5 4.0 0.7 1.9 2.4 3.7 4.5 1.9 1.7 1.0 2.4

32.5 28.9 5.1 13.7 17.4 26.8 32.5 13.7 12.3 7.2 17.4

Tighten to 8.0 kgf·m(57.9 lbf·ft)[78N·m] and then completely loosen before finally tightening with above procedure.

44 39 7 19 24 36 44 19 17 10 24

Engine Overhaul • 00(L-MMC)-8-5

Group 00(L-MMC), Engine

Item Piston, connecting rod

Connecting rod bearing nut Flywheel bolt

0.9

Rear plate bolt Crankshaft, cylinder block

Torque kgf·m lbf·ft N·m 2.0 kgf·m(14.5 lbf·ft)[20 N·m]+ 1/4 turn(90q) 13.5 97.6 132

Rear plate cover Oil seal case bolt Bearing cap bolt

6.5

Remarks

6.0 43.4 59 1.1 8.0 11 1.1 8.0 11 2.0 kgf·m(14.5 lbf·ft)[20 N·m]+1/4 turn(90q)

General Bolts and Nuts Tightening Torque Standard Bolts and Nuts Torque, kgf·m(lbf·ft)[N·m] Norminal diameter

Pitch

Bolt, stud, nut(with spring washer)

Flange bolt, flange nut

Head mark 4

Head mark 7

Head mark 10

Head mark 4

Head mark 7

0.6(4.3)[5.9]

0.8

0.4(2.6)[3.6]

1.0

0.9(6.5)[8.8]

1.2(8.7)[12]

1.25

1.2(8.7)[12]

2.2(15.9)[22]

3.0(21.7)[29]

1.3(9.4)[13]

2.4(17.4)[24]

1.25

2.5(18.1)[25]

4.5(32.5)[44]

6.0(43.4)[59]

2.6(18.8)[25]

5.0(36.2)[49]

1.25

4.2(30.4)[41]

8.6(60.0)[81]

10.7(77.4)[105]

4.7(34.0)[46]

9.5(68.7)[93]

M10

1.5

7.3(52.8)[72]

14.0(101.3)[137]

14.5(104.9)[142]

1.0(7.2)[9.8]

Tapered Threads Torque, kgf·m(lbf·ft)[N·m] Size

Material of internal threads: Aluminum alloy

Material of internal threads: Cast iron or steel

NPTF 1/16

0.5 to 0.8 (3.6 to 5.8)[5 to 8]

0.8 to 1.2(5.8 to 8.7)[8 to 11]

PT 1/8

0.8 to 1.2(5.8 to 8.7)[8 to 11]

1.5 to 2.2(10.8 to 15.9)[15 to 21]

PT 1/4

2.0 to 3.0(14.5 to 21.7)[20 to 29]

3.5 to 4.5(25.3 to 32.5)[34 to 44]

NPTF 1/4

2.0 to 3.0(14.5 to 21.7)[20 to 29]

3.5 to 4.5(25.3 to 32.5)[34 to 44]

PT 3/8

4.0 to 5.5(28.9 to 39.8)[39 to 59]

5.5 to 7.5(39.8 to 54.2)[54 to 73]

PT 1/2

7.0 to 10.0(50.6 to 72.3)[69 to 98]

12.0 to 16.0(86.8 to 115.7)[118 to 156]

00(L-MMC)-8-6 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Service Precautions

Sealant Specifications Use specified brand of sealant.

Match Marks Mark parts with match marks before disassembly to guide reassembly. However, be careful not to place match marks where they could harm the function of a part.

Use of sealant other than specified sealant may cause water or oil leaks.

Specified sealant

Special Tools

Rocker cover

Be sure to use special tools when their use is specified.

Semicircular packing 3M AAD Part No. 8672 or equivalent

Using substitute tools will result in malfunction of or damage to the part.

Tightening Torque Tighten the part properly to specified torque.

3M AAD Part No. 8672 or equivalent

Engine support bracket 3M AAD Part No. 8672 or equivalent bolt Oil pan gasket

Mitsubishi Genuine Part MD970389 or equivalent

Water outlet fitting

Mitsubishi Genuine Part MD970389 or equivalent

Replacement Parts When oil seal, O-ring, packing, or gasket have been removed, be sure to replace them with new parts. However, rocker cover gasket may be reused if it is not damaged.

Rubber Parts

Engine coolant 3M AAD Part No. 8672 or equivalent temperature gauge unit Engine coolant temperature sensor

3M Nut Locking Part No. 4171 or equivalent

Oil pressure switch

3M AAD Part No. 8672 or equivalent

Oil pressure gauge unit3M AAD Part No. 8672 or equivalent

Do not stain timing belt and V-belt with oil or water. Do not clean the pulley or sprocket with detergent.

Oil and Grease Before reassembly, apply specified oil to the rotating and sliding parts.

SM 1066

Engine Overhaul • 00(L-MMC)-8-7

Group 00(L-MMC), Engine Tightening Method for Permanently Yielding Bolts A new type of bolt is currently used in some parts of the engine. The tightening method for these bolts differs from the conventional one. Be sure to observe the method described in the text when tightening the bolts. Service limits are provided for the bolts. Make sure that the service limits described in the text are strictly observed. Areas where these bolts are in use: •

Cylinder head bolts

•

Main bearing cap bolts

•

Connecting rod cap bolts

Disassembly The parts assembled with the FIPG can be disassembled without use of a special method. In some cases, however, the sealant between the joined surfaces may have to be broken by lightly striking with a mallet or similar tool. A flat, thin gasket scraper may be lightly hammered between the joined surfaces. In this case, however, care must be taken to prevent damage to the joined surfaces. For removal of the oil pan, the special tool “Oil Pan Remover” (MD998727) is available. Be sure to use the special tool to remove the oil pan.

Surface Preparation

After tightening the bolts to the specified torque, tighten them another 90° or 180°. The tightening method varies on different areas. Observe the tightening method described in the text.

Thoroughly remove all substances deposited on the gasket application surfaces, using a gasket scraper or wire brush. Check to ensure that the surfaces to which the FIPG is to be applied is flat. Make sure that there are no oils, greases and foreign substances deposited on the application surfaces. Do not forget to remove the old sealant remaining in the bolt holes.

Form-In-Place Gasket (FIPG) The engine has several areas where the form-in-place gasket (FIPG) is in use. To ensure that the gasket fully serves its purpose, it is necessary to observe some precautions when applying the gasket. Bead size, continuity and location are of paramount importance. Too thin a bead could cause leaks. Too thick a bead, on the other hand, could be squeezed out of location, causing blocking or narrowing of the fluid feed line. To eliminate the possibility of leaks from a joint, therefore, it is absolutely necessary to apply the gasket evenly without a break, while observing the correct bead size.

Form-ln-Place Gasket Application When assembling parts with the FIPG, you must observe some precautions, but the procedure is very simple as in the case of a conventional precut gasket. Applied FIPG bead should be of the specified size and without breaks. Also be sure to encircle the bolt hole circumference with a completely continuous bead. The FIPG can be wiped away unless it is hardened. While the FIPG is still moist (in less than 15 minutes), mount the parts in position. When the parts are mounted, make sure that the gasket is applied to the required area only. The FIPG application procedure may vary on different areas. Observe the procedure described in the text when applying the FIPG.

00(L-MMC)-8-8 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Special Tools Tool

SM 1066

Numer

Name

Use

MD998781

Flywheel stopper

Holding flywheel

MD998785

Sprocket stopper

Holding counterbalance shaft sprocket

MD998778

Crankshaft spocket puller

Removal of crankshaft sprocket

MB990767

End yoke holder

Holding camshaft sprocket (Use with MD998719)

MD998719

Pulley holding pins

Holding camshaft sprocket when loosening or torquing bolt(Use with MB990767)

MD998443

Lash adjuster holder

Retainer for holding lash adjuster in rocker arm at timer of removal and installation of rocker arm and rocker shaft assembly

MD998442

Air bleed wire

Air bleeding of lash adjuster

MD998713

Camshaft oil seal installer Installation of oil seal

MB991654

Cylinder head bolt wrench(12)

Removal and installation of cylinder head bolt

Engine Overhaul • 00(L-MMC)-8-9

Group 00(L-MMC), Engine

Tool

Numer

Name

Use

MD998772

Valve spring compressor

Compression of valve spring

MD998729

Valve stem seal installer

Installation of valve stem seal

MD998727

Oil pan remover

Removal of the oil pan

MD998162

Plug wrench

Removal and installation of front case cap plug

MD998783

Plug wrench retainer

Removal and installation of front case cap plug (Use with MD998162)

MD998375

Crankshaft front oil seal installer

Installation of crankshaft front oil seal

MS998285

Crankshaft front oil seal guide

Guide for installation of crankshaft front oil seal

MD998705

Silent shaft bearing installer

Installation of counterblance shaft front and rear bearing

MD998371

Silent shaft bearing puller Removal of counterblance shaft front bearing

00(L-MMC)-8-10 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine

Tool

Numer

Name

Use

MD998372

Silent shaft bearing puller Removal of counterblance shaft rear bearing

MD998780

Piston pin setting tool

Removal and installation of piston pin

MD998776

Crankshaft rear oil seal installer

Installation of crankshaft rear oil seal

MB990938

Handle

Installation of crankshaft rear oil sea1 (Use with MD998776)

OVERHAUL PROCEDURES Key to Notations In Overhaul Procedures

Denotes removal or disassembly procedure. Letter on main drawing corresponds to service point in text that follows main drawing.

Denotes installation or assembly procedure. Letter on main drawing corresponds to service point in text that follows main drawing.

XX X.X XX

Denotes non-reusable parts.

Denotes torque value for fastener.

ft-lb kg•m N •m

SM 1066

Engine Overhaul • 00(L-MMC)-8-11

Group 00(L-MMC), Engine Timing Belt

Removal steps 1.

Ignition timing indicator

12.

Flange

Timing belt front cover upper

13.

Tensioner B

Timing belt front cover lower

14.

Timing belt B

Timing belt

15.

Counterbalance shaft sprocket

Tensioner spacer

16.

Spacer

Tensioner spring

17.

Crankshaft sprocket B

Tensioner pulley

18.

Crankshaft key

Oil pump sprocket

19.

Fan bracket

Crankshaft bolt

20.

Camshaft sprocket bolt

21.

Camshaft sprocket

22.

Timing belt rear cover

10.

Crankshaft washer

11.

Crankshaft sprocket

B H

00(L-MMC)-8-12 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Removal Service Points A

Timing Belt Removal

1. When the timing belt is to be re-used, make an arrow make on the back surface on the belt to indicate the rotating direction with a chalk or the like so that the belt can be installed in the same direction. 2. Move the timing belt tensioner upward and temporarily tighten the tensioner lock bolt. 3. Remove the timing belt.

Oil pump sprocket removal

1. Remove the plug on the left side of cylinder block. 2. Insert a screwdriver(shank diameter 8 mm[0.31 in.]) to block the counterbalance shaft. 3. Remove the nut. 4. Remove the oil pump sprocket.

Crankshaft bolt removal

1. Hold the flywheel with the special tool as shown. 2. Remove the crankshaft bolt.

Crankshaft sprocket removal

1. If it is difficult to remove the sprocket, use the special tool.

SM 1066

Engine Overhaul • 00(L-MMC)-8-13

Group 00(L-MMC), Engine

Timing belt “B” removal

1. Make a mark on the back of the timing belt indicating the direction of rotation so it may be reassembled in the same direction if it is to be reused. Notes: 1. Water or oil on the belt shortens its life drastically, so the removed timing belt, sprocket, and tensioner must be free from oil and water. These parts should not be washed. Replace part if seriously contaminated.

Crankshaft sprocket removal

1. Using the special tools show in the illustration, lock the camshaft sprocket in position. 2. Loosen the camshaft sprocket bolt.

2. If there is oil or water on each part check front case oil seals, camshaft oil seal and water pump for leaks.

Inspection 1. Timing Belt Replace belt if any of the following conditions exist.

Counterbalance shaft sprocket removal

1. Hardening of back rubber. Back side is glossy without resilience and leaves no indent when pressed with fingernail.

1. Set the special tool as shown to prevent the counterbalance shaft sprocket from turning together. 2. Loosen the bolt and remove the sprocket.

2. Cracks on rubber back. 3. Cracks or peeling of canvas.

Crankshaft sprocket “B” romoval

1. If it is difficult to remove the sprocket, use the special tool.

4. Cracks on tooth bottom. 5. Cracks on belt sides.

00(L-MMC)-8-14 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine 6. Abnormal wear of belt sides. Notes: The sides are normal if they are sharp as if cut by a knife.

7. Abnormal wear on teeth. Earlier stage: Canvas worn (canvas fibers napped, rubber lost, discolored whitish, and unclear canvas texture) Latter stage: Canvas lost, rubber exposed (tooth width thinner)

Fan bracket installation

1. Coat the bolts illustrated with sealant before tightening. Specified sealant: 3MTM AAD Part No. 8762 or equivalent.

Counterbalance shaft sprocket installation

1. Install the counterbalance shaft sprocket and screw the bolt. 2. Install special tool as shown in the illustration to lock the counter balance shaft.

8. Missing tooth

3. Tighten the bolt, and then remove the special tool.

Installation service points D A

Timing belt “B” installation

Camshaft sprocket installation

1. Using the special tools show in the illustration, lock the camshaft sprocket in position. 2. Tighten the camshaft sprocket bolt to the specified torque.

SM 1066

1. Align timing mark on the crankshaft sprocket “B” and counterbalance shaft sprocket with the marks on the front case respectively. 2. Install the timing belt “B” on the crankshaft sprocket “B” and counterbalance shaft sprocket. There should be no slack on the tension side.

Engine Overhaul • 00(L-MMC)-8-15

Group 00(L-MMC), Engine 3. Make sure that the relationship between the tensioner pulley center and the bolt center is as shown in the illustration.

F 4. Move the tensioner “B” in the direction of arrow while lifting with a finger to give a sufficient tension to the tension side of timing belt. In this condition, tighten bolt to secure tensioner “B”. When the bolt is tightened, use care to prevent shaft from turning together. If shaft is turned together, belt will be over tensioned.

Oil pump sprocket installation

1. Insert a phillips screwdriver (shank diameter 8 mm [0.31 in.] shaft) through the plug hole on the left side of the cylinder block to the left counterbalance shaft. 2. Install the oil pump sprocket. 3. Apply a proper amount of engine oil to the bearing surfaces of the nuts. 4. Tighten the nuts to the specified torque.

5. Check to ensure that timing marks on sprockets and front case are in alignment. 6. Press with index finger the center of span on the tension side of timing belt “B”. The bolt must deflect 5 to 7 mm.[0.196 to 0.276 in.]

Crankshaft bolt installation

1. Hook the tensioner spring end to the water pump body projection and tensioner bracket. 2. Move the tensioner fully toward the water pump and tighten the bolt and tensioner spacer.

Crankshaft bolt installation

1. Using the special tool, hold the flywheel. 2. Install the crankshaft pulley in position.

00(L-MMC)-8-16 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine

Timing belt installation

1. Align the timing mark on the camshaft sprocket with that on the cylinder head.

2. Align the timing mark on the crankshaft sprocket with that on the front case.

be inserted 60 mm (2.4 in.) or more. Keep the screwdriver inserted until installation of the timing belt is finished.

5. Install the timing belt on the crankshaft sprocket, oil pump sprocket and camshaft sprocket in that order. There should be no slack on the tension side. 6. Apply a reverse direction (counterclockwise) force to the camshaft sprocket to make the tension side of the belt “tight”. In that state, recheck that all the timing marks are in alignment. 7. Loosen a turn or two the tensioner bolt and nut that were temporarily tightened to hold the tensioner on the water pump side. This gives tension on the belt by the action of the tensioner spring.

3. Align the timing mark on the oil pump sprocket with its mating mark.

4. Remove the plug on cylinder block and insert a Phillips screwdriver [shank diameter 8 mm (0.31 in.)] through the hole (Engine with balance shaft). If it can be inserted as deep as 60 mm (2.4 in.) or more, the timing marks are correctly aligned. If the inserted depth is only 20-25 mm (0.8-1.0 in.), turn the oil pump sprocket one turn and realign the timing marks. Then check to ensure that the screwdriver can

SM 1066

Engine Overhaul • 00(L-MMC)-8-17

Group 00(L-MMC), Engine 8. Rotate the crankshaft by the amount equivalent to two camshaft sprocket teeth in the forward (clockwise) direction. Since this step is intended for giving the timing belt proper tension, do not attempt rotate the crankshaft in the reverse (counterclockwise) direction or press the belt to check the tension.

9. Apply force to the tensioner in the direction shown by arrow to make the belt engage completely with each sprocket.

(at the bottom of the tensioner) first and then tighten the nut (at the top of the tensioner.)

12. Hold the center of the tension side span of the timing belt (between the camshaft and oil pump sprockets) between your thumb and index finger as shown. Then, make sure that the clearance between the belt back surface and cover meets the standard valve. Standard valve: 14 mm(0.55 in.)

10. Tighten the tensioner attaching bolt to the specified torque. 11. Tighten the tensioner spacer to the specified torque. Note: If the nut is tightened first, the tensioner may also turn together with the nut and loose tension of the belt may result. Always tighten the bolt

00(L-MMC)-8-18 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Intake Manifold and Thermostat

Removal steps 1. 2. 3. 4.

SM 1066

Water outlet fitting Gasket Thermostat Water temperature gauge unit Installation: Use Threebond 1104 or equivalent on threads.

5. 6. 7.

Engine hanger Intake manifold Gasket

Engine Overhaul • 00(L-MMC)-8-19

Group 00(L-MMC), Engine Exhaust Manifold and Water Pump

Removal Steps

10. O-ring. Installation: Wet the O-ring (with water) to facilitate assembly. Keep the O-ring free of oil or grease.

1. Oil level gauge 2. Oil level gauge guide 3. O-ring 4. Heat protector A 5. Heat protector B 6. Engine hanger 7. Exhaust manifold 8. Gasket

11. Water hose

9. Water inlet pipe

12. Water pump 13. Gasket

00(L-MMC)-8-20 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Rocker Arms and Camshaft

Removal steps

G A

SM 1066

Breather hose

12.

Bearing cap No. 4

P.C.V. hose

13.

Rocker arm C

P.C.V. valve

14.

Bearing cap No. 3

Oil filler cap

15.

Bearing cap No. 2

Rocker cover

16.

Wave washer

Gasket

17.

Right rocker shaft

Semi-circular packing

18.

Left rocker shaft

Rocker arms and rocker shafts

19.

Front bearing cap

Rear bearing cap

20.

Lash adjuster

10.

Rear arm D

21.

Oil seal

11.

Spring

22.

Camshaft

Engine Overhaul • 00(L-MMC)-8-21

Group 00(L-MMC), Engine Removal Service Points A

Rocker Arm and Rocker Shaft Removal

Caution: If the lash adjuster is re-used, clean the lash adjuster. 1. Fit the lash adjuster onto the rocker arm without allowing diesel fuel to spill out. Fit. Special tool MD998443 to prevent the lash adjuster coming free and falling to the floor. 2. Place the lash adjuster in container A and clean its outside surface. NOTE: Use a nylon brush if deposits are hard to remove.

Inspection 1. Camshaft Measure the cam height and if the limit is exceeded, replace the camshaft. Standard value:41.62mm(1.6386 in.) Limit:41.12mm(1.6189 in.)

2. Lash Adjuster Caution: 1. The lash adjusters are precision-engineered mechanisma. Do not allow them to become contaminated by dirt or other foreign substances.

3. While gently pushing down the internal steel ball using special tool MD998442, move the plunger through five to ten strokes until it slides smoothly. In addition to eliminating stiffness in the plunger, this operation will remove dirty oil. Caution: The steel ball spring is extremely weak, so the lash adjuster’s functionality may be lost if the air bleed wire is pushed in hard. NOTE: If the plunger remains stiff or the mechanism appears otherwise abnormal, replace the lash adjuster.

2. Do not attempt to disassemble the lash adjusters. 3. Use only fresh diesel fuel to clean the lash adjusters 1. Prepare three containers and approximately 5 liters (5.3 qt) of diesel fuel. Into each container, pour enough diesel fuel to completely cover a lash adjuster when it is standing upright. Then, perform the fllowing steps with each lash adjuster.

00(L-MMC)-8-22 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine 4. Remove the lash adjuster from the container. Then, push down the steel ball gently and push the plunger to eliminate diesel fuel from the pressure chamber.

5. Place the lash adjuster in container B. Then, gently push down the internal steel ball using special tool MD998442 and move the plunger through five to ten strokes until it slides smoothly. This operation will clean the lash adjuster’s pressure chamber. Caution: The steel ball spring is extremely weak, so the lash adjuster’s functionality may be lost if the air bleed wire is pushed in hard.

6. Remove the lash adjuster from the container. Then, push down the steel ball gently and push the plunger to eliminate diesel fuel from the pressure chamber.

ter could enter the pressure chamber when the camber is filled with diesel fuel.

8. Stand the lash adjuster with its plunger at the top, then push the plunger downward firmly until it moves through its greatest possible stroke. Return the plunger slowly, then release the steel ball and allow the pressure chamber to fill with diesel fuel.

9. Remove the lash adjuster from the container, then stand the lash adjuster with its plunger at the top. Push the plunger firmly and check that it does not move. NOTE: If lash adjuster contracts, perform the operations(7) through(9) again to fill it with diesel fuel completely. Replace the lash adjuster if it still contracts after performing these steps. 10. Stand the lash adjuster upright to prevent diesel fuel spilling out. Do not allow the lash adjuster to become contaminated by dirt or other foreign matter. Fit the lash adjuster onto the engine as soon as possible.

7. Place the lash adjuster in container C. Then, gently push down the internal steel ball using special tool MD998442.

CAUTION

Do not use container C for cleaning. If cleaning is performed in container C, foreign mat-

SM 1066

Engine Overhaul • 00(L-MMC)-8-23

Group 00(L-MMC), Engine Installation Service Points A

Camshaft installation

Apply engine oil to the journals and cams of the camshafts. Install the camshaft on the cylinder head.

Lash adjuster installation

Caution: If the lash adjuster is re-used, clean the lash adjuster. 1. Set special tool MD998443 to prevent the lash adjuster coming free and falling to the floor.

Rocker shaft installation

Insert the rocker shafts into the front bearing cap so that the notches on the shafts face up, and insert the installation bolts without tightening them.

Camshaft oil seal installation

1. Apply engine oil to the lip area of the oil seal and the camshaft front end outer diameter.

Wave Washer Installation

2. Using special tool, install the camshaft oil seal.

Install the wave washer in correct direction as shown.

G D

Bearing cap

1. No. 3 bearing cap looks very similar to No. 2 and No. 4 bearing caps. NOTE: No. 2 bearing cap is the same as No. 4 bearing cap.

Semi-circular packing installation

1. Apply sealant to the location shown in the illustration. Specified sealant: 3MTM AAD Part No. 8672 or equivalent.

2. Install the bearing caps with their front marks pointing to the camshaft sprocket side.

00(L-MMC)-8-24 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Cylinder Head and Valves

Removal steps A

1. Cylinder head bolt 2. Cylinder head assembly 3. Gasket

4. Retainer lock 5. Valve spring retainer

6. Valve spring 7. Intake valve

8. Retainer lock 9. Valve spring retainer

10. Valve spring 11. Exhaust valve

12. Valve stem seal 13. Valve spring seat

14. Valve stem seal 15. Valve spring seat 16. Intake valve guide 17. Exhaust valve guide 18. Intake valve seat 19. Exhaust valve seat 20. Cylinder head

SM 1066

Engine Overhaul • 00(L-MMC)-8-25

Group 00(L-MMC), Engine Removal Service Points

Inspection

Precaution for Removed Parts

Cylinder Head

Keep removed parts in order according to the cylinder number and intake/exhaust.

Cylinder Head Bolt Removal

Using a 12 mm - 12 point socket wrench, loosen the cylinder head bolts. Loosen evenly, little by little.

1. Check the cylinder head for water leaks, gas leaks, damage or cracks before cleaning. 2. Thoroughly remove oil, water scale, sealant, carbon deposits, etc. After the oil passages have been cleaned, blow air to make sure they are clear. 3. Check the cylinder head gasket surface for flatness by using a straightedge and thickness gauge. Standard value: 0.03 mm (0.0020 in.) Limit: 0.2 mm (0.008 in.) Grinding limit: 0.2 mm (0.008 in.) Cylinder head height (when new): 89.9 - 90.1 mm (3.539 in. - 3.547 in.)

Retainer Lock Removal

Store removed valves, springs and other parts, tagged to indicate their cylinder No. and location for reassembly.

4. If the service limit is exceeded, correct to meet the specifications.

Valve Stem Seal Removal

Do not reuse removed valve stem seal.

00(L-MMC)-8-26 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Valve Check the valve face for correct contact. If incorrect, reface. Valve seat contact should be maintained uniform at the center of the valve face.

Limit: Intake0.10 mm (0.004 in.) Exhaust0.15 mm (0.006 in.)

If the margin is less than the limit, replace the valve. Standard Value: Intake1.2 mm (0.047 in.) Exhaust2.0 mm (0.079 in.) Limit: Intake0.7 mm (0.028 in.) Exhaust1.5 mm (0.059 in.) Valve Seats Assemble the valve, than measure the valve stem projection between the end of the valve stem and the spring seating surface. If the measurement exceeds the specified limit, replace the valve seat. Standard value:42.05mm(1.6555 in.) Limit:42.55mm(1.6752 in.)

Valve Spring 1. Measure the free height of spring and, if it is smaller than the limit, replace it. Standard value: 49.8 mm (1.961 in.) Limit: 48.6 mm (1.921 in.) 2. 2.Measure the squareness of the spring and, if the limit is exceeded, replace it. Standard value: 2° or less Limit: Max. 4°

Valve Seat Reconditioning Procedure 1. Before correcting the valve seat, check for clearance between the valve guide and valve and, if necessary, replace the valve guide. 2. Correct to obtain the specified seat width and angle. 3. After correction, valve and valve seat should be lapped with a lapping compound.

Valve Guide Measure the clearance between the valve guide and valve stem. If the limit is exceeded, replace the valve guide, valve, or both. Standard Value: Intake0.02 - 0.06 mm (0.0008 - 0.0024 in.) Exhaust0.05 - 0.09 mm (0.0020 - 0.0035 in.)

SM 1066

Engine Overhaul • 00(L-MMC)-8-27

Group 00(L-MMC), Engine Valve Seat Replacement Procedure 1. Cut the valve seat to be replaced from the inside to thin the wall thickness. Then, remove the valve seat.

2. Rebore the valve seat hole in the cylinder head to a selected oversize valve seat diameter. 3. Before fitting the valve seat, either heat the cylinder head up to approximately 250°C (482°F) or cool the valve seat in liquid nitrogen, to prevent the cylinder head bore from galling. 4. Using a valve seat cutter, correct the valve seat to the specified width and angle. See "Valve Seat Reconditioning Procedure".

NOTE Do not install a valve guide of the same size again. 3. Press in the valve guide to the position shown in the illustration. Standard value: 11.5 mm (0.45 in.) • Press-fit the valve guide, working from the cylinder head top surface. • Note that the intake and exhaust side valve guides are different in length. • After installing valve guides, insert new valves in them to check for sliding condition.

Valve Guide Replacement Procedure 1. Using the special tool and a press, remove the valve guide toward the cylinder head gasket surface. 2. Rebore the valve guide hole to the new oversize valve guide outside diameter. 0.0513.05 - 13.07 mm (0.5138 - 0.5146 in.) 0.25 13.25 - 13.27 mm (0.5217 - 0.5224 in.) 0.5013.50 - 13.52 mm (0.5315 - 0.5323 in.)

00(L-MMC)-8-28 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Installation Service Points A

Valve Stem Seal Installation

1. Install the valve spring seat.

Cylinder Head Bolt Installation

1. When installing the cylinder head bolts, check that the shank length of each bolt meets the limit. If the limit is exceeded, replace the bolt.

2. The special tool must be used to install the valve stem seal. Improper installation could result in oil leaking past the valve guide.

Limit: Max. 120.4 mm (4.74 in.) 2. Apply engine oil to the bolt threads and washers. 3. According to the tightening sequence, tighten the bolts to 75 Nm (7.5 kgm, 54 ft. lbs.) using a 12mm 12 point socket wrench.

CAUTION

Do not reuse removed valve stem seal.

4. Loosen the bolts completely. 5. Torque the bolts to 20 Nm (2.0 kgm, 14.5 ft.lbs.) 6. Tighten the bolts 1/4 turns (90°) more.

Valve Spring Installation

7. Tighten the bolts 1/4 turns (90°) additionally.

Direct the valve spring end with identification color toward the spring retainer.

Retainer Lock Installation

The valve spring, if excessively compressed, causes the bottom end of the retainer to be in contact with, and damage, the stem seal.

SM 1066

Engine Overhaul • 00(L-MMC)-8-29

Group 00(L-MMC), Engine Front Case And Oil Pan Removal And Installation

Removal steps N M

L K

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Oil filter Oil pressure switch Drain plug Drain plug gasket Oil Pan Oil screen Oil screen gasket Plug O-ring Flange bolt Relief plug Gasket Relief spring Relief plunger Oil filter bracket Oil filter bracket gasket

H G G G F E D

D E E

C B A

17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.

Oil pump case assembly Front case gasket Oil pump cover Oil pump drive gear Oil pump driven gear Crankshaft front oil seal Oil pump oil seal Counterbalance shaft oil seal Front case Counterbalance shaft, left Counterbalance shaft, right Counterbalance shaft, front bearing Counterbalance shaft, rear bearing, left Counterbalance shaft, rear bearing, right

00(L-MMC)-8-30 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Removal Service Points A

3. Loosen the flange bolt.

Oil Pan Removal

1. Remove the all oil pan bolts. 2. Drive in the special tool between the cylinder block and oil pan. 3. Side the tool by striking the edge of the special tool to separate the oil pan from the cylinder block.

Counterbalance shaft front bearing reD moval 1. Using the special tool, remove the counterbalance shaft front bearing from the cylinder block. NOTE: Be sure to remove the front bearing first. If it has not been removed, the rear bearing puller cannot be used.

Plug Removal

1. Fit special tool MD998162 on the plug, then hold it in position with special tool MD998783 2. Loose the plug.

Counterbalance shaft rear bearing removal

Oil pump oil seal installation

1. Remove the plug on the side of cylinder block. 2. Insert a Phillips screwdriver (shank diameter 8 mm [0.31 in.]) into the plug hole to lock the counterbalance shaft.

SM 1066

1. Using the special tool, remove the counterbalance shaft rear bearing from the cylinder block. NOTE: When removing the left counterbalance shaft bearing, install the special tool (MB991603) in front of the cylinder block.

Engine Overhaul • 00(L-MMC)-8-31

Group 00(L-MMC), Engine Inspection 1. Front Case 1. Check oil holes for clogging and clean if necessary. 2. Check the left counterbalance shaft front bearing section for wear, damage and seizure. If there is anything wrong with the section, replace the front case.

3. Check the side clearance Standard value: 0.08 to 0.14mm(0.0031 to 0.0055 in.) Drive gear 0.06 to 0.12mm(0.0024 to 0.0047 in.) Driven gear

3. Check the front case for cracks for and other damage. Replace cracked or damaged front case. 2. Oil seal 1. Check the oil seal lip for wear and Replace oil seal if necessary. 2. Check the oil seal lip for deterioration. Replace oil seal if necessary. 3. Counterbalance Shaft

Installation Service Points

1. Check oil hole for clogging. 2. Check journals for seizure, damage and contact with bearing. If there is anything wrong with the journal assembly.

Right counterbalance shaft rear bearing A installation 1. Apply engine oil to the outer surface of bearing. 2. Using special tools, install right rear bearing. Make sure that oil hole of bearing is aligned with oil hole of cylinder block.

4. Oil Pump 1. Assembly the oil pump to the front case and rotate it to ensure smooth rotation with no looseness. 2. Check the side clearance using a thickness gauge.

00(L-MMC)-8-32 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine

Left counterbalance shaft rear bearing in-

stallation 1. Install the special tool (Guide Plate) to the cylinder block.

Counterbalance shaft front bearing inC stallation 1. Using the special tool, install the rear bearing.

2. Apply engine oil to the rear bearing outer circumference and bearing hole in the cylinder block.

3. Using the special tools, install the rear bearing. NOTE: The left rear bearing has no oil holes.

SM 1066

Engine Overhaul • 00(L-MMC)-8-33

Group 00(L-MMC), Engine

Counterbalance shaft oil seal installation

1. Using a suitable socket wrench, install the counterbalance shaft oil seal into the front case.

Oil Pump Oil Seal Installation

1. Using a suitable socket wrench, install the oil pump oil seal into the front case.

Crankshaft Front Oil Seal Installation

1. Using the special tool, install the crankshaft front oil seal into the front case.

Oil Pump Driven Gear / Oil Pump Drive Gear Installation

1. Apply engine oil amply to the gears and line u[ the alignment marks.

Front case installation

1. Set the special tool on the front end of the crankshaft and apply a thin coat of engine oil to the outer circumference of the special tool to install the front case.

00(L-MMC)-8-34 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine 2. Install the front case assembly through a new front case gasket and temporarily tighten the flange bolts(other than those for tightening the filter bracket.)

Plug installation

1. Install a new o-ring to the groove of the front case. 2. Install a plug to the front case. 3. Fit the special tool MD998162 on the plug, and then hold in position with special tool MD998783. 4. Tighten the plug to the specified torque.

Flange bolt installation

1. Insert a Phillips screwdriver into a hole in the left side of the cylinder block to lock the counterbalance shaft.

Oil pan installation

1. Clean both mating surface of the oil pan and cylinder block. 2. Apply a 4mm(0.16 in.) wide bead of FIPG to the entire circumference of the oil pan flange. The oil pan should be installed in 15 minutes after the application of FIPG Specified FIPG: 3MTM AAD Part NO. 8672 or equivalent 2. Secure the oil pump driven gear onto the left counterbalance shaft by tightening the flange bolt to specified torque.

SM 1066

Engine Overhaul • 00(L-MMC)-8-35

Group 00(L-MMC), Engine 3. Note the difference in bolt lengths at the location shown.

Oil pressure switch installation

Specified sealant:3MTM AAD Part No. 8672 or equivalent. Caution 1. Keep the end of threaded portion clear of sealant. 2. Avoid an over tightening.

Drain plug gasket installation

1. Install the drain plug gasket in the direction shown. Caution: Fitting the gasket in a wrong way will result in oil leakage.

Oil filter installation

1. Clean the installation surfaces of the filter bracket. 2. Apply engine oil to the o-ring of oil filter. 3. Screw the oil filter in until the o-ring contacts the bracket.

00(L-MMC)-8-36 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Piston and Connecting Rod

Removal steps

1. Nut

2. Connecting rod cap

3. Connecting rod bearing

4. Piston and connecting rod assembly

5. Connecting rod bearing

6. Piston ring No. 1

7. Piston ring No. 2

8. Oil ring

9. Piston pin 10. Piston 11. Connecting rod 12. Bolt

SM 1066

Engine Overhaul • 00(L-MMC)-8-37

Group 00(L-MMC), Engine Removal Service Points A

Connecting Rod Cap Removal

1. Mark the cylinder number on the side of the connecting rod big end for correct reassembly. 2. Keep the removed connecting rods, caps, and bearings in order according to the cylinder number.

Piston Pin Removal

1. Insert the special tool, Push Rod, into the piston from the side on which the front mark is stamped in the piston head, and attach the guide C to the push rod end. Piston pin setting tool MD998780

3. Using a press, remove the piston pin. NOTE Keep the disassembled pistons, piston pins and connecting rods in order according to the cylinder number.

Inspection Piston Replace the piston if it is cracked or damaged. Piston Pin 1. Insert the piston pin into the piston pin hole, without the connecting rod, with your thumb. You should feel a slight resistance. Replace the piston pin if it can be easily inserted or there is excessive play. 2. The piston and piston pin must be replaced as an assembly. 2. Place the piston and connecting rod assembly on the special tool, Piston Pin Setting Base, with the front mark facing upward.

00(L-MMC)-8-38 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine Piston Ring 1. Check the piston ring for damage, excessive wear, and breakage and replace if defects are evident. If the piston has been replaced with a new one, the piston rings must also be replaced with new ones. (Or, replace piston and rings as an assembly.) 2. Check for the clearance between the piston ring and ring groove. If the limit is exceeded, replace the ring or piston, or replace piston and rings as an assembly.

Standard value:0.03 - 0.07 mm (0.0012- 0.0028 in.) Limit: 0.1 mm (0.004 in.) 3. Install the piston ring into the cylinder bore. Force it down with a piston, its crown being in contact with the ring, to correctly position it at right angles to the cylinder wall. Then, measure the end gap with a feeler gauge. If the ring gap is excessive, replace the piston ring.

Crankshaft Pin Oil Clearance (Plastic Gauge Method) 1. Remove oil from the crankshaft pin and the connecting rod bearing. 2. Cut the plastic gauge to the same length as the width of the bearing and place it on the crankshaft pin in parallel with its axis.

3. Install the connecting rod cap carefully and tighten the bolts to the specified torque 4. Carefully remove the connecting rod cap. 5. Measure the width of the plastic gauge at its widest part by using the scale printed on the plastic gauge package.

Standard value:0.02 - 0.05 mm (0.0008 - 0.0020 in.) Limit: 0.1 mm (0.004 in.)

Standard value: No. 1: 0.25 - 0.40 mm (0.0098 - 0.0157 in.) No. 2: 0.45 - 0.60 mm (0.0177 - 0.0236 in.) Oil Ring: 0.10 - 0.40 mm (0.0039 - 0.0157 in.) Limit: No. 1, No. 2: 0.8 mm (0.031 in.) Oil Ring: 1.0 mm (0.039 in.)

SM 1066

Engine Overhaul • 00(L-MMC)-8-39

Group 00(L-MMC), Engine Installation Service Points A

7. Screw the guide B into the guide A until the gap between both guides amounts to the value L obtained in step 2 plus 3 mm (0.12 in).

Piston Pin Installation

1. Measure the following dimensions of the piston, piston pin and connecting rod. A: Piston pin insertion hole length B: Distance between piston bosses C: Piston pin length D: Connecting rod small end width

8. Place the piston and connecting rod assembly onto the piston setting base with the front marks directed upward.

2. Obtain dimension L (to be used later) from the above measurements by using by following formula: L = (A - C) - (B - D) 2 3. Insert the special tool, Push Rod, into the piston pin and attach the guide A to the push rod end. 4. Assemble the connecting rod in the piston with their front marks facing the same direction. 5. Apply engine oil to the entire periphery of the piston pin. 6. Insert the piston pin, push rod and guide A assembly having assembled in step 3 from the guide A side into the piston pin hole on the front marked side.

9. Press-fit the piston pin using a press. If the press-fitting force required is less than the standard value, replace the piston and piston pin set or/and the connecting rod. Standard value: 7,350 -17,150 N (750 -1,750 kg, 1,653 - 3,858 Ibs.)

00(L-MMC)-8-40 • Engine Overhaul

SM 1066

Group 00(L-MMC), Engine 10. Check that the piston moves smoothly.

CAUTION

Do not use any piston ring expander when installing side rails.

Oil Ring Installation

1. Fit the oil ring spacer into the piston ring groove.

3. Install the lower side rail in the same procedure as described in step 2. 4. Make sure that the side rails move smoothly in either direction. Piston Ring No. 2 / Piston Ring No. 1 C Installation Using a piston ring expander, fit No. 2 and then No. 1 piston ring into position.

NOTE The side rails and spacer may be installed in either direction. The new spacers and side rails are painted in the following colors to identify their sizes: Size

Identification Color

STD

None

0.25 mm O.S.

White

0.50 mm O.S.

Blue

0.75 mm O.S.

Black

1.00 mm O.S.

Yellow

NOTE 1. Note the difference in shape between No. 1 and No. 2 piston rings.

2. Install the upper side rail. To install the side rail, first fit one end of the rail into the piston groove, then press the remaining portion into position by finger. See illustration.

2. Install piston rings No. 1 and No. 2 with their side having marks facing up (on the piston crown side).

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Engine Overhaul • 00(L-MMC)-8-41

Group 00(L-MMC), Engine D

Piston and Connecting Rod Installation

1. Liberally coat engine oil on the circumference of the piston, piston ring, and oil ring. 2. Arrange the piston ring and oil ring gaps (side rail and spacer) as shown in the illustration.

3. Rotate the crankshaft so that the crank pin is on the center of the cylinder bore.

Connecting Rod Bearing Installation

When the bearings are replaced, select and install them according to the identification colors on the crankshaft and identification marks stamped on the connecting rod bearing. Crankshaft Identification Color Yellow None White

Pin OD—mm 44.995-45.000 44.985-44.995 44.980-44.985

Connecting Rod Bearing Identification Mark 1 2 3

Thickness—mm 1.487-1.491 1.491-1.495 1.495-1.499

Connecting rod inside diameter: 48.000-48.015 mm

4. Use suitable thread protectors on the connecting rod bolts before inserting the piston and connecting rod assembly into the cylinder block. Care must be taken not to nick the crank pin. 5. Insert the piston and connecting rod assembly from above the cylinder in such a way that the front mark (arrow) on the top of the piston will be directed toward the camshaft sprocket. 6. Using a suitable piston ring compressor tool, install the piston and connecting rod assembly into the cylinder block.

Connecting Rod Cap Installation

1. Verifying the mark made during disassembly, install the bearing cap to the connecting rod. If the connecting rod is new with no index mark, make sure that the bearing locking notches come on the same side as shown.

00(L-MMC)-8-42 • Engine Overhaul

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Group 00(L-MMC), Engine 2. Make sure that connecting rod big end side clearance meets the specification. Standard value: 0.10 - 0.25 mm (0.0039 - 0.0098 in.) Unit: 0.4 mm (0.016 in.)

Connecting Rod Cap Nut Installation

1. Since the connecting rod bolts and nuts are torqued using a new procedure, they should be examined BEFORE reuse. If the bolt threads are "necked down," the bolts should be replaced. Necking can be checked by running a nut with fingers to the full length of the bolt's thread. If the nut does not run down smoothly, the bolt should be replaced. 2. Before installing the nuts, the threads should be oiled with engine oil. 3. Install both nuts on the bolts finger tight, then alternately torque each nut to assemble the cap properly. 4. Tighten the nuts to 20 Nm (2 kgm, 14.5 ft.lbs.) plus 1/4 (90°) turn.

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Engine Overhaul • 00(L-MMC)-8-43

Group 00(L-MMC), Engine Crankshaft And Cylinder Block Removal And Installation

Removal steps 1.

Flywheel bolt

Crankshaft bearing cap

Flywheel

Crankshaft bearing lower

Rear plate

Rear plate cover

Oil seal case

Oil seal

Crankshaft bearing cap bolt

10.

Crankshaft

11.

Crankshaft bearing upper

12.

Thrust bearing

13.

Cylinder block

00(L-MMC)-8-44 • Engine Overhaul

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Group 00(L-MMC), Engine Inspection

2. Cylinder Block

1. Crankshaft Oil Clearance (Plastic Gauge Method) Use of the plastic gauge can facilitate the oil clearance measurement work. To use the plastic gauge, proceed as follows: 1. Remove oil from the crankshaft journal and crankshaft bearing .

1. Visually check for scratches, rust, and corrosion. Use also a flaw detecting agent for the check. If defects are evident, correct or replace. 2. Using a straightedge and feeler gauge, check the block top surface for warpage. Make sure that the surface is free from gasket chips and other foreign matter. Standard value: 0.05 mm (0.0020 in.) Limit: 0.1 mm (0.004 in.)

2. Install the crankshaft. 3. Cut the plastic gauge to the same length as the width of the bearing and place it on the journal in parallel with its axis.

3. Check the cylinder walls for scratches and seizure. If defects are evident, correct (bore to oversize) or replace. 4. Install the crankshaft bearing cap carefully and tighten the bolts to specified torque. 5. Remove the bolt and carefully remove the crankshaft bearing cap. 6. Measure the width of the plastic gauge at its widest part by using a scale printed on the plastic gauge package. Standard value: 0.02 to 0.04 mm (0.0008 to 0.0016 in.) Limit: 0.1 mm (0.004 in.)

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4. Using a cylinder gauge, measure the cylinder bore and cylindricity. If worn badly, rebore all cylinders to an oversize and replace piston rings. Measure at the points shown in the illustration. Standard value: Cylinder I.D.: 86.50 to 86.53 mm (3.4055 to 3.4067 in.) Cylindricity: 0.1 mm (0.004 in.)

Engine Overhaul • 00(L-MMC)-8-45

Group 00(L-MMC), Engine Installation Service Points

Cylinder Boring 1. Oversize pistons to be used should be determined on the basis of the largest bore cylinder Piston size identification Size 0.25 mm (0.01 in.) O.S. 0.50 mm (0.02 in.) O.S. 0.75 mm (0.03 in.) O.S. 1.00 mm (0.04 in.) O.S.

Identification mark 0.25 0.50 0.75 1.00

Crankshaft Bearing Installation

1. When the bearings are replaced, select and install them according to the identification colors on the crankshaft and the identification marks stamped on the cylinder block.

NOTE Size mark is stamped on the piston top. 2. Measure the outside diameter of a piston to be used. Measure it in the thrust direction as shown.

3. Based on the measured piston O.D. calculate the boring finish dimension. Boring finish dimension = Piston O.D. + (clearance between piston O.D. and cylinder) - 0.02 mm (0.0008 in.) (honing margin) 4. 4.Bore all cylinders to the calculated boring finish dimension.

CAUTION

To prevent distortion that may result from temperature rise during boring, bore cylinders, working from No. 2 to No. 4 to No. 1 to No. 3. 5. Hone to the final finish dimension (piston O.D. + clearance between piston O.D. and cylinder). 6. Check the clearance between the piston and cylinder. Clearance between piston and cylinder: 0.02 - 0.04 mm (0.0008 - 0.0016 in.) NOTE When boring cylinders, finish all of four cylinders to the same oversize. Do not bore only one cylinder to an oversize.

00(L-MMC)-8-46 • Engine Overhaul

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Group 00(L-MMC), Engine 2. Install the bearings having an oil groove to the cylinder block. 3. Install the bearings having no oil groove to the bearing caps.

Bearing Cap/Bearing Cap Bolt Installation

4. After installing the bearing caps, make sure that the crankshaft end play is correct. If the end play exceeds the limit replace the crankshaft bearings. Standard value: 0.05 - 0.25 mm (0.0020 - 0.0098 in.) Limit: 0.4 mm (0.016 in.)

Oil Seal Installation

Sealant Application To Oil Seal Case

1. Install the bearing caps so that their arrows are positioned on the timing belt side.

2. When installing the bearing cap bolts, check that the shank length of each bolt meets the limit. If the limit is exceeded, replace the bolt. Limit: Max. 71.1 mm (2.79 in.)

Install the oil seal case with the bolts coated with sealant. Specified sealant: Threebond 1207F.

3. Torque the bearing cap bolts to 25 Nm (2.5 kgm, 18 ft.lbs.) and, from that position, retighten them 1/4 (90°) turns more.

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Engine Overhaul • 00(L-MMC)-8-47

Group 00(L-MMC), Engine

Section 9 Ignition System (4G63 Gas/LPG Engine)

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Ignition System • 00(L-MMC)-9-1

Group 00(L-MMC), Engine Ignition System Description and Specifications Specifications •

Ignition Type: Non-contact, electronic

•

Firing Order: 1-3-4-2

•

Rotation (viewed from cap): Clockwise

•

Ignition Timing: Gasoline 4q BTDC @ 740 rpm LPG 9q BTDC @ 740 rpm(Non tier2) LPG 10q BTDC @ 700 rpm(Tier2)

•

Centrifugal Advance: Beginning: 0q at 1000 rpm (engine). End: 6.5q at 2600 rpm (engine)

•

Vacuum Advance: Beginning: 0q at 80 mmHg (3.14 inHg.) End: 11.5q at 280 mmHg (11.0 inHg.)

•

Type I Distributor and Ignition Coil Pick-Up Air Gap: 0.8 mm(0.031 in) Primary Coil Resistance: 1.08-1.3 : between terminals (+) and (-) Secondary Coil Resistance: 22.1-29.9 : between terminals (-) and center Ignition Coil Resistor Resistance: 1.22-1.49 :

•

Type II Distributor and Ignition Coil Pick-Up Air Gap: 0.35 mm(0.014 in) minimum Pick-Up Coil resistance: 430-450 : Primary Coil Resistance: 10.8-14.1 : between terminals (+) and (-) Secondary Coil Resistance: 22.1-29.9 : between terminals (-) and center

•

Spark Plug Type: Gas Engine: NGK BP4ES, Champion NY16 LPG Engine: NGK BP5ES, Champion NY12

•

Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in)

•

Spark Plug Tightening Torque: 25 N.m (18.4 ft-lb)

•

Plug Wire Resistance: 8,000 ohms per foot

Ignition System Overview The purpose of the ignition system is to deliver a spark of the proper intensity and duration to each cylinder at the proper moment in the piston’s stroke. The ignition system consists of the distributor, ignition coil, spark plugs, and primary (low tension) and secondary (high tension) wiring circuits. The primary circuit is the low voltage circuit and is composed of the ignition coil primary winding, distributor electronics, and associated wiring, including battery, ignition switch, starter relay and neutral start relay. The secondary circuit is the high voltage section and is composed of the ignition coil secondary winding, the distributor cap, the rotor, the spark plug cables (wires), and the spark plugs. The battery supplies the voltage for producing current through the ignition circuit. The ignition switch is an OFF/ON switch. Current flows only when this switch is closed and returns by the ground through the engine or frame. The resistance of the primary winding of the ignition coil restricts the primary current flow. The ignition coil consists of two windings, a primary winding and a secondary winding. The function of the ignition coil is to transform the low voltage supplied by the battery in the primary winding into the high voltage output of the secondary winding required to jump the spark gap at a spark plug. The distributor conducts and interrupts the primary winding current in the ignition coil at the correct time and distributes the resulting high tension secondary current to the correct spark plug.

00(L-MMC)-9-2 • Ignition System

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Group 00(L-MMC), Engine

Ignition System Components When the distributor interrupts the primary current, the collapsing field in the primary winding of the coil induces a very high voltage in the secondary winding. This voltage is carried by the high tension wire (cable) to the center terminal of the distributor cap. The rotor connects this center terminal to the distributor cap terminals, which in turn are connected to the proper spark plug by high tension cables (wires). The spark plugs provide a spark gap in the combustion chamber. The compressed air and fuel mixture is ignited when the high voltage jumps across this gap.

out and the timing is advanced. With this arrangement, it is possible to have a retarded spark for idling and obtain a gradual advance in spark timing as the engine speed is increased. The distributor also includes vacuum advance for optimum part-throttle economy. With this system, spark timing is not only adjusted for the rotating speed but also for the load applied to the engine. As load is decreased, timing is advanced, and as load is increased, timing is retarded until only the mechanical advance is used.

The distributor incorporates a mechanical (centrifugal) advance mechanism that varies the timing by advancing the breaker plate as the engine speed increases. This mechanism consists of weighted levers that revolve with the distributor rotor and act against a set of springs. As the speed of rotation increases, the weights are moved

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Ignition System • 00(L-MMC)-9-3

Group 00(L-MMC), Engine Schematic Drawing of Electronic Ignition Circuitry(STD)

(BREAKERLESS TYPE)

S DISTRIBUTOR B

BATTERY

SPARK PLUG

STARTER

IGNITION COIL

STARTING SWITCH

CHARGE LAMP

RESISTOR DIODE

WATER TEMP GAUGE PILOT LAMP ALTERNATOR

OIL PRESS. SWITCH

SOLENOID VALVE FUEL OUT

WATER TEMP SENDER

CARBURETOR (GASOLINE ONLY)

00(L-MMC)-9-4 • Ignition System

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Group 00(L-MMC), Engine Distributor Components and Function Components The distributor consists of the ignitor mounted on the breaker plate, signal rotor, distributor rotor, and ignition advance mechanisms. Ignition advance mechanisms include a mechanical centrifugal-weight type governor, and a diaphragm-type vacuum set.

Function The signal rotor is mounted on the distributor shaft, which rotates in sync with the engine crankshaft. As the distributor shaft rotates, each tooth of the signal rotor passes in close proximity to the ignitor. The ignitor senses the position of the passing tooth much as a “metal detector” detects the presence of metal: The ignitor contains an oscillator-type pick-up that stops oscillating when a metal tooth approaches it. This stopping of the oscillation causes the ignitor to switch off a power transistor built into the ignitor. This Off condition blocks the flow of the primary current, which collapses the magnetic field that built up during the On time. The collapsing field cuts across the coil secondary winding, inducing the high voltage that fires the spark plug. The clearance (air gap) between the teeth and the pickup basically determines the duration of current flow, and thus the duration of the spark. The wider the clearance or air gap between the teeth and the pickup, the stronger the cutoff and the longer the duration of the spark. This duration is equivalent to the dwell angle in a contact-type distributor and can be adjusted as shown in Section 3.

Typical distributor Components. Type I distributor shown. A. B. C. D. E. F. G. H. I. J. K.

Breather Distributor cap Contact carbon Rotor Signal rotor Grounding wire Ignitor Breaker plate Vacuum control Packing Distributor housing

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L. M. N. O. P. Q. R. S. T. U.

Drive gear O-ring Lead wire Rotor shaft Spring retainer Governor spring Governor weight Distributor shaft Lock pin Washer

“Air Gap”—Clearance between Signal Rotor Tooth and Ignitor Pickup Timing is controlled by precisely setting the position of the ignitor along the circular path made by the signal rotor’s teeth. You make this adjustment by rotating the distributor housing while observing the engine timing marks under a timing light.

Ignition System • 00(L-MMC)-9-5

Group 00(L-MMC), Engine Ignition System Troubleshooting Troubleshooting Tests The following tests should be used along with the troubleshooting chart on the next page to isolate ignition system problems. Refer to Group 13 for complete electrical system schematics, if needed.

Spark Test

2. If no spark appears in step 1, remove the secondary (high-tension) cable from the center terminal of the distributor. Hold the wire terminal tip .25 to .38 inch [6-10 mm] from the engine block (ground). Crank the engine and check for spark across the gap.

WARNING

GASOLINE OR LPG FUEL. Park truck in a well-ventilated area. Check for leaks and fuel spills before performing these tests. Sparks can ignite gasoline or LPG fuel vapors. Do not perform maintenance near open flame or other sources of ignition, or while smoking. LP gas is highly flammable.

IMPORTANT When removing spark plug wires from the spark plug terminal, hold the cable cap or boot firmly. Do not pull on the wire.

Distrubutor Spark plug Primary cable Ignition coil

CAUTION

Secondary cable

While the engine is cranking or running, keep away from belts and fan and do not touch bare end of spark plug wire. 1. Remove the spark plug wire from a spark plug. Hold the boot end 6-10 mm (.25 to .38 in) from the engine block (ground). Crank the engine and check for spark across the gap. Repeat for each plug. If you cannot hear or see the spark, go to step 2. If the spark appears, but you still suspect the plug is not firing sufficiently, perform the “Plug Test” below.

If spark appears, the problem is with the distributor. Perform the “Insulation Test” below and consult the troubleshooting chart on the next page. If no spark appears, suspect the coil, coil power supply, or coil resistor. Consult the troubleshooting chart on the next page and the inspection procedures in the next Section.

Spark plug wire

Plug Test Distributor

Ignition coil

If there is spark from the boot end of the plug wire, but you still suspect the plug may not be firing sufficiently, remove the spark plug to be tested from the engine. Reconnect the plug to the plug wire. Crank the engine, and sparks should form between electrodes. If the spark plug is defective (worn, leaky or poorly insulated), no spark will form. Replace the spark plug.

00(L-MMC)-9-6 • Ignition System

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Group 00(L-MMC), Engine Troubleshooting Chart

Insulation Test of Distributor Cap and Rotor 1. Remove the distributor cap with the secondary (hightension) wire installed. Crank the engine. If sparks form along the cap surface, this is an indication of a breakdown in the insulating quality of the cap. Clean or replace the cap.

Verification of suspected problems usually requires performing the spark test, insulation test, and spark plug test, The following lists typical ignition troubles and possible causes and remedies.

Engine Does not Crank Starter, battery, or other electrical system fault. See Group 14 troubleshooting. Leak Leak Distributor cap

Engine Cranks, But Does Not Start Spark Test Shows No Spark •

Distributor Carbon tracking in cap or rotor. Replace. Broken or loose primary lead wire. Repair or replace. Broken or damaged rotor. Replace. Distributor out of time. Retime distributor. Faulty electronic ignition unit. Replace. Ignitor gap too wide. Adjust. Broken wire or shorted circuit. Replace coil. Carbon tracking on tower. Clean or replace. Dirty or wet connections in coil & distributor cap towers. Clean or replace.

•

Coil to Distributor High Tension Cable Loose or disconnected. Repair/install. Faulty wire or insulation. Replace. Corrosion.

•

Wiring Bad secondary wire to distributor. Replace. Poor negative ground to block. Clean, repair, tighten. Fuse. Firing order incorrect. Rearrange wires.

•

Timing belt Broken. Jumped timing cog.

Ignition coil

2. Remove the distributor cap. Remove and put the high-tension (secondary) wire terminal close to the rotor. Crank engine. If sparks form this is indication of a breakdown in the insulating quality of the rotor. Clean or replace the rotor.

Leak Rotor Secondary cable Ignition coil

Fuel System Fault Refer to fuel system troubleshooting in Group 02. Instrument Pod Fault Refer to instrument pod troubleshooting in Group 13

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Ignition System • 00(L-MMC)-9-7

Group 00(L-MMC), Engine Engine Runs, But Does Not Run Smoothly

Engine Knocks •

Distributor Incorrect ignition timing (too far advanced). Disengaged or broken centrifugal advance spring. Repair or replace. Worn centrifugal advance mechanism. Replace.

•

Spark Plugs Incorrect heat range. Replace. Fuel. Use correct spec.

Engine Fault •

See Group 1 Troubleshooting

Engine Misses and/or Backfires •

Distributor Worn or loose distributor drive shaft. Replace assembly. Carbon tracking on cap or rotor. Clean or replace. Broken primary lead wire. Repair or replace. Faulty electronic unit. Replace. Distributor installed 180° out of position.

•

Ignition Coil Fault

•

Coil to Distributor High Tension Wire Break in wire or wire loose. Replace, tighten. Faulty insulation. Replace.

•

Spark Plugs Plugs fouled or worn out. Flashover on porcelain insulator. Clean or replace.

•

Spark Plug Wires Faulty. Firing order incorrect.

Engine Does Not Deliver Enough Power •

Distributor Incorrect ignition timing (retarded). Adjust. Faulty centrifugal advance mechanism. Replace. Ignitor air gap out of adjustment.

•

Spark plugs fouled or worn.

•

Spark Plug wires contaminated or defective.

00(L-MMC)-9-8 • Ignition System

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Group 00(L-MMC), Engine Ignition System Inspection, Adjustment, and Timing Distributor Inspection and Air Gap Adjustment Distributor Cap 1. Remove the distributor cap and check its condition for: • Cracks • Carbon tracking or flashover burn marks • Corrosion, rusting or damage of terminals • Burned center terminal or side inserts • Center terminal pushed up inside cap and not free in socket • Moisture • Dirt inside and outside It is very important for the cap to be clean. Moisture and dirt make a good path for flashover. Once a carbon track has started, the cap must be replaced. 2. Remove the spark plug wires from the distributor cap. Inspect the cable socket terminals in the cap for corrosion and burn damage. Clean the towers and terminals, as needed. 3. Clean the distributor cap and terminals, or replace, as needed.

Rotor Remove the rotor and inspect it for: •

Carbon tracking or flashover burn marks

•

Burned, pitted, bent or worn terminal tip

•

Moisture, contamination, and dirt buildup

Typical Distributor Components. Type I shown.

Clean or replace the rotor, as needed.

Centrifugal Advance Install the rotor. Turn the rotor in the direction of rotation and release it to confirm that the rotor returns to the original position smoothly.

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Ignition System • 00(L-MMC)-9-9

Group 00(L-MMC), Engine Vacuum Advance Control

and a projection on the signal rotor to specification. After adjustment, tighten the two mounting screws.

Check the diaphragm in the vacuum advance unit and the line to the manifold for leakage. If the diaphragm is ruptured, the vacuum advance housing and linkage must be replaced.

Pick-up Air Gap 1. Check the ignitor air gap. The air gap must be correct to properly check timing.

Spark Plug Wire Inspection 1. Check spark plug cables and boots for cuts, cracking, brittleness, burns or excessive corrosion of the terminals on both ends, and including general deterioration. If the cables are three years old or more, replace them. When removing a spark plug wire, be sure to hold the cap or boot on the end of the cable. Do not pull on the wire.

Pick-Up Air Gap Setting. Type I.

2. Check plug wire resistance. Resistance should be about 8,000 ohms per foot 3. To install new cables, remove one old wire at a time and match it to a new one. Use all looms and separators and route the wires exactly as the old ones. Pick-Up Air Gap Setting. Type I. Standard Pick-Up Air Gap Setting : Type I distributor : 0.8 mm (0.031 in) Type II distributor ; 0.35 mm (0.014 in) minimum NOTE Always check and adjust ignition timing after installing new ignitor module or adjusting air gap. 2. With a clean feeler gauge, measure the maximum air gap (at the position where a projection of the signal rotor is aligned squarely with the ignitor pickup). Rotate the engine as necessary using the crank pulley and fan belt. If the measurement is not within specification, adjust the air gap setting. 3. To adjust the air gap, loosen the ignitor mounting screws. The ignitor module position can be moved (varied) slightly using the positioning boss as a fulcrum. Adjust the air gap between the ignitor pickup

The use of a dielectric silicone grease at high-voltage connecting points such as coil and distributor cap towers and spark plugs is recommended to ensure good electrical connection and prevent corrosion.

Spark Plug Inspection and Replacement Removing Spark Plugs 1. Remove the spark plug wires and move them out of the way. 2. Use an air nozzle to blow dirt and contamination out of the spark plug wells. IMPORTANT Do not allow dirt and contaminants to enter spark plug openings when the plugs are removed.

00(L-MMC)-9-10 • Ignition System

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Group 00(L-MMC), Engine 3. Loosen, but do not remove, all of the spark plugs. Again blow dirt and contamination out of the wells.

5. Correctly install the spark plug cables (wires).

4. Remove and inspect the spark plugs.

Ignition Coil Inspection Inspecting Spark Plugs 1. Inspect spark plugs for the following conditions. If any abnormality is found, replace the plugs: • Damage to insulator • Wear of electrodes • Carbon and lead deposits • Damage and deterioration to gasket • Arcing or flashover tracking and burning of porcelain insulator. If spark plugs are: •

•

Fouled with carbon deposits, check for too rich air-fuel mixture, dirty (clogged) air filter, or misfire due to excessive spark gap. Burned but white, check for too lean air-fuel mixture, excessive spark advance, or insufficient plug tightening torque.

Ignition coils do not normally require any service except keeping all terminals and connections clean and tight. The coil should be kept reasonably clean; however, it must not be subjected to steam cleaning or similar cleaning methods that may cause moisture to enter the coil. 1. Check the ignition coil tower for tracking and obvious damage. Be sure the tower is clean and dry. Check coil boot nipple for correct sealing and insulating qualities. If flashover occurs here, the engine probably won’t start. 2. Check primary circuit wires for tight connections and correct polarity. When the ignition coil is wired up incorrectly with the distributor, it can cause high speed missing with loss of power and performance under heavy loads.

Installing Spark Plugs 1. Check the spark gap and adjust to the correct specification. Use proper gauge and gapping tool.

DISTRIBUTOR SPARK PLUG

PRIMARY CABLE

SECONDARY CABLE

IGNITION COIL

IMPORTANT New spark plugs do not always have correct spark gap. Always check and adjust the spark gap of new plugs. Use proper gauge and gapping tool. Tighten spark plugs to the specified torque.

3. Check the coil to distributor cap high-tension (secondary) cable. Check the fit of the boot on the coil and distributor cap towers. A high voltage leak at this point will cause the engine not to start.

2. Clean the spark plug seat in the cylinder head. IMPORTANT Lubricate threads on spark plugs with ANTI-SEIZE grease, Clark part #1802307. 3. Use new seat gasket and screw plug in by hand. 4. Tighten to correct torque specification.

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Ignition System • 00(L-MMC)-9-11

Group 00(L-MMC), Engine Ignition Coil Tests 1. Test a defective coil by: •

Measuring the resistance of the primary windings, secondary windings, and resistor with a circuit tester. If the specified values of resistance are found as shown below, the coil circuits are not disconnected (broken) and not short circuited. If incorrect values are found, replace coil and/or resistor, as necessary.

Pick-Up Coil Tests (For Type II distributor only.) Measure resistance ; vlaue should be 430-450 :. Make sure that ohm meter needle moves when screw driver passes near core of coil.

Type I Distributor Primary Coil Resistance: 1.08-1.32 : between terminals (+) and (-) Secondary Coil Resistance: 22.1-29.9 k: between terminals (-) and center Coil Resistor Resistance: 1.22-1.49 : Type II Distributor Primary Coil Resistance: 10.8-14.1 : between terminals (+) and (-) Secondary Coil Resistance: 22.1-29.9 : between terminals (-) and center •

Measuring the insulating resistance between the primary terminal and case with a 500 V megger (if available) or a volt-ohmmeter. It is considered normal if the reading is 10 megohms or above. Replace coil, as necessary.

2. When the coil is suspected of being faulty, remove it and check its operation on a coil tester and replace it if inoperative. Most coil testers compare the operation of the coil being tested with one known to be in good condition. This test should be made first with the coils at room temperature and then after warming the coils five minutes by connecting the primary to a battery of the same voltage rating as the coils. Recheck the comparison test to see if the expansion due to heating has caused some defect.

Ignition Timing Checks and Adjustment

WARNING

ENGINE FAN. Be careful of rotating fan blades when using a timing light. NOTE Correct ignition timing is vital to the proper and efficient operation of the engine. Incorrect timing can result in engine overheating, with resultant reduced piston and valve life, and lowered fuel economy. It is important that the ignitor air gap is set correctly before checking and adjusting the timing. Checking timing is counterproductive if the gap is not set to specification.

Checking Ignition Timing 1. Check and adjust ignitor air gap as explained earlier in this Section. 2. Install a tachometer, or a combination test instrument, such as the Clark Dynamic Engine Analyzer, Part No. 1802047. NOTE Tachometer must be connected directly to battery terminals. Other grounds are not suitable. 3. Install a timing light.

Type II Ignition Coil

NOTE An ignition timing light, Clark Part No. 1801971, or equivalent, with inductive spark pickup is recommended. Install per manufacturer’s recommendations.

00(L-MMC)-9-12 • Ignition System

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Group 00(L-MMC), Engine 4. Clean the timing pointer or indicator and timing mark or notch on the crank pulley to make the mark more legible under the timing light.

9. With engine running at the noted idle speed, aim the timing light at the crankshaft pulley and timing indicator. Note timing marks as light flashes.

5. Start the engine and warm it up until it runs smoothly.

The initial ignition timing is correct when the timing mark on the crankshaft pulley is aligned with the correct position on the timing indicator, at idle speed.

6. Disconnect vacuum hose from vacuum advance on distributor. Plug or clamp the open end of vacuum hose to carburetor or manifold.

Initial Timing Specification:

7. Lower the engine speed by adjusting the carburetor idle screw to obtain 680 rpm idle speed. See Group 02, “Fuel System” for idle adjustment. It is standard practice to check engine initial timing with engine idling at 680 rpm so that the automatic advance of the distributor is completely retarded and not affecting timing. This is very important to obtain correct timing.

CAUTION

•

Gasoline: 4° BTDC @ 680 rpm

•

LPG: 9° BTDC @ 680 rpm

If ignition timing is not correct, adjust as necessary. See “Adjusting Ignition Timing,” below. 10. Reset idle to 680 rpm.

Adjusting Ignition Timing Adjust timing with the engine warm and the vacuum advance hose disconnected and pulgged. 1. Loosen but do not remove the clamp bolt at the base of the distributor.

ENGINE FAN. Be sure to hold the timing light to avoid rotating fan blades. Be careful to stay away from the fan when leaning over to see the timing marks. 8. The engine timing indicator (1) is located near the crankshaft pulley (2) and may be seen from the righthand side of the truck. 2. With the engine running at correct idle speed (680 rpm), adjust the timing by slowly rotating the distributor in one direction or the other. Turn the distributor • Clockwise to retard timing • Counterclockwise to advance timing

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Ignition System • 00(L-MMC)-9-13

Group 00(L-MMC), Engine 3. Turn distributor body until the timing mark and indicator are aligned correctly.

Vacuum Advance

4. Tighten nut or clamp bolt at the base of the distributor.

1. Connect the vacuum hose and check the total advance while engine speed is increased gradually to no-load governed rpm.

5. Recheck the timing to be sure that it did not change when distributor mounting bolt was tightened.

2. Vacuum advance is obtained by subtracting centrifugal advance from the measurement. Total advance centrifugal advance = vacuum advance

Checking Spark Advance After checking (and adjusting, if necessary) ignition timing, check the centrifugal advance, then the vacuum advance. Centrifugal Advance 1. Make sure the engine is warm, the vacuum advance line is removed and plugged, and idle is still set at 680 rpm. 2. Slowly accelerate the engine speed from idle to maximum no-load governed rpm. Check the advance while engine speed is being increased.

Vacuum Advance Specification: • Beginning: 0° at 80 mmHg (3.14 inHg). • End: 11.5° at 280 mmHg (11.0 inHg). 3. Analyze the results: • Excessive advance. Vacuum advance control spring is weak. If spring is broken, abrupt rising of advance will occur. • Insufficient advance. Breaker plate is faulty or diaphragm is broken in the vacuum advance control. 4. Repair or replace component parts as required. (See distributor overhaul Section in this Group.)

Centrifugal Advance Specification: • Beginning: 0° at 1000 rpm (engine). • End: 6.5° at 2600 rpm (engine). NOTE Distributor rpm = 1/2 engine rpm 3. Analyze the results: • Excessive advance: Centrifugal advance spring is weak. If the spring is broken, abrupt rising of advance will occur. • Insufficient advance. Centrifugal advance weight or cam is faulty. 4. Repair or replace the centrifugal advance mechanism (mainshaft and weight assembly), as required. (See distributor overhaul Section in this Group.) 5. Reset idle to 680 rpm.

00(L-MMC)-9-14 • Ignition System

SM 1066

Group 00(L-MMC), Engine

Distributor Overhaul Replacing the Ignitor and Pick-Up Coil

Removing the Distributor

The ignitor (with self-contained pick-up) on the Type I distributor can be replaced without removing the distributor. On the Type II distributor, the pick-up coil assembly and ignitor are separate and can be replaced. To replace these components :

1. Rotate the engine crankshaft to put the #1 cylinder piston at top dead center.

1. Remove signal rotor from the distributor drive shaft with an ordinary bearing puller. 2. Disconnect the wire leads from the terminals of the ignitor module (Type I) or pick-up coil assembly (Type II) and remove two mounting/adjusting screws. To remove the Type II ignitor, remove the mounting screws and the other leads as well.

2. Disconnect the spark plug cables and the primary and secondary cables from the distributor. 3. Remove the vacuum hose from the vacuum advance control on the distributor. 4. Loosen and remove the distributor locking nut from the base of the distributor. Remove the distributor from the engine.

IMPORTANT Do not wipe off the grease on the back of the ignitor unit because it is needed for heat radiation of the unit. 3. When reinstalling, set the pick-up air gap as show in Section 3 of this Group.

Signal rotor Gap Ignitor

Ignitor Pick-Up. Type I.

Pick-up coil Gap

Signal rotor Ignitor

Pick-Up Coil and Ignitor. Type II

SM 1066

Ignition System • 00(L-MMC)-9-15

Group 00(L-MMC), Engine Installation Service Points A

Distributor installation

1. Turn the crankshaft so that the No. 1 cylinder is at top dead center. 2. Align the distributor housing and gear mating marks. 3. Shift 1 tooth of gear to meet the pin with the mating mark of distributor housing as shown in the illustration.

4. Install the distributor to the engine while aligning mating of distributor housings(groove) of the distributor’s installation flange with the center of the distributor installation stud.

5. Removes distributor cap and confirms that the rotor becomes as shown in the illustration. 6. When the rotor is not in this position, redo from the operation in step(2)

00(L-MMC)-9-16 • Ignition System

SM 1066

Group 00(L-MMC), Engine Distributor Disassembly and Reassembly

Disassembly steps

SM 1066

Distributor cap

Breaker assembly

Rotor

Snap ring

Cover

10.

Vacuum control

Signal rotor

11.

Connector assembly

Pickup coil assembly

12.

O-ring

Ignitor

13.

Distributor housing

Heat sink

Ignition System • 00(L-MMC)-9-17

Group 00(L-MMC), Engine Inspection

Reassembly Service Point

Pickup Coil

1. Using a tester, check the resistance of the pickup coil. Standard value:420 to 540 :

Pickup coil assembly installation

Check the air gap between the signal rotor and pickup assembly. Standard value:0.35 to 0.45mm (0.0138 to 0.0177 in.)

2. Check to make sure the pointer of the tester oscillates when the tip of a screwdriver is moved past by the core of the pickup coil assembly.

00(L-MMC)-9-18 • Ignition System

SM 1066

Group 00(L-MMC), Engine Type II Distributor

IMPORTANT After reassembly, set the pick-up air gap as shown in Section 3 of this Group.

Disassembly Steps (Type II) 1. 2. 3. 4. 5. 6. 7.

Breather Distributor cap Rotor Cover Signal rotor Pick-up coil assembly Ignitor

SM 1066

8. 9. 10. 11. 12. 13.

Heat sink Breaker assembly Vacuum control Connector O-ring Distributor housing

Ignition System • 00(L-MMC)-9-19

Group 00(L-MMC), Engine Starter Motor(LPG) Removal and Installation

Inspection

5. If the pinion gap is out of specification, adjust by adding or removing gaskets between magnetic switch and front bracket.

Pinion Gap Adjustment 1. Disconnect the field coil wire from terminal M of the magnetic switch. 2. Connect a 12V battery between terminal S and starter motor body (positive terminal to terminal S). Caution: This test must be performed quickly (in less than 10 seconds) to prevent the coil from burning out. 3. Set switch to “ON”, and pinion will move out. 4. Check pinion to stopper clearance (pionion gap) with a thinkness gauge. Pinion gap: 0.5 to 2.0mm(0.0197 to 0.0787 in.)

00(L-MMC)-9-20 • Ignition System

SM 1066

Group 00(L-MMC), Engine Pull-in Test of Magnetic Switch

Return Test of Magnetic Switch

1. Disconnect field coil wire from terminal M of magnetic switch.

2. Connect a 12V battery between terminal S and Terminal M. Caution: This test must be performed quickly (in less than 10 seconds) to prevent the coil from burning.

2. Connect a 12V battery between terminal S and body. Caution: This test must be performed quickly (in less than 10 seconds) to prevent the coil from burning.

3. If pinion moves out, then pull-in coil is good. If it doesn’t replace magnetic switch.

3. Pull pinion out and release. If pinion quickly returns to its original position, everything is in order. If it doesn’t, replace magnetic switch. Caution: Be careful not to get your fingers caught when pulling out the pinion.

Hold-in Test of Magnetic Switch 1. Disconnect field coil wire from terminal M of magnetic switch. 2. Connect a 12V battery between terminal S and body. Caution: This test must be performed quickly (in less than 10 seconds) to prevent the coil from burning. 3. Manually pull out the pinion as far as the pinion stopper position. 4. If pinion remains out, everything is in order. If pinion moves in, hold-in circuit is open. Replace magnetic switch.

SM 1066

Ignition System • 00(L-MMC)-9-21

Group 00(L-MMC), Engine Free Running Test

6. Adjust the rheostat until the battery voltage shown by the voltmeter is 11V.

1. Place starter motor in a vise equipped with soft jaws and connect a fully-charged 12-volt battery to starter motor as follows: 2. Connect a ammeter (100-ampere scale) and carbon pile rheostat in series with battery positive post and starter motor terminal.

7. Confirm that the maximum amperage is within the specifications and that the starter motor turns smoothly and freely. Current: max. 60 amps.

3. Cunnect a voltmeter(15-volt scale) across starter motor. 4. Rotate carbon pile to full-resistance position. 5. Connect battery cable from battery negative post to starter motor body

Symptom

Possible cause

Current is too large, and starter motor rotates at too low speeds.(Motor output torque is insufficient.)

Current is too large, and motor does not rotate at all.

No current is available, and motor does not rotate.

•

Contaminated or oil stained metal

•

Friction between armature core and pole piece

•

Armature coil and /or field coil not properly grounded

•

Armature coil short-circuited

•

Electromagnetic switch not properly grounded

•

Armature coiul and/or field coil not properly grounded

•

Seizure of metal

•

Armature coil and/or field coil open-circuited

•

Brush and/or pigtail open-circuited

Poor contact or brush and commutator due to contaminated commutator, high mica. etc.

Current is too small, and motor rotates at low speed.(Motor output torque is insufficient.)

Loose field coil connections (If the shunt coil alone is open-circuited or loosely connected, the motor will rotate at a high speed.)

Current is too large, and motor rotates at too high speeds.(Motor output torque is insufficient.)

Field coil short-circuited

00(L-MMC)-9-22 • Ignition System

SM 1066

Group 00(L-MMC), Engine Disassembly and Reassembly

Disassembly steps

B B

SM 1066

Screw

12.

Packing B

Magnetic switch

13.

Plate

Screw

14.

Planetary gear

Screw

15.

Lever

Rear bracket

16.

Snap ring

Brush holder

17.

Stop ring

Rear bearing

18.

Overrunning clutch

Armature

19.

Internal gear

Yoke assembly

20.

Planetary gear holder

10.

Ball

21.

Front bracket

11.

Packing A

Ignition System • 00(L-MMC)-9-23

Group 00(L-MMC), Engine Disassembly Service Points A

Magnetic switch removal

Snap ring/stop ring removal

1. Press stop ring off snap ring with a suitable socket.

Disconnect the field coil wire from terminal M of the magnetic switch.

2. Remove snap ring with snap ring pliers and then remove stop ring and overrunning clutch.

Armature/ball removal

Caution: When removing the armature, take care not to lose the ball(which is used as a bearing) in the armature end.

Cleaning of Starter Motor Parts Do not immerse the parts in cleaning solvent. Immersion of the yoke, field coil assembly and/or armature will damage to insulation. Do not immerse the drive unit cleaning solvent. Overrunning clutch is pre-lubricated at the factory and solvent will wash lubricant form clutch. The drive may be cleaned with a brush moistened with cleaning solvent and wiped dry with a cloth.

00(L-MMC)-9-24 • Ignition System

SM 1066

Group 00(L-MMC), Engine Inspection

2. Overrunning Clutch Check

1. Commutator 1. Place the armature on a pair of V-blocks and check the runout using a dial gauge. Standard value: 0.5mm(0.020 in.) Limit: 0.1mm(0.004 in.)

1. While holding clutch housing, rotate the pinion. Drive pinion should rotate smoothly in one direction, but should not rotate in opposite direction. If clutch does not function properly, replace overrunning clutch assembly. 2. Inspect pinion for wear or burrs. If pinion is worn or burred, replace overrunning clutch assembly. If pinion is damaged, also inspect ring gear for wear or burrs.

2. Check the outer diameter of the commutator. Standard value: 29.4mm(1.16 in.) Limited: 28.8mm(1.13 in.) 3. Front And Rear Bracket Bushing Check Inspect bushing for wear or burrs. If bushing is worn or burred, replace front bracket assembly or rear bracket assembly

3. Check depth of the undercuts between the segments. Standard value: 0.5mm(0.020 in.) Limit: 0.2mm(0.008 in.)

SM 1066

Ignition System • 00(L-MMC)-9-25

Group 00(L-MMC), Engine 6. Armature Coil Ground Test

4. Brush 1. Brushes that are worn beyond wear limit line, or oil soaked, should be replaced. 2. When replacing ground brush, side the brush from brush holder by prying retainer spring back.

Check the insulation between ground commutator segment and the armature coil core. If there should be no continuity.

7. Armature Coil Open Circuit Check 5. Armature Coil Short Circuit Test 1. Place armature on a growler.

Check the continuity between segments. If there should be continuity.

2. Hold a thin steel blade parallel and just above while rotating armature slowly in growler. A shorted armature will cause blade to vibrate and be attracted to the core. Replace shorted armature.

00(L-MMC)-9-26 • Ignition System

SM 1066

Group 00(L-MMC), Engine Reassembly Service Point A

Stop ring/snap ring Installation

Using a suitable pulling tool, pull overrunning clutch stop ring over snap ring.

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Ignition System • 00(L-MMC)-9-27

Group 00(L-MMC), Engine Alternator(LPG) Disassembly and Reassembly

Disassembly steps A A

Pulley nut

Alternator pulley

Rotor assembly

Stator

Plate

10.

Regulator assembly

Rear bearing

11.

Brush

Bearing retainer

12.

Slinger

Front bearing

13.

Rectifier

Front bracket

14.

Rear bracket

00(L-MMC)-9-28 • Ignition System

SM 1066

Group 00(L-MMC), Engine Disassembly Service Points Separation of the stator and front bracket With a screwdriver blade inserted between the front bracket and stator core, pry to separate the stator from the front bracket. Caution: Do not insert the screwdriver too deep as the stator core could be damaged.

Stator/regulator assembly removal

1. Use a soldering iron (180 to 250 W) to unsolder the stator. This work should complete within approximately four seconds to prevent heat from transferring to the diode. 2. When removing the rectifier from the regulator assembly, remove the soldered sections of the rectifier. Caution 1. Use care to make sure that the heat of the soldering iron is not transmitted to the diodes for a long period. 2. Use care that no undue force is exerted to leads of diodes.

Removal of alternator pulley

With the pulley side facing up, hold the rotor in a vice and remove the pulley. Caution: Use care not to damage the rotor.

Inspection 1. Rotor 1. Check the rotor coil continuity. Make sure that there is continuity between the slip rings. Measure the rotor resistance. If it is excessively small, it indicates a shorted rotor. If there is no continuity or if it is shorted, replace the rotor assembly. Standard value: 3 to 5 :

SM 1066

Ignition System • 00(L-MMC)-9-29

Group 00(L-MMC), Engine 2. Check for rotor coil grounding. Make sure that there is no continuity between the slip ring and the core. Replace the rotor assembly if there is continuity.

3. Rectifier 1. Inspection of (+) heat sink assembly Using a circuit tester, check continuity between the (+) heat sink and the stator coil lead connection terminals. If there is continuity in both directions, the diode is shorted and the rectifier assembly must be replaced.

2. Stator 1. Check the stator continuity. Make sure that there is continuity between the coil leads. Replace the stator assembly if there is no continuity.

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

2. Check for coil grounding. Make sure that there is no continuity between the coil and the core. Replace the stator assembly if there is continuity.

00(L-MMC)-9-30 • Ignition System

SM 1066

Group 00(L-MMC), Engine 3. Inspection o diode trio With a circuit tester connected to both ends of each diode, check continuity of the three diodes. If there is continuity or no continuity in both directions, the diode is damaged and the rectifier assembly must be replaced.

3. When installing a new brush, push the brush in the brush holder as shown in the illustration, and solder the lead wire.

Reassembly Service Points 4. Brush

1. Measure the length of the brush protrusion shown in the illustration, and replace the brush if the measured value is below the limit value. Limit: 2.0mm(0.08 in.) or below

Installation of rotor

Before installing the rotor on the rear bracket, thread a steel wire through the small hole provided in the rear bracket to hold back the brush. After rotor installation, remove the steel wire .

2. The brush can be removed if the solder of the brush lead wire is removed.

SM 1066

Ignition System • 00(L-MMC)-9-31

GROUP 00(L-HMC)

GROUP 00(L-HMC) ENGINE (HMC THETA 2.4 LPG)

General Information ................................ Section 1 Specification and Troubleshooting ..........Section 2 Disassembly and Reassembly ...................Section 3 - Timing System - Cylinder Head Assembly - Cylinder Block Assembly - Cooling System - Intake Manifold - Exhaust Manifold Lubrication System ....................................Section 4 Electrical System .......................................Section 5 Emission Control System ...........................Section 6

SM 1066

Group 00(L-HMC), Engine

Section 1 General Information (HMC THETA 2.4 LPG) Engine Lay-out Cam position sensor

Blow-by outlet Water temp sensor

Coolant outlet T-MAP sensor

Water outlet Water inlet

Crank sensor

O2 sensor

Coolant inlet (thermostat)

Oil pressure switch

SM 1066

General Information • 00(L-HMC)-1-1

Group 00(L-HMC), Engine Location of Engine Identification

1. Engine fuel : L - LPG 2. Engine range : KB - 2.4L Theta engine 3. 4. Engine development order : KB - 2.4L Theta engine 5. Production year : 9 - 2009

Adjustment

6. Engine production sequence number : 000001 ~ 999999

Use gauges and testers to adjust correclty the parts to standard values correctly.

Replacement

Electrical System

Standard values, such as torques and certain adjustments, must be strictly observed in the reassembly of all parts If removed, the following parts should always be replaced with new ones.

1. Be sure to disconnect the battery cable from the negative (-) terminal of the battery.

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

Oil seals Gaskets O-rings Lock washers Cotter pins (split pins) Plastic nuts

2. Never pull on the wires when disconnecting connectors. 3. Locking connectors will click when the connector is secure. 4. Handle sensors and relays carefully. Be careful not to drop them against other parts.

Ruber Parts And Tubes Always prevent gasoline from touching rubber parts or tubing.

7. Sealant should be applied to gaskets. 8. Oil should be applied to the moving components of parts. 9. Specified oil or grease should be applied to the prescribed locations (oil seals, etc) before assembly.

00(L-HMC)-1-2 • General Information

SM 1066

Group 00(L-HMC), Engine Checking Cables And Wires 1. Check the terminal for tightness. 2. Check terminals and wires for corrosion from battery electrolyte, etc 3. Check terminals and wires for open circuits. 4. Check wire insulation and coating for damage, cracks and degrading. 5. Check the conductive parts of terminals for contact other metallic parts(vehicle body and other parts). 6. Check grounded parts to verify that there is complete continuity between thier attaching bolt(s) and the vehicle's body. 7. Check for incorrect wiring. 8. Check that the wiring is so clamped to prevent contact with sharp corners of the vehicle body, etc. or hot parts (exhaust manifold, etc.) 9. Check that the wiring is clamped firmy to provide enough clearance from the fan pulley, fan belt and other rotating or moving parts. 10. Check that the wiring has a little space so that it can vibrate between fixed and moving parts such as the vehicle body and the engine.

Check Fuses A blade type fuse test taps provided to allow checking fuse is good if the test lamp lights up when one lead is connected to the test taps (one at a time) and the other lead is grounded. (Turn the ignition switch so that the fuse circuit becomes operative)

SM 1066

Serivicing The Electrical System 1. Prior to servicing the electrical system, be sure to turn off the ignition switch and disconnect the battery ground cable. NOTE In the course of MFI or ELC system diagnosis, when the battery cable is removed, any diagnostic trouble code retained by the computer will be cleared. Therefore, if necessary, read the diagnostic before removing the battery cable.

2. Attach the wiring harnesses with clamps so that there is no slack. However, for any harness which passes the engine or other vibrating parts of the vehicle, allow some slack within a range that does not allow the engine vibrations to cause the harness to come into contact with any of the surrounding parts and then secure the harness by using a clamp.

General Information • 00(L-HMC)-1-3

Group 00(L-HMC), Engine 3. If any section of a wiring harness interferes with the edge of a parts, or a corner, wrap the section of the harness with tape or something similar in order to protect it from damage.

7. Loose connectors cause problems. Make sure that the connectors are always securely fastened.

4. When installing any parts, be careful not to pinch or damage any of the wiring harness.

8. When disconnecting a connector, be sure to grip only the connector, not the wires.

5. Never throw relays, sensors or electrical parts, or expose them to strong shock.

9. Disconnect connector which have catches by pressing in the direction of the arrows shown the illustration.

6. The electronlic parts used in the computer, relays, etc. are readily damaged by heat. If there is a need for service operations that may cause the temperature to exceed 80°C (176°F), remove the electronic parts before hand.

10. Connect connectors which have catches by inserting the connectors until they make a clicking sound.

00(L-HMC)-1-4 • General Information

SM 1066

Group 00(L-HMC), Engine 11. When using a circuit tester to check continuity or voltage on connector terminals, insert the test probe into the harness side. If the connector is a sealed connector, insert the test probe through the hole in the rubber cap until contacts the terminal, being careful not to damage the insulation of the wires.

12. To avoid overloading the wiring, take the electrical current load of the optional equipment into consideration, and determine the appropriate wire size. Permissible current Nominal size

SAE gauge No. In engine compartment

SM 1066

Other areas

0.3mmς

AWG 22

0.5mmς

AWG 20

13 A

0.85mmς

AWG 18

17 A

1.25mmς

AWG 16

12 A

22 A

2.0mmς

AWG 14

16 A

30 A

3.0mmς

AWG 12

21 A

40 A

5.0mmς

AWG 10

31 A

54 A

General Information • 00(L-HMC)-1-5

Group 00(L-HMC), Engine Tightening Torque Table Of Standard Parts Bolt minimal diameter

Pitch (mm)

Torque Nm (kg.cm, lb.ft) Head Mark 4

Head Mark 7

0.8

3~4 (30 ~ 40, 2.2 ~ 2.9)

5~6 (50 ~ 60, 3.6 ~ 4.3)

1.0

5~6 (50 ~ 50, 3.6 ~ 4.3)

9 ~ 11 (90 ~ 110, 6.5 ~ 8.0)

1.25

12 ~ 15 (120 ~ 150, 9 ~ 11)

20 ~ 25 (200 ~ 250, 14.5 ~ 18.0)

M10

1.25

25 ~ 30 (250 ~ 300, 18 ~ 22)

30 ~ 50 (300 ~ 500, 22 ~ 36)

M12

1.25

35 ~ 45 (350 ~ 450, 25 ~ 33)

60 ~ 80 (600 ~ 800, 43 ~ 58)

M14

1.5

75 ~ 85 (750 ~ 850, 54 ~ 61)

120 ~ 140 (1,200 ~ 1,400, 85 ~ 100)

M16

1.5

11 ~ 13 (1,100 ~ 1,300, 80 ~ 94)

180 ~ 210 (1,800 ~ 2,100, 130 ~ 150)

M18

1.5

160 ~ 180 (1,600 ~ 1,800, 116 ~ 130)

260 ~ 300 (2,600 ~ 3,000, 190 ~ 215)

M20

1.5

220 ~ 250 (2,200 ~ 2,500, 160 ~ 180)

360 ~ 420 (3,600 ~ 4,200, 260 ~ 300)

M22

1.5

290 ~ 303 (2,900 ~ 3,300, 210 ~ 240)

480 ~ 550 (4,800 ~ 5,500, 350 ~ 400)

M24

1.5

370 ~ 420 (3,600 ~ 4,200, 260 ~ 300)

610 ~ 700 (6,100 ~ 7,000, 440 ~ 505)

NOTE - The torques shown in the table are standard values under the following conditions : • Nuts and bolts are made of galvanized steel bar. • Galvanized plain steel washers are inserted. • All nuts, bolts and plain washers are dry. - The torques shown in the table are not applicable : • When spring washers, toothed washers and the like are inserted. • If plastic parts are fastened. • If self-tapping screws or self-locking nuts are used. • If threads and surfaces are coated with oil. - If you reduce the torques in the table to the percentage indicated below, under the following conditions, it will be the standard value. • If spring washers are used : 85% • If threads and bearing sufaces are stained with oil : 85%

00(L-HMC)-1-6 • General Information

SM 1066

Group 00(L-HMC), Engine Lubricants Recommended Lubricants Description

ENG OIL LPG 2.4L(L4KB)

OIL Q`TY(LITERS)

Oil & Grease standard

TOTAL ENG OIL Q`TY

5.7 L

OIL PAN Q`TY

4.8 L

DRAIN AND REF OIL Q`TY

5.2 L

CHANGE INTERVAL OF OIL & OIL FILTER

API SM or ABOVE / SAE 5W -20 *1, *2 1. SAE 5W-20 engine oil is preferred regardless of regional 2. If 5W-20 engine oil is not available, secondary recommended engine oil can be used for corresponding temperature range.

NORMAL DRIVE

15000km(9300 mile) or 375 hour

SEVERE DRIVE

17500 km(4600 mile) or 188 hour

Selection Of Engine Oil Recommended ILSAC classification : GF4 OR ABOVE Recommended API classification : SM OR ABOVE Recommended SAE viscosity grades :

NOTE For best performance and maximum protection of all types of operation, select only those lubricants which : 1) Satisfy the requirement of the API classification. 2) Have proper SAE grade number for expected ambient temperature range. 3) Lubricants that do not have both an SAE grade number and API service classification on the container should not be used.

SM 1066

General Information • 00(L-HMC)-1-7

Group 00(L-HMC), Engine

Section 2 Specification and Troubleshooting (HMC THETA 2.4 LPG)

SM 1066

Specification and Troubleshooting • 00(L-HMC)-2-1

Group 00(L-HMC), Engine Specifications Description

Specification

Limit

General Type

In-line, Double Overhead Camshaft

Number of cylinder

Bore

88mm

Stroke

97mm

Total displacement

2,359cc

Compression ratio

10.5 : 1

Firing order

1-3-4-2

Valve timing Opens (BTDC)

5¶

Closes (ABDC)

39¶

Opens (BBDC)

42¶

Closes (ATDC)

6¶

Intake valve

Exhaust Cylinder head Flatness of gasket surface

0.05mm or less (0.02mm or less / 100 X 100)

Flatness of manifold mounting surface Intake manifold surface

0.1mm or less

Exhaust manifold surface

0.1mm or less

Camshaft Intake

42.70mm

Exhaust

45.40mm

NO.1

Intake : Ժ30mm, Exhaust : Ժ’40mm

NO.2 ~ 5

Intake, Exhaust : Ժ24mm

NO.1

Intake : 0.020 ~ 0.057mm

0.09mm

NO.1

Exhaust : 0.045 ~ 0.082mm

0.12mm

NO.2 ~ 5

Intake, Exhaust : 0.045 ~ 0.082mm

0.12mm

0.04 ~ 0.16mm

0.24mm

Intake

113.18mm

112.93mm min

Exhaust

105.79mm

105.74mm min

Intake

5.465 ~ 5.480mm

Exhaust

5.458 ~ 5.470mm

Cam height

Journal O.D

Bearing oil clearance

End play Valve Valve length

Stem O.D. Face angle

45.25¶ ~ 45.75¶

00(L-HMC)-2-2 • Specification and Troubleshooting

SM 1066

Group 00(L-HMC), Engine

Description

Specification

Limit

Intake

1.02mm

Exhaust

1.09mm

Intake

0.020 ~ 0.047mm

0.07mm max

Exhaust

0.030 ~ 0.054mm

0.09mm max

Valve head Margin Valve stem to valve guide clearance MLA out dia

31.964 ~ 31.980mm

Tappet bore inner dia

32.000 ~ 32.025mm

MLA & Tappet bore claearance

0.020 ~ 0.061mm

0.07mm max

Valve seat Intake

1.16 ~ 1.46mm

Exhaust

1.35 ~ 1.65mm

Intake

44.75¶ ~ 45.10¶

Exhaust

44.75¶ ~ 45.10¶

Length(In / Exhaust)

43.8 ~ 44.2mm

In Dia

5.500 ~ 5.512mm

Width of seat contact

Seat angle

Valve Guide

Valve spring Free length

47.44mm 19.0G·G0.6kg/35.0mm

Load 39.8G· 1.2kg/26.0mm Squareness

max 1.5¶

Valve clearance Cold (20°C[68°F])

Intake

0.17 ~ 0.23mm

0.10 ~ 0.30mm

Exhaust

0.27 ~ 0.33mm

0.20 ~ 0.40mm

Cylinder block Cylinder bore

88.000 ~ 88.03mm

Out-of-round and taper of cylinder bore

0.05mm or less (0.02mm or less / 100 X 100)

Piston O.D (To set limits to new parts)

87.975~ 88.005mm

Clearance with cylinder bore

Ring groove width

0.015 ~ 0.035mm No.1

1.235 ~ 1.25mm

1.26mm

No.2

1.23 ~ 1.25mm

1.26mm

No.3(oil ring)

2.01 ~ 2.03mm

2.05mm

No.1

0.03 ~ 0.08mm

0.1mm

No.2

0.05 ~ 0.08mm

0.1mm

Oil Ring

0.06 ~ 0.15mm

0.2mm

Piston ring

Side clearance

SM 1066

Specification and Troubleshooting • 00(L-HMC)-2-3

Group 00(L-HMC), Engine

Description

End gap

Specification

Limit

No.1 Ring

0.15 ~ 0.30mm

0.6mm

No.2 Ring

0.37 ~ 0.52mm

0.7mm

Oil Ring

0.20 ~ 0.70mm

0.8mm

Piston Pin O.D Dia

21.001 ~ 21.006mm

Piston Pin Hole Dia

21.016 ~ 21.024mm

Piston Pin Hole Clearance

0.013 ~ 0.023mm

Piston Pin Press Load

250 ~ 1250kg

Connecting Rod Small end Dia

20.974 ~ 20.985mm

Big end Dia

51.000 ~ 51.018mm

Bending

0.05mm or less

Twist

0.1mm or less

Con rod big end to crankshaft side clearance

0.10 ~ 0.25mm

0.35mm

0.028 ~ 0.045mm

0.05mm

Connecting Rod Bearing Oil Clearance Crankshaft Journal O.D.

51.942 ~ 51.960mm

Pin O.D.

47.954 ~ 47.972mm

Main Bearing Oil clearance

0.02~ 0.038mm

End play

0.07 ~ 0.25mm

0.1mm

Cooling System Water cooled, pressurized,forced circulation with mechanical fan

Cooling method Thermostat Type

Wax pellet type with jiggle valve

Valve opening temperature

82G·G1.5¶C

Valve Closing temperature

77¶C

Full-opening temperature

95¶C

Engine coolant temperature sensor Type

Heat-sensitive thermister type 20¶j

2.45G·G0.14k ˟

80¶j

0.3222k ˟

Resistance

00(L-HMC)-2-4 • Specification and Troubleshooting

SM 1066

Group 00(L-HMC), Engine Tightening Torque Item

Q`TY

N.m

kgf.m

lb-ft

Upper oil pan bolt

23.5 ~ 27.4

2.4 ~ 2.8

17.4 ~ 20.2

Oil pump bolt

23.5 ~ 27.4

2.4 ~ 2.8

17.4 ~ 20.2

Timing chain cover bolt(M8)

18.6 ~ 22.5

1.9 ~ 2.3

13.7 ~ 16.6

Timing chain cover bolt(M6)

7.8 ~ 9.8

0.8 ~ 1.0

5.8 ~ 7.2

Oil pan bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Camshaft bearing cap bolt (M6)

10.8 ~ 12.7

1.1 ~ 1.3

7.9 ~ 9.4

Camshaft bearing cap bolt (M8)

27.4 ~ 31.4

2.8 ~ 3.2

20.3 ~ 23.1

Cylinder Head bolt

34.3 + 90° + 90°

3.5 + 90¶+ 90¶

25.3 + 90¶+ 90¶

Cylinder head cover bolt

7.8 ~ 9.8

0.8 ~ 1.0

5.8 ~ 7.2

Crankshaft pulley bolt

166.6 ~ 176.4

17.0 ~ 18.0

122.9 ~ 130.1

Flywheel bolt

117.6 ~ 127.4

12.0 ~ 13.0

86.8 ~ 93.9

Drive plate bolt

117.6 ~ 127.4

12.0 ~ 13.0

86.8 ~ 93.9

Timing chain tensioner bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Timing chain tensioner arm bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Timing chain guide bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Camshaft sprocket bolt

53.9 ~ 63.7

5.5 ~ 6.5

39.7 ~ 47.0

Oil pump chain guide bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Oil pump chain tensioner arm bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Water pump bolt (8°x95)

18.6 ~ 23.5

1.9 ~ 2.4

13.7 ~ 17.4

Water pump bolt (8°x70)

18.6 ~ 23.5

1.9 ~ 2.4

13.7 ~ 17.4

Tensioner & idler bolt (10°x75)

39.2 ~ 44.1

4.0 ~ 4.5

28.9 ~ 32.5

Tensioner & idler bolt (10°x90)

39.2 ~ 44.1

4.0 ~ 4.5

28.9 ~ 32.5

Water temp control bolt

18.6 ~ 23.5

1.9 ~ 2.4

13.7 ~ 17.4

Water temp control nut

18.6 ~ 23.5

1.9 ~ 2.4

13.7 ~ 17.4

Oil level gauge assembly bolt

7.8 ~ 11.8

0.8 ~ 1.2

5.8 ~ 8.7

Ignition coil bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Intake manifold bolt

18.6 ~ 27.5

1.9 ~ 2.8

13.7 ~ 20.3

Intake manifold nut

18.6 ~ 27.5

1.9 ~ 2.8

13.7 ~ 20.3

Intake manifold stay bolt (front/rear)

18.6 ~ 27.5

1.9 ~ 2.8

13.7 ~ 20.3

Exhaust manifold heater protector bolt

7.8 ~ 11.8

0.8 ~ 1.2

5.8 ~ 8.7

Exhaust manifold nut

49.0 ~ 53.9

5.0 ~ 5.5

36.2 ~ 39.8

Crankshaft position sensor & cover bolt

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Oxygen sensor

39.2 ~ 49.0

4.0 ~ 5.0

28.9 ~ 36.1

Knock sensor bolt

18.6 ~ 23.5

1.9 ~ 2.4

13.7 ~ 17.4

Oil temperature sensor

19.6~ 44.1

2.0 ~ 4.0

14.5 ~ 28.9

Cam position sensor

9.8 ~ 11.8

1.0 ~ 1.2

7.2 ~ 8.7

Oil pressure switch

7.8 ~ 11.8

0.8 ~ 1.2

5.8 ~ 8.7

Main bearing cap bolt

29.4 + 120¶

3.0 + 120¶

21.7 + 120¶

Oil filter

11.8 ~ 15.7

1.2 ~ 1.6

8.7 ~ 11.6

Connecting rod bearing cap bolt

19.6 + 90¶

2.0 + 90¶

14.5 + 90¶

SM 1066

Specification and Troubleshooting • 00(L-HMC)-2-4-1

Group 00(L-HMC), Engine Compression Pressure Inspection NOTE If there is lack of power, excessive oil consumption or poor fuel economy, measure the compression pressure 1. Warm up and stop engine. Allow the engine to warm up to normal operating temperature(water temp 80~90°C) 2. Disconnect the injector connectors (A)

2) Fully open the throttle. 3) While cranking the engine, measure the compression pressure. NOTE Always use a fully charged battery to obtain engine speed of 250 rpm or more. 4) Repeat steps (1) through (3) for each cylinder. NOTE This measurement must be done in a short time as possible. Compression pressure : 1,283kPa (13.0kgf/່, 185psi) Minimum pressure :G 1,135kPa (11.5kgf/່, 164psi) Difference between each cylinder : 100kPa (1.0kgf/່˜, 15psi) or less

3. Remove ignition coils(B). Remove spark plugs. Using a 16mm plug wrench, remove the 4 s/plugs.

5) If the cylinder compression in 1 or more cylinders is low, pour a small amount of engine oil into the cylinder through the spark plug hole and repeat steps (1) through (3) for cylinders with low compression. •

If adding oil helps the compression, it is likely that the piston rings and/or cylinder bore are worn or damaged.

•

If pressure stays low, a valve may be sticking or seating is improper, or there may be leakage past the gasket.

5. Reinstall spark plugs. 4. Check cylinder compression pressure. 1) Insert a compression gauge into the spark plug hole.

SM 1066

6. Install ignition coils. 7. Connect the injector connectors and ignition coil connectors.

Specification and Troubleshooting • 00(L-HMC)-2-4-2

Group 00(L-HMC), Engine Valve Clearance and Adjustment

c. Disconnect the breather hose (A).

NOTE Inspect and adjust the valve clearance when the engine is cold (Engine coolant temperature : 20°C (68°F)) and cylinder head is installed on the cylinder block. 1. Remove the engine cover(A).

d. Loosen the cylinder head cover bolts and then remove the cover(A) and gasket.

2. Remove the cylinder head cover. a. Disconnect the ignition coil connectors(A) and remove the ignition coils.

3. Set No.1 cylinder to TDC/compression. a. Turn the crankshaft pulley and align its groove with the timing mark "T" of the lower timing chain cover. b. Disconnect the P.C.V hose(A).

b. Check that the mark(A) of the camshaft timing sprockets are in straight line on the cylinder head surface as shown in the illustration. If not, turn the crankshaft one revolution (360°)

SM 1066

Specification and Troubleshooting • 00(L-HMC)-2-7

Group 00(L-HMC), Engine

4. Inspect the valve clearance. a. Check only the valve indicated as shown. [No. 1 cylinder : TDC/Compression] measure the valve clearance. At this stage measure intake valve clearences on no.1 & no.2 cylinder and exhaust valve cleaences on no.1 & no.3 cylinder.

•

Using a thickness gauge, measure the clearance between the tappet and the base circle of camshaft. Record the out-of-specification valve clearance measurements. They will be used later to determine the required replacement adjusting tappet. Valve clearance Specification Engine coolant temperature : 20°C [68°F]

5. Adjust the intake and exhaust valve clearance. a. Set the No.1 cylinder to the TDC/compression. b. Marks on the timing chain and camshaft timing sprockets c. Remove the service hole bolt(A) of the timing chain cover.

CAUTION

The bolt must not be reused once it has been assembled. d. Insert the SST(A) (09240-2G000) in the service hole of the timing chain cover and release the ratchet.

Limit Intake : 0.10 ~ 0.30mm (0.0039 ~ 0.0118in.) Exhaust : 0.20 ~ 0.40mm (0.0079 ~ 0.0157in.)

b. Turn the crankshaft pulley one revolution (360°) and align the groove with timing mark "T" of the lower chain cover. c. Check only valves indicated as shown. [NO. 4 cylinder : TDC/compression]. Measure the valve clearence.

00(L-HMC)-2-8 • Specification and Troubleshooting

SM 1066

Group 00(L-HMC), Engine e. Remove the front camshaft bearing cap(A).

k. Select a new tappet with a thickness as close as possible to the calculated value.

CAUTION

Shims are available in 47 size increments of 0.015mm (0.0006in.) from 3.00mm (0.118in.) to 3.690mm (0.1452in.) l. Place a new tappet on the cylinder head. m. Hold the timing chain, and install the intake camshaft and timing sprocket assembly. f. Remove the exhaust camshaft bearing cap and exhaust camshaft

n. Align the matchmarks on the timing chain and camshaft timing sprocket.

g. Remove the intake camshaft bearing cap and intake camshaft.

o. Install the intake and exhaust camshaft.

CAUTION

When disconnect the timing chain from the camshaft timing sprocket, hold the timing chain. h. Tie down timing chain so that it dosen't move.

p. Install the front bearing cap. q. Install the sevice hole bolt. Tightening torque : 11.8 ~ 14.7N.m (1.2 ~ 1.5kgf.m, 8.7 ~ 10.8lb-ft)

r. Turn the crankshaft two turns in the operating direction (clockwise) and realign crankshaft sprocket and camshaft sprocket timing marks(A).

CAUTION

Be careful not to drop anything inside timing chain cover i. Measure the thickness of the removed tappet using a micrometer.

s. Recheck the valve clearance.

j. Calculate the thickness of a new tappet so that the valve clearance comes within the specified value.

Valve clearance (Engine coolant temperature : 20°C) [Specification] Intake : 0.17 ~ 0.23mm (0.0067 ~ 0.0090in.) Exhaust : 0.32~0.38mm(0.0126~0.0149in.)

Valve clearance (Engine coolant temperature : 20°C) T. Thickness of removed tappet A. Measured valve clearance N. Thickness of new tappet Intake : N = T + [A - 0.20mm(0.0079in.)] Exhaust : N = T + [A-0.30mm (0.0118in.)]

SM 1066

Specification and Troubleshooting • 00(L-HMC)-2-9

Group 00(L-HMC), Engine Troubleshooting Symption

Engine misfire with abnormal internal lower engine noises.

Engine misfire with abnormal valve train noise.

Engine misfire with coolant consumption. Engine noise on start-up, but only lasting a few seconds.

Upper engine noise, regardless of engine speed.

Suspect area

Remedy

Worn crankshaft bearings

Replace the crankshaft and bearings as required

Loose or improperly engine filwheel

Repair or replace the flywheel as required

Worn piston rings (Oil consumption may or may not cause the engine to misfire.)

Inspect the cylinder for a loss of compression. Repair or replace as required.

Worn crankshaft thrust bearings

Replace the crankshaft and bearings as required

Stuck valves. (Carbon buidup on the valve stem)

Repair or replace as required

Excessive worn or mis-aligned timing chain

Replace the timing chain and sprocket as required.

Worn camshaft lobes.

Replace the camshaft and valve lifters.

• Faulty or crank of cylinder head gasket or other damage to the cylinder head and engine block cooling system. • Coolant consumption may or may not cause the engine to overheat.

• Inspect the cylinder head and engine block for damage to the coolant passages and/or a faulty head gasket. • Repair or replace as required.

Incorrect oil viscosity

• Drain the oil. • Install the correct viscosity oil.

Worn crankshaft thrust bearing.

• Inspect the thrust bearing and crankshaft. • Repair or replace as required.

Low oil pressure

Repair or replace as required.

Broken valve spring.

Replace the valve spring.

Worn or dirty valve lifters.

Replace the valve lifters.

Stetched or broken timing chain and/or damaged sprocket teeth.

Replace the timing chain and sprockets.

Worn timing chain tensioner, if applicable.

Replace the timing chain tensioner as required

Worn camshaft lobes.

Inspect the camshaft lobes. Replace the timing camshaft and valve lifters as required.

Worn valve guides or valve stems.

Inspect the valves and valve guides, then repair or replace as required.

Stuck valves. (Carbon on the valve stem or valve seat may cause the valve to stay open.

Inspect the valves and valve guides, then repair or replace as required.

Worn drive belt, idler, tensioner and bearing.

Replace as required

00(L-HMC)-2-10 • Specification and Troubleshooting

SM 1066

Group 00(L-HMC), Engine

Symption

Lower engine noise, regardless of engine speed

Suspect area

Remedy

Low oil pressure

Repair or required

Loose or damaged flywheel.

Repair or replace the flywheel.

Damaged oil pan, contacting the oil pump screen.

• Inspect the oil pan. • Inspect the oil pump screen. • Repair or replace as required.

Oil pump screen loose, damaged or restricted.

• Inspect the oil pump screen. • Repair or replace as required.

Excessive piston-to-cylinder bore clearance.

• Inspect the piston, piston pin and cylinder bore. • Repair or replace as required.

Excessive piston pin-to-piston clearance

• Inspect the piston, piston pin and the con-rod. • Repair or replace as required. Inspect the following components and repair or replace as required.

Excessive connecting rod bearing clearance

• The connecting rod bearings. • The connecting rods. • The crankshaft pin journals. Inspect the following components, and repair or replace as required. • The crankshaft bearings. • The crankshaft main journals. • The cylinder block

Excessive crankshaft bearing clearance

Incorrect piston, piston pin and connecting rod installation

• Verify the piston pins and connecting rods are installed correctly. • Repair as required.

Low oil pressure

Repair or replace as required. Inspect the following components and repair or replace as required.

Excessive connecting rod bearing clearance Engine noise under load

Excessive crankshaft bearing clearance

SM 1066

• The connecting rod bearings. • The connecting rods. • The crankshaft • Inspect the following components and repair or replace as required. • The crankshaft bearings. • The crankshaft main journals. • The cylinder block.

Specification and Troubleshooting • 00(L-HMC)-2-11

Group 00(L-HMC), Engine

Symption

Suspect area Hydraulically locked cylinder • Coolant/antifreeze in cylinder. • Oil in cylinder. • Fuel in cylinder

Broken timing chain and/or timing chain gears. Engine will not crankcrankshaft will not rotate

Remedy • Remove spark plugs and check for fluid. • Inspect for broken head gasket. • Inspect for cracked engine block or cylinder head. • Inspect for a sticking fuel injector and/or leaking fuel regulator. • Inspect timing chain and gears. • Repair as required.

Material in cylinder • Broken valve • Piston material • Fuel in cylinder

Inspect cylinder for damaged components and/or foreign materials.

Seized crankshaft or connecting rod bearings.

• Inspect crankshaft and connecting rod bearing. • Repair as required.

Bent or broken connecting rod.

• Inspect connecing rods. • Repair as required.

Broken crankshaft

• Inspect crankshaft. • Repair as required.

00(L-HMC)-2-12 • Specification and Troubleshooting

SM 1066

Group 00(L-HMC), Engine Special service tools Tool (Number and name)

Illustration

Use

Crankshaft front oil seal installer (09214-3K000) (09231-H1100)

Installation of the front oil seal A : 09214-3K000 B : 09231-H1100

Valve stem oil seal installer (09222-4A000)

Installation of the valve stem oil seal

Valve spring compressor & holder (09222-3K000) (09222=3K100)

Removal and installation of the intake or exhaust valve (09231-3K100)

Crankshaft rear oil seal installer (09214-3K100) (09231-H1100)

Installation of the crankshaft rear oil seal A : 09214-3K100 B : 09231-H1100

Flywheel stopper (09231-3K000)

Holds flywheel so that engine dosen't turn/move.

Torque angle adapter (09221-4A000)

Installtion of bolts & nuts needing an angular method of adjustment.

Oil pan remover (09215-3C000)

Oil pan separation/ removal

SM 1066

Specification and Troubleshooting • 00(L-HMC)-2-13

Group 00(L-HMC), Engine

Section 3 Disassembly and Reassembly (HMC THETA 2.4 LPG)

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-1

Group 00(L-HMC), Engine

TIMING SYSTEM Component

1. Cylinder head cover

7. Crankshaft sprocket

2. Exhaust camshaft sprocket

8. Oil jet

3. Intake camshaft sprocket

9. Timing chain tensioner

4. Timing chain

10. Timing chain cover

5. Timing chain tensioner arm

11. Oil pan

6. Timing chain guide

00(L-HMC)-3-2 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

SM 1066

1. Oil pump module

4. Oil pump sproket

2. Cylinder block

5. Oil pump chain guide

3. Oil pump chain

6. Mechanical tensioner assy-o/p chain

Disassembly and Reassembly • 00(L-HMC)-3-3

Group 00(L-HMC), Engine Removal

1. Disconnect the battery nagative cable. 2. Remove the engine cover (A).

CAUTION

Place wooden block between the jack and engine oil pan

3. Set No.1 cylinder to TDC/compression

5. Remove the alternator & water pump pulley belt (A). 6. Remove the water pump pulley(B) & fan pulley(C). 7. Remove the bracket(D) fan pulley & fan pulley tensioner(E). 8. Remove the crank pulley(F) & alternator(G). 4. Drain the engine oil, and then set a jack to the oil pan.

9. Remove the PCV hose (A).

00(L-HMC)-3-4 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 10. Disconnect the ignition coil connectors (A).

13. Remove the oil pan (A).

! 11. Remove the ignition coils (A).

CAUTION

Be careful not to damage the contact surfaces of cylinder block and oil pan 14. Remove the timing chain cover (A) by gently prying the portions between the cylinder head and cylinder block.

12. Remove the cylinder head cover (A).

CAUTION

Be careful not to damage the contact surfaces of cylinder block, cylinder head and timing chain cover. 15. The key of crankshaft should be aligned with the mating face of main bearing cap. As a result of this, the piston of No.1 cylinder is placed at the top dead center on compression stroke.

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-5

Group 00(L-HMC), Engine 16. Install a set pin after compressing the timing chain tensioner.

20. Remove the timing chain oil jet (A). 21. Remove the crankshaft chain sprocket (B).

17. Remove the timing chain tensioner (A) and timing chain tensioner arm (B). 22. Remove the oil pump chain (Refer to Lubrication system in this group)

Inspection Sprockets, Hydraulic Guide, Tensioner Arm

Tensioner,

Chain

1. Check the cam sprocket, crankshaft sprocket teeth for abnormal wear, cracks or damage. Replace if necessary. 2. Check a contact surface of the chain tensioner arm and guide for abnormal wear, cracks or damage. Replace if necessary.

18. Remove the timing chain. 19. Remove the timing chain guide (A).

3. Check the hydraulic tensioner for its piston stroke and ratchet operation. Replace if necessary.

Belt, Idler, Pulley 1. Check the idler for excessive oil leakage, abnormal rotation or vibration. Replace if necessary. 2. Check belt for maintenance and abnormal wear of Vribbed part. Replace if necessary. 3. Check the pulleys for vibration in rotation, oil or dust deposit of V-ribbed part. Replace if necessary.

00(L-HMC)-3-6 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Installation 1. Install the crankshaft chain sprocket (B). 2. Install the timing chain oil jet (A).

assembly (D). The timing mark of each sprockets should be matched with timing mark (color link) of timing chain at installing timing chain.

Tightening torque : 7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)

6. Install the timing chain tensioner arm (B). 3. Set crankshaft that the key of crankshaft should be aligned with the mating surface of main bearing cap. Put the intake, exhaust camshaft assembly that the TDC mark of intake sprocket and exhaust sprocket should be aligned with the top surface of cylinder head. As a result of this, place the piston on No.1 cylinder at the top dead center on compression stroke.

Tightening torque : 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

7. Install the timing chain auto tensioner (A) and remove the set pin. Tightening torque : 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

4. Install the timing chain guide (A). Tightening torque : 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

5. Install the timing chain. To install the timing chain with no slack between each shaft (cam, crank), follow the below procedure. Crankshaft sprocket (A) ˧ Timing chain guide (B) ˧ Intake Camsprocket(C) ˧ Exhaust cam sprocket

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-7

Group 00(L-HMC), Engine 8. After rotating crankshaft 2 revolutions in regular direction (clockwise viewed from front), confirm the timing mark.

9. Install timing chain cover. a) Using a gasket scraper, remove all the old packing material from the gasket surfaces. b) The sealant locations on chain cover and on counter parts (cylinder head, cylinder block, and ladder frame) must be free of engine oil and ETC. c) Before assembling the timing chain cover, the liquid sealant Loctite 5900H or THREEBOND 1217H should be applied on the gap between cylinder head and cylinder block. The part must be assembled within 5 minutes after sealant was applied.

f) The firing and/or blow out test should not be performed within 30 minutes after the timing chain cover was assembled. 10. Install the oil pan a) Using a gasket scraper, remove all the old packing material from the gasket surfaces. b) Before assembling the oil pan, the liquid sealant Loctite 5900H or THREEBOND 1217H should be applied on oil pan. The part must be assembled within 5 minutes after the sealant was applied.

Bead width : 3.0mm(0.12in.)

! d) After applying liquid sealant Loctite 5900H on timing chain cover. The part must be assembled within 5 minutes after sealant was applied. Sealant should be applied without discontinuity. Bead width : 3.0mm(0.12in.)

e) The dowel pins on the cylinder block and holes on the timing chain cover should be used as a reference in order to assemble the timing chain cover to be in exact position.

CAUTION

When applying sealant gasket, sealant must not be protruded into the inside of oil pan. To prevent leakage of oil, apply sealant gasket to the inner threads of the bolt holes c) Install the oil pan (A). Uniformly tighten the bolts. Tightening torque : M8 (B) : 26.5~30.4N.m( 2.7~3.1kgf.m, 19.5~22.4lb-ft) M6 (C) : 9.8~1.8N.m (1.0~1.2kgf.m, 7.2 ~8.7lb-ft)

Tightening torque : M6 : 7.8 ~9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~7.2lb-ft) M8 : 18.6~22.5N.m(1.9~2.3kgf.m, 13.7~16.6lb-ft)

00(L-HMC)-3-8 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

! d) After assembly, wait at least 30 minutes before filling the engine with oil. 11. Install the cylinder head cover. a) The hardened sealant located on the upper area between timing chain cover and cylinder head should be removed before assembling cylinder head cover. b) After applying sealant (Loctite 5900H), it should be assembled within 5 minutes.

CAUTION

Do not reuse cylinder head cover gasket. 12. Install the ignition coils (A). Tightening torque : 3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft

Bead width : 2.5mm(0.1in.)

13. Connect the ignition coil connectors (A).

c) The firing and/or blow out test should not be performedassembled. within 30 minutes after the cylinder head cover was assembled. d) Install the cylinder head cover bolts as following method Tightening torque : Step 1 : 3.9~5.9N.m (0.4~0.6kgf.m, 2.9~4.3lb-ft) Step 2 : 7.8~9.8N.m (0.8~1.0kgf.m, 5.8~7.2lb-ft)

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-9

Group 00(L-HMC), Engine 18. Install the fan pulley bracket (D).

14. Install the PCV hose (A).

Tightening torque : 42.14~53.9N.m (4.3~5.5kgf.m, 30.96~39.60lb-ft)

19. Install the fan pulley (E). Tightening torque : 18.6~22.5N.m (1.9~2.3kgf.m, 13.7~16.6lb-ft)

20. Install the fan pulley tensioner (F). Tightening torque : 18.6~22.5N.m (1.9~2.3kgf.m, 13.7~16.6lb-ft)

21. Install the alternator (G). 22. Install the alternator & water pump pulley belt (H). Belt tension gauge method : Attach the belt tension gauge to the belt and measure the tension. Follow the gauge manufacturer's instructions. Tension Used Belt : 340~490 N (35~50 kgf, 77~110 lbf) New Belt : 690~880 N (70~90 kgf, 150~200 lbf)

23. Install the engine cover (A).

15. Install the crankshaft pulley (A). Tightening torque : 166.6~176.4N.m (17.0~18.0kgf.m, 122.9~130.1lb-ft)

CAUTION

Use the SST(flywheel stopper, 09231-3K000) to install the crankshaft pulley bolt, after remove the starter. 16. Install the water pump pulley (B). Tightening torque : 7.8 ~ 9.8N.m (0.8 ~ 1.0kgf.m, 5.8 ~ 7.2lb-ft)

17. Install the idler (C). Tightening torque : 53.9~63.7N.m (5.5~6.5kgf.m, 39.7~47.0lb-ft)

00(L-HMC)-3-10 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

CYLINDER HEAD ASSEMBLY Components

1. Camshaft bearing cap

6. Intake camshaft sprocket

11. Valve stem seal

2. Camshaft front bearing cap

7. MLA

12. Valve

3. Exhaust camshaft

8. Retainer lock

13. Cylinder head

4. Intake camshaft

9. Retainer

14. Cylinder head gasket

5. Exhaust camshaft sprocket

10. Valve spring

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-11

Group 00(L-HMC), Engine Removal Engine removal is not required for this procedure

CAUTION

• To avoid damaging the cylinder head, wait until the engine coolant temperature drops below normal temperature before removing it. • When handling a metal gasket, take care not to fold the gasket or damage the contact surface of the gasket. • To avoid damage, unplug the wiring connectors carefully while holding the connector portion.

4. Disconnect the ignition coil connectors (A).

NOTE • Mark all wiring and hoses to avoid misconnection. • Turn the crankshaft pulley so that the No1 piston is at top dead center(See page timing) 1. Remove the engine cover (A).

5. Remove the ignition coil 4ea (A)

2. Remove the water temp control assembly (A). 6. Remove the cylinder head cover (A).

3. Remove the intake manifold(A), Exhaust manifold(B)

00(L-HMC)-3-12 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 7. Remove the timing chain. (Refer to Timing system in this group)

3) Remove the cam shaft (A).

8. Remove the intake & exhaust camsprocket.

10. Remove the cylinder head bolts, then remove the cylinder head. 1) Using triple square wrench, uniformly loosen and remove the 10 cylinder head bolts, in several passes, in the sequence shown.Remove the 10 cylinder head bolt and plat washers

9. Remove the cam shaft. 1) Remove the front cam shaft bearing cap (A).

! 2) Remove camshaft bearing cap (A), in the sequence shown.

CAUTION

Head warpage or crack could result from removing bolts in an incorrect order. 2) Lift the cylinder head from the dowels on the cylinder block and place the cylinder head on wooden blocks on a bench.

CAUTION

Be careful not to damage the contact surfaces of the cylinder head and cylinder block 11. Remove the cylinder head gasket

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-13

Group 00(L-HMC), Engine Disassembly NOTE Identify MLA(Mechanical Lash Adjuster), valves, valve springs as they are removed so that each item can be reinstalled in its original position. 1. Remove MLAs(A).

Inspection Cylinder Head 1. Inspect for flatness. Using a precision straight edge and feeler gauge, measure the surface the contacting the cylinder block and the manifolds for warpage. Flatness of cylinder head gasket surface Standard : Less than 0.05mm(0.002in.) Flatness of manifold gasket surface Standard : Less than 0.10mm(0.004in.)

2. Remove valves. 1) Using SST(09222-3K000, 09222-3K100), compress the valve spring and remove retainer lock.

2) Remove the spring retainer. 3) Remove the valve spring.

2. Inspect for cracks. Check the combustion chamber, intake ports, exhaust ports and cylinder block surface for cracks. If cracked, replace the cylinder head.

4) Remove the valve. 5) Using needle-nose pliers, remove the valve stem seal.

Valve And Valve Spring 1. Inspect valve stems and valve guides. 1) Using a caliper gauge, measure the inside diameter of the valve guide. Valve guid I.D. Intake / Exhaust : 5.500 ~ 5.512mm (0.216 ~ 0.217in.)

00(L-HMC)-3-14 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 3) Check the valve head margin thickness. If the margin thickness is less than minimum, replace the valve. Margin [Standard] Intake : 1.02mm(0.0401in.) Exhaust : 1.09mm(0.0429in.)

2) Using a micrometer, measure the diameter of the valve stem. Valve guid I.D. Intake : 5.465 ~ 5.480mm (0.2151 ~ 0.2157in.) Exhaust : 5.458 ~ 5.470mm (0.2149 ~ 0.2153in)

4) Check the valve length. Valve stem-to-guide clearance [Standard] Intake : 113.18mm (4.456in.) Exhaust : 105.79mm (4.165in.) [Limit] Intake : 112.93mm (4.446in.) Exhaust : 105.64mm (4.159in.)

3) Subtract the valve stem diameter measurement from the valve guide inside diameter measurement Valve stem-to-guide clearance [Standard] Intake : 0.020 ~ 0.047mm (0.0008 ~ 0.0018in.) Exhaust : 0.030 ~ 0.054mm (0.0012 ~ 0.0021in.) [Limit] Intake : 0.07mm (0.0027in.) Exhaust : 0.09mm (0.0035in.)

If the clearance is greater than maximum, replace the valve and valve guide.

3. Inspect valve seats Check the valve seat for evidence of overheating and improper contact with the valve face. Replace the seat if necessary. Before reconditioning the seat, check the valve guide for wear. If the valve guide is worn, replace it, then recondition the seat. Recondition the valve seat with a valve seat grinder or cutter. The valve seat contact width should be within specifications and centered on the valve face. 4. Inspect valve springs 1) Using a steel square, measure the out- of-square of the valve spring

2. Inspect valves. 1) Check the valve is ground to the correct valve face angle. 2) Check that the surface of the valve for wear.

SM 1066

5) Check the surface of the valve stem tip for wear. If the valve stem tip is worn, replace the valve.

2) Using a vernier calipers, measure the free length of the valve spring. Valve spring [Standard] Free height : 47.44mm (1.8677in.) Out-of-square : 1.5°

Disassembly and Reassembly • 00(L-HMC)-3-15

Group 00(L-HMC), Engine

If the free length is not as specified, replace the valve spring.

If the cam lobe height is less than standard, replace the camshaft. 2. Inspect camshaft journal clearance.

MLA

1) Clean the bearing caps and camshaft journals.

1. Inspect MLA. Using a micrometer, measure the MLA outside diameter.

2) Place the camshafts on the cylinder head. 3) Lay a strip of plastigage across each of the camshaft journal.

MLA O.D. Intake/Exhaust : 31.964 ~ 31.980mm (1.2584 ~ 1.2590in.)

2. Using a caliper gauge, measure MLA tappet bore inner diameter of cylinder head. Tappet bore I.D.of cylinder head Intake/Exhaust : 32.000 ~ 32.025mm (1.2598 ~ 1.2608in.)

3. Subtract MLA outside diameter measurement from tappet bore inside diameter measurement. MLA to tappet bore clearance [Standard] Intake/Exhaust : 0.020 ~ 0.061mm (0.0008 ~ 0.0024in.) [Limit] Intake/Exhaust : 0.07mm(0.0027in.)

4) Install the bearing caps.

CAUTION

Do not turn the camshaft. 5) Remove the bearing caps. 6) Measure the plastigage at its widest point. <Bearing oil clearance>

Camshaft 1. Inspect cam lobes. Using a micrometer, measure the cam lobe height. MLA to tappet bore clearance [Standard value] Intake : 42.6~42.8mm (1.6771 ~ 1.1.6850in.) Exhaust : 45.3~45.5mm (1.7834 ~ 1.7913in.)

[Standard value] Intake No.1.2,3,4,5, journal : 0.045 ~ 0.082mm (0.0018 ~ 0.0032in.) Exhaust No.1. 2,3,4,5, journal : 0.045 ~ 0.082mm (0.0017 ~ 0.0032in.) [Limit] Intake / Exhaust No.1.2,3,4,5 journal : 0.12mm (0.0047in.)

00(L-HMC)-3-16 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Reassembly NOTE • Thoroughly clean all parts to be assembled. • Before installing the parts, apply fresh engine oil to all sliding and rotating surfaces. • Replace oil seals with new ones. 1. Install valves. If the oil clearance is greater than maximum, replace the camshaft. If necessary, replace cylinder head. 7) Completely remove the plastigage. 8) Remove the camshafts.

1) Using SST(09222-4A000), push in a new oil seal.

CAUTION

• Do not reuse old valve stem seals. • Incorrect installation of the seal could result in oil leakage past the valve guides.

3. Inspect camshaft end play. 1) Install the camshafts. 2) Using a dial indicator, measure the end play while moving the camshaft back and forth. Camshaft end play [Standard value] : 0.04~0.16mm (0.0016 ~ 0.0063) [Limit] : 0.18mm (0.007087in.)

2) Install the valve, valve spring and spring retainer.

If the end play is greater than maximum, replace the camshaft. If necessary, replace cylinder head 3) Remove the camshafts.

SM 1066

CAUTION

Place valve springs so that the side coated with enamel the spring and install the retainer locks. After installing the valves, ensure that the retainer locks are correctly in place before releasing the valve spring compressor. 3) Using the SST(09222-3K000, 09222-3K100), compress the spring and install the retainer locks. After installing the valves, ensure that the

Disassembly and Reassembly • 00(L-HMC)-3-17

Group 00(L-HMC), Engine retainer locks are correctly in place before releasing the valve spring compressor.

3. Install OCV filter

! 4) Lightly tap the end of each valve stem two or three times with the wooden handle of a hammer to ensure proper seating of the valve and retainer lock. 2. Install MLAs. Check that the MLA rotates smoothly by hand.

CAUTION

Keep the OCV filter clean. 4. Install the cylinder head gasket(A) on the cylinder block.

CAUTION

• Be careful of the installation direction. • Apply liquid gasket (Loctite 5900H) on the mark (B). • After applying sealant, assemble the cylinder head in five minutes.

CAUTION

MLA can be reinstalled in its original position.

CAUTION

• Thoroughly clean all parts to be assembled. • Always use a new head and manifold gasket. • The cylinder head gasket is a metal gasket. Take care not to bend it. • Rotate the crankshaft, set the No.1 piston at TDC.

5. Place the cylinder head carefully in order not to damage the gasket with the bottom part of the end. 6. Install cylinder head bolts. a) Apply a light coat if engine oil on the threads and under the heads of the cylinder head bolts.

00(L-HMC)-3-18 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine b) Using hexagon wrench, install and tighten the 10 cylinder head bolts and plate washers, in several passes, in the sequence shown. Tightening torque : 34.3N.m (3.5kgf.m, 25.3lb-ft) + 90°+ 90°

9. Install the timing chain.(see ˧ timing system) 10. Check and adjust valve clearance (see ˧ general adjustment). 11. Install the spark plug 4ea

CAUTION

Always use new cylinder head bolt. 7. Install the camshafts (A)

Tightening torque : 19.6 ~ 29.4N.m (2.0 ~ 3.0 kgf.m,14.46 ~ 21.7 lb-ft)

12. Install the cylinder head cover bolts as following method. Tightening torque : Step 1 : 3.9~5.9N.m (0.4~0.6kgf.m, 2.9~4.3lb-ft) Step 2 : 7.8~9.8N.m (0.8~1.0kgf.m, 5.8~7.2lb-ft)

CAUTION

Apply a light coat of engine oil on camshaft journals 8. Install camshaft bearing caps in their proper locations, Tightening order: Group (A)->Group(B)>Group(C) Tightening torque : Step 1 : M6 : 5.9N.m( 0.6kgf.m, 4.3lb-ft) M8 : 14.7N.m( 1.5kgf.m, 10.8lb-ft)

13. Install the intake manifold(A) Tightening torque : Bolt : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft) Nut : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)

14. Install the exhaust manifold(B) Tightening torque : Nut : 49~ 53.9Nm(5.0~ 5.5kgf.m.36.2 ~ 39.8lbf.ft)

Step 2 : M6 : 10.8~12.7N.m(1.1~1.3kgf.m, 7.9~9.4lb-ft) M8 : 27.5~31.4N.m(2.8~3.2kgf.m, 20.3~23.1lb-ft)

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-19

Group 00(L-HMC), Engine 17. Connect the ignition coil connectors (A).

15. Install the water temp control assembly (A).

18. Install the engine cover (A).

Tightening torque : Bolt : 14.7~21.56Nm(1.5~2.2kgf.m.10.84~15.9lbf.ft) Nut : 18.6~27.4Nm(1.9~2.8kgf.m.13.7~20.2lbf.ft)

Tightening torque : 3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

16. Install the ignition coils (A). Tightening torque : 3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

00(L-HMC)-3-20 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

CYLINDER BLOCK ASSEMBLY Components

SM 1066

1. Piston ring

5. Piston pin

2. Piston

6. Connecting rod lower bearing

3. Connecting rod

7. Connecting rod bearing cap

4. Connecting rod upper bearing

8. Ladder frame

Disassembly and Reassembly • 00(L-HMC)-3-21

Group 00(L-HMC), Engine

1. Crankshaft upper bearing

4. Crankshaft lower bearing

2. Thrust bearing

5. Main bearing cap

3. Crankshaft

00(L-HMC)-3-22 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Disassembley

7. Remove the alternator bracket (A).

1. Remove the start motor (A).

8. Remove oil level gauge assembly(A). 2. Remove the flywheel (A). 3. Remove the flywheel housing (B).

9. Remove knock sensor(A).

4. Remove the timing systems(see : timing system) 5. Remove the cylinder head(see : cylinder head assembly) 6. Remove the alternator(A).

10. Remove oil pressure sensor(A).

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-23

Group 00(L-HMC), Engine 11. Remove CKP sensor(A).

2) Push the piston, connecting rod assembly and upper bearing through the top of the cylinder block NOTE • Keep the bearings, connecting rod and cap together. • rrange the piston and connecting rod assemblies in the correct order. 17. Remove crankshaft bearing cap and check oil clearance. 18. Check the crankshaft end play.

12. Remove the water pump(A)

19. Lift the crankshaft(A) out of the engine, being careful not to damage journals.

13. Remove the oil pump(A) and ladder frame(B). NOTE Arrange the main bearings and thrust bearings in the correct order. 20. Check fit between piston and piston pin. Try to move the piston back and forth on the piston pin. If any movement is felt, replace the piston and pin as a set. 21. Remove piston rings. 1) Using a piston ring expander, remove the 2 compression rings. 2) Remove 2 side rails and the spacer by hand. 14. Check the connecting rod end play. 15. Remove the connecting rod caps and check oil clearance. 16. Remove piston and connecting rod assemblies.

NOTE Arrange the piston rings in the correct order only. 22. Disconnect connecting rod from piston.

1) Using a ridge reamer, remove all the carbon from the top of the cylinder.

00(L-HMC)-3-24 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Inspection Connecting Rod And Crankshaft 1. Check the connecting rod end play. Using a feeler gauge, measure the end play while moving the connecting rod back and forth. Standard end play : 0.1~0.25mm(0.004~0.010in.) Maximum end play : 0.35mm(0.0138in.)

9) If the plastigage measures too wide or too narrow, remove the upper half of the bearing, install a new, complete bearing with the same color mark (select the color as shown in the next column), and recheck the clearance.

CAUTION

Do not file, shim, or scrape the bearings or the caps to adjust clearance.

1) If out-of-tolerance, install a new connecting rod. 2) If still out-of-tolerance, replace the crankshaft. 2. Check the connecting road bearing oil clearance. 1) Check the matchmarks on the connecting rod and cap are aligned to ensure correct reassembly. 2) Remove 2 connecting rod cap bolts. 3) Remove the connecting rod cap and bearing half. 4) Clean the crank pin and bearing. 5) Place plastigage across the crank pin. 6) Reinstall the bearing half and cap, and torque the bolts. 7) Remove 2 bolts, connecting rod cap and bearing half.

10) If the plastigage shows the clearance is still incorrect, try the next larger or smaller bearing (the color listed above or below that one), and check clearance again. NOTE If the proper clearance cannot be obtained by using the appropriate larger or smaller bearings, replace the crankshaft and start over.

CAUTION

If the marks are indecipherable because of an accumulationof dirt and dust, do not scrub them with a wire brush or scraper. Clean them only with solvent or detergent. <Connecting Rod Mark Location>

Tightening torque : 19.6N.m (2.0kgf.m, 14.46lb-ft) + 90°

NOTE Do not turn the crankshaft. 8) Measure the plastigage at its widest point. Standard oil clearance 0.028 ~ 0.046mm(0.0011 ~ 0.0018in.)

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-25

Group 00(L-HMC), Engine

Class

Mark

Inside Diameter

Class

Mark

Thickness Of Bearing

51.000 ~ 51.006 mm (2.0079 ~ 2.0081 in.)

BLUE

1.517 ~ 1.520 mm (0.0597 ~0.0598 in.)

51.006 ~ 51.012 mm (2.0081 ~ 2.0083 in.)

BLACK

1.514 ~ 1.517 mm (0.0596 ~ 0.0597 in.)

51.012 ~ 51.018 mm (2.0083 ~ 2.0085 in.)

NONE

1.511 ~ 1.514 mm (0.0595 ~ 0.0596 in.)

GREEN

1.508 ~ 1.511 mm (0.0594 ~ 0.0595 in.)

YELLOW

1.505 ~ 1.508 mm (0.0593 ~ 0.0594 in.)

11) Selection Connecting Assembing Rod Classification Of Indentification Indentification Bearing Mark Mark

Crankshaft

I (1)

<Discrimination Of Crankshaft> Class

Mark

Outside Diameter Of Pin

47.966 ~ 47.972 mm (1.884 ~ 1.8886 in.)

47.960 ~ 47.966 mm (1.8881 ~ 1.8884 in.)

III

47.954 ~ 47.960 mm (1.8879 ~ 1.8881 in.)

II (2)

III (3)

a (A)

D (YELLOW)

b (B)

C (GREEN)

c (C)

B (NONE)

a (A)

C (GREEN)

b (B)

B (NONE)

c (C)

A (BLACK)

a (A)

B (NONE)

b (B)

A (BLACK)

c (C)

AA (BLUE)

3. Check the crankshaft bearing oil clearance. 1) To check main bearing-to-journal oil clearance, remove the main caps and bearing halves. 2) Clean each main journal and bearing half with a clean shop tower. 3) Place one strip of plastigage across each main journal. 4) Reinstall the bearings and caps, then torque the bolts. Tightening torque 29.4N.m(3.0kgf.m,21.7)+120°

NOTE Do not turn the crankshaft.

00(L-HMC)-3-26 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 5) Remove the cap and bearing again, and measure the widest part of the plastigage.

•

Replace the connecting rod if it is damaged on the thrust faces at either end. Also if step wear or a severely rough surface of the inside diameter of the small end is apparent, the rod must be replaced as well.

•

Using a connecting rod aligning tool, check the rod for bend and twist. If the measured value is close to the repair limit, correct the rod by a press. Any connecting rod that has been severely bent or distorted should be replaced.

Standard oil clearance 0.02~0.048mm(0.0008 ~ 0.0015in.)

Allowable bend of connecting rod : 0.05mm / 100mm (0.0020 in./3.94 in.) or less Allowable twist of connecting rod : 0.1mm / 100mm (0.0039 in./3.94 in.) or less

6) If the plastigage measures too wide or too narrow, remove the upper half of the bearing, install a new, complete bearing with the same color mark (select the color as shown in the next column), and recheck the clearance.

<Crankshaft bore mark location> •

Letters have been stamped on the block as a mark for the size of each of the 5 main journal bores.

•

Use them, and the numbers or bar stamped on the crank (marks for main journal size), to choose the correct bearings

CAUTION

Do not file, shim, or scrape the bearings or the caps to adjust clearance. 7) If the plastigage shows the clearance is still incorrect, try the next larger or smaller bearing (the color listed above or below that one), and check clearance again. NOTE If the proper clearance cannot be obtained by using the appropriate larger or smaller bearings, replace the crankshaft and start over.

CAUTION

If the marks are indecipherable because of an accumulation of dirt and dust, do not scrub them with a wire brush or scraper. Clean them only with solvent or detergent.

<Discrimination Of Cylinder Block> Class

Mark

Inside Diameter

56.000 ~ 56.006 mm (2.2047 ~ 2.2049 in.)

56.006 ~ 56.012 mm (2.2049 ~ 2.2052 in.)

56.012 ~ 56.018 mm (2.2052 ~ 2.2054 in.)

<Connecting Rods> •

When reinstalling, make sure that cylinder numbers put on the connecting rod and cap at disassembly match. When a new connecting rod is installed, make sure that side.the notches for holding the bearing in place are on the same

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-27

Group 00(L-HMC), Engine <Crankshaft Journal Mark Location>

<Selection> Crankshaft Indentificati on Mark

Crankshaft Bore Indentification Mark

I (1)

NOTE Conform to read stamping order as shown arrow direction from #1. <Discrimination Of Crankshaft> Class

Mark

Outside Diameter Of Journal

51.954 ~ 251.960 mm (2.0454 ~ 2.0456 in.)

51.948 ~ 51.954 mm (2.0452 ~ 2.0454 in.)

III

51.942 ~ 51.948 mm (2.0449 ~ 2.0452 in.)

II (2)

III (3)

Assembing Classification Of Bearing

a (A)

D (YELLOW)

b (B)

C (GREEN)

c (C)

B (NONE)

a (A)

C (GREEN)

b (B)

B (NONE)

c (C)

A (BLACK)

a (A)

B (NONE)

b (B)

A (BLACK)

c (C)

AA (BLUE)

4. Check crankshaft end play. Using a dial indicator, measure the thrust clearance while prying the crankshaft back and forth with a screwdriver. Standard end play 0.07 ~ 0.25mm (0.0027 ~ 0.0098in.) Limit : 0.30mm (0.0118in.)

<Discrimination Of Crankshaft Bearing> If the end play is greater than maximum, replace the thrust bearings as a set.

Class

Mark

Thickness Of Bearing

BLUE

2.026 ~ 2.029 mm (0.0797 ~0.0798 in.)

BLACK

2.023 ~ 2.026 mm (0.0796 ~ 0.0797 in.)

NONE

2.020 ~ 2.023 mm (0.0795 ~ 0.0796 in.)

GREEN

2.017 ~ 2.020 mm (0.0794 ~ 0.0795 in.)

Main journal diameter : 51.942 ~ 51.960mm (2.0449 ~ 2.0456in.)

YELLOW

2.014 ~ 2.017 mm (0.0793 ~ 0.0794 in.)

Crank pin diameter : 47.954 ~ 47.972mm (1.8879 ~ 1.8886in.)

Thrust bearing thickness 1.925 ~ 1.965mm(0.0758 ~ 0.07736in.)

5. Inspect main journals and crank pins Using a micrometer, measure the diameter of each main journal and crank pin.

00(L-HMC)-3-28 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine If deep scratches are present, replace the cylinder block. Inspect cylinder bore diameter 5. Using a cylinder bore gauge, measure the cylinder bore diameter at position in the thrust and axial directions Standard diameter 88.00 ~ 88.03mm (3.4645 ~ 3.4657in.)

Cylinder Block 1. Remove gasket material. Using a gasket scraper, remove all the gasket material from the top surface of the cylinder block.

NOTE Measure position (from the bottom of the cylinder block) : 110.7mm(4.3582in.) / 160mm(6.2992in.) / 210mm(8.2677in.)

2. Clean cylinder block Using a soft brush and solvent, thoroughly clean the cylinder block.

6. Check the cylinder bore size code on the cylinder block.

3. Inspect top surface of cylinder block for flatness. Using a precision straight edge and feeler gauge, measure the surface contacting the cylinder head gasket for warpage. Flatness of cylinder block gasket surface Standard : Less than 0.05mm (max 0.02mm /100 x100mm) (max 0.000787in/ 3.937 x 3.937in)

Class

Cylinder bore inner diameter

88.00 ~ 88.01 mm (3.4645 ~ 3.4649 in.)

88.01 ~ 88.02 mm (3.4649~ 3.4653 in.)

88.02 ~ 88.03 mm (3.4653 ~ 3.4657 in.)

Size code

4. Inspect cylinder bore diameter Visually check the cylinder for vertical scratchs.

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-29

Group 00(L-HMC), Engine 7. Check the piston size code on the piston top face.

2. The standard measurement of the piston outside diameter is taken 14 mm (0.55 in.) from the top land of the piston Standard diameter 87.975 ~ 88.005mm (3.4635 ~ 3.4647in.)

NOTE Stamp the grade mark of basic diameter with rubber stamp. 3. Calculate the difference between the cylinder bore diameter and the piston diameter.

<Piston Outer Diameter> Class

Cylinder bore inner diameter

Size code

87.97 ~ 87.98 mm (3.4633 ~ 3.4637 in.)

87.98 ~ 87.99 mm (3.4637~ 3.4664 in.)

None

87.99 ~ 88.00mm (3.4641 ~ 3.4645 in.)

8. Select the piston related to cylinder bore class. Clearance : 0.015 ~ 0.035mm (0.00059 ~ 0.00137in.)

Piston-to-cylinder clearance 0.015 ~ 0.035mm(0.00059 ~ 0.00137in.)

4. Inspect the piston ring side clearance. Using a feeler gauge, measure the clearance between new piston ring and the wall of the ring groove. Piston ring side clearance Standard No.1 : 0.05 ~ 0.08mm (0.0019 ~ 0.0031in.) No.2 : 0.05 ~ 0.08mm (0.0019 ~ 0.0031in.) Oil ring : 0.06 ~ 0.15mm (0.0023 ~ 0.0059in.) Limit No.1 : 0.1mm (0.004in.) No.2 : 0.1mm (0.004in.) Oil ring : 0.2mm (0.008in.)

Piston And Rings 1. Clean piston 1) Using a gasket scraper, remove the carbon from the piston top. 2) Using a groove cleaning tool or broken ring, clean the piston ring grooves. 3) Using solvent and a brush, thoroughly clean the piston. NOTE Do not use a wire brush

If the clearance is greater than maximum, replace the piston.

00(L-HMC)-3-30 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 5. Inspect piston ring end gap. To measure the piston ring end gap, insert a piston ring into the cylinder bore. Position the ring at right angles to the cylinder wall by gently pressing it down with a piston. Measure the gap with a feeler gauge. If the gap exceeds the service limit, replace the piston ring. If the gap is too large, recheck the cylinder bore diameter the wear limits, If the bore is over the service limit, the cylinder block must be rebored.

Piston Pins 1. Measure the diameter of the piston pin. Piston pin diameter 21.001 ~ 21.006mm (0.8268 ~ 0.8270in.)

Piston ring end gap Standard No.1 : 0.15 ~ 0.30mm (0.0059 ~ 0.0118in.) No.2 : 0.37 ~ 0.52m (0.0145 ~ 0.0204in.) Oil ring : 0.20 ~ 0.70mm (0.0079 ~ 0.0275in.) Limit No.1 : 0.6mm (0.0236in.) No.2 : 0.7mm (0.0275in.) Oil ring : 0.8mm (0.0315in.)

2. Measure the piston pin-to-piston clearance. Piston pin-to-piston clearance 0.01 ~ 0.02mm (0.0004 ~ 0.0008in.)

3. Check the difference between the piston pin diameter and the connecting rod small end diameter. Piston pin-to-connecting rod interference 0.016 ~ 0.032mm (0.00063 ~ 0.00126in.)

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-31

Group 00(L-HMC), Engine Reassembly NOTE • Thoroughly clean all parts to assembled. • Before installing the parts, apply fresh engine oil to all sliding and rotating surfaces.

3. Install connecting rod bearings. 1) Align the bearing claw with the groove of the connecting rod or connecting rod cap 2) Install the bearings(A) in the connecting rod and connecting rod cap(B).

• Replace all gaskets, O-rings and oil seals with new parts. 1. Assemble piston and connecting rod. 1) Use a hydraulic press for installation. 2) The piston front mark and the connecting rod front mark must face the timing belt side of the engine.

4. Install main bearings. NOTE Upper bearings have an oil groove of oil holes, Lower bearings do not. 1) Align the bearing claw with the claw groove of the cylinder block, push in the 5 upper bearings(A).

2. Install piston rings. 1) Install the oil ring spacer and 2 side rails by hand. 2) Using a piston ring expander, install the 2 compression rings with the code mark facing upward. 3) Position the piston rings so that the ring ends are as shown.

2) Align the bearing claw with the claw groove of the main bearing cap, and push in the 5 lower bearings.

00(L-HMC)-3-32 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 5. Install thrust bearings. Install the 2 thrust bearings(A) under the No.3 journal position of the cylinder block with the oil grooves facing outward.

3) Retighten the bearing cap bolts by 120° in the numerical order shown. 6. Place crankshaft(A) on the cylinder block.

4) Check that the crankshaft turns smoothly 9. Check crankshaft end play. 10. Install piston and connecting rod assemblies. NOTE Before installing the pistons, apply a coat of engine oil to the ring grooves and cylinder bores. 1) Remove the connecting rod caps, and slip short sections of rubber hose over the threaded ends of the connecting rod bolts.

7. Place main bearing caps on cylinder block. 8. Install main bearing cap bolts. Tightening torque Main bearing cap bolt 29.4N.m (3.0kgf.m, 21.7lb-ft) + 120°

NOTE • The main bearing cap bolts are tightened in 2 progressive steps. • If any of the bearing cap bolts in broken or deformed, replace it. 1) Apply a light coat of engine oil on the threads and under the bearing cap bolts.

2) Install the ring compressor, check that the bearing is securely in place, then position the piston in the cylinder, and tap it in using the wooden handle of a hammer. 3) Stop after the ring compressor pops free, and check the connecting rod-to-check journal alignment before pushing the piston into place. 4) Apply engine oil to the bolt threads. Install the rod caps with bearings, and torque the bolts. Tightening torque 19.6N.m (2.0kgf.m, 14.46lb-ft) + 90°

NOTE Maintain downward force on the ring compressor to prevent the rings from expanding before entering the cylinder bore.

2) Install and uniformly tighten the 10 bearing cap bolts(A), in several passes, in the sequence shown.

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-33

Group 00(L-HMC), Engine

11. Apply liquid gasket to the mating surface of cylinder block and ladder frame NOTE • Be assembling ladder frame, the liquid sealant Loctite 5900 or THREEBOND 1217H should be applied ladder frame.

13. Install rear oil seal. 1) Apply engine oil to a new oil seal lip 2) Using SST(09231-H1100, 09214-3K100) and a hammer, tap in the oil seal until its surface is flush with the rear oil seal retainer edge.

• The part must be assembled within 5 minutes after sealant was applied.

14. Install oil pump.

• Apply sealant to the inner threads of the bolt holes.

15. Install CKP sensor(A) and sensor cover. Tightening torque 3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

12. Install ladder frame(A) with 10 bolts in several passes in sequence shown Tightening torque Step 1 : 7.8 ~ 8.8N.m (0.8 ~ 0.9kgf.m, 5.8 ~ 6.5lb-ft) Step 2 : 15.7 ~18.6N.m (1.6 ~ 1.9kgf.m, 11.6 ~ 13.7lb-ft)

16. Install oil pressure sensor(A). 1) Apply adhesive to 2 or 3 threads. Adhesive : MS 721-39(B) or equivalent. 2) Install the oil pressure sensor (A). Tightening torque 3.9 ~ 5.9N.m (0.4 ~ 0.6kgf.m, 2.9 ~ 4.3lb-ft)

Step 3 : 23.5 ~ 27.5N.m (2.4 ~ 2.8kgf.m, 17.4 ~ 20.3lb-ft)

00(L-HMC)-3-34 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine 19. Install the alternator bracket (A). Tightening torque 39.2~ 44.1N.m (4.0 ~ 4.5kgf.m, 28.9 ~ 32.5lb-ft)

17. Install knock sensor(A). Tightening torque 16.7 ~ 25.5N.m (1.7 ~ 2.6kgf.m, 12.3 ~ 18.8lb-ft)

20. Install the alternator. Tightening torque 19.6 ~ 24.6N.m (2.0 ~ 2.5kgf.m, 14.5 ~18.lb-ft)

18. Install oil level gauge assembly. 1) Install a new O-ring on the oil level gauge. 2) Apply engine oil on the O-ring. 3) Install the oil level gauge assembly(A) with the bolt. Tightening torque 7.8 ~ 11.8N.m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft)

21. Install the cylinder head (see : cylinder head assembly). 22. Install the timing chain (see : timing system). 23. Install the oil pan. 1) Using a razor blade and gasket scraper, remove all the old gasket material from the gasket surfaces. NOTE Check that the mating surfaces are clean and dry before applying liquid gasket.

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-35

Group 00(L-HMC), Engine 2) Apply liquid gasket as an even bead, centered between the edges of the mating surface. Use liquid gasket LOCTITE5900H or THREEBOND 1217H or equivalent(MS721-40).

NOTE • To prevent leakage of oil, apply liquid gasket to the inner threads of the bolt holes. • Do not install the parts if five minutes or more have elapsed since applying the liquid gasket. Instead, reapply liquid gasket after removing the residue. • After assembly, wait at least 30 minutes before filling the engine with oil. 3) Install the oil pan(A). Uniformly tighten the bolts in several passes. Tightening torque M8(B): 26.5 ~ 30.4N.m (2.7 ~3.1kgf.m, 19.5 ~22.4lb-ft) M6(C): 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb-ft)

00(L-HMC)-3-36 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

COOLING SYSTEM Components

SM 1066

1. Water pump

3. Water outlet fitting

2. Water outlet gasket

4. Water outlet gasket

Disassembly and Reassembly • 00(L-HMC)-3-37

Group 00(L-HMC), Engine Removal

Inspection

Water pump

1. Remove the water inlet pipe nut. 2. Remove the water pump (A). and watwer pump gasket.

1. Check each part for cracks, damage or wear, and replacethe coolant pump assembly if necessary. 2. Check the bearing for damage, abnormal noise and sluggish rotation, and replace the coolant pump assembly if necessary. 3. Check for coolant leakage. If coolant leaks from hole, the seal is defective.Replace the coolant pump assembly NOTE A small amount of 'weeping' from the bleed hole is normal.

Thermostat 1. Immerse the thermostat in water and gradually heat the water.

Thermostat 1. Remove the water inlet fittingt(A)

2. Check the valve opening temperature. Valve opening temperature : 82°C (177°F) Full opening temperature : 95°C (205°F)

If the valve opening temperature is not as specified, replace the thermostat. 3. Check the valve lift. Valve lift : 8mm (0.3in.) or more at 95°C (205°F)

If the valve lift is not as specified, replace the thermostat.

00(L-HMC)-3-38 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Installation Water pump 1. Install the water pump (A) with a new gasket. Tightening torque : 18.6~ 23.5N.m (1.9 ~ 2.4kgf.m, 13.7 ~ 17.4lb-ft)

Thermostat 1. Install the thermostat housing

2. Install the water inlet fitting (A). Tightening torque : 7.8 ~ 11.08 N.m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7 lb-ft)

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-39

Group 00(L-HMC), Engine

Troubleshooting Water pump

00(L-HMC)-3-40 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Thermostat

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-41

Group 00(L-HMC), Engine

Intake manifold Components

1. Intake manilod gasket

5. Intake manilod stay

2. Intake manilod

6. Delivery pipe & injector assy

3. Mapsensor

7. P.C.V hose assy

4. Condensor

00(L-HMC)-3-42 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine Removal

4. Remove the sensor connectors (A) from the bracket and then remove the intake manifold stay (B).

1. Remove the engine cover (A).

5. Remove the oil level gauge. 2. Disconnect the injector connectors (A).

6. Remove the intake manifold (A).

3. Remove the PCV hose (A).

Installation 1. Install the intake manifold (A). Tightening torque : 18.6 ~ 23.5N.m (1.9 ~ 2.4kgf.m,13.7 ~ 17.4lb-ft)

2. Install the oil level gauge.

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-43

Group 00(L-HMC), Engine 3. Install the intake manifold stay (B) and then install the sensor connectors (A). Tightening torque : 18.6 ~ 23.5N.m (1.9 ~ 2.4kgf.m,13.7 ~ 17.4lb-ft)

4. Install the PCV hose (A).

5. Install the engine cover (A).

00(L-HMC)-3-44 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

Exaust manifold Components

1. Exaust manilod gasket

3. Heater protector

2. Exaust manilod

SM 1066

Disassembly and Reassembly • 00(L-HMC)-3-45

Group 00(L-HMC), Engine Removal

Installation

1. Remove the heat protector (A).

2. Install the heat protector (A).

2. Remove the exhaust manifold (A) and gasket.

Tightening torque : 7.8 ~ 11.8N.m (0.8 ~ 1.2kgf.m, 5.8 ~ 8.7lb-ft)

00(L-HMC)-3-46 • Disassembly and Reassembly

SM 1066

Group 00(L-HMC), Engine

Section 4 Lubrication System (HMC THETA 2.4 LPG) Component

SM 1066

1. Oil pump module

4. Oil pump chain sprocket

2. Cylinder block

5. Oil pump chain guide

3. Oil pump chain

6. Oil pump chain tensioner arm

Lubrication System • 00(L-HMC)-4-1

Group 00(L-HMC), Engine Oil Pump Removal 1. Remove the timing chain. (Refer to timing system in this group) 2. Remove the oil pump mechanical tensioner (B). 3. Remove the oil pump chain guide (D).

the piston of No.1 cylinder is placed at the top dead center on compression stroke. 2. Assemble the crankshaft sprocket on the crankshaft as the front mark on the crankshaft sprocket to be outward 3. Tighten the oil pump tensioner bolt(A) after placing the tensioner spring on the dowel pin located in ladder frame, and then insert stopper pin to fix the tensioner(B). Tightening torque : 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb.ft)

4. Assemble the oil pump chain on the crankshaft sprocket. 5. Assemble the oil pump assembly (C) on the ladder frame as placing oil pump sprocket in to oil pump. Tightening torque : 8.8(1'st) -> 16.7(2'nd) -> 25.5(3'rd)N.m (0.9 + 1.7 + 2.6kgf.m, 6.5 + 12.3 + 18.8lb-ft)

4. Remove the oil pump (A) and oil pump chain.

6. Bolting order

Installation

a) Assemble the bolts in order number as shown with seating torque 25.5 N.m (2.6kgf.m, 18.8 lbft) b) Unfasten the bolts as reverse bolting order. (3-21) c) Assemble the bolts as specified bolting order in same increments as follows. 7. Install the oil pump chain guide (D) then remove the stopper pin.

1. The key of crankshaft should be aligned with the mating face of main bearing cap. As a result of this,

Tightening torque : 9.8 ~ 11.8N.m (1.0 ~ 1.2kgf.m, 7.2 ~ 8.7lb.ft)

00(L-HMC)-4-2 • Lubrication System

SM 1066

Group 00(G), Engine Engine Oil Replace of the engine oil and filter NOTE • Prolonged and repeated contact with mineral oil will result in the removal of natural fats from the skin, leading to dryness, irritation and dermatitis. In addition, used engine oil contains potentially harmful contaminants which may cause skin cancer • Exercise caution in order to minimize the length and frequency of contact of your skin to used oil. Wear protective clothing and gloves. Wash your skin thoroughly with soap and water, or use water-less hand cleaner,to remove any used engine oil. Do not use gasoline, thinners, or solvents. 1. Drain the engine oil. 1) Remove the oil filler cap. 2) Remove the oil drain plug, and drain the oil into a container. 2. Replace the oil filter.

2) Fill with fresh engine oil. Capacity : Total : 5.7 L Oil pan : 4.8 L Drain and refill including oil filter : 5.2L

3) Install the oil filler cap. 4. Start engine and check for oil leaks and check the oil gauge or light for an indication of oil pressure. 5. Recheck the engine oil level.

Inspection 1. Check the engine oil quality. Check the oil deterioration, entry of water, discoloring of thinning. If the quality is visibly poor, replace the oil. 2. Check the engine oil level. After engine warm up stop the engine wait 5 minutes then check the oil level. Oil level should be befween the "L" and "F" marks on the dipstick. If low check for leakage and add oil up to the "F" mark.

1) Remove the oil filter. 2) Check and clean the oil filter installation surface. 3) Check the part number of the new oil filter is as same as old one. 4) Apply clean engine oil to the gasket of a new oil filter. 5) Lightly screw the oil filter into place, and tighten it until the gasket contacts the seat. 6) Tighten it with the torque below. Tightening torque : 11.8 ~ 15.7N.m (1.2 ~ 1.6kgf.m, 8.7 ~ 11.6lb-ft)

NOTE Do not fill with engine oil above the "F" mark.

3. Refill with engine oil. 1) Clean and install the oil drain plug with a new gasket. Tightening torque : 39.2~ 49.0N.m (4.0 ~ 5.0kgf.m, 28.9 ~ 36.2lb-ft)

SM 1066

Lubrication System • 00(L-HMC)-4-3

Group 00(L-HMC), Engine Oil Pressure Switch 1. Remove the oil pressure switch from the oilfilter bracket 2. Connect a tester (ohm range) between the terminal and the body of the switch to check for continuity. The switch is normal if there is continuity. If they is no continuity, replace the switch.

3. Insert a thin rod in the oil hole of the switch and push it in lightly. The switch is normal of no continuity as detected (infinite resistance on the tester). If there is continuity, replace the switch.

00(L-HMC)-4-4 • Lubrication System

SM 1066

Group 00(G), Engine Selection Of Engine Oil Recommended ILSAC classification : GF4 OR ABOVE Recommended API classification : SM OR ABOVE Recommended SAE viscosity grades : 10W-30

NOTE For best performance and maximum protection of all types of operation, select only those lubricants which : 1. Satisfy the requirement of the API classification. 2. Have proper SAE grade number for expected ambient temperature range. 3. Lubricants that do not have both an SAE grade number and API service classification on the container should not be used.

SM 1066

Lubrication System • 00(L-HMC)-4-5

Group 00(L-HMC), Engine

Section 5 Electrical System (HMC THETA 2.4 LPG) Specification Ignition System ITEM

SPECIFICATION

Primary resistance

0.62 · 10%( ˟ )

Secondrry resistance

7.0 ·15%(k ˟ )

Ignition coil

Spark plug

NGK

LFR6A

Gap

0.8 ~ 0.9 mm(0.0315 ~ 0.0354 in)

Leaded

Starting System ITEM

SPECIFICATION Rated voltage

12V, 1.4kw

No. of pinion teeth

Starter No-load carateristics

Voltage

11.5V

Ampere

90A, MAX

Speed

2,600 rpm, MIN

Charging System ITEM

Alternator

SM 1066

SPECIFICATION Type

Battery voltage senksing

Rate voltage

13.5v, 90A

Speed in use

10,000rpm ~ 18,000rpm

Voltage requlator

IC regulator built - in type

Regulator setting voltage

14.4 ·G0.3v / 20¶C

Temperature compensation

-10 ·G0.3mv /¶C

Electrical System • 00(L-HMC)-5-1

Group 00(L-HMC), Engine Trouble Shooting Ignition System Symptom

Suspect area

Remedy

Ignition lock switch

Inspect ignition lock switch, or replace as required

Ignition coil

Inspect ignition coil, or replace as required

Spark plugs

Inspect spark plugs, or replace as required

Ignition wiring disconnected or broken

Repair wiring, or replace as required

Ignition wiring

Repair wiring, or replace as required

Ignition coil

Inspect ignition coil, or replace as required

Engine hesitates/poor acceleration

Spark plugs and spark plug cables

Inspect spark plugs/cable, or replace as required

Ignition wiring

Repair wiring, or replace as required

Poor mileage

Spark plugs and spark plug cables

Inspect spark plugs/cable, or replace as required

Engine will not start or hard to start (Cranks OK)

Rough idle or stalls

Starting System Symptom

Engine will not crank

Engine cranks slowly

Suspect area

Remedy

Battery charge low

Charge or replace battery

Battery cables loose, corroded or worn out

Repair or replace cables

Transaxle range switch (Vehicle with automatic transaxle only)

Refer to AT group-automatic trnsaxle

Fuse blown

Replace fuse

Starter faulty

Replace

Ignition switch faulty

Replace

Battery charge low

Charge or replace battery

Battery cables loose, corroded or worn out

Repair or replace cables

Starter faulty

Replace

Starter

Replace

Ignition switch

Replace

Short in wiring

Repair wiring

Pinion gear teeth broken or Starter

Replace

Ring gear teeth broken

Replace fly wheel or torque converter

Starter keeps running

Starter spins but engine will not crank

00(L-HMC)-5-2 • Electrical System

SM 1066

Group 00(L-HMC), Engine Charging System

Charging warning indicator does not go out with engine running.(Battery requires frequent recharging)

Drive belt or worn

Adjust belt tension or replace belt

Battery cable loose, corroded or worn

Inspect cable connection, repair or replace cable

Electronic voltage regulator or alternator

Replace voltage regulator or alternator

Wiring

Repair or replace wiring

Electronic voltage regulator

Replace voltage regulator

Voltage sensing wire

Repair or replace wiring

Drive belt loose or worn

Adjust belt tention or replace belt

Wiring connection loose or short circuit

Inspect wiring connection, repair or replace wiring

Electronic voltage regulator or alternator

Replace voltage regulator or alternator

Poor grounding

Inspect ground or repair

Worn battery

Replace battery

Overcharge

Discharge

Special Service Tool Tool (Number and name)

Alternator pulley remover wrench

SM 1066

Use

Illustration

Removal and installation of alternator pulley

Electrical System • 00(L-HMC)-5-3

Group 00(L-HMC), Engine

Ignision system

5. Ground the spark plug to the engine.

Description Ignition timing is controlled by the electronic control ignition timing system. The standard reference ignition timing data for the engine operating conditions are preprogrammed in the memory of the ECM (Engine Control Module). The engine operating conditions (speed, load, warm-up condition, etc.) are detected by the various sensors. Based on these sensor signals and the ignition timing data, signals to interrupt the primary current are sent to the ECM. The ignition coil is activated, and timing is controlled.

Repair procedures Spark Test 1. Remove the ignition coil connector(A).

6. Check if spark occurs while engine is being cranked. NOTE To prevent fuel being injected from injectors while the engine is being cranked, remove the fuel pump relay from the fuse box. Crank the engine for no more than 5 ~ 10 seconds. 7. Inspect all the spark plugs 8. Using a spark plug socket, install the spark plug 9. Install the ignition coil. 10. Reconnect the ignition coil connector.

2. Remove the ignition coil(A).

3. Using a spark plug socket, remove the spark plug. 4. Install the spark plug to the ignition coil.

00(L-HMC)-5-4 • Electrical System

SM 1066

Group 00(L-HMC), Engine

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΅ΣΪ͑ΒΟΠΥΙΖΣ͑ΚΘΟΚΥΚΠΟ͑ΔΠΚΝ

SM 1066

Electrical System • 00(L-HMC)-5-5

Group 00(L-HMC), Engine On-vehicle Inspection

5. Check the electrode gap (A). Standard value Leaded : 0.8 ~ 0.9 mm (0.0275 ~ 0.0315 in.)

Inspect Spark Plug 1. Remove the ignition coil connector(A).

2. Remove the ignition coil(A).

Inspect Ignition Coil 1. Measure the primary coil resistance between terminals (+) and (-).

3. Using a spark plug socket, remove the spark plug.

CAUTION

Be careful that no contaminates enter through the spark plug holes.

Standard value: 0.62 ˟ G· 11%

4. Inspect the electrodes (A) and ceramic insulator (B).

Condition

Dark deposits

White deposits

• Fuel mixture too lean • Fuel mixture • Advanced ignition timing Description too rich • Low air intake • Insufficient plug tightening torque

00(L-HMC)-5-6 • Electrical System

SM 1066

Group 00(L-HMC), Engine

Charging system

Check The Battery Terminals And Fuses

Description

1. Check that the battery terminals are not loose or corroded.

The charging system includes a battery, an alternator with a built-in regulator, and the charging indicator light and wire. The Alternator has built-in diodes, each rectifying AC current to DC current. Therefore, DC current appears at alternator "B" terminal. In addition, the charging voltage of this alternator is regulated by the battery voltage detection system. The main components of the alternator are the rotor, stator, rectifier, capacitor brushes, bearings and V-ribbed belt pulley. The brush holder contains a built-in electronic voltage regulator.

1. Brush 2. Rectifier 3. Stator 4. Rotor 5. Drive belt pulley

Visually check the belt for excessive wear, frayed cords etc. If any defect has been found, replace the drive belt. NOTE Cracks on the rib side of a belt are considered acceptable. If the belt has chunks missing from the ribs, it should be replaced.

1. Check that the wiring is in good condition.

CAUTION

• Check that the battery cables are connected to the correct terminals • Disconnect the battery cables when the battery is given a quick charge. • Never disconnect the battery while the engine is running.

SM 1066

Inspect Drive Belt

Visually Check Alternator Wiring And Listen For Abnormal Noises

On-vehicle Inspection

2. Check the fuses for continuity

2. Check that there is no abnormal noise from the alternator while the engine is running

Check Discharge Warning Light Circuit 1. Warm up the engine and then turn it off. 2. urn off all accessories. 3. Turn the ignition switch "ON". Check that the discharge warning light is lit. 4. Start the engine and check that the light goes off. If the light does not go off as specified, troubleshoot the discharge light circuit.

Electrical System • 00(L-HMC)-5-7

Group 00(L-HMC), Engine Inspect Charging System Voltage Drop Test Of Alternator Output Wire This test determines whether or not the wiring between the alternator "B" terminal and the battery (+) terminal is good by the voltage drop method.

Preparation 1.

Turn the ignition switch to "OFF".

2. Disconnect the output wire from the alternator "B" terminal. Connect the (+) lead wire of ammeter to the "B" terminal of alternator and the (-) lead wire of ammeter to the "B" terminal of alternator and the (-) lead wire of voltmeter to the (+) terminal of battery.

3. Upon completion of the test, set the engine speed at idle. Turn off the headlamps, blower motor and the ignition switch.

Output Current Test This test determines whether or not the alternator gives an output current that is equivalent to the normal output.

Preparation 1. Prior to the test, check the following items and correct as necessary. 1) Check the battery installed in the vehicle to ensure that it is in good condition. 2) The battery checking method is described in the section "Battery". 3) The battery that is used to test the output current should be one that has been partially discharged. 4) With a fully charged battery, the test may not be conducted correctly due to an insufficient load. 5) Check the tension of the alternator drive belt. 6) The belt tension check method is described in the section "Inspect drive belt". 2. Turn off the ignition switch. 3. Disconnect the battery ground cable.

Test 1. Start the engine. 2. Turn on the headlamps and blower motor, and set the engine speed until the ammeter indicates 20A.And then, read the voltmeter at this time.

Result 1. The voltmeter may indicate the standard value. Standard value: 0.2V max

2. If the value of the voltmeter is higher than expected (above 0.2V max.), poor wiring is suspected. In this case check the wiring from the alternator "B" terminal to the battery (+) terminal. Check for loose connections, color change due to an over-heated harness, etc. Correct them before testing again.

4. Disconnect the alternator output wire from the alternator "B" terminal. 5. Connect a DC ammeter (0 to 150A) in series between the "B" terminal and the disconnected output wire. Be sure to connect the (-) lead wire of the ammeter to the disconnected output wire. NOTE Tighten each connection securely, as a heavy current will flow. Do not rely on clips. 6. Connect a voltmeter (0 to 20V) between the "B" terminal and ground. Connect the (+) lead wire to the alternator B terminal and (-) lead wire to a good ground.

00(L-HMC)-5-8 • Electrical System

SM 1066

Group 00(L-HMC), Engine 7. Attach an engine tachometer and connect the battery ground cable. 8. Leave the engine hood open.

• The output current value changes with the electrical load and the temperature of the alternator itself. Therefore, the nominal output current may not be obtained. If such is the case, keep the headlamps on the cause discharge of the battery, or use the lights of another vehicle to increase the electrical load. 2. Upon completion of the output current test, lower the engine speed to idle and turn off the ignition switch. 3. Disconnect the battery ground cable 4. Remove the ammeter and voltmeter and the engine tachometer. 5. Connect the alternator output wire to the alternator "B" terminal. 6. Connect the battery ground cable.

Test 1. The maximum reading must be higher than the limit value.If it is lower but the alternator output wire is in good condition, remove the alternator from the vehicle and test it. 2. Start the engine and turn on the headlamps. 3. Set the headlamps to high beam and the heater blower switch to HIGH, quickly increase the engine speed to 2,500 rpm and read the maximum output current value indicated by the ammeter. NOTE After the engine start up, the charging current quickly drops. Therefore, the above operation must be done quickly to read the maximum current value correctly.

Result

The purpose of this test is to check that the electronic voltage regulator controls voltage correctly.

Preparation 1. Prior to the test, check the following items and correct if necessary. 1) Check that the battery installed on the vehicle is fully charged. 2) The battery checking method is described in the section "Battery". 3) Check the alternator drive belt tension. The belt tension check method is described in the section "Inspect drive belt". 2. Turn ignition switch to "OFF".

1. The maximum reading must be higher than the limit value. If it is lower but the alternator output wire is in good condition, remove the alternator from the vehicle and test it. Standard value: 70% of the rate voltage

NOTE • The nominal output current value is shown on the nameplate affixed to the alternator body.

SM 1066

Regulated Voltage Test

3. Disconnect the battery ground cable. 4. Connect a digital voltmeter between the "B" terminal of the alternator and ground. Connect the (+) lead of the voltmeter to the "B" terminal of the alternator. Connect the (-) lead to good ground or the battery (-) terminal. 5. Disconnect the alternator output wire from the alternator "B" terminal.

Electrical System • 00(L-HMC)-5-9

Group 00(L-HMC), Engine 6. Connect a DC ammeter (0 to 150A) in series between the "B" terminal and the disconnected output wire. Connect the (-) lead wire of the ammeter to the disconnected output wire.

2. Upon completion of the test, reduce the engine speed to idle, and turn off the ignition switch.

7. Attach the engine tachometer and connect the battery ground cable.

4. Remove the voltmeter and ammeter and the engine tachometer.

3. Disconnect the battery ground cable

5. Connect the alternator output wire to the alternator B terminal 6. Connect the battery ground cable.

Test 1. Turn on the ignition switch and check to see that the voltmeter indicates the following value. Voltage: Battery voltage

If it reads 0V, there is an open circuit in the wire between the alternator "B" terminal and the battery and the battery (-) terminal. 2. Start the engine. Keep all lights and accessories off. 3. Run the engine at a speed of about 2,500 rpm and read the voltmeter when the alternator output current drops to 10A or less

Result 1. If the voltmeter reading agrees with the value listed in the regulating voltage table below, the voltage regulator is functioning correctly. If the reading is other than the standard value, the voltage regulator or the alternator is faulty. Voltage regulator ambient temperature ଇO൓P

Regulating voltage (v)

-30 (-22)

14.2 ~ 15.3

25 (77)

14.2 ~ 14.8

135 (275)

13.3 ~ 14.8

00(L-HMC)-5-10 • Electrical System

SM 1066

Group 00(L-HMC), Engine

Alternator Component

1. Nut

8. Rear bearing

2. Pulley

9. Rear bracket

3. Front bracket

10. Through bolt

4. Front bearing

11. Brush holder assembly

5. Bearing cover

12. Brush holder bolt

6. Bearing cover bolt

13. Rear cover

7. Rotor coil

SM 1066

Electrical System • 00(L-HMC)-5-11

Group 00(L-HMC), Engine Replacement

3. Remove the slip ring guide(A).

1. Disconnect the battery negative terminal first, then the positive terminal. 2. Disconnect the alternator connector, and remove the cable from alternator "B" terminal. 3. Remove the drive belt. 4. Pull out the through bolt and then remove the alternator(A). 4. Remove the nut, pulley(A) and spacer.

5. Installation is the reverse order of removal. 5. Loosen the 4 through bolts(A).

Disassembly 1. Remove the alternator cover(A) using a screw driver(B).

6. Disconnect the rotor(A) and cover(B). 2. Loosen the mounting bolts(A) and disconnect the brush holder assembly(B).

7. Reassembly is the reverse order of disassembly.

00(L-HMC)-5-12 • Electrical System

SM 1066

Group 00(L-HMC), Engine

Starting system Inspection Inspect Rotor 1. Check that there is continuity between the slip rings (A).

Description The starting system includes the battery, starter, solenoid switch, ignition switch, inhibitor switch (A/T), ignition lock switch, connection wires and the battery cable. When the ignition key is turned to the start position, current flows and energizes the starter motor's solenoid coil. The solenoid plunger and clutch shift lever are activated, and the clutch pinion engages the ring gear. The contacts close and the starter motor cranks. In order to prevent damage caused by excessive rotation of the starter armature when the engine starts, the clutch pinion gear overruns.

2. Check that there is no continuity between the slip rings and the rotor (B) or rotor shaft (C). 3. If the rotor fails either continuity check, replace the alternator.

Inspect Stator 1. Check that there is continuity between each pair of leads (A).

1. Solenoid 2. Brush assembly 3. Armature 4. Overrun clutch

Starter Circuit Troubleshooting NOTE The battery must be in good condition and fully charged 1. Remove the fuel pump relay

2. Check that there is no continuity between each lead and the coil core 3. If the coil fails either continuity check, replace the alternator.

2. With the shift lever in N or P (A/T) or clutch pedal pressed (M/T), turn the ignition switch to "START" If the starter normally cranks the engine, starting system is OK. If the starter will not crank the engine at all, go to next step. If it won't disengage from the ring gear when you release key, check for the following until you find the cause. • Solenoid plunger and switch malfunction. • Dirty pinion gear or damaged overrunning clutch. 3. Check the battery condition. Check electrical connections at the battery, battery negative cable connected to the body, engine ground cables, and the starter for looseness and corrosion. Then try starting

SM 1066

Electrical System • 00(L-HMC)-5-13

Group 00(L-HMC), Engine the engine again. If the starter cranks normally the engine, repairing the loose connection repaired the problem. The starting system is now OK. If the starter still does not crank the engine, go to next step.

properly. To avoid damaging the starter, do not leave the battery connected for more than 10 seconds.

4. Disconnect the connector from the S-terminal of solenoid. Connect a jumper wire from the B-terminal of solenoid to the S-terminal of solenoid. If the starter cranks the engine, go to next step. If the starter still does not crank the engine, remove the starter, and repair or replace as necessary. 5. Check the following items in the order listed until you find the open circuit. • Check the wire and connectors between the driver's under-dash fuse/relay box and the ignition switch, and between the driver's under-dash fuse/relay box and the starter.

4. Disconnect the battery also from the body. If the pinion retracts immediately, it is working properly. To avoid damaging the starter, do not leave the battery connected for more than 10 seconds.

• Check the ignition switch (Refer to BE group ignition system • Check the transaxle range switch connector or ignition lock switch connector. • Inspect the starter relay.

Starter Solenoid Test 1. Disconnect the field coil wire from the M-terminal of solenoid switch. 2. Connect the battery as shown. If the starter pinion pops out, it is working properly. To avoid damaging the starter, do not leave the battery connected for more than 10 seconds.

Free Running Test 1. Place the starter motor in a vise equipped with soft jaws and connect a fully-charged 12-volt battery to starter motor as follows. 2. Connect a test ammeter (100-ampere scale) and carbon pile rheostats as shown in the illustration. 3. Connect a voltmeter (15-volt scale) across starter motor.

3. Disconnect the battery from the M terminal. If the pinion does not retract, the hold-in coil is working

00(L-HMC)-5-14 • Electrical System

SM 1066

Group 00(L-HMC), Engine 4. Rotate carbon pile to the off position 5. Connect the battery cable from battery's negative post to the starter motor body. 6. Adjust until battery voltage shown on the voltmeter reads 11volts. 7. Confirm that the maximum amperage is within the pecifications and that the starter motor turns smoothly and freely Current : 90Amax Speed : 2,600 rpm

SM 1066

Electrical System • 00(L-HMC)-5-15

Group 00(L-HMC), Engine Starter

1. Front bracket

9. Planet shaft assembly

2. Stop ring

10. Planetary gear assembly

3. Stopper

11. Packing

4. Overrun clutch assembly

12. Shield

5. Internal gear assembly

13. Armature assembly

6 .Lever

14. Yoke assembly

7. Lever packing

15. Brush holder assembly

8. Magnet switch assembly

16. Through bolt

00(L-HMC)-5-16 • Electrical System

SM 1066

Group 00(L-HMC), Engine Removal

3. Loosen the through bolts (A).

1. Disconnect the battery negative cable. 2. Disconnect the starter cable (A) from the B terminal (B) on the solenoid (C), then disconnect the connector (D) from the S terminal (E).

4. Remove the brush holder assembly (A), yoke (b) and armature (C).

3. Remove the 2 bolts holding the starter, then remove the starter. 4. Installation is the reverse of removal. 5. Connect the battery negative cable to the battery.

Disassembly 1. Disconnect the M-terminal (A) on the magnet switch assembly (B).

5. Remove the shield (A) and packing (B).

2. After loosening the 3 screws (A), detach the magnet switch assembly (B).

6. Remove the lever plate (A) and lever packing (B).

SM 1066

Electrical System • 00(L-HMC)-5-17

Group 00(L-HMC), Engine 7. Disconnect the planet gear (A).

11. Disconnect the stop ring (A), overrunning clutch (B), internal gear (C) and planet shaft (D).

8. Disconnect the planet shaft assembly (A) and lever (B).

12. Reassembly is the reverse of disassembly. NOTE Using a suitable pulling tool (A), pull the overrunning clutch stop ring (B) over the stopper (C).

9. Press the stop ring (A) using a socket (B).

10. After removing the stopper (A) using stopper pliers (B).

00(L-HMC)-5-18 • Electrical System

SM 1066

Group 00(L-HMC), Engine Inspection Armature Inspection And Test 1. Remove the starter. 2. Disassemble the starter as shown at the beginning of this procedure. 3. Inspect the armature for wear or damage from contact with the permanent magnet. If there is wear or damage, replace the armature 6. Check the mica depth (A). If the mica is too high (B), undercut the mica with a hacksaw blade to the proper depth. Cut away all the mica (C) between the commutator segments. The undercut should not be too shallow, too narrow, or v-shaped (D). Commutator mica depth Standard (New) : 0.5 mm (0.0197 in.) Limit : 0.2mm (0.0079 in.)

4. Check the commutator (A) surface. If the surface is dirty or burnt, resurface with emery cloth or a lathe within the following specifications, or recondition with #500 or #600 sandpaper (B).

7. Check for continuity between the segments of the commutator. If an open circuit exists between any segments, replace the armature.

5. Measure the commutator (A) runout. • If the commutator runout is within the service limit, check the commutator for carbon dust or brass chips between the segments. • If the commutator run out is not within the service limit, replace the armature. Commutator runout Standard (New): 0.02mm (0.0008in.) max Service limit: 0.05mm (0.0020in.)

SM 1066

Electrical System • 00(L-HMC)-5-19

Group 00(L-HMC), Engine 8. Check with an ohmmeter that no continuity exists between the commutator (A) and armature coil core (B), and between the commutator and armature shaft (C). If continuity exists, replace the armature.

3. Install the armature in the housing, and install the brush holder. Next, pry back each brush spring again, and push the brush down until it seats against the commutator, then release the spring against the end of the brush. NOTE To seat new brushes, slip a strip of #500 or #600 sandpaper, with the grit side up, between the commutator and each brush, and smoothly rotate the armature. The contact surface of the brushes will be sanded to the same contour as the commutator.

Inspect Starter Brush

Starter Brush Holder Test 1. Check that there is no continuity between the (+) brush holder (A) and (-) brush holder (B). If there is no continuity, replace the brush holder assembly.

Inspect Overrunning Clutch 1. Slide the overrunning clutch along the shaft. Replace it if does not slide smoothly. 2. Rotate the overrunning clutch both ways. Does it lock in one direction and rotate smoothly in reverse? If it does not lock in either direction or it locks in both directions, replace it.

2. Pry back each brush spring (A) with a screwdriver, then position the brush (B) about halfway out of its holder, and release the spring to hold it there.

00(L-HMC)-5-20 • Electrical System

SM 1066

Group 00(L-HMC), Engine 3. If the starter drive gear is worn or damaged, replace the overrunning clutch assembly. (the gear is not available separately) Check the condition of the flywheel or torque converter ring gear if the starter drive gear teeth are damaged.

Cleaning 1. Do not immerse parts in cleaning solvent. Immersing the yoke assembly and/or armature will damage the insulation. Wipe these parts with a cloth only. 2. Do not immerse the drive unit in cleaning solvent. The overrun clutch is pre-lubricated at the factory and solvent will wash lubrication from the clutch. 3. The drive unit may be cleaned with a brush moistened with cleaning solvent and wiped dry with a cloth.

Starter relay 1. Remove the starter relay 2. Using an ohmmeter, check that there is continuity between each terminal. Terminal

Continuity

30 - 87

85 - 86

YES

3. Apply 12V to terminal 85 and ground to terminal 86. Check for continuity between terminals 30 and 87.

4. If there is no continuity, replace the starter relay.

SM 1066

Electrical System • 00(L-HMC)-5-21

Group 00(L-HMC), Engine

Section 6 Emission Control System (HMC THETA 2.4 LPG)

SM 1066

Emission Control System • 00(L-HMC)-6-1

Group 00(L-HMC), Engine PCV(positive crankcase ventilation) VALVE Inspection 1. Disconnect the ventilation hose from the positive crankcase ventilation (PCV) valve. Remove the PCV

valve from the rocker cover and reconnect it to the ventilation hose.

NOTE The plunger inside the PCV valve will move back and forth.

Operation

00(L-HMC)-6-2 • Emission Control System

SM 1066

Group 00(L-HMC), Engine

FUEL SYSTEM

Removal 1. Disconnect the vacuum hose and remove the PCV valve(A)

Specifications Sensor MAPS (Manifold Absolute Pressure Sensor) Type: Piezo-resistive pressure sensor type Specification

Inspection

Pressure (kPa)

Output voltage (V)

0.79

46.7

1.84

101.32

IATS (Intake Air Temperature Sensor)

1. Remove the PCV valve. 2. Insert a thin stick(A) into the PCV valve(B) from the threaded side to check that the plunger moves. 3. If the plunger does not move, the PCV valve is clogged. Clean it or replace.

Installation

Type: Thermistor type Specification Temperature [ଇ(൓)]

Resistance (໰)

-40 (-40)

40.93 ~ 48.35

-30 (-22)

23-43 ~ 27.34

-20 (-4)

13.89 ~ 16.03

-10 (14)

8.50 ~ 9-71

0 (32)

5.38 ~ 6.09

10 (50)

3-48 ~ 3.90

20 (68)

2.31 ~ 2.57

25 (77)

1.90 ~ 2.10

30 (86)

1.56 ~ 1.74

40 (104)

1.08 ~ 1.21

60 (140)

0.54 ~ 0.62

80 (176)

0.29 ~ 0.34

Install the PCV valve and tighten to the specified torque. PCV valve installation : 7.8 ~ 11.8 N°m (0.8 ~ 1.2 kgf.m, 5.8 ~ 8.7lb-ft)

SM 1066

Emission Control System • 00(L-HMC)-6-3

Group 00(L-HMC), Engine ECTS (Engine Coolant Temperature Sensor)

Ignition Coil Type: Stick type Specification

Type: Thermistor type Specification Temperature [ଇ(൓)]

Resistance (໰)

Items

Specification

-40 (-40)

48.14

Primary Coil Resistance ( ˟ )

0.62·10% [20ଇ(68൓)]

-20 (-4)

14.13 ~ 16.83

Secondary Coil Resistance (໰)

7.0·15% [20ଇ(68൓)]

0 (32)

5.79

20 (68)

2.31 ~ 2.59

40 (104)

1.15

60 (140)

0.59

80 (176)

0.32

Tightening torques Engine control system

General information

Item

HO2S (Heated Oxygen Sensor) Type: Zirconia (ZrO2) type Specification A/F Ratio

Out Voltage (V)

Rich

0.6 ~ 1.0

Lean

0 ~ 0.4

Items

Specification

Heater Resistance ( ˟ )

3.1 ~ 4.1 [20ଇ(68൓)]

CMPS (Camshaft Position Sensor) CKPS (Crankshaft Position Sensor ) KS (Knock Sensor ) Items

Specification

Capacitance (pF)

1,480 ~ 2,200

Resistance

Kgf.m

N.m

Ib.ft

Manifold absolute pressure sensor installation bolt

1.0~1.2

9.8 ~11.8

7.2 ~ 8.7

Engine coolant temperature sensor installation

3.0 ~ 4.0

29.4~39.2 21.7~28.9

Crankshaft position sensor installation bolt

1.0 ~ 1.2

9.8 ~ 11.8

7.2 ~ 8.7

Camshaft position sensor

1.0 ~ 1.2

9.8 ~ 11.8

7.2 ~ 8.7

Knock sensor installation bolt

1.9 ~ 2.4

18.6~23.5 13.7~17.4

Heated oxygen sensor installation

3.5 ~ 4.5

34.3~44.1 25.3~32.6

Ignition coil assembly installation bolts

0.4 ~ 0.6

3.9 ~ 5.9

2.9 ~ 4.3

Actuators Injector ( Gasoline fuel system only) Number: 4 Specification Items

Specification

Coil Resistance ( ˟ )

14.0 ~ 15.4 [20ଇ(68൓)]

00(L-HMC)-6-4 • Emission Control System

SM 1066

Group 00(L-HMC), Engine

Troubleshooting

3. Slightly shake the connector and wiring harness vertically and horizontally.

Basic inspection procedure

4. Repair or replace the component that has a problem.

Measuring condition of electronic parts' resistance The measured resistance at high temperature after vehicle running may be high or low. So all resistance must be measured at ambient temperature (20°C, 68°F), unless stated otherwise. NOTE The measured resistance in except for ambient temperature (20°C, 68°F) is reference value.

Intermittent problem inspection procedure Sometimes the most difficult case in troubleshooting is when a problem symptom occurs but does not occur again during testing. An example would be if a problem appears only when the vehicle is cold but has not appeared when warm. In this case, the technician should thoroughly make out a "CUSTOMER PROBLEM ANALYSIS SHEET" and recreate (simulate) the environment and condition which occurred when the vehicle was having the issue. 1. Clear Diagnostic Trouble Code (DTC). 2. Inspect connector connection, and check terminal for poor connections, loose wires, bent, broken or corroded pins, and then verify that the connectors are always securely fastened.

5. Verify that the problem has disappeared with the road test.

<Simulating vibration> 1) Sensors and Actuators Slightly vibrate sensors, actuators or relays with finger.

WARNING

Strong vibration may break sensors, actuators or relays 2) Connectors and Harness Lightly shake the connector and wiring harness vertically and then horizontally <Simulating heat> 1) Heat components suspected of causing the malfunction with a hair dryer or other heat source.

WARNING

DO NOT heat components to the point where they may be damaged. DO NOT heat the ECM directly. <Simulating water sprinkling> 1) Sprinkle water onto vehicle to simulate a rainy day or a high humidity condition.

WARNING

DO NOT sprinkle water directly into the engine compartment or electronic components. <Simulating electrical load> 1) Turn on all electrical systems to simulate excessive electrical loads (Radios, fans, lights, rear window defogger, etc.).

SM 1066

Emission Control System • 00(L-HMC)-6-5

Group 00(L-HMC), Engine Connector inspection procedure 1. Handling of Connector

5) Check waterproof connector terminals from the connector side. Waterproof connectors cannot be accessed from harness side.

1) Never pull on the wiring harness when disconnecting connectors.

NOTE Use a fine wire to prevent damage to the terminal. Do not damage the terminal when inserting the tester lead. 2) When removing the connector with a lock, press or pull locking lever.

2. Checking Point for Connector 1) While the connector is connected: Hold the connector, check connecting condition and locking efficiency. 2) When the connector is disconnected: Check missed terminal, crimped terminal or broken core wire by slightly pulling the wire harness.Visually check for rust, contamination, deformation and bend.

3) Listen for a click when locking connectors. This sound indicates that they are securely locked

3) Check terminal tightening condition: Insert a spare male terminal into a female terminal, and then check terminal tightening conditions 4) Pull lightly on individual wires to ensure that each wire is secured in the terminal.

4) When a tester is used to check for continuity, or to measure voltage, always insert tester probe from wire harness side.

3. Repair Method of Connector Terminal 1) Clean the contact points using air gun and/or shop rag. NOTE Never use sand paper when polishing the contact points, otherwise the contact point may be damaged. 2) In case of abnormal contact pressure, replace the female terminal.

00(L-HMC)-6-6 • Emission Control System

SM 1066

Group 00(L-HMC), Engine Wire harness inspection procedure 1. Before removing the wire harness, check the wire harness position and crimping in order to restore it correctly. 2. Check whether the wire harness is twisted, pulled or loosened.

1) Disconnect connectors (A), (C) and measure resistance between connector (A) and (C) as shown in [FIG. 2]. In [FIG.2.] the measured resistance of line 1 and 2 is higher than 1M ˟ and below 1 ˟ respectively Specifically the open circuit is line 1 (Line 2 is normal). To find exact break point, check sub line of line 1 as described in next step.

3. Check whether the temperature of the wire harness is abnormally high. 4. Check whether the wire harness is rotating, moving or vibrating against the sharp edge of a part. 5. Check the connection between the wire harness and any installed part. 6. If the covering of wire harness is damaged; secure, repair or replace the harness.

Electrical circuit inspection procedure <CHECK OPEN CIRCUIT> 1. Procedures for Open Circuit 1) Continuity Check 2) Voltage Check If an open circuit occurs (as seen in [FIG. 1]), it can be found by performing Step 2 (Continuity Check Method) or Step 3 (Voltage Check Method) as shown below.

2) Disconnect connector (B), and measure for resistance between connector (C) and (B1) and between (B2) and (A) as shown in [FIG. 3]. In this case the measured resistance between connector (C) and (B1) is higher than 1M ˟ and the open circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).

3. Voltage Check Method 2. Continuity Check Method NOTE When measuring for resistance, lightly shake the wire harness above and below or from side to side

1) With each connector still connected, measure the voltage between the chassis ground and terminal 1 of each connectors (A), (B) and (C) as shown in [FIG. 4]. The measured voltage of each connector is 5V, 5V and 0V respectively. So the open circuit is between connector (C) and (B).

Specification (Resistance) 1 ˟ or less ˧ Normal Circuit 1M ˟ or Higher ˧ Open Circuit

SM 1066

Emission Control System • 00(L-HMC)-6-7

Group 00(L-HMC), Engine

<CHECK SHORT CIRCUIT> 1. Test Method for Short to Ground Circuit 1) Continuity Check with Chassis Ground If short to ground circuit occurs as shown in [FIG. 5], the broken point can be found by performing Step 2 (Continuity Check Method with Chassis Ground) as shown below.

2) Disconnect connector (B), and measure the resistance between connector (A) and chassis ground, and between (B1) and chassis ground as shown in [FIG. 7]. The measured resistance between connector (B1) and chassis ground is 1 ˟ or less. The short to ground circuit is between terminal 1 of connector (C) and terminal 1 of connector (B1).

2. Continuity Check Method (with Chassis Ground) NOTE Lightly shake the wire harness above and below, or from side to side when measuring the resistance Specification (Resistance) 1 ˟ or less ˧ Short to Ground Circuit 1M ˟ or Higher ˧ Open Circuit

1) Disconnect connectors (A), (C) and measure for resistance between connector (A) and Chassis Ground as shown in [FIG. 6]. The measured resistance of line 1 and 2 in this example is below 1 ˟ and higher than 1M ˟ respectively.

00(L-HMC)-6-8 • Emission Control System

SM 1066

Group 00(L-HMC), Engine

SM 1066

Emission Control System • 00(L-HMC)-6-9

Group 00(L-HMC), Engine

Engine control system MAPS (Manifold Absolute Pressure Sensor)

Circuit diagram

Haness Connector

Connection Information Terminal

Connected

MAPS signal

1 2

Manifold Absolute Pressure Sensor (MAPS) is speed-density type sensor and is installed on the surge tank. This MAPS senses absolute pressure in surge tank and transfers this analog signal proportional to the pressure to the PCM. The PCM calculates the intake air quantity and engine speed based on this signal. This MAPS consists of piezo-electric element and hybrid IC that amplifies the element output signal. The element is silicon diaphragm type and adapts sensitive variable resistor effect of semiconductor. 100% vacuum and the manifold pressure applies to both sides of it respectively. That is, this sensor outputs the silicon variation proportional to pressure change by voltage.

Specification Pressure (kPa)

Out Voltage (V)

0.79

46.66

1.84

101.32

Function

each pin no of ecu(ecm)

Sensor power (+5v) Sensor ground IATS signal

Component inspection 1. Connect a scantool on Diagnisis Link Connector (DLC). 2. Check MAPS output voltage at idle and IG ON. Condition

Out Voltage (V)

Idle

0.8V ~ 1.6V

IG ON

3.9V ~ 4.1V

00(L-HMC)-6-10 • Emission Control System

SM 1066

Group 00(L-HMC), Engine IATS (Intake Air Temperature Sensor)

Circuit diagram

Connection Information Terminal

Connected

Function MAPS signal

1 2 3

each pin no of ecu(ecm)

Sensor power (+5v)

Sensor ground IATS signal

Harness Connector Intake Air Temperature Sensor (IATS) is installed inside the Manifold Absolute Pressure Sensor (MAPS) and detects the intake air temperature. To calculate precise air quantity, correction of the air temperature is needed because air density varies according to the temperature. So the PCM uses not only MAPS signal but also IATS signal. This sensor has a Negative Temperature Coefficient (NTC) and its resistance is in inverse proportion to the temperature.

Component inspection

Temperature [ଇ(൓)]

Resistance (໰)

-40 (-40)

40.93 ~ 48.35

2. Disconnect IATS connector.

-30 (-22)

23-43 ~ 27.34

3. Measure resistance between IATS terminals 3 and 4.

-20 (-4)

13.89 ~ 16.03

4. Check that the resistance is within the specification

-10 (14)

8.50 ~ 9-71

0 (32)

5.38 ~ 6.09

10 (50)

3-48 ~ 3.90

20 (68)

2.31 ~ 2.57

25 (77)

1.90 ~ 2.10

30 (86)

1.56 ~ 1.74

40 (104)

1.08 ~ 1.21

60 (140)

0.54 ~ 0.62

80 (176)

0.29 ~ 0.34

SM 1066

1. Turn ignition switch OFF.

Specification: Refer to SPECIFICATION

Emission Control System • 00(L-HMC)-6-11

Group 00(L-HMC), Engine ECTS (Engine Coolant Temperature Sensor)

Circuit diagram

Function and operation priciple Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the cylinder head for detecting the engine coolant temperature. The ECTS uses a thermistor whose resistance changes with the temperature. The electrical resistance of the ECTS decreases as the temperature increases, and increases as the temperature decreases. The reference 5 V in the ECM is supplied to the ECTS via a resistor in the ECM.That is, the resistor in the ECM and the thermistor in the ECTS are connected in series. When the resistance value of the thermistor in the ECTS changes according to the engine coolant temperature, the output voltage also changes. During cold engine operation the ECM increases the fuel injection duration and controls the ignition timing using the information of engine coolant temperature to avoid engine stalling and improve drivability.

Connection Information Terminal

Connected

Function

ECTS signal

each pin no of ecu(ecm)

Sensor ground

Cluster

Harness Connector

Component inspection 1. Turn ignition switch OFF. 2. Disconnect ECTS connector. 3. Remove the ECTS. 4. After immersing the thermistor of the sensor into engine coolant, measure resistance between ECTS terminals 3 and 4. 5. Check that the resistance is within the specification. Specification: Refer to Specification.

Specification Temperature [ଇ(൓)]

Resistance (໰)

-40 (-40)

48.14

-20 (-4)

14.13 ~ 16.83

0 (32)

5.79

20 (68)

2.31 ~ 2.59

40 (104)

1.15

60 (140)

0.59

80 (176)

0.32

00(L-HMC)-6-12 • Emission Control System

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Group 00(L-HMC), Engine CMPS (Camshaft Position Sensor) Camshaft Position Sensor (CMPS) is a hall sensor and detects the camshaft position by using a hall element. It is related with Crankshaft Position Sensor (CKPS) and detects the piston position of each cylinder which the CKPS can't detect. The CMPS are installed on engine head cover and uses a target wheel installed on the camshaft. This sensor has a hall-effect IC which output voltage changes when magnetic field is made on the IC with current flow.

Troubleshooting <Waveform>

Circuit diagram

Haness Connector

Component inspection Connection Information Terminal

Connected

Function

Main relay

Power (b+)

each pin no of ecu(ecm)

Sensor ground

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Check signal waveform of CMPS and CKPS using a scantool Specification : Refer to "WAVE FORM"

CMPS bank1/in signal

Emission Control System • 00(L-HMC)-6-13

Group 00(L-HMC), Engine CKPS (Crankshaft Position Sensor) Crankshaft Position Sensor (CKPS) detects the crankshaft position and is one of the most important sensors of the engine control system. If there is no CKPS signal input, fuel is not supplied. That is, vehicle can't run without CKPS signal. This sensor is installed on transaxle housing and generates alternating current by magnetic flux field which is made by the sensor and the target wheel when engine runs. The target wheel consists of 58 slots and 2 missing slots on 360 degrees CA (Crank Angle).

Circuit diagram

Connection Information Terminal

Connected

Function

Main relay

Power (b+)

each pin no of ecu(ecm)

CKP Signal

Sensor ground

Harness Connector

Troubleshooting Component inspection Check signal waveform of CKPS and CMPS using a scantool. Specification : Refer to "WAVE FORM"

Fig.1) The square wave signal should be smooth and without any distortion. Fig.2,3) The CMPS falling(rising) edge is coincided with 3~5 tooth of the CKP from one longer signal(missing tooth)

00(L-HMC)-6-14 • Emission Control System

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Group 00(L-HMC), Engine HO2S (Heated Oxygen Sensor) Heated Oxygen Sensor (HO2S) consists of zirconium and alumina and is installed on downstream of the Exhaust Manifold After it compares oxygen consistency of the atmosphere with the exhaust gas, it transfers the oxygen consistency of the exhaust gas to the ECM. When A/F ratio is rich or lean, it generates approximately 1V or 0V respectively. In order that this sensor normally operates, the temperature of the sensor tip is higher than 370°?C (698°?F). So it has a heater which is controlled by the ECM duty signal. When the exhaust gas temperature is lower than the sensor tip. specified value, the heater warms the heats the temperature of sensor tip part

Circuit diagram

Connection Information <HO2S> Terminal

Connected

Function

HO2S signal

each pin no of ecu(ecm)

Sensor ground

Main relay

Battery (b+)

each pin no of ecu(ecm)

Heater control

Harness Connector

Specification A/E Ratio

Output Voltage (V)

RICH

0.6 ~ 1.0

LEAN

0.1 ~ 0.4

Temperature [ଇ(൓)]

Resistance (໰)

Heater Resistance( ˟ )

3.1 ~ 4.1 ˟ at 20ଇ(68൓)

Component inspection 1. Disconnet the HO2S connector. 2. Measure resistance between HO2S heater terminals 3 and 4. 3. Check that the resistance is within the specification. Specification : Refer to Specification.

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Emission Control System • 00(L-HMC)-6-15

Group 00(L-HMC), Engine KS (Knock Sensor) Function and operation priciple Knocking is a phenomenon characterized by undesirable vibration and noise and can cause engine damage. Knock Sensor (KS) senses engine knocking and the cylinder block. When knocking occurs, the vibration from the cylinder block is applied as pressure to the piezoelectric element. At this time, this sensor transfers the voltage signal higher than the specified value to the ECM and the knocking ECM retards the ignition timing. If the disappears after retarding the ignition timing, the ECM will advance the ignition timing. This sequential control can improve engine power, torque and fuel economy.

Troubleshooting The knock sensor is installed at cylinder block to detect the vibration effectively during engine running. The above waveform shows the signal waveform of knock sensor when knock dosen't happen. Generally, knock signal has more noise than other sensor.

Circuit diagram

Specification

Connection Information

Items

Specification

Capacitance (pF)

1,480 ~ 2,200

Resistance (໱)

Terminal

Connected

Function

each pin no of ecu(ecm)

Sensor ground

Knock Sensor Signal

Harness Connector

00(L-HMC)-6-16 • Emission Control System

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Group 00(L-HMC), Engine Injector

Connection Information <Injector #1>

Function and operation principle Based on information from various sensors, the ECM measures the fuel injection amount. The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled by length of time that the fuel injector is held open. The ECM controls each injector by grounding the control circuit. When the ECM energizes the injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and the fuel is injected. When the ECM de-energizes the injector by opening control circuit, the fuel injector is closed and circuit voltage should momentarily peak.

Terminal

Connected to

Function

Main relay

Power Supply (B+)

each pin no of ecu(ecm)

Injector Control

Terminal

Connected to

Function

Main relay

Power Supply (B+)

each pin no of ecu(ecm)

Injector Control

Terminal

Connected to

Function

Main relay

Power Supply (B+)

each pin no of ecu(ecm)

Injector Control

Terminal

Connected to

Function

Main relay

Power Supply (B+)

each pin no of ecu(ecm)

Injector Control

Harness Connector

Specification Items

Specification

CoilResistance

14 ~15.4 at 20ଇ(68൓)

Circuit diagram

Component inspection 1. Turn ignition switch OFF. 2. Disconnect injector connector. 3. Measure resistance between injector terminals 1 and 2. 4. Check that the resistance is within the specification. Specification : Refer to Specification.

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Emission Control System • 00(L-HMC)-6-17

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 Cooling System and Alternator Belt Service ... Section 4 Radiator Removal and Replacement ............... Section 5

NOTE Removal and replacement procedures for the water pump and thermostat are covered in the Overhaul section of Group 00, “Engines”.

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Group 01, Engine Cooling System

Section 1 Engine Cooling System Specifications and Description Specifications

Service Intervals

Radiator Type: Crossflow radiator with coolant recovery system.

Coolant Level Check: Every 8-10 hours or daily.

System Pressure (Radiator cap): 83-109 kPa (12-16 psi).

Coolant Change (drain and refill): Every year or 2,000 hours of operation.

Thermostat (Diesel, LPG Engine) •

Open (cracking) at 82qCr1.5q(180qFr2.7q).

•

Fully open at 95qC(203qF).

Coolant Mixture: 50% water and 50% low-silicate, ethylene glycol, permanent-type antifreeze with rust and corrosion inhibitors. Cooling System Coolant Capacity: • •

Cushion-tire truck with 4-row radiator capacity is 10.5 L (11.0 qt ) Pneumatic-tire truck with 4-row radiator capacity is 8.5 L (9.0 qt)

Fan Type: Pusher type

Coolant Hoses Inspection/Replacement: As needed and every 50-250 hours or each PM and every year or 2,000 hours of operation. Coolant Protection Check (hydrometer test): Every six months or 1,000 hours of operation. Radiator Core Air Cleaning: Every 50-250 hours or monthly. Radiator Cap Inspection and Test: Every year or 2,000 hours of operation. Thermostat Test/Replacement: Every 2,000 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.

Fan Drive Belt: V-type belt Water Pump Type: Centrifugal Hose Clamp Sizes (LPG Engine): •

Diesel: 51 mm (2 in)

•

LPG: 47 mm (1.8 in) @ radiator end; 44 mm (1.7 in) @ engine (water pump or thermostat) end.

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Engine Cooling System Specifications and Description • 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 •

Loose fan belt; tighten to correct tension (see Section 4 for belt tensioning procedure).

•

Low coolant level; refill and check for leaks.

Engine shuts down (automatic engine shutdown sensor) •

High transaxle temperature; check transaxle oil cooler components.

•

Low engine oil pressure; check oil level and fill and check for leaks.

•

High coolant temperature; check “Engine overheating” for symptoms and remedies.

•

Radiator pressure cap is defective.

•

Inadequate air flow to the radiator; check that fan blades have the coined imprinting facing the engine and are not installed backwards.

•

Pump has a worn shaft and/or seal.

•

Bad gasket.

•

Missing or damaged fan shroud or shields on radiator.

•

Broken pump impeller.

•

Radiator fins plugged; blow debris from radiator.

•

Radiator clogged; drain and flush radiator.

•

Scale or deposits in cooling system; drain and flush entire cooling system.

•

Worn pump shaft or bearings loose or worn.

•

Pump impeller broken.

•

Radiator defective; repair or replace the radiator.

•

Loose fan belt.

•

Thermostat incorrect or defective.

•

Bent or broken fan blade.

•

Collapsed radiator hose(s) on suction side of cooling system.

•

Fan hitting engine or shroud.

•

Water pump defective.

•

Water passages in engine are clogged.

•

Air in cooling system; drain and flush.

•

LP gas leak into cooling system.

•

Ignition timing misadjusted.

•

Excessive exhaust system back pressure.

•

Engine oil level is low or needs changing.

•

Engine overloaded.

•

Engine internal parts worn.

•

Leaking head gasket.

•

Defective temperature gauge.

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Water pump leaks

Replace the seals and gaskets or replace the pump.

Water pump making noise

Engine runs cold, emits excessive blue/white exhaust smoke or idles roughly •

Contaminated fuel.

•

Autochoke malfunctioning - gas model only.

•

Fouled spark plugs.

•

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.

•

Cylinder head bolts not tight.

•

Cylinder head cracked.

•

Engine cylinder block water jackets cracked.

Engine Cooling System Troubleshooting • 01-2-1

Group 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.

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Engine Cooling System • 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. Hot range mark Cold range mark

Engine Coolant Level Check

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.

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% ethylene 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:

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 • Testing and Maintenance

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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 ethylene 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.

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NOTE A coolant solution containing 50% ethylene glycol provides freezing protection to -37° C (-34° F). Refer to Service Information Bulletin, SI-01-207-78 for more information on the use of antifreeze.

Testing and Maintenance • 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.

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: Diesel / LPG •

Open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)

•

Fully open at 95°C (203°F).

01-3-4 • Testing and Maintenance

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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.

3. Place a hose on the drain valve nipple and run to the drain pan. Open the coolant drain valve on the engine block.

LPG Engine Coolant Drain Valve

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.

Drain valve

Hose

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.

Diesel Engine Coolant Drain Valve 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.

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, 20-liter (5-gallon) drain pan under the engine.

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Testing and Maintenance • 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.

Hot range mark Cold range mark

1. Close coolant drain valve in the engine block. 2. Fill cooling system and perform the cleaning and flushing operation according to the manufacturer’s instructions. 3. Drain the system completely again using the steps from “Draining Radiator and Cooling System.” 4. Remove the drain pan. IMPORTANT Dispose of the fluid in accordance with the manufacturer’s and state and local regulations.

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.

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% ethylene glycol, permanent-type antifreeze solution containing rust and corrosion inhibitors).

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.

3. Install radiator cap securely.

Again inspect cooling system hoses, connections and components for any leaks that may have developed when system was fully pressurized.

01-3-6 • Testing and Maintenance

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Group 01, Engine Cooling System

Section 4 Engine Cooling System and Alternator Belt Service

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Engine Cooling System and Alternator Belt Service • 01-4-1

Group 01, Engine Cooling System

SAFE PARKING. Before working on truck: •

LPG Truck Belt Removal

CAUTION

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.

Fan Drive Belt Removal 1. Tilt steer column forward, open the operator’s seat deck, and remove the battery cables. 2. Loosen the bolt adjusting the fan belt tention. (C15-20s MMC)

Belt Checks To check the belts: •

Check belt tension by pushing and pulling on the span; belt should move only about 4 mm (0.16 in).

•

Inspect belt and pulleys for damage.

•

Belt must not have any cracks or ride in the bottom of the pulley grooves.

•

Be sure there is no oil on the belt.

•

A belt which has been slipping will be glazed and cracked, and should be replaced.

MMC 3. When the bolt is sufficiently loose, remove the belt from the fan and engine pulley.(C15-20s MMC) 4. When you create enough slack in the fan belt tensioner, slip the belt off the engine and fan pulleys.(C15-20s HMC)

Belt tensioning procedures follow belt removal and replacement steps.

Fan belt tensioner

HMC

01-4-2 • Engine Cooling System and Alternator Belt Service

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Group 01, Engine Cooling System 5. Move a blade of the fan into place below the indentation molded in the fan ring. Slip the belt over the fan blade. Slip belt over fan blade at indentation in ring

LPG Truck Belt Replacement Fan Drive Belt Replacement To replace the fan drive belt, the alternator/water pump belt must be installed first as shown above. Then: 1. Slip the fan drive belt into the venturi. 2. With a fan blade positioned at the fan ring indentation, slip the belt over the blade.

IMPORTANT Use the fan pulley to turn the blades into position. Too much force can bend or break the fan blades.

3. Continue to position the fan blades at the indentation and work the belt over blades one at a time. 4. Seat the belt onto the fan and engine pulley and tighten the fan bearing support mounting bolts to hold the belt and bearing support in position. Set Screw Support Bracket

Alternator/Water Pump Belt Removal 1. Remove fan drive belt.

Jam Nut

2. Loosen the lock nut and back off the adjustment bolt on the alternator mounting bracket to create slack in the belt. Fan Bearing Support

Lock Nut

Adjustment Bolt

5. Use the set screw to adjust the tension on the fan belt and tighten the jam nut. Belt should deflect 4 mm (0.16 in) when adjusted correctly. 6. Torque the fan bearing support mounting bolts to 4045 N•m (29.5-33.3 ft-lb).

3. Slip the belt off the alternator and engine pulleys.

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Engine Cooling System and Alternator Belt Service • 01-4-3

Group 01, Engine Cooling System Alternator/Water Pump Belt Tension (LPG Engines)

Fan Drive Belt Tension (LPG Engines)

With the engine off:

1. Adjust the belt deflection to 4 mm (0.16 in). Turn the adjusting bolt clockwise the increase the belt tension and the adjusting bolt counterclockwise to decrease the belt tension. Water Pump Pully

Ruler

1. Loosen set screw and jam nut on fan bearing support. 2. Loosen fan bearing support mounting bolts. Leave enough torque on the bolts to hold the bearing support in position. 3. Use the set screw to set the static belt tension by deflecting span 4 mm (0.16 in). 4. Tighten the bearing support mounting bolts to 40-45 N•m (29.5-33.3 ft-lb). 5. Set the jam nut on the set screw to prevent the screw from moving.

Alternator Pulley

Crankshaft Pulley

Measuring belt deflection with a ruler. Water Pump Pulley

Alternator Pulley

Measuring belt deflection with a gage. 2. Tighten the lock nut. 3. Tighten the pivot bolt at the base of the alternator.

01-4-4 • Engine Cooling System and Alternator Belt Service

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Group 01, Engine Cooling System Diesel truck fan drive belt replacement

4. Loosen 2 bolts to lessen the belt tension.

1. Loosen the bolts to take out the radiator cover.

2. Loosen 4 Bolts to take out the upper shroud. 3. Loosen 4 Bolt for the fan mount.

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Engine Cooling System and Alternator Belt Service • 01-4-5

Group 01, Engine Cooling System

Section 5 Radiator Removal and Replacemant

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Radiator Removal and Replacemant • 01-5-1

Group 01, Engine Cooling System

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 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 The radiators on the cushion, pneumatic, diesel, and gas/ LPG trucks are different from each other. However, procedures for removing the radiator for service are basically the same. Any differences in the service procedures will be noted in the instructions. The radiator and oil cooler are separate. See Group 6 for transaxle oil-cooler 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 radiator cover and operator’s seat deck. See Group 38 for procedures. 4. Drain the radiator/engine coolant as described in Section 3. 5. Refer to the cooling system diagram (Page 01-5-3~4) for removing the radiators from the engine.

01-5-2 • Radiator Removal and Replacemant

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Group 01, Engine Cooling System

Torque: 20-25 N·m (177-221 lbf·in)

Torque: 8-10 N·m (71-88 lbf·in)

Torque: 13.2-16.1 N·m (9.7-118 lbf·ft) czpT[\Y_Ze

Diesel truck Cooling system (C15-20s)

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Radiator Removal and Replacemant • 01-5-3

Group 01, Engine Cooling System

Torque: 13.2-16.1 N·m (9.7-118 lbf·ft)

Torque: 20-25 N·m (177-221 lbf·in)

Torque: 8-10 N·m (71-88 lbf·in)

czpT[\Y_Ye

(MMC Engine)

TTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTTT

Torque: 20-25 N·m (177-221 lbf·in)

Torque: 20-25 N·m (177-221 lbf·in) Torque: 8-10 N·m (71-88 lbf·in)

czpT[`_`Ze

(HMC Engine)

LPG truck Cooling system (C15-20s)

01-5-4 • Radiator Removal and Replacemant

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Group 01, Engine Cooling System Radiator Replacement The radiators for the various truck models have their hose ports located at different positions. However, replacement procedures are the same for each of the radiators. 1. Install the ruber under the radiator. 2. Set the radiator into the rubber on frame, and mounting it into the mounting bracket of frame with bolt. 3. Refer to the cooling system diagram (Page 01-5-3~4) for install the radiators from the engine.

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Radiator Removal and Replacemant • 01-5-5

GROUP 02(L-MMC,TIER3)

GROUP 02(L-MMC,TIER3) MI-07 LP SYSTEM (4G63)

Regulatory Compliance ............................................... Section 0 LPG System Overview................................................. Section 1 Gasoline Engines ......................................................... Section 2 Specifications ................................................................ Section 3 Recommended Maintenance ....................................... Section 4 Installation Procedures................................................ Section 5 Tests And Adjustments ............................................... Section 6 Basic Troubleshooting ................................................. Section 7 Advanced Diagnostics................................................. Section 8 Parts Description.......................................................... Section 9

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Group 02(L-MMC,Tier3), MI-07 LP System (4G63)

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

WARNING

Read this entire manual and all other publications pertaining to the work to be performed before installing, operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure to follow instructions can cause personal injury and/or property damage. The engine or other type of prime mover should be equipped with an over speed (over temperature, or overpressure, where applicable) shutdown device(s), that operates totally independently of the prime mover control device(s) to protect against runaway or damage to the engine or other type of prime mover with possible personal injury or loss of life should the mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

CAUTION

To prevent damage to a control system that uses an alternator or battery-charging device, make sure the charging device is turned off before disconnecting the battery from the system. Electronic controls contain static-sensitive parts. Observe the following precautions to prevent damage to these parts. • • •

Discharge body static before handling the control (with power to the control turned off, contact a grounded surface and maintain contact while handling the control). Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed circuit boards. Do not touch the components or conductors on a printed circuit board with your hands or with conductive devices.

IMPORTANT DEFINITIONS

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

CAUTION-indicates a potentially hazardous situation, which, if not avoided, could result in damage to equipment. NOTE-provides other helpful information that does not fall under the warning or caution categories.

Woodward Governor Company reserves the right to update any portion of this publication at any time. Information provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken. © 2001 by Woodward Governor Company All Rights Reserved

Group 02(L-MMC) MI-07 LP SYSTEM

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Group 02(L-MMC,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.

REGULATORY COMPLIANCE • 02(L-MMC)-0-1

Group 02(L-MMC,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.

02(L-MMC)-0-2 • REGULATORY COMPLIANCE

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Group 02(L-MMC,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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REGULATORY COMPLIANCE • 02(L-MMC)-0-3

Group 02(L-MMC,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 and/or gasoline 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 Bi-Fuel System for 2.4L GM Engine in Certified Systems 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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LPG SYSTEM OVERVIEW • 02(L-MMC)-1-1

Group 02(L-MMC,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

•

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

•

The MI-07 system functions primarily on engine components that affect engine emissions and performance. These key components include the following: •

Engine/Combustion chamber design

•

Intake/Exhaust valve configuration, timing and lift

•

Intake/Exhaust manifold design

•

Catalytic converter and exhaust system

•

Throttle body

•

Air intake and air filter

Gasoline injectors and fuel pressure regulator (bifuel systems only) (*) 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. •

Closed-loop fuel control with fuel specific controls for LPG, and gasoline (MPI) fuels

02(L-MMC)-1-2 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM •

Speed-load spark control with tables for dwell, timing, and fuel type

•

Speed-load throttle control with table for maximum throttle 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 sensor drift and catalyst aging. The pre-catalyst oxygen sensor function includes parameters for transport delay, Lambda setpoint, 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:

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.

Bi-Fuel System A bi-fuel system operates on either LPG or gasoline. The engine will run on only one fuel at a time. The fuel type can be switched while the engine is stopped or running at low speeds and low loads. The fuel selection switch is a three-position type where the center position is fuel off.

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. 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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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.

LPG SYSTEM OVERVIEW • 02(L-MMC)-1-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Regulator Pressure Offset 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.

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.

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 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

02(L-MMC)-1-4 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM heavy end solids and paraffins that build up in LPG fuel systems as a result of vaporization.

Figure 3. Inline LP Fuel Filter

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

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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 lockoff 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 auto-

LPG SYSTEM OVERVIEW • 02(L-MMC)-1-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM matically 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 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.

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 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

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.

CA55-500 Mixer Vapor propane fuel is supplied to the CA55-500 mixer by the N-2007 pressure regulator/converter. The mixer uses a piston type air valve assembly to operate a gas-metering

02(L-MMC)-1-6 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM valve inside the mixer. The gas-metering valve is normally closed, requiring a negative pressure (vacuum) signal from a cranking or running engine to open. This is the third of the three safety locks in the MI-04 system. If the engine stops or is turned off, the air valve assembly closes the gas-metering valve, stopping fuel flow past the mixer. The gas-metering valve controls the amount of fuel to be mixed with the incoming air at the proper ratio. The air/ fuel mixture then travels past the throttle, through the intake manifold and into the engine cylinders where it is compressed, ignited and burned.

CA55-500 Mixer Operation 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 piston air valve (3), the gas-metering valve (4), and air valve sealing ring (5), air valve spring (6) and the check valve plate (7). The gasmetering valve is permanently mounted to the piston air valve with a face seal mounted between the two parts.

Figure 7. CA55-500 Mixer Figure 9. Parts View of CA55 Mixer When the engine is not running this face seal creates a seal against the gas discharge jet, preventing fuel flow with the aid (upward force) of the air valve spring. The outer surface of the piston air valve forms the venturi section of the mixer while the inner portion of the piston is hollow and forms the air valve vacuum chamber. The check valve plate seals off the bottom of the air valve vacuum (AVV) chamber and the air valve sealing ring seals the top portion of the AVV chamber as the piston moves against the air valve spring.

Figure 8. CA55-500 Mixer Installed With Electronic Throttle

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When the engine is cranked over, it begins to draw in air, creating a negative pressure signal. This negative pressure signal is transmitted through a port in the check valve plate to the AVV chamber. A pressure/force imbalance begins to build across the air valve piston between the AVV chamber (below the piston) and atmospheric pressure above the piston. Approximately 6 inH20 (14.945 mbar) of negative pressure is required to overcome the air valve spring force and push the air valve assembly (piston) downward off the valve seat. Approximately 24

LPG SYSTEM OVERVIEW • 02(L-MMC)-1-7

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM inH20 (59.781 mbar) pushes the valve assembly to the bottom of its travel in the full open position. The amount of negative pressure generated is a direct result of throttle position and the amount of air flowing through the mixer to the engine. At low engine speeds, low AVV causes the piston air valve to move downward a small amount, creating a small venturi. At high engine speeds, high AVV causes the air valve piston to move much farther creating a large venturi. The variable venturi air/fuel mixer constantly matches venturi size to engine demand. To prevent engine reversion pulses, commonly encountered in small displacement engines, from having an effect on the piston AVV chamber, a check valve is incorporated on the check valve plate control port to the AVV chamber. The check valve is held open with gravity and remains open with any negative pressure signal from the engine. If a reverse pressure pulse, caused by engine reversion, travels up the intake manifold toward the mixer it will close the check valve for the duration of the pulse, preventing the pulse from entering the AVV chamber.

Idle Mixture Adjustment A main mixture adjustment valve on the fuel inlet of the CA55-500 is not used in the MI-07 system, however an idle mixture adjustment is incorporated into the mixer (Figure 11). 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.

Figure 11. Idle Mixture Adjustment The idle mixture screw is locked in position with a second jam screw and the access is sealed with a tamper resistant cap, installed after adjustment.

Figure 10. View of Venturi Air Valve Piston

Accurate adjustment of the idle mixture can only be accomplished by adjusting for a specific fuel trim valve (FTV) duty cycle with the service tool software, and should be only be adjusted by trained service technicians. 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

02(L-MMC)-1-8 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM feedback voltage from the O2 sensor to determine the amount of bias needed to the regulator/converter.

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 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.

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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.

LPG SYSTEM OVERVIEW • 02(L-MMC)-1-9

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Figure 12. Fuel Trim Valves Vacuum Connections in an MI-07 System (CA-100 Carburetor Shown)

Electronic Throttle System 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 13). 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

02(L-MMC)-1-10 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM driver’s demand, makes any adjustments needed for adaptation to the engine’s current operating conditions and then generates a corresponding electrical (driver) signal to the throttle-valve actuator.

tered, 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.

Figure 13. 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 encoun-

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

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LPG SYSTEM OVERVIEW • 02(L-MMC)-1-11

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Ignition System Spark-ignited engines require accurate control of spark timing and spark energy for efficient combustion. The MI-07 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 *

•

Camshaft position sensor * (for sequential ignition or fuel injection only)

•

Camshaft timing wheel (target)* (for sequential ignition or fuel injection only)

VR Sensor A Variable Reluctance sensor (Figure 15) is an electromagnetic device consisting of a permanent magnet surrounded by a winding of wire. The sensor is used in conjunction with a ferrous timing wheel located on the crankshaft pulley. The timing wheel is referred to as 30-5 ignition because the wheel has 30 gear teeth with 5 removed at precise locations, giving the SECM a very accurate speed reference signal. Rotation of the timing wheel near the tip of the sensor changes the magnetic flux, creating an analog voltage signal in the sensor coil.

• 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 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.

MI-07 Ignition Management In the normal course of events, with the engine operating at the correct temperature in defined conditions, the SECM will use load and engine speed to derive the correct ignition timing. In addition to load and speed there are other circumstances under which the SECM may need to vary the ignition timing, including low engine coolant temperature, air temperature, start-up, idle speed control.

Figure 15. VR Sensor The MI-07 system is capable of operating with either a distributor based ignition system or a distributor-less 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 VR (Variable Reluctance) sensor mounted near the crankshaft pulley to determine the engine position and RPM at any time. It uses this information together with the information from the TPS sensor and TMAP to calculate the appropriate ignition timing settings for the “smart coil”.

Smart Coil The MI-07 system uses a single coil, which incorporates the ignition driver circuitry inside the coil itself. The SECM signals the “smart coil” when to begin its dwell cycle then the coil waits for the trigger signal from the SECM. The “smart coil” eliminates the need for a driver circuit inside the SECM or externally from the coil. Using a single VR sensor and “smart coil” eliminates multiple sen-

02(L-MMC)-1-12 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM sors and coil packs used in more complex ignition systems.

Exhaust System 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 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.

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 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

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LPG SYSTEM OVERVIEW • 02(L-MMC)-1-13

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM SECM

signal controlling the fuel lock-off, MIL, gasoline injectors, gasoline fuel pump, and FTVs.

General Description

Fuel Management

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

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.

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), gasoline injectors, gasoline fuel pump, 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

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 air-

02(L-MMC)-1-14 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM fuel mixture. Control is achieved by modulating the fuel trim valves.

opening for any given situation, greatly improving idle quality and drivability.

Speed Management 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 use of electronic throttle control (ETC) ensures that the engine receives only the correct amount of throttle

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. NOTE The DV-E5 throttle is not a serviceable assembly. If a TPS sensor fails, the assembly should be replaced.

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LPG SYSTEM OVERVIEW • 02(L-MMC)-1-15

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 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.

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.

Torque [kgfm]

10 1000

1200

1400

1600

1800

2000

2200

2400

2600

2800

Power [HP]

Corrected Torque Corrected Power

MMC 4G64 Performance

10 3000

Speed [rpm]

Figure 19. Peak Torque and Power Available with MI-07 System

02(L-MMC)-1-16 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Drive-By-Wire Signal Flow Process

Figure 20. Drive-By-Wire Signal Flow Process

Figure 20 describes the signal flow process of the MI-07 DBW section. The foot pedal assembly uses two potentiometers to detect pedal position. These two signals, accelerator pedal position 1 (APP1) and accelerator pedal position 2 (APP2) are sent directly to the SECM. The SECM uses a series of algorithms to self calibrate and cross check the signals from the pedal assembly. A demand position for the throttle will then be derived and

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sent to the throttle as a throttle position sensor demand (TPSd). This signal will be processed through a PID (Proportional, Integral, Derivative) controller in the SECM to achieve the appropriate motor-current response then passed to the throttle. The throttle moves to the commanded position and provides a feedback signal from the throttle position sensors (TPS1 and TPS2) to the SECM.

LPG SYSTEM OVERVIEW • 02(L-MMC)-1-17

Group 02(L-MMC,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.

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(L-MMC)-1-18 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,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 •

Saturated injector drivers (4) 10A peak, 45 V max, 1 injector per channel capable of continuous on-time Driver circuit designed for minimum turn-on/turnoff delay Minimum pulse width resolution of 1 usec

•

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

•

Gasoline fuel pump drive Low side switch, 10A, 4A continuous 45 V max

•

Electronic Spark Timing (EST) (4) TTL compatible outputs Software configured for coil-on-plug ignition system

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

•

. Fuel select switch Three-position switch for bi-fuel applications to detect gasoline mode, LPG mode, and fuel off (center switch position)

•

Throttle control (1) H-Bridge, 5A peak, 2.5A continuous at 2500 Hz PWM includes current feedback for diagnostic purposes.

•

. Ground speed select switch Permits selecting two different maximum engine speeds

•

MIL (malfunction indicator lamp) Low side switch, sufficient to drive a 7W incandescent lamp continuously

•

. Vswitched Switched battery voltage

•

CANBus CAN 2.0b serial communication for J1939 communications, programming and diagnostics. Requires proper termination resistance per CAN 2.0b.

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LPG SYSTEM OVERVIEW • 02(L-MMC)-1-19

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 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.

The schematics on the next pages are wiring diagrams for both certified and non-certified systems. Figure 21: LP certified system

Figure 21. SECM Wiring Diagram for the LP Certified System

02(L-MMC)-1-20 • LPG SYSTEM OVERVIEW

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 2 GASOLINE ENGINES Gasoline Fuel Systems A gasoline fuel system includes the following components: •

Gasoline fuel pump*

•

Fuel filter*

•

Fuel rail*

•

Pressure regulator*

•

Fuel injectors*

•

Small engine control module (SECM) and related sensors and equipment (*) Supplied by customer MPI (multi-point injection) is used for this system. Fuel injection pressure and flow rate depend on engine-specific fuel injection requirements. A variety of regulators and injectors can be used to fit individual needs. The gasoline fuel pressure regulator is a one-way, non-return configuration. All gasoline specific components are automotive production parts and validated to strict automotive standards. Four (4) sequential injection channels are supported. Use of unleaded gasoline of 87 octane or higher is recommended for optional performance of the MI-07 system.

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GASOLINE ENGINES • 02(L-MMC)-2-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 3 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

N-2007 Pressure Regulator Specifications

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 (-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.

-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

8-16 Vdc

Over Voltage Operation

18 Vdc for less than 5 minutes 24 Vdc for less than 1 minute

Diaphragm should be vertically oriented.

Fuel Trim Valve (FTV) Specifications

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Actuator Type

On/off two-position valve compatible with LPG

Operating Voltage

8-16 Vdc

SPECIFICATIONS • 02(LMMC)-3-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM CA55 Mixer Specifications

Ignition System Specifications

Fuel

LPG

Coil Type

Integrated driver

Fuel Inlet Fitting

3/8°± NPT Fuel inlet fitted with Delphi temperature sensor

Coil Supply Voltage

6-16 VDC

Minimum Open Circuit Voltage

> 27 kV

Total Coil Energy

63 +/- 18 mJ

Maximum EST Frequency

25 Hz

Operating Temperature

-40 °F to 212°F [-40 °C to 100 °C]

Air Intake Flange

2.29” (58.17mm) ID inlet, four #10-24 screws in 1.94” (49.28mm) square pattern

Mixer Mounting Flange

2.5” (63.5mm) ID outlet, four #10-24 screws in a 2.06” (52.4mm) square pattern

Reference Pressure Ports

One 1/8-27 NPT, barb with calibrated orifice is factory-installed

Long-term Storage Temperature

-40 °F to 140 °F [-40 °C to 60 °C]

Air Valve Vacuum (AVV) Port Size

None - the port is located in the carburetor to throttle body adapter

˺ 257 °F [125 °C]

Fuel Inlet Adjustments

None

Short-term Storage Temperature (Heat Soak)

Idle Air Adjustment Factory sealed Mounting

Suitable for on-engine mounting in vertical orientation

Electronic Throttle System Specifications Minimum Electrical Resistance 1.5 ohms of Throttle Actuator

SECM Specifications 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]

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

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.

Exhaust Emissions 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.

02(L-MMC)-3-2 • SPECIFICATIONS

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Group 02(L-MMC,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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SPECIFICATIONS • 02(L-MMC)-3-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 4 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 •

Obtain a leak check squirt bottle or pump spray bottle.

•

Fill the bottle with an approved leak check solution.

•

Spray a generous amount of the solution on the fuel system fuel lines and connections,

•

starting at the storage container.

•

Wait approximately 15-60 seconds, then perform a visual inspection of the fuel system. Leaks will cause the solution to bubble.

•

Listen for leaks

•

Smell for LPG odor which may indicate a leak

Inspect Engine for Fluid Leaks •

Start the engine and allow it to reach operating temperatures.

•

Turn the engine off.

•

Inspect the entire engine for oil and/or coolant leaks.

•

Repair as necessary before continuing.

Inspect Vacuum Lines and Fittings •

Visually inspect vacuum lines and fittings for physical damage such as brittleness, cracks and kinks. Repair/replace as required.

•

Solvent or oil damage may cause vacuum lines to become soft, resulting in a collapsed line while the engine is running.

•

If abnormally soft lines are detected, replace as necessary.

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 •

Verify foot pedal travel is smooth without sticking.

Check Coolant Level •

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.

•

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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RECOMMENDED MAINTENANCE • 02(L-MMC)-4-1

Group 02(L-MMC,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.

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

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. FUEL FILTER DISASSEMBLY (Steps 4-7)

Inspect Ignition System

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

02(L-MMC)-4-2 • RECOMMENDED MAINTENANCE

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Group 02(L-MMC,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 5 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 Refer to Chapter 5 for procedures on removing the mixer and inspecting the throttle plate.

Figure 22. MI-07 System Installed on GM 2.4L Engine

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RECOMMENDED MAINTENANCE • 02(L-MMC)-4-3

Group 02(L-MMC,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.

02(L-MMC)-4-4 • RECOMMENDED MAINTENANCE

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Group 02(L-MMC,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.

X X X

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

RECOMMENDED MAINTENANCE • 02(L-MMC)-4-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

CHECK POINT

Daily

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 Replace gasoline fuel filter element. Inspect gasoline fuel system for leaks. Confirm gasoline supply pressure is correct.

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 Gasoline Engines X X Pressure should be 45-55 psig (310.26-379.21 kPa)

02(L-MMC)-4-6 • RECOMMENDED MAINTENANCE

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 5 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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INSTALLATION PROCEDURES • 02(L-MMC)-5-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Certified System Connections

Figure 23. Hose Connections for Certified Systems DIAGRAM NOTES

Trim valves must be posi- ཛ N-2007 Regulator tioned vertically with flow ཛྷ Plastic WYE Fitting (black color) arrows in position shown for 7/32” (5.56mm) ID Tube Hose Fuel outlet must be min 15° ཝ Valve (TEV Bosch Canister) below horizontal position ཞ Plastic WYE Fitting (blue color) for 7/32” (5.56mm) ID Tube Only one 90° fitting permissiHose ble on vapor fuel line between mixer and regulator ཟ Adapter (temperature sensor) (As shown the temp sensor འ Sensor (coolant, temperature) adaptor is considered the one ཡ Nipple (.625 hex 4mp, 2.5L steel) 90° fitting.) Vapor fuel fittings (regulator and mixer) must have minimum ID of 0.46” (11.68mm) Vapor hose length to be as short as possible and have no restrictions for best regulator performance

ར Solenoid (AFS Lock Off Valve) ལ Brass Tee Fitting. 1/4 Tube x 1/8

NPTF x 1/4 Tube ཤ CA55-500 Mixer ཥ 1/4” (6.35mm) hose barb to 1/8”

(3.2mm) male pipe, 125HBL, .062 flow ID ས 1/4-28 UNF x 1/4” (6.35mm) hose barb

02(L-MMC)-5-2 • INSTALLATION PROCEDURES

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Group 02(L-MMC,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 28. 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 CA55-500 Mixer Follow the procedures below for removal and reinstallation of the CA55-500 mixer in certified systems.

6. Remove the two cooling lines (4) from the regulator.

CA55-500 Mixer Removal Steps NOTE 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.

Refer to Figure 25. 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 and throttle adapter 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).

24. -2007

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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.)

INSTALLATION PROCEDURES • 02(L-MMC)-5-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 9. Loosen the four bolts (6) that secure the mixer/ adapter/throttle body assembly to the intake manifold. 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.

(4)

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 (Figure 27). 13. Remove the fuel temperature sensor (10) from the tee (4). 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.

27.

CA55-500 Mixer Installation Steps Refer to Figure 25. 1. Install the fuel temperature sensor fitting (4) onto the mixer. 2. Install the fuel temperature sensor (10) into the fitting. 3. 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). 4. 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.) 5. Attach the mixer/throttle body assembly to the intake manifold, making sure gasket is in place. Tighten the four mounting bolts.

25.

6. Connect the wiring harness to the throttle body. (See Figure 26 for location of connector.) Connect the fuel temperature sensor connector (5) to the sensor.

55-500

7. Install the vapor fuel inlet line (3) to the fuel temperature sensor fitting.

8. Install the two vacuum lines (2) to the mixer and the throttle adapter using the previous marks for identification. Vacuum lines must be installed correctly for proper operation. 9. Install the air cleaner hose (1).

26. -

02(L-MMC)-5-4 • INSTALLATION PROCEDURES

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 6 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 27). 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 Figure 27. Secondary Stage Test Connection

1. Hand vacuum pump 2. Regulator vapor outlet test fitting 3/4” NPT x 1/4” hose barb

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TESTS AND ADJUSTMENTS • 02(L-MMC)-6-1

Group 02(L-MMC,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 28). 2. Connect a compressed air line (shop air ~100 psi) to the liquid propane fuel inlet of the N-2007 regulator (Figure 28).

Figure 29. 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 28. 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 29) 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

! •

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(L-MMC)-6-2 • TESTS AND ADJUSTMENTS

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM AVV (Air Valve Vacuum) Testing Purpose of Test Check for excessive or inadequate pressure drop across CA55-500 mixer.

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 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 30). 2. Leave high pressure port of the Magnehelic gauge exposed to ambient pressure (Figure 30). 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. 5. If the measured pressure drop is low, check for vacuum leaks in the manifold, throttle, mixer, TMAP sensor and attached hoses.

Figure 30. Magnehelic Gauge Connection

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TESTS AND ADJUSTMENTS • 02(L-MMC)-6-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Ignition Timing Adjustment With the MI-07 system, ignition-timing advance is controlled by the SECM. The initial ignition timing needs to be set by the MOR. This setup requires a specific technique for each engine installation.

Ignition Timing Adjustment With the MI-07 system both mechanical and vacuum advance are no longer inside the distributor. All ignition timing advance is controlled by the SECM. The only timing adjustment that can be made by a technician is the

mechanical alignment of the distributor. The SECM uses a 40° timing window from .5° BTDC to 35° BTDC. Because of this, an accurate adjustment cannot be made with a standard timing light since the SECM will maintain the correct timing even if the distributor is moved (as long as the distributor setting remains within the 40° window). Therefore the ignition timing setting of the distributor becomes very important and is described in the following steps. 1. Using the timing indicator on the crankshaft pulley, set the engine on 0° Top Dead Center (TDC) of number 1 cylinder (Figure 31, a and b).

Fi g. 31b

Figure 31 a.

View of Distributor Rotor Cap

#1 Cylinder

02(L-MMC)-6-4 • TESTS AND ADJUSTMENTS

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 2. Remove the distributor rotor cap and verify that the distributor rotor is lined up with number 1 cylinder on the distributor cap (Figure 32).

Firing Order 1-3-4-2

32 3. Remove the distributor rotor and dust cover so that the internal VR sensor and signal rotor gear are visible (Figure 33). The internal VR sensor inside the distributor is not used by the SECM for a speed reference with the 2.0L/2.4L engine and it’s wiring harness does not connect to the system. The distributors internal VR sensor is only used as an alignment reference point for setting the correct distributor position. 33.

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TESTS AND ADJUSTMENTS • 02(L-MMC)-6-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 4. Loosen the distributor hold down nut and rotate the distributor so that the signal rotor gear tooth of the #1 cylinder (tooth opposite the flat side of the distributor shaft) lines up with the sensor pickup. (Figure 34). 34

5. To correctly set the distributor, align the center of the #1 cylinder tooth with the leading edge of the VR sensor pickup (Figure 35). Keep in mind that the distributor rotates in a clockwise direction.

02(L-MMC)-6-6 • TESTS AND ADJUSTMENTS

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 6. Once the proper alignment is obtained, lock the distributor in place by tightening the hold down nut to the specified torque value and re-install the rotor, dust cover and rotor cap.

WARNING

10. Rotate the crankshaft pulley 180 degrees and align a timing gear tooth in the center of the VR sensor pickup as you did in step 8. Verify that the sensor gap is still within 1.25mm to 1.5mm. This step is to check timing gear run out and insures proper speed signal amplitude. 3

Improper alignment of the distributor may cause system ignition problems resulting in ignition misfires or backfires. 7. After you have completed setting the distributor alignment you will need to adjust the VR sensor used by the SECM for speed reference. This sensor is mounted near the crankshaft pulley wheel (Figure 36). 36

-07

11. If the VR sensor gap is not within the specification repeat steps 9 & 10 and continue adjusting the sensor gap until you are within tolerance. This completes setting ignition timing and sets the center of the SECM ignition control range at 15 degrees BTDC. 8. Rotate the crankshaft pulley so that one of the gear teeth on the timing wheel aligns in the center of the VR sensor (Figure 37). 37

9. Loosen the sensor retaining bolts and, using a nonmagnetic feeler gauge (Figure 38), adjust the gap between the sensor and the gear tooth from 1.25mm to 1.5mm. Re-tighten the sensor retaining bolts when complete.

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TESTS AND ADJUSTMENTS • 02(L-MMC)-6-7

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Connection of MI-07 Service Tool

5. Launch the MotoView program on your computer and open the Service Tool display (Figure 41).

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 39). The Crypt Token acts as a security key allowing the laptop to retrieve the necessary data from the SECM.

41.

3 . 1. Install the Crypt Token in an available USB port in the computer (Figure 40).

Crypt Token

40. 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). 3. Connect a timing light to the engine. 4. Turn the ignition key to the ON position (Do Not Start the Engine).

02(L-MMC)-6-8 • TESTS AND ADJUSTMENTS

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Idle Mixture Adjustment

Factory Adjustment Procedure:

NOTE

Be sure engine is fully warm (ECT>167°F [75°C]) before performing the idle mixture adjustment.

The CA55-500 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.

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).

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.

2. Adjust the load until MAFPort equals 3.3 to 3.5 g/ sec. 3. Mototune display parameter LP Fuel Control must display “Closed Loop”. 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 35-55% is reached for the FTV Duty Cycle in Closed Loop Idle (Figure 42). 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%.

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. Attach the Mototune Service Tool to the wiring harness and add parameter MAFPort to the display screen.

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42.

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 (35-55%). 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.

TESTS AND ADJUSTMENTS • 02(L-MMC)-6-9

NOTE If the FTV Duty Cycle reading is NOT between 25-60%, check for possible vacuum leaks, manifold leaks, or a faulty mixer. 9. Turn the ignition key to the OFF position to shut down the engine. 10. Install and tighten the lock screw and 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 43).

Idle Mixture Screw

Tamper Proof Cap 43.

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 41. 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). 2. Place the transmission in Neutral.

3. Mototune display parameter LP Fuel Control must display “Closed Loop”. 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 35-55% is reached for the FTV Duty Cycle in Closed Loop Idle (Figure 42). 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%. 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 (35-55%). 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.

02(L-MMC)-6-10 • TESTS AND ADJUSTMENTS

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM 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 (3555%). 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 25-60% is acceptable if the optimum range of 35-55% 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 42).

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TESTS AND ADJUSTMENTS • 02(L-MMC)-6-11

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 7 BASIC TROUBLESHOOTING Preliminary Checks 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 8, 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. 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.

•

Vacuum hoses for splits, kinks, and proper connection.

•

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

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

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BASIC TROUBLESHOOTING • 02(L-MMC)-7-1

Group 02(L-MMC,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.

02(L-MMC)-7-2 • BASIC TROUBLESHOOTING

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Group 02(L-MMC,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.

Ignition system malfunction

Check ignition timing. 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

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BASIC TROUBLESHOOTING • 02(L-MMC)-7-3

Group 02(L-MMC,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

Improper fuel selected

Verify “selected” fuel with Service Tool. Make sure fuel select switch is in proper position.

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 4 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 4 Fuel Lock-off.

Pressure regulator/converter malfunction

Test regulator/converter operation and pressure. See Chapter 6 Tests and Adjustments.

Incorrect air/fuel or ignition/ spark control

See Chapter 8 Advanced Diagnostics.

No crankshaft position sensor signal

Verify the crankshaft position signal is present See Chapter 8 Advanced Diagnostics.

02(L-MMC)-7-4 • BASIC TROUBLESHOOTING

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Group 02(L-MMC,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 (propane) or fuel pump relay gasoline operation: actuator should turn “ON” for 2 seconds when ignition is turned “ON”. Check fuel pressure. Check for contaminated fuel.

Fuel system malfunction

Check both gasoline injector and 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.

Ignition system malfunction

Check for:

•

Bare or shorted wires

•

Loose ignition coil ground

•

Pickup coil resistance and connections

Related MIL Faults: ETC spring check / ETC faults / EST faults / TPS conflict APP faults / Encoder error / MAP faults Injector faults / Oil pressure faults

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BASIC TROUBLESHOOTING • 02(L-MMC)-7-5

Group 02(L-MMC,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 4 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 6 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.

02(L-MMC)-7-6 • BASIC TROUBLESHOOTING

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Group 02(L-MMC,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

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BASIC TROUBLESHOOTING • 02(L-MMC)-7-7

Group 02(L-MMC,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

02(L-MMC)-7-8 • BASIC TROUBLESHOOTING

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Group 02(L-MMC,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 or leaking injector.

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

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BASIC TROUBLESHOOTING • 02(L-MMC)-7-9

Group 02(L-MMC,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)

02(L-MMC)-7-10 • BASIC TROUBLESHOOTING

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Group 02(L-MMC,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 4 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 4 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 6 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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BASIC TROUBLESHOOTING • 02(L-MMC)-7-11

Group 02(L-MMC,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 injector drivers. Disconnect all injector harness connectors. Use injector test light or equivalent 6-volt test light between the harness terminals of each connector and observe if light blinks while cranking. If test light fails to blink at any connector, it is a faulty injector drive circuit harness, connector, or terminal. 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

02(L-MMC)-7-12 • BASIC TROUBLESHOOTING

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Group 02(L-MMC,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 6 Tests and Adjustments. Engine mechanical

Check compression. Refer to Engine Manufacturer°Øs 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 1066

BASIC TROUBLESHOOTING • 02(L-MMC)-7-13

Group 02(L-MMC,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 8 Advanced Diagnostics & Chapter 6 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 8 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

02(L-MMC)-7-14 • BASIC TROUBLESHOOTING

SM 1066

Group 02(L-MMC,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 1066

BASIC TROUBLESHOOTING • 02(L-MMC)-7-15

Group 02(L-MMC,Tier3), MI-07 SYSTEM Basic Troubleshooting (cont’d.)

Diagnostic Aids for Rich / Lean Operation SERVICE TOOL ITEM

RICH

Pre-catalyst O2 A/ D counts

Consistently > 250

LEAN Consistently < 170

Pre-catalyst O2 sensor switching Always high ADC between high and low

Always low ADC

Trim valve duty cycle

> 90%

< 10%

Fuel injector pulse width at idle *

< 1.0 msec.

> 8 msec.

Malfunction codes

Closed loop operation

• 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

(*) The duty cycle injector pulse width criteria for lean or rich operation apply only if the O2 sensor is functioning properly. If the sensor is not operating properly the criteria may be reversed.

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

Gasoline (Injector Pulse Width<1.0 msec) •

Check gasoline fuel pressure

•

Check injectors for sticking, replace 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

Gasoline (Injector Pulse Width>8 msec) •

Check system voltage

•

Check fuel pressure

•

Check injectors for sticking or obstructions

02(L-MMC)-7-16 • BASIC TROUBLESHOOTING

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Chart T-1 Restricted Exhaust System Check 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. CHECK AT PRE-CATALYST OXYGEN (O2) SENSOR

3. If the backpressure at either speed exceeds specification, a restricted exhaust system is indicated. 4. Inspect the entire exhaust system for a collapsed pipe, heat distress, or possible internal damage, split welds, or cracked pipe. 5. If there are no obvious reasons for the excessive backpressure, the catalytic converter is restricted and should be replaced using current recommended procedures.

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).

SM 1066

BASIC TROUBLESHOOTING • 02(L-MMC)-7-17

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 8 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.

SM 1066

Simply 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.

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-1

Group 02(L-MMC,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).

pedal position sensors, manifold pressure sensor, HEGO sensors, and intake air temperature sensor. Signals to these 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. Disable Liquid O2 Control: In Gasoline 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,

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)

02(L-MMC)-8-2 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,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)

Cam Ed ges Fault

No CAM signal when engine is known to be rotating, broken CAM sensor leads or defective CAM sensor

191

Cam Sync Fault

Loss of synchronization on the CAM sensor, normally due to noise on the signal or an intermittent connection on the CAM sensor

192

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

EST1_Short

EST1 output shorted high or low, EST1 signal shorted to ground or power or defective spark module

SM 1066

421 (42?) 431

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-3

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

EST2_Open

EST2 output open, possibly open EST2 signal or defective spark module

422

EST2_Short

EST2 output shorted high or low, EST2 signal shorted to ground or power or defective spark module

432

EST3_Open

EST3 output open, possibly open EST3 signal or defective spark module

423

EST3_Short

EST3 output shorted high or low, EST3 signal shorted to ground or power or defective spark module

433

EST4_Open

EST4 output open, possibly open EST4 signal or defective spark module

424

EST4_Short

EST4 output shorted high or low, EST4 signal shorted to ground or power or defective spark module

434

EST5_Open

EST5 output open, possibly open EST5 signal or defective spark module

425

EST5_Short

EST5 output shorted high or low, EST5 signal shorted to ground or power or defective spark module

435

EST6_Open

EST6 output open, possibly open EST6 signal or defective spark module

426

EST6_Short

EST6 output shorted high or low, EST6 signal shorted to ground or power or defective spark module

436

EST7_Open

EST7 output open, possibly open EST7 signal or defective spark module

427

EST7_Short

EST7 output shorted high or low, EST7 signal shorted to ground or power or defective spark module

437

EST8_Open

EST8 output open, possibly open EST8 signal or defective spark module

428

EST8_Short

EST8 output shorted high or low, EST8 signal shorted to ground or power or defective spark module

438

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

02(L-MMC)-8-4 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

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)

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

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-5

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

Gas Post O2 In active

DESCRIPTION

CODE

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

Inj1 Open

Gasoline Injector 1 open circuit, broken injector 1 wire or defective injector

131

Inj2 Open

Gasoline Injector 2 open circuit, broken injector 2 wire or defective injector

132

Inj3 Open

Gasoline Injector 3 open circuit, broken injector 3 wire or defective injector

133

Inj4 Open

Gasoline Injector 4 open circuit, broken injector 4 wire or defective injector

134

Inj5 Open

Gasoline Injector 5 open circuit, broken injector 5 wire or defective injector

135

Inj6 Open

Gasoline Injector 6 open circuit, broken injector 6 wire or defective injector

136

Inj7 Open

Gasoline Injector 7 open circuit, broken injector 7 wire or defective injector

137

Inj8 Open

Gasoline Injector 8 open circuit, broken injector 8 wire or defective injector

138

02(L-MMC)-8-6 • ADVANCED DIAGNOSTICS

381 (38)

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

LSD Fault_CS Valve

Cold Start Valve Fault, signal has opened or shorted to ground or power or defective cold start valve

713

LSD Fault_Check Engine

Check Engine Lamp Fault, signal has opened or shorted to ground or power or defective check engine lamp

714

LSD Fault_Crank Disable

Crank Disable Fault, signal has opened or shorted to ground or power or defective crank disable relay

715

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_FuelPump

Fuel Pump Fault, signal has opened or shorted to ground or power or defective fuel pump

716

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

Liq Fuel Adapt Range Hi

In Gasoline mode, system had to adapt rich more than expected

821

Liq Fuel Adapt Range Low

In Gasoline mode, system had to adapt lean more than expected

831

Liq O2 Failed Lean

Pre-catalyst O2 sensor indicates extended lean operation on gasoline

851

Liq O2 Failed Rich

Pre-catalyst O2 sensor indicates extended rich operation on gasoline

871

Liq O2 Not Active

Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor signal or heater leads, defective O2 sensor

841

Liq Post O2 Failed Rich

Post-catalyst O2 sensor control on gasoline has reached rich limit and sensor still reads to 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.

872

Liq Post O2 Failed Lean

Post-catalyst O2 sensor control on gasoline has reached lean limit and sensor still reads to 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.

852

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-7

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

Liq Post O2 In active

DESCRIPTION

CODE

Post-catalyst O2 sensor control on gasoline 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.

842

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

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)

02(L-MMC)-8-8 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

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

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

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-9

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 1. Fault List Definitions(cont’d) FAULT

DESCRIPTION

CODE

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

02(L-MMC)-8-10 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) DFC

PROBABLE FAULT

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

NONE Signifies the end of one pass through the fault list

NONE

131

Inj1Open Gasoline Injector 1 open circuit, broken injector 1 wire or defective injector

Turn On Mil

Check INJ1 wiring for an open circuit SECM (Signal) A5 to Injector 1 Pin A Switched 12V to Injector 1 Pin B Check Injector 1 Resistance, 12 to14 ohms (cold)

132

Inj2Open Gasoline Injector 2 open circuit, broken injector 2 wire or defective injector

Turn On Mil

Check INJ2 wiring for an open circuit SECM (Signal) A8 to Injector 2 Pin A Switched 12V to Injector 2 Pin B Check Injector 2 Resistance, 12 to14 ohms (cold)

133

Inj3Open Gasoline Injector 3 open circuit, broken injector 3 wire or defective injector

Turn On Mil

Check INJ3 wiring for an open circuit SECM (Signal) A4 to Injector 3 Pin A Switched 12V to Injector 3 Pin B Check Injector 3 Resistance, 12 to14 ohms (cold)

134

Inj4Open Gasoline Injector 4 open circuit, broken injector 4 wire or defective injector

Turn On Mil

Check INJ4 wiring for an open circuit SECM (Signal) A7 to Injector 4 Pin A Switched 12V to Injector 4 Pin B Check Injector 4 Resistance, 12 to 14 ohms (cold)

135 Not Used

Inj5Open Gasoline Injector 5 open circuit, broken injector 5 wire or defective injector

None

N/A

136 Not Used

Inj6Open Gasoline Injector 6 open circuit, broken injector 6 wire or defective injector

None

N/A

137 Not Used

Inj7Open Gasoline Injector 7 open circuit, broken injector 7 wire or defective injector

None

N/A

Inj8Open Gasoline Injector 8 open circuit, broken injector 8 wire or defective injector

None

N/A

Turn On Mil

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

138 Not Used

141 (14)

ECTRangeLow Coolant Sensor failure or shorted to GND

151 (15)

ECTRangeHigh Coolant sensor disconnected or open circuit

SM 1066

None, used as end of the fault list identification

(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

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-11

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

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

191

FAULT ACTION *

PROBABLE FAULT

(1) Turn On Mil (2) Delayed Engine Shutdown (3) Check Engine Light

CamEdgesFault No CAM signal when engine is known to be rotating, broken crankshaft sensor leads or defective CAM sensor

192

CamSyncFault Loss of synchronization on the CAM sensor, normally due to noise on the signal or an intermittent connection on the CAM sensor

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

CORRECTIVE ACTION FIRST CHECK 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 CAM sensor connections SECM (SIGNAL) Pin B10 to CAM sensor Pin 2 SECM (Sensor GND) Pin B1 to CAM sensor Pin 3 Switched 12V to CAM sensor Pin 1 Check for defective CAM sensor

None

Check CAM sensor connections SECM (SIGNAL) Pin B10 to CAM sensor Pin 2 SECM (Sensor GND) Pin B1 to CAM sensor Pin 3 Switched 12V to CAM sensor Pin 1 Check for defective CAM 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

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.

02(L-MMC)-8-12 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

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

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

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

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

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

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

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

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

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 ±30%) TPS Pin 3 (PWR) to Pin 6 (TPS1 SIGNAL) (1.4 ±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 ±30%) TPS PIN 3 (PWR) to PIN 5 (TPS2 SIGNAL) (0.6K ±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

241 (24)

TPS1AdaptLoMin Learned closed throttle end of TPS1 sensor range lower than expected

(*) Fault actions shown are default values specified by the OEM.

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-13

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

272

281

282

291

331 (33)

332

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.

None

N/A

None

N/A

None

N/A

(1) Turn On Mil (2) Engine Shutdown

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 *

PROBABLE FAULT

None

(1) Turn On Mil (2) Cut Throttle

Perform checks for DFCs 241 & 242

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 - 8.2k ) TMAP Pin 3 (power) to Pin 4 (pressure signal KPA) (3.4k - 8.2k ) 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 disconnect-ing the TMAP connector and measuring at the sensor: TMAP Pin 1(GND) to Pin 4 (pressure signal KPA) (2.4k - 8.2k ) TMAP Pin 3 (power) to Pin 4 (pressure signal KPA) (3.4k - 8.2k )

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-14 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,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 - 8.2k ) TMAP Pin 3 (power) to Pin 4 (pressure signal KPA) (3.4k - 8.2k ) 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 - 8.2k ) TMAP Pin 3 (power) to Pin 4 (pressure signal KPA) (3.4k - 8.2k )

(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.

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.

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.

(*) Fault actions shown are default values specified by the OEM.

Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

SM 1066

PROBABLE FAULT

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-15

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

381 (38)

391

421

422

423

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 open circuit SECM Pin A10 (EST2) 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 open circuit SECM Pin A3 (EST3) 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.

EST1_Open EST1 output open, possibly open EST1 signal or defective spark module

EST2_Open EST2 output open, possibly open EST2 signal or defective spark module

EST3_Open EST3 output open, possibly open EST3 signal or defective spark module

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-16 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

Check coil driver wiring and connector for open circuit SECM Pin A6 (EST4) to OEM ignition system. See application manual. 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.

424

EST4_Open EST4 output open, possibly open EST4 signal or defective spark module TurnOnMil

425

EST5_Open EST5 output open, possibly open EST5 signal or defective spark module

None

N/A

426

EST6_Open EST6 output open, possibly open EST6 signal or defective spark module

None

N/A

427

EST7_Open EST7 output open, possibly open EST7 signal or defective spark module

None

N/A

428

EST8_Open EST8 output open, possibly open EST8 signal or defective spark module

None

N/A

431

432

EST1_Short EST1 output shorted high or low, EST1 signal shorted to ground or power or defective spark module

EST2_Short EST2 output shorted high or low, EST2 signal shorted to ground or power or defective spark module

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.

Turn On Mil

Check coil driver wiring and connector for shorts SECM Pin A10 (EST2) 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.

(*) Fault actions shown are default values specified by the OEM.

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-17

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

433

PROBABLE FAULT

EST3_Short EST3 output shorted high or low, EST3 signal shorted to ground or power or defective spark module

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

Turn On Mil

Check coil driver wiring and connector for shorts SECM Pin A3 (EST3) 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. Check coil driver wiring and connector for shorts SECM Pin A6 (EST4) 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.

434

EST4_Short EST4 output shorted high or low, EST4 signal shorted to ground or power or defective spark module

Turn On Mil

435

EST5_Short EST5 output shorted high or low, EST5 signal shorted to ground or power or defective spark module

None

N/A

None

N/A

None

N/A

None

N/A

436

437

438

EST6_Short EST6 output shorted high or low, EST6 signal shorted to ground or power or defective spark module EST7_Short EST7 output shorted high or low, EST7 signal shorted to ground or power or defective spark module EST8_Short EST8 output shorted high or low, EST8 signal shorted to ground or power or defective spark module

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-18 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

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.

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.

(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 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

None

(1) Turn On Mil (2) Engine Shutdown

Perform throttle spring test by cycling the ignition key and recheck for fault

(*) Fault actions shown are default values specified by the OEM.

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-19

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

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

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

PROBABLE FAULT

Check ETC driver wiring for a shorted circuit SECM Pin A17 to ETC + Pin 1 SECM Pin A18 to ETC - Pin 4

Turn On Mil

(1) Turn On Mil (2) Delayed Engine Shutdown (3) Check Engine Light

• Perform the throttle test using the Service Tool and recheck for fault Check the ETC internal motor drive by disconnecting the throttle connector and measuring the motor drive resistance at the throttle TPS Pin 1 (+DRIVER) to Pin 4 (-DRIVER) ~3.0-4.0 Check engine oil level Check electrical connection to the oil pressure switch SECM Pin B9 to Oil Pressure Switch 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)

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-20 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

551 (55)

561 (56)

PROBABLE FAULT

SensVoltRangeLow Sensor reference voltage XDRP too low

SensVoltRangeHigh Sensor reference voltage XDRP too high

FAULT ACTION *

CORRECTIVE ACTION FIRST CHECK

(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.

(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 611 (61)

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

Check foot pedal connector

•

Check APP1 signal at SECM PIN B7

(*) Fault actions shown are default values specified by the OEM.

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-21

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d CORRECTIVE ACTION FIRST CHECK

PROBABLE FAULT

FAULT ACTION *

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

(1) Turn On Mil (2) Check Engine Light

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

Turn On Mil

631 (63)

APP1AdaptLoMin Learned idle end of APP1 sensor range lower than expected

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

DFC

Check foot pedal connector

•

Check APP2 signal at SECM PIN B16

Check foot pedal connector

•

Check APP1 signal at SECM PIN B7

Check foot pedal connector

•

Check APP2 signal at SECM PIN B16

Check APP connector and pins for corrosion None

•

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 691 (69)

APP_Sensors_Conflict APP position sensors do no not track well, intermittent connections to APP or defective pedal assembly

(1) Turn On Mil (2) Level1 Power Limit

•

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

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-22 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

711 (71)

PROBABLE FAULT

LSDFault_Dither1 Dither Valve 1 Fault, signal has opened or shorted to ground or power or defective dither 1 valve

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

Turn On Mil

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 ±2 )

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 ±2 )

714

LSDFault_CheckEngine Check Engine Lamp Fault, signal has opened or shorted to ground or power or defective check engine lamp

None

Check “Check Engine Lamp” for an open wire or shorted to GND

715

LSDFault_CrankDisable Crank Disable Fault, signal has opened or shorted to ground or power or defective crank disable relay

None

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 ±3 )

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).

(*) Fault actions shown are default values specified by the OEM.

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-23

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

741 (74)

GasO2NotActive Pre-catalyst O2 sensor inactive on LPG, open O2 sensor signal or heater leads, defective O2 sensor

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)

FAULT ACTION *

PROBABLE FAULT

GasPostO2FailedLean Pre-catalyst O2 sensor indicates extended lean operation on LPG

GasO2FailedRich Pre-catalyst O2 sensor indicates extended rich operation on LPG

CORRECTIVE ACTION FIRST CHECK

(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 ± 0.4 ) O2 Pin 2 (HEATER GND) to Pin 1 (HEATER PWR)

(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 ± 0.4 ) 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).

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-24 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

772

821

831

841

PROBABLE FAULT

GasPostO2FailedRich Pre-catalyst O2 sensor indicates extended rich operation on LPG

LiqFuelAdaptRangeHi In Gasoline mode, system had to adapt lean more than expected LiqFuelAdaptRangeLow In Gasoline mode, system had to adapt rich more than expected

LiqO2NotActive Pre-catalyst O2 sensor inactive on gasoline, open O2 sensor signal or heater leads, defective O2 sensor

842

LiqPostO2NotActive Post-catalyst O2 sensor inactive on gasoline, open O2 sensor signal or heater leads, defective O2 sensor.

843

Reserved

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

(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).

Turn On Mil

Check for vacuum leaks. Low gasoline fuel pressure, perform gasoline pressure test. Injector problems, e.g. plugged, defective injector.

Turn On Mil

Low gasoline fuel pressure, perform gasoline pressure test Injector problems, e.g. leaking, defective injector.

(1) Turn On Mil (2) Disable Liquid 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 ± 0.4 ) O2 Pin 2 (HEATER GND) to Pin 1 (HEATER PWR)

(1) Turn On Mil (2) Disable Liq Post O2 Ctrl

Check that Post-catalyst O2 sensor connections are OK. O2 (return) Pin 4 to SECM Pin B1 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 ± 0.4 ) O2 Pin 2 (HEATER GND) to Pin 1 (HEATER PWR)

(*) Fault actions shown are default values specified by the OEM. SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-25

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

851

FAULT ACTION *

PROBABLE FAULT

LiqO2FailedLean Pre-catalyst O2 sensor indicates extended lean operation on gasoline

CORRECTIVE ACTION FIRST CHECK

(1) Turn On Mil (2) Disable Liquid O2 Ctrl

Check for vacuum leaks. Low gasoline fuel pressure, perform gasoline pressure test. Injector problems, e.g. plugged, defective injector

852

LiqPostO2FailedLean Pre-catalyst O2 sensor indicates extended lean operation on gasoline

(1) Turn On Mil (2) Disable Liq Post O2 Ctrl

Correct other faults that may contribute to 852 (e.g. faults pertaining to Injectors, MAP, IAT, Pre-Cat O2, Post Cat O2 sensor. Look for leaks in exhaust, catalytic converter, HEGO sensors; repair leaks. Check all sensor connections (see fault 842 corrective actions).

871

LiqO2FailedRich Pre-catalyst O2 sensor indicates extended rich operation on gasoline

(1) Turn On Mil (2) Disable Liquid O2 Ctrl

High gasoline fuel pressure, perform gasoline pressure test Injector problems, e.g. leaking, defective injector

(1) Turn On Mil (2) Disable Liq Post O2 Ctrl

Correct other faults that may contribute to 872 (e.g. faults pertaining to Injectors, MAP, IAT, Pre-Cat O2, Post Cat O2 sensor. Look for leaks in exhaust, catalytic converter, HEGO sensors; repair leaks. Check all sensor connections (see fault 842 corrective actions).

(1) Turn On Mil (2) Disabl eLiquid 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 O2 Ctrl

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

872

911

922

LiqPostO2FailedRich Pre-catalyst O2 sensor indicates extended rich operation on gasoline

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

(*) Fault actions shown are default values specified by the OEM.

02(L-MMC)-8-26 • ADVANCED DIAGNOSTICS

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM Table 2. Diagnostic Fault Codes (Flash Codes) cont’d DFC

PROBABLE FAULT

CORRECTIVE ACTION FIRST CHECK

FAULT ACTION *

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

None

Perform service procedure related to Service Interval 2 (determined by OEM)

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

(1) Turn On Mil (2) Delayed Engine Shutdown

Refer to drivetrain manufacturer’s transmission service procedures. Perform service procedure related to Service Interval 1 (determined by OEM)

None

(*) Fault actions shown are default values specified by the OEM.

SM 1066

ADVANCED DIAGNOSTICS • 02(L-MMC)-8-27

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM

Section 9 PARTS DESCRIPTION LP Fuel System Components for 2.0L / 2.4L MMC Engines The chart below lists the MI-07 components required for a 2.4L 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 24-pin)

•

Camshaft Position Sensor

•

Crankshaft Position Sensor

•

TMAP Sensor

1689-1081

Fuel Temperature Sensor

Transmission Oil Temperature Switch

Oxygen Sensors

•

Coolant Sensor

•

Engine Oil Pressure Switch

Fuel Trim Valve

Ignition Coils

1311-1011

Fuel Lock Off Solenoid

5233-1018

Regulator

8062-1056

CA55-500 Mixer

6945-5002

Throttle-DV-E5 32mm

Certified System

• 1680-6005•

1309-6019

•

(*) Camshaft position sensor is used only in Bi-Fuel systems.

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PARTS DESCRIPTION • 02(L-MMC)-9-1

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM CA55-500 Mixer

Exploded View CA55 Mixer

Refer to Figure 43 exploded view on facing page. Parts List REF NO.

DESCRIPTION

QTY

Screws, #10-24 x 5/8”, SEMS with Lockwasher

Gasket, Air Horn to Mixer

Mixer Body Assembly

Fitting 1/4”

Set Screw, Socket Head, #3/8-24 x 5/8”

Set Screw, Socket Head, #3/8-24 x 1/4”

Cap Expansion Plug, 1/2” Dia x 0.060 Thick.

Fuel Cone

Air Valve Assembly

10 Air Valve Spring

11 Air Valve Plate, Orifice Bushing

12 Gasket

13 Washer

14 Screws, #10-24 x 5/8”

Figure 44. CA55 Mixer Exploded View

02(L-MMC)-9-2 • PARTS DESCRIPTION

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Group 02(L-MMC,Tier3), MI-07 LP SYSTEM N-2007 Regulator

Exploded View N-2007 Regulator

Refer to Figure 45 exploded view on facing page. 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 1066

PARTS DESCRIPTION • 02(L-MMC)-9-3

Group 02(L-MMC,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.

02(L-MMC)-9-4 • PARTS DESCRIPTION

SM 1066

Group 02(L-MMC,Tier3), MI-07 LP SYSTEM LPG Tank Pressure VS Temperature 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).

250

Press ure, psig

LPG Fuel Tanks

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 1066

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

PARTS DESCRIPTION • 02(L-MMC)-9-5

Group 02(L-MMC,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!

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(L-MMC)-9-6 • PARTS DESCRIPTION

SM 1066

Group 02(L-MMC,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 1066

PARTS DESCRIPTION • 02(L-MMC)-9-7

Group 02(L-MMC,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 A5). 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 A5. 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 A6) 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 A6. 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

02(L-MMC)-9-8 • PARTS DESCRIPTION

SM 1066

Group 02(L-MMC,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 1066

Actual cubic feet per minute at the specified suction conditions

Volumetric efficiency Wide open throttle

PARTS DESCRIPTION • 02(L-MMC)-9-9

GROUP 02(L-HMC THETA 2.4)

GROUP 02(L-HMC THETA 2.4) LPG FUEL SYSTEM General Warnings ......................................................................... Section 1 Introduction .................................................................................... Section 2 Overview EPA/CARB Emissions Certification

Base Engine .................................................................................... Section 3 Engine Description General Engine Specifications

Fuel System ..................................................................................... Section 4 System Overview System Features Fuel System Component Details LPG Pressure Regulator/Vaporizer (for LPG fuel system) Tier 0 Liquid-Phase Filter & Shutoff (Lock-off) Valve Tier 4 Liquid-Phase Filter & Shutoff (Lock-Off) Valve Fuel Rail Tier 0 Gaseous Fuel Filter Electrical Wiring Harness Engine Control Unit (ECU) Tier 4 Emissions Catalyst Oxygen Sensors Electronic Throttle Body Ignition Control System Power Transistors Knock Sensor Location of Major Sensors & Components

SM 1066

Group 02(L-HMC Theta 2.4), LPG FUEL SYSTEM

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Recommended Maintenance ......................................................... Section 5 General Maintenance Procedures Engine Coolant Air Bleed Procedure Fuel System Leak Testing General Fluid Leaks Coolant System Electrical System & Harness Ignition System Regulator Maintenance Tier 0 LPG Lock-off Valve and Filter Tier 4 LPG Lock-off Valve and Filter Fuel Rail & Injectors Throttle Body & Intake Tubing TMAP Sensor Exhaust System & Catalyst (if equipped) Emissions Testing

Diagnostic Trouble Codes (DTC) ................................................. Section 6 Fault Detection Initial Detection Fault Types Re-spawning Clearing Codes Response to Detected Faults No Response Turn on Malfunction Indication Lamp Delayed Engine Shutdown Engine Shutdown Fault Recovery Supported Recovery Strategies Malfunction Indication Lamp (MIL) MIL management Display DTC Codes Clearing Codes Supported DTCs

TroubleShooting............................................................................. Section 7 General Trouble Shooting Notes ECU Fuel Rail Regulator Throttle Body Initial troubleshooting steps to perform Engine cranks but will not start Engine provides low power

Group 02(L-HMC Theta 2.4), LPG FUEL SYSTEM

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine speed hunting at idle and other speed and load conditions Engine backfires Engine knocking Engine run-on after shut down Engine misfires Poor fuel economy High idle speed (above the set point of 750 rpm) Exhaust emissions seem excessive Data Recording and the “4-Mode Test” for Troubleshooting

Appendicies ..................................................................................... Section 8 Appendix A: Wiring Schematic Appendix B: Sensor Pin-Outs Appendix C: Maintenance Schedule Appendix D: Diagnostic Trouble Codes Appendix E: Two Stage Regulator Diaphragm Replacement Appendix F: Regulator Backing Plate Replacement Appendix G: Fuel Rail Repair Kit Instructions

Diagnostic Service Tool.................................................................. Section 9

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Group 02(L-HMC Theta 2.4), LPG FUEL SYSTEM

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 1 General Warnings Maintenance of the engine and/or fuel system does not need to be performed by Westport LD personnel in order to maintain warranty coverage, however, it must be carried out by qualified personnel. Throughout this document you will find Notes, Warnings and Cautions. NOTE Notes are used to clarify instructions or figures.

CAUTION

Cautions are used when damage to the system may result.

WARNING

Warnings are used when bodily harm may result. It is important to read this manual in its entirety in order to fully understand the fuel system operation and maintenance requirements prior to performing maintenance work. It is the equipment owner’s responsibility to maintain the engine and fuel system as per these instructions. This engine and fuel system are certified to EPA 2007 and CARB 2010 emissions regulations. Failure to follow these maintenance instructions could lead to premature failure of the emissions critical components and/or cause the equipment to be out of emissions compliance.

CAUTION

Failure to follow these instructions could lead to property/equipment damage.

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General Warnings • 02(L-HMC)-1-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 2 Introduction

Overview

EPA/CARB Emissions Certification

The Westport LD fuel system is designed to provide a complete, fully integrated LPG/CNG engine solution that will meet the strictest emission standards for large, sparkignited industrial application engines in North America.

When properly applied and calibrated Westport LD’s LPG and CNG engine control systems are capable of meeting EPA 2007 LSI (40 CFR Part 1048.101) and CARB 2010 emission standards, when operating properly with an approved three-way catalyst. Over the useful life of the system the exhaust emission limits are as follows:

The advanced sequential multi-point system injects gaseous LPG or CNG directly into the engine intake ports. The fuel injectors are microprocessor controlled and the injector pulse duration is based on a calibrated speed/density algorithm. Closed-loop fuelling control uses standard narrowband oxygen sensors to maintain a stoichiometric fuel mixture and adjust adaptive learning parameters as the system ages. Regulatory compliant exhaust emissions are achieved by use of a three-way catalyst (where applicable). The Engine Control Unit (ECU) includes basic diagnostic features as required by the EPA as well as diagnostic checks for each engine sensor and actuator. The system also provides a malfunction indication light (MIL) system which can be incorporated into the vehicle dashboard to indicate any engine faults to the operator. Communication with the ECU is performed through PC based software and a dedicated interface control tool which utilizes a CAN bus protocol.

HC+NOx: 0.8 g/kW-hr CO: 20.6 g/kW-hr As defined in the 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. The 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.

The complete engine and fuel system are primarily designed to be used in Class 4 and Class 5 forklift applications but may be used in other industrial applications where applicable. Westport LD’s engine installation requirements must be adhered to at all times in order to ensure safe and reliable operation that meets the regulatory emissions requirements. NOTE Failure to comply with service instructions and intervals may result in the engine being unable to meet regulatory emission requirements

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Introduction • 02(L-HMC)-2-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 3 Base Engine

Engine Description The Westport LD system is based on the Hyundai 2.4L spark-ignited gaseous industrial engine.

Figure 1: Hyundai 2.4L Base Engine

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Base Engine • 02(L-HMC)-3-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM General Engine Specifications The general engine specifications are shown in the table below. GENERAL ENGINE SPECIFICATIONS DISPLACEMENT (cc)

2,359

BORE × STROKE (mm)

88.0 × 97.0

CYLINDER BORE PITCH (mm)

LENGTH

673

WIDTH

605

HEIGHT

654

ENGINE SIZE (mm)

ENGINE WEIGHT, DRY (kg)

146.8

CYCLE

COOLING TYPE

WATER

THERMOSTAT

WAX TYPE 82° 95°

FUEL SYSTEM

LPG / GASOLINE / CNG

CAM SHAFT, VALVES

DOHC - 4 VALVES/CYLINDER

VALVE CLEARANCE ADJUSTMENT

MECHANICAL

NUMBER OF CYLINDERS

CYLINDER ARRANGEMENT

IN-LINE

FIRING ORDER

1-3-4-2

COMPRESSION RATIO VALVE TIMING (OPEN/CLOSE)

10.5

INTAKE

5° BTDC / 39° ABDC

EXHAUST

42° BBDC / 6° ATDC

VALVE LIFT(IN/EX)

7.9mm / 8.6mm

SPARK PLUGS

Pt (0.8mm)

ASPIRATION

NATURAL

COMBUSTION CHAMBER TYPE

PENT ROOF

ENGINE OIL CAPACITY (L) - ENGINE ONLY

5.7

OIL FILTRATON AREA

1060 cm2

RECOMMENDED OIL

GF3 & SL OR ABOVE, SAE 5W-20

COOLING WATER CAPACITY (L) - ENGINE ONLY COOLING FAN

2.2

HEIGHT (from crank pulley)

320mm

REV. RATIO (crank : fan)

1:1.1

IDLE ENGINE SPEED (rpm)

750

GOVERNED ENGINE SPEED (rpm)

2650

ALTERNATOR

13.5V - 70A

STARTER

12V - 1.4kW

TIMING TRAIN

CHAIN

CYLINDER BLOCK

ALUMINUM

CYLINDER HEAD & INTAKE MANIFOLD

ALUMINUM

Table 1: General Engine Specifications

02(L-HMC)-3-2 • Base Engine

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 4 Fuel System

System Overview The fuel system, engine components and other design features that affect emissions are summarized as follows:

• Intake and exhaust valve timing • Intake manifold, cylinder and exhaust manifold design

• LPG vaporizer and pressure regulator (for LPG fuel system where applicable)

• Air filter and intake piping

• CNG pressure regulator (for CNG fuel system where applicable)

• Throttle body

• Fuel shutoff (lock-off) valve with integral liquid filter

• Three-way emissions catalyst (TWC) (if equipped)

• Fuel rail and injectors

• Engine Control Unit (ECU) software and calibration • Coil-on-Plug (COP) ignition system

• Engine and fuel system sensors

p Gh m l G t l { T

j Gv s G m Gm

t V {~j

j Gp O2

swn z

z T G w G z G y V } ¡ }

n G m Gm

p G y G TMAP

p G t

CPS

CKPS

Figure 2: Fuel System Schematic

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Fuel System • 02(L-HMC)-4-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM System Features The Westport LD fuel system uses a speed-density control strategy for controlling fuel flow, spark timing, and throttle position. Key control features include the following: Westport LD Fuel System Features Closed-loop fuel control Speed-density spark control with tables for dwell and timing Closed-loop fuel control with pre-catalyst and post-catalyst oxygen sensors Note: Tier 0 (non-certified) engine and some other applications may not have a postcatalyst oxygen sensor The pre-catalyst oxygen sensor includes adaptive learning to compensate for fueling or component drift The pre-catalyst oxygen sensor function includes parameters for rich/lean dithering amplitude and rate based on engine speed and load for optimal catalytic converter efficiency The post -catalyst oxygen sensor (if equipped) detects the functional level of the catalyst and will set off the MIL if the catalyst is no longer performing to specification. Fuel temperature & pressure compensation Min/max engine speed governing Transient fuel enrichment based on rate of change of target throttle position ECU auxiliary inputs available for MIL, vehicle speed limiting, dashboard fuel pressure, engine temperature, etc.

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 is set in the software and is programmable by Westport LD to provide a custom product to OEM customers as desired. Diagnostic information can be communicated through both the Juniper Service Tool and the MIL lamp (see section 6 Diagnostic Trouble Codes (DTC)). With the MIL lamp it is possible to generate a string of flashing codes that correspond to the fault identifier. These diagnostics are generated only when the engine is not running and the operator initiates a diagnostic request sequence. Limp Home Mode- The system is capable of "LimpHome" mode in the event of particular faults or failures in the system, as programmed into the OBD software. 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 specified in the system software and can be customized to meet specific customer requirements. The OBD summary with default settings can be found in the OBD document. The Juniper Service Tool - A system service tool 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 ECU to allow a qualified service technician to maintain the system. The Service tool is operated through a laptop computer and is connected through a USB port by use of an interface tool.

CAN Bus service tool interface and data logging Tamper resistance Advanced on-board diagnostics Limp Home mode Table 2: Westport LD Fuel System Features

Additional Information: Tamper-Resistance – Without access to ECU calibration codes and calibration tools the fuel system is essentially tamper proof. There are no settings or adjustments possible on the fuel rail or injectors or on any other components that could affect performance or emissions. Diagnostics – The ECU OBD system is capable of monitoring and diagnosing problems and faults within the control system. These include all sensor input hardware,

02(L-HMC)-4-2 • Fuel System

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Fuel System Component Details LPG Pressure Regulator/Vaporizer (for LPG fuel system)

Tier 0 Liquid-Phase Filter & Shutoff (Lock-off) Valve The T0 LPG two-stage pressure regulator has an integrated liquid-phase filtering unit, as well as an integrated shutoff solenoid valve, compliant to ECE67R-01 “safetycar” feature. A filter repair kit is available which includes the paper filter cartridge, gasket and two o-rings.

Figure 5: Tier 0 Liquid Filter and Fuel Lock-Off Valve Figure 3: LPG Regulator, Tier 0 Tier 0 Liquid Filter & Lock-off Valve Manufacturer Valtek Electrical 12 VDC, 11 W Filtering Element Paper cartridge, Type 92, (serviceable) Buxusfilter 100/33 Design registration ECE 67 Class 3 Minimum filtering size 7 Ɇm Efficiency Filtering surface Cartridge durability

90% 18,840 mm2 500 hrs

Table 3: Tier 0 Liquid Filter & Fuel Lock-off Valve Specifications Figure 4: LPG Regulator, Tier 4 The pressure regulator receives liquid LPG from the vehicle tank, vaporizes it and feeds the gas to the fuel rail. The two-stage regulator has an allowable inlet pressure range of 300 – 3000 kPa. The regulator is pre-set in the factory to a nominal outlet pressure of 140 kPa relative to the reference manifold pressure. The setting of the regulator outlet pressure does not critically affect air/fuel ratio or exhaust emissions because the ECU is capable of compensating for variances in the outlet pressure. Figure 6: Disassembled Tier 0 Liquid Filter

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Fuel System • 02(L-HMC)-4-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Tier 4 Liquid-Phase Filter & Shutoff (LockOff) Valve The LPG pressure regulator has an integrated close-coupled shut-off valve and filter, which is connected to the regulator inlet by braided hose. The valve has an integral particle filter. There is a repair kit available which includes the filter cartridge and one o-ring.

Fuel Rail The rail includes the fuel supply manifold, four fuel injectors, four injector solenoids, fuel supply outlet nozzles and a pressure/temperature sensor. The fuel rail is mounted on the top of or beside the engine near the intake manifold. Individual hoses from each nozzle connect the rail to the inlet manifold, immediately upstream of the intake valve(s) for each cylinder. NOTE Except in specific circumstances the fuel rail is a non-serviceable item. The fuel rail should only be opened when installing a new fuel rail repair kit in accordance with specified instructions.

Figure 7: Tier 4 Liquid Filter and Fuel Lock-Off Valve

Tier 4 Liquid Filter & Lock-off Valve Manufacturer

AFC

Electrical

12 VDC, 12 W

Filtering Element (serviceable)

Resin-impregnated cellulose

Design registration

ECE 67 Class 3

Nominal filtering size

40 Ɇm

Efficiency

98%

Table 4: Tier 4 Liquid Filter and Fuel Lock-Off Valve Specifications

Figure 8: MPI Fuel Rail

Short-Term and Long-Term Fuel Trims The fuel rail is automatically adjusted by two ECU parameters, long term fuel trim (LTFT) and short term fuel trim (STFT). The STFT is a parameter used to dither the fueling of the engine between rich and lean states around the stoichiometric point (where lambda equals 1.00) in order to improve emissions conversion efficiencies in the catalytic converter. Operating around the stoichiometric point also ensures peak fuel economy and optimal engine performance. The LTFT is a parameter used to adapt the fuelling of the rail to maintain a STFT around 1.00. The LTFT is designed to gradually change the fuelling to compensate for certain contaminants or aging that may affect the performance of the fuel rail over its service life. The LTFT will adjust approximately every 10 seconds once engine temperature is greater than 40 deg C.

02(L-HMC)-4-4 • Fuel System

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM You can determine if the fuel rail needs replacing by looking at both the STFT and LTFT. If the fuel rail eventually begins to lean out, STFT will gradually increase. When it reaches to the maximum of 1.33, it will trigger DTC 171. This is a good indication that a new fuel rail kit should be replaced. The LTFT will help to adapt by increasing so the STFT can stay near 1.00. When the STFT is averaging above 1.03 when the engine is full warm and idling, then LTFT will increase. The maximum LTFT is 1.25. The LTFT will only adjust when the engine is running at idle after approximately 10 seconds.

Tier 0 Gaseous Fuel Filter The fuel filter is used to remove small particles and liquids from the fuel. The filter is installed between the fuel pressure regulator and the fuel rail on Tier 0 engines.

The table below provides further explanation: Condition Rail is new

STFT

LTFT

1.00 + 0.10 - 1.00 0.20

As rail leans due to aging Increases Starts adapting, or contamination from initial 1.00 < LTFT, value increases to keep STFT near 1.00 Normally (example)

leaning

rail 1.00 +/- 0.10 1.15

Max normal limit of lean 1.00 +/- 0.10 1.25 rail, engine should still be (LTFT maxiperforming well mum limit) Moderate lean rail, engine 1.15 +/- 0.10 1.25 performance may be (LTFT maxidecreased mum limit) 1.25 Severely lean rail, defi- 1.33 (LTFT maxinitely needs replacing, engine will have poorer mum limit) performance Table 5: STFT & LTFT

Figure 9: Tier 0 Gaseous Phase Filter The filter specifications are as follows: T0 Gaseous Fuel Filter Flow rate 5Kg/hr (air) @ 160KPa Max working pressure 450 KPa (compliant to ECE110, class #2) Burst pressure 7000KPa Temperature range -40°C - 120°C (compliant to ECE110) Material zinc plated steel, FeP04 (UNI5866-66) Filtering element Paper cartridge (not serviceable) Minimum Filtering Size 7 Ɇm Filtering Surface Area Durability Homologations

327cm2 dependant on fuel quality ECE110R-000041, ECE67R-010105

Electrical Wiring Harness The wiring harness connects the ECU to the various sensors and control devices. The harness also connects to customer supplied sensors, the dash-board display and the vehicle battery. Tier 4 engine harnesses include the wiring for the post catalyst oxygen sensors while the Tier 0 harness does not. Wiring schematics can be found in Section 8 “Appendix A” (see page 02(L-HMC)-8-2).

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Fuel System • 02(L-HMC)-4-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine Control Unit (ECU)

Oxygen Sensors

The Westport LD mono-fuel ECU is a micro-controller based module that controls the 4 cylinder, spark-ignited internal combustion engine. It will be mounted on the vehicle frame close to the engine and is connected to the engine via a 30-pin connector.

The Tier 4 Westport LD fuel system control utilizes two oxygen sensors (where applicable), one pre-catalyst and another post-catalyst. The Tier 0 fuel system uses just one pre-catalyst oxygen sensor. The pre-catalyst sensor detects the amount of oxygen in the exhaust stream and is considered the primary control point. The control system uses feedback from the oxygen sensor to regulate the fuel delivery and maintain a stoichiometric air-fuel ratio. The second sensor is a post-catalyst sensor that detects the amount of oxygen after the catalyst. This sensor is used in conjunction with an ECU algorithm to detect the level of catalyst conversion efficiency.

Electronic Throttle Body

Figure 10: Westport LD ECU

Tier 4 Emissions Catalyst

The electronic throttle body controls engine output (speed and torque) through electronic control of mass airflow to the engine. In the event of an electrical disconnection or other related failure the throttle plate returns to a limphome position where a reduced speed and torque output is available. This throttle position provides sufficient airflow for the engine to move the vehicle on level ground.

In order to meet Tier 4 emissions the Westport LD engine is fitted with a three-way catalyst in the exhaust system. This is either integrated into the muffler or installed just upstream of the muffler.

Figure 12: Electronic Throttle Body

Figure 11: Westport LD Catalyst Substrate

02(L-HMC)-4-6 • Fuel System

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Ignition Control System

Location of Major Sensors & Components

The Westport LD ignition system provides accurate control of spark timing and spark energy for efficient combustion. The system consists of the following components: Ignition System Components ECU Power transistors Ignition coils Spark plugs Crankshaft position sensor Camshaft position sensor Figure 14: Sensor Location I

Table 6: Ignition System Components

Power Transistors The ECU controls the engine ignition coils through the power transistors; one for each cylinder. The power transistors are designed specifically to regulate the coil current in the ignition coil assemblies.

Figure 15: Sensor Location II

Figure 13: ECU and Power Transistors Ignition Coil

Rail P/T Sensor

Knock Sensor The Westport LD fuel system does not presently use a knock sensor to retard ignition timing, although the engine may be shipped with one included on the block. If that is the case, it can be found bolted to the block underneath the aluminum intake manifold. Since this sensor is not used, it is not connected to the wiring harness.

Coolant Temp Sensor

Pre Cat O2 Sensor

Figure 16: Sensor Location III

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Fuel System • 02(L-HMC)-4-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 5 Recommended Maintenance

The following section lists general maintenance which is required to keep your engine and fuel system in proper operating condition. For more details on the base engine Manual.

CAUTION

Failure to follow these instructions could lead to property/equipment damage. NOTE The Westport LD LPG fuel system is designed for use with LPG that meets the specifications of HD-5 (GPA Standard 2140) or HD-10 fuel. Use of lower quality fuel may be harmful to the fuel system and/or engine and could be cause for disallowing a warranty claim. NOTE Spark plug maintenance is recommended at the interval described in Appendix C: Maintenance Schedule. Spark plug cleaning/ replacement at these intervals will ensure maximum engine performance, optimum fuel economy, and emissions. Please see page 02(L-HMC)-8-6 “Appendix C: Maintenance Schedule” for a full maintenance schedule.

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Recommended Maintenance • 02(L-HMC)-5-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM General Maintenance Procedures Engine Coolant Air Bleed Procedure It is of utmost importance that there are no air pockets in the engine coolant system for the correct operation of the Westport LD fuel system. The presence of air pockets can lead to extremely cold fuel regulator temperatures. In turn, this can cause incomplete vaporization of the liquid propane which will subsequently cause the engine to run rich, output excessive exhaust emissions, have poor performance, and possibly overheat. If this situation occurs, it is usually accompanied by one or more of the following Diagnostic Trouble Codes (DTC): 172, 183, 1105, and 2196. If an ECU is reporting 2 or more of these it is recommended that the coolant bleeding procedure detailed below is followed. Furthermore, it is necessary to perform the following procedure every time there is any coolant drained from the system, any time the radiator overflow boils over, or whenever the vaporizer is freezing or much colder than the engine operating temperature. NOTE Forklifts outfit with a cabin enclosure may have a heater core attached to the door at a level that is above the regulator, if that is the case, this heater core needs to be removed from the door and supported at a level that is lower than the regulator

10. Bleed the regulator/vaporizer coolant line from the highest connection (unclamped) until only coolant comes out and not air. 11. Run the engine until the regulator hose coming from the engine manifold is hot. The temperature gauge should be in the middle of the range. This indicates the thermostat is open. 12. Return to idle; run for a minute, return to max RPM. Do this until no air comes out of the line to the regulator from the manifold. 13. Let engine idle. 14. Fill radiator with coolant. 15. Replace the radiator cap. 16. Let the engine cool down fully until coolant is back to room temperature. Repeat steps 1-13 if necessary.

Fuel System Leak Testing 1. Prior to starting engine, listen and smell for fuel leaks around the engine and LPG storage bottle. 2. Using an approved leak check solution, spray liberally on fuel system hoses and components and visually inspect for bubbles indicating a leak. 3. Repair any leaks prior to proceeding. 4. Start the engine and continue the test, noting that full pressure should now be present over the entire system.

General Fluid Leaks

Coolant Bleeding Procedure: 1. Remove radiator cap 2. Fill until radiator is entirely full.

1. Inspect the engine and ground beneath the engine for oil and/or coolant leaks.

3. Carefully loosen the regulator/vaporizer coolant line from the highest connection (unclamped) and bleed until only coolant comes out and not air.

2. Start the engine and allow it to reach operating temperature.

4. Start the engine and idle only.

4. Repair any leaks prior to operating the engine.

5. Bleed the regulator/vaporizer coolant line from the highest connection (unclamped) until only coolant comes out and not air. 6. Increase the engine speed to maximum RPM in neutral for approximately 1 minute then let idle 7. Fill radiator with coolant. 8. Replace the radiator cap. 9. Increase the engine speed to maximum RPM and hold.

3. Inspect the warm engine for leaks.

Coolant System 1. Visually inspect the coolant hoses and clamps, including coolant hoses to and from the engine and radiator and to and from the regulator. 2. Coolant must be drained prior to removing a hose or replacing a clamp, and this should be done with the engine cold.

02(L-HMC)-5-2 • Recommended Maintenance

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM 3. The coolant level in the radiator must be maintained within the prescribed range. 4. Top up the coolant when necessary. Take care when opening the radiator cap – turn the cap slowly to relieve pressure prior to removing.

Electrical System & Harness 1. Inspect the complete harness, battery and relays for integrity and note any broken or chaffed wires, connectors or components. 2. All wires must be secured to avoid contact with hot or moving parts.

4. Check the regulator for security of mounting

Tier 0 LPG Lock-off Valve and Filter The shutoff solenoid should be tested periodically to ensure it will close when power is removed from the coils. To test, start the engine and then disconnect the solenoid wire harness connector. The valve should close and the engine should be quickly starved of fuel. If the engine does not shut down, manually shut it down with the ignition key. Replace the shutoff valve prior to operating the engine again.

3. Repair any problem areas immediately. 4. Refer to the tables in page 02(L-HMC)-8-3 “Appendix B: Sensor Pin-Outs” for troubleshooting of the wiring harness.

Ignition System 1. Inspect the ignition assembly and note any wear or abrasion on the coil assemblies or harness. 2. Remove the coil assemblies from the spark plugs. 3. Remove the spark plugs from the engine. 4. Inspect the plug gap and replace if necessary.

WARNING

Ensure the LPG tank main valve is closed and that there is no gas pressure in the fuel system. Before servicing the LPG liquid filter assembly, make certain that the LPG tank main valve is closed. Run the engine until the pressure drops low enough to stall the engine. This drains the remaining quantity of fuel in the line. As a secondary safety measure, disconnect the LPG fuel solenoid connector to ensure that this valve remains closed.

5. Gap the new spark plugs to the proper specifications.

The following procedure should be used to inspect and replace the filter element:

6. Apply anti-seize compound to the spark plug threads and re-install.

Maintenance Kit for Tier 0 LPG Liquid Filter

7. Re-install the four ignition coil assemblies.

Regulator Maintenance 1. Inspect the regulator for signs of leaking coolant •

REF

DESCRIPTION

paper cartridge

brown rubber o-ring Ø 34.52x3.53

thin black rubber o-ring Ø 26.7x1.78

metal/rubber washer Ø 17.4x24x1.5

Earlier models of the two-stage regulator had a gasket sandwiched between the main regulator body and the backing plate. If this gasket appears to be leaking see page 02(L-HMC)-8-16 “Appendix F: Regulator Backing Plate Replacement”

1. Using a 22 mm wrench, remove the hex nut on top of the filter (1).

2. Inspect the regulator for signs of leaking LPG or gaseous propane.

2. Remove the aluminum cap (2) holding the filter assembly.

•

If a leak from the gas circuit of the regulator is noticeable or an internal gas circuit leak is suspected see page 02(L-HMC)-8-6 “Appendix E: Two Stage Regulator Diaphragm Replacement”

3. Check all hoses and connections for security

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Table 7: Maintenance Kit for T0 LPG Filter

3. Remove the filter element (3). 4. Remove the two o-rings (4) & (5) and the sealing washer (6). 5. Thoroughly clean the aluminum cap (2).

Recommended Maintenance • 02(L-HMC)-5-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM 6. Install new o-ring to new filter and install into the filter body. 7. Install new o-ring (4) to aluminum cap (2) and install onto filter body 8. Install new sealing washer (6) onto hex screw (1) and install to filter body. Torque to 6 Nm.

CAUTION

Before replacing the LPG liquid filter, ensure the LPG tank main valve is closed and that there is no gas pressure in the fuel system. Before servicing the LPG liquid filter assembly, make certain that the LPG tank main valve is closed. Run the engine until the pressure drops low enough to stall the engine. This drains the remaining quantity of fuel in the line. As a secondary safety measure, disconnect the LPG fuel solenoid connector to ensure that this valve remains closed. The following procedure should be used to inspect and replace the filter element: 1. Secure the filter body with a wrench, and then remove the filter cover 2. remove the old filter element and black o-ring and discard

Figure 17: Tier 0 LPG Liquid Filter Assembly

3. thoroughly clean the cover and body 4. install the new filter and black o-ring from the service kit

Tier 4 LPG Lock-off Valve and Filter LPG Shutoff Valve – Option 2, AFC

5. re-install the cover, while securing the filter body with a wrench

Fuel Rail & Injectors The assembly of hoses and clamps should be periodically inspected to ensure condition and integrity. The fuel rail and injectors themselves generally do not require any maintenance. NOTE

Figure 18: Tier 4 Lock-off Valve and Filter The shutoff solenoid should be tested periodically to ensure it will close when power is removed from the coils. To test, start the engine and then disconnect the solenoid wire harness connector. The valve should close and the engine should be quickly starved of fuel. If the engine does not shut down, manually shut it down with the ignition key.

Except in specific circumstances the fuel rail is a non-serviceable item. The fuel rail should only be opened when installing a new fuel rail repair kit in accordance with specified instructions. Occasionally through diagnostic testing with a service representative it may be determined that a set of new injectors should be installed in the fuel rail to restore performance. If this is the case refer to page 02(L-HMC)-817 “ Appendix G: Fuel Rail Repair Kit Instructions”.

Replace the shutoff valve prior to operating the engine again.

02(L-HMC)-5-4 • Recommended Maintenance

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Throttle Body & Intake Tubing

Emissions Testing

The following should be inspected per the maintenance schedule.

The Tier 4 Westport LD fuel system is designed to be within emissions compliance for the useful life of the engine, which is defined as seven (7) years or 5000 hours of operation. Any emissions testing at warm idle done within this period should produce results within the following range:

• Ensure throttle body motor enclosure is fully sealed and not damaged. Repair and/or replace if necessary. Failures of the electronic throttle will be sensed by the diagnostic system and will be indicated by the appropriate MIL code. • Ensure inlet air tubing and blow-by hose are free of cracks and holes. • Ensure all clamps are securely in place. • Inspect the air inlet filter indicator and replace filter element when necessary.

Species:

Warm Idle Emissions to be less than:

200 ppm

NOx

40 ppm

120 ppm

Table 8: Emission Limits

TMAP Sensor Verify that the TMAP sensor is mounted properly on the manifold and there are no vacuum leaks around it. In case of leaks the sensor should be reinstalled with a Teflon based lubricant on the o-ring seal, or otherwise replaced. A general failure of the sensor will trigger a MIL signal in the OBD system.

Exhaust System & Catalyst (if equipped) The following should be inspected per the maintenance schedule. • Ensure all wires are kept away from the exhaust system. Start the engine and allow it to reach operating temperatures. • Inspect the exhaust system from the engine to the tailpipe for any leaks as these can negatively affect the oxygen sensors performance. • Ensure the exhaust system has not been modified in any way. NOTE The catalyst is designed to maintain emissions compliance for 7 years or 5000 hours. In practice the catalyst should be effective for longer than the minimum requirements and does not require any maintenance.

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Recommended Maintenance • 02(L-HMC)-5-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 6 Diagnostic Trouble Codes (DTC)

The Westport LD ECU includes basic diagnostic features, as required by the EPA, and diagnostic checks for each engine sensor as well as a Malfunction Indication Light (MIL) system. Communication with the ECU is possible through Westport LD’s Juniper Service Tool and the respective PC software. When the ECU detects a fault, a trouble code will be stored in the ECU memory and the MIL will illuminate. The stored codes identify the malfunctioning system or component. These codes are available through the Juniper Service Tool data link connector and through the Malfunction Indicator Lamp (MIL) system. Additionally, the ECU stores fault codes for conditions that do not turn on the MIL. Note that an “Engine Cycle” is defined as the following sequence, starting with the engine off: 1. ignition on 2. engine on (crank signal present) 3. ignition off

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Diagnostic Trouble Codes (DTC) • 02(L-HMC)-6-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Fault Detection

Re-spawning DTCs and their status are stored in the ECU’s memory and at each ECU start-up:

Initial Detection When a signal enters the fault detection range, for the required amount of time, a fault will be detected and stored in the ECU.

•

DTC codes and status are restored from ECU memory (re-spawned)

•

Detection is refreshed immediately after ignitionon conditions and criteria for each Stored or Present DTC is checked

•

Actions and recovery strategies can be triggered only after the re-spawn process of the relevant DTC is completed, that is, after the detection is refreshed

For example, if engine oil level is low and the oil pressure switch engages, P0524 DTC is detected, set as Present and the delayed engine shut-down sequence is triggered. During this 30 second sequence the ECU limits engine speed to protect the engine. The DTC is saved as Present in the ECU’s memory.

Figure 19: Example of voltage operating range of a sensor

Fault Types

If the engine is serviced after shut-down, topping-up the oil, at next ignition-on event P0524 would be restored as Present (has been saved as such). The re-spawning process then evaluates the detection criteria of this fault and finds the engine oil switch in normal condition: DTC P0524 then changes from Present to Stored. Because Stored DTCs do not trigger any action or recovery the engine can crank and run normally.

Most of the DTC’s specified in this document are one of the following two types: Circuit faults: Sensors have a voltage output that swings between 0V and the sensor’s reference power voltage, 5V. Within this voltage swing most of the ratio metric sensors work into a narrower operating range. When the output voltage goes outside the operating range the ECU detects a diagnostic fault condition and triggers a specific CircuitLow (output voltage lower than operating range) or CircuitHigh (output voltage higher than operating range) DTC. This condition is usually caused by electrical shortcircuits or open wires. Range faults: Within the operating range of a sensor its reading is assumed correct, but there could be a narrower expected range, bounded by the specific application. If the reading of a sensor goes outside its expected range the ECU triggers a specific RangeLow (reading lower than expected range) or RangeHigh (reading higher than expected range) DTC.

Faults that can be detected at ignition-on are re-spawned with a refreshed status, so they can be fixed (while the engine is off) without the use of the Juniper Service Tool. The engine then runs normally. At all times the relevant DTCs are stored in the ECU’s memory and are available for service reference with the diagnostic tool. Some critical faults, such as cam and crank position sensors, injectors and ignition coil drivers, can be detected only while the engine is running. Their DTCs are re-spawned to the saved status at ignition-on: the servicing of these faults does require the use of the Juniper Service Tool.

Clearing Codes NOTE Clearing DTC codes is not suggested since the erasing of stored DTC’s results in a loss of information that might provide assistance in troubleshooting issues.

02(L-HMC)-6-2 • Diagnostic Trouble Codes (DTC)

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Response to Detected Faults To protect the engine from damage, the ECU has four responses to detected faults;

No Response The fault code is stored in memory for future service reference but does not trigger any specific action. The engine continues to run normally.

Turn on Malfunction Indication Lamp The malfunction indication lamp (MIL) light is turned on. The MIL could be turned on in any working condition (ignition on, engine running, cranking, etc). The engine will continue to run normally unless a further action is dictated by the ECU. The MIL will be triggered in the following manner: • Present DTC: all faults turn on the MIL immediately after detection or re-spawning (see page 02(L-HMC)6-2 "Re-spawning" for respawning rules), except:

Engine Shutdown The MIL light goes on and the engine is immediately shut-down; stopping ignition and injectors, closing throttle and de-powering the fuel shutoff solenoid valve. This condition will also inhibit engine start if the error condition is present during cranking. Delayed engine shutdown will be triggered in the following manner: • Present DTC: engine is shut-down immediately after detection or re-spawning (see page 02(L-HMC)-6-2 "Re-spawning"for respawning rules) • Stored DTC: fault conditions stored in previous engine cycles but not currently present do not trigger any action NOTE Engine shut-down has priority over delayed engine shut-down due to the fact that it is executed immediately

Engine over-rev (P0219) does not turn on the MIL Catalytic efficiency (P0420) does not turn on the MIL DTCs causing delayed engine shut-down flash the MIL instead of turning it on • Stored DTC: by EPA requirement, the MIL stays on for 3 consecutive engine cycles after the DTC status turns from Present to Stored

Delayed Engine Shutdown The MIL flashes for 30 seconds and then the engine is shut-down. Engine shutdown will be triggered in the following manner: • Present DTC: delayed engine shut-down can be triggered only if engine is running. If the shut-down sequence is triggered but the fault condition disappears before its completion the engine shuts-down anyway • Stored DTC: fault conditions stored in previous engine cycles but not currently present do not trigger any action

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Diagnostic Trouble Codes (DTC) • 02(L-HMC)-6-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Fault Recovery Some non-critical fault conditions, those that do not require engine shut-down, trigger a recovery strategy, protecting the engine against the fault but limiting performance, and running with un-regulated emissions. Example 1: in case of Manifold Air Pressure (MAP) circuit high or low DTCs, the MAP reading would no longer be considered valid. The ECU would then revert to “Speed-Density” engine control. What this means is that instead of using the faulty MAP reading a recovery MAP reading is computed using throttle position, engine RPM and barometric pressure. The engine then keeps running with limited performance and un-regulated emissions. Example 2: Engine coolant temperature (ECT) is too low for stable operation. Activates a recovery strategy (disables the foot pedal input), but when the temperature rises again past the threshold the recovery is cancelled and the engine returns to normal operation.

output; engine will continue to run with minimum performance. Default throttle position: the driver channels of the throttle de-power, and the electronic throttle body outputs are not driven and the electronic throttle body is pushed back by its return spring to the default position (11% TPS). • Limit engine speed: engine speed is controlled driving DBW_A and DBW_B outputs that move the Electronic Throttle Body to maintain 1000 RPM. • Limit torque to 50%: engine output is scaled down to 50% of torque. For each throttle angle, the torque output is scaled down to 50% of nominal value. Engine continues to run with limited output. NOTE RPM limiting is already implemented in the engine control application.

Implementation rules: • Present DTC: recovery is activated as soon as the relevant fault is detected or re-spawned (see page 02(LHMC)-6-2 "Re-spawning" for re-spawning rules) • If a recovery strategy is active and the relevant fault condition disappears, the system returns to normal operation • Stored DTC: fault conditions that were triggered in previous engine cycles but are no longer present do not activate a recovery strategy

Supported Recovery Strategies • Open-loop: faults of sensors used in closed-loop injection control (or a fault in the injectors themselves) force the ECU to disregard pre and post (if equipped) cat oxygen sensor feedback. Fueling is then computed in open-loop and the ECU targets to a default air/fuel ratio; the engine continues to run with limited performance and un-regulated emissions. Recovery MAP: faults of MAP sensor (used in speed-density injection model) are forced to use a virtual recovery MAP reading. MAP is then computed using throttle position, RPM and barometric pressure readings; engine continues to run with limited performance. • Limp-home mode: faults in the Drive-By-Wire chain of the Electronic Throttle Body will limit the throttle plate to a known, almost closed position. Air flow is minimized, resulting in limiting the engine’s power 02(L-HMC)-6-4 • Diagnostic Trouble Codes (DTC)

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Malfunction Indication Lamp (MIL) The Malfunction Indicator Lamp (MIL) on the dash-board will illuminate to alert the operator that there is a fault in the system.

MIL management • MIL test: when the engine's ignition is in the “ignitionon” position before starting or cranking, the MIL should be on for 1 second. The MIL should go out after engine starting (or after 3 seconds) if the system detects no fault conditions. • Present DTCs: some fault conditions require that the MIL is turned on. Some other minor fault conditions do not illuminate the MIL. Please refer to page 02(LHMC)-8-7 "Appendix D: Diagnostic Trouble Codes". • Stored DTCs: if the MIL goes on to show a malfunction it must remain on during all later engine operation until servicing corrects the malfunction. If the engine is not serviced, but the malfunction does not recur for three consecutive engine cycles during which the malfunctioning system is evaluated and found to be working properly, the MIL will stay off during later engine operation.

Display DTC Codes There is a special diagnostic mode that shows the fault codes by flashing the MIL. To enter code display mode you turn ON the ignition but do not crank the engine. As soon as you turn the ignition to the ON position, fully cycle the foot pedal three (3) times within five (5) seconds to enable the code flashing feature of the ECU. Cycle the foot pedal by depressing it all the way to the floor and then fully releasing it, then wait for the remainder of the 5 seconds to elapse. The light MIL flashes for each digit of the fault code, with a short pause (2 seconds) between digits and long pauses between different codes (6 seconds). Zeros are represented by a single 3 second long flash. Digits 1 to 9 are represented by the corresponding number of 0.5 second pulses. Starting code: 12 Trailing code: 12 Every DTC contains 4 digits The code list will continue to repeat until the ignition is turned OFF. Simply turn the ignition OFF to exit display mode. As an example, DTC 0123 will show as:

• EPA requirement: whenever the air-fuel ratio does not cross stoichiometric fuelling conditions for one minute of intended closed-loop operation, the MIL should go on. This requirement is fulfilled by P2195 and P2196 DTCs.

Figure 20: Display DTC codes on MIL

Clearing Codes

stored DTCs using the Juniper Service Tool and a laptop computer. NOTE

Clearing DTC codes is not suggested since the erasing of stored DTC’s results in a loss of information that might provide assistance in troubleshooting issues. It is possible to clear all active and stored DTC codes on the ECU using the foot pedal. It is only possible to view

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To clear the ECU memory of all DTCs (Present and Stored) you turn ON the ignition but do not start the engine. As soon as you turn the ignition to the ON position, cycle the foot pedal ten times within ten seconds, leave the key in the on position for the entire 10 seconds for the codes to clear. You must fully cycle the foot pedal by depressing it fully to the floor and then fully releasing it.

Diagnostic Trouble Codes (DTC) • 02(L-HMC)-6-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Supported DTCs Please see page 02(L-HMC)-8-7 for a full list of Diagnostic Trouble Codes.

02(L-HMC)-6-6 • Diagnostic Trouble Codes (DTC)

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 7 Troubleshooting

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TroubleShooting • 02(L-HMC)-7-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM General Trouble Shooting Notes ECU ECUs should be replaced ONLY AS A LAST RESORT. If an ECU issue is suspected: • Ensure the latest software and calibration is installed

vents the regulator from sufficiently vapourizing the LPG. The first step in troubleshooting a suspected regulator issue should always be to ensure that the regulator is properly bled and void of air. Refer to page 02(L-HMC)-5-1 “Engine Coolant Air Bleed Procedure”. Other regulator issues are usually the result of an obvious malfunction:

• Re-install Software AND Calibration

• Visible coolant leak

• Double check the wiring connections and grounds

• Noticeable gas leak to atmosphere

• It is advised to contact a service representative for assistance with troubleshooting BEFORE replacing an ECU

Issues as noted above can be rectified by using an approved repair kit as described in: • Appendix E: Two Stage Regulator Diaphragm Replacement (see page 02(L-HMC)-8-13) • Appendix F: Regulator Backing Plate Replacement for coolant leaks (see page 02(L-HMC)-8-16)

Fuel Rail NOTE Except in specific circumstances the fuel rail is a non-serviceable item. The fuel rail should only be opened when installing a new fuel rail repair kit in accordance with specified instructions. Before replacing a fuel rail or installing a new fuel rail kit ensure the latest software and calibration is installed on the ECU. Try re-setting the injectors from the “Edit Parameters” tab using the Juniper Software tool. If a fuel rail issue exists (high or low STFT and/or LTFT) most issues can be resolved by replacing the fuel rail plungers opposed to the entire fuel rail. When replacing the fuel rail plungers, as per page 02(L-HMC)-8-17 "Appendix G: Fuel Rail Repair Kit Instructions": • Ensure that you are using the latest kit which will contain any new improved materials • Ensure that the fuel rail body (and downstream/ upstream fuel lines) is clean and free of debris or oil contamination • Use extreme caution not to damage the injector tubes when installing a new fuel rail kit • Reset the injectors from the “Edit Parameters” tab using the Juniper Software tool.

Other fuel regulation issues where an internal gas leak is suspected can also be resolved by the replacement of the Regulator Diaphragm kit in page 02(L-HMC)-8-13.

Throttle Body If a throttle body is suspected of being faulty perform the following steps BEFORE replacing it: 1. Check its calibration using the Juniper Service Tool • Once the ECU is connected to a computer with the Juniper Software Tool open go to the “Diagnostics” tab • Select “Diagnostics” routine on the left had side • Double click the “Learn TPS Min Max Stop Positions” icon As the routine is running listen for the throttle body plate to cycle through the full range of motion without any hesitation (alternatively remove the intake hose and watch the throttle plate to ensure its motion is uninhibited) If the routine fails to pass run it again at least one more time The routine can be run as often as desired without harm to the throttle body. It is also recommended that upon installation of a new throttle body this diagnostic routine is performed before the first engine start

Regulator Often fuel regulation issues are the result of air in the coolant system which collects in the regulator. This pre-

02(L-HMC)-7-2 • TroubleShooting

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Initial troubleshooting steps to perform Perform the following steps before attempting any other recommended actions. Probable Cause

Recommended Action

Software and Calibration

Check that the ECU has the latest software and calibration installed. Try reloading software and calibration before replacing ECU.

Fuel level

Check that the fuel supply is connected, contains fuel, and the valve is open.

Fuses

Check the continuity of all fuses in the main vehicle fuse box.

Oil level

Check that sufficient oil is in the engine, and that engine oil is in good condition.

Harness

Check that harness is connected to ECU, and inspect for any damage including tears, melted wires, and abrasion.

Electrical connections

Check that all sensors are connected, and that connectors are free of corrosion.

Fluid Leaks

General inspection of engine components and surrounding area for leaks of fluids.

Filters (air and fuel)

Check that all air and fuel filters are in good condition. Replace dirty or clogged filters.

Diagnostic Trouble Codes (DTC)

If MIL is on, run diagnostic procedure outlined in page 02(L-HMC)-6-5 "Display DTC Codes", or using the Juniper Software Tool. Attend to any errors reported.

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TroubleShooting • 02(L-HMC)-7-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine cranks but will not start If the engine turns over, but will not start running, follow these actions. Probable Cause

Recommended Action

Fuel supply valve is closed

Open fuel valve and retry starting.

LPG tank excess flow valve is closed

Reset excess flow valve in LPG tank. Close the liquid shut-off valve, wait for a “click” sound, and then slowly reopen the liquid valve.

Fuel tank is empty

Replace with full tank and retry starting.

Fuel shutoff valve is closed

Check connector for 12 V drop across terminals at ignition on, replace valve if voltage drop present and valve not opening.

Diagnostic Trouble Code

If MIL is on, run diagnostic procedure outlined in page 02(L-HMC)-6-5 "Display DTC Codes", or using the Juniper Software Tool. Attend to any errors reported.

Ignition system malfunction

Check for spark at coil output. If good spark: Inspect and replace spark plugs if needed. If poor/no spark: Check resistance across coil terminals is within specification. Check pin 5 of spark harness connector for battery voltage at ignition on. Inspect and replace ignition power transistors if necessary.

General fuel system malfunction

Inspect and replace any plugged or damaged injection hoses/nozzles. Inspect fuel rail for leaks and/or blockages, replace if necessary. Check liquid and gaseous fuel filters, replace if clogged or dirty. Check rail fuel pressure is greater than 1800 mBar at key on using service tool Check 0.7< Short-term fuel trim <1.3 with service tool at all engine conditions. Check Long-term fuel trim < 1.25 at all engine conditions. If fuel rail is out of spec replace fuel rail injector kit as per page 02(L-HMC)-8-17 "Appendix G: Fuel Rail Repair Kit Instructions".

Fuel line is plugged or disconnected

Inspect and connect/replace if necessary.

Crankshaft position is not detected

Check continuity of harness, replace sensor if harness passes check.

Camshaft position is not detected

Check continuity of harness, replace sensor if harness passes check.

No oil pressure

If engine starts and stalls after about 5 seconds: Check oil level. Check oil pressure sensor connection. Check oil pressure sensor.

TMAP Sensor failure

Check sensor is connected. Check harness continuity. Check manifold pressure = barometric pressure ± 15 mBar at ignition on, replace sensor if not. Check intake temperature > ambient air temperature, replace sensor if not.

General ECU malfunction

Check battery voltage is greater than 8V. Check relay power source at ignition on. Check power source at ECU connector and that harness is connected. Re-download software and calibration to ECU using Juniper Service Tool. Replace ECU as last resort.

02(L-HMC)-7-4 • TroubleShooting

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine provides low power Engine provides low power resulting in slow acceleration or stalling when lifting. Probable Cause

Recommended Action

Fuel Level Low

Inspect tank fuel level, replace tank if necessary.

Diagnostic Trouble Code

If MIL is on, run diagnostic procedure outlined in page 02(L-HMC)-6-5 "Display DTC Codes", or using the Juniper Software Tool. Attend to any errors reported.

ECU software issue

Ensure newest firmware and calibration using service tool. Re-download software and calibration to ECU using Juniper Service Tool.

General Fuel system malfunction

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post (if equipped) catalyst O2 sensor voltage averages 300 to 600 mV using Juniper Service Tool, replace sensor if not.

Ignition system malfunction

Inspect and replace spark plugs if needed. Check base ignition timing. Check that ignition coils are properly connected Check that all power transistors are properly connected

Injector rail failure

Check that 0.7< Short-term fuel trim <1.3 at idle and full throttle, replace rail if not and recheck. Inspect rail for damage and blockages, replace if necessary.

Regulator failure

Check that intake pressure reference is connected without leaks or damage. Check that rail fuel pressure is > 1300 mBar at Idle. Check that rail fuel pressure is > 1600 mBar at full throttle in neutral. Ensure coolant system is free of air pockets and properly bled.

Inlet or Exhaust System Restriction

Inspect intake air filter and replace if clogged/dirty. Check exhaust backpressure pre-catalyst is within specification. Inspect exhaust catalyst and replaced if clogged or damaged.

Base engine issue

Refer to engine troubleshooting guide.

TMAP Sensor failure

Check sensor is connected. Check harness continuity. Check manifold pressure = barometric pressure +- 10 mBar at ignition on using service tool, replace sensor if not. Check intake temperature > ambient air temperature using service tool, replace sensor if not.

Throttle Body Failure

Check that throttle fully opens and closes when using the Juniper Service Tool to complete the throttle diagnostic routine Check that TAobj = Throttle angle using service tool

Transmission Malfunction

Refer to transmission troubleshooting guide

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TroubleShooting • 02(L-HMC)-7-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine speed hunting at idle and other speed and load conditions Engine is unable to maintain a smooth, constant engine speed. Engine speed is constantly varying at idle and other engine speeds. Probable Cause

Recommended Action

Fuel system malfunction

Fuel Level Low

Inspect tank fuel level, replace tank if necessary.

Incorrect coolant temperature

Check 75 < Water temp < 95 after engine is warmed If not then: Check coolant level. Check for loose or damaged water pump belt. Check for restricted air or water flow through radiator. Bleed air from coolant system at regulator as described in bleeding procedure. Replace thermostat. Check that regulator is not passing gaseous fuel into the coolant line

Diagnostic Trouble Code

If MIL is on, run diagnostic procedure outlined in page 02(L-HMC)-6-5 "Display DTC Codes", or using the Juniper Software Tool. Attend to any errors reported.

ECU software issue

Ensure newest firmware and calibration using service tool. Re-download software and calibration to ECU using Juniper Service Tool.

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post (if equipped) catalyst O2 sensor voltage averages 300 to 600 mV using Juniper Service Tool, replace sensor if not.

Ignition system malfunction

Inspect and replace spark plugs if needed. Check base ignition timing. Check that ignition coils are properly connected Check that all power transistors are properly connected

TMAP Sensor failure

Check sensor is connected. Check harness continuity. Check manifold pressure = barometric pressure +- 10 mBar at key on using service tool, replace sensor if not. Check intake temperature > ambient air temperature using service tool, replace sensor if not.

Throttle Body Failure

Check that throttle fully opens and closes when using the Juniper Service Tool to complete the throttle diagnostic routine If not, replace with new throttle body and test performance.

02(L-HMC)-7-6 • TroubleShooting

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine backfires If the engine is running poorly and combustion takes place in either the intake or the exhaust system instead of the engines combustion chamber. Probable Cause

Recommended Action

Diagnostic Trouble Code

If MIL is on, run diagnostic procedure outlined in page 02(L-HMC)-6-5 "Display DTC Codes", or using the Juniper Software Tool. Attend to any errors reported.

Fuel system malfunction

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post (if equipped) catalyst O2 sensor voltage averages 300 to 600 mV using Juniper Service Tool.

Ignition system malfunction

Inspect and replace spark plugs if needed. Check that ignition coils are properly connected Check that all power transistors are properly connected Check base timing. Check resistance across coil terminals is within specification.

TMAP Sensor failure

Exhaust system malfunction

Check for exhaust leaks. Check for blown out/damaged muffler.

Base engine malfunction

Check cylinder compression, look for valve leakage.

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TroubleShooting • 02(L-HMC)-7-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine knocking If there is an audible knock (pre-ignition) or you suspect pre-ignition follow the recommended actions below. Probable Cause

Recommended Action

Diagnostic Trouble Code

If MIL is on, run diagnostic procedure outlined in page 02(L-HMC)-6-5 "Display DTC Codes", or using the Juniper Software Tool. Attend to any errors reported.

Incorrect coolant temperature

Check 75 < Water temp < 95 after engine is warmed. If not then: Check coolant level. Check for loose or damaged water pump belt. Check for restricted air or water flow through radiator. Bleed air from coolant system at regulator as described in bleeding procedure. Check that regulator is not passing gaseous fuel into coolant line Replace thermostat.

Engine Oil condition

Check oil level and refill if low or in poor condition

Poor fuel quality

Replace tank with another source and recheck.

Carbon deposits in combustion chamber

Treat engine with combustion chamber cleaner.

Fuel system malfunction

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post (if equipped) catalyst O2 sensor voltage averages 300 to 600 mV using Juniper Service Tool.

Ignition system malfunction

Check base timing. Spark plugs heat range too low, replace with higher heat range.

TMAP Sensor failure

Check sensor is connected to harness. Check harness continuity. Check manifold pressure = barometric pressure +- 10 mBar at key on using service tool, replace sensor if not. Check intake temperature > ambient air temperature using service tool, replace sensor if not.

Base engine issue

Check cylinder compression is within specification Refer to engine troubleshooting guide.

02(L-HMC)-7-8 • TroubleShooting

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Engine run-on after shut down Probable Cause

Recommended Action

Leaking injectors

Investigate injectors as per injector maintenance instructions page 02(L-HMC)-05-04 "Fuel Rail & Injectors". Run injector leakage active diagnostic using Juniper Service Tool.

Combustion Hot spots

Refer to base engine trouble shooting guide.

Ignition Switching

Check that power to ECU is shut off at ignition off.

Engine misfires Probable Cause

Recommended Action

Fuel system malfunction

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post catalyst (if equipped) O2 sensor voltage averages 300 to 600 mV using Juniper Service Tool.

Ignition system malfunction

Inspect and replace spark plugs if needed. Check that ignition coils are properly connected Check that all power transistors are properly connected Check resistance across coil terminals is within specification.

TMAP Sensor failure

Check sensor is connected. Check harness continuity. Check manifold pressure = barometric pressure +- 10 mBar at key on using Juniper Service Tool, replace sensor if not. Check intake temperature > ambient air temperature using Juniper Service Tool, replace sensor if not.

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TroubleShooting • 02(L-HMC)-7-9

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Poor fuel economy Probable Cause

Recommended Action

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post catalyst O2 sensor voltage. Averages 300 to 600 mV using Juniper Service Tool.

Fuel system malfunction

Ignition system malfunction

Incorrect coolant temperature

TMAP Sensor failure

Check sensor is connected. Check harness continuity. Check manifold pressure = barometric pressure +-10 mBar at key on using service tool, replace sensor if not. Check intake temperature > ambient air temperature using service tool, replace sensor if not.

Base engine issue

Refer to engine troubleshooting guide for possible problem resulting in poor compression.

Inlet or exhaust system restriction

Inspect intake air filter and replace if clogged/dirty. Check exhaust backpressure pre catalyst is within specification. Inspect exhaust catalyst and replaced if clogged or damaged.

02(L-HMC)-7-10 • TroubleShooting

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM High idle speed (above the set point of 750 rpm) Probable Cause

Recommended Action

Incorrect coolant temperature

Throttle Body Failure

Perform throttle re-calibration with the Juniper Service tool. Ensure throttle plate fully closes and opens during calibration.

Exhaust emissions seem excessive Probable Cause

Recommended Action

Incorrect coolant temperature

Fuel system malfunction

Oxygen sensor malfunction

Check harness connection and continuity. Check pre and post (if equipped) catalyst O2 sensor voltage averages 300 to 600 mV using Juniper Service Tool.

Ignition system malfunction

TMAP Sensor failure

Exhaust system malfunction

Check for exhaust leaks. Check pre catalyst exhaust pressure is within specification. Check for damaged catalyst.

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TroubleShooting • 02(L-HMC)-7-11

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Data Recording and the “4-Mode Test” for Troubleshooting From time to time it may be necessary to record a data log of the engine performance, using the Juniper Service tool, for a more in depth analysis. Recording and analyzing a data log allows trained personnel to identify parameters which are not within an expected range for a healthy engine helping to pinpoint the issue. In order to make comparison between engines easier Westport recommends performing a specific sequence of operating modes for each recording. Westport has developed the “4-Mode Test” which, when performed properly, provides easy comparison between engines. The 4-Mode Test is as follows: • It is preferred that the engine is warmed up to operating temperature before performing and recording the test. Each step is performed for 30-45 seconds: Step 1: Idle Step 2: 0% pedal input and hydraulic bypass (tilt relief) Step 3: 100% pedal, NO hydraulic bypass Step 4: 100% pedal and hydraulic bypass (tilt relief) • Make the transition between each step as quickly and smoothly as possible In some cases depending on the particular issue being investigated it may be beneficial to start the data log before the engine has been started, in other cases it may be beneficial to perform the test with a cold engine.

CAUTION

Only operate the engine in a manner that is safe to do so and that performing the above sequence will not adversely affect the engine or other equipment. Analysis of the 4-Mode Test data is best carried out by a trained service representative or experienced technicians. For detailed instructions on recording data logs please refer to the “Juniper Service Tool (see Section 9)”.

02(L-HMC)-7-12 • TroubleShooting

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 8 Appendicies

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Appendicies • 02(L-HMC)-8-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix A: Wiring Schematic

02(L-HMC)-8-2 • Appendicies

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Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix B: Sensor Pin-Outs Sensor

Coolant Temp

TMAP

Camshaft

Crankshaft

1 2 34

1 2 3

3 2 1

1 2 3

Sensor Pin-out

2 3 1

Harness Pin-out

1 3 2

4 3 2 1

Key On Pin Voltage With Sensor Disconnected

1. Ground 2. 5 +/- 0.5V 3. Not used

1. Variable 2. 5 +/- 0.5 V 3. Variable 4. Ground

1. Battery V 2. Ground 3. 6.5 +/- 0.5 V

Sensor

TP Rail

Injector

Power Transistor

Throttle Body

Sensor Pin-out

4321

2 1

1 2 3 4

1 2

1. Ground 2. Variable 3. Variable 4. 5 +/- 0.5V

1. Battery V 2. Variable

3 2 1

6 5 4 3 1 2

Harness Pin-out

Key On Pin Voltage Sensor Disconnected

1 2 3 1. Ground 2. Ground 3. Battery V

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213456 1/4. Variable 2/3. 5 +/- 0.5V 5/6. Ground

Appendicies • 02(L-HMC)-8-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Sensor

O2 Sensor

O2 Sensor 2

Foot Pedal/Throttle Input

2 3 4 1

1 4 3 2

6 3 5 2 1 4

Key On Pin Voltage Sensor Disconnected

1. Ground 2. Variable 3. Ground 4. Battery V

1/4. 5 +/- 0.5V 2/5. Variable 3/6. 0 +/- 0.5V

Sensor

Condenser

Main Relay A & B

Speed Sensor (if applic)

Fuel Solenoid

Sensor Pin-out

Harness Pin-out

1 2 1. Variable 2. Battery V

Sensor Pin-out

86 30 87 85

Harness Pin-out

Key On Pin Voltage Sensor Disconnected

85 86 30 87

1. Battery V

30. Battery V 85. Ground 86. Battery V 87. Battery V

1. Battery V 2. Variable 3. Ground

02(L-HMC)-8-4 • Appendicies

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NOTE: When looking at the ECU connector with the two rows of larger pins on the right the pins on the ECU are identified from left to right with the letters “A” through “Q”, though the letter “I” is not included.

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

ECU Pinout

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Appendicies • 02(L-HMC)-8-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix C: Maintenance Schedule Intervals Category

General

Fuel System

Air Intake

Ignition

Exhaust

Item

Daily

every every 400 hrs 2000 hrs or 12 or 3 months months

MIL

Check MIL lamp at key-on. Repair faults as indicated

Fuel Tank / Shutoff

Verify proper mounting & valve function

Fuel Hose & Fittings

Inspect for cracks, leaks, abrasion

Regulator / Injector rail

Inspect for leaks

Fuel lock-off

Verify functionality

Air filter

Inspect indicator, replace if necessary

Air inlet system

Inspect

Intake manifold gasket & Inspect for leaks vacuum hoses

Electronic throttle body

Inspect for oil deposits from flow reversion

Wiring to control modules

Inspect for cracks, abrasion

Coil-over-plug units

Inspect for cracks, abrasion

Spark plugs

Change (recommendation - not mandatory)

Exhaust manifold & piping

Inspect for cracks, leaks, abrasion

Pre-Catalyst Oxygen sensor Check wire is not damaged / burnt

Post-Catalyst Oxygen sensor Check wire is not damaged / burnt

PCV valve

Check for leaks

PCV air feed

Inspect for cracks, leaks, abrasion

Coolant

Check level, top-off if necessary

change

Check for cracks, looseness, swelling, deterioration

Engine oil & filter

Change

Battery & main cables

Inspect connections, check for corrosion

Starter & cables

Inspect connections, check for corrosion

Engine - General Coolant hoses, fittings

Vehicle Electrical

Action

Foot pedal

Check that travel is clear of interferences

ECU

Inspect mounting bolts

Harnesses

Check for looseness, proximity to exhaust

02(L-HMC)-8-6 • Appendicies

X X X

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix D: Diagnostic Trouble Codes This list summarizes the following: 1. 2. 3. 4. 5. 6.

DTC: each fault condition triggers a different J2012 compliant, 5-digit code. DTC naming: J2012 compliant name of fault condition (shown in Service-tool software). Thresholds: programmable thresholds for detection criteria, if any. Possible causes: quick list of possible conditions that trigger the fault code. Action: list of actions triggered by the DTC, if any. Recovery: list of recovery strategy activated by the DTC, if any. DTC

DTC naming

Thresholds

Possible causes

Action

Recovery

P0005

Programmable Fuel shutoff currents (openvalve “A” concircuit and trol circuit /open shortcircuit)

Fuel shutoff valve 1 failure, disconnected or shorted to ground; Broken wirings, defective solenoid or defective ECU.

Turn On MIL

P0069

Manifold absolute pressure / Programmable Barometric percentage pressure correlation

MapSignal <> RecoveryMap; defective or clogged sensor

Turn On MIL

P0087

Fuel rail / system pressure too 1700mbar low

Fuel absolute pressure lower than expected

Turn On MIL

P0088

Fuel rail / system pressure too 3000mbar high

Fuel absolute pressure higher than expected

P0093

Fuel system leak Programmable detected – Large time and min pressure drop leak

Leakage detected in low-pressure cirEngine shutcuit. ECU performs large leakage test down (inhibits after engine shut-down (short time cranking) window, 10sec).

P0094

Programmable Fuel system leak time, min and detected – Small max pressure leak drop

Leakage detected in low-pressure circuit. ECU performs leakage test after Turn On MIL engine shutdown (long time window, 60 sec).

P0107

Manifold absoProgrammable lute pressure cirvoltage cuit low input

Manifold absolute pressure sensor disconnected, shorted to GND or open Turn On MIL circuit; Broken wirings or defective sensor

Recovery MAP

P0108

Manifold absoProgrammable lute pressure cirvoltage cuit high input

Manifold absolute pressure sensor failure or short to power; Broken wir- Turn On MIL ings or defective sensor

Recovery MAP

P0112

Intake air temperature sensor 1 circuit low

Programmable voltage

Intake Air Temperature Sensor failure or shorted to GND; Broken wirings or Turn On MIL defective sensor

Set to default 30°C

P0113

Intake air temperature sensor 1 circuit high

Programmable voltage

Intake Air Temperature Sensor disconnected, short to power or open cirTurn On MIL cuit; Broken wirings or defective sensor

Set to default 30°C

SM 1066

Recovery MAP

Appendicies • 02(L-HMC)-8-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC

DTC naming

Thresholds

Possible causes

Action

Recovery

P0117

Engine coolant Programmable temperature cirvoltage cuit low

Broken wirings or defective sensor

Turn On MIL

default to 80°C

P0118

Engine coolant Programmable temperature cirvoltage cuit high

Broken wirings or defective sensor

Turn On MIL

default to 80°C

P0122

Throttle position Programmable sensor “A” cirvoltage cuit low

Throttle Position Sensor 1 failure, shorted to ground or open circuit; Broken wirings or defective sensor

Turn On MIL

Default throttle position

P0123

Throttle position Programmable sensor “A” cirvoltage cuit high

Throttle Position Sensor 1 failure or shorted to power; Broken wirings or defective sensor

Turn On MIL

Default throttle position

P0126

Insufficient coolant temper- Programmable ature for stable voltage operation

Engine working at out-of-spec temperature

Flash MIL

Disable FPP

P0127

Intake air temperature too high

IAT reading out of expected range; engine working out of spec

Turn On MIL

P0129

Programmable Barometric pressure pressure too low (500mbar)

Lower than expected

Turn On MIL

P0131

O2 sensor cirProgrammable cuit low voltage voltage bank 1 sensor 1

Pre-cat O2 sensor failure or shorted to Turn On MIL ground

Open loop Limit torque to 50%

P0132

O2 sensor cirProgrammable cuit high voltage voltage bank 1 sensor 1

Pre-cat O2 sensor failure or shorted to Turn On MIL power

Open loop Limit torque to 50%

P0135

O2 Sensor Heater circuit bank 1 sensor 1

Short circuit to battery or open load

Turn On MIL

P0137

O2 sensor cirProgrammable cuit low voltage voltage bank 1 sensor 2

Post-cat O2 sensor disconnected or shorted to ground

Turn On MIL

P0138

O2 sensor cirProgrammable cuit high voltage voltage bank 1 sensor 2

Post-cat O2 sensor failure or shorted to power

Turn On MIL

P0141

O2 Sensor Heater circuit bank 1 sensor 2

Short circuit to battery or open load

Turn On MIL

P0168

Fuel temperature too high

FRT reading out of expected range; engine working out of spec

Turn On MIL

P0171

Short-term fuel trim higher than System too lean Programmable % expected (1.33): Engine, injectors or pressure reducer out of spec.

Turn On MIL

Open loop Limit torque to 50%

P0172

Short-term fuel trim lower than System too rich Programmable % expected (0.66): Engine, injectors or pressure reducer out of spec.

Turn On MIL

Open loop Limit torque to 50%

Programmable temperature

02(L-HMC)-8-8 • Appendicies

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC

DTC naming

Thresholds

Possible causes

Action

Recovery

P0182

Fuel temperaProgrammable ture sensor “A” voltage circuit low

Fuel Temperature Sensor failure or shorted to GND; Broken wirings or defective sensor

Turn On MIL

default to 40°C

P0183

Fuel temperaProgrammable ture sensor “A” voltage circuit high

Fuel Temperature Sensor disconnected, short to power or open circuit; Turn On MIL Broken wirings or defective sensor

default to 40°C

P0192

Fuel rail presProgrammable sure sensor cirvoltage cuit low

Broken wirings or defective sensor

Turn On MIL

Default to PresIntake + 1700 mbar

P0193

Fuel rail presProgrammable sure sensor cirvoltage cuit high

Broken wirings or defective sensor

Turn On MIL

Default to PresIntake + 1700 mbar

P0217

Engine coolant over temperature condition

Programmable voltage

Limit engine Engine over-heating and working out- Delayed engine speed to 1000 ofspec shutdown RPM

P0219

Engine overspeed

Programmable RPM

Engine over-revving

No action

P0222

Throttle position Programmable sensor “B” cirvoltage cuit low

Throttle Position Sensor 2 failure, shorted to ground or open circuit ; Broken wirings or defective sensor

Turn On MIL

Default throttle position

P0223

Throttle position Programmable sensor “B” cirvoltage cuit high

Throttle Position Sensor 2 failure or shorted to power ; Broken wirings or Turn On MIL defective sensor

Default throttle position

P0261

Cylinder 1 injector circuit low

Programmable current

Short circuit to ground or open load

Open loop Delayed Engine Limit torque to shutdown 50%

P0262

Cylinder 1 injector circuit high

Programmable current

Short circuit to battery

Open loop Delayed Engine Limit torque to shutdown 50%

Programmable current

Short circuit to ground or open load

Open loop Delayed Engine Limit torque to shutdown 50%

Programmable current

Short circuit to battery

Open loop Delayed Engine Limit torque to shutdown 50%

P0263

P0264

Cylinder 2 injector circuit low Cylinder 2 injector circuit high

P0265

Cylinder 3 injector circuit low

Programmable current

Short circuit to ground or open load

Open loop Delayed Engine Limit torque to shutdown 50%

P0266

Cylinder 3 injector circuit high

Programmable current

Short circuit to battery

Open loop Delayed Engine Limit torque to shutdown 50%

P0267

Cylinder 4 injector circuit low

Programmable current

Short circuit to ground or open load

Open loop Delayed Engine Limit torque to shutdown 50%

P0268

Cylinder 4 injector circuit high

Programmable current

Short circuit to battery

Open loop Delayed Engine Limit torque to shutdown 50%

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Appendicies • 02(L-HMC)-8-9

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC

DTC naming

Thresholds

Possible causes

Action

Recovery

P0336

Crankshaft position sensor “A” circuit range / performance

No signal while engine rotating or cranking. Broken wirings or defective sensor.

Engine shut down (inhibits cranking)

P0341

Crankshaft position sensor “A” circuit range / performance

No signal while engine rotating or cranking. Broken wirings or defective sensor.

Engine shut down (inhibits cranking)

P0380

Glow plug / Programmable heater circuit “A” current

Broken wirings, defective heater or defective ECU

Turn On MIL

P0420

Catalyst system Programmable efficiency below threshold threshold

Pre and post-cat lambdas failed the checking algorithm (5228335)

None (just store the code)

P0524

Engine oil pressure too low

Engine oil pressure switch is on, because of low level.

Delayed Engine Limit engine shutdown & speed to flash optional 1000RPM oil lamp

P0562

System voltage Programmable low voltage (10V)

Battery voltage too low for defined period

Turn On MIL

P0563

System voltage Programmable high voltage (16V)

Battery voltage too high for defined period, defective alternator

Turn On MIL

P0638

Throttle actuator control range/ performance

Throttle plate (butterfly valve) is sticking inside the throttle bore or return spring is weak

Engine shutdown

P0642

Sensor reference Programmable voltage “A” cirvoltage cuit low

Sensors reference voltage too low; Defective ECU or over-load

Engine shutdown

P0643

Sensor reference Programmable voltage “A” cirvoltage cuit high

Sensors reference voltage too high; Defective ECU

Engine shutdown

P0652

Sensor reference Programmable voltage “B” cirvoltage cuit low

Sensors reference voltage too low; Defective ECU or over-load

Engine shutdown

P0653

Sensor reference Programmable voltage “B” cirvoltage cuit high

Sensors reference voltage too high; Defective ECU

Engine shutdown

Programmable voltage

Sensors reference voltage too low; Defective ECU or over-load

Engine shutdown

Programmable voltage

Sensors reference voltage too high; Defective ECU

Engine shutdown

Programmable currents (opencircuit and shortcircuit)

Fuel shutoff valve 2 failure, disconnected or shorted to ground; Broken wirings, defective solenoid or defective ECU.

Turn On MIL

P0698

P0699

P1001

Sensor reference voltage “C” circuit low Sensor reference voltage “C” circuit high Fuel shutoff valve “B” control circuit / open

02(L-HMC)-8-10 • Appendicies

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC

DTC naming

Thresholds

Possible causes

Recovery

P1002

P1101

Manifold abso% of atmoManifold absolute pressure lower than lute pressure too Turn On MIL spheric pressure expected low

P1102

Manifold abso% of atmoManifold absolute pressure higher lute pressure too spheric pressure than expected high

Turn On MIL

P1103

Barometric pressure too high

Higher than expected

Turn On MIL

P1104

Intake air temperature too low

IAT reading out of expected range; engine working out of spec

Turn On MIL

P1105

Fuel temperature too low

FRT reading out of expected range; engine working out of spec

Turn On MIL

P2100

Throttle actuator control motor open

DBW_A or DBW_B open load. Bro- Engine shutken wirings or defective ECU. down

P2102

Throttle actuator control motor circuit low

DBW_A or DBW_B outputs are Engine shutshorted to ground. Broken wirings or down defective ECU.

P2103

Throttle actuator control motor circuit high

DBW_A or DBW_B outputs are shorted to battery voltage. Broken wirings or defective ECU.

P2109

Throttle position sensor “A” min- Learned closed imum stop per- position formance

TPS1 lower than learned closed posiTurn On MIL tion

Default throttle position

P2113

Throttle position sensor “B” min- Learned closed imum stop per- position formance

TPS2 lower than learned closed posiTurn On MIL tion

Default throttle position

P2122

Pedal position sensor “D” circuit low input

Programmable voltage

P2123

Pedal position sensor “D” circuit high input

Programmable voltage

P2127

Pedal position sensor “E” circuit low input

Programmable voltage

Programmable pressure (1100mbar)

Programmable temperature

Fuel shutoff valve 2 failure, disconnected or shorted to ground; Broken wirings, defective solenoid or defective ECU.

Action

Programmable Fuel shutoff currents (openvalve “B” concircuit and trol circuit / open shortcircuit)

Turn On MIL

Engine shutdown

Foot-pedal position sensor 1 disconnected, shorted to GND or open cirTurn On MIL cuit ; Broken wirings or defective pedal assy. Foot-pedal position sensor 1 failure or shorted to power ; Broken wirings or Turn On MIL defective pedal assy. Foot-pedal position sensor 2 disconnected, shorted to GND or open circuit ; Broken wirings or defective pedal assy.

SM 1066

Turn On MIL

Default throttle position Default throttle position Default throttle position

Appendicies • 02(L-HMC)-8-11

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

DTC

DTC naming

Thresholds

Possible causes

Action

Recovery

P2128

Pedal position sensor “E” circuit high input

P2135

Throttle pedal position sensors “A” / “B” voltage correlation

Throttle Position Sensors out of track; Defective electronic throttle body. Turn On MIL TPS sensors voltages differ more than expected.

Default throttle position

P2138

Pedal position sensor “D” / “E” voltage correlation

Foot-pedal position sensors out of track ; Intermittent connections or defective pedal assy.

Turn On MIL

Default throttle position

P2163

Throttle position sensor “A” max- Learned WOT imum stop per- position formance

TPS1 higher than learned closed posiTurn On MIL tion

Default throttle position

P2164

Throttle position sensor “B” max- Learned WOT imum stop per- position formance

TPS1 higher than learned closed posiTurn On MIL tion

Default throttle position

P2195

O2 sensor signal Programmable stuck lean bank duration and voltage 1 sensor 1

Pre-cat O2 sensor too lean for too long time (60 secs as per EPA).

Turn On MIL

Open loop Limit torque to 50%

P2196

O2 sensor signal Programmable stuck rich bank duration and voltage 1 sensor 1

Pre-cat O2 sensor too rich for too long Turn On MIL time (60 secs as per EPA).

Open loop Limit torque to 50%

P2228

Barometric Programmable pressure circuit voltage low

Barometric pressure sensor disconnected, shorted to GND or open circuit; Broken wirings or defective sensor

P2229

Barometric Programmable pressure circuit voltage high

Barometric pressure sensor failure or short to power; Broken wirings or Turn On MIL defective sensor

P2560

Engine coolant level low

Engine coolant level switch engaged

Programmable voltage

Foot-pedal position sensor 2 failure or shorted to power; Broken wirings or Turn On MIL defective pedal assy.

Default throttle position

Turn On MIL

Limit engine Delayed Engine speed to 1000 shutdown RPM

02(L-HMC)-8-12 • Appendicies

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix E: Two Stage Regulator Diaphragm Replacement

WARNING

Ensure the LPG tank main valve is closed and that there is no gas pressure in the fuel system. Before servicing the LPG regulator, make certain that the LPG tank main valve is closed. Run the engine until the pressure drops low enough to stall the engine. This drains the remaining quantity of fuel from the line. As a secondary safety measure, disconnect the LPG fuel solenoid connector to ensure that this valve remains closed.

While stopping the base nut with a 14mm wrench, use another 16mm wrench to unscrew (20Nm) the hex nut on top of filter Figure 22. It is important that the base nut not be turned, as this could lead to leaking of fuel into the coolant path of the regulator. Once loose, pull out the filter: there’s no need to disconnect LPG copper pipe (II). Now the pressure regulator is free to be removed from the engine bay and placed on a flat surface. NOTE Figure 22 shows the Tier 0 valve and filter configuration. The Tier 4 valve option is not attached directly to the regulator body.

The following procedure is used to access the regulator’s first and second stage membranes and other internal components for cleaning or replacement. Disconnect the LPG rubber hose (V) (vent out the remaining gas in an open environment). Remove the water hoses (III and IV) and the vacuum hose (VI).

Figure 22: Liquid Filter and Fuel Lock-Off Removal

Figure 21: Regulator

Use a 4mm Allen key to unscrew (5 Nm torque) the four hex bolts of the first stage’s cover as shown in Figure 23. Take care as the internal springs will push away the cover. Once the cover is removed, take out the large spring, the aluminum plate and the small spring that are standing inside.

CAUTION

Ensure the base nut on the liquid filter fitting does not turn. Failure to do so may result in damage to the regulator and allow gas into the coolant system.

SM 1066

Appendicies • 02(L-HMC)-8-13

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Figure 23: Regulator First Stage Disassembly

Figure 25: Regulator First Stage Disassembly cont'd

The safety spring assembly is now exposed and should be disassembled, see Figure 24: hold the internal 3mm hex with an Allen key while unscrewing the outside 14mm nut with a wrench.

Remove the bottom protection plate, the first stage leverage (E) is now exposed as shown in Figure 26. Unscrew (3Nm torque) the two screws (D), then pull out the high pressure shutter (C). Remove the small rubber disk (A) off the tip of the shutter and replace with the new one from the repair kit. Visually check (without disassembling) that the high pressure brass seat (F) is free of dents or defects which could affect the sealing.

Figure 24: Regulator First Stage Disassembly cont'd Now the assembly is loose: remove the 14mm hex nut and the safety spring and then pull out the plastic centering plate and the rubber membrane. The membrane should be replaced with new one from the repair kit. Ensure the orientation of the membrane and the centering plate are the same when re-installing. Figure 26: Regulator First Stage Disassembly cont'd When reassembling the safety spring assembly pay attention to the centering plate (Figure 25), which has a centering rib that needs to be aligned with the membrane. The

02(L-HMC)-8-14 • Appendicies

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM 14mm hex nut that closes the safety spring assembly should be tightened to 3.5Nm torque. Use a 4mm Allen key to unscrew (5Nm torque) the four hex bolts of the second stage’s cover (Figure 27); then remove the cover.

When reassembling, pay attention to the membrane, which should be properly aligned with the centering rib (E) and the small tube (C). When reassembling the cover, make sure that the spring (B) properly slides into the guide inside the cover.

Figure 27: Regulator Second Stage Disassembly Remove the spring (B) that’s standing on top of the rubber membrane (Figure 28, A), then replace the membrane (A) with new one.

Figure 28: Regulator Second Stage Disassembly cont'd

SM 1066

Appendicies • 02(L-HMC)-8-15

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix F: Regulator Backing Plate Replacement NOTE

3. Carefully install the backing plate (B) on the main body ensuring all o-rings remain in place. 4. Tighten the bolt (A) with the torque wrench at 5 [Nm].

The regulator main body below is for illustration purposes only. The procedure below can be used for both T4 and T0 regulators Disassembling operation: 1. Remove four bolts (1) to allow removal of the backing plate (2). 2. Remove the backing plate (2), the gasket (3) and the o-rings (4) and (5). 3. Remove the elbow water connection (7) and the orings (6) on both sides of the main body. 4. Ensure the mating surface of the main body is clean and free of debris.

1. Add o-rings (D) and (E) and the gasket (C) to the new backing plate (B). NOTE If there’s a mark on the main body (see detail (H) install only one o-ring (E), if there isn’t any mark install two o-rings (E). 2. Install the water elbows (G) and o-rings (F) on each side of the main body. Ensure the elbows fit securely.

02(L-HMC)-8-16 • Appendicies

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Appendix G: Fuel Rail Repair Kit Instructions Instructions 1. Close the manual gas valve at the propane tank and run the engine until it shuts off on its own. This will drain the fuel from the fuel lines. 2. Carefully remove the coil retainer clip and then remove the coils from the plunger tubes. You do not need to remove the electrical connectors from the coils. 3. Using a #2 Phillips screwdriver, carefully remove the four screws that attach the retainer plate to the fuel rail body. Do not lose the screws and plate as they will be reused with the service kit.

8. Swap the four original plunger and plunger tubes from the retainer plate with the new set included in the service kit. Do not change the combination of plunger and plunger tubes as these are precisely calibrated together. Removing any plunger from its plunger tube will negatively affect the calibration of the service kit. 9. Install the new plunger, plunger tube and retainer plate assembly on the fuel rail body (Figure 3). (Note that the nozzle side of the retainer plate has three uniformly sized holes for the screws. You will not be able to install the retainer plate in the opposite direction) 10. Using a torque wrench and a #2 Phillips head, tighten the four screws to 2 Nm (18 lb-in).

4. Remove the retainer plate, plunger tubes and plungers.

11. Observing the labelling of the coils, replace the coils on the plunger tubes, and reinstall the retainer clip.

5. Remove the four old rail body o-rings from the rail body and discard them. You may need a pick or small screwdriver if they are difficult to remove.

12. Connect the USB Connect service tool to the CAN line of the truck, then to a laptop with the Juniper Diagnostic Tool software installed.

6. Check the cleanliness of the inside of the fuel rail body. If necessary, remove any contaminants or deposits with compressed air.

13. Open the manual valve on the propane tank, turn on the ignition without cranking and check for any gas leaks in the fuel rail assembly with Snoop or a soapy water solution. Alternatively, you can use a portable hydrocarbon detector.

CAUTION

DO Not use any ester-based compunds to clean the fuel rail body as they will cause the rubber componenets to swell, severely degrading performance.

CAUTION

Be careful not to damage the seats of the plungers. 7. Seat the new rail body o-rings from the service kit into position on the fuel rail body.

14. Go to the Edit Parameters tab and press on the “Reset Injector” button at the bottom of the page. Then go to the Parameters tab, and the Diagnostic Values page. Verify that the Long-term fuel trim is at 1.000. Once you have checked this, turn off the ignition for at least 30 seconds to allow the ECU to save the reset values to memory. 15. Turn on the ignition, crank the engine, and check the engine behaviour. If performance is not satisfactory, proceed with troubleshooting to determine possible causes.

SM 1066

Appendicies • 02(L-HMC)-8-17

Group 02(L-HMC Theta 2.4), FUEL SYSTEM

Section 9 Diagnostic Service Tool

Communication between the Engine Control Unit (ECU) and a computer can be established by using the Juniper Tool. The tool allows for a wide range of diagnostic functions and for easier identification of engine problems Simple to use and easy to read screens

Tool Functions • Check real-time parameters • Log real-time data at high speed (5Hz) • Read Diagnostic Trouble Codes (DTC) Engine snapshot information available Clear DTC command available • Perform active diagnostic routines Recalibrate throttle position sensors Check for fuel leakages • Download calibrations and new software (Advanced version) • Check engine information (hours, injections, average data, serial number, etc.)

Tool Features • Four languages currently available English Spanish French Portugese • Two access levels: Basic level, for common servicing Advanced level, for dealers for calibration uploading: accessed with a password • Compatibility Windows Vista Windows XP Windows 2000 • Units are Metric

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-1

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Components Required

Installing the Software and Driver

• Minimum Software Requirements PC with Windows Vista, XP or 2000 Minimum of 800x600 screen resolution CD-ROM or DVD-ROM drive required • Juniper tool

• You must install the 1) Juniper Software, and 2) USB Connect Driver in order to connect the computer to the ECU • Juniper Software Installation Instructions 1. Insert CD into computer 2. Click on “Start”, then “My Computer” 3. Double-click on “DVD/CD-RW Drive” or “CD Drive” (usually the D: Drive) 4. Double-click on “Juniper 1.0.0.1 INSTALL” directory 5. Double-click on “setup.exe” 6. Follow the instructions until software is successfully installed. The “Juniper” icon displayed here should appear on the desktop.

• Standard USB A-B cable

• USB Connect Driver Installation Instructions 1. Make sure the CD is still inserted in the computer

• RS-232 to CAN cable

2. Plug one end of the USB cable into the Juniper Tool and the other end in a free USB port on your computer 3. The window below should appear. Select “Install from a list or specific location (Advanced)”, then click on “Next >”

02(L-HMC)-9-2 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM 4. Select “Don’t search. I will choose the driver to install”, then click on “Next >”

7. Click on “Browse”

8. Select the CD drive (usually D:) in “Look In”, double-click on the “USBConnect Driver 1.02” directory, and select the first file. If you are using Windows 98, use the second file. If you are using Windows XP 64-bit edition, use the third file. 5. In the list, scroll down, select “Universal Serial Bus controllers” and then click on “Next >”

9. Select the second “USBConnect – MTA interface” option, then click on “Next >”

6. Click on the “Have Disk” button

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-3

Group 02(L-HMC Theta 2.4), FUEL SYSTEM 10. The PC will start installing the driver. When the window below appears, click on “Finish” and the driver installation will be complete

Connecting to the ECU • To connect to the ECU, connect the Juniper Tool to the computer using the USB cable, then use the RS232 to CAN cable to connect the other end to the harness • The program will be connected as soon as the ignition is turned on, and up to one minute after the ignition is turned off

***Note that if you want to use other USB ports on your computer in the future, you may need to repeat the process for each port

Starting the Program and Logging In • You can start the program two ways: 1. Using the Start Menu: Start ˧ All Programs ˧ Juniper ˧ Juniper 2. Using the desktop shortcut icon labeled “Juniper” • The logo screen (shown below) will prompt you for a language, login level, and password (if needed) There are three access levels: • Basic (no password): General access to read data, clear DTCs, perform diagnostic routines • Advanced (password required): All of the above, plus the ability to edit ECU parameters, and load new software/calibrations. • EOL (password required): End-of-line access for Juniper factory use only.

02(L-HMC)-9-4 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Gauges Tab: Main Screen (Not Connected)

Gauges Tab: Connecting to Engine Tool and ECU connection status

Tool not connected and ECU not linked to computer

Tool connected with computer but ECU not linked with tool

Tool connected and ECU linked to computer

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-5

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Gauges Tab: Main Screen (Connected)

Gauges Tab: Logging ECU Data Logging Controls

Pause Screen Updating

When logging commences, “REC” button changes from a blue button with a triangle to a red button with a square.

Start Recording

Stop Recording

To stop logging, click on the red button. A prompt will ask for confirmation to end the acquisition.

02(L-HMC)-9-6 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Gauges Tab: Logging ECU Data • The user will then be prompted for a save location. • Save the file in a location that is easy to remember, such as the Desktop or My Documents so that it can be accessed later.

Gauges Tab: Logging ECU Data (2) • The log file is in Comma Separated Value format, or CSV • This format is easily opened by Microsoft Excel, Open Office Calc or any other spreadsheet program

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-7

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Nominal Values Tab • This page familiarizes the user with typical values that should be seen when the engine is on

Parameters Tab • The “Parameters” tab allows the user to see various real-time engine parameters • You can pause the automatic refreshing of the screen by using the pause button. • The logging function is exactly like the “Gauges” tab • A print function is also available to print a snapshot of the values of the current page directly to an attached printer

02(L-HMC)-9-8 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Parameters Tab: Engine 1 • Basic real-time parameters from the ECU and engine sensors

Parameters Tab: Engine 2 • Basic real-time parameters from the ECU and engine sensors

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-9

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Parameters Tab: Calculated and Learned Values • These values are calculated or estimated by the ECU based on look-up data or previous operation

Parameters Tab: Diagnostic Values • These are values that are relevant to the On-Board Diagnostic (OBD) system of the forklift

02(L-HMC)-9-10 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Parameters Tab: Calibrated Parameters • These are parameters that are determined by manual calibration or by ECU calibration routines

ECU ID Tab: ECU Identification and Information • These are parameters that provide identification information of the ECU and vehicle

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-11

Group 02(L-HMC Theta 2.4), FUEL SYSTEM DTC Tab: Diagnostic Trouble Codes • Allows for viewing of the current DTCs that are present and stored on the ECU.

DTC Tab: DTC Snapshots

Double Click to show snapshot

DTC Snapshot

02(L-HMC)-9-12 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM DTC Tab: Function Buttons • There are buttons at the top of the DTC page that allow you to save the current DTCs to a text file, and to print the DTCs directly to an attached printer

DTC Tab: DTC Function Buttons (2) • There are buttons at the bottom of the DTC page that allow you to clear, refresh, pause automatic refresh, and pull up the DTC manual

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-13

Group 02(L-HMC Theta 2.4), FUEL SYSTEM DTC Tab: DTC Function Buttons (3) • CLEAR Can only be activated when during key-on and when the engine is off Clears all PRESENT and STORED DTCs permanently from memory of the ECU Allows user to more easily determine whether a fault has been fixed • REFRESH DTCs Clicking on this when the ECU is connected will ensure ALL present and stored DTCs are shown on the screen Keep in mind that this page automatically refreshes every 5 seconds anyway • DTC MANUAL This button brings up the document that describes all DTCs in detail • PAUSE REFRESH If the DTC buffer is full, it will automatically and repeatedly scroll to the top to show the most current DTC Using this button will allow you to pause the automatic refresh so you can scroll freely

Diagnostics Tab: Diagnostic Values • Diagnostic values can only be accessed with key-on and when the engine is not running • Voltage Inputs show detailed voltage inputs that are relevant to the OBD system

02(L-HMC)-9-14 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Diagnostics Tab: Active Diagnostics • These allow for manual setting of various actuators for easier troubleshooting

Diagnostics Tab: Diagnostic Routines • These routines allow for throttle self-calibration, and fuel leakage checking

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-15

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Diagnostics Tab: Diagnostic Routines (2) • To activate diagnostic routine, double-click on circle, and program will indicate when the test is in progress, and when the test is complete

1. Double-click

2. Test in progress

3. Test complete

Diagnostics Tab: Diagnostic Routines (3) • The bottom of the page will also show whether or not a test is in progress

02(L-HMC)-9-16 • Diagnostic Service Tool

SM 1066

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Edit Parameters Tab (Advanced) • This page allows for editing of ECU and vehicle identification parameters

Download Tab: Calibrations and Software (Advanced) • This page allows for updating of software and calibration • Software files have the filename extension “.mot” and calibration files have the filename extension “.cal” • Calibration update MUST be performed immediately after software update. Calibration version must match software version • Key-off for at least 20 seconds after calibration update to allow for proper software updating (or key-off until program loses connection to ECU)

SM 1066

Diagnostic Service Tool • 02(L-HMC)-9-17

Group 02(L-HMC Theta 2.4), FUEL SYSTEM Calibration Naming Conventions

02(L-HMC)-9-18 • Diagnostic Service Tool

SM 1066

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

SM 1066

Group 03, Intake And Exhaust System

Group 03, Intake and Exhaust System

Section 1 Intake and Exhaust Systems Specifications and Description Specifications

Description

Air Cleaner Type: Canister style with replaceable paper element and air-restriction indicator.

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.

Fastener Torques Canister Hose Clamp Torques: 1.5-2.5 N m (1.09-1.8 ft-lb) LPG Air Horn Intake Hose Clamp Torques: 1.9-2.9 N m (1.3-2.1 ft-lb) Diesel Air Horn Intake Hose Clamp Torques: 1.5-2.5 N m (1.1-1.8 ft-lb) Canister Bracket Mounting Nut Torques: 20-25 N m (14.5-18.5 ft-lb)

Service Intervals Air Cleaner (Filter) Replacement: •

LPG trucks, replace every 2,000 hours

•

Diesel trucks, replace every 1,000 hours. IMPORTANT Filter replacement intervals also depend on operating conditions. The filter canister 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. An optional safety element is also available which fits inside the standard element. If the optional element becomes dirty, the standard element is also bad and both inner (optional element) and outer (standard element) should be changed.

The air cleaner used on the truck is a canister style filter with a large centrifugal air pre-filter and a larger filter element to increase service intervals. A dirt ejector port of the bottom of the canister allows particles to be expelled from, rather than trapped in, 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. The air restriction indicator light is in the driver’s instrument pod. The air filter assembly includes intake and outflow hoses, the filter cannister, the filter element, the air restriction indicator, the dirt ejector, and a mounting clamp. 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. The outflow hose is connected to the gas or LPG carburetor or the diesel intake manifold. The mounting bracket for the canister is under the seat deck to the driver’s left and is easy to reach for service.

Air Hoses and Clamps Inspection: Every 50-250 hours or each PM. Exhaust Pipe and Muffler Inspection: Every 50-250 hours or each PM.

SM 1066

Intake and Exhaust Systems Specifications and Description • 03-1-1

Group 03, Intake and Exhaust System Intake Manifold Removal and Installation

Removal steps 1.

Water outlet

Engine hanger

Gasket

Intake manifold

Thermostat

Gasket

03-1-2 • Intake and Exhaust Systems Specifications and Description

SM 1066

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 filter canister. 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 filter canister 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.

SM 1066

Intake System Troubleshooting • 03-2-1

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. Illustrations for the gas-, diesel-, and LPG-engine trucks are included. NOTE The air restriction indicator gauges vacuum present in the system. For gas/LPG engines, the filter should be replaced every 2000 hours. 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.

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.

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. 6. Reseat the canister cover, making sure that it fits tightly around the canister. 7. Close and latch the canister cover clamps. 8. Close and latch the seat deck.

Air Cleaner Removal 1. Remove the two bolts that mount the canister to the frame. 2. Loosen the clamp and remove the hose from the engine air horn. On LPG engines, hose is connected directly to the carburetor. 3. Remove the hose from the leg of the overhead guard cell.

2. Put upright in vertical position and fully lower the forks or attachment.

4. Remove the air cleaner canister and hosing from the truck.

3. Put all controls in neutral. Turn key switch OFF and remove key.

Air Cleaner Replacement

4. Apply the parking brake and block the wheels.

Air Filter Replacement 1. Tilt the steering column forward and raise the seat deck. The air filter canister is located to the left of the driver’s seat.

Installation is the reverse order of removal. •

Torque the hose clamp bolts to 1.9-2.9 N•m (1.32.1 lbf•ft).

•

Torque canister bracket mounting bolts to 20-25 N•m (14.8-18.5 lbf•ft).

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. Remove the canister cover clamps and remove the filter element. 4. Clean the inside of the air filter canister. 5. Install the new filter element. Be sure that the filter element is fully seated in the canister.

SM 1066

Intake System Service • 03-3-1

Group 03, Intake and Exhaust System Air Filter - Diesel Engine

Operator's cell leg

Torque 2.9~3.9 N.m (2.1~2.9 lb.ft) Air filter element canister Outflow hose

Torque 20~25 N.m (14.8~18.5 lb.ft)

Intake hose

Torque 20~25 N.m (14.8~18.5 lb.ft)

03-3-2 • Intake System Service

SM 1066

Group 03, Intake and Exhaust System Air Filter - LPG Engine (MMC)

Operator's cell leg Air filter element canister

Torque 2.9~3.9 N.m (25.6~34.5 lbf.in) Outflow hose

Intake hose Torque 2.9~3.9 N.m (25.6~34.5 lbf.in)

Connector to vent hose from velocity governor

Torque 20~25 N.m (177~221 lbf.in)

czpT[\WYYe

SM 1066

Intake System Service • 03-3-3

Group 03, Intake and Exhaust System Air Filter - LPG Engine (HMC)

Torque 2.9~3.9 N.m (25.6~34.5 lbf.in) Air filter element canister Outflow hose Operator's cell leg

Torque 2.9~3.9 N.m (25.6~34.5 lbf.in)

Intake hose

czpT[`]\Ye

Torque 20~25 N.m (177~221 lbf.in)

03-3-4 • Intake System Service

SM 1066

Group 03, Intake and Exhaust System

Section 4 Exhaust Systems

CAUTION

SAFE PARKING. Before working on truck: 1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks. 2. Put upright in vertical position and fully lower the forks or attachment. 3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

SM 1066

Exhaust Systems • 03-4-1

Group 03, Intake and Exhaust System Exhaust System - Standard (C15~20s MMC LPG) { GYW¥Y\Gu½ GGGGGGGGGGOX^^¥YYXG ½ P

{ G[W¥[\Gu½ GGGGGGGGGGOZW¥ZZG ½ P

{ GY]¥ZWGu½ GGGGGGGGGGOX`¥YYG ½ P

czpT[`]\Ye

Exhaust System - Standard (C15~20s HMC LPG) { GYW¥Y\Gu½ GGGGGGGGGGOX^^¥YYXG ½ P

{ G[W¥[\Gu½ GGGGGGGGGGOZW¥ZZG ½ P

czpT[`Y^\e

03-4-2 • Exhaust Systems

SM 1066

Group 03, Intake and Exhaust System Exhaust System - Vertical (C15~20s DIESEL)

{ G^W¥_WGu½ GGGGGGGGGGGO\Y¥\`G ½ P

{ GYW¥Y\Gu½ GGGGGGGGGGGOX^^¥YYXG ½ P GG{ GY]¥ZWGu½ GGGGGGGGGGGGGOX`¥YYG ½ P

{ GYW¥Y\Gu½ GGGGGGGGGGGOX^^¥YYXG ½ P

SM 1066

czpT[\Z[Xe

Exhaust Systems • 03-4-3

Group 03, Intake and Exhaust System Exhaust Manifold and Water Pump Removal and Installation

Removal steps 1.

Oil level gauge

Exhaust manifold

Oil level gauge guide

Gasket

O-ring

10.

Water inlet pipe

Heat protector A

11.

O-ring

Heat protector B

12.

Water hose

Oxygen sensor(34SLA,34SLP only)

13.

Water pump

Engine hanger

14.

Gasket

03-4-4 • Exhaust Systems

SM 1066

Group 03, Intake and Exhaust System

O-ring and water pipe installation

Replace the water inlet pipe O-ring with a new one. Apply water to the outer circumference of the O-ring for easier insertion into the water pump and thermostat housing. Caution: 1. Never apply engine oil any other oil or grease to the O-ring. 2. Fasten the water pipe after the thermostat housing has been installed.

SM 1066

Exhaust Systems • 03-4-5

GROUP 06

GROUP 06 TRANSAXLE (TA12A1 TRANSAXLE) ଖGC15-20s

Transaxle Specifications and Description ... Section 1 Transaxle Disassembly ...................................Section 2 Transaxle Reassemly ......................................Section 3

SM 1066

Group 06, Transaxle

Section 1 Transaxle Specifications and Description Construction

TA12A1 Transaxle assembly includes: •

torque converter

•

single - speed forward and reverse powershift transaxle with integral differential and drive axle

•

full - floating straight drive axle

•

automotive - type drum and shoe brakes

•

gear - driven pump drive

•

electric shift control, hydraulic inching control

Power flow is from torque converter turbine, to turbine (clutch) shaft and gears, then through either forward gear or reverse idler shaft, to the output gear mounted on final drive pinion shaft. transaxle and differential are housed in a one - piece transaxle case. Torque converter housing joined to transaxle case through an adaptor (or spacer) plate holds the converter stator support and reverse idler outer bearing.

Final drive pinion gear shaft, mounted in tapered roller bearings at both ends in transaxle case, is adjusted for mounting distance, and ring and pinion gear contact, by a shim pack installed behind the pinion gear inner tapered roller bearing cup in the transmisson case. Pinion shaft bearing preload is adjusted with shims behind outer bearing cone on the pinion shaft. Final drive ring gear is bolted to differential carrier. Differential support is by opposed tapered roller bearings mounted on inner end of wheel end housings, which are bolted to openings in transaxle case at the sides of the differential. Differential bearing preload and ring gear clearance (backlash) is maintained by shims placed behind differential bearing cups on wheel end housings. Adjustment of differential bearing preload or ring gear backlash requires trial assembly, checking, and disassembly of wheel end housings until correct adjustment is obtained.

Pump drive is from converter impeller hub gear, through an idler gear to the pump gear mounted on charging pump shaft.

Drive axle wheel hubs/brake drums are supported by double tapered roller bearings on outer end of wheel end housings. Drive axle shaft flange bolted to wheel hubs are full - floating in differential. Service brake backing plates are bolted to mounting flange on wheel end housings. Wheel bearings are lubricated from the transaxle sump.

SM 1066

Transaxle Specifications and Description • 06-1-1

Group 06, Transaxle Control valve is mounted on pad at top of transaxle case. Oil from charging pump flows via filter and pressure regulator to control valve through an external oil supply line. Oil from control valve is delivered to clutches through passages in housing and oil distributor sleeve and seal

rings at forward - clutch end of turbine/clutch shaft. Excess pump oil volume and converter - out oil, flows to oil cooler and returns to transaxle housing at base of control valve, then through center of turbine/clutch shaft back to converter.

hydraulic circuit

Solenoid valve (Advance)

Clutch pack Direction conversion valve

Solenoid valve (Reverse) Torque converter

Converter relief valve

Modulating Inching valve

Suction screen

Charging pump

Filter assembly

06-1-2 • Transaxle Specifications and Description

SM 1066

Group 06, Transaxle SERVICE MAINTENANCE SERVICE

•

The oil should be drained when warmed to operating temperature, 82 ~ 93Gଇ (180~200G൓)

•

Replace the transaxle oil filter every 500 operating hours. See notice below.

The transaxle has two service openings: IMPORTANT When the transaxle is new or rebuilt, it is recommended to change the oil filter after the first 50 hours and again after 500 operating hours. a. Remove drain plug from bottom of transaxle case. Drain old oil into suitable drain pan. b. Remove old oil filter. The oil filter is mounted near the top of converter housing above transaxle.

1. Drain plug, in bottom of transaxle case.

! Drain plug

Take special care when removing the filter to avoid oil remaining in filter from draining onto floor. Loosen the filter using a filter wrench. Remove filter while holding a pad of cloth or other absorbent material under the open end to absorb any excess oil that may drain out of filter. c. Install a new oil filter. Follow the installation instructions printed on filter.

FLUID LEVEL CHECK Check the transaxle fluid level with: •

Fork lift on a level surface

•

Engine idling with transaxle in NEUTRAL

•

Oil at operating temperature 82~93qC(180~200qF)

WARNING

1. Check the oil level on the dipstick.

2. Add oil as needed to bring the level to the full mark on the dipstick. IMPORTANT Transaxle oil specification, use only clark transaxle fluid part #2776236.

FLUID AND FILTER CHANGE

WARNING

Always use genuine CLARK parts

Refilling the transaxle After drive axle and transaxle housing has drained completely, •

Install drain plug.

•

Loosen the oil level plug and fill the oil upto the plug hole.

•

Start the engine and run at idle speed (500~700 rpm) in neutral for 2~3minutes to prime the converter and cooler lines.

•

Recheck oil level with engine running at idle speed. [82~93GqC (180~200GqF)]

•

Check for leaks at drain plug and oil filter.

It is recommended to: •

Drain and replace the transaxle fluid every 1000 operating hours.

SM 1066

Transaxle Specifications and Description • 06-1-3

Group 06, Transaxle Specification General Specifications <C15-20s> •

Model : CLARK TA12A1 Transaxle.

•

No. Ratios : 1-speed, forward and reverse.

•

Transaxle Ratio Forward : 15.38(C15-20s)

•

Transaxle Ratio Reverse : 15.67(C15-20s)

•

Ring & Pinion Gear Type : Spiral Bevel.

•

Ring & Pinion Backlash : 0.153-0.254 mm (0.0060.010 in).

•

Differential Type : 2-pinion.

•

Differential bearing preload : 0.8-1.6 N m (7-15 in lb)

•

Service Brake Size : 230 Ý 50 mm (9Ý2 in).

•

Torque Converter Size : 280 mm (11 in).

•

Torque Converter Stall Ratio : 3.3

•

Hydraulic Pump Drive ratio : 1.029 Ýengine rpm.

•

Dry Weight : 256 kg (564 lb).

•

Oil Capacity : 11 L (12 qt).

•

Transaxle Fluid : CLARK # 2776236.

Pressure specification •

Regulator valve pressure : 1127~1378G kPa (163U8~200 psi) @ 1800 rpm Check Point : Oil supply line at converter

•

Converter In / Lube Pressure : 110~207G kPa (16~30 psi ) @ 1800 rpm Check Point : Return line from cooler

•

Converter safety valve pressure : 729~827G kPa (105~120 psi) @ (Trans in neutral) 1800 rpm (refefence only)with line to cooler blocked Check Point : None

•

Clutch pressure(forward, reverse applied) : 965 kPa (140 psi) @800 rpm idle, normally 103G kpa (15 psi) less than regulator pressure. Check Point : At control valve (1/8 NPTF)

•

Clutch Pressure(in neutral) : Same as regulator valve pressure

06-1-4 • Transaxle Specifications and Description

SM 1066

Group 06, Transaxle

WARNING

All rpm’s noted are engine speed. All clutch pressures are at engine idle speed with clutch engaged, unless otherwise noted. Oil at operating temperature 82~93qC(180~200qF) Refer to following illustrations for check point locations.

Pressure check points

SM 1066

Transaxle Specifications and Description • 06-1-5

Group 06, Transaxle Service brake adjustment

Adjustment at Backing Plate

PREPARATION 1. The service brakes on the transaxle may be adjusted from the inner side through the backing plate (all models). 2. Brake clearance is measured between brake shoe and drum, with brakes fully released. Brake clearance : 0.255~0.304Gmm (.010~.012 in)

CAUTION

Be sure transaxle directional control is in NEUTRAL and fork lift prevented from moving when parking brake is released.

1. Remove the 4 dust plugs in brake backing plate. 2. Use a feeler (thickness) gauge to check the clearance between each shoe and drum. Use a brake adjuster tool to rotate the adjuster ratchet wheel in the brake. 3. Use a screwdriver to push on and release the ratchet pawl when it is necessary to back off adjustment (increase clearance) of the brake. 4. Carefully adjust clearance between brake shoes and drum to 0.255~0.304Gmm (.010~.012 in) measured at dust plug openings at outer sides of backing plate. 5. Replace the dust plugs in brake backing plate when adjustment is completed.

3. Release parking brake. IMPORTANT Do not overtighten brakes. It is very difficult to release the ratchet wheel pawl and back off adjustment of the brake.

06-1-6 • Transaxle Specifications and Description

SM 1066

Group 06, Transaxle

Section 2 Transaxle Disassembly Precaution •

Before attempting any repairs or overhaul of this assembly, please read through the entire disassembly and assembly procedures first.

WARNING

Cleanliness is of extreme importance in the repair and overhaul of this assembly. The exterior surface of the unit MUST be thoroughly cleaned of all dirt and foreign substances to prevent contamination of the parts during disassembly and overhaul. Perform all disassembly and assembly work in a clean area. Protect all components from dust and dirt while repairs are being made. Keep all parts in order as disassembly progresses. Take care to properly identify each part and its order of removal. If necessary, keep notes and put marking on parts using a nondestructive marker such as a feltG T tipped pen.

SM 1066

Transaxle Disassembly • 06-2-1

Group 06, Transaxle Remove Auxiliary Subassemblies

6 2

1. Remove torque converter assembly by carefully sliding it off the turbine (clutch) shaft and stator support. 2. Disassemble converter drive plate and adaptor, as needed. Remove the : 3. Oil filter 4. Charging pump 5. Oil supply line assembly 6. transaxle control valve assembly

06-2-2 • Transaxle Disassembly

SM 1066

Group 06, Transaxle Wheel End

1. Loosen and remove the axle shaft fasteners. 2. Remove axle shaft. 3. Unbend (straighten) the lockplate abs from the bolt heads of the wheel bearing retainer plate fasteners. 4. Remove the bearing retainer plate fasteners. 5. Remove the lockplate, bearing retainer plate and wheel bearing shims. 6. Pull wheel hub out to loosen bearing (you may have to tap on hub or pry at brake backing plate), remove outer wheel bearing, then remove the wheel hub/brake drum assembly with inner wheel bearing and oil seal. IMPORTANT This oil seal is a type that seals internally, and is lined with sealing compound on the inner diameter that

sticks and seals to the spindle. Removing the wheel hub from the spindle breaks that seal. Replace with new seal each time that the wheel the hub is removed from wheel end housing.

SM 1066

Transaxle Disassembly • 06-2-3

Group 06, Transaxle

7. Before removal of wheel end housing, mark the housing and the transaxle case for same - location matching at reassembly. Loosen and remove the housing bolts and washers. 8. Remove wheel end housing from transaxle case.

11. Remove the differential assembly from transaxle case.

9. If the differential bearing on the inner end of the wheel end housing is to be removed and replaced, use a bearing puller, if necessary. Wire bearing shims to wheel end housing for storage until reassembly. 10. Repeat procedures of Steps 1 through 9 for opposite wheel end disassembly.

6. Remove backing plate and parking brake cable assembly from wheel end housing.

Brake Assembly Removal Brake removal is optional for brake overhaul as necessary. 1. Remove the upper brake shoe return springs. 2. Remove lower return spring. 3. Remove brake shoe hold - down (guide) springs.

4. Disconnect parking brake cable. Remove the brake shoes. 5. Remove brake backing plate fasteners and washers.

06-2-4 • Transaxle Disassembly

SM 1066

Group 06, Transaxle Separation of Converter Housing and Adaptor Plate

1. Remove the fasteners and washers which mount the converter housing to transaxle case through the adaptor plate. 2. From other side, remove the bolts and washers which mount adaptor (spacer) plate to converter housing. 3. Remove the clutch pressure-regulating valve assembly (also oil filter mounting base). IMPORTANT Pry only at the dowel pins to remove adaptor plate. Dowel pins must be removed before reassembly. See later instructions. 4. Separate converter housing from adaptor plate. 5. Remove impeller hub gear from stator support. 6. Remove pump drive idler gear and bearing, outer and inner thrust washers, and idler shaft. 7. Remove adaptor plate from transaxle case.

SM 1066

Transaxle Disassembly • 06-2-5

Group 06, Transaxle Stator Support Removal From Adaptor Plate

Clutch Assembly, idler Gear & Pinion Shaft Removal

1. The stator support is held in place by two retaining

1. Move the reverse idler gear and clutch assembly apart far enough to allow the idler shaft to be pulled

rings, one on each side of the adaptor plate.

out of the inner bearing.

2. To remove stator support : Remove front (converter end) retaining ring from ring groove and move ring and impeller gear thrust washer toward stator support seal surface. Push stator support to the rear (towards transaxle side) far enough to expose rear retainer ring. Remove rear retaining ring. From the front, pull stator support from adaptor plate.

2. Remove the clutch assembly and reverse idler shaft together.

3. Remove the turbine (clutch) shaft rear bearing. 4. Remove the clutch shaft oil distributor retaining set screw (internal hex) from valve mounting base. 5. Remove the oil distributor. Note the recess in distributor for retaining set screw.

06-2-6 • Transaxle Disassembly

SM 1066

Group 06, Transaxle 6. Loosen and remove the pinion shaft nut. Hold or block the pinion shaft with a brass bar or similar soft material to prevent turning. 7. Remove the pinion shaft outer bearing and shims. Keep the shims with the bearing and pinion shaft.

Clutch Disassembly (Forward & Reverse Clutch Procedure Are The Same) •

Reverse Clutch Disassembly Illustrated

8. Remove output gear retaining ring from pinion shaft (inside transaxle case). 9. Remove output gear (move pinion shaft away). 10. Remove pinion shaft and inner bearing through differential housing. 11. If pinion bearings are to be replaced, drive the cups from the housing inside transmisson case. 12. Remove inner pinion bearing cup and shims from differential side. 1. Remove outer clutch hub gear thrust bearing and thrust washers, clutch hub gear, and inner clutch hub thrust bearing and thrust washers. 2. Disassemble the two clutch gear bearings and spacer from internal bore of clutch gear hub. 3. Remove clutch disc end plate retainer ring and clutch disc end plate. 4. Remove inner and outer clutch discs. 5. Remove clutch return spring retainer ring. 6. Remove clutch return (release) springs (Belleville washers). Note assembly arrangement. 7. Remove clutch piston wear plate.

WARNING

Wire shims to transaxle housing for storage until reassembly. 13. As required, remove oil suction tube assembly from

8. Remove clutch piston by turning clutch upside down and tapping the shaft on a block of wood. 9. Remove and discard clutch piston sealing rings. 10. Repeat procedures, steps 1 through 9, for forward clutch disassembly.

transaxle case.

SM 1066

Transaxle Disassembly • 06-2-7

Group 06, Transaxle Differential Disassembly 1. Use a small drift pin or rod to remove the differential pinion pin, lock pin. 2. Remove the pinion pin.

3. Rotate the pinion gears and washers to remove them from the differential housing.

06-2-8 • Transaxle Disassembly

SM 1066

Group 06, Transaxle

Section 3 Transaxle Reassembly

1. Use Permatex and Loctite only where specified. 2. All leadñin chamfers for oil seals, piston ring grooves and Oñrings must be smooth and free from burrs. Inspect at assembly. 3. Lubricate all piston ring grooves, clutch plates and Oñrings with oil before assembly.

Oil suction Tube 1. As required, install oil suction tube assembly in transaxle case. Insert tube end through housing opening, install seal on tube, then pull tube with seal back into place. See enlarged view (N) Install and tighten mounting bolt.

4. Apply a thin coating of grease between seal lips of lipñtype oil seals prior to assembly. 5. Apply a very light coating of Permatex No.2 to O.D. of all seals and hole plugs before assembly. 6. Apply a light coating of Loctite # 592 to all uncoated pipe plugs. 7. After assembly of parts using Permatex or Loctite, there must not be any free or excess material that could enter the oil system. 8. Brush light coating of CLARK #2776236 or equivalent oil, on tapered bearings and bushing bores.

SM 1066

Transaxle Reassembly • 06-3-1

Group 06, Transaxle DIFFERENTIAL Before reassembly, clean, inspect and lubricate all parts.

2 1

Loctite #277

1. Position the side gears and washers in the differential assembly. 2. Locate both pinion gears and washers on the side gears.

backlash and tooth contact are used to determine the individual shim pack thickness to be installed under each bearing cup. •

No New Parts Installed If all original parts are reused, use original shim pack thickness and proceed to : Step 4 Pinion Gear Installation

•

New Parts Installed If differential carrier, carrier bearings, or wheel end housings have been replaced (new), use the following procedure :

WARNING

The pinion gears must be located across from each other and then rotated into position to align the holes in the pinions with the hole in the housing. 3. Insert pinion pin (1) in the housing aligning the hole in the pin with the hole in the housing. 4. Install the pinion pin, lock pin (2).

1. Install the differential bearing shims and tapered bearing cups on the wheel end housing. Start with original shim pack thickness.

5. Install bearing cone in ends of differential carrier case. 6. If ring gear was removed or replaced, install the ring gear on differential. Apply Loctite # 277 to the ring gear capscrews torque to. : 108~129N•m (87~95lbf•ft)

DIFFERENTIAL BEARING PRELOAD CHECK (PINION GEAR NOT INSTALLED) The purpose of this trial assembly is to determine the total combined shim pack thickness to be installed under the differential carrier bearings when replacement (new) parts have been installed. Later procedures for checking gear

06-3-2 • Transaxle Reassembly

SM 1066

Group 06, Transaxle

WARNING

Force a small shop cloth or rag into the differential side gears and pinions to prevent them from turning.

WARNING

Remove wheel end housings, remove bearing and add or remove differential bearing shims behind bearing come to obtain the proper preload torque. Repeat above procedure.

2. Position the differential in the transaxle case.

6. After correct bearing preload is set, remove the axle shaft and wheel end housings.

3. Mount wheel end housings to the transaxle case in position as marked at disassembly. Be sure differential and bearing cone are aligned with bearings on wheel end housing. Install attaching bolts and washers and tighten fully.

7. Remove differential assembly. Remove shop cloth that was used to block gears from turning.

Pinion Gear Shimming PINION GEAR SHIMMING No Replacement of Gears or Housings If the ring and pinion gear or the transaxle case was not replaced, use original shim pack thickness and proceed to pinion Gear Installation Transaxle Housing Replaced

4. Temporarily install axle shaft into side gear of the differential (with side gear blocked to prevent turning) 5. Measure the differential bearing rolling-torque preload with a torque wrench. Correct preload Torque to: 0.78~1.57N•m (7~14 lbf•in)

SM 1066

If the transaxle case was replaced, the following procedure must be used to set the correct ring gear and pinion contact : On the new transaxle case, a dimension for the case bore depth will be stamped on the location shown in the illustration. •

Shim Pack Thickness Calculations: The following conditions are used to calculate the shim pack thickness to be installed. A = nominal pinion mounting distance 122mm (4.803 in). B = typical pinion mounting distance (which is

Transaxle Reassembly • 06-3-3

Group 06, Transaxle etched on the outer diameter of the ring gear). C = case bore depth (stamped on the case). D = nominal shim pack of 0.86mm (0.034 in) E = final shim pack to be installed under the inner pinion bearing cup to position the pinion shaft.

WARNING

If original shim pack is lost or must be replaced, use D = Nominal shim pack thickness of 0.86mm (0.034 in). Check new shim pack dimension by measuring thickness. Substitute new thickness for original (old) thickness where shown. The following examples show calculations for determining the shim pack thickness to be installed under the pinion inner bearing :

Example 1 D

.034

4.809

+.007

– 4.803

E = ( .041

–

.006)

= ( .035)

Example 2 D

.034

4.808

C – .003

– 4.803

E = ( .032

–

.005)

.034

4.803

C + .003

– 4.798

E = ( .037

.005)

.034

4.803

C – .002

– 4.798

E =( .032

.005)

= ( .027)

Example 3 D

= ( .042)

Example 4 D

06-3-4 • Transaxle Reassembly

= ( .037)

SM 1066

Group 06, Transaxle a. If the case bore depth (stamped on case) has a “+” (plus) sign, add (C) to the nominal shim pack (D). b. If the case bore depth (stamped on case) has a “-” (minus) sign, subtract (C) from the nominal shim pack (D). c. If the nomial mounting distance 122mm(4.803 in) is smaller than the mounting distance etched on the ring gear, subtract (A) 122 mm (4.803 in) . from (B) the etched mounting distance. Subtract this answer from the answer of “D” and “C”. See examples 1 and 2. d. If the mounting distance etched on the ring gear is smaller than the nominal mounting dimension 122mm(4.803 in), this difference is added to the answer of “D” and “C”. See examples 3 and 4.

b. If the new pinion mounting distance is smaller than the pinion mounting distance on the original ring gear, you must add the difference (see following example)

4.813 – 4.809 0.004 in.

etched on new ring gear etched on original ring gear difference

0.031 + 0.004 0.035 in.

original shim pack difference FINAL SHIM PACK (E)

Ring and Pinion Gear Replaced If only the ring and pinion were changed, the following procedure is used : •

Shim Pack Thickness Calculations Use a micrometer to measure the original shim pack thickness. a. If the new pinion mounting distance (etched on ring gear) is larger than the pinion mounting distance (etched on original ring gear), you must subtract the difference (see following example) :

4.813 – 4.810 0.003 in.

etched on new ring gear etched on original ring gear difference

0.031 – 0.003 0.028 in.

original shim pack difference FINAL SHIM PACK (E)

SM 1066

Transaxle Reassembly • 06-3-5

Group 06, Transaxle PINION GEAR INSTALLATION

1. Install the pinion inner bearing cup shim pack and bearing cup in the transaxle case. 2. If outer bearing is removed or replaced, install outer pinion bearing cup in transaxle case. 3. Assemble the inner pinion bearing on the pinion shaft.

WARNING

Remove pinion shaft nut and bearing and add or remove shims behind pinion shaft outer bearing come to set correct bearing preload torque.

4. Position the output gear in the case with the long hub of the gear outward as shown. 5. Position the pinion shaft and inner bearing into the case and through the output gear. 6. Install the output gear retainer ring on the pinion shaft. Be sure the retainer ring is fully seated into the ring groove. 7. Assemble the outer bearing shims and outer pinion bearing on the pinion shaft. If a new pinion shaft is used, a nominal shim pack of 1.575mm (0.062 in). can be used initially. 8. Install the pinion shaft nut torque to : 260~325N•m (192~240lbf•ft). Hold or block the pinion shaft with a brass bar or similar soft material to prevent the shaft from turning. 9. With pinion shaft free to turn, use a torque wrench to measure the pinion shaft bearing rolling-torque wrench to measure the pinion shaft bearing rollingtorque preload. Correct preload:Torque to 0.8~1.6N•m (7~15lbf•ft).

06-3-6 • Transaxle Reassembly

SM 1066

Group 06, Transaxle Trial wheel end assembly for ring & pinion gear contact and backLash check (pinion Gear & Differential Installed)

1. Position the differential assembly in the transaxle case. 2. Assemble the wheel end housings on the transaxle case as marked at disassembly. Align with differential bearings. 3. Install the wheel end housing bolts and washers. Torque bolts to :76~84N•m (56~62 lbf•ft) Check ring and pinion gear backlash. Open the inspection cover on the top of the differential case. Set up and position a dial indicator on a ring gear tooth to check the ring gear to pinion backlash. Hold pinion, move ring gear within backlash freeplay range several times. Backlash should be measured at 3 places minimum around the ring gear (rotate ring gear). The backlash must be between 0.153~0.254mm (0.006~0.01in). To set the correct backlash, shims behind the tapered bearings on the wheel end housings are removed from one side and added to the other. Remove the wheel end housings, remove bearings and move shims. Repeat above assembly and checking procedure.

SM 1066

Check ring and pinion gear tooth bearing contact pattern. To check the ring gear and pinion for proper tooth contact pattern (correct position), apply a coating of gear checking compound, e.g., red lead, to the ring gear teeth. Rotate the ring and pinion gears through a minimum of one revolution. Apply a load (hold by hand) to the gears as they are turned. When the ring gear is turned, the compound is squeezed away by the contact action of the teeth, leaving bare areas that are the exact shape, size and area of the tooth contact pattern.

Transaxle Reassembly • 06-3-7

Group 06, Transaxle Check the tooth contact area on the drive (convex) side of the ring gear teeth. See figure above for typical correct tooth contact pattern. If the tooth contact is not as shown, recheck the pinion mounting procedure and also the ring and pinion backlash reading.

IMPORTANT Each time the ring gear or pinion is moved, the backlash and the bearing preloads must be checked and reset as needed.

Wheel End Final Assembly

Before final assembly, clean and lubricate all parts thoroughly. After the correct ring gear and pinion backlash and tooth contact is set : 1. Remove both wheel end housings and apply a film of Loctite #515 to the flange on housing. Spread the material evenly on the flange around the bolt holes.

•

Remove excess compound from mating parts after fastener installation.

4. Install the wheel end housings to transaxle case. Install washers and mounting bolts. Torque bolts to : 76~84N•m (56~62 lbf•ft)

2. Position the wheel ends on transaxle case. Be sure differential bearings are aligned and fitted correctly. 3. Apply a thread locking compound, e.g., Loctite #277 as follows : •

On bolts, capscrews and studs (anchor end), apply compound on the female threaded component part.

•

On nuts, apply compound to the male thread of mating fastener.

•

Apply compound to coat the full length and circumference of thread engagement.

06-3-8 • Transaxle Reassembly

SM 1066

Group 06, Transaxle Install brake assemblies (As required)

1. Insert parking brake cable (through the opening noted at disassemly) in the brake backing plate. 2. Install backing plate. Install capscrews and washers per brake, located closest to parking brake cable connection. 3. Torque to fasteners in the sequence shown to spec : 100~111N•m (74~82 lbf•ft) 4. Connect parking brake cable to the notch in the brake cam.

5. Assemble the brake shoes and hold-down springs on backing plate. 6. Install lower return spring. 7. Install upper return springs.

WARNING

For brake adjustment, refer to brake adjustment procedure.

SM 1066

Wheel hub assembly 1. Install the retainers and retaining ring. 2. Install the outer and inner bearing cups. 3. Position inner tapered bearing in bearing cup. 4. Apply a very light coating of Loctite #609 to outer diameter of a new wheel hub oil seal and install seal in wheel hub.

IMPORTANT It is mandatory to replace the wheel hub oil seal whenever the hub is removed from spindle. This oil seal is a type that seals internally, and is lined with sealing compound on the inner diameter that sticks and seals to the spindle. Removing the wheel hub from the spindle breaks that seal. The seal cannot be reused. 5. Position wheel hub assembly on the wheel end spindle. Be careful when sliding oil seal onto wheel end housing. Support the wheel hub to avoid seal dragging over spindle.

Transaxle Reassembly • 06-3-9

Group 06, Transaxle 6. Install wheel hub outer tapered bearing. 7. Install wheel bearing shims, retainer plate, retainer lockplate and capscrews.

Bend lock tabs at assembly

8. Bearing retainer torque capscrews to: 16~22 N•m (12~16 lbf•ft) 9. Use a dial indicator to check bearing endplay. Correct endplay = 0.013~0.076mm (0.0005~0.003 in) Add or subtract shims under bearing retainer plate to obtain the correct end play. 10. When end play is correct, bend the tabs of the lock plate against the capscrew heads to lock them. 11. Apply a film of Loctite #515 to the axle shaft flange. Spread evenly around the bolt holes. 12. Apply Loctite #277 to threaded holes in the wheel hub. 13. Install axle shaft in wheel end. Rotate shaft to align axle shaft splines with side gears in differential. 14. Install axle shaft mounting screws. Torque to : 44~48 N•m (33~35 lbf•ft)

06-3-10 • Transaxle Reassembly

SM 1066

Group 06, Transaxle CLUTCH ASSEMBLY

Forward clutch reassembly is the same as reverse clutch (shown).

WARNING

Before reassembly, clean, inspect and lubricate all parts with a light layer of transaxle fluid #2776236.

6. Install retainer ring using a sleeve with the proper inner diameter to fit over shaft and against retainer ring. A sharp blow with a soft hammer will compress springs and seat retainer ring. Be sure ring is seated fully in position in ring groove.

1. Install new clutch piston inner and outer oil seal rings in piston grooves. See figure above.

WARNING

The rings must be sized before piston installation onto shaft and into the clutch drum : 7. Install the first outer (steel) clutch disc against clutch piston. Next, install first inner (friction) clutch disc. Alternate outer and inner discs to install a total of 6 outer steel plates and 6 inner friction plates.

•

Sizing is best accomplished by rotating the piston while holding a round object against the new seal rings.

•

Rotate the piston until the seal rings are sized flush with the inner and outer diameters of the piston.

8. Install clutch disc end plate.

2. Install clutch piston over turbine (clutch) shaft and into clutch drum.

10. Check clutch disc clearance.

9. Install end plate retainer ring.

3. Install clutch piston wear plate (flange towards piston). 4. Install piston return springs (Belleville washers). Install first washer with large diameter of bevel toward wear plate. Alternate five (5) washers. 5. Position return spring retainer ring on clutch shaft. Start ring on shaft with snap ring pliers.

SM 1066

WARNING

Both clutch packs (Forward and Reverse) must be checked for clutch disc clearance : •

Stand the clutch assembly on end. The clutch discs on the bottom will fall to the end plate.

•

Measure the distance between the clutch piston and the first steel disc by inserting a feeler gauge through the slots in the clutch drum.

Transaxle Reassembly • 06-3-11

Group 06, Transaxle •

Required clearance is 1.22~2.66 mm (.048~.105 in)

•

If clearance is greater than 2.66 mm (.105 in), add one steel disc under the end plate.

Stator support

11. Install inner clutch gear thrust bearing set (thrust bearing between 2 thrust washers). 12. Assemble clutch gear bearing (spacer between bearings) into clutch gear hub. 13. Install clutch gear into clutch assembly by aligning the clutch hub teeth with the clutch inner discs. Be sure the clutch hub is fully in position in the clutch assembly. Do not force this operation. 14. Install outer clutch gear thrust bearing set, with thurst bearing between thrust washers, against clutch gear. 15. Repeat assembly procedures, steps 1 through 14, for forward clutch.

1. Install the turbine shaft bushing and clutch outer pilot bearing into stator support. Press the bushing to the specified depth. 2. Install stator support assembly in adaptor plate (Reverse of disassembly procedure) : •

Assemble front retainer ring on stator support but do not install in front ring groove ; temporarily position it beyond the groove to the forward end of the rear spline. Position the impeller hub gear thurst washer on stator support and against retainer ring.

•

From the front, assemble stator support into spacer plate. Push stator support through plate until rear retainer ring groove is exposed. Install rear retainer ring.

•

Push stator support toward the front until rear ring shoulders against spacer plate.

•

Push thrust washer back against plate and install front retainer ring in groove.

16. After forward clutch is assembled, install new oil distributor seal rings on clutch shaft. Apply grease to rings to facilitate assembly into oil distributor.

06-3-12 • Transaxle Reassembly

SM 1066

Group 06, Transaxle transaxle assembly

1. Install the clutch shaft oil distributor in transaxle case with the recess in the distributor lined up with retaining set screw hole in valve housing pad.

•

Install (position) a new adaptor plate gasket on the transaxle case.

•

Carefully align the adaptor plate over the turbine (clutch) shaft and on the transaxle case.

•

Tap adaptor plate into position tight against the transaxle case. Install the dowel pins to hold plate in position.

2. Install the oil distributor retaining set screw. 3. Install turbine (clutch) shaft inner (rear) bearing. 4. Install reverse idler shaft inner (rear) bearing.

WARNING

Dowel pins should project 1/4I out of adaptor plate for installation into converter housing.

5. Install clutch and idler gear shafts. The forward and reverse clutch assembly and the reverse idler gear must be assembled in the transaxle case together. Carefully move and align the clutch shaft oil seal rings through the rear bearing and into the oil distributor. Be sure the reverse idler is fully installed in the inner bearing.

7. Turn the pinion shaft (using the nut) and the turbine shaft to check if the unit is binding. If both shafts turn freely with spacer plate tight against transaxle case, proper assembly is completed. If binding is detected, the unit must be disassembled and reassembled.

6. Install adaptor plate on transaxle case.

SM 1066

Transaxle Reassembly • 06-3-13

Group 06, Transaxle 8. Install impeller hub gear on stator support.

14. Install adaptor plate to converter housing and converter housing to transaxle housing attaching screws and lock-washers. Torque to :30~33N•m (22~25lbf•ft)

Install pump idler shaft in spacer plate. Install idler gear inner thrust washer.

10. Install pump drive idler gear and bearing on idler shaft. Install idler gear outer thrust washer.

15. Install oil pressure regulator valve sleeve assembly through the spacer plate and into converter housing. Torque regulator sleeve to : 20~26N•m(15~20 lbf•ft) 16. Install oil filter on regulator sleeve as per instructions on filter.

11. Install the converter bearing and impeller hub oil seal in converter housing, as illustrated. Apply a thin coat of grease between seal lips prior to further assembly.

17. Install charging pump with attaching bolts and washers and torque to : 16~22N•m (12~16 lbf•ft)

12. Install (position) a new converter housing gasket on the spacer plate. 13. Install converter housing on adaptor plate (fit over dowels) and to transaxle case. Be careful not to damage converter housing oil seal when moving over the stator support.

06-3-14 • Transaxle Reassembly

SM 1066

Group 06, Transaxle 18. Install control valve assembly to transaxle case with attaching bolts and washers and torque to : 16~22N•m (12~16 lbf•ft) 19. Install oil supply tube assembly.

20. Install torque converter assembly by sliding onto stator support.

SM 1066

Transaxle Reassembly • 06-3-15

GROUP 13

GROUP 13 ELECTRICAL SYSTEM

Cautions for working on the electrical system ..... Section 1 Electrical systemGSpecifications and features ........Section 2 Electrical Circuit diagram & Electrical parts Arrangement ...........................................................Section 3 Instrument Pod ........................................................Section 4 Elctrical componentsGSpecification and operation ...........................................................Section 5 Troubleshooting of electrical system ......................Section 6

SM 1066

Group 13, Electrical system

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.

SM 1066

Cautions for working on the electrical system • 13-1-1

Group 13, Electrical System

Section 2 Electrical system Specifications and features

Features of the electrical system

Specification

The electrical system of C15-20s model is consisted of start-up circuits, instrument panel and auxiliary circuits. Inputs and outputs of most circuits is controlled by a microprocessor located in the instrument panel.

Voltage and Grounding System voltage: 12 Volt

Start-up circuit

System earthing: Engine body (LPG) or Transaxle (Diesel)

The start-up circuit consists of the high power circuits such as used for engine starting, battery charging, etc.

Battery Diesel

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.

Auxiliary circuit

<4TNV88> Type: 12 Volt 80 AH (20 hr) Cold start current: 630 Amp (T18 ଇ) Capacity: 130 minutes (27 ଇ)

LPG •

<MMC 4G63> Type: 12 Volt 45 AH (20 hr) Cold start current: 430 Amp (T18 ଇ) Capacity: 71 minutes (27 ଇ)

•

<HMC THETA 2.4> Type: 12 Volt 45 AH (20 hr) Cold start current: 410 Amp (T18 ଇ) Capacity: 71 minutes (27 ଇ)

The auxiliary circuit consists of lamps, horn and warning devices. They are turned “ON” and “OFF” by the operator as required.

Start motor

SM 1066

•

Diesel Specification 12 Volt 2.3 kW

•

LPG Specification MMC: 12 Volt 1.2 kW HMC: 12 Volt 1.4 kW

Electrical system Specifications and features • 13-2-1

Group 13, Electrical System

Section 3 Electrical Circuit Diagram & Electrical Parts Arrangement

Configuration (1) WIRING DIAGRAM (2) INSTALL ELECTRICAL COMPONENT & HARNESS MAIN (3) INSTALL BATTERY MOUNTING (4) INSTALL ACCESSORY (5) INSTALL TILT ALARM

ENGINE 1) DIESEL (Tier 3) .............................................................. (1),(2),(3) 2) LPG MMC (Non Tier) ..................................................... (1),(2),(3) 3) LPG HMC (Tier 4)........................................................... (1),(2),(3) 4) DIESEL / LPG (MMC/HMC)...............................................(4),(5)

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-1

Group 13, Electrical System 1) DIESEL(Tier 3) WIRING DIAGRAM - C15-20s DIESEL(Tier 3) - (IN28345 1/3)

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13-3-2 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System WIRING DIAGRAM - C15-20s DIESEL(Tier 3) - (IN28345 2/3)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-3

Group 13, Electrical System WIRING DIAGRAM - C15-20s DIESEL(Tier 3) - (IN28345 3/3)

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13-3-4 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s DIESEL(Tier 3) - (SI48412 1/2)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-5

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s DIESEL(Tier 3) - (SI48412 2/2)

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13-3-6 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s DIESEL(Tier 3) - (SI45330 1/4) czpT[\ZZW|GXV[e

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-7

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s DIESEL(Tier 3) - (SI45330 2/4) czpT[\ZZW|GYV[e

•

13-3-8 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s DIESEL(Tier 3) - (SI45330 3/4)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-9

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s DIESEL(Tier 3) - (SI45330 4/4)

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13-3-10 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL BATTERY MOUNTING - C15-20s DIESEL(Tier 3) - (SI48235 1/2) czpT[_YZ\jGXVYe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-11

Group 13, Electrical System INSTALL BATTERY MOUNTING - C15-20s DIESEL(Tier 3) - (SI48235 2/2)

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13-3-12 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System 2) LPG MMC(Non Tier) WIRING DIAGRAM - C15-20s LPG MMC(Non Tier) - (IN28289 1/3)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-13

Group 13, Electrical System WIRING DIAGRAM - C15-20s LPG MMC(Non Tier) - (IN28289 2/3)

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13-3-14 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System WIRING DIAGRAM - C15-20s LPG MMC(Non Tier) - (IN28289 3/3)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-15

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC(Non Tier) - (SI45329 1/3) czpT[\ZY`qGXVZe

•

13-3-16 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC(Non Tier) - (SI45329 2/3)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-17

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC (Non Tier) - (SI45329 3/3) czpT[\ZY`GZVZe

•

13-3-18 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC(Non Tier) - (SI45331 1/4)

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SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-19

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC(Non Tier) - (SI45331 2/4)

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13-3-20 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC(Non Tier) - (SI45331 3/4)

czpT[\ZZXzGZV[e

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-21

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG MMC(Non Tier) - (SI45331 4/4)

czpT[\ZZXzG[V[e

•

13-3-22 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL BATTERY MOUNTING - C15-20s LPG MMC(Non Tier) - (SI45315 1/3)

czpT[\ZX\GXVZe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-23

Group 13, Electrical System INSTALL BATTERY MOUNTING - C15-20s LPG MMC(Non Tier) - (SI45315 2/3)

czpT[\ZX\GYVZe

•

13-3-24 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL BATTERY MOUNTING - C15-20s LPG MMC(Non Tier) - (SI45315 3/3)

czpT[\ZX\GZVZe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-25

Group 13, Electrical System 3) LPG HMC(Tier 4) WIRING DIAGRAM - C15-20s LPG HMC(Tier 4) - (IN28427 1/5) cpuTY_[Y^jGXV\e

•

13-3-26 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System WIRING DIAGRAM - C15-20s LPG HMC(Tier 4) - (IN28427 2/5)

cpuTY_[Y^GYV\e

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-27

Group 13, Electrical System WIRING DIAGRAM - C15-20s LPG HMC(Tier 4) - (IN28427 3/5)

cpuTY_[Y^GZV\e

•

13-3-28 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System WIRING DIAGRAM - C15-20s LPG HMC(Tier 4) - (IN28427 4/5)

cpuTY_[Y^G[V\e

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-29

Group 13, Electrical System WIRING DIAGRAM - C15-20s LPG HMC(Tier 4) - (IN28427 5/5)

cpuTY_[Y^G\V\e

•

13-3-30 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG HMC(Tier 4) - (SI49389 1/3)

czpT[`Z_`kGXVZe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-31

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG HMC(Tier 4) - (SI49389 2/3)

czpT[`Z_`kGYVZe

•

13-3-32 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG HMC(Tier 4) - (SI49389 3/3)

czpT[`Z_`GZVZe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-33

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG HMC(Tier 4) - (SI49316 1/2)

czpT[`ZX]lGXVYe

•

13-3-34 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ELECTRICAL COMPONENT & HARNESS MAIN - C15-20s LPG HMC(Tier 4) - (SI49316 2/2)

czpT[`ZX]lGYVYe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-35

Group 13, Electrical System INSTALL BATTERY MOUNTING - C15-20s LPG HMC(Tier 4) - (SI49306 1/1) czpT[`ZW]mGXVXe

•

13-3-36 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System 4) DIESEL / LPG (MMC / HMC) INSTALL ACCESSORY - C15-20s DIESEL / LPG(MMC / HMC) - (SI45429 1/2) czpT[\[Y`qGXVYe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-37

Group 13, Electrical System INSTALL ACCESSORY - C15-20s DIESEL / LPG(MMC / HMC) - (SI45429 2/2)

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13-3-38 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System INSTALL ACCESSORY - C15-20s DIESEL / LPG(MMC / HMC) - (SI45430 1/1) czpT[\[ZWlGXVXe

•

SM 1066

Electrical Circuit Diagram & Electrical Parts Arrangement • 13-3-39

Group 13, Electrical System INSTALL TILT ALARM - C15-20s DIESEL / LPG(MMC / HMC) - (SI45460 1/1) czpT[\[]WmGXVXe

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13-3-40 • Electrical Circuit Diagram & Electrical Parts Arrangement

SM 1066

Group 13, Electrical System

Section 4 Instrument Pod 1. Display Monitor 1.1 Name of Indicator 3

2 12 H

09/09 Fri C20LPG

15:35 7.3HR

13 14 15

1. 2. 3. 4. 5. 6. 7. 8.

Coolant Temperature Gauge Fuel Gauge Transaxle Oil Temperature Engine Oil Pressure Engine check Alternator Charging Status Service Icon LCD Display

9. 10. 11. 12. 13. 14. 15.

Strobe light switch Glow Plug Preheat Seat switch Parking Brake Work Lamp Switch Rear Work Lamp Switch Function Key

SM 1066

Instrument Pod • 13-4-1

Group 13, Electrical System 2. Explanation of function 2.1 Fuel gauge Displays the remaining fuel status. Blue status means full, and red status mean empty.

2.2 Coolant temp gauge This is divided to 3 colors. •

Red: Engine over temp over 110 degree

•

Yellow : Normal operating temp

• Blue : Low temp If the temp gauge wiring is damaged or there is no change in reading within 10 minutes of engine being started, the pod recognize an error with gauge and will shut down engine. If the coolant temp is over 116 degree, the pod shut down the engine after a warning buzzer.

2.3 Error and warning display 2.3.1 Transaxle oil temp Indicates an over temp condition of transaxle. If this LED is on, please key off the truck and check for cause of condition. The engine will be automatically shut down after a 30 second warning buzzer.

2.3.2 Alternator charging status Indicates the charging status of battery when operating engine. If alternator fails to charge the battery during engine operation, this icon will be turned on.

2.3.3 Error / Maintenance icon Indicates an error or that maintenance interval has been reached (if maintenance hours are set). This icon will illuminate and the LCD will display error information. Operator should check the truck according to the set service corrective action.

2.3.4 Engine checking If there is an engine fault, this icon will be turned on.

SM 1066

Instrument Pod • 13-4-2

Group 13, Electrical System 2.3.5 Seat belt.

2.5.1 Work light switch

This icon is only for warning seat belt for 3 seconds. If truck is equipped with optional belt switch or seat switch, this can control the truck's operation.

Controls the work lights located on front of truck. Pressing this will activate the lights, pressing it again will deactivate the lights.

2.3.6 Parking brake This indicates the parking brake switch status. If the parking brake is set, the forward and reverse solenoid is cut off, and truck will not travele. If the key switch is turned off with the parking brake released, the buzzer will activate. Setting the parking brake will prevent this warning.

2.5.2 Rear work light switch Controls the work light located on rear of truck. Pressing this will activate the light, pressing it again will deactivate the light.

2.5.3 Strobe light switch

2.4 Data display Displays information relating to truck status, for example date, time, model name and working hours. Truck errors and related information are displayed here as well.

09/09 Fri C20LPG

15:35 2.0HR

Controls the strobe light. Pressing this will activate the light, pressing it again will deactivate the light.

2.5 Functional switch Composed of 6 switches for checking truck status, functional setting, error diagnosis and lamp control.

SM 1066

Instrument Pod • 13-4-3

Group 13, Electrical System 3. Major function of truck 3.1 Engine shu tdown Engine will be shut down after a warning when the pod detects a significant truck error. If engine shut down occurs, the operator should promptly stop the truck and perform repairs to remedy the cause. The engine shutdown function will be activated according to the following 4 major causes. This function setup can be controlled by setting the function on the instrument panel. The following modes are available under Menu Mode Configuration Table 1.7.7. 1. Off: The engine shut down function iMenu mode is activated by pressing the mode switch button. 2. Beeper: When the engine shutdown function is activated, a buzzer alarm sounds inside the instrument panel. 3. Horn: When the engine shutdown function is activated, a horn alarm mounted on the vehicle sounds. 3.1.1 Engine coolant water temp During truck operation, if engine coolant temp is 116 degrees or temp sensor shows no change for 10 minutes, a warning buzzer will sound for 30 seconds followed by engine shutdown. The truck may be restarted but the engine will be shut down again if the error is not cleared. 3.1.2 Engine oil pressure During truck operation, if engine oil pressure is lower than the regulated pressure, a warning buzzer will sound for 30 seconds followed by engine shutdown. The truck may be restarted but the engine will be shut down again if the error is not cleared.

tion. Travel will resume only after the directional lever has been returned to neutral and then re-engaged in desired direction.

3.2 Neutral start Pod is configured so that if directional lever is engaged in forward and reverse position when the truck is not running, the truck can not be started to prohibit sudden movement. To start truck, operator should place the directional lever in neutral position.

3.3 Anti-restart Once the truck is running the starter motor will not engage again until the ignition has been switched off. (Start motor protection function)

3.4 Parking brake reminder If the key is switched off and the parking brake is not set, the buzzer will activate. Setting the parking brake will prevent this warning.

3.5 Seat switch travel enable (Optional) If operator leaves the seat for 3 seconds, the forward or reverse directional solenoid is switched to neutral position. Travel will resume only after the directional lever has been returned to neutral and then re-engaged in desired direction. The operator must be in the seat to operate the truck in either forward or reverse direction.

3.6 Lamp switch mode

3.1.3 Transaxle oil temp. During truck operation, if transaxle oil temp is over 120 degrees, a warning buzzer will sound for 30 seconds followed by engine shutdown. The truck may be restarted but the engine will be shut down again if the error is not cleared. 3.1.4 Seat switch (Optional) If the operator leaves the seat for 3 seconds with directional lever engaged, the truck will be shut down without a warning signal. At that time, the truck can be re-started only when key switch is cycled off and directional lever is positioned in neutral. This option can be reprogrammed through the functional mode setting of the pod as follows: If operator leaves the seat for 3 seconds, the forward or reverse directional solenoid is switched to neutral posi-

Pod function settings for operating mode of work lamp, rear work lamp, and strobe light. 3.6.1. Work lamp Work lamp can be turned on and off by switch on Pod or Key switch. The function is accessible in Menu Mode Configuration Table 1.7.3. Work lamp switch mode (Standard) : Lamp turned on and off by switch on Pod. Key switch mode: Lamp turned on and off by key switch.

SM 1066

Instrument Pod • 13-4-4

Group 13, Electrical System 3.6.2 Rear work light Rear work light can be turned on by switch on Pod, key switch, or by placing directional lever in reverse. The function is accessible in Menu Mode Configuration Table 1.7.4. Rear work light switch on Pod (Standard): Lamp turned on and off by switch on Pod. Key switch mode: Lamp turned on and off by key switch. Reverse lever mode: Lamp only turned on when changing the lever to reverse direction. Reverse and switch mode: The lamp is turned on and off by the reverse switch and the Rear work light switch. 3.6.3 Strobe light Strobe light can be turned on by switch on Pod and key switch. The function is accessible in Menu Mode Configuration Table 1.7.13. Strobe light Switch on Pod (Standard): Lamp turned on and off by switch on Pod. Key switch mode: Lamp turned on and off by key switch. Reverse lever mode: Lamp only turned on when changing the lever to reverse direction. Reverse and switch mode: The strobe light is turned on and off by the reverse switch and the Strobe light switch.

SM 1066

Instrument Pod • 13-4-5

Group 13, Electrical System 4. Functional setting and operation 4.1 Operating method for mode switch 4.1.1 Mode switch Menu mode is activated by pressing the mode switch button. 4.1.2 Explanation of mode switch The light switches only activate lights during normal operation and not while accessing mode menu.

Switch

Function

ETC

1. For entering mode menu 2. For moving to the lower menu on pressing menu mode. 1. For leaving menu mode. 2. For moving to the higher mode on pressing menu mode. 1.For moving to the left menu.

Speed limit switch(option)

1. For moving to the right memu.

Strobe light switch

1. For setting the data, increasing the factor on menu.

Rear work light switch

1. For setting the data, decreasing the factor on menu.

Work light switch

• The light switches only activate lights during norman operation and nor while accessing mode menu.

SM 1066

Instrument Pod • 13-4-6

SM 1066

ͶΣΣΠΣ͑͹ΚΤΥΠΣΪ

ͥ͢͟

ͥ͢͟͟͢

ʹͣ͑͡;ΠΕΖΝ

ͣ͢͟ ͣ͢͟͟͢ ͣͣ͢͟͟ ͣͤ͢͟͟ ͣͥ͢͟͟ ͣͦ͢͟͟ ͣͧ͢͟͟ ͣͨ͢͟͟ ͣͩ͢͟͟ ͣͪ͢͟͟ ͣ͢͟͟͢͡ ͣ͢͟͟͢͢

ͤͣ͢͟͟

΄ΨΚΥΔΙ͑΄ΥΒΥΦΤ ͼΖΪ͑΄ΥΒΣΥ ΁ΒΣΜΚΟΘ͑ͳΣΒΜΖ ͷΠΣΨΒΣΕ ΃ΖΧΖΣΤΖ ΅͠;͑΀ΚΝ͑΅ΖΞΡ Ͷ͠΀ΚΝ͑΁ΣΖΤΤΦΣΖ ͽ΁͸͑΁ΣΖΤΤΦΣΖ ΄ΖΒΥ ΀ΡΥΚΠΟ͑͢ ΀ΡΥΚΠΟ͙͑ͣ͑΅ΚΝΥ͚ ͵ΦΒΝ͑ͷΦΖΝ

ͥ͢͟͢͟͢

;ΠΕΖΝ͑΄ΖΥΦΡ ʹ͢͡ ;ΠΕΖΝ ʹ͑͢͡;ΠΕΖΝ

Ͷͽ͹͞΄͑·ΖΣΤΚΠΟ

ͤ͢͟͢͟͢

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΄;ʹ͑·ΖΣΤΚΠΟ

Ͷͽ͹͞;͑·ΖΣΤΚΠΟ

ͣ͢͟͢͟͢

΄ͽʹ͑·ΖΣΤΚΠΟ

΅ΣΦΔΜ͑·ΖΣΤΚΠΟ

͢͟͢͟͢͢

͵ΚΤΡΝΒΪ͑·ΖΣΤΚΠΟ

ͪ͢͟͢͟

͢͟͢͟͢͡

ͲΔΔΖΝ͑·ΠΝΥΒΘΖ

΄ΪΤΥΖΞ͑͹ΠΦΣ

ͧ͢͟͢͟

΄ΥΖΡ͑;ΠΥΠΣ͑΃ΒΟΘΖ

΀ΡΖΣΒΥΚΟΘ͑͹ΠΦΣ͑

ͦ͢͟͢͟

ͨ͢͟͢͟

΅͠;͑΀ΚΝ͑΅ΖΞΡ

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ͩ͢͟͢͟

ͷΦΖΝ͑ͽΖΧΖΝ

ͶΟΘ͑Έ͠΅ΖΞΡ͑

ͣ͢͟͢͟

΁΀͵͑͑ ΄΅Ͳ΅Ά΄ ͳΒΥΥΖΣΪ͑·ΒΝΥΒΘΖ

͢ ͢͟͢ ͢͟͢͟͢

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΁Ͳ΃Ͳ;Ͷ΅Ͷ΃΄

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΄ΥΠΣΖΕ͑ͽΒΥΖΤΥ͑͑͢͡ͶΣΣΠΣΤ ΆΡΡΖΣ͑ΔΠΝΦΞΟ͑ͫͶΣΣΠΣ͑ΔΠΕΖ͑ΨΠΣΜΚΟΘ͑ΙΠΦΣ ͙͟͡͡͡͡͡͹΃͚͑͑͠ΝΠΨΖΣ͑ΔΠΝΦΞΟͫͶΣΣΠΣ͑ΕΖΤΔΣΚΡΥΚΠΟ

ʹͤͣʹ͸͝ʹͤͤ͵͝ʹͤͤͽ͝ʹͤͦ͵͝ʹͤͦͽ͑͝ʹͤͦ͸͑͝ʹͤͦʹ͸

ʹͣͦʹ͸͝ʹͤ͡͵͝ʹͤ͡ͽ͝ʹͤ͡ʹͽ͝ʹͤ͡͸͝ʹͤ͡ʹ͸͝ʹͤͣʹͽ͝ʹͤͣ͸͝

ʹͣ͡͵͝ʹͣ͡ͽ͝ʹͣ͡ʹͽ͝ʹͣ͡͸͝ʹͣ͡ʹ͸͝ʹͣͦ͵͝ʹͣͦͽ͝ʹͣͦʹͽ͝ʹͣͦ͸͝

;ΠΕΖΝ͑ΟΒΞΖ͑ΠΗ͑ΦΤΖ͑ΥΣΦΔΜ ʹͦ͢͵͝ʹͦ͢ͽ͝ʹͦ͢ʹͽ͝ʹͩ͢͵͝ʹͩ͢ͽ͝ʹͩ͢ʹͽ͝ʹͣ͡Τ͵͝ʹͣ͡Τͽ͝ʹͣ͡Τʹ ʹͦ͢͵ ʹͦ͢ͽ ʹͦ͢ʹͽ ʹͩ͢͵ ʹͩ͢ͽ ʹͩ͢ʹͽ ʹͣ͡Τ͵ ʹͣ͡Τͽ ʹͣ͡Τʹ

͵ΚΤΡΝΒΪ͑ΥΣΦΔΜ͑ΤΥΒΥΦΤ͑ΗΠΣ͑ΤΨΚΥΔΙ͑ ͼΖΪ͑ΤΥΒΣΥ͑ΤΚΘΟΒΝ ΁ΒΣΜΚΟΘ͑ͳΣΒΜΖ ͵ΚΤΡΝΒΪ͑ΗΠΣΨΒΣΕ͑ΤΥΒΥΦΤ ͵ΚΤΡΝΒΪ͑ΣΖΧΖΣΤΖ͑ΤΥΒΥΦΤ ΅͠;͑΀ΚΝ͑΅ΖΞΡ Ͷ͠΀ΚΝ͑΁ΣΖΤΤΦΣΖ ͽ΁͸͑΁ΣΖΤΤΦΣΖ ΄ΖΒΥ ΀ΡΥΚΠΟ͑͢ ΅ΚΝΥ͑ͽΚΞΚΥ͑ΤΨΚΥΔΙ ΄ΨΚΥΔΙ͑ΗΠΣ͑ΤΖΝΖΔΥΚΠΟ͑ΠΗ͑͵ΦΒΝ͑ͷΦΖΝ

͵ΚΤΡΝΒΪ͑Ͷͽ͹͞΄Άͳ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑

͵ΚΤΡΝΒΪ͑Ͷͽ͹͞;ͲͺͿ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑

͵ΚΤΡΝΒΪ͑΄;ʹ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑

͵ΚΤΡΝΒΪ͑ΥΣΦΔΜ͑ΔΠΟΥΣΠΝΝΖΣ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑

͵ΚΤΡΝΒΪ͑΄ʹͽ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ͑

͵ΚΤΡΝΒΪ͑ΡΣΠΘΣΒΞ͑ΧΖΣΤΚΠΟ

͵ΚΤΡΝΒΪ͑ΤΥΖΡ͑ΞΠΥΠΣ͑ΣΒΟΘΖ

͵ΚΤΡΝΒΪ͑ΒΔΔΖΝΖΣΒΥΠΣ͑ΧΠΝΥΒΘΖ

͵ΚΤΡΝΒΪ͑ΤΪΤΥΖΞ͑ΨΠΣΜΚΟΘ͑ΙΠΦΣ͙ΆΟΔΙΒΟΘΖΒΓΝΖ͚

͵ΚΤΡΝΒΪ͑ΥΣΒΧΖΝ͑ΙΠΦΣ͙͑ΔΙΒΟΘΖΒΓΝΖ͚

͵ΚΤΡΝΒΪ͑΅͠;͑ΠΚΝ͑ΥΖΞΡ͟

͵ΚΤΡΝΒΪ͑ΖΟΘΚΟΖ͑ΔΠΠΝΒΟΥ͑ΨΒΥΖΣ͑ΥΖΞΡ

͵ΚΤΡΝΒΪ͑ΗΦΖΝ͑ΝΖΧΖΝ

͵ΒΥΒ͑ΚΟΗΠΣΞΒΥΚΠΟ͑ΠΗ͑΁΀͵ ΅ΣΦΔΜ͑ΤΥΒΥΦΤ ͵ΚΤΡΝΒΪ͑ΓΒΥΥΖΣΪ͑ΧΠΝΥΒΘΖ

͵Ͷ΄ʹ΃ͺ΁΅ͺ΀Ϳ

;ͺͿ

ʹͣ͡͵

;ͺͿ ʹͦ͢͵

;ͺͿ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ

·͑Ω͟ΩΩ

ΩΩ͖

͟͡͡ ·

͡ఁ

͖͡

;ͺͿ ͟͡͡·

;ͲΉ

ʹͤͣʹ͸

;ͲΉ ʹͣ͡Τʹͽ

;ͲΉ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ ʹΝΠΤΖ

·͑Ω͟ΩΩ

͖͢͡͡

ͦ͟͡·

ͪͪͪͪ

ͦ͢͡ఁ

͖͢͡͡

;ͲΉ ͤ͟͡͡·

ͳͲ΄Ͷ

ʹͣ͡͵

ͳͲ΄Ͷ ʹͦ͢͵

ͳͲ΄Ͷ ΀ΡΖΟ ʹΝΠΤΖ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ ΀ΡΖΟ

ͳͲ΄Ͷ

΄Ͷ΅͑΁΀ͺͿ΅͑

Ͳ͵ͻΆ΄΅

͓͓͜͠͞

Ͳ͵ͻΆ΄΅ ͓͓͜͠͞

Ͳ͵ͻΆ΄΅

‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬

‫م‬

Ͳ΁΁ͽͺʹͲ΅ͺ΀Ϳ͑Ͳ΃ͶͲ΄ ΅͹Ͷ ΅͹Ͷ Ͳ;Ͷ΃ͺʹͲ΄ Ͷͽ͹͙΀΁΅͚ Ͳ;Ͷ΃ͺʹͲ΄ ΀΅͹Ͷ΃ ‫م‬ ‫م‬ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬

Group 13, Electrical System

4.2 Menu mode configuration table

Instrument Pod • 13-4-7

ʹͲͿ͑΄ΖΥΦΡ

ΤΨΚΥΔΙ͑͝ΜΖΪ ΤΨΚΥΔΙ͑͝ΜΖΪ͑͝ΣΖΧΖΣΤΖ͑͝ΤΨ͗ΣΖΧ

΄ʹ΀Ά΅͑;ΠΕΖ

Ͷ͹·͑;ΠΕΖ

ͷΦΟΔΥΚΠΟ͑΄ΖΥΦΡ ΀ΡΖΣΒΥΚΠΟ͑͹ΠΦΣ

;ΒΚΟΥΖΟΒΟΔΖ

ΈΠΣΜ͑ͽΒΞΡ

΃ΖΒΣ͑ΈΠΣΜ͑ͽΒΞΡ

ͧͥ͢͟͟

ͧͦ͢͟͟

ͨ͢͟ ͨ͢͟͟͢

ͨͣ͢͟͟

ͨͤ͢͟͟

ͨͥ͢͟͟

ΤΖΒΥ͑͝ΤΖΒΥΓΖΝΥ͑͝΅ΣΒΧΖΝ ͶΣΒΤΖ͑ͶΣΣΠΣ͑͹ΚΤΥΠΣΪ

ͶΟΘΚΟΖ͑΄͠͵ΠΨΟ

΄ΖΒΥ͑

ͶΣΣΠΣ͑΃ΖΤΖΥ

΄͠ͽ͑ͶΟΒΓΝΖ

΄ΡΖΖΕ͑͵ΚΤΡΝΒΪ

΄ΡΖΖΕ͑ͽΚΞΚΥ

΄ΥΣΠΓΖ͑ΝΒΞΡ͑

͹Ί͵͑ͽΚΗΥ͞Ά΁

͹Ί͵͑΅ΚΝΥ͞ͺͿ

͹Ί͵͑΅ΚΝΥ͞΀Ά΅

͹Ί͵͑ͲΦΩ͢͞ͺͿ

ͨͨ͢͟͟

ͨͩ͢͟͟

ͨͪ͢͟͟

ͨ͢͟͟͢͡

ͨ͢͟͟͢͢

ͨͣ͢͟͟͢

ͨͤ͢͟͟͢

ͨͥ͢͟͟͢

ͨͦ͢͟͟͢

ͨͧ͢͟͟͢

ͨͨ͢͟͟͢

ΠΡΥΚΠΟ͑͑͢ΤΨ͑͝ΜΖΪ

SM 1066

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉ͑͢ͺͿ

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑΅ͺͽ΅͑΀Ά΅

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑΅ͺͽ΅͑ͺͿ

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͽͺͷ΅͑Ά΁

ΤΨΚΥΔΙ͑͝ΜΖΪ͑͝ΣΖΧΖΣΤΖ͑͝ΤΨ͠ΣΖΧ

ΠΗΗ͑ͤ͑͝ί͑ͤ͡ΜΞ͠Ι͙ΤΥΖΡ͑͢ΜΞ͠Ι͚

ΜΞ͠Ι͑͝;΁͹

ΠΟ͑͝ΠΗΗ

ΓΖΖΡΖΣ͑͝ΙΠΣΟ͑͝ΠΗΗ

΀ΡΥΚΠΟ͑͑͢΀ΦΥ

΁ΒΣΜΚΟΘ͑΃ΖΞΚΟΕ

ͨͦ͢͟͟

ͨͧ͢͟͟

ΠΗΗ͑ͦ͝͡ί͙ͣ͡͡͡ΤΥΖΡ͚͑ͦ͡

匶垫͑昪洛 ΠΗΗ͑͝͡ί͙ͪͪͦ͡ΤΥΖΡ͚͑ͦ͡

ΠΟ͑͝ΠΗΗ

ΞΒΤΥΖΣ͑͝ΤΚΟΘΝΖ

ʹΒΟ͑;ΠΕΖ

΄Ͷʹ;͑;ΠΕΖ

ͧͤ͢͟͟

ΠΟ͑͝ΠΗΗ

ͧͣ͢͟͟

ʹͲͿ͑΄ΖΥΦΡ

΄ΡΖΖΕ͑ͽΚΞΖΥΖΣ

ͧ͢͟

ͧ͢͟͟͢

ΠΟ͑͝ΠΗΗ

ͽ΁΄͑;ΠΕΖ

ͧͥ͢͟͟

ΠΟ͑͝ΠΗΗ

Ͷ͹͑;ΠΕΖ

ͺΕΝΖ͑ΦΡ͑;ΠΕΖ

ΠΟ͑͝ΠΗΗ

΀ΡΥΚΠΟ͑΄ΖΥΦΡ

ͧͤ͢͟͟

ͧ͢͟͟͢

΁ΒΤΤΨΒΣΕ͑ʹΙΒΟΘΖ

ͽΠΔΜ͑͝ΆΟΝΠΔΜ

΁ΒΤΤΨΠΣΕ͑΄ΖΥΦΡ ΠΟ͑͝ΠΗΗ

͵Ͷ΄ʹ΃ͺ΁΅ͺ΀Ϳ

ͧͣ͢͟͟

΀ΡΥΚΠΟ͑΄ΖΥΦΡ

΄ΡΖΖΕ͑ͽΚΞΚΥΖΣ

ͧ͢͟

΁ΒΤΤΨΠΣΕ͑ͽΠΔΜ

΁ΒΤΤΨΒΣΕ͑ʹΙΒΟΘΖ

ͦͤ͢͟͟

΁ΒΤΤΨΠΣΕ͑΄ΖΥΦΡ ͺΘΟΚΥΚΠΟ͑;ΠΕΖ

ͦ͢͟ ͦ͢͟͟͢

ͦͣ͢͟͟

΁Ͳ΃Ͳ;Ͷ΅Ͷ΃΄

Ϳ΀

͖ͦ͡

΄ΨΚΥΔΙ

΀ΗΗ

ΜΞ͠Ι

΀Ο

ΊΖΤ

΄ΖΒΥ

΀ΗΗ

΀Ρ͑͢ΤΨ

΄ΨΚΥΔΙ

΀ΗΗ

;ͺͿ ͡

΀Ο

;ΒΤΥΖΣ

΀Ο

;ͺͿ

΀Ο

;ͺͿ

͡͡͡͡͡

ͽΠΔΜ

;ͺͿ ΀Ο

͖͢͡͡

ΤΨ͠ΣΖΧ

ͤ͡

;΁͹

΀ΗΗ

΀ͼ

΅ΣΒΧΖΝ

ͳΖΖΡΖΣ

ͼΖΪ

ΤΨ͗ΣΖΧ

ͼΖΪ

ͣ͡͡͡

;ͲΉ ͪͪͦ͡

΀ΗΗ

΄ΚΟΘΝΖ

΀ΗΗ

;ͲΉ

΀ΗΗ

;ͲΉ

ͪͪͪͪͪ

ΆΟΝΠΔΜ

;ͲΉ ΀ΗΗ

͖ͨ͡

͖͢͡͡

ͼΖΪ

ͼΞ͠Ι

΀ΗΗ

ΊΖΤ

͓͓͜͠͞

͓͓͜

͓͓͜͠͞

ΙΠΣΟ ΅ΣΒΧΖΝ

͓͓͜͠͞

Ͳ͵ͻΆ΄΅ ͓͓͜͠͞

͓͓͜͠͞

Ͳ͵ͻΆ΄΅

͓͓͜͠͞

Ͳ͵ͻΆ΄΅

͓͓͜͠͞

‫م‬

‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬

Ͳ΁΁ͽͺʹͲ΅ͺ΀Ϳ͑Ͳ΃ͶͲ΄ ΅͹Ͷ ΅͹Ͷ Ͳ;Ͷ΃ͺʹͲ΄ Ͷͽ͹͙΀΁΅͚ Ͳ;Ͷ΃ͺʹͲ΄ ΀΅͹Ͷ΃ Ͳ͵ͻΆ΄΅ ‫م‬ ‫م‬ ͓͓͜͠͞ ‫م‬ ‫م‬

ΙΠΣΟ

΀Ρ͑͢ΤΨ

΄ΨΚΥΔΙ

͢͡͡͡

ͳͲ΄Ͷ ͦ͡͡͡

΀ΗΗ

΄ΚΟΘΝΖ

΀ΗΗ

ͳͲ΄Ͷ

΀Η Η

΀ΗΗ

ͳͲ΄Ͷ

ͪ͡͡͡͡

ͽΠΔΜ

ͳͲ΄Ͷ ΀ΗΗ

΄Ͷ΅͑΁΀ͺͿ΅͑

Group 13, Electrical System

Instrument Pod • 13-4-8

΁Ͳ΃Ͳ;Ͷ΅Ͷ΃΄

͹Ί͵͑ͲΦΩ͢͞΀Ά΅

͹Ί͵͑ͲΦΩͣ͞ͺͿ

͹Ί͵͑ͲΦΩͣ͞΀Ά΅

·ΒΝΧΖ͑΅ΪΡΖ

ʹΝΠΔΜ͑΄ΖΥΦΡ ΊΖΒΣ ΊΖΒΣ

;ΠΟΥΙ

͵ΒΥΖ

ΈΖΖΜ

͹ΠΦΣ

;ΚΟΦΥΖ

Ϳ΀

ͨͩ͢͟͟͢

ͨͪ͢͟͟͢

ͨͣ͢͟͟͡

ͨͣ͢͟͟͢

ͩ͢͟ ͩ͢͟͟͢ ͩ͢͟͟͢

ͩͣ͢͟͟

ͩͤ͢͟͟

ͩͥ͢͟͟

ͩͦ͢͟͟

ͩͧ͢͟͟

͖ͦ͡ ͖ͦ͡

͖ͦ͡ ͖͢͡͡

͖͢͡͡

͖͢͡͡ ͖͢͡͡

͖͢͡͡

͖ͨ͡

΄Ͷ΅͑΁΀ͺͿ΅͑

;ΚΟΦΥΖ͑ΤΖΥΦΡ

͹ΠΦΣ͑ΤΖΥΦΡ

ΈΖΖΜ͑ΤΖΥΦΡ

͵ΒΥΖ͑ΤΖΥΦΡ

;ΠΟΥΙ͑ΤΖΥΦΡ

ʹΝΠΔΜ͑΄ΖΥΦΡ ΊΖΒΣ͑ΤΖΥΦΡ ΊΖΒΣ͑ΤΖΥΦΡ

;΀Ϳ

;ͺͿ ͪ͢͡͡

ͦͪ

ͣͤ

΄ΆͿ

ͤ͢

ͣ͢

;ͲΉ ͣͪͪ͡

ͳͲ΄Ͷ ͣͦ͡͡

΁ΣΠΡΠΣΥΚΠΟΒΝ͑ΧΒΝΧΖ͑ΤΡΠΠΝ͑ΤΖΥΥΚΟΘͫ͑ͤ͞΄΁͙͑΄΅͵͙͑ͥ͝͞΄΁͙͑΄΅͵͚͝ ͤ͞΄΁͙΄΅͵͚ ͥ͞΄΁͙ʹͽͲ;΁͚ ͤ͞΄΁͙΄΅͵͚ ͤ͞΄΁͙͑ʹΝΒΞΡ͚͑͗͑ͥ͞΄΁͙͑ʹΝΒΞΡ͚

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉͣ͑΀Ά΅

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉͣ͑ͺͿ

;ΒΩΚΞΦΞ͑ΠΡΖΣΒΥΚΟΘ͑΃΁;͑ΤΖΥΥΚΟΘ͑ΗΠΣ͑͹Ί͵͑ͲΆΉ͑͢΀Ά΅

͵Ͷ΄ʹ΃ͺ΁΅ͺ΀Ϳ ͓͓͜͠͞

͓͓͜͠͞

Ͳ͵ͻΆ΄΅ ͓͓͜͠͞ ͠

͓͓͜͠͞

‫م‬

‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬

‫م‬ ‫م‬

‫م‬

Ͳ΁΁ͽͺʹͲ΅ͺ΀Ϳ͑Ͳ΃ͶͲ΄ ΅͹Ͷ ΅͹Ͷ Ͳ;Ͷ΃ͺʹͲ΄ Ͷͽ͹͙΀΁΅͚ Ͳ;Ͷ΃ͺʹͲ΄ 27+(5 ‫م‬

Group 13, Electrical System

SM 1066

Instrument Pod • 13-4-9

Group 13, Electrical System # Menu Mode (Tree structure) Data Refer to Setup Sheet

0 4/2 5 T ue 1 3 : 5 4 C 20D

M e n u M od e 1 POD

Clock Setup 1.8

B a s i c S ta t u s 1.1

S w i t c h S ta t u s 1.2

S te p M o t o r R a n g e 1.1.10 7 0%

B a t t e r y V o l t a ge 1.1.1 12. 5V

F u el L ev el 1.1.2 85 %

SM 1066

Instrument Pod • 13-4-10

Group 13, Electrical System 4.3 Menu mode check and adjusting method. 4.3.1 Check for truck status Checking current truck status in real time

B a s i c S ta t u s 1.1 1. Battery voltage

B a t t e r y V ol t a ge 1.1.1 12. 5V 2. Fuel level

F u el L ev e l 1.1.2

85%

3. Engine coolant water temp

E n g W a t e r T emp 1.1.3 80°C 4. Transaxle oil temp

T / M O i l T emp 1.1.4 80°C 5. Display engine working hour

P O D H our 1.1.5

0003

6. System working hour

Sy stem Hour 1.1.6 0003 7. Program version

S / W V er s i o n 1.1.7 V 2.20 8. Pod serial number

S er i a l N u mbe r 1. 1.8 5A 00000A

9. Voltage of electric accelerator(Option)

10. Step motor output for speed limiter

A c c e l V ol t a g e 1.1.9 2. 50V S te p M o t o r R a n g e 1.1.10

SM 1066

Instrument Pod • 13-4-11

Group 13, Electrical System 4.3.2 Truck switch On/Off check Displays the current truck status, which can be checked in real time.

S w i t c h S ta t u s 1.2

1. Key switch

K e y S ta r t 1.2.1 Ope n

2. Parking brake switch

Parking Brake 1.2.2 Close

3. Forward switch

F o r w a rd 1.2.3

Ope n

4. Reverse switch

R e v e rse 1.2.4

Ope n

5. Transaxle oil temp switch

T / M O i l T emp 1.2.5 Ope n

6. Engine oil pressure switch

E n g O i l P r e s s ur e 1.2.6 Close

7. LPG pressure switch

LPG Pressure 1.2.7 Ope n

8. Seat switch

Seat Switch 1.2.8 Close

9. Optional switch

Option 1 1.2.9

Ope n

10. Optional swtich(Tilt limit)

Option 2(T i lt) 1.2.10 Ope n

11. Dual Fuel selection switch

Dual Fuel 1 . 2 . 11 O pe n

SM 1066

Instrument Pod • 13-4-12

Group 13, Electrical System 4.4 Model set When installed into the truck, the pod should be set to the correct truck model. According to the set model name, the pod will display accurate information for that model. 4.4.1 Model set composition Menu mode composition chart 1.3 1.3.1

Model C10

Model name C15D,C15L,C15CL,C18D,C18LC18CL,C20sD,C 20sL,C20sCL

MIN C15D

MAX C20sCL

BASE C15D

ADJUST "+/-"

4.4.2 Model set method

0 6/1 3 T ue 1 0 : 5 4 C20D 30. H R M e n u M od e 1 POD B a s i c S ta t u s 1.1

C2 0 Model 1.3.2 C35L

M o d el S e t u p 1.3

C2 0 Model 1.3.2 C20D

C2 0 Model 1.3.2 C20L

C 10 MODE L

C1 0 Model 1.3.1 C15D 4.5 Error history The pod can store the last 10 error codes. If the error count exceeds 10, then only the last 10 are stored. (Detailed info shows in article "5. Error diagnosis ")

SM 1066

Instrument Pod • 13-4-13

Group 13, Electrical System 4.6 Password change A password can be set for starting enable and function settings. According to the customers' demand, additional functions can be set by this function. 4.6.1 Starting enable password Setting this function only allows the truck to be started by entering the set password at key on. If the correct password is not entered, the truck will not start.

Digit

P a s s w o rd S e t u p 1.5

Input Password 00000 P a s sw or d O K !

10000

1000

100

Enter Key

Igni tion Mode 1.5.1 Of f Igni tion Mode 1.5.1 On

P a s s w o rd E r r o r

Input Password 0 0 0 00

SM 1066

Instrument Pod • 13-4-14

Group 13, Electrical System 4.6.2 Password for function set Setting this function only allows the menus to be accessed by entering the set password.

P a s s w o rd S e t u p 1.5 Input Password 00000

Input Password 0000 0

P a s sw or d O K !

P a s s w o rd E r r o r

Igni tion Mode 1.5.1 Of f

S e t u p Mod e 1.5.2 Of f S e t u p Mod e 1.5.2 On

4.6.3 Password change A manager can change the set password. DO NOT forget password!

P a s s w o rd S e t u p 1.5 Input Password 00000

Input Password 00000

P a s sw or d O K !

P a s s w o rd E r r o r

Igni tion Mode 1.5.1 Off

Password Change YES ? Password Change 1.5.3 00 000 Igni tion Mode 1.5.1 Off

SM 1066

Instrument Pod • 13-4-15

Group 13, Electrical System 4.7 Set on communication for option equipment This is for setting communicating data with Pod and optional equipment. If optional equipment is set with Pod, all of data of equipment are shown on Pod. This is set in truck before shipping, please do not adjust.

4.8 Optional function setting A changeable function that can be set according to operator's demand. Operator can only access this function with the set password. 4.8.1 Change the engine-working hour This is for changing engine-working hours on Pod in case of rebuild or replacement. The actual system hours of Pod can be checked, which is different from working hour displayed on Pod. Although service technician or operator can change the working hours, the system hours can not be changed.

Menu M ode 1 PO D B a s i c S ta t u s 1.1 F u n c t io n S e t up 1.7 Input Password 00000 P a s sw or d O K !

O p e r a ti o n H o u r 1.7.1 00 00 O p e r a ti o n H o u r 1.7.1 00 50

P a s s w o rd E r r o r

Input Password 0 0000

SM 1066

Instrument Pod • 13-4-16

Group 13, Electrical System 4.8.2 Maintenance hour setting For more efficient service of truck, maintenance reminders can be set on the Pod. When the truck reaches the set maintenance hours, a message will be displayed on the Pod.

Menu M ode 1 PO D B a s i c S ta t u s 1.1

F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 00 00

M a i n t en a n c e 1.7.2 O FF M a i n t en a n c e 1.7.2 00 50

4.8.3 Explanation of work light operation Work lamp could be turned on and off by lamp switch on Pod or Key switch. Work lamp switch mode (Standard): Lamp turned on and off by switch on Pod. Key switch mode: Lamp turned on and off by key switch

Menu M ode 1 PO D B a s i c S ta t u s 1.1

F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 0000

Wo r k L a mp 1.7.3 S wi t c h Wo r k L a mp 1.7.3 Key

SM 1066

Instrument Pod • 13-4-17

Group 13, Electrical System 4.8.4 Rear work light Rear work light could be turned on by switch on Pod, key switch, or reverse directional lever. Rear work light switch on Pod (Standard): Lamp turned on and off by switch on Pod. Key switch mode: Lamp turned on and off by key switch. Reverse lever mode: Lamp only turned on when changing the lever to reverse direction.

Menu M ode 1 PO D B a s i c S ta t u s 1.1 F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 00 00

R e a r W or k L a mp 1.7.4 SW &Rev R e a r W or k L a mp 1.7.4 Sw itch R e a r W or k L a mp 1.7.4 K ey R e a r W or k L a mp 1.7.4 Rever se

SM 1066

Instrument Pod • 13-4-18

Group 13, Electrical System 4.8.5 Strobe light Strobe light could be turned on by switch on Pod or key switch. Strobe light Switch on Pod (Standard): Lamp turned on and off by switch on Pod. Key switch mode: Lamp turned on and off by key switch.

S tr o b e L amp 1.7.13 SW &Re v

F u n c t io n S e t up 1.7

S tr o b e L amp 1.7.13 S w i tc h

O p e r a ti o n H o u r 1.7.1 0000

S tr o b e L amp 1.7.13 Ke y S tr o b e L amp 1. 7. 13 Re verse 4.8.6 Option output setting Option output can be set by 2 modes, which are key switch mode and On/Off switch mode. •

Option switch mode (Standard): Option is activated by optional switch.

•

Key switch mode: Option is activated by key switch.

Menu M ode 1 PO D B a s i c S ta t u s 1.1 F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 00 00

O pti on 1 O u t 1.7.5 O p1 S /W O pti on 1 O u t 1.7.5 Key

SM 1066

Instrument Pod • 13-4-19

Group 13, Electrical System 4.8.7 Parking brake reminder The Pod sounds a warning buzzer when the parking brake is not set and the operator leaves the seat. 3 types of warnings can be selected: horn (Standard), buzzer, and flashing of warning lamp on Pod depending on preference.

Menu M ode 1 PO D B a s i c S ta t u s 1.1

F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 00 00

Parking Remind 1.7.6 B e e pe r Parking Remind 1.7.6 O FF Parking Remind 1.7.6 H orn

4.8.8 Set for alarm of engine shutdown. If a major fault that influences the operation of truck is detected, the pod will issue a warning and then shutoff the engine. 2 types of warning signals can be selected: horn (Standard), or buzzer, depending on preference. This function can also be disabled within the pod settings.

Menu M ode 1 PO D B a s i c S ta t u s 1.1

F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 0 00 0

E ngi n e S /D own 1.7.7 B e epe r E ngi n e S /D own 1.7.7 OFF E ngi n e S /D own 1.7.7 H orn

SM 1066

Instrument Pod • 13-4-20

Group 13, Electrical System 4.8.9 Set for seat function 3 modes are available for seat or seat belt switch. Travel (Neutral Shift function) mode: If operator leaves seat for 3 seconds, while the directional lever is engaged in forward or reverse position, the directional solenoids return to neutral position. Seat Mode: If operator leaves seat for 3 seconds while the directional lever is engaged in forward or reverse position, the Pod will shut down the engine. Seatbelt Mode: When operating the truck if the seat belt is not fastened within 2 seconds, the pod will sound the warning signal.

F u n c t io n S e t up 1.7 O pe r at i o n H o u r 1.7.1 00 00

Seat Switch 1.7.8 Seat Seat Switch 1.7.8 S e a t B el t Seat Switch 1.7.8 T ravel

4.8.10 Eliminating fault history •

Clears fault history stored on Pod.

•

A cleared history can not be restored.

F u n c t io n S e t up 1.7 Error Reset 1.7.9 YES

O pe r at i o n H o u r 1.7.1 00 00

Error Reset 1.7.9 OK

SM 1066

Instrument Pod • 13-4-21

Group 13, Electrical System 4.8.11 Speed limit function(Option) •

If the truck is equipped with speed limiter, the operator can enable the function by this setting.

•

If set to ON, operator can use speed limiter option.

•

If set to OFF(Standard), truck is operated normally, without speed limit.

F u n c t io n S e t up 1.7 S / L E n a bl e 1.7.10 OFF

O p e r a ti o n H o u r 1.7.1 0000

S / L E n a bl e 1.7.10 ON 4.8.12 Speed displayed unit setting(Option) Speed can be shown on Pod when a speed sensor is present, and can be displayed in km/h or MPH.

F u n c t io n S e t up 1.7 S p e ed D i s p l a y 1 . 7 . 11 Km /h

O pe r at i o n H o u r 1.7.1 00 00

S p e ed D i s p l a y 1 . 7 . 11 MPH 4.8.13 Set for Speed limit (Option) On trucks equipped with speed limiter, this is the setting for that limit. The truck speed can be set from 3km/h to 30 km/h in step of 1km/h.

F u n c t io n S e t up 1.7 S p e ed L i m i t 1.7.12 8

O p e r a ti o n H o u r 1.7.1 00 00

S p e ed L i m i t 1.7.12 7 S p e ed L i m i t 1.7.12 8

SM 1066

Instrument Pod • 13-4-22

Group 13, Electrical System 4.9 DATE setting •

Set the time and date displayed on Pod.

0 6/1 3 T ue 0 9 : 0 8 C20D 3. 0H R Menu M ode 1 PO D Clock Se tup 1.8

B a s i c S ta t u s 1.1

Y ear 1.8.1 20 06 Y ear 1.8.1 20 07

M o n th 1.8.2 6 M o n th 1.8.2 7

C l o c k S e tu p 1.8 Y ear 1.8.1 20 06

Date 1.8.3 13 Date 1.8.3 14

Week 1.8.4 T ue Week 1.8.4 W ed

Hour 1.8.5 09 Hour 1.8.5 10

M i n u te 1.8.6 4 M i n u te 1.8.6 5

SM 1066

Instrument Pod • 13-4-23

Group 13, Electrical System 5. Fault diagnosis 5.1 Self diagnostic function Pod can display and warning the existing error on truck.

Warning !!!! ! O il Pre ssure

007 REV

0 008.6HR SOL S/C

En gine Erro r C h e ck E n gi n e

005 0 011. 2H R R. WORK LAMP S /C

5.2 Management of fault history Pod can store the latest 10 fault,. This history can be used to troubleshoot the reason for of fault.

0 6/1 3 T ue 0 9 : 0 8 C20D 3. 0H R Menu M ode 1 POD

B a s i c S ta t u s 1.1

TH ERE IS NO ERROR

Error Histroy 1.4 005 0 011. 2H R R. WORK LAMP S /C

None 007 REV

0 008.6HR SOL S/C

SM 1066

Instrument Pod • 13-4-24

Group 13, Electrical System 5.3 Error code

CODE DE ERROR RRO CO

ERRO RROR R MESSA M SSAGE

DESCRIPTION DES N

WIRI WI RING NO.

014

DRI. FWD S/C

DIRECTION FWD LINE S/C

011

DRI. REV S/C

DIRECTION REVRSE LINE S/C

018

FUEL SENDER S/C

18- DSL, 27- L PG

025

HORN RELAY S/C

HORN RELAY COIL S/C

027

B.UP AL ARM S/C

BACK UP ALARM LINE S/C

033

ST.RELAY S/C

START RELAY COIL LINE S/C

021

GLOWPLUG S/C

PREHEATER RELAY COIL LINE S/C

006

HEAD LAMP S/C

012

E.SHUT COIL S/C

ENGINE SHUT DOWN RELAY COIL S/C

005

R.WORK LAMP S/C

REAR WORK LAMP S/C

028

DIR.FWD SOL S/ C

DIRECTION FORWARD SOL OUT S/C

007

DRI.REV SOL S/ C

DIRECTION REVERSE SOL OUT S/C

900

DOUBLE ERROR

ERROR OF THE CAUSING PIN NUMBER CAN'T BE DETERMIND

404

INTERNAL SHORT

028 0 0 05.0H R FW D S OL S/C

007 REV

00 08.6HR SOL S/C

012 0 0 30.5H R E.SHUT C O I L S /C

005 0 0 11. 2H R R. WORK LAMP S /C

014 00 01.0H R DIR.FW D S/C

033 00 15.4HR ST .REL AY S/C

0 11 0050. 2HR DIR.REV S/C

900 0101.1H R DOUBLE ERROR

SM 1066

Instrument Pod • 13-4-25

Group 13, Electrical System

Section 5 Electrical Components Specification and Operation

SM 1066

Electrical Components Specification and Operation • 13-5-1

Group 13, Electrical System Battery Function As a source for the main electrical power for the truck, the battery supplies 12volts to all of electrical components allowing them to operate, and also stores the electrical energy generated by the alternator.

Specification

Diesel

LPG

Model name

C15-20s

Voltage

12(V)

Capacity (20 HR)

80(AH)

Reserve Capacity

130(MIN)

Cold Cranking Performance

630(A)

Specification

Model name

C15-20s

Voltage

12(V)

Capacity (20 HR)

45(AH)

Reserve Capacity

71(MIN)

Cold Cranking Performance

430(A)

CAUTION

Battery terminal must always be assembled tightly. Any loose parts can cause failure in starting or sparking, causing severe damage or fire in various electrical components.

Since cold weather reduces performance, during cold operations, after operating, park your forklift inside a building or near a warm area to ease starting later.

When repairing or checking your forklift, be careful that the positive (+) terminal of the battery does not come in contact with the frame. Sparking could occur causing severe damage to, or fire in, electrical components.

Battery electrolyte consists of a corrosive acid solution. Protect yourself from contact with it. If your battery is not a maintenance free type, when low, top up the cell electrolyte level using only distilled water.

13-5-2 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Engine Accessories Alternator Function The alternator is a device for converting mechanical rotational energy of the IC engine to electrical energy. Under normal conditions, it generates voltages of about 13-15V and supplies these to the truck for operating the electrical systems and charging the battery.

Diesel

Circuit Rating : 12 V, 55 A

LPG

Circuit Rating - MMC : 12 V, 50 A - HMC : 12 V, 90 A

SM 1066

Electrical Components Specification and Operation • 13-5-3

Group 13, Electrical System Starting Motor Function When electrical power is supplied to start coil of starting motor, the starting motor is rotated and it enables engine to rotate as results.

Diesel

Rating(C15-20s) : 12 V, 2.3 KW

Circuit

LPG

Circuit Rating - MMC : 12 V, 1.2 kW - HMC : 12 V, 1.4 kW

13-5-4 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Water Temp Sender Function The water temperature sender detects the temperature of the coolant inside of the engine. This is displayed to the operator on the instrument panel gauge, and functions due to changes in the resistance values of the sender, dependent on the temperature. Diesel

Resist.

Specification Temp (qC) 50

Resist. (:)

51.9 -+4.9 4.4

100

27.4 -+1.9 1.2

120

16.1±1.2

-20.0

LPG Specification Resist.

Temp (qC) 38 54 65 77 88 99 110 116 120

Resist (.:) 74 54 40 30 24 21 17.2

Testing Measure the resistance with multi-meter as shown in the figure above and compare the resistance values per the coolant temperature shown on the specification table.

SM 1066

Electrical Components Specification and Operation • 13-5-5

Group 13, Electrical System Switch - Engine Oil Pressure Function This switch senses if oil pressure in normal or not. Diesel Specification

Resist.

As turn Engine

1(M:) or more

As stop Engine

LPG

Specification Resist.

As turn Engine

1(M:) or more

As stop Engine

Testing Measure resistance with a multi-meter as shown in the figure above, and inspect if open or shorted. Normally it will display short due to low pressure when the engine is stopped, and open when engine is running.

13-5-6 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System LPG Pressure Switch Function This switch will be ON/OFF depending upon the LPG pressure in LPG tank. This switch is on when the LPG pressure drops down as fuel is consumed.

Resist

Specification Item

Spec

Pressure

Resist (:)

Switch operating pressure

40±4 psi (open)

more than 40 psi

Open (more than 1M:)

less than 40 psi

Testing Measure resistance with a multi-meter as shown in the figure above, and inspect if open or closed. It will be closed when the pressure is at lower specification and open when the pressure is higher. (Open in case the LPG tank is full and closed when the tank is empty).

SM 1066

Electrical Components Specification and Operation • 13-5-7

Group 13, Electrical System Switch - Transaxle Temp Function This is a switch to sense transaxle oil temp. This switch is open in normal condition and is on when temperature is reached to setup values.

Resist.

Specification Item

Spec.

Switch-start temp

121GrG3qC

Switch-reset temp

Avg. : 110qC mini. : 105qC

Ass’y torque

45-55Nm

Temp

Resist. (:)

more than 121qC

less than 121qC

Open (more than 1M:)

Testing Measure resistance with multi-tester as fig above and inspect open or short. It will be open when temperature is lower than one in specification, and be 0 (:) when higher than specification.

13-5-8 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Fuel Sender Function This detects amounts of fuel in fuel tank and enables that to be displayed on fuel gauge of instrument panel. When float moves upward and downward depending upon amount of fuel, The resistance value is output depending upon fuel level.

Specification PLOT POSITION

1/2

RESISTOR ( ˟ )

244

100

TOLERANCE ( ˟ )

±7

±2

Testing After removing fuel sender, measure resistance value according to height of specification.

SM 1066

Electrical Components Specification and Operation • 13-5-9

Group 13, Electrical System Switches Start Switch Function This allows starting of forklift and supplies electrical power to some electrical components.

ͦ͞;ͥ͑΄ʹ΃ͶΈ

ͦ͑͞΅Ͷ΃;ͺͿͲͽ͑͸Άͺ͵Ͷ

Specification Item

Spec.

Rated voltage

DC 14 V/28 V

ON current

8A, Heavy Duty Ignition Coil

START current

20A, Continuous 75A, Instantaneous

13-5-10 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Switch Forward & Reverse Function Used to select travel direction of forklift. It is operated in three modes: neutral, forward, reverse.

Specification

SM 1066

Lever

COM (G)-Fow. (R)

COM (G)-Rev. (L)

Neutral

Open

Forward

Open

Reverse

Open

Electrical Components Specification and Operation • 13-5-11

Group 13, Electrical System Switch - directional Indicator Function Operates right and left directional indicator lamps.

Specification of switch - start Lever

COM (LW)- Right (GR)

COM (LW)- Left (GY)

Neutral

Open

As right start

Open

As left start

Open

Testing Check for switch operation as specifications with multi-tester.

13-5-12 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Brake Stop Switch Function The switch functions to indicate if brake pedal is depressed.

Specification of switch - start (device ass’y condition) Brake

Output

OFF

Open

Testing Measure resistance with multi-meter as shown in the figure above with the brake pedal released. The switch should be off (open). The switch should be on (closed) when the pedal is depressed.

SM 1066

Electrical Components Specification and Operation • 13-5-13

Group 13, Electrical System Parking Brake Switch Function This switch consists of two switches and functions respectively. Switch 1 communicates On/Off signal of parking brake to instrument pod. Switch 2 is connected in series with F/R solenoid ground and prevents travel in brake engaged.

Specification of switch - start (device ass’y condition) Parking brake

Switch 1

Switch 2

Drive

Removal

Open

Possible

Parking

Open

Impossible

Testing Measure resistance according to switch operation specification by positioning multi-tester to resistance mode.

13-5-14 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Seat Switch Function This switch senses if the driver is in the seat or not.

Resist.

Testing Condition

Output

Seated

Not seated

Open

SM 1066

Electrical Components Specification and Operation • 13-5-15

Group 13, Electrical System General Electrical Parts Fuse / Relay Box Function This functions to prohibit electrical parts from damage due to over-current.

Relay(Strobe & Cabin opt.)

F / UNIT Relay(Engine shutdown)

Specification No. F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 F13 F14 F15 F16

Capacity 10A 10A 15A 10A 10A 10A 10A 10A 30A 10A 15A 10A 10A 15A 10A 15A

Purpose POD BATTERY + POD BATTERY + HEAD LAMP ECU B+ STOP SWITCH TURN SIGNAL HORN ROOM LAMP E/SHUT DOWN PARK SWITCH IGNITION DIR SWITCH ECU B+ OPTION HEATER WIPER

CAUTION

Use only fuse of standard capacity in accordance with specification. Use of fuse exceeding capacity can cause severe damage to electrical parts.

13-5-16 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Relay Function This relay supplies electrical power to engine stop motor(diesel) and ignition circuit(Gasoline/LPG) when the key switch on. The forklift can be started only when engine stop relay is operated.

Resist.

Circuit Specification Item

Spec.

Rated voltage

DC 12V

Rated load

NO : 20A NC : 15A

Testing 1. Position multi-meter to resistance mode and measure resistance between both terminals as above. Normal : 85±5:

SM 1066

Electrical Components Specification and Operation • 13-5-17

Group 13, Electrical System Flash Unit Function This supplies steady pulsed output in so that the indicator lamp flashes at regular intervals.

Specification Item

Spec.

Rated voltage

DC 12.8V

Start voltage

DC 11~15V

Use temp.

-20qC~60qC

Frequency

85 r 20 C/MIN

Rated load

MIN : 10(W) MAX : 50(W)

Operation Descriptions When applying 12V to B terminal, 85±20 C/MIN are output to output terminal (L) in the form of ON/OFF.

Load

Wiring Diagram

13-5-18 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Start and Preheat Relays Function Start relay supplies electrical power to starting motor when starting engine. Preheat relay supplies electrical power to preheat plugs of diesel engine.

Resist.

Circuit

Specification Item

Spec.

Rated voltage

DC 12V

Current capacity

70A, 85qC

Coil resistance

72 r 7:

Min. Start voltage

7.2V

Testing Measure resistance of coil and compare with values specified.

SM 1066

Electrical Components Specification and Operation • 13-5-19

Group 13, Electrical System Horn Function As a warning device, the horn will sound when the horn button is pressed.

Battery

Specification Item

Spec.

Rated voltage

DC 12V

Rated Current

3.5A, Max

Sound Pressure

100 ~ 115 dB

Frequency

350 r 20 Hz

Testing Apply 12V to the terminals of the horn as shown above. A sound pressure level of (100 ~ 115 dB) (as specified) should be measured.

13-5-20 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Backup Alarm Function This functions as a warning device when traveling in reverse.

Battery

Specification Item

Spec.

Rated voltage

DC 12V

Sound Pressure

100 r 5dB

Frequency

1000 r 50Hz

SM 1066

Electrical Components Specification and Operation • 13-5-21

Group 13, Electrical System Lights Lamp - Work Function To improve forward and rearward lighting conditions when operating in poorly lit areas.

Battery

Specification Item

Spec.

Rated voltage

DC 14.5 V

Bulb spec.

50 W, H3, LL

Testing Check the work lamps for proper operation by applying 12V as shown above. Confirm the proper voltage for the lamp you are testing before connecting.

13-5-22 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Lamp-Indicator Function Use to indicate intended direction of travel to left or right.

Battery

Specification Item

Spec.

Rated voltage

DC 12 V

Bulb spec.

21 W

Testing Check indicator lamp for proper function by applying 12V as in figure above.

SM 1066

Electrical Components Specification and Operation • 13-5-23

Group 13, Electrical System Combination Lamp Function Functions as turn signal, reverse, brake and tail lamps.

Specification Item

Spec.

Rated voltage

DC 12V Brake/Tail : 21W/5W

Bulb spec.

Turn Signal : 21W Backward : 10W

Testing Check bulb condition inside of combination lamp and replace if required.

13-5-24 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System Lamp-Beacon Function This part uses a strobe lamp and functions as a visual warning to the area around the truck when operating.

Battery

Specification Item

Spec.

Rated voltage

AC/DC 12~24 V ·G10 %

Rated current

200 mA, Max

Flash time

60 times/ 1 min ·G3

Testing Check the beacon lamp for proper operation by applying 12V as shown in the figure above. Applying voltage from the positive and the negative terminals of the battery does not cause damage to the parts. (No polarity)

SM 1066

Electrical Components Specification and Operation • 13-5-25

Group 13, Electrical System Directional Disable Function

SEAT S/W

WATER TEMP SENS PARK SW

T/M OIL TEMP

E/OIL PRESS

SEAT S/W

REV

5 6 7 8 13

9 11

GND

SOL-FWD

E/OIL PRESS

SOL-REV

T/M OIL TEMP

E/SHUT

COOLANT TEMP SENSOR

HORN

PARK SW

FWD

KEY IN

Wiring Diagram of Truck and Description of Function

1. Description of Operating the Neutral Shift Function. 1) Normal Action When seat switch input is not changed(GND -> Open), each solenoid (fwd/rev) is engaged by shift lever. When parking brake is engaged, even when shift lever is engaged, these solenoids will not be powered on. 2) Function action If seat switch is opened over 3sec, these solenoides will be shut-off, even though shift lever is engaged. As seat switch is closed again, these solenoids will not re-engage until shift lever is returned to neutral position. Once shift lever is returned to neutral position( lever signal : 12V -> 0V ), the controller considers the function reset,, and normal action will be engaged.

13-5-26 • Electrical Components Specification and Operation

SM 1066

Group 13, Electrical System 2. Description of Engine Shutdown Function action 1) Normal Action - When the controller power is activated by key switch-on ( Pin 1 ), engine shutdown Output( Pin 12 - 12V) is energized and engine will be prepared to start (supplying power to the ignition circuit) 2) Engine Shutdown Function - If the engine oil pressure switch is grounded or transaxle oil temperature switch is grounded, the buzzer will sound for 5sec (If the condition is resolved within this time, the controller will return to normal operation), then engine shutdown output will be terminated, resulting in engine shutdown with horn engaged for 5 sec. The shutdown function will be reset by cycling the key on / off . - Coolant Temp sensor input( Analog input ) is resistance, this value will change according to the sensor temperature. # Temperature (Resistance value) : 50 °C (153.9 Ohms); 61,7 °C (118 Ohms); 78 °C (82 Ohms); 106 °C (24 Ohms), 109 °C (23 Ohms); 116 °C (19 Ohms) - When Coolant Temp sensor value is 113 °C ~116 °C, the buzzer will sound, If sensor temp. is over 116 °C, then engine shutdown output will be terminated, resulting in engine shutdown with horn engaged for 5 sec. The shutdown function will be reset by cycling the key on / off . - If key switch is cycled but alarm does not reset, the shutdown sequence must be repeated until this condition is removed.

SM 1066

Electrical Components Specification and Operation • 13-5-27

Group 13, Electrical System

Section 6 Troubleshooting of Electrical System

SM 1066

Troubleshooting of Electrical System • 13-6-1

Group 13, Electrical System Troubleshooting Fuel Gauge Malfunction Fuel gauge is not operated properly. (Key-OFF) Disconnect the fuel sender connector.

Attach the multi-meter (resistance mode) to two terminals of fuel sender connector and measure the resistance.

Assemble the fuel sender connector and than disconnect the instrument pod connector.

Are resistance values 28 to 244 ? Yes

Measure the resistance between the frame and No. 18 YL of connector at the cowl wire.

Fuel sender couldn't be operated properly. Repair or replace it.

Replace the instrument pod.

Is there any resistance? Yes No

End

There are some problems in wires. Check for broken or short-circuit and then take measures.

13-6-2 • Troubleshooting of Electrical System

SM 1066

Group 13, Electrical System Hourmeter Malfunction

Hourmeter failed to operation

Turn start switch ON.

Reference : Hourmeter may not be operated for first 5-10 sec. after engin start. Hourmeter operats only when the engine oil pressure is preheated enough.

Repair the oil pressure indicator or the sensor.

Is oil pressure indicator turned ON? Yes

(Refer to Engine oil gauge malfunction.)

Replace the instrument pod.

End

SM 1066

Troubleshooting of Electrical System • 13-6-3

Group 13, Electrical System Coolant Temp Gauge Malfunction Coolant temp gauge will not operate properly.

Disconnect the coolant temp sensor connector from the engine.

Measure resistance values between the frame and the coolant temp sensor terminal mounted on the engine.

Assemble the connector at engine properly and disconnect the instrument pod connector.

Are resistance values 17~150 ? Yes

Measure resistance values between the frame and No. 17 YR of connector at the cowl wire.

Temp sensor will not operate properly.

Replace the instrument pod.

Are resistance values 17~150 ? Yes No

End

There are some problems in wires. Check for broken or short-circuit and then take measures.

13-6-4 • Troubleshooting of Electrical System

SM 1066

Group 13, Electrical System Transaxle Oil Malfunction

Transaxle oil temp warning operates.

Disconnect the connector from transaxle.

Assemble transaxle connector properly and disconnect instrument pod connector.

Does the transaxle oil temp warning still operate? Yes

Measure resistance values between the frame and No. 10 YG of connector at cowl wire.

There are some problems in transaxle. Check for it.

Replace the instrument pod.

Is resistance value 0 ? No Yes

End

SM 1066

There are some problems in wires. Check for broken or short-circuit and then take measures.

Troubleshooting of Electrical System • 13-6-5

Group 13, Electrical System Engine Oil Gauge Malfunction

Engine oil pressure LED operates.

Disconnect the oil pressure sensor connector from engine.

Does engine oil pressure LED still operate?

Assemble engine oil pressure connector properly and disconnect instrument pod connector. Yes

Measure resistance values between frame and No. 9 YW of connector at cowl wire.

There are some problems in engine oil pressure. Check for it.

Replace the instrument pod.

Is resistance value 0 ? No Yes There are some problems in wires. Check for broken or short-circuit and then take measures.

End

13-6-6 • Troubleshooting of Electrical System

SM 1066

Group 13, Electrical System Alternator Charge Malfunction

Alternator charging LED operates. (Key ON)

Measure voltage of alternator L terminal(WB).

Disconnect L terminal from alternator.

Key OFF No Position the key switch ON and measure voltage between frame and WB of wire.

Are measured voltages 13~15V?

Yes

Is the measured voltage identical to battery voltage?

Replace instrument pod. No Measure voltage between frame and No 22 WB of connector at cowl wire under the connector assembled conditions.

There are some problem in alternator. Repair alternator.

Replace the instrument pod. No

Is the measured voltage identical to battery voltage? Yes

End

SM 1066

There are some problems in wires. Check for broken or short-circuit and then take measures.

Troubleshooting of Electrical System • 13-6-7

Group 13, Electrical System Preheat Plug Malfunction (Applicable to Diesel engine type only.)

Preheat plug LED operates continuously. (more than 15sec)

Preheat plug LED does not operate. (When key ON)

Leave for 20 sec or more with key switch ON.

Does preheat plug still operate?

With key switch ON, check preheat plug light is on.

Is preheat plug light ON, and then OFF within 15sec?

Yes

Replace the instrument pod.

End

Yes

Normal condition.

End

13-6-8 • Troubleshooting of Electrical System

SM 1066

Group 13, Electrical System Parking Brake Malfunction

Parking brake lamp(LED) will not operate properly.

Disconnect the parking brake switch connector.

Disconnect connector at cowl wire and measure voltages between frame and No 23(G). (With disconnected parking brake connector)

Does parking lamp still operate? Yes

There are some problems in brake switch. Check for switch assembled and operating condition and then take appropriate measures.

Is the measured voltage identical to battery voltage? No

Replace the instrument pod. Yes

End

SM 1066

There are some problems in wires. Check for broken or short-circuit and then take measures.

Troubleshooting of Electrical System • 13-6-9

Group 13, Electrical System Work Lamp Switch Malfunction

Work lamp fails to turn ON or OFF when operating switch.

Disconnect the connector from work lamp.

Connect multi-meter(voltage mode) to two terminals of OHG connector, and then measure voltage. (Measure after pressing switch repeat 2 times)

Measure voltages between frame and No 46(R) of connector at cowl wire. (Measure after pressing switch - Repeat 2 times)

Is the measured voltage identical to battery voltage? No

Yes Work lamp does not operate properly. Repair or replace it.

Replace the instrument pod.

End

Can you measure battery voltage when pressing switch?

Yes

There are some problems in wires. Check for broken or short-circuit and then take measures.

13-6-10 • Troubleshooting of Electrical System

SM 1066

Group 13, Electrical System Rear Work Lamp Switch

Rear work lamp fails to turn ON or OFF when operating switch.

Disconnect the connector from rear work lamp.

Connect multi-meter(voltage mode) to two terminals of OHG connector and measure voltage. (Measure after pressing switch repeat 2 times)

Measure voltages between frame and No 5A(RB) of connector at cowl wire. (Measure after pressing switch - Repeat 2 times)

Is the measured voltage identical to battery voltage? No

Yes Rear work lamp does not operate properly. Repair or replace it.

Replace the instrument pod.

End

SM 1066

Can you measure battery voltage when pressing switch?

Yes

There are some problems in wires. Check for broken or short-circuit and take measures appropriately.

Troubleshooting of Electrical System • 13-6-11

Group 13, Electrical System All of Instrument Pod Lamps Fails to Turn On When start switch is ON, Instrument panel lamp fails to turn on.

Are there any damages to IG fuse in fuse box?

Yes Replace fuse.

End

Measure voltage of IG fuse. Is the value 12V?

Check for start switch and connections of battery cable.

Yes

Disconnect instrument panel connector. Are voltages between frame and 31A(R) or 32A(R) of connector at cowl wire 12V?

No There are some problems in wires. Repair it.

Yes

Measure resistance between frame and No 35 Pin(025B) of instrument panel connector. Is the value 0 ?

There are some problems in GND wire. Repair it.

Replace the instrument pod.

End

13-6-12 • Troubleshooting of Electrical System

SM 1066

Group 13, Electrical System Failure to Drive

Forklift fails to drive in spite of F/R lever operation after starting.

Is the parking brake released?

Drive it after releasing parking brake.

End

Yes

Is F10 fuse in fuse box normal?

Replacee it.

Yes

Disconnect solenoid F/R cowl connector and check wire for permitted voltage. In forward-forward solenoid 12V In reverse-reverse solenoid 12V Is it normal?

Check the condition of forward/reverse diode and travel limit S/W of parking brake S/W.

Yes There are some problems in solenoid valve or transaxle. Take appropriate measures.

End

SM 1066

Troubleshooting of Electrical System • 13-6-13

Group 13, Electrical System Failure to engine shut down

*To shut down engine by force: 1 : Disconnect engine shut down fuse from fuse box. 2 : Disconnected fuel shut fuse from fuse box. 3 : Disconnect IG wire connected to engine. 4 : Disconnect all coil-on-plug connections.

Forklift fails to shut down even though start switch off. Start S/W OFF

Disconnect engine shutdown relay from fuse box. (Engine shut down?)

Yes

There is a problem with 12A(W). (Short-circuit with power source wire occurred). Take appropriate measures.

Disconnect 35(W) connected to engine. Engine shut down?

Yes

There is a problem with 35(W). (Short-circuit with power source terminal occurred).

No There is a problem within ignition system of engine. Check and take appropriate measures.

If all coils disconnected engine will be shut down.

13-6-14 • Troubleshooting of Electrical System

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Group 13, Electrical System Failure to Start (LPG truck)

When turning start switch to START, it fails to start.

Is start motor rotated? (When starting)

Make sure the position of F/R lever in neutral, operation of start relay, and connections of battery cable. Check the start motor.

Yes

Measure battery voltage after starting 3-4 times. Is battery voltage more than 11V?

There are some problems in battery charge conditions. Check and charge battery if required.

Yes

When start switch On, is voltage of IG wire of engine 12V?

Yes

Check for starter coil of engine, distributor and spark plugs.

Is F9 fuse in fuse box normal?

Yes

If engine shutdown relay operated properly (start switch ON), check and IG wire for broken and repair if required. If not, replace instrument panel.

No Replace fuse.

End

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Troubleshooting of Electrical System • 13-6-15

Group 13, Electrical System Failure to Start (Diesel truck) When turning start switch to START, it fails to start.

Is start motor rotated? (When starting)

Make sure the position of F/R lever in neutral, operation of start relay, and connections of battery cable. Check the start motor.

Yes Replace fuse. Is engine stop motor, mounted to left of engine, rotated? (Check the motor rotation visually when start switch ON.)

Is F9 fuse in fuse box normal?

Yes

Measure battery voltage after starting 3-4 times. Is it more than 11V?

Yes

Is relay operated properly? (Key ON)

No Yes Check for relay, or replace instrument panel if required.

There are some problems in battery charge conditions. Check and charge battery if required.

Check for fuel supply system. Check voltages between Y wire and frame after disconnecting stop motor connector. If the voltages is 12V, check stop motor or replace it if required. Check the resistance between "NO" terminal on relay and "R" wiring of solenoid. If the value is 0W, check the relay or broken wirings.

End

13-6-16 • Troubleshooting of Electrical System

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GROUP 22

GROUP 22 WHEELS AND TIRES

Wheels and Tires Specifications and Description ............................................ Section 1 Cushion Wheels and Tires .........................Section 2 Pneumatic Wheels and Tires ....................Section 3

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Group 22, Wheels and Tires

Section 1 Wheels and Tires Specifications and Description

Specifications Steer Tire Types : Pneumatic rubber/Cushion rubber, nonmarking, and urethane. Drive Tire Types : Pneumatic rubber/Cushion rubber, nonmarking, and urethane. Pneumatic Drive and Steer Tire Inflation Pressure : Drive C15-20s: 883 kPa (128psi) Steer C15-20s: 883 kPa (128psi)

Fastener Torques Steer Tire Mounting Nut Torque : Check mounting procedure in Sections 2 and 3 for cushion and pneumatic tires and wheels. Drive Wheel Mounting Nut Torques : <Pneumatic> : C15-20s : 290-304 N m (210-225 lbf ft) <Cushion> : C15-20s C : 300-370 N m (225-275 lbf ft)

Service Intervals Wheel Mounting Bolts Check and Tightening : Every 50-250 hours of operation and each PM. Tire Condition : Daily inspection. Tire Pressure Check : Daily inspection.

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Description 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.

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.

Wheels and Tires Specifications and Description • 22-1-1

Group 22, Wheels and Tires

Section 2 Cushion Wheels and Tires

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Cushion Wheels and Tires • 22-2-1

Group 22, Wheels and Tires

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

Drive & Steer Wheel Removal / Installation Removal 1. Loosen lug nuts then use a portable jack of correct capacity placed under the frame of truck to raise drive wheel off floor. See “Lifting, Jacking, and Blocking” in Group SA for correct, safe procedures for jacking the truck.

OFF and remove key.

4. Apply the parking brake and block the wheels.

2. Remove lug nuts and lift the tire and wheel assembly from drive axle hub.

General Cushion Tire Maintenance and Inspection 1. Inspect cushion tires and remove objects (nails, metal fragments, etc.) embedded in the tread of the tire. Be careful not to cause further damage to tire when removing these objects.

Drive axle hub

Lug nut

Tire and wheel assembly

2. Check tire for separation from the base band. If a thin steel rule or similar tool can be inserted more than 12mm (0.5in) into the separation area from the side of the tire, the tire should be replaced.

Installation 1. Install wheel and tire assembly on drive axle hub. Begin tightening the lug nuts to seat the nuts in the beveled wheel openings. 2. Use a crisscrossing nut-tightening sequence to torque the lug nuts to a pre-final torque of 54-81 N m (40-60 lbf ft).

3. Check tire for damage from chunking or heat damage. This is a judgment requirement for replacement. In general, if the damage is greater than 12mm (0.5in) deep and involves more than a 50u50mm (2u2in) area, it will usually affect the tire performance and the tire should be replaced.

3. Begin the crisscrossing sequence again and torque the black lug nuts to 300-370 N m (225-275 lbf ft). (C15-20sC Drive wheel)

22-2-2 • Cushion Wheels and Tires

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Group 22, Wheels and Tires 4. Begin the crisscrossing sequence again and torque the lug nuts to 155-193 N m (115-142 lbf ft). (C15-20sC steer wheel) IMPORTANT Do not overtorque the lug nuts. Damage to the lug nuts, wheel, or drive-axle hub may result. 5. Lower truck to floor and remove jack.

Cushion Tire Replacement

CAUTION

Replacement of the original equipment tires with tires other than those recommended by CLARK may result in decreased operating performance and stability. 1. The correct procedure for tire removal and replacement requires a suitable press for pressing old tire off wheel and pressing new tire onto wheel. IMPORTANT Cushion tires cannot be reused after once being pressed on and removed from the wheel. The correct press fit is destroyed after one installation and removal. Replace with new tire. 2. Position tire on press, making sure there is adequate clearance for the tire to be pressed off of wheel. 3. Use suitable tooling with the hydraulic press to correctly contact the base band of tire to press it off the wheel. 4. Install new tire. Mount all tires with identification and type markings toward outside of wheel. Tire is to be pressed on wheel with the outer edges flush.

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Cushion Wheels and Tires • 22-2-3

Group 22, Wheels and Tires

Section 3 Pneumatic Wheels and Tires

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Pneumatic Wheels and Tires • 22-3-1

Group 22, Wheels and Tires

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.

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.

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.

22-3-2 • Pneumatic Wheels and Tires

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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.

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 10q 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 C15/20s : 883kPa (128 psi), Steer C15/20s : 883 kPa (128 psi)

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. •

Torque pneumatic steer tires to C15-20s : 155-193 N m (115-142 lbf ft).

•

Torque 1 piece black lug nuts for pneumatic drive tires to C15-20s : 290-304 N m (210-225 lbf ft).

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.

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.

•

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. Incorrect (low) tire pressure can reduce the stability of a lift truck and cause it to tip over.

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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.

Pneumatic Wheels and Tires • 22-3-3

Group 22, Wheels and Tires 7. Check all parts for rust or corrosion. 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.

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.

10. Replace parts with the correct sizes and types. See your parts manual. 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.

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. 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.

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.

Steer axle hub

Drive 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 lbf ft). Make sure all nuts seat into beveled spacer holes correctly.

Lug nuts

Tire and wheel assembly

22-3-4 • Pneumatic Wheels and Tires

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Group 22, Wheels and Tires 5. Begin the crisscrossing sequence again and tighten the lug nuts to final torque. • Torque drive wheel piece lug nuts to C15-20s : 290-304 N m (210-225 lbf ft). • Torque steer wheel lug nuts to C15-20s : 155-193 N m (115-142 lbf ft).

4. Remove tire from wheel.

6. Carefully lower the truck and remove the jack. 7. Check tire pressure for correct inflation pressure. • Drive wheel pressure is C15-20s: 883kPa(128 psi) • Steer wheel pressure is C15-20s: 883kPa(128 psi)

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.

Wheel Disassembly and Tire Removal 1. Remove valve core from the valve stem to be sure all air is removed.

5. Remove the rubber inner tube protector (flap).

6. Repair tire and/or tube, as needed. 7. Check for cracks in the wheel.

WARNING

Before starting disassembly, remove the air from the tire. Failure to remove the air from the tire can result in serious injury. 2. Remove lock ring.

Cracks in the wheel are caused by :

3. Remove wheel wedge.

•

Deep rim tool marks.

•

Overload on wheels.

•

Too much air pressure in the tires.

•

Using the wrong size tires.

8. Check for cracks in the lock ring. 9. Check for cracks between the stud holes in the wheel. Cracks are caused by :

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•

Loose wheel nuts.

•

Wheel not installed correctly.

•

Wrong size or type of parts used.

Pneumatic Wheels and Tires • 22-3-5

Group 22, Wheels and Tires •

•

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.

Tire Replacement and Wheel Reassembly 1. Put the tube into the tire.

10. Check wedge ring for wear or damage. Corrosion buildup will cause wear and damage to the wheel wedge ring. 11. Clean the wheels. Remove rust and dirt. 12. Clean the tire bead seat area. Remove all rust and rubber with a wire brush or wheel.

IMPORTANT Install washer 22.123 on tube over valve stem before flap is installed, when specified. See sketch. Refer to Service Parts List.

13. Clean wedge and lock rings. Make sure the seating surface and bead seat areas are clean. 2. Put the rubber tube protector(flap) over the tube. 3. Install the tire onto the wheel rim, against the bead seat area.

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

4. Put the wheel wedge over 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.

22-3-6 • Pneumatic Wheels and Tires

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Group 22, Wheels and Tires 5. Install the wheel wedge.

9. Disconnect the air chuck. Use a mallet and hit the ring to make sure the ring is fully installed.

6. Put the side ring over the rim and install the lock ring as shown.

7. Connect air chuck and turn the tire over with the valve stem down. Put 21 kPa (3 psi) of air into the tire.

10. Put the tire in an OSHA-approved safety cage.

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.

8. Turn wheel to the other side. Check to make sure lock ring is in correct location.

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Pneumatic Wheels and Tires • 22-3-7

Group 22, Wheels and Tires Directional-Tread Single Drive Tires

•

Tire arrow to point in the dirction of forward rotation. Rotate wheel to bring arrow on tire above the wheel center. Arrow must point toward front of truck.

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.

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. 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.

3. Slowly turn the cylinder valve counterclockwise (CCW) to open position.

1. Attach an air hose to valve stem. 2. Open the control valve which will let compressed air into the tire. 3. At intervals, close the control valve and check the pressure in the tire by reading the gauge. Do not put too much presssure into the tire. 4. Continue to fill the tire to the correct air pressure reading of Drive tire C15-20s: 883 kPa (128 psi) Steer tire:C15-20s: 883 kPa (128 psi)

4. The tank gauge will now show tank pressure.

Filling Tires with Nitrogen 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.

22-3-8 • Pneumatic Wheels and Tires

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Group 22, Wheels and Tires 5. Turn the regulator valve clockwise (CW) until the regulator gauge reads the correct tire pressure. Fill the tire with nitrogen.

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.

Checking and Adjusting Tire Pressure

! 6. Turn the tank valve clockwise (CW) and close the valve.

WARNING

Before you add air pressure to the tire, make sure the lock ring is correctly positioned in the rim and wheel wedge. The lock ring can separate from the rim with enough force to cause injury or death.

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.

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Pneumatic Wheels and Tires • 22-3-9

Group 22, Wheels and Tires 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.

22-3-10 • Pneumatic Wheels and Tires

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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 Service Brake Adjustment and Overhaul ... Section 6 Parking Brake Service ..............................Section 7

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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, “Transaxle.(Standard)”

Specifications Service Brake :

Parking Brake :

Type : Drum and shoe. Master cylinder supplied by reserve tank. Self-adjusting.

Type : Ratchet linked to service brake shoe at each wheel. Holding Test: Rated load on 15% grade.

Fluid : Brake oil DOT3 Master cylinder residual pressure(C15-20s) : 69-167 kPa. Shoe-to-Drum Gap(C15-20s) : 0.26-0.38 mm (0.008-0.015 in).

Inching : also see standard transaxle specs in Group 06

Shoe Lining Thickness(C15-20s) : 1.0 mm ( 0.039 in) minimum.

Type : Inching pedal mechanically linked to brake pedal and to inching spool on transaxle.

Maximum Rebore Diameter(C15-20s) : 232 mm (9.13 in).

Pedal Freeplay: None

Pedal Freeplay(C15-20s) : 4-6mm (0.16-0.24in)

Overlap Adjustment : 1.5-4.5 mm.(0.06-0.18in)

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Braking / Inching System Specifications and Description • 23-1-1

Group 23, Brake System General Description The service brake and inching system consists of : Service brake assembly — The drums, shoes, and wheel cylinders. Brake, Inching Master Cylinder — This is a step-bore maste cylinder with reservoir Brake oil is fed to the master cylinder from reservoir. Service brake and inching pedals and linkages — A mechanical system through which the brake pedal or inch-

ing 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 transaxle control valve assembly that hydraulicly varies clutch pack pressure so the operator can “inch” the truck. Parking brake pedal — Operates the service brake shoes via cables. See “Parking Brake Adjustment,” in this Group, for details.

Service Brake and Inching System Arrangement (C15-20s)

Inching Master Cylinder

23-1-2 • Braking / Inching System Specifications and Description

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Group 23, Brake System Inching Operation

Service Requirements

The inching pedal allows the operator to vary transaxle slippage through the clutch pack so that travel speed and lifting speed can be independent.

Operational checks and inspection of linkages, brake shoes, and brake lines are specified in the Periodic Service Chart in Group PS.

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.

Service brake linkage adjustment and lube are not normally required.

Inching is more fully described in Section 1 of Group 6, “Transaxle.”

Brake shoes are self-adjusting and normally require adjustment only after initial installation. A leaking brake cylinder should be overhauled or replaced. Parking brake should be adjusted if indicated by operational check.

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 wheel cylinders vents to the sump and the return springs on the shoes retract the wheel cylinders.

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Braking / Inching System Specifications and Description • 23-1-3

Group 23, Brake System

Section 2 Service Brake Troubleshooting

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Service Brake Troubleshooting • 23-2-1

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 F H Insufficient stopping power; excessive effort required........................... F B E G 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. Shoe linings worn or brakes misadjusted... Inspect/repair/adjust. G. Shoe linings glazed, oily, or contaminated with other substance... Replace or clean. H. Parking brake misadjusted... Adjust.

23-2-2 • Service Brake Troubleshooting

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Group 23, Brake System

Section 3 Brake / Inching Pedals and Linkages Adjustments

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Brake / Inching Pedals and Linkages Adjustments • 23-3-1

Group 23, Brake System Introduction Figures 1 and 2 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 valve.

•

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 : 1. Loose the pedal stop bolt of brake and adjust pedal center distance 120~125mm from floor plate.

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 1.5 to 4.5 mm (0.06~0.18 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.

Inching Cable Adjustment See page 3.

2. Rotate the eccentric stop in the hex hole until it stops the brake pedal at the same height as the inching pedal. 3. Torque the stop bolt and nut 20-25 N·m(14-18 ft·lb).

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.

23-3-2 • Brake / Inching Pedals and Linkages Adjustments

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Group 23, Brake System

Figure 1. Brake/Inching Pedals and Linkage

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Brake / Inching Pedals and Linkages Adjustments • 23-3-3

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.

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. 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 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 brake fluid, CLARK part #8009013. (MS-68)

3. Open the bleed screw.

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Brake System Bleeding • 23-4-1

Group 23, Brake System

Section 5 Brake Master Cylinder Service

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Brake Master Cylinder Service • 23-5-1

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.

Mounting plate

Mounting bolts

Brake master cylinder

Yoke Mounting bolts

23-5-2 • Brake Master Cylinder Service

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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 brake fluid, CLARK part #8009013, 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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Brake Master Cylinder Service • 23-5-3

Group 23, Brake System

Section 6 Service Brake Adjustment and Overhaul

External Inspection

Shoe-to-Drum Gap Adjustment

The brake linings, drum, and adjustment setting can be inspected without removing the drum or hub.

The brake shoes are self-adjusting. However, manual adjustment is required when shoes are replaced or if brake shoes are binding against drums.

1. Jack up and block the front of the truck as described in Group SA. 2. Remove the wheel and examine the linings through the shoe inspection notch in the drum. If the linings appear to be worn to a thickness of 1 mm (0.04 in) or less at any point, replacement of both shoes is required. 3. If the linings are OK, measure each shoe-to-drum gap through the shoe inspection notch, first rotating the notch into alignment with the lower end of each shoe. If the gap is not C15-20s : 0.26-0.38 mm (.008.015 in), adjust as described in “Shoe-to-Drum Gap Adjustment.”

To decrease gap/increase gap (for each shoe) : 1. Measure the shoe-to-drum gap as described in “External Inspection.” 2. Through the adjuster notch, rotate the star wheel one click with screwdriver or adjusting tool. 3. Repeat steps 1 and 2 until proper gap is achieved.

Shoe inspection notch

Drum Shoe

Adjuster notch Measure shoe to drum gaps here.

Figure 1. Inspection and Adjustment Notches 4. Rotate the adjuster notch over the adjuster to Adjust (at 6 o’clock position).

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Service Brake Adjustment and Overhaul • 23-6-1

Group 23, Brake System Internal Inspection and Repair

Brake Shoe Removal

Jack up and block the front of the truck as described in Group SA. Remove the wheel. The hub does not have to be removed.

Remove the cable Assembly, lever, adjuster, the guide springs, lower return springs, upper return springs, and shoes (Figure 3).

Brake Drum Removal and Replacement

Brake Shoe Replacement

The drum fits tightly on the hub. To remove drum, install M12 screws into the jackscrew holes to push the drum away from the hub. To install the hub, align the adjuster notch with the notch in the hub and drive the drum against the hub with a soft mallet.

1. Place the forward shoe — the shoe with the parking brake lever — on the cylinder rods (Figure). 2. Install the parking brake cable, making sure it is hooked on the lever and clipped to the backing plate, 3. Install the shoe hold spring and upper return spring. 4. Install cross-strut (with spring), making sure notch in cross-strut end engages slot in parking brake lever on forward shoe.

Jackscrew hole

5. Place the rearward shoe into position on the cylinder rods, making sure the spring-end of the cross-strut engage the upper notch on the shoe. 6. Install the shoe hold spring and upper return spring.

Adjuster notch

Figure 2. Jackscrew and Adjuster Notch Locations

7. Install the adjuster between the under notch on the shoes. 8. Install lower return spring, making sure long end of spring is toward too forward shoe to avoid interference with lever.

Inspection Brake Shoes : If the linings are cracked or scored or the linings are worn to 1 mm (.04 in) or less, the shoes must be replaced. Both sets of shoes should be replaced when one is replaced. Brake Drum : The maximum allowed internal diameter for the brake drum is C15-20s : 232 mm (9.13 in). Brake drum walls should be free from scoring. Brake drums should be machined each time brake shoes are replaced, to provide a smooth and uniformly round braking surface. Wheel Cylinder : Check for leakage under the boots at each end of cylinder. If the cylinder leaks, or troubleshooting otherwise indicates a bad cylinder, disassemble and inspect the wheel cylinder. If the cylinder surface is scratched or pitted, replace the cylinder. Always replace the cups. General : Check for worn-out springs, warped backplate, and loose or corroded fasteners. Check adjuster for proper operation and replace if faulty.

23-6-2 • Service Brake Adjustment and Overhaul

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Group 23, Brake System Cylinder Removal and Replacement

Adjuster Removal and Replacement

1. Remove the brake shoes as described previously.

1. Remove the under spring.

2. Remove the brake cylinder mounting bolts and washer.

2. Remove the adjuster.

3. Tap cylinder from backing plate with soft mallet. 4. When reinstalling : Seal the gap where the brake cylinder fitting extends through the backing plate with silicon caulk. Tighten cylinder mounting bolts to 17.65-26.48 N m (156-234 lbf in).

3. Install the adjuster between the under notch on the shoes. 4. Install lower return spring.

Lubrication Apply grease to the following places before assembly. •

Contact surfaces of anchor pin and shoe web.

•

Ledge surfaces of backing plate.(6 places)

•

Contact surface of cable and sheave, sheave and pin.

•

Contact surfaces of cup-shoe hold down and shoe web(4 places)

•

Contact surface of lever-adjuster and pin.

Wheel cylinder Shoe guide plate Upper return spring Sheave Upper return spring

Brake shoe

Cross strut Brake shoe Shoe hold cup & shoe hold spring

Shoe hold cup & shoe hold spring

Spring & cable assembly Lower return spring Lever return spring Adjuster

Lever

Figure 3. Brake Assembly

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Service Brake Adjustment and Overhaul • 23-6-3

Group 23, Brake System Wheel Cylinder Overhaul

3. Unhook the parking brake cable end from the lever and pull the cable from the assembly.

1. Pull off rubber boots. 2. Push out internal parts (loosen with wooden dowel if necessary). 3. Replace cylinder if scored or pitted. 4. Clean pistons, spring, and casing in solvent. 5. Install spring and pistons. 6. Install each cup from its respective end of cylinder. 7. Replace boots. Figure 5. Parking Brake Cable 4. Disconnect the brake line from the fitting. Cap or plug fittings. 5. Unbolt the brake assembly from the axle. 6. When reinstalling the brake assembly, torque the mounting bolts to 220-230 N m (162-170 lbf ft) in a staggered sequence. Torque fitting 15-19 N m (133168 lbf in).

Figure 4. Wheel Cylinder-Disassembled

7. Bleed the brake system as described in the brake bleeding Section.

Brake Assembly Removal, and Installation To access the service brake assembly, remove the axle hub and brake drum as described in Group 6, in the “Drive Axle Ends Overhaul” Section. Inspect the drum as described earlier. To remove the service brake assembly: 1. Remove the brake shoes as explained earlier. 2. Pull the snap ring that holds the parking brake cable to the backing plate.

23-6-4 • Service Brake Adjustment and Overhaul

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Group 23, Brake System Operational Explanation of the Auto Adjuster

1. When lining gets worn out, which requires adjustment, secondary shoe with auto-adjusting device is kept separated from anchor at time of braking action backward, helping to pull cable by its separated distance. The cable pulls up adjusting lever via over-travel spring and rotates adjusting wheel. 2. When braking is released, secondary shoe gets back to anchor and then lever is forced to go back to original position by lever return spring, making gap between adjusting star wheel and lever. 3. As long as lining does not get worn out to the extent of needing the next adjustment, the star wheel will not rotate since the adjusting lever is unable to move enough to fill up the gap between adjusting star wheel and lever, even when lever moves by backward braking action. 4. No adjustment is made by forward braking because anchor pin and secondary shoe keep same relative position.

Figure 6. Auto Adjuster

Figure 7. Relation between star wheel and adjusting lever at time of auto-adjustment

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Service Brake Adjustment and Overhaul • 23-6-5

Group 23, Brake System Characteristics Corresponding to worn-out ratio of lining, clearance is adjusted automatically and consecutively, always being kept at constant level and therefore pedal stroke remains unchanged. Reliability is very high due to adjustment being made by pulling cable at time of braking. Due to installation of over-travel spring : A. Adjusting parts are not damaged even by extra force put to cable. B. In particular it helps prevent over-adjustment during abrupt braking. (After braking torque occurs, the shoe has greater movement due to drum deformation, the over-travel spring will give and prevent the excess movement from causing over adjustment)

23-6-6 • Service Brake Adjustment and Overhaul

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Group 23, Brake System

Section 7 Parking Brake Service Operation

Removal and Replacement

The operator applies the parking brake by depressing a foot pedal, which is then held down by a ratchet. The depressed pedal tensions cables connected to a brake shoe at each brake assembly, thereby applying the brakes. The operator releases the parking brake by pulling up on a release handle. This handle releases the ratchet, and a return spring returns the pedal and cable to the off position. The ratchet also operates the parking brake interlock switch and the parking brake indicator light switch.

As shown in illustration below, with these notes: •

Remove return spring for better access to bracket mounting nuts.

•

Adjust the position of the interlocking device and the indicator switch with the pedal kept contacting with the cushion. Switch contacts should snap from their operated contact position to their normal position when pedal is depressed one ratchet click.

•

Torque switch mounting nuts 0.8-1.0 N m (7-9 lbf in). Torque bracket mounting nuts 20-23 N m (177-210 lbf in).

•

Apply a thin coat of Clark lubricant, part #1802155, to ratchet teeth and ball end of wire rope prior to assembly.

Adjustment 1. With the pedal fully raised up against tab on bracket, adjust slack out of brake cables and tighten adjusting / locking nuts. 2. Actuate and release pedal six to eight times. 3. Readjust and tighten nuts.

Pawl lever Brake pedal

Hood cushion

Torque: 30-35 N·m (22-26 lbf·ft) Brake spring

Torque: 8-10 N·m (71-88 lbf·in)

Parking brake link Torque: 40-45 N·m (30-33 lbf·ft)

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Lock plate Torque: 8-10 N·m (71-88 lbf·in)

<8093827>

Switch

Parking Brake Service • 23-7-1

Group 23, Brake System Parking Brake Cable Removal and Installation 1. Disconnect each parking brake cable from the ratchet assembly as shown in the illustration below.

2. Remove the parking cable from the service brake assembly by first removing the brake shoes as described in the “Brake Overhaul and Adjustment” Section of this Group. 3. Pull out the C-clip that holds the parking brake cable to the backing plate. 4. Unhook the parking brake cable end from the lever on the shoe and pull the cable from the assembly.

Snap ring

5. Installation is the reverse of removal.

23-7-2 • Parking Brake Service

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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 : C15-20s : 8800-9300 kPa(1276-1350 psi) Nominal Flow Rating : 23 L/min (6 gal/min) Inlet Pressure Rating : 12400 kPa (1800 psi) Return Pressure Rating : 690 kPa (100 psi) maximum

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 : 35-40 N m (25.5-29.5 ft lb) Steering Column Cover Hex Bolts : 2-3 N m (18-27 in lb; 1.5-2.25 ft lb) Directional Control Base Lock Nut : 0.8-1 N m (7-9 in lb; 0.6-0.75 ft lb) Directional Control Base Flange Capscrew : 3.5-4.0 N m (2.5-2.9 ft lb) Ignition Switch Ring Nut : 10-14 N m (7.3-10.3 ft lb) Tilt Lock Assembly Base-to-Cowl Bolts : 20-25 N m (14.8-18.5 ft lb) Orbitrol Bracket Bolts : 34-38 N m (25-28 ft lb) Lower Column Assembly Base-to-Steering Gear Bolts: 34-38 N m (25-28 ft lb) Universal Joint Pinch Bolt : 20-25 N m (14.8-18.5 ft lb) Wiring Harness Bracket Bolts : 11-13 N m (8-9.5 ft lb)

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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.

Steering System Specifications and Description • 25-1-1

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 the up position by the use of springs. The tilt lock mechanism, the directional control lever, and the ignition switch

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. The steering gear, attached to the base of the column, can be removed without disassembling the other parts of the steering column.

Column upper cover

Horn contact ring

Tilt lock assembly boot

Ignition switch

Column lower cover

Lock ring

Ignition switch wiring harness

Directional control switch wiring harness

Tilt lock assembly

Directional control lever assembly

25-1-2 • Steering System Specifications and Description

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Group 25, Steering Column and Gear

Section 2 Steering System Troubleshooting No steering

Truck turns in wrong direction

•

Hydraulic fluid level very low.

•

Air in hydraulic oil.

•

Steering column sections not connected properly.

•

Hose broken.

•

Hydraulic pump contaminated or defective.

Hydraulic lines not installed correctly.

Handwheel kickback •

Check valve faulty (or not in system).

Slow steering response

Hard steering •

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.

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.

Steering System Troubleshooting • 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 •

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

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.

•

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 • Steering System Troubleshooting

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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.

Column upper cover

Horn contact ring

Tilt lock assembly boot

Ignition switch

Column lower cover

Lock ring

Ignition switch wiring harness

Directional control switch wiring harness

Tilt lock assembly

Directional control lever assembly

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Steering Column and Component Removal and Replacement • 25-3-1

Group 25, Steering Column and Gear

CAUTION

SAFE PARKING. Before working on truck :

3. Remove the lock ring nut securing the ignition switch to the lower cover. Label all wires and terminals for correct reconnection when reassembling.

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.

Ignition switch Ignition wire #11 Ground

Lock ring

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Battery wire #6 Starter wire #6

Steering Column and Component Removal Use the following steps to disassemble the steering column for service to the :

Hand Wheel, Horn Contact Ring, and Directional Control Assembly Removal

•

Ignition Switch

1. Disconnect the negative lead at the battery.

•

Horn

•

Directional Control Lever Assembly

2. Gently pry the horn button from the steering hand wheel hub using a small, flat-bladed screw driver.

•

Column Tilt Lock Assembly

•

Upper and Lower Steer Column

•

Steering Gear.

Horn button

Determine which component requires service and check the procedure for removing that component. Read the procedure completely before beginning disassembly.

Horn wire

Horn contact ring wire Horn wire

Ignition Switch Removal 1. Disconnect the negative lead at the battery.

Hand wheel

2. Remove the four socket head bolts holding the two halves of the column cover together. The directional control assembly and the ignition switch are exposed.

3. Disconnect the horn wire from the steer column and unplug the horn contact wire from the terminal on the bottom of the horn button. 4. Remove the nut holding the hand wheel to the steering column. 5. Use a wheel puller to remove the hand wheel from the steering column. Hand wheel has two M8u1.25 threaded inserts in the hub for this purpose.

25-3-2 • Steering Column and Component Removal and Replacement

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Group 25, Steering Column and Gear 6. Unplug the horn contact ring wire from the terminal on the bottom of the handwheel.

9. Lift the directional control lever and boot off the diecast base. Directional control lever Boot

Horn contact ring wire

Horn wire

7. Using a 2.5 mm allen wrench, remove the four socket head bolts holding the two halves of the column cover together. Remove the top cover. Gently pull the bottom cover away.

10. Unplug wires from directional switches. Label all wires and terminals for correct connection when reassembling. Remove the direction control switches by removing the mounting screws on the base. Mounting screw

Wiring connectors and terminals

Directional Control Lever Detent Spring Removal

NOTE Use care when removing the bottom cover as the ignition switch wiring is attached. 8. Remove the horn contact ring. Unplug the wire from the terminal on the bottom of the ring.

1. If not already disassembled, remove the four socket bolts holding the two sides of the column cover together. Remove the top cover. 2. Pry the two retainer clips from the posts on the directional control base securing the detent spring. Lift spring off posts. Retainer clips

Horn contact ring

Detent spring

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Steering Column and Component Removal and Replacement • 25-3-3

Group 25, Steering Column and Gear Column Tilt Lock Assembly Removal NOTE The tilt lock assembly is not serviceable; only the return springs are serviceable. The tilt lock assembly should be removed only for replacement as a complete assembly.

a. Remove the three screws securing the instrument pod to the dash. Instrument pod

Wiring harness connector

1. Raise the operator’s seat deck and lift out the floor plate. 2. Remove the left, right, and center cowl covers from under the dash. See removal and replacement procedures in Group 38. 3. See “Hand Wheel, Horn Contact Ring, and Directional Control Assembly Removal” to remove the steering hand wheel, horn ring, and directional control assembly. 4. Unplug the ignition switch and directional control switches. Label all wires for correct reassembly. Disconnect the ignition and directional control wiring harness from the main harness at lower right of cowl. 5. Loosen the pinch bolt of the lower universal joint connection.

b. Gently lift the instrument pod up exposing the harness connector. Unscrew jack screw in connector and unplug the connector from the instrument pod. c. Remove the screws securing the dash panel to the cowl. Dash panel

Cowl

6. Slip the boot off the tilt lock assembly. 7. Remove the dash panel and instrument pod :

d. Remove the hydraulic control lever cover panel and dash. e. Remove the two bolts from the wiring harness bracket located under the cowl.

25-3-4 • Steering Column and Component Removal and Replacement

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Group 25, Steering Column and Gear f. Remove the four bolts holding the base of the tilt lock assembly to the cowl.

3. Remove the two bolts and spacers securing the lower column shaft and steering gear to the bracket on the lower cowl.

Steering Gear and Lower Steering Column Removal NOTE Lower steer column is not serviceable. It should be removed only for replacement as a new assembly.

4. Remove the bolts to detach the steering gear from the lower steering column.

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. 2. If upper portion of the steering column has not been removed, loosen the pinch bolt of the lower universal joint connection.

5. Remove the lower shaft and steering gear assembly from the truck.

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Steering Column and Component Removal and Replacement • 25-3-5

Group 25, Steering Column and Gear Steer Column and Component Replacement These steps cover the procedures for reinstallation of the steering column including the steering gear, the tilt lock assembly, directional control assembly, ignition switch, and steering hand wheel and horn. 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.

3. Coat the splines of the lower assembly with a light coat of anti-seize lubricant and insert into the universal joint pinch connector of the upper assembly. Match the skip tooth on the spline with spline on universal joint. Torque the pinch bolt to 25-30 N m (18.5-22.25 ft lb). 4. Reconnect the clean hydraulic fluid lines to the clean steering gear. Make sure the hoses are reconnected to the correct ports. Torque the fittings per Group 40, “Hydraulic Fitting Tightening Procedure.”

Steering Gear and Lower Steering Column Replacement NOTE If the upper steering column has not been removed, the lower steering column must be left loose at the universal joint pinch connection to allow some play in the column for positioning the steering gear.

Column Tilt Lock Assembly Replacement 1. Set the tilt lock assembly onto the cowl. Replace the four bolts and torque to 20-25 N m (14.8-18.5 ft lb).

1. Attach the steering gear to the lower column base. Torque the two bolts to 34-38 N m (25-28 ft lb). 2. Set the column into position with the lower column assembly aligned through the bracket mounted on the lower frame cowl.

2. Coat the splines of the lower assembly with a light coat of anti-seize lubricant and insert into the universal joint pinch connector of the upper assembly. Match the skip tooth of the lower column spline shaft to that on the universal joint. Torque the pinch bolt to 25-30 N m (18.5-22.25 ft lb).

25-3-6 • Steering Column and Component Removal and Replacement

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Group 25, Steering Column and Gear 3. Set the harness bracket into place and secure with the two bolts. Torque the bolts to 11-13 N m (8.1-9.6 ft lb). 4. If the wiring harnesses have been removed, reroute them through the tilt lock assembly with the ignition wiring harness in the left hole and the directional switch wiring harness in the right hole. Harnesses must exit lower part of the steer column behind the steer shaft (towards rear of truck). Reclamp to cowl if necessary. Reconnect the assembly wiring harnesses to the truck wiring harnesses. 5. Slip the boot over the tilt lock assembly.

4. Reset the forward or reverse switch onto the base and secure with screws. Mounting screw

Wiring connectors and terminals

5. Apply a thin coat of grease in the bore of the directional control lever. Slip the lever onto the directional control base.

Directional Control Assembly Reassembly

Directional control lever and boot

1. Slip the lever boot onto the lever if it has been removed. 2. Make sure the flange capscrew and clamp are on the directional control base.

Capscrew

6. Tighten the capscrew/clamp of the directional control lever assembly to 3.5-4 N m (2.5-2.9 ft lb). •

Clean the capscrew and apply Loctite 262 before applying torque.

7. Adjust the directional control using the following illustration :

Clamp

3. Install the detent spring on the posts of the base and secure with the retainer clips.

Detent spring

Forward switch

Reverse switch Directional lever

Retainer clips Wire #82 common Detent spring

Wire #78 normally open

Wire #73 normally open

Wire #82 common

a. Loosen mounting screws and set the directional switch boxes to approximately the middle of the mounting slot on the assembly base.

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Steering Column and Component Removal and Replacement • 25-3-7

Group 25, Steering Column and Gear b. Connect a continuity meter on the forward switch from the Common terminal to the Normally Open terminal. If the adjustment procedure is being performed with the directional control assembly mounted on the steering column, connect the continuity meter from the Normally Open terminal to vehicle ground. c. Rotate the directional control lever in the forward direction (push lever up) until a #8 (or 4mm) screw can be inserted into the middle detent on the lever. d. Loosen the mounting screw on the forward switch and adjust the switch box to achieve continuity through the switch. e. Remove #8 (4mm) screw and return lever to neutral detent. Switch must break continuity, If switch does not break continuity, it must be readjusted using the above steps. f. When adjustment is correct, torque switch box mounting screws to 0.8-1.0 N m (7-9 in-lb; 0.60.73 ft lb). g. Repeat procedure for Reverse switch.

Directional Control Assembly and Ignition Switch Replacement 1. Disconnect the negative lead at the battery.

6. Connect the ignition wiring harness ends to the ignition switch terminals according to the labels you made during disassembly. 7. Set the ignition switch into the mounting hole on the lower half of the column cover. Tighten the lock ring nut to 10-14 N m (7.5-10.3 ft lb). Ignition switch Ignition wire #11 Ground

Lock ring

Battery wire #6 Starter wire #6

8. Reconnect the horn contact ring wire to the horn contact ring.

Horn contact ring Horn contact ring wire

2. Slip the directional control assembly onto the steering column shaft.

Directional control assembly

9. Slip the horn contact ring onto the steering column. The groove in the ring should be on the lower portion of the ring when it is replaced on the column. The terminal should be on the right-hand side of the truck. 10. Join both halves of the cover over the upper column. The parting line of the boot must be aligned with the parting line of the two cover halves. Set the directional control lever boot into the correct position. The horn ring contact should be positioned so that the two cover halves fit the groove in the ring. Tighten the four socket bolts to 2-3 N m (1.5-2.25 ft lb).

3. Clean the capscrew, apply Loctite 262, and tighten the clamp bolt of the assembly to 3.5-4 N m (2.5-2.9 ft lb). 4. Check the assembly for smooth operation and make necessary adjustments before proceeding. 5. Connect the wiring to the directional control switches according to the labels you made during disassembly.

25-3-8 • Steering Column and Component Removal and Replacement

SM 1066

Group 25, Steering Column and Gear Steering Hand Wheel Replacement 1. Reconnect the horn contact ring wire from the base of the handwheel to the bottom of the horn button.

IMPORTANT If you set the column loosely into place to assure correct alignment, recheck that all mounting brackets, the universal pinch joint, and all fasteners are torqued to their correct limits. See the individual steps in the reassembly procedures to find torque limits. 8. Replace the right and left cowl covers. The top lip of the two covers must be inserted under the edge of the dash before securing the covers in place. Torque the cover set screws to 8-10 N m (5.5-7.5 ft lb).

Horn contact ring wire

9. Set the floorplate back into the driver’s compartment and lower the operator’s seat deck. Horn wire

2. Apply a coat of insulating paste (Clark part no. 2802205) to horn contact ring, then set the handwheel into position and tap with a rubber or plastic mallet to seat it on the column.

Start the truck to check the function of the ignition switch. Make sure no fluid leaks are evident in the steering control valve hydraulic fittings. Remove the wheel chocks to check all functions of the steering column, including ignition, directional controls, tilt lock mechanism, and steering gear for correct operation before returning the truck to service.

3. Tighten the nut onto the column to a torque of 35-40 N m (25.5-29.5 ft lb). 4. Screw the horn wire into the column and plug it into its connection on the bottom of the horn button.

Horn wire

5. Set the horn button into place and pop it into position carefully. The horn symbol should be parallel to the CLARK lettering on the hand wheel. 6. Reconnect the leads at the battery. 7. Replace the center cowl cover over the steering column. See Group 38 for instructions to replace the cowl covers. Torque the screws to 8-10 N m (5.5-7.5 ft lb).

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Steering Column and Component Removal and Replacement • 25-3-9

Group 25, Steering Column and Gear

Section 4 Stering System Relief Pressure Check and Adjustment

CAUTION

Description and Operation Steering system relief pressure settings above the specified values can cause failure of the hydraulic lines, damage to seals in the steering gear, and ball joint breakage on the steer axle. The steering system’s pressure relief valve is part of the main hydraulic pump assembly. Steering system relief pressure is adjustable and should be checked if indicated by troubleshooting. Use the gauge port on the pump to check steering relief pressure. Steering system relief pressure setting should be C15-20s : 8800-9300 kPa (1276-1350 psi). NOTE If relief pressure is not correct, the problem may be caused by dirt in the valve or worn parts, including steering control valve and main hydraulic pump. Generally, if the relief pressure measured when the steering system is in bypass is not correct, the priority demand valve should be replaced.

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WARNING

Steering System Relief Pressure Setting Check and Adjustment This procedure requires installation of a pressure gauge at the gauge port on the main hydraulic pump. The pressure is measured while the steering handwheel is turned fully in one direction to put the steering system in bypass. Steering system relief pressure setting may be checked using a Mico Quadrigage (Clark Part No. 1800106) or with a conventional pressure gauge, 0-20,700 kPa (0-3000 psi). 1. Tilt the steering column fully forward and raise the seat deck.

Stering System Relief Pressure Check and Adjustment • 25-4-1

Group 25, Steering Column and Gear 2. Clean the port opening and connect the pressure gauge (also cleaned) to the gauge port on the main pump.

b. Clockwise adjustment of the relief valve seat raises the pressure setting at which the valve relieves pressure ; counterclockwise adjustments lowers the pressure setting at which the valve relieves pressure.

3. Start the engine and let it warm up until it runs smoothly. 4. Check steering system relief pressure setting at full throttle. Accelerate engine to full throttle and hold at this speed while taking the pressure readings. IMPORTANT Do not operate system over relief any longer than required to read the pressure gauge. Prolonged time at relief pressure can result in a damaged pump and valve. 5. Turn the steering handwheel in one direction until steering cylinder reaches its stop (relief bypass). Hold steering handwheel in relief position until pressure reading is taken, and then release. Turn off engine. Pressure should read between C15-20s : 8800-9300 kPa (1276-1350 psi).

7. Restart engine and repeat steps to read and adjust the relief pressure setting until correct relief pressure is set. •

Once you adjust to the correct relief pressure setting, reset the core plug in the valve bore.

•

If the correct relief pressure cannot be gained, consider overhauling or replacing both the priority valve and the pressure relief valve. See Group 29, “Hydraulic Pump Overhaul” for instruction to remove, overhaul, and replace the valves on the pump.

8. Disconnect the pressure gauge and close the engine compartment.

6. To adjust the steering pressure relief to C15-20s : 8800-9300 kPa (1276-1350 psi). a. Carefully remove the core plug of the steering pressure relief valve on the main pump by prying the plug out.

25-4-2 • Stering System Relief Pressure Check and Adjustment

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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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Steering Gear Overhaul • 25-5-1

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. 6. Remove seal from meter.

Meter (Gerotor) End

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.

25-5-2 • Steering Gear Overhaul

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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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Steering Gear Overhaul • 25-5-3

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.

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.

2. Install check ball in housing. 3. Lubricate 5/8-inch diameter seal and 7/16-inch diameter seal. Install seals on check ball seat, as above.

25-5-4 • Steering Gear Overhaul

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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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Steering Gear Overhaul • 25-5-5

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.

25-5-6 • Steering Gear Overhaul

SM 1066

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).

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.

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. 28. Inspect the assembly to be sure all parts have been installed and fasteners correctly installed and tightened. (Reprint courtesy of EATON Corporation)

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Steering Gear Overhaul • 25-5-7

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 Linkage Inspection and Lubrication : Every 50-250 hours and each PM.

Cushion-Tire Steering System Relief Pressure Setting : C15-20sC : 8800-9300 kPa(1276-1350 psi). Steer Cylinder Type : Double-acting, piston-type. Turning Arc : C15-20sC : 75q maximum inside turning angle C15-20sC : 53.5q maximum outside turning angle. Pneumatic-Tire Steering System Relief Pressure Setting : C15-20s : 8800-9300kPa (1276-1350psi) Steer Cylinder Type : Double-acting, piston-type Turning Arc : C15-20s : 75q maximum inside turning angle; C15-20s : 53.5q maximum outside turning angle. Bearing Grease : Grade No. 2 EP multi-purpose grease, CLARK Part MS-107C.

Fastener Torques Steer Axle Mounting Bolts : C15-20s : 235-288 N m (173-213 lbf ft). Cylinder to Axle Mounting Bolts : C15-20s : 161-178 N m (118-131 lbf ft). Steer Knuckle King Pin Castle Nuts : See installation procedures in Section 4, “Steer Axle Overhaul.”

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Service Intervals

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.

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 Axle Specifications and Description • 26-1-1

Group 26, Steer Axle

Steer axle

Axle bushing

Steer cylinder

Torque: 235-288 N·m (173-213 lbf·ft) czpT[\Y]We

Steer Axle and Mounting

26-1-2 • Steer Axle Specifications and Description

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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.

Wheel Bearing Check

CAUTION

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 : 1. Grasp the wheel with both hands and try to move it by a rocking motion top-to-bottom. 2. Try to pull it in and out along the wheel spindle. 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.

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Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-1

Group 26, Steer Axle Wheel Bearing Lubrication These procedures cover bearing lubrication for the two types of steer wheels used on the truck ; pneumatic-tire wheels which are mounted on a hub that contains the bearing components and cushion-tire wheels with the bearings installed in the wheel. Use the procedures to clean, repack and adjust bearings for both the cushion-wheel and the pneumatic-tire hub.

CushionTire Wheel

PneumaticTire Wheel Mounting Hub

4. Refer to the exploded view illustration of the cushion-wheel bearing assembly. Loosen and remove the hubcap from wheel or hub. You may have to lightly tap hub cap with a hammer and chisel and use a pry bar to loosen. Be careful not to damage mounting surfaces. Remove O-ring from hubcap. 5. Clean the excess grease from around the wheel nut. 6. Remove cotter pin, loosen and remove wheel nut and bearing washer. 7. Remove outer bearing by pulling out on the cushion wheel or pneumatic hub slightly to loosen bearings. 8. 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. 9. Clean the old grease out of center of the wheel or hub. 10. 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.

Steer Axle Knuckle

Bearing and Cone

(C15-20s) The bearing components and arrangement are the same for both the cushion and pneumatic types. Instructions for repacking/lubricating the bearing components apply to both types.

Grease Seal

Bearing Disassembly 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.

11. Clean and inspect the bearing cups and cones for wear or other damage. Replace, as necessary. IMPORTANT Keep serviceable bearing cups and cones matched together. Always replace bearing cups and cones as a set. 12. Inspect grease seal for wear and damage. Replace as necessary. It is recommended to install a new grease seal whenever old ones are removed. 13. Use a standard puller to remove bearing cups from hub or wheel if bearings require replacement.

26-2-2 • Steer Axle Wheel Bearing Maintenance and Adjustment

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Group 26, Steer Axle 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.

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.

9. Install bearing washer and hand tighten wheel nut. 2. Pack the bearings with grease and install the inner bearing in the hub or wheel.

10. Rotate hub or wheel counter clockwise and torque wheel nut to 27-31 N m (20-23 ft lb). 3. Pack cavity between bearing and grease seal half full with grease. 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.

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). 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.

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Steer Axle Wheel Bearing Maintenance and Adjustment • 26-2-3

Group 26, Steer Axle 16. Refit O-ring on hubcap and install hubcap by tapping into place with a rubber or plastic-faced hammer.

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.

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. 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. 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. 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.

26-2-4 • Steer Axle Wheel Bearing Maintenance and Adjustment

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Group 26, Steer Axle

Section 3 Steer Axle Removal and Replacement

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Steer Axle Removal and Replacement • 26-3-1

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 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.

Disconnect cylinder lines here.

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

26-3-2 • Steer Axle Removal and Replacement

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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 Figure A and B 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.

Steer Axle Mounting

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Steer Axle Removal and Replacement • 26-3-3

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. 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 C15-20s ; 235-288 N.m (173-213 ft lb). 7. Remove temporary axle support from under truck. 8. Connect the hydraulic lines to steering cylinder. Tighten fittings to 12-14 N m (106-123 in lb; 8.810.3 ft lb).

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 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.

IMPORTANT Make sure all fittings and openings on the hydraulic lines are clean.

26-3-4 • Steer Axle Removal and Replacement

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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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26-4-1

Group 26, Steer Axle Preparation For Steer Axle Disassembly and Overhaul

2. Remove the bearing cover from steer axle top and bottom. Bearing cover

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.

•

If necessary, see Section 2, “Steer Axle Removal and Replacement,” for the procedures to remove the steer axle from the truck.

3. Drive the kingpin down and out of the assembly. Remove the steering knuckle. Note right and left knuckle parts.

•

See Section 4, “Steer Cylinder Removal and Replacement,” for the procedures to remove the steering cylinder and steering links from the steer axle.

IMPORTANT Do not let the knuckle or pin fall when the pin is removed.

•

See Section 5, “Steering Cylinder Overhaul,” to disassemble the steer cylinder.

4. Remove the kingpin retainer pin from the base of the kingpin.

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.

5. Remove the knuckle bearing washers, dust covers, upper and lower grease seals, bearings, and bearing cups from the assembly. Spacer Grease Seals

1. Remove the cotter pin 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. Cylinder rod

Bearing

Steering link pin Steer link pin Cylinder rod

Steering link

Snap ring

Bearing cups may be removed by hand, by using a bearing puller, or by tapping out using a brass drift pin.

Steer link Cotter pin

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26-4-2

Group 26, Steer Axle Parts Inspection

3. Set the slide the king pin into the steer axle/knuckle bore.

1. Clean all bearings, cups, seals, pins, and other parts in an approved cleaning fluid. 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. Bearing cover

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 Recommended greasing procedure : 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. 1. Install the upper and lower knuckle bearing cups into the knuckle housing bore. Tap into place with a brass drift pin or equivalent. Spacer Grease Seals Bearing

4. Reassembly the bearing cover form steer axle top and bottom. 5. Shimming adjustment for steer axle bearing pre-load. a. When installing the bearing carrier, rotate the steer knuckle through its full range of movement 3-4 times before tightening the retainer bolts. This will allow the knuckle trunnion to properly seat in the bearing b. Measure dimension "X" with a feeler gage and assemble a set of shims with a thickness of 0.127-0.229mm less than the measured dimension. c. Disassemble the bearing carrier and bearing. Install the shim pack. Reassemble the bearing and bearing carrier, then install and torque the bol Bearing Bearing Shim

pack

“A”

“B”

“A”

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.

“B”

Shim pack

Bottom cover

Bolt

2. Apply grease to upper and lower knuckle bearings and install bearings, grease seals, and washers to bores of knuckle.

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26-4-3

Group 26, Steer Axle 6. Replace steering link pin and cotter pin to join the cylinder rod to the steering link and knuckle. Steer link pin Cylinder rod

Steer link Cotter pin

7. Reinstall grease fitting in knuckle housing and lubricate with recommended grease.

Knuckle housing

Grease fitting

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26-4-4

Group 26, Steer Axle

Section 5 Steer Cylinder Removal and Replacement

CAUTION

SAFE PARKING. Before working on truck:

Steer link pin Cylinder rod

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks. Steer link Cotter pin

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.

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 405 N m (300 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.

Mounting bolt

! Remove fittings

2. Remove the snap ring from the bottom of the steering link pin. Steering link pin attaches steer cylinder rod end to steering link.

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CAUTION

Cylinder is somewhat heavy and bulky. When removing cylinder from mounting be prepared to lift and move the full weight of the cylinder.

Steer Cylinder Removal and Replacement • 26-5-1

Group 26, Steer Axle 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. 3. Replace all parts showing excessive wear or signs of damage. 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. 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 240-270 N m (177-199 ft lb).

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. Steer link pin Cylinder rod

Steer link Cotter pin

3. Rotate steering link into cylinder rod end and align bearing hole with rod end. 4. Tap pin through steer link bearing hole with cotter pin hole on lower end. IMPORTANT Make sure bearing is properly aligned with pin in the hole. 5. Install the cotter pin 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.

Mounting bolt

CAUTION

Cylinder is somewhat heavy and bulky. When remounting cylinder to steer axle body, be prepared to lift and maneuver the full weight of the cylinder as you set it into position.

Remove fittings

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 • Steer Cylinder Removal and Replacement

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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.

Steering Cylinder Cushion-tire truck cylinder with “C” stamped on rod end; Pneumatic-tire truck cylinder with “P” stamped on rod end.

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Steer Cylinder Overhaul • 26-6-1

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 O-ring

IMPORTANT Cleanliness is of extreme importance in the repair and overhaul of this assembly. 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.

Rod Wiper

4. Before starting disassembly, the steer cylinder should be carefully examined to determine if there is any external damage.

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

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.

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.

Piston Rod

3. Be sure the piston-seal groove in the piston is smooth, true, and undamaged.

Cylinder Cut-away

3. Remove the piston and rod assembly from the cylinder.

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 • Steer Cylinder Overhaul

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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.

Steer Cylinder Reassembly

3. Install new gland packing (O-ring) seal on inner end of gland. Inner Gland Packing (Oring) Seal

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 1066

Steer Cylinder Overhaul • 26-6-3

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.

26-6-4 • Steer Cylinder Overhaul

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GROUP 29

GROUP 29 HYDRAULIC SUMP, FILTERS, AND PUMP Hydraulic Sump, Filters, and Pump Specifications and Description ............ Section 1 Hydraulic Pump Troubleshooting .......... Section 2 Hydraulic Filters and Fluid Maintenance ......................................... Section 3 Hydraulic Pump Removal and Replacement .................................. Section 4 Hydraulic Pump Overhaul (Jinsung Pump) ......................................... Section 5 IMP ORTANT This Group (29) covers the hydraulic pump for the load handling system, steering system, and standard brake system. It also covers the charging pump for the standard transaxle, which is contained in the same housing as the load handling system pump.

NOTE Other hydraulic-related components and circuits are described and illustrated in Group 25, “Steering Column and Gear,” Group 26 “Steer Axle,” Group 30, “Hydraulic Control Valve/Lift Circuit,” Group 32, “Tilt Cylinders,” and Group 34, “Uprights.” Refer to these other groups for hydraulic components not coverend in this group.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 1 Hydraulic Sump, Filters, and Pump Specifications and Description

Specifications Hydraulic Pump Type : transaxle-driven, gear-type with integral load sensing priority flow valve and pressure relief valve. On the standard transaxle truck, the pump is tandem-mounted with the transaxle charging pump. Sump Type and Capacity : Tank is built into truck frame with capacity of C15-20s : 24L(6.3 gallons), for cushion tire trucks. C15-20s : 34L(9.0 gallons) for pneumatic tire trucks. Hydraulic Fluid Type : CLARK Hydraulic Fluid MS-68. Filter Type : Disposable, glass micro-fiber element. Suction Screen : 100 mesh stainless steel screen mounted in sump.

Service Intervals

Return-Line Filter Socket and Flange Mounting Cap screws : 5-6 N m (45-53 in lb; 3.75-4.5 ft lb). Dipstick Fitting: 5-6 N m (45-53 in lb; 3.75-4.5 ft lb).

Description NOTE See Group 30 for a description of the complete hydraulic circuit. The hydraulic sump is installed in the right-hand side compartment of the truck frame. The sump is equipped with a return line filter, oil level dipstick, and suction screen.

Hydraulic Fluid Level Check/Condition Sample : Every 50-250 hours or each PM.

On the standard transaxle truck, the main hydraulic pump is mounted to the transaxle and is gear-driven by the transaxle.

Hydraulic Fluid Change (Drain and Refill) : Every year or 2,000 hours of operation.

On the standard transaxle truck, the main hydraulic pump is tandem-mounted with the transaxle charging pump.

Hydraulic Fluid Filter Replacement : After the first 50 hours of operation, then every 6 months or 1,000 hours of operation.

Oil from the load handling, steering, and braking circuits returns to the sump tank through the full-flow return-line filter. The throwaway hydraulic fluid filter fits in a cannister mounted in the sump tank opening. A pressure switch gauges flow conditions and lights a warning on the dash panel to indicate flow restrictions. On hydrostatic transaxle trucks, drive circuit oil returns to the sump through a separate port after being filtered in the drive pump assembly.

Hydraulic Sump Suction Screen Cleaning : Every year or 2,000 hours of operation/ with every fluid change. Lift Speed Test : Every 50-250 hours or each PM.

Fastener Torques Pump to transaxle Fasteners : C15-20s : 70-80 N m (52-59 ft lb).

Serviceable items are the pump, the return line filter, and the suction screen. Other components, such as hoses, fittings, clamps, and the return-line filter restriction switch are non-serviceable and should be replaced if faulty.

Suction Hose to Pump Coupling: 20-27 N m (15-20 ft lb). Suction Screen to Sump Threading: 40.5~47.5 N m (30~35 ft lb).

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Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-1

Group 29, Hydraulic Sump, Filters, and Pump

Steer ing gear Supply line to steering gear Hydr aulic control v alv e

Main h ydr aulic pump Sump

Gauge por t

Supply line to h ydr aulic control v alv e Retur n line filter assemb ly

Suction line

Air breather

(SUPPLY LINE)

Hydr aulic control v alv e

Retur n line from control v alv e & steer ing gear (RETURN LINE)

SUPPLY LINE & RETURN LINE (C15-20s)

29-1-2 • Hydraulic Sump, Filters, and Pump Specifications and Description

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Group 29, Hydraulic Sump, Filters, and Pump Hydraulic Sump, Filters, and Pump Schematic

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Hydraulic Sump, Filters, and Pump Specifications and Description • 29-1-3

Group 29, Hydraulic Sump, Filters, and Pump

Section 2 Main Hydraulic Pump Troubleshooting 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.

Pump not developing sufficient pressure •

Leak in hydraulic control system ; check system for and correct leaks.

•

Inlet line restriction ; check for foreign material or line kinks, check and clean suction screen.

•

Suction screen dirty ; clean screen.

•

Defective hydraulic pump ; check other troubleshooting items, then consider rebuilding or replacing pump.

Noisy pump •

Hydraulic fluid level low ; measure, and correct, fluid level.

•

Fluid viscosity too high ; change to specified fluid.

•

Sump suction screen dirty ; check and clean.

•

Air leak at pump inlet line ; check plumbing tightness.

•

Inlet line restriction ; check for foreign material or line kinks, clean sump suction screen.

•

Air leak at pump shaft packing ; replace packing.

•

Defective hydraulic pump ; check other troubleshooting items, then consider rebuilding or replacing pump.

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 suction screen.

•

Air leak in suction line ; check plumbing tightness.

•

Fluid viscosity too high ; check fluid viscosity and change to specified fluid.

•

Pump output low •

Cavitating pump ; see “Noisy pump” above.

•

Air in fluid or wrong fluid ; drain and refill 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 remedies under “Overheated pump and/or fluid” below.

•

Contaminated fluid ; correct contamination source and replace fluid.

•

Gear face, body or cover nicked ; replace.

•

Excessive side loading, wear plate tight in body bore, pinched thrust plate ; inspect and rebuild.

Foaming fluid •

Cavitating pump; see “Noisy pump” above.

•

Wrong fluid ; drain and refill with correct fluid.

Defective hydraulic pump ; check other troubleshooting items, then consider rebuilding or replacing pump.

Failure to build pressure •

Hydraulic fluid level low ; measure, and correct, fluid level.

•

Defective relief valve or pump ; perform pressure check to test valve and pump.

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Main Hydraulic Pump Troubleshooting • 29-2-1

Group 29, Hydraulic Sump, Filters, and Pump Overheated pump and/or fluid •

Low viscosity fluid ; drain and refill with correct fluid.

•

Contaminated fluid ; drain fluid, clean suction screen, replace filter, and refill sump.

•

Cavitating pump; see “Noisy pump” above.

•

Shaft seal leakage •

Damaged or worn seal ; replace.

•

Shaft scratched or worn or seal nicked ; repair (polish) or replace and add new seal.

•

Front cover bearing out of position ; replace front cover assembly.

Pump drive shaft misaligned ; check mounting and alignment.

•

Shaft seal housing bore scratched ; replace front cover assembly.

•

Axial loading on drive shaft ; check shaft end clearance and shaft alignment; check for worn key/ spline.

•

Improper fit of shaft ; replace front cover assembly.

•

Contamination; inspect and rebuild.

•

Relief valve usually in bypass ; check relief setting.

•

Pump run with wrong rotation ; replace shaft and pressure loading seals.

•

Seal installed backwards ; inspect and rebuild.

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 ; replace.

29-2-2 • Main Hydraulic Pump Troubleshooting

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Group 29, Hydraulic Sump, Filters, and Pump

Section 3 Hydraulic Filters and Fluid Maintenance and Change

IMPORTANT Before removing any component for service, make sure the correct repair parts, seals, and gasket sets are available. Keep all parts clean during maintenenace and fluid and filter changes. Do not allow any contamination into the hydraulic fluid sump or other components.

Return line filter element canister

Dipstick

Air breather

Hydraulic sump

(C15-20s)

Hydraulic sump tank & comp

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Hydraulic Filters and Fluid Maintenance and Change • 29-3-1

Group 29, Hydraulic Sump, Filters, and Pump Hydraulic Sump Fluid Level Check Check the hydraulic sump tank fluid level with : •

Truck on a level surface.

•

Engine stopped.

•

Upright tilted fully back.

•

Fork and carriage fully down.

•

Fluid at room temperature.

1. Tilt steering column forward and open the engine cover. Hydraulic fluid return filter and dipstick assembly is on right side of frame.

5. Check the time (hours) of usage and condition of the hydraulic fluid (age, color or clarity, contamination, etc.). Replace fluid every 2000 hours of operation or as necessary. NOTE In the event of failure of a major component (e.g., main pump) in the hydraulic system or with the possibility of other severe contamination of the fluid, samples of hydraulic fluid should be submitted to an independent commercial laboratory for analysis of the contaminant level.

Dipstick

Hydraulic Filters Change

Air breather

Replace the in-tank, return-line filter and sump breather element every 1000 hours, at each fluid change, or when signalled by the filter indicator light. 1. Open the engine compartment for access to sump filter. 2. Remove the return filter cap and remove and discard filter element. Fit new filter onto cap holder.

Hydraulic Fluid Return Filter and Dipstick Assembly. 2. Pull the dipstick out, wipe it clean, and push it back into the dipstick tube. Remove the dipstick again and check the fluid level indication. 3. The hydraulic system fluid level should be between the fluid level markings on the dipstick. These marks represent an operating range for fluid levels. NOTE Approximately C15-20s : 24L(6.3 gal) of hydraulic fluid are required to fill the hydraulic sump to the F (Full) mark on a cushion-tire truck. Do not overfill. Approximately C15-20s : 34L(9.0 gal) are required on a pneumatic-tire truck. Do not overfill.

Return filter canister

3. Replace the cap but do not overtighten.

4. Add recommended fluid only. Remove the return filter cap, set a funnel in the opening, and slowly add hydraulic fluid. NOTE Remove or pull dipstick part way out to vent air from sump while filling.

29-3-2 • Hydraulic Filters and Fluid Maintenance and Change

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Group 29, Hydraulic Sump, Filters, and Pump Hydraulic Fluid Change

Suction Screen Cleaning

Fluid Draining 1. Place a suitably-sized drain pan under the sump and open the drain. Drain pan should be at least 15-gallon capacity.

Clean the suction screen in solvent and let dry completely. If contaminants remain on the screen, blow screen clean with air from inside to outside. Replace the suction screen if damaged.

CAUTION

OSHA-approved eye protection rated for 200 kPa (30 psi) is required for air-cleaning operation.

Fluid Replacement 1. Replace sump drain plug. 2. Check condition of O-ring. Replace O-ring if it is cracked, nicked, scuffed, hardened, or does not seat properly. 3. Insert the clean suction screen into the sump opening and tighten the hex head to 40.54~47.5 N m (30~35 ft lb).

Sump drain

2. When the sump is completely drained, loosen the suction hose clamp at the sump suction screen.

Sump suction screen

O-ring

Sump suction screen

4. Replace the suction hose and clamp on the screen fitting. Torque clamp to 38 N m (28 ft lb). O-ring

3. Disconnect and cap the pump suction hose. 4. Remove the suction screen by loosening the hex head cap from the sump threads. Pull the suction screen from the sump tank. 5. Check condition of O-ring. Replace O-ring if it is cracked, nicked, scuffed, hardened, or does not seat properly. Flush the sump with 2L (2 quarts) of new hydraulic fluid to clean away any dirt or other contaminants.

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Suction Hose

5. Install a new return filter element and breather element. 6. Set a large, clean funnel in place in the return filter opening.

Hydraulic Filters and Fluid Maintenance and Change • 29-3-3

Group 29, Hydraulic Sump, Filters, and Pump 7. Refill the cushion-tire truck sump with C15-20s : 24L (6.3 gal) new, clean hydraulic fluid ; refill the pneumatic-tire truck sump with C15-20s : 34L (9.0 gal) clean hydraulic fluid. Use only Hydraulic Fluid MS68, CLARK part number 2776239. NOTE Remove the dipstick to vent air from sump while refilling. 8. Clean up any oil spills.

Check Operation of Hydraulic System

CAUTION

Be sure there is adequate overhead clearance before raising the upright. 1. Start the engine and cycle the hydraulic system several times : •

Raise the lift carriage to the highest position and lower fully down.

•

Tilt upright fully forward and fully back in both raised and lowered position.

2. Check for leaks in the hydraulic system. Clean up any fluid spills.

WARNING

29-3-4 • Hydraulic Filters and Fluid Maintenance and Change

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Group 29, Hydraulic Sump, Filters, and Pump

Section 4 Hydraulic Pump Removal and Replacement

Hydraulic Pump Removal

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.

The hydraulic pump and the transaxle charging pump are a combined unit. The hydraulic pump and transaxle charging pump must be removed, overhauled, and replaced as a unit. 1. Tilt the steering column fully forward and raise the engine cover.

2. Put upright in vertical position and fully lower the forks or attachment.

2. Remove the floorboard.

3. Put all controls in neutral. Turn key switch OFF and remove key.

3. Remove and label lines from pump and cap the ends. Place the open ends of lines in an out of the way position that will prevent oil spillage.

4. Apply the parking brake and block the wheels.

Hydraulic Control Valve

Trasmission

IMPORTANT Keep all lines, fittings, and ports covered and clean. 4. Remove the fasteners attaching pump to transaxle.

Main hydraulic pump

5. Remove pump and O-rings. 6. See Section 5 & 6, “Hydraulic Pump Overhaul,” for service to the pump.

To Hydraulic Control Valve

Hydraulic Pump Plumbing for Standard Transaxle Truck. Also load sensing line to steering gear connects to pump on side not shown.

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Hydraulic Pump Removal and Replacement • 29-4-1

Group 29, Hydraulic Sump, Filters, and Pump Hydraulic Pump Replacement 1. Be sure new or rebuilt pump is well oiled prior to installation. IMPORTANT Keep all components clean while replacing. 2. Install pump on transaxle using new O-rings. Install and tighten pump mounting fasteners to torque C1520s : 70-80 N m (52-59 lbf ft).

Pump Operation Check 1. Start the engine and note if pump is running properly and not making any unusual noise. 2. Check pump output. Cycle (raise and then lower) the upright several times. Tilt the upright fully forward and back, and again listen for any unusual pump noise.

CAUTION

Make sure there is sufficient headroom to fully extend the upright.

Transaxle Hydraulic Pump Gasket

Hydraulic Pump Mounting on Standard Transaxle Truck. 3. Install the hydraulic lines on pump : •

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. NOTE Always replace hydraulic sump return fluid filter when installing new or rebuilt pump. See Section 3, “Hydraulic Filters and Fluid Maintenance and Change.”

4. Replace the floorboard. 5. Close engine cover.

29-4-2 • Hydraulic Pump Removal and Replacement

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Group 29, Hydraulic Sump, Filters, and Pump

Section 5 Hydraulic Pump Overhaul(Jinsung Pump)

IMPORTANT On the STANDARD TRANSAXLE truck, the hydraulic pump and the transaxle charging pump are a combined unit. The hydraulic pump and the transaxle charging pump must be removed, overhauled, and replaced as a unit. The following pump overhaul procedures depict the pump assembly for the standard transaxle truck.

Specification Pump Model

JSP11

Displacement

25.4 cc/rev (1.55 cu.in/rev)

MAX. pressure

245 kg/່ (3485 psi)

MAX. speed

3000 rpm

IMPORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available. 1. Shaft cover 2. Bushing 3. Gear housing 4. Port cover 5. Bushing 6. Gear set 7. Thrust plate 8. Channel seal 9. Square seal 10. Lip seal 11. Dowel pin 12. Bolt 13. Washer 14. Snap ring

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Hydraulic Pump Overhaul(Jinsung Pump) • 29-5-1

Group 29, Hydraulic Sump, Filters, and Pump Disassembly and Assembly

Assembly •

Disassembly

! •

Clean the pump thoroughly prior to disassembly.

•

Secure the pump in a vise with the drive shaft facing downward.

! •

Inspect all parts for damage and wear, replace as required. Lubricate all parts prior to installation.

•

Install a new lip seal in the shaft cover. Use a proper driver to install the seal, make sure the lip faces to the inside of the pump.

Use soft material jaw liners, i.e copper or lead.

•

Install square seals to the gear housing.

Scribe marks on shaft cover, gear housing and port cover prior to dismantling.

•

Install the channel seals to the thrust plates.

•

Install a thrust plate with the seal against the shaft cover.

•

Remove bolts and port cover. Use a soft faced hammer to loosen the cover.

•

Remove the square seal and channel seal.

•

Remove the thurst plate and gear set.

Do not use force to install it, hold the thrust plate level and slide it into position in the gear housing.

Prior to removal mark the driving gear and driven gear so as to mesh the same teeth when reassembling.

Install the thrust plates with the alignment marks (grooves) on the outlet side of the gear housing.

•

Remove the gear housing from the shaft cover.

•

Remove the lip seal from the shaft cover.

Also note that the seal is shaped like a “3”, ensure the open side of “3” faces the inlet port.

Do not score the shaft cover seal bore.

•

Install the gear set. Be sure to align/mesh the marked teeth.

•

Install a thrust plate with the seal facing the port cover.

•

Install the port cover and bolts. Torque the bolts to specification.

29-5-2 • Hydraulic Pump Overhaul(Jinsung Pump)

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Group 29, Hydraulic Sump, Filters, and Pump Inspection and Assessment each component should be thoroughly cleaned, carefully examined and assessed for suitability of re-use. Below is a guide for inspecting the various components.

run on the drive shaft, this shows up as a polished ring or rings. If a noticeable groove can be felt or there is scoring the shaft should be replaced.

Gear housing Inspect the body bore cut-in where both gears wipe into the body. The body can only be re-used if the ‘cut-in’ is bright and polished in appearance and the depth does not exceed. 0.18 mm (0.007 in). If the length of the contact traces is a half of the internal length of the gear hole, it is normal. The body should be inspected to ensure that there is no superficial damage which may adversly affect performance or sealing. Pay particular attention to the port threads and body O-ring seal recesses.

Thrust plate The surface of the thrust plate is coated with a gray colored Teflon. In normal operation, a soft trace is left at the point of gear contact as shown in the figure. A regular trace is not a problem, but any irregular scratch or roughness felt by rubbing with a finger nail, or if the thickness is less than 4.894 mm (0.1927 in) the plate should be replaced.

Gear The gear teeth should be carefully examined to ensure that there are no signs of bruising, pitting or that a wear step can be felt. The journal bearing surfaces should be completely free from scoring or bruising.

If a hollow dowel pin is damaged it must be replaced. If a new pin is loose in the bore of the gear housing, port cover or shaft cover, that part must be replaced.

The surface should appear highly polished and smooth to touch. Gear set should be changed if the ɐd size is below ɐ23.887mm (0.94in). Examine the area where the shaft seal lips

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Hydraulic Pump Overhaul(Jinsung Pump) • 29-5-3

Group 29, Hydraulic Sump, Filters, and Pump Seals All seals should be replaced in reassembly.

Bushing New bushings must be installed when the gear set is replaced. Always replace the bushings as a set.

29-5-4 • Hydraulic Pump Overhaul(Jinsung Pump)

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Group 29, Hydraulic Sump, Filters, and Pump Trouble shooting Trouble

Probable cause

Pump not delivering fluid. Fluid intake pipe in reservoir restricted.

Remedy Check all strainers and filters for dirt and sludge. Clean if necessary.

Fluid viscosity too heavy to pick up prime. Completely drain the system. Add new filltered fluid of the proper viscosity. Air leaks at the intake, pump not priming. Check the inlet connections to determine where air is being drawn in. Tighten any loose connections. See that the fluid in the reservoir is above the intake pipe opening. Check the minimum drive speed which may be too slow to prime the pump. Relief valve stuck open. Relief valve spring broken.

Inspect and clean the relief valve. Replace relief valve assembly.

Damaged internal pump parts.

Disassemble and inspect gears, thurst plates, seals and pump body. Repair or replace pump.

Insufficient pressure build-up.

System relief valve set too low.

Use a pressure gauge to correctly adjust the relief valve.

Loss of flow from pump.

Worn pump parts. Damaged inlet or pressure line.

Pump making noise.

Pump intake partially blocked.

Service the intake strainers. Check the fluid condition and, if necessary, drain and flush the system. Refill with clean fluid.

Air leaks at the intake or shaft seal causing cavitation. (oil in reservoir would probably be foamy).

Check the inlet connections and seal to determine where air is being drawn in. Tighten any loose connections and replace the seal if necessary. See that the fluid in the reservoir is above the intake pipe opening.

Pump drive speed too slow or fast.

Operate the pump at the recommended speed.

Auxiliary driveshaft misalignment.

Check if the shaft seal bearing or other parts have been damaged. Replace any damaged parts. Realign the coupled shafts.

Shaft seal leakage.

Damaged or worn seal. Damaged or work bushings. Damaged shaft seal housing bore or sealing area of output shaft grooved. Replace parts as required.

Leakage between pump sections.

Damaged O-rings or damaged surfaces in O-ring groove. Replace parts as required.

External leakage.

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Hydraulic Pump Overhaul(Jinsung Pump) • 29-5-5

Group 29, Hydraulic Sump, Filters, and Pump Start-up Whenever it is possible to do so, fill the pump ports with system hydraulic fluid. This will make it easier for the pump to prime when it is first started. Self Priming : With a minimum drive speed of 600 RPM, a pump should prime immediately. Failure to prime within a short length of time may result in damage due to lack of lubrication. Inlet-lines must be tight and free from air leaks. However, it may be necessary to loosen a fitting on the outlet side of the pump to purge entrained air. No Load Starting : These pumps are designed to startup with no load on the pressure ports. They should never be started against a load or a closed center valve.

29-5-6 • Hydraulic Pump Overhaul(Jinsung Pump)

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GROUP 30

GROUP 30 HYDRAULIC CONTROL VALVE/ LIFT CIRCUIT

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 Adjustment ........................................... Section 4 Hydraulic Control Valve Removal and Replacement .................................. Section 5 Disassembly and assembly ........................ Section 6 Testing of Hydraulic Valve ...................... Section 7

IMP ORTANT Other hydraulic-related components and circuits are described and illustrated in Group 25, “Steering Column and Gear,” Group 26 “Steer Axle,” Group 30, “Hydraulic Control Valve/Lift Circuit,” Group 32, “Tilt Cylinders,” and Group 34, “Uprights.” Refer to these other groups for hydraulic components not covered in this group.

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Group 30, Hydraulic Control Valve/ Lift Circuit

Group 30, Hydraulic Control Valve/Lift Circuit

Section 1 Hydraulic Control Valve/Lift Circuit Specifications and Description

Specifications

Tilt Flow Settings :

Hydraulic Fluid Type : CLARK specification MS-68 (CLARK part # 2776239)

Upright Usage

Main Relief Valve Setting : 22100 to 22800 kPa (3200 to 3300 psi) at rated flow. Auxiliary Relief Valve Setting : 13800 to 14300 kPa (2000 to 2070 psi) at rated flow. Rated Flow : (C15-20s) Lift spool (spool #1) : 76 L/min (20 gpm). Tilt spool (spool #2) : 38 L/min (10 gpm). Auxiliary spool (spool #3) : 38 L/min (10 gpm). Integral Pressure Compensated Flow Control Settings : (C15-20s) Tilt spool (spool #2) : 15 L/min (3.9 gpm). Auxiliary spool (spool #3) : 10.15 L/min (2.8 gpm). Maximum Pressure Drop at Rated Flow : Inlet to outlet(C15-20s) : 700 kPa (100 psi). Lift spool (spool #1) : -

Inlet to cylinder port : 700 kPa (100 psi) Cylinder port to outlet : 600 kPa (87 psi).

Tilt spool (spool #2) : -

Flow Lpm (gpm)

(C15-20s) MFH 6370~7315 TSU

9.8 (2.6)

MFH 4165~5170 STD, 3860~6100 TSU

14.4 (3.8)

MFH 2100~3860 STD

17.4 (4.6)

Flow Control Adjustments : Adjustable from 4 to 55 L/ min (1 to 14.5 gpm): C15-20s. Before adjusting, turn fully Counter-Clockwise to stop. Each Clockwise turn increases flow by.

Service Intervals Hydraulic System Relief Pressure Check : Every year or every 2000 hours of operation.

Fastener Torques Lever to Spool Rod Turnbuckle Adjustment Jam Nuts : 29.5-33 ft lb (40-45 N m). Pivot Pin Keeper Bolt : 6-7 ft lb (8-10 N m). Lever Pivot-Bracket Mounting Nuts Bolts : 29.5-33 ft lb (40-45 N m).

Inlet to cylinder port : 700 kPa (100 psi) Cylinder port to outlet : 200 kPa (29 psi).

Auxiliary spools (spools #3 and #4) : -

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Inlet to cylinder port : 350 kPa (50 psi) Cylinder port to outlet : 200 kPa (29 psi).

Hydraulic Control Valve/Lift Circuit Specifications and Description • 30-1-1

Group 30, Hydraulic Control Valve/Lift Circuit Description The following description focuses primarily on hydraulic circutry controlled by the main hydraulic control valve, that is, the lift/tilt/aux circuit. Various other hydraulic systems come into play, however, and are mentioned. The entire hydraulic system is depicted in the schematics in Section 2 (next page). Descriptions of the braking and steering circuits are given in Groups 23 and 25. The main hydraulic pump (described in Group 29) is mechanically driven by the transaxle (transaxle or hydrostatic pump) and draws fluid from the sump through a particle-blocking suction screen. A priority valve, contained in the pump assembly, senses the demand for flow to the steering/braking circuit and divides pump flow between the lift/tilt/aux circuit and the steering/braking circuit accordingly, with priority given to steering and braking. Fluid from the priority valve goes to the main hydraulic control valve. The lift truck operator moves the main hydraulic control valve spool by hand, directing fluid to the lift and tilt cylinders and auxiliary actuators as needed for manipulating the load-handling mechanism. The main hydraulic control valve features an open-center, parallel-circuit type modular design. It has the main (lift/ tilt) pressure relief valve (steering pressure relief valve is on main hydraulic pump), a secondary pressure relief valve for optional auxiliary components, a lift spool, a tilt spool with an integral counterbalance valve, optional auxiliary spools, and adjustable pressure-compensated flow controls. All spools are low-leakage design. The main hydraulic valve has from two to four valve sections. Each section performs a separate function; standard two spool assemblies have a inlet/lift section (with fluid inlet port), a tilt section, and an outlet section. A third and fourth section may be added to control auxiliary components. When lift attachments are used, an auxiliary section may be added to the outer (RH) side of the standard (lift/tilt only) main valve. The optional auxiliary sections also have an adjustable relief valve and can be assembled with optional flow control levels. The valve spools are arranged in standard sequence (from the operator’s position) to first provide lift control, then tilt, and finally auxiliary control. The control levers are spring-loaded (by the valve spool centering springs) to return them to neutral when released. Oil flow is controlled by the amount or distance the control handles are

moved. Excess oil flow is returned to the sump. A check valve prevents reverse flow. When all the control valve spools are in neutral, fluid flows through the open-centers of the valve spools to the sump return line. When a spool is partially shifted and the associated cylinder or other actuator has not reached its end-of-travel, some of the fluid flows to the cylinder (actuator) and the rest flows to the sump line. In both cases, the pressure in the system should be less than the amount required to open the relief valves. The main relief valve vents flow to the sump when one of the following conditions is present : •

The operator continues to hold the lift control in the lift position after the lift mechanism reaches its end-of-travel.

•

Too heavy a load is being lifted.

•

The operator continues to hold the tilt control in the tilt position after the tilt mechanism has reached its end-of-travel (This is called “tilt bypass.”)

•

Auxiliary relief fails to operate.

The auxiliary relief valve vents flow to the sump when the operator continues to hold the attachment control in the operated position after the attachment reaches its end-oftravel. Main and auxiliary relief pressure settings can be checked through a gauge port on the pump. Flow from the sump return line is filtered before entering the sump. If the filter is clogged, a by-pass valve routes the flow around the filter. On hydrostatic trucks, fluid in the return line serves as a source for the hydrostatic pump. Fluid from the hydrostatic pump is filtered within the pump assembly and returned through a separate port in the sump. A tilt-lock valve built into the main control valve assembly locks the upright into its current tilt position when the truck is turned off. A load lowering flow valve mounted on the upright limits the speed at which the operator can lower a load, decreasing the speed for heavier loads. A velocity fuse built into one of the lift cylinder ports prevents the upright from falling rapidly should a hydraulic line rupture or be disconnected. NOTE Hydraulic plumbing arrangement is illustrated in Group 29.

30-1-2 • Hydraulic Control Valve/Lift Circuit Specifications and Description

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Group 30, Hydraulic Control Valve/Lift Circuit

Section 2 Hydraulic System Schematics

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Hydraulic System Schematics • 30-2-1

Group 30, Hydraulic Control Valve/Lift Circuit 1. Hydraulic System Schematics

GEAR PUMP

AIR BREATHER

FLOW LIMITING

RETURN FILTER

HYDRAULIC TANK

STEERING CYLINDER

STRAINER

MAIN VALVE FLOW REGULATOR

TILT CYLINDER LIFT CYLINDER

cpuTY_Y[We

C15-20s PRIORITY VALVE

30-2-2 • Hydraulic System Schematics

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Group 30, Hydraulic Control Valve/Lift Circuit

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.

No lift, tilt, or auxiliary function •

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.

Overheated hydraulic fluid •

Thin fluid ; drain and fill with correct fluid.

•

Fluid contaminated ; drain sump, clean suction screen, replace filter, and refill.

•

Cavitating pump ; check hydraulic plumbing for airtight hoses and connections.

•

Pump driveshaft misaligned ; check mounting and alignment.

•

Axial loading on drive shaft ; check shaft end clearance and shaft alignment ; check for worn key/spline.

•

Relief valve in bypass ; check relief setting.

Load cannot be lifted to maximum height •

Hydraulic fluid low ; check and fill to correct level.

•

Hydraulic pump defective ; check other Troubleshooting items for possible cause, then consider rebuilding or replacing pump.

Oil leaks at top of lift (secondary) cylinder(s) •

Plugged vent line ; check and clear line.

•

Worn or damaged piston seal ; rebuild cylinder.

• Scored cylinder wall ; replace cylinder. See Group 34, “Cylinder Removal, Overhaul, and Replacement.”

Oil leak at tilt or auxiliary function cylinder Foaming hydraulic fluid

•

Worn or damaged seal; rebuild cylinder.

•

Low oil level ; check and fill to correct level.

•

Wrong fluid ; drain and refill with correct oil.

•

Oil too heavy ; change to correct viscosity.

• Scored piston rod; repair or replace rod. See Group 34, “Cylinder Removal, Overhaul, and Replacement.”

•

Pump inlet line restriction or line kinked ; clean line and suction screen or repair kinked hose.

Load will not hold

•

Hydraulic pump (or hydrostatic pump) cavitating (pumping air with fluid) ; check hydraulic plumbing for airtight hoses and connections.

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•

Oil bypassing between lift spool and valve body ; overhaul valve and spool.

•

Spool not centered ; see spool remedies for correcting problems when spools do not return to neutral.

Hydraulic System Troubleshooting • 30-3-1

Group 30, Hydraulic Control Valve/Lift Circuit •

Oil bypassing piston in cylinder ; repair or replace cylinder.

Oil leaks at either end of main hydraulic valve spool •

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.

Defective O-ring seals ; rebuild valve.

Spring-centered spools do not return to neutral

Load drops when spool is moved from neutral to a power position

•

Broken springs ; rebuild valve.

•

Entrapped foreign particles ; check and clean system and valve.

Dirt or foreign particles lodged between check valve ball and seat ; check and clean.

•

Bent spool ; replace with new valve section.

Sticking or scored check valve ; clean if sticking, replace if scored, replace poppet.

•

Misalignment or binding of linkage ; check and align/adjust linkage.

30-3-2 • Hydraulic System Troubleshooting

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Group 30, Hydraulic Control Valve/Lift Circuit

Section 4 Hydraulic System Pressure Checks and Adjustments

1. Tilt the steering column fully forward and raise the engine cover.

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. Remove the cap from the gauge port and connect pressure gauge to the fitting.

2. Put upright in vertical position and fully lower the forks or attachment. 3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Relief Pressure Check Following is the general procedure for checking main hydraulic valve lift and auxiliary relief pressure, (if the truck is equipped with an auxiliary component). Hydraulic system relief pressure setting may be checked using a Mico Quadrigage (CLARK Part No. 1800106) or with a conventional pressure gauge with suitable pressure range calibration. To cover all models of the truck, a gauge with capacity range of 0 to 27,580 kPa minimum (0 to 4,000 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.

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Checking Relief Pressure. Gauge port location varies. NOTE Use quick-disconnect adapter CLARK Part # 913125.

fitting,

3. Start the engine and let it warm up until it runs smoothly. Continue with step 4. 4. Accelerate the engine to no-load governed speed (full throttle), and hold at this speed. Gauge should read between 897.5 to 1,132 kPa (130-164 psi). 5. Check main relief pressure : Move the tilt control lever to full back (or forward) tilt relief position. Hold tilt control in relief position until pressure reading is obtained, and then release. Gauge should read C15-20s : 21,000-21,700 kPa (3,046-3,146 psi). IMPORTANT Do not operate system in relief any longer than required to read the pressure gauge.

Hydraulic System Pressure Checks and Adjustments • 30-4-1

Group 30, Hydraulic Control Valve/Lift Circuit 6. Check auxiliary relief pressure : (Truck must have auxiliary component and auxiliary section added to main hydraulic valve.) Move the auxiliary control lever to full back or forward relief position. Hold auxiliary control in relief position until pressure reading is obtained, and then release. Gauge should read C15-20s : 13,755-14,245 kPa (1,995-2,065 psi).

Main and Auxiliary Pressure Relief Adjustment IMPORTANT The main relief valve has been set at the factory. Adjustment should not be necessary. If the relief pressure exceeds the set value, contact your Service manager or CLARK experts. The main and auxiliary relief setting only apply to a hydraulic valve that has auxiliary sections added. To adjust the hydraulic system main and auxiliary pressure relief valve : 1. Loosen the Cap on the relief valve adjustment screw.

(Jam nut)

(C 15-20s)

2. Turn the adjustment screw to set relief setting to the normal range. 3. Reset the cap on the relief valve adjustment screw.

30-4-2 • Hydraulic System Pressure Checks and Adjustments

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Group 30, Hydraulic Control Valve/Lift Circuit Flow Control Adjustment

CAUTION

The flow control valve has been set at the factory. Adjustment should not be necessary. If adjusted, it can cause fatal damage, Contact your Service manager or CLARK experts. 1. To reduce internal (MCV) pressure, you should operate the control lever back and forth over five times after key off. (Very important) 2. Loosen lock nut on stud bolt.

Stud bolt

Hex. 17mm

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Hydraulic System Pressure Checks and Adjustments • 30-4-3

Group 30, Hydraulic Control Valve/Lift Circuit 3. Tap the wrench carefully 2-3 times to facilitate ease of adjustment. Hit 2~3 times.

Need hit to make the moving clearance.

4. Adjust the plug by using L-wrench (6mm). - Turn the screw to the right (CW): Flow reducing. - Turn the screw to the left (CCW): Flow increasing. 5. Repeat No. 1) ~ 3) until completed adjusting. 6. Tighten lock nut on stud bolt. (torque : 350kgf½cm)

30-4-4 • Hydraulic System Pressure Checks and Adjustments

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Group 30, Hydraulic Control Valve/Lift Circuit Procedure for Flow Adjustment AUX1 FLOW CONTROL ADJUSTMENT

TILT FLOW CONTROL ADJUSTMENT

L/min

gpm

CLOCKWISE TURNS OF ADJUSTMENT SCREW

[

XUXY\

[

XUXY\

FLOW SETTING

FLOW SETTING L/min

gpm

CLOCKWISE TURNS OF ADJUSTMENT SCREW

΄Ͷʹ΅ͺ΀Ϳ A - A

ͭ΄ͺͥͩͩͯ͢͢͞

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Hydraulic System Pressure Checks and Adjustments • 30-4-5

Group 30, Hydraulic Control Valve/Lift Circuit

Section 5 Hydraulic Control Valve 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. 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.

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Hydraulic Control Valve Removal and Replacement • 30-5-1

Group 30, Hydraulic Control Valve/Lift Circuit Hydraulic Control Valve Removal IMPORTANT Keep all hydraulic ports, components, and fittings completely clean during valve removal and replacement to prevent any contamination from entering the hydraulic system.

Control Valve Linkage Disassembly Remove the cotter rings and clevis pins connecting the lift and tilt (and auxiliary, as applicable) lever rods from the hydraulic valve spools. Back off the lower jam nut at the turn buckle to allow the valve spool to be rotated before removing the clevis pins.

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, stop the engine and turn key switch OFF. 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. 4. Open the engine compartment and remove floorboard. 5. Remove the right cowl cover from under the dash in the operator’s compartment. See removal and replacement procedures in Group 38. 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.

Valve Removal 1. Remove the three hex capscrews mounting the hydraulic valve to the hydraulic assembly bracket (lower cowl). Two of the capscrews thread into the valve itself; the third is secured with a flange nut. Hydraulic assembly bracket(lower cowl)

to Pump

Tilt Cylinder Lines

Return Line to Sump

To Upright

2. Remove valve assembly from truck. See Section 6 for valve overhaul instructions. NOTE Be sure to clean up any oil spills and dry the floor to prevent accidents.

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.

30-5-2 • Hydraulic Control Valve Removal and Replacement

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Group 30, Hydraulic Control Valve/Lift Circuit Hydraulic Control Valve Replacement Valve Replacement 1. Position the main valve on the hydraulic assembly bracket (lower cowl). 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)

2. Install the hydraulic lines on the proper ports. Make sure all lines are clean, are routed correctly in the truck, and are not kinked. Torque fittings according to “Hydraulic Fitting Tightening Procedure” in Group 40.

NOTE The illustration above and system specification torques also apply for auxiliary hydraulic functions, such as a side-shifter or rotator. 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 40-50 N m (30-33 ft lb).

to Pump

Tilt Cylinder Lines

Return Line to Sump

To Upright

3. Adjust the valve to align with the lever connecting rods.

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Hydraulic Control Valve Removal and Replacement • 30-5-3

Group 30, Hydraulic Control Valve/Lift Circuit Operational Checks 1. Start and 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. If valve spools do not moved or return to correct position for full function of lift, tilt, or auxiliary cylinders : 3. Refer to Section 4, “Hydraulic System Pressure Check” if valve was disassembled or overhauled. 4. Replace the cowl cover under the operator’s compartment dash. See removal and replacement procedures in Group 38.

30-5-4 • Hydraulic Control Valve Removal and Replacement

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Group 30, Hydraulic Control Valve/Lift Circuit

Section 6 Disassembly and Assembly

1. Operation of 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.

s Gj

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Disassembly and Assembly • 30-6-1

Group 30, Hydraulic Control Valve/Lift Circuit 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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30-6-2 • Disassembly and Assembly

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Group 30, Hydraulic Control Valve/Lift Circuit 2. Operation of Tilt Section 1) To tilt the mast forward (Tilt out) When the tilt lever is pushed, the spool moves downward 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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SM 1066

Disassembly and Assembly • 30-6-3

Group 30, Hydraulic Control Valve/Lift Circuit 2) To tilt the mast backward (Tilt in) When the tilt lever is pulled, the spool moves upward 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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30-6-4 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit 3. Operation of Relief Valve The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic devices from overpressure. NO.

Part Name

NO.

Part Name

Adjust Bolt

O-ring

Relief Body

Plug

Push Rod

O-ring

Relief Poppet

Spring

Piston

Lock Nut

O-ring

P1 T

SM 1066

Disassembly and Assembly • 30-6-5

Group 30, Hydraulic Control Valve/Lift Circuit * 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 piston maintains constant status by the force of the spring on the upper.

P1 T

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.

30-6-6 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit 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 piston is pushed to the upper, allowing a large flow of oil to the T-line directly.

P1 T

SM 1066

Disassembly and Assembly • 30-6-7

Group 30, Hydraulic Control Valve/Lift Circuit 4. Disassembling Hydraulic Valve * The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subassemblies and parts.

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The above block diagram is of a 3-way valve. - 4 Valve is added one auxiliary assembly. - A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve is substituted with a stopping-up plug.

30-6-8 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit

Disassembling

Photo of disassembled product

1. Disassembling the main relief valve Make use of a spanner (17 mm) to disassemble the main relief valve.

Note Be careful not to loosing the top adjusting bolt when disassembling the relief valve. 2. Disassembling the secondary relief valve Disassemble the secondary relief valve in procedures same as the main relief valve.

Note The main and the secondary relief valves may be mixed during reassembling the valves. Separate the valves and keep them on clean work tables. 3. Use an L-wrench (4 mm) to loosen the cap screw (M5 x 12) of the spool cap as shown on the photo.

4. After loosening all the cap screws, remove the spool caps and then keep them on clean work table.

Note The cap screws may be mixed with the seal plate screws. Keep them separate.

SM 1066

Disassembly and Assembly • 30-6-9

Group 30, Hydraulic Control Valve/Lift Circuit

Disassembling

Photo of disassembled product

5. Use an L-wrench (5 mm) to loosen the seal plate screw (M6 x 15) that fastens the seal plate of the valve joint.

6. Separate the seal plate screws and the seal plate and keep them on clean work table.

Note The seal plate screws may be mixed with the cap screws. Keep them separate. 7. Separate the main spool assembly of the valve. If the spool is not easily pulled out, lightly tap the joint with a rubber mallet.

Note Be careful not to cause scratch on the spool by getting it caught in the sections, and tearing the dust wiper or the O-ring when separating. 8. Keep the disassembled main spool assembly on clean work table to protect the assembly from foreign materials.

Note Check the conditions of the O-ring and the dust wiper on the return spring after separation, and replace them with new parts, if required.

30-6-10 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit

Disassembling

Photo of disassembled product

9. After separating the main spool assembly, pull the O-ring and the dust wiper out of the spool bore as shown in the photo.

Note Check the conditions of the O-ring and the dust wiper, and replace them with new parts, if required. 10. Keep the O-ring and the dust wiper on clean work table to protect them from foreign materials.

11. Use a box spanner (17 mm) to loosen the hexagonal bolt of the inlet section.

12. Fasten the stud bolt fastening nut of the inlet section with a spanner (17 mm), and loosed the nut of the T-cover with a box spanner (17 mm).

SM 1066

Disassembly and Assembly • 30-6-11

Group 30, Hydraulic Control Valve/Lift Circuit

Disassembling

Photo of disassembled product

13. Pull out the sections beginning with the T-cover.

Note The ball check and the spring between the sections may be pulled out. Do no tilt the section left or right.

14. Keep the separated sections on clean work table.

Note The positions of the auxiliary section and the tilt section may get mixed up when reassembling. Keep the sections in order as disassembled. 15. Pull the O-ring and the retainer out of the section.

Note Check the conditions of the O-ring of the section, and replace it with new part, if required. 16. After pulling out the section, pull the check spring and the ball check out of the section.

30-6-12 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit 5. 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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SM 1066

Disassembly and Assembly • 30-6-13

Group 30, Hydraulic Control Valve/Lift Circuit

Assembling

Photo of assembled product

1. Assemble the O-ring, the retainer, the ball check and the spring into the section.

Note Prior to assembling, check the surface of section for scratch, and conditions of the O-ring and the spring. 2. Insert the hexagonal bolt into the inlet section.

Note Make sure that the spring washers and the flat washers are inserted in the hexagonal bolt and the stud bolt. There is no spring washer shown on the hexagonal bolt on the photo. Check the spring washer and then assemble it.

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3. After assembling the assembled sections into the inlet in a defined order, tighten the stud bolt. Tightening torque - 350 kgf•cm Note Identify the tilt and the auxiliary sections, and reassemble them in order of removal. 4. Tighten the hexagonal bolt.

Tightening torque - 350 kgf•cm

30-6-14 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit

Assembling

Photo of assembled product

5. Assemble the spool assembly into the section assembly. The direction of the joint shall be identical with the direction of the P port of the inlet section. Insert the lift, the tilt and the auxiliary spools in that order.

6. Insert the lift, the tilt and the auxiliary spools in that order into the inlet section.

Note When inserting the spools, apply work oil to the spools, and slowly push them in. 7. Replace the spool cap on the return spring.

8. Use a torque-wrench (4 mm) after fastening the spool cap with the cap screw (M5 x 12) and then tighten the spool cap to a torque of 100 kg•cm.

SM 1066

Disassembly and Assembly • 30-6-15

Group 30, Hydraulic Control Valve/Lift Circuit

Assembling

Photo of assembled product

9. Insert the O-ring and the dust wiper into the joint in that order.

Note Check the conditions of the O-ring and the dust wiper prior to assembling, and then assemble the O-ring and the dust wiper in that order. 10. Replace the seal plate, fasten the plate with the seal plate screw (M6 x 15), and then use a torque wrench (5 mm) to tighten the fasteners to a torque of 120 kg•cm.

11. Use a torque wrench (17 mm) to assemble the secondary relief valve to a torque of 250 kg•cm.

Note Be careful not to confuse the secondary relief valve with the main relief valve when assembling. The valve is not of cartridge type. Be careful not to miss parts of the valve when assembling. 12. Use a torque wrench (17 mm) to assemble the main relief valve to a torque of 250 kg•cm.

Note Be careful not to confuse the main relief valve with the secondary relief valve when assembling. The valve is not of cartridge type. Be careful not to miss parts of the valve when assembling.

30-6-16 • Disassembly and Assembly

SM 1066

Group 30, Hydraulic Control Valve/Lift Circuit

Section 7 Testing of 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 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 1~2 minutes. Check oil leak. 2) With tilt IN, relieve the pressure within about 1~2 minutes. 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 50·5°C 1) Lift: Within 20 mm/ 5 min 2) Tilting: Within 10 mm/ 5 min

SM 1066

Testing of Hydraulic Valve • 30-7-1

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.

SM 1066

Group 32, Tilt Cylinders

Section 1 Tilt Cylinder Specifications and Description Specifications See Group 30 for hydraulic system specification. UPRIGHT TYPE

Tilt Cylinder Type : double-acting Maximum Operating Pressure : 22,070 kPa (3,200 psi) Tilt Ranges* : <C15-20s> UPRIGHT TYPE

STD

TSU

HILO

SM 1066

CUSHION MFH in mm 89 2265

TILT AMOUNT B F q 8 8q

STD

PNEUMATIC MFH TILT AMOUNT in mm B F 89 2265 8q 8q 100 2545 8q 8q 110

2795

121

3085

129

3285

143

3640

160

4070

172

4365

183

4655

8q 8q

5q 5q

6q 6q

5q 5q

6q 3q

5q 5q

6q 6q

5q 5q

6q 3q

5q 5q

3q 3q

5q 5q

3q 3q

6q 6q

8q 8q 8q 8q 8q

8q 8q

206

5145

156

3970

8q 5q

8q 6q

171

4345

188

4780

5q 5q

6q 6q

204

5185

213

5400

4q 5q

3q 6q

219

5565

225

5720

5q 5q

6q 6q

237

6015

255

6470

4q 4q

3q 3q

279

7075

115

2920

4q 4q

3q 3q

127

3225

138

3500

4q 2q

3q 3q

145

3680

6q 6q

150

3810

2920

2q 6q

3q 8q

127

3225

138

3500

145

3680

6q 6q

8q 8q

150

3810

100

2545

110

2795

121

3085

129

3285

143

3640

160

4070

172

4365

183

4655

203

5145

156

3970

171

4345

188

4780

204

5185

213

5400

219

5565

225

5720

237

6015

255

6470

279

7075

115

TSU

HILO

<SI-45308> * 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.

Tilt Cylinder Specifications and Description • 32-1-1

Group 32, Tilt Cylinders Fastener Torque 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. Tilt Cylinder Rod-End Check and Tightening : Every 50250 hours or each PM. Tilt Cylinder Rod-End Lubrication : Every 50-250 hours or each PM.

Description 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. 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.

32-1-2 • Tilt Cylinder Specifications and Description

SM 1066

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 : 1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks. 2500mm(98.5in)

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.

4. Measure and write down the distance between the cylinder-spacer face and the rod-end yoke.

Tilt Cylinder Drift Check 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 1220Ý1220 mm (48 Ý48 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.

SM 1066

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 50qC (122qF)

Drift 0.5q, 3.1 mm@1min 5q, 31.1 mm@10min

Tilt Cylinder Checks and Adjustments • 32-2-1

Group 32, Tilt Cylinders Drift Causes and Remedies

Forward Adjustment

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

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.

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.

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 • Tilt Cylinder Checks and Adjustments

SM 1066

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.

Rod shim

diameter of rod

Rod end yoke

Cylinder rod Spacer Wrench Flat

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). 8. Check all tilt functions before returning the truck to service.

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.

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.

SM 1066

Tilt Cylinder Checks and Adjustments • 32-2-3

Group 32, Tilt Cylinders

Section 3 Tilt Cylinder Removal and Replacement

SM 1066

Tilt Cylinder Removal and Replacement • 32-3-1

Group 32, Tilt Cylinders

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.

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.

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. 3. Remove the floorboard. NOTE Put a drain pan under the truck at each tilt cylinder position before removing the hydraulic lines. 4. 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 the right-side cylinder. Keep all fittings and ports clean.

32-3-2 • Tilt Cylinder Removal and Replacement

SM 1066

Group 32, Tilt Cylinders 5. Support cylinder with a sling to prevent the cylinder from dropping when pins are removed.

4. If parts are to be left exposed, coat all mating surfaces of parts with a light layer of engine oil.

6. Remove lock-plate from tilt cylinder rod-end yoke. Use a soft drift and hammer to tap rod-end pin out of yoke.

Tilt Cylinder Replacement

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. 9. Remove cylinder assembly.

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. 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.

1. Position tilt cylinder base yoke on frame mounting bracket.

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.

Tilt Cylinder Hydraulic Fittings

SM 1066

Tilt Cylinder Removal and Replacement • 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. 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). 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.

32-3-4 • Tilt Cylinder Removal and Replacement

SM 1066

Group 32, Tilt Cylinders

Section 4 Tilt Cylinder Overhaul

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Typical Tilt Cylinder Cross section

SM 1066

Tilt Cylinder Overhaul • 32-4-1

Group 32, Tilt Cylinders Preparation For Disassembly

3. Remove and discard the piston packing and wear rings from the piston.

IMPORTANT Overhaul tilt cylinders 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. 1. Before disassembly, the exterior of the tilt cylinder should be carefully cleaned to remove all dirt and grease accumulation. 2. Be sure all hydraulic oil has been removed from the cylinder. Stroking the piston rod will help force the oil out.

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

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. 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.

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. High-pressure air can result in piston and rod being ejected at high velocity (explosively), causing severe injury to personnel and property damage.

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.

32-4-2 • Tilt Cylinder Overhaul

SM 1066

Group 32, Tilt Cylinders 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.

5. Install gland into cylinder them screw the gland into the cylinder barrel with a hook wrench. When tighting, dont damage the seal Tighten torque : 60±6 kgf m

1. Install piston rod wiper, rod U-cup, and O-ring on the gland. Make sure U-Cup and wiper are installed in proper orientation as shown in the illustration. O-ring

U-cup seal

O-ring

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.

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.

SM 1066

Tilt Cylinder Overhaul • 32-4-3

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.”

SM 1066

Group 34, Uprights

Section 1 Upright Specifications and Description

General Specifications Upright Weight(Mast weight without carriage ) : C15-20s: Approximately 400 kg (880 lb) to approximately 880 kg (1940 lb) without carriage. Carriage Weight: Approximately 103 kg (230 lb) to 135 kg (300 lb) with a 41 inch carriage. Fork Weight: Approximately 50 kg each (110 lbs) 42I 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: •

All Purpose Grease (MS-9)

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Innerslide Lubricant (CLARK P/N 886396)

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Chain and Cable Lube (CLARK P/N 886399)

Upright Type

Upright Number

Cylinder Type

<C15-20s> STD cush

V1209/20/27 Piston-type Lift Cylinder

STD pneu

V1210/21/28 Piston-type Lift Cylinder

TSU cush

M1209/20/27 Piston-type Secondary Cylinder

TSU pneu

M1210/21/28 Piston-type Secondary Cylinder

Hi-Lo cush

H1209/13/19 Ram-type Secondary Cylinder

Hi-Lo pneu H1210/14/20 Ram-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.

Cylinder Types Standard uprights use two lift cylinders. Triple stage and Hi-Lo uprights use three cylinders, a primary (centermounted) cylinder, and two secondary cylinders. All primary cylinders used on triple-stage uprights (TSUs & HiLo) are piston cylinders. The lift and secondary cylinders used on standard, Hi-Lo uprights and TSUs can be piston cylinders. 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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Fastener and Fitting Torque Specifications Trunnion Mounting Bolts: 75~80 N m (55~59 lbf ft) Load Back Rest: 220-270 N m (160-200 lbf ft) Chain Anchor Bolt Jam Nut: 70-80 N m (52-59 lbf ft) Carriage Side-Thrust Roller Bolts(External) : 340-380 N m (251-280 lbf ft) Hose Fittings: See Group 40, “Hydraulic Fitting Tightening Procedure.” Rod End Bolts: 60-65 N m (44-48 ft-lb) Tilt Cylinder Rod-End Pin Lock Plate: 8-10 N m (71-89 lbf in).

Upright Specifications and Description • 34-1-1

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. On Hi-Lo uprights, the primary(free-lift) cylinder lifts the carriage by chanis. The secondary cylinders directly lift the inner rail set by rod. Hi-Lo uprights not used second set of chain for secondary cyliner.

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. The lift and secondary cylinders on standard uprights and triple-stage uprights (TSUs) are piston type cylinders. The primary cylinder on TSUs and HILO are piston-type 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 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.

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.

34-1-2 • Upright Specifications and Description

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Group 34, Uprights

34-1-3 • Upright Specifications and Description

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Group 34, Uprights

Outer rail set

Hose sheave Upper roller Secondary cylinder Upper roller

Chain Anchor

Load lowering flow valve

Primary cylinder Chain sheave

Primary cylinder Carriage chain

Lower roller Intermediate rail set Inner rail set Lower roller

Carriage

Typical Triple-stage Upright Assembly (C15-20s)

34-1-4 • Upright Specifications and Description

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Group 34, Uprights

34-1-5 • Upright Specifications and Description

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Group 34, Uprights

Typical Triple Stage Upright-Overhead View

Roller

Adjustment shims

Carriage

Side thrust roller

External thrust roller Carriages and Roller Sets

34-1-6 • Upright Specifications and Description

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Group 34, Uprights

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Upright Specifications and Description • 34-1-7

Group 34, Uprights

34-1-8 • Upright Specifications and Description

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Group 34, Uprights

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Upright Specifications and Description • 34-1-9

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.

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Dry hose sheave or rollers; check condition of all sheaves and rollers and lubricate as necessary.

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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.

Seals dry; lubricate rod.

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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.

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Broken hoses or fittings; check and repair.

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Damaged or blocked sump strainer; check and clean.

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Hydraulic pump defective; see Group 29 for pump troubleshooting.

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Defective main hydraulic control valve; see Group 30 for valve troubleshooting.

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Defective upright load-lowering flow valve; disassemble valve, check and clean or replace.

No lift function but tilt operates

Upright noise •

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Bent or broken components; inspect upright thoroughly and repair or replace components as required.

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Damaged upright roller; check condition of rollers and replace defective rollers.

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Roller scuffing rails; clean and lubricate rails.

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Roller (carriage or upright) shimming needs adjustment; check and adjust as required.

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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.”

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Dry lift chain; lubricate chain.

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Broken hoses or fittings; check and repair.

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Cylinder is damaged; inspect and repair.

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Main hydraulic control valve, lift section defective; see Group 30 for valve troubleshooting and service information.

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Upright load-lowering flow valve damaged; disassemble valve, check and clean or replace.

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Troubleshooting • 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.

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Hydraulic hose fittings loose or damaged; check and torque correctly (see Group 40 for specifications) or replace.

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Defective priority valve; see Group 30 for valve troubleshooting information.

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Defective upright load-lowering flow valve; remove valve clean, inspect, and replace if necessary.

Lowering speed sluggish

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Check cylinder for external leakage; replace cylinder if cracked.

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Damaged or binding upright roller; check condition of roller and replace if necessary.

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Cylinder shimming is incorrect; check and adjust shimming.

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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.

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Defective upright load-lowering flow valve; check, clean and replace valve if necessary.

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Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

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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.

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Hydraulic pump defective; see Group 29 for pump troubleshooting information.

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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

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.

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Defective main lift valve; see Group 30 for valve troubleshooting and service information.

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Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (TSU lifting)

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Hydraulic fluid level low; check level and fill.

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Broken hoses or fittings; check and repair.

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Pump inlet line restricted; remove from pump and clean.

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Damaged or binding upright roller; check condition of roller and replace if necessary.

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Internal leakage on piston-type lift and secondary cylinders (with load); perform cylinder checks listed under “Load cannot be lifted to maximum height.”

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Hydraulic pump defective; see Group 29 for pump troubleshooting information.

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Defective main lift valve; see Group 30 for valve troubleshooting and service information.

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Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

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Debris in upright roller area of carriage; check and clean.

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Interference between carriage and inner rail or cylinder; check staging alignment and adjust or repair as necessary.

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Bent or broken carriage or inner rail; replace part do not try to repair by welding.

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Damaged or binding carriage roller; check condition of roller and replace if necessary.

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Carriage roller shimming or thrust roller out of adjustment; perform roller checks on carriage and make adjustments as necessary.

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Damaged or kinked primary cylinder hose; check condition of hose, repair or replace as necessary.

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Primary cylinder chain or chain sheave binding or damaged; inspect and repair.

34-2-2 • Troubleshooting

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Group 34, Uprights •

Internal leakage in primary lift cylinder; perform cylinder checks listed under “Load cannot be lifted to maximum height.”

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Damaged primary lift cylinder causing binding in the cylinder; inspect and repair or replace cylinder.

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Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

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Bent or broken carriage or inner rail; replace part do not try to repair by welding.

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Carriage and upright roller shimming or thrust roller out of adjustment; perform roller checks on upright and/or carriage and make adjustments as necessary.

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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.

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Bent or broken carriage or inner rail; replace part do not try to repair by welding.

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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 to 135 N m (100 ft-lb) and glands on lift (secondary) cylinders to 100 N m (73 ft-lb).

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Cracked cylinder tube; replace tube.

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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.

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Carriage and upright roller shimming or thrust roller out of adjustment; perform roller checks on upright and/or carriage and make adjustments as necessary.

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Damaged or kinked lift cylinder hose; check condition of hose, repair or replace as necessary.

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Lift cylinder chain or chain sheave binding or damaged; inspect and repair.

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Bent cylinder rod; inspect and replace rod and/or cylinder as necessary.

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Gland static seals (O-rings and back-up ring) damaged; replace back-up ring.

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Internal leakage in piston-type cylinders; perform cylinder checks listed under “Load cannot be lifted to maximum height.”

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Gland static seals sealing surface damaged; check groove and bore and repair or replace as necessary.

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Damaged lift cylinder causing binding in the cylinder; inspect and repair or replace cylinder.

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Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (Standard and Hi-Lo upright lowering)

External leakage on lift (Standard) and secondary cylinder (TSUs and Hi-Lo) •

Gland loose; check and tighten gland on cylinders to 100 N m (73 ft-lb).

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Cracked cylinder tube; inspect and replace tube.

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Seal damage in piston-type cylinders; replace piston seals and rod seals.

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Damaged seal groove, piston-type cylinders; check for scratches, nicks, or burrs and repair or replace rod and piston.

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Damaged or binding roller on upright; check condition of roller and replace if necessary.

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Top carriage roller retaining cap screw loose; check and replace cap screw.

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Lift cylinder chain or chain sheave binding or damaged; inspect and repair.

Scored cylinder wall, TSU piston-type cylinders; replace tube and all seals.

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Scored or damaged rod; replace rod and all seals.

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Debris in upright roller area or tie bar area; check and clean.

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Damaged gland back-up seal; inspect and replace seal.

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Troubleshooting • 34-2-3

Group 34, Uprights •

Gland static seals sealing surface damaged; check grooves and bore.

Oil leak at top of lift cylinder

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Scored cylinder wall; see Section 5.

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Worn or damaged gland rod-seal; see procedures for piston-type cylinders under “Cylinder leaking internally.”

Unsatisfactory lift or tilt cylinder drift test results

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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.

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Cylinder hydraulic fittings loose or worn; check fitting O-rings, tighten fittings according to Group 40, “Hydraulic Fitting Tightening Procedure.”

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Check valve worn or damaged; remove rod and piston, clean check valve and replace if necessary.

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Control valve spool linkage malfunctioning, damaged, or worn; see Group 30, Section 5 for linkage adjustment and/or replacement.

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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.

34-2-4 • Troubleshooting

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Group 34, Uprights

Section 3 Upright Inspection

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.

Upright

Load baskrest Carriage

Forks

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Upright Inspection • 34-3-1

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. 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.

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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Good condition of the chain links and pins. No rust, corrosion, stiffness, or cracking should be evident. Pins should not be turned or protruding.

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Excessive side wear or edge wear on the chain plates.

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Correct, equal tension on chain sets.

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Secure anchor bolt, adjustment nut, and jam nut mounting.

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Correct alignment of the chain anchors to the chain and chain sheaves. Adjust turned chain anchors.

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Loose, broken, or damaged anchor bolt pins and cotter pins. Replace defective pins and cotter pins.

Rollers Inspect the upright and carriage rollers for:

General

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Broken or loose rollers.

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Check to make sure all fasteners are secure.

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Check to make sure the upright lifts and lowers smoothly with and without a capacity load.

Loose, broken, or misadjusted thrust roller on the carriage.

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Obvious signs of failed bearing seals.

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Check for visible damage to components.

NOTE Some grease will purge from the bearings in the first 100-200 hours of operation.

Forks •

Check function and security of the fork latch.

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Inspect the forks for cracks, especially the hanger and heel areas.

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Check for wear in the fork heel. If heel wear is evident, perform the extended inspection.

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Inspect the fork hanger and carriage fork bar for excessive wear.

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Inspect for bent forks.

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Upright and Carriage Weldments Inspect the upright and carriage for: •

Debris or foreign objects on the components.

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Bent, cracked, or broken components.

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Undesirable wear on or contact between components.

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Irregular roller patterns and signs of excessive wear or scraping on the rails.

Load Backrest •

Inspect load backrest for damage such as cracks or bending.

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Check for tight mounting fasteners.

Excessive looseness in carriage or upright roller shimming.

34-3-2 • Upright Inspection

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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.

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Leaks on hoses, fittings, or valves.

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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. 1” max.

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 Block

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

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. 2. Compare fork arms to be sure they are straight, on the same plane (level), and the same length. 3. Measure the distance from the fork tips to the ground. The height difference between the forks tips should be no more than 1.5% of the blade length.

Fork Bending Check 2. Set a carpenter’s square on the block against the fork shank 3. Check the fork 508 mm (20 in) above the blade to make sure it is not bent more than 25.4 mm (1 in) at the maximum. 4. If blades are bent over the 25.4 mm (1 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. 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

Fork Arm Height 4. If the fork tips are not aligned within the specified 1.5 % 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.

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.

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Upright Inspection • 34-3-3

Group 34, Uprights

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. 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.

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If fork hangers are excessively worn, replace the forks as a set.

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If carriage fork bar is excessively worn, replace the carriage.

NOTE A small amount of lubricant can be applied to the fork latch. Do not over lubricate and allow lubricant to run down on carriage fork bar. 2. Check fork stops for widening of notches or rounding of top edge. Replace the carriage if fork stops are excessively worn.

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. 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.

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.

IMPORTANT Welding is not recommended for repairing forks or carriage. Replace the worn parts with new parts. Fork Latch and Carriage Fork Stops

1. Check fork latches for proper operation. Latches should operate smoothly. The spring should be in good condition and securely lock the fork into position. Replace the fork latch if it does not operate properly.

34-3-4 • Upright Inspection

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Group 34, Uprights 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. 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.

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The center of the bottom carriage roller comes within 10mm(0.40 in) of the bottom edge of the inner rail.

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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 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. •

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.

The carriage safety stop hits the inner rail stop at full lift height.

•

On TSUs and Hi-Lo, 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. 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

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Upright Inspection • 34-3-5

Group 34, Uprights •

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.

Carriage and Upright Rollers Carriage Thrust Rollers

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. 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

The carriage uses two types of thrust rollers. •

•

The internal thrust roller is found on both standard and TSUs. The carriage internal thrust rollers are located on the lift bracket and run on the inside web of the inner rail. The internal thrust roller is intended to carry a portion of the carriage lateral load. The second type of carriage thrust roller is an external thrust roller. The external thrust roller runs along the outside flange of the inner rail to control lateral load on the carriage. External thrust rollers are found on STD, Hi-Lo CL III and TSUs. Internal thrust roller

External 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.

Roller shaft shims Bearing outer race

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.

34-3-6 • Upright Inspection

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Group 34, Uprights

WARNING

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.

manufacturing tolerances and wear in the upright rail sections.

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. Move the load 102 mm (4 in) off center on the forks and resecure it to the carriage. 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

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. Roll Patterns

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.

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Upright Inspection • 34-3-7

Group 34, Uprights 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.

NOTE The seals are installed with lubricant and a trace amount will be in the gland/tube interface area.

See Section 4 for procedures to measure clearances and adjust carriage or upright rollers.

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.

Cylinders

Internal Leakage on Primary Cylinder

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. Σ

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. 2. Cycle the upright 5-10 times through the first 2/3 length of the lift cylinder stroke and 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.

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.

34-3-8 • Upright Inspection

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Group 34, Uprights 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.

Upright Drift

Lift Cylinder Shimming

The lift cylinders on both standard uprights, Hi-Lo 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 side-to-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:

a. Hoses or tubes with scrapes or kinks should be replaced. b. Hoses with outer cover wear exposing the reinforcement braiding should be replaced.

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.

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.”

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.

See Section 5 for lift cylinder shimming procedure. Racking adjustments for tilt cylinders appear in Group 32, Section 2, “Tilt Cylinder Checks and Adjustments.”

Hydraulic Plumbing Use the Lift Cylinder Shimming Check, the Load Test, and the following Drift Test to check the performance of the hydraulic system. 1. Check all fittings for leakage. Disassemble fittings and inspect the seals. Replace seals as required. See Group 40 for hydraulic fitting tightening procedures.

Mark upright rails here

2. Check all hoses and tubes for wear and damage.

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Upright Inspection • 34-3-9

Group 34, Uprights

WARNING

Keep clear of load and carriage when making any checks or adjustments. Do not use the upright to climb; use an approved platform. 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. 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.”

CAUTION

Test load must be stacked stably, not extend beyond the pallet, and be secured on the pallet.

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.

Trunnion Bearings To check the trunnion mounting: 1. Check for missing, broken, bent, or loose trunnion cap fasteners. Replace any damaged parts. 2. Lift the upright 305-610 mm (1-2 ft) and tilt the upright fully forward. 3. Check for trunnion bearing or cap wear by inserting a feeler gauge between the trunnion cap and the axlemounting bearing surface.

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.

•

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.

Trunnion bearing

Trunnion cap

•

The gap should not exceed 0.75 mm (0.03 in).

•

If the gap exceeds 0.75 mm (0.03 in) the bearing or cap may need replacement.

See Section 8, “Upright Removal and Replacement,” for procedures to remove and replace the trunnion bearing.

34-3-10 • Upright Inspection

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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 and Hi-Lo upright assemblies have two lift roller sets mounted on the rails, three lift roller sets mounted on the carriage, and two internal and external (except 2.0/2.5 ton STD) thrust roller set mounted on the carriage. External thrust roller set used more than 3.0ton trucks. The triple-stage upright assemblies have four lift roller sets mounted on the rails, three lift roller sets mounted on the carriage, and two thrust roller sets (“internal” and “external”) 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

Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-1

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

Web Area Roller Set# Forming Gap

Gap at Mimimumm Span of Rail Set Allowedb (mm) (in) 0.5-1.25 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.

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.

34-4-2 • Carriage and Upright Roller Clearance Checks and Shim Adjustments

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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).

4. Measure the gap with a feeler gauge. Make sure roller is tight against its shoulder. Write down the result.

Web Areas on Typical Rail Set

5. Repeats steps 2 through 4 for the widest span marked on the rail set.

Spanner Tool

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Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-3

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).

Top Carriage Rollers and Internal Thrust Rollers

The internal thrust rollers are nearly perpendicular to the top carriage lift rollers and contact the same flange area as the carriage rollers. The top carriage lift rollers and the internal thrust rollers should be checked together.

7. Repeat entire procedure for each roller set, following the instructions in “Directions for Checking Specific Rollers” below.

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. 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. Locate the clamp between the thrust roller and the bottom roller of the carriage.

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.

The internal thrust roller should contact the web and cause the lift roller to stand off from the web by .01 to 1 mm (0.001-0.03 in). If the gap is outside this range, the internal thrust roller must be adjusted as explained later in this Section under “Internal Thrust Roller Adjustment.” 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.

34-4-4 • Carriage and Upright Roller Clearance Checks and Shim Adjustments

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Group 34, Uprights Oversize Rollers

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

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. • Do not reach through open areas of the upright. • 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. 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 right.

Indented Radius

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.

Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-5

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.

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.

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 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.

6. Disconnect the flow control valve manifold from the upright bracket.

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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Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-6

Group 34, Uprights 7. Disconnect the cylinder guide bolts. In Hi-Lo upright, disconnect the secondary cylinder hose.

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:

STD & TSU

Hi-Lo

8. Secure the cylinder to prevent its falling and disconnect the cylinder rod retaining bolts.

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.

NOTE For 4-hose adapters, you must disconnect the hose sheave and bracket. This is not necessary for 2-hose adapters. 9. Move the sheave with the hoses and any other connected components out of the way. 10. 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.

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.

11. 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.

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Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-7

Group 34, Uprights Upright Reassembly

The following steps detail the procedures for reassembling the upright.

3. Reconnect the cylinder guide bolts. Do not tighten until inner and/or intermediate rails are in the fully lowered position. Torque guide bolts nuts to 20-25 N m (14.8-18.5 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 and Hi-Lo uprights or intermediate rails on triplestage 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 cylinder rod retaining bolts. Torque rod retaining bolts to 20-25 N m (14.8-18.5 ft-lb). In Hi-Lo upright, Reconnect the Secondary cylinder hose.

STD & TSU

Hi-Lo

5. Replace the 4-hose sheave and bracket assembly onto the upright. Torque nuts to 20-25 N m (14.818.5 ft-lb). 6. Reconnect the load lowering flow valve to the upright bracket. Torque nuts to 20-25 N m (14.8-18.5 ft-lb). 2. Reposition the rail cylinders and slowly and carefully lower the rails to seat the rod end into the mounting.

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Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-8

Group 34, Uprights 7. Jack up the truck only enough to remove the blocking and slowly lower the truck so that its full weight is on the floor. 8. Replace the carriage and forks. 9. 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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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.

Carriage and Upright Roller Clearance Checks and Shim Adjustments • 34-4-9

Group 34, Uprights

Section 5 Cylinder Removal, Shimming, Overhaul, and Replacement

Cylinder Types

Lift Cylinder Shimming Procedure

Standard uprights use two lift cylinders. Hi-Lo and Triple stage uprights use three cylinders, a primary (centermounted) cylinder, and two secondary cylinders. All primary cylinders used on Hi-Lo and triple-stage uprights (TSUs) are piston cylinders. The lift and secondary cylinders used on standard, Hi-Lo uprights and TSUs are either piston or ram cylinders.

To shim the lift cylinders to correct unequal cylinder stroke: 1. Fully lower upright until both lift cylinders are collapsed. 2. Attach a hoisting strap to the tie bar of the inner rail or intermediate rail tie bar of TSUs.

IMPORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available. Upright Type

Upright Number

Cylinder Type

<C15-20s> STD cush

V1209/20/27 Piston-type Lift Cylinder

STD pneu

V1210/21/28 Piston-type Lift Cylinder

TSU cush

M1209/20/27 Piston-type Secondary Cylinder

TSU pneu

M1210/21/28 Piston-type Secondary Cylinder

Hi-Lo cush

H1209/13/19 Ram-type Secondary Cylinder

Hi-Lo pneu H1210/14/20 Ram-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:

CAUTION

Make sure hoisting equipment is of adequate capacity and in good working order. 3. Remove the cylinder rod retaining bolt. In Hi-Lo Upright, Remove the Cylinder Hose.

• Ignition off • Parking brake applied • Directional lever in neutral • Forks lowered completely • Wheels blocked.

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STD & TSU

Hi-Lo

Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-1

Group 34, Uprights 4. Slowly lift the inner (or intermediate) rails off the top of the cylinder to expose the cylinder rod top.

4. Remove the pins, draw the chain through the sheave, and drape the chain over the carriage.

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.

WARNING

Do not try to maneuver the cylinder or rails with your hands. Use a prybar.

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.

7. Replace cylinder rod retaining bolt to secure rod end into inner or intermediate rail mounting hole. Torque the cylinder rod retaining bolts to 20-25 N m (14.818.5 ft-lb).

Snap ring

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 (Hi-Lo & TSU) Remove the primary cylinder for replacement only. Cylinder can be overhauled without removing it from the upright. See “Cylinder Overhaul” for procedures. 1. Make sure the cylinder is completely collapsed and pressure is released.

TSU

Hi-Lo

6. Disconnect cylinder mounting bolts and cylinder base mounting bolts.

2. Disconnect and cap the hydraulic line at the base of the cylinder. 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. If complete cylinder was torque hydraulic line bracket to 4045 N m (30-33 ft-lb).

34-5-2 • Cylinder Removal, Shimming, Overhaul, and Replacement

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Group 34, Uprights Lift and Secondary Cylinder Removal and Replacement

7. Disconnect the cylinder guide bolts.

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.

8. Disconnect the cylinder rod retaining bolts. In Hi-Lo upright, Remove the cylinder hoses.

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.

Shim

TSU

Hi-Lo

9. 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. 10. Remove any shims and note number and location. 11. Lift the cylinders off the base mount.

5. Lower the carriage 6. Using a hoist and lifting strap of adequate capacities, connect the lifting strap to the inner rail on standard & Hi-Lo uprights and inner and intermediate rails on triple-stage uprights.

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Use these steps in reverse to replace the cylinders. Torque the cylinder rod retaining bolts to 20-25 N m (14.8-18.5 ft-lb). Torque the cylinder guide bolt nuts to 30-35 N m (22.2-25.6 ft-lb). Check Group 40 for hydraulic fitting tightening procedures.

Cylinder Removal, Shimming, Overhaul, and Replacement • 34-5-3

Group 34, Uprights Cylinder Overhaul

6. Remove all rings and seals from the piston and the gland.

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.

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.

7. For piston-type cylinders: a. Remove the check valve from the piston for inspection and cleaning by removing the snap ring from the piston bore.

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.

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. 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.

34-5-4 • Cylinder Removal, Shimming, Overhaul, and Replacement

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Group 34, Uprights 6. Inspect all seals, including the check valve O-ring.

piston seal. This prevents damage to the seal during reassembly.

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.

b. Piston-type lift and secondary cylinder require a cylinder seal, a back-up ring, and a wear ring on the piston. Install the cylinder seal from the top of the rod.

Cylinder Reassembly Take care when installing these parts to make sure that no parts are damaged. 1. Coat all packing, seals and rings in clean, hydraulic oil (Clark part number 1800236 qt., 1802155 gal.) prior to reassembly. Coat the inside of the gland nut bore with hydraulic oil. 2. Replace the U-cup seal (groove toward bottom of cylinder), rod wiper, and O-ring and back-up seals on the gland.

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

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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 135 N m (100 ft-lb).

•

On lift and secondary cylinders, tighten the gland nut to 100 N m (75 ft-lb).

Cylinder Removal, Shimming, Overhaul, and Replacement • 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

Typical Piston-Type Standard Upright Lift and TSU Secondary Cylinder

for correct carriage and rail position. When all adjustments are completed, return the truck to service.

Triple-Stage Upright Primary Cylinder

34-5-6 • Cylinder Removal, Shimming, Overhaul, and Replacement

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Group 34, Uprights

Section 6 Upright Chain Inspection, Adjustment, and Replacement

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Upright Chain Inspection, Adjustment, and Replacement • 34-6-1

Group 34, Uprights

34-6-2 • Upright Chain Inspection, Adjustment, and Replacement

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Group 34, Uprights

Chain Configuration-Triple Stage Uprights(C15-20s)

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Upright Chain Inspection, Adjustment, and Replacement • 34-6-3

Group 34, Uprights

34-6-4 • Upright Chain Inspection, Adjustment, and Replacement

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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

Upright Chain Inspection, Adjustment, and Replacement • 34-6-5

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 (90q) 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.

34-6-6 • Upright Chain Inspection, Adjustment, and Replacement

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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:

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.

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 C15-20s : 70-80 N m (52-59 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 inner rail. Distance should not be less than 20 mm (0.80 in) or chain length adjustment is required.

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Triple-Stage and Hi-Lo 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. Hi-Lo Uprights use one chain set for carriage lift. 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 TSUand Hi-Lo 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.

Upright Chain Inspection, Adjustment, and Replacement • 34-6-7

Group 34, Uprights To adjust the cylinder lift chains on a TSU use the following illustration and procedures:

• Torque jam nuts to adjustment nuts to C15-20s : 70-80 N m (52-59 ft-lb). • Make sure chain anchors are secured so that no twist is evident in the chains.

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 and HiLo use the following illustration and procedures:

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. 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.

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).

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.

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.

34-6-8 • Upright Chain Inspection, Adjustment, and Replacement

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Group 34, Uprights Chain Lubrication

Chain Removal and Replacement

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.

WARNING

The procedures for removing and replacing chain sets involve hoisting and blocking components.

Maintaining a lubricant film on all chain surfaces will: •

Minimize joint wear.

• Do not walk or stand under raised forks.

•

Improve corrosion resistance.

•

Reduce the possibility of pin turning.

• Keep your arms and fingers away from moving parts of the upright.

•

Minimize tight joints.

•

Promote smooth, quiet chain action.

•

Lower chain tension by reducing internal friction in the chain system.

• Do not reach through open areas of the upright.

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.

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.

•

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.

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.

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Upright Chain Inspection, Adjustment, and Replacement • 34-6-9

Group 34, Uprights 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.

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.

2. Lift the carriage or inner rail slightly to create slack in the chains. Block the carriage or inner rail up for safety.

5. Use the steps in reverse order to replace the lift chain set.

3. Remove the chain anchor pins on the outer rail and pull the chains off of the sheaves on the inner or intermediate rails.

Primary Cylinder/Carriage Chains (TSU and Hi-Lo) 1. Tilt the upright forward, lower it, and completely collapse the primary cylinder to create slack in the chains. The carriage may also be lifted and blocked in position and the primary cylinder completely collapsed to create slack in the chains. 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)

4. Use these steps in reverse to replace the primary cylinder/carriage chain. Triple-Stage Upright Lift Chain Removal from Inner Rail

Perform the chain length adjustment and chain tension check before returning the truck to service.

34-6-10 • Upright Chain Inspection, Adjustment, and Replacement

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Group 34, Uprights 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 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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Upright Chain Inspection, Adjustment, and Replacement • 34-6-11

Group 34, Uprights

Section 7 Fork and Carriage Removal and Replacement

3. Lift tip of each fork and put a 100 x 100 mm (4 x 4 in) block under the fork arm near the heel.

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.

CAUTION

Forks weight 50-71 kg (110-156 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.

Blocking the Fork 4. Push down on tips of the forks to disengage the fork hooks from the carriage fork bar.

1. Release the fork latches.

5. Lift fork heel and remove block.

CAUTION

Forks are not stable sitting free in upright position. Use care when working around the forks. 6. Back the truck away from the forks.

Latch 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. Lift fork heel and place block under arm near the heel.

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Fork and Carriage Removal and Replacement • 34-7-1

Group 34, Uprights 4. Lift tips of forks to engage the fork hooks on the upper carriage fork bar. 5. Remove blocks from under fork. 6. Check fork latches 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.

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.

• Keep your arms and fingers away from moving parts of the upright. • Do not reach through open areas of the upright. • 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.

34-7-2 • Fork and Carriage Removal and Replacement

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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.

9. Continue elevating the upright until the inner rail clears the carriage.

7. For carriage auxiliary components, disconnect hoses (2- or 4-hose assemblies) from carriage. Remove the bolts and strap fixture also.

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. 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. •

Cap all lines to prevent leaks.

•

Label all lines and fittings for correct reassembly.

5. Now slowly move the truck forward until the inner rail is centered over the carriage rollers.

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.

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Fork and Carriage Removal and Replacement • 34-7-3

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.

•

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.

•

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. IMPORTANT Always use new anchor pins when replacing chain sets.

34-7-4 • Fork and Carriage Removal and Replacement

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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 Load-lowering flow valve and two-hose hardware mounting bracket

Trunnion mount

Transaxle

Trunnion cap

Tilt cylinder mount

bearing

Keeper

Typical Upright Installation

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Upright Removal and Replacement • 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.

NOTE For two-hose adapter assemblies, the hydraulic lines to the upright must also be disconnected and capped.

34-8-2 • Upright Removal and Replacement

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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.

Cushion tire and Pneumatic tire trucks with bolt down.

4. Remove trunnion ring 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. Secure mounting bearing to inner, load-bearing half of the trunnion mounting using double-sided tape. Install trunnion ring mounting bolts and use Loctite 271 (CLARK part number 1802302). Torque to C1520s : 111-116 N m(82-86 ft lb).

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Upright Removal and Replacement • 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.

Cushion tire and Pneumatic tire trucks with bolt down.

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. 7. See Section 7, “Fork and Carriage Removal and Replacement,” for steps to replace the carriage and fork assembly.

•

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.

34-8-4 • Upright Removal and Replacement

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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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Group 38, Counterweight and Chassis

Section 1 Counterweight Specifications and Description

Specifications

Description

Counterweight weights : Cushion Truck

Pneumatic Truck

C15C:760 Kg (1675 lbs)

C15:700 Kg (1543 lbs)

C18C:990 Kg (2182 lbs)

C18:930 Kg (2050 lbs)

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.

C20sC:1120 Kg (2469 lbs) C20s:1105 Kg (2[36 lbs)

Fastener Torques Counterweight Mounting Bolt : 440-490 N m (325-361 ft lb) LPG Tank Support Assembly Bracket Mounting Bolt : 340-380 N m (250-280 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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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.

Counterweight Specifications and Description • 38-1-1

Group 38, Counterweight and Chassis

Section 2 Counterweight Removal and Replacement

LPG Tank Removal

CAUTION

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

Remove the LPG tank from the counterweight if servicing a LPG-fuel truck. The tank must be removed to install the lifting eyebolts on the counterweight. Remove the two bolts mounting the tank support assembly bracket to the counterweight.

2. Put upright in vertical position and fully lower the forks or attachment.

Counterweight Removal

SAFE PARKING. Before working on truck :

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

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.

1. Install eye bolts into the counterweight. Eyebolts must be able to lift 700-1120 kg (1543-2469 lbs) 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. 3. Remove the tow bar and the counterweight anchor bolt(s). 4. Slowly lift the counterweight from the truck frame.

LPG tank

Torque to 340~380N.M 250~280ft-lb

Tank support assembly bracket

LPG Tank Removal

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Counterweight Removal and Replacement • 38-2-1

Group 38, Counterweight and Chassis

WARNING

Stand clear of the counterweight as it is being hoisted, moved, or mounted. 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.

Counterweight Replacement 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. 2. Move the counterweight forward and lower it, making sure that the support hooks on the frame engage with the counterweight.

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 440-490 N m (325-361 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.

LPG Tank Replacement Remount the LPG tank support assembly bracket. Torque the bracket mounting bolt nuts to 340-380 N m (250-280 ft lb).

WARNING

During mounting, always use prybars for location adjustments. Do not place any part of your body between the counterweight and truck.

Anchor bolts

Towbar and pin

Counterweight Installation. A standard cushion-tire truck counterweight and frame is shown. Removal and replacement of pneumatic-tire models is the same.

38-2-2 • Counterweight Removal and Replacement

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Group 38, Counterweight and Chassis

Section 3 Overhead Guard/Operator’s Cell 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.

Operator’s Cell Removal and Replacement Removal 1. Tilt the steering column fully forward.

2. Put upright in vertical position and fully lower the forks or attachment.

2. Raise the seat deck.

3. Put all controls in neutral. Turn key switch OFF and remove key.

4. Remove the operator’s seat deck; see Section 4.

4. Apply the parking brake and block the wheels.

3. Lift out the operator’s compartment floor plate.

5. Disconnect and label all wiring for cell-mounted lights or other electrical devices. 6. Disconnect air induction tube from cell leg.

Overhead Guard Removal and Replacement Overhead guard leg Overhead guard

Operator's cell

Air Induction Tube

7. Loosen and remove the four mounting nuts securing the bolts and cell to the truck chassis as shown in the illustration on page 2. 8. Use an overhead hoist to lift the cell from the truck chassis.

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Overhead Guard/Operator’s Cell Removal and Replacement • 38-3-1

Group 38, Counterweight and Chassis Replacement 1. Set cell into place on the truck chassis using an overhead hoist. 2. Replace the four mounting bolts and nuts. 3. Reconnect the air induction tubing to the cell leg.

4. Reconnect all wiring for cell-mounted lights or other electrical devices according to the labels made during removal. 5. Replace the operators seat deck ; see Section 4. 6. Replace the operator’s compartment floor plate and readjust, if necessary, using the procedures in Section 4.

Mounting bolt

Remove this nut only to remove cell.

38-3-2 • Overhead Guard/Operator’s Cell Removal and Replacement

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Group 38, Counterweight and Chassis

Section 4 Floorboard, Cowls, and Seat Deck Removal and Replacement

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Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-1

Group 38, Counterweight and Chassis

CAUTION

NOTE Make sure the accelerator pedal has a full stroke and does not bind. 8. Once centered, torque the retention screws into the pins to 8-10 N m (5.9-7.3 ft lb). 9. Lower and latch seat deck.

Cowl Removal and Replacement 1. Remove the right, center, and left cowl covers as shown in the following illustration.

4. Apply the parking brake and block the wheels.

Floor Plate Removal and Replacement 1. Tilt the steering column fully forward. 2. Raise the seat deck. 3. Lift out the operator’s compartment floor plate. Rubber mat lifts out with floor plate. Floorplate

2. To replace the cowl covers top lip of the right and left cowl covers must be inserted under the dash prior to fastening covers into position. 3. Disconnect electrical devices and hydraulic hose. 4. Loosen and remove the two mounting nut securing the bolts and cowl to the chassis as shown in the illustration. 4. To replace the floorplate, position the floor plate so that the retention pins mate with holes in the operator’s cell side plates. 5. Snug the retention screws to the pins but allow movement of the parts in the floor plate slot. 6. Orient and place pins into mating holes in cell sides. Allow the floor plate to rest on the cell sides. 7. Adjust floor plate to center by moving the pins in the slots.

38-4-2 • Floorboard, Cowls, and Seat Deck Removal and Replacement

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Group 38, Counterweight and Chassis Radiator Cover Removal and Replacement

5. Remove the wire circle cotter and washers from the seat deck prop plate.

Remove and replace the radiator cover as in the following illustration. Seat deck bracket

Radiator cover Hand screw

Hinge bracket

6. Unbolt the seat deck bracket from the hinge bracket from left and right sides.

! Operator’s Seat Deck Removal and Replacement

CAUTION

Support the seat deck in position when removing bracket nuts to prevent falling and possible injury.

Removal Seat deck bracket

1. Tilt the steering column fully forward. Hinge bracket

2. Raise the seat deck. 3. Lift out the operator’s compartment floor plate.

CAUTION

Seat deck is not supported when gas springs and prop plate are removed. Support the seat deck in position when disconnecting to prevent falling and possible injury. 4. Unclip the upper gas spring connections. Clip separates allowing gas spring to be pulled off post.

7. Remove the seat deck.

Replacement Post

To replace the operator’s seat deck : 1. Set the seat deck in place.

Clip Pry clip gently

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CAUTION

Support the seat deck in position when replacing to prevent falling and possible injury.

Floorboard, Cowls, and Seat Deck Removal and Replacement • 38-4-3

Group 38, Counterweight and Chassis 2. Line up the seat deck bracket and the hinge bracket and replace the lockwashers and nuts. Hand tighten nuts.

Seat deck bracket Hinge bracket

5. Check the alignment of the seat deck to make sure it latches correctly. • Adjust seat deck to center on overhead guard cell frame. • Check for an even gap along the bottom edge. • Torque the lock nuts to 40-45 N m (30-33 ft lb). Do not overtorque. 6. Check hood release latch to make sure it is catching on frame striker. Loosen and adjust deck striker as necessary.

3. Reset the seat deck prop plate and replace the wire circle cotter.

Desk striker Seat deck bracket Hinge bracket

7. Lift and lower the seat deck several times to make sure the latch is catching and that the seat deck is balanced before returning the truck to service.

4. Replace the two gas springs by clipping back onto seat deck posts.

Gas spring

38-4-4 • Floorboard, Cowls, and Seat Deck Removal and Replacement

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Group 38, Counterweight and Chassis

Section 5 Operator’s Seat Removal and Replacement

CAUTION

Seat Removal

SAFE PARKING. Before working on truck :

1. Tilt steering column fully forward and raise the seat deck.

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

2. Remove the four nuts (with washers) securing the seat rails to the seat deck.

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.

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.

4. Apply the parking brake and block the wheels.

Remove nuts and washers here

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Operator’s Seat Removal and Replacement • 38-5-1

Group 38, Counterweight and Chassis Seat Replacement 1. Set and hold the seat in position on the raised seat deck.

3. 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.

2. Replace the four bolts securing the seat rails to the seat deck and torque to 23-25 N m (210-230 in lb).

38-5-2 • Operator’s Seat Removal and Replacement

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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 weight of the load must be considered when operating 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.

1 3 5

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.

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.

Truck Data and Capacity Plate

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. 4. Truck weight — The approximate weight of the truck without a load on the forks. This weight plus

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Nameplates and Decals • 40-1-1

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

40-1-2 • Nameplates and Decals

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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.

2372604

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.

Nameplates and Decals • 40-1-3

Group 40, Specifications Nameplate, Decal Locations

The Hand Safety Warning Decal is located on the outer rail upper tie bar.

The following illustrations show decal locations for the nameplate and safety decal required on all CLARK industrial lift trucks. The Data Plate is located on the seat deck to the right(Pneumatic), left(cushion) of the operator seat.

The Operator’s Safety and Warning Plate is located on the seat deck to the left of the operator seat.

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 General Safety Decal is located on the operator’s cell leg as shown.

The Fan Warning decal is placed on the cooling fan shroud as shown.

40-1-4 • Nameplates and Decals

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Group 40, Specifications

Section 2 General Specifications

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General Specifications • 40-2-1

Group 40, Specifications Weights and Performance Specifications

Capacities For standard trucks. At 600mm Load Center

At 500 mm Load Center

At 24 in Load Center

1360kg 1590kg 1810kg

1500kg 1800kg 2000kg

3000lb 3500lb 4000lb

Models C15/C15C C18/C18C C20s/C20sC

Note : Rated capacity applies when using standard upright : 3085mm [121 inches] for pneumatic tire.

Truck Weights and Axle Weights Weights for standard trucks with standard : 3085mm[121 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)

4246/9361 4762/10498 5104/11252

2746/6054 2962/6530 3104/6843

3740/8245 4210/9282 4507/9936

1164/2566 1094/2412 1044/2302

1583/3490 1868/4118 2060/4541

4285/9447 4809/10602 5156/11367

2785/6140 3009/6634 3156/6958

3733/8230 4166/9185 4449/9808

1277/2815 1219/2687 1175/2590

1551/3419 1833/4041 2025/4464

4285/9447 4809/10602 5156/11367

2785/6140 3009/6634 3156/6958

3733/8230 4166/9185 4449/9808

1277/2815 1219/2687 1175/2590

1551/3419 1833/4041 2025/4464

Cushion tire type LPG C15C C18C C20sC Pneumatic tire type LPG C15 C18 C20s Pneumatic tire type Diesel C15 C18 C20s

Note : Refer to the truck data plate for exact service and axle weights.

40-2-2 • General Specifications

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Group 40, Specifications Maximum Gradeability At stall in forward with standard upright on surface of 0.6 friction coefficient. Without load With load (%) (%) Cushion tire type LPG C15C C18C C20sC

26.7 24.1 22.6

46.0 38.6 35.6

21.1 19.8 17.1

45.6 39.4 37.0

20.9 18.6 17.1

37.5 33.2 31.3

Pneumatic tire type LPG C15 C18 C20s Pneumatic tire type Diesel C15 C18 C20s

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 : C15-20s : Lift spool (spool #1) : 125 LPM (33 GPM) Tilt spool (spool #2) : 56 LPM (15 GPM) Auxiliary spool (spool #3) : 56 LPM (15 GPM). Integral Pressure Compensated Flow Control Settings : C15-20s : Tilt spool (spool #2) : 15.5 LPM (4.1 GPM) Auxiliary spool (spool #3) : 11 LPM (2.9 GPM). Maximum Pressure Drop at Rated Flow : Inlet to outlet(C15-20s) : 500 kPa (73 psi)

Auxiliary spools (spools #3 and #4) : - Inlet to cylinder port : 345 kPa (50 psi) - Cylinder port to outlet : 207 kPa (30 psi). Auxiliary Component Flow Control Adjustments : Flow Setting L/min <Tilt> 9 13 15 7.6 9.5 15.1 20.8 26.5 38 45.4 56.8 <Auxiliary> 8 9.5 15.1 20.8 26.5 38

(gpm)

Clockwise Turns of Adjustment Screw

2.3 3.4 4 2.0 2.5 4.0 5.5 7.0 10.0 12.0 15.0

0.8 2.2 2.6 0.50 0.75 1.00 1.50 1.75 2.50 3.00 4.25

2.1 2.5 4.0 5.5 7.0 10

0.4 0.45 0.7 1.5 2.5 3.25

Group 32, Tilt Cylinders Specifications Tilt cylinder type : double-acting with shims. Maximum operating pressure : 22070 kPa (3200 psi) Tilt Flow Control Adjustments : (Based on Standard upright) factory setting is 15 LPM (4 GPM) clockwise Turns Tilt flow

of Adjustment

Upright Usage

LPM(GPM) Screw

MFH 6370-7315 TSU

8(2.1)

0.75

MFH 4165-5170 STD

13(3.4)

15(4)

2.5

3860-6100 TSU MFH 2120-3860 STD

Lift spool (spool #1) : - Inlet to cylinder port : 689 kPa (100 psi) - Cylinder port to outlet : 550 kPa (80 psi) Tilt spool (spool #2) : - Inlet to cylinder port : 689 kPa (100 psi) - Cylinder port to outlet : 550 kPa (80 psi)

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General Specifications • 40-2-3

Group 40, Specifications Tilt Ranges <C15-20s> UPRIGHT TYPE

STD

TSU

HILO

CUSHION MFH in mm 89 2265 100

2545

110

2795

121

3085

129

3285

143

3640

160

4070

172

4365

183

4655

203

5145

156

3970

171

4345

188

4780

204

5185

213

5400

219

5565

225

5720

237

6015

255

6470

279

7075

115

2920

127

3225

138

3500

145

3680

150

3810

TILT AMOUNT B F q 8 8q 8q 8q

8q 8q

8q 5q

UPRIGHT TYPE

PNEUMATIC MFH TILT AMOUNT in mm B F q 89 2265 8 8q 100 2545 8q 8q 8q 8q

8q 8q

5q 5q

6q 6q

5q 5q

6q 3q

5q 5q

6q 6q

5q 5q

6q 3q

5q 5q

3q 3q

5q 5q

3q 3q

6q 6q

8q 8q

3680

6q 6q

8q 8q

3810

110

2795

121

3085

129

3285

143

3640

8q 6q

160

4070

172

4365

5q 5q

6q 6q

183

4655

206

5145

4q 5q

3q 6q

156

3970

171

4345

5q 5q

6q 6q

188

4780

204

5185

4q 4q

3q 3q

213

5400

219

5565

4q 4q

3q 3q

225

5720

237

6015

4q 2q

3q 3q

255

6470

279

7075

2q 6q

3q 8q

115

2920

127

3225

6q 6q

8q 8q

138

3500

145

6q 6q

8q 8q

150

STD

TSU

HILO

<SI-45308> * 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.

40-2-4 • General Specifications

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Group 40, Specifications Group 34, Upright Specifications

Lift Speeds, Upright

Upright Weight(Mast weight without carriage ) : Approximately 400 kg (880 lb) to approximately 880 kg (1940 lb) without carriage.

For the standard two-stage upright, with standard hydraulic transaxle. Note : Hydraulic fluid should be at operating temperature when testing these specifications.

Carriage Weight : approximatelly 103 kg (227 lb) Fork Weight : approximatelly 50kg (110) 42s 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) Innerslide Lubricant (CLARK part #886396) Chain and Cable Lube (CLARK part #886399)

Group 38, Counterweight and Chassis Specifications

LPG Loaded Empty Loaded C18, C18C Empty Loaded C20s, C20sC Empty C15, C15C

Lift Speed m/s (ft/min) 0.57 (112) 0.61 (120) 0.56 (110) 0.61 (120) 0.54 (106) 0.61 (120)

Lowering Speed m/s (ft/min) 0.47 (93) 0.43 (85) 0.47 (93) 0.43 (85) 0.47 (93) 0.43 (85)

0.57 (112) 0.61 (120) 0.56 (110) 0.61 (120) 0.54 (106) 0.61 (120)

0.47 (93) 0.43 (85) 0.47 (93) 0.43 (85) 0.47 (93) 0.43 (85)

Diesel C15 C18 C20s

Loaded Empty Loaded Empty Loaded Empty

Critical Fastener Torque Specifications Tightening Torque. Dry N m lbf ft

Counterweight weights : Cushion Truck

Pneumatic Truck

C15C : 760 kg (1675 lbs)

C15 : 700 kg (1543 lbs)

C18C : 990 kg (2182 lbs)

C18 : 930 kg (2050 lbs)

C20sC : 1120 kg (2469 lbs) C20s : 1105 kg (2436 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 5q 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.

SM 1066

For standard transaxle truck Engine Mounting Bolts -LPG -Diesel transaxle to Engine Bolts Torque Converter to Drive Plate Bolts Drive Axle to Frame Mounting Bolts Drive wheel Lug nuts (C15-20s) (C15-20sC) Steer Axle Mounting Bolts Steer Wheel Lug Nuts (C15-20s) Steering Handwheel Retaining Nut Tilt Cylinder Yoke Clamp Bolts Tilt Cylinder Pin Retainer Bolts Counterweight Mounting Bolts (Bottom) Overhead Guard Mounting Bolts (C15-20s) (C15-20sC) Upright Trunnion Mounting Bolts

170-190 170-190 40-45

125-140 125-140 30-33

20-25

14.8-18.5

119-144

87-106

290-304 300-370 235-288 155-193 80-90 170-190 40-45

210-225 225-275 173-213 115-142 59-66 125-140 30-33

441-490

325-361

70-80 85-93 115-130

51-59 62-68 85-96

General Specifications • 40-2-5

Group 40, Specifications Group 06, Standard Transaxle Specifications General Specifications

Group 13, Instrument Pod & Electrical System Specifications Indicator lights : LEDs integral with circuit board.

<C15-20s> Model : CLARK TA12A1(TA12CA1) Transaxle. No. Ratios : 1-speed, forward and reverse.

Buzzer : Integral with circuit board. Fuel gauge : LED.

Transaxle Ratio Forward(TA12A1) : 15.38

Engine Coolant Temperature Gauge : :LED.

Transaxle Ratio Reverse(TA12A1) : 15.67

Hour Meter : Digital, with running indicator. Integral to circuit board.

Transaxle Ratio Forward(TA12CA1) : 13.07 Transaxle Ratio Reverse(TA12CA1) : 12.93

Pinout Locations : See Group 13, “Electrical System,” for schematic.

Ring & Pinion Gear Type : Spiral Bevel. Ring & Pinion Backlash : 0.153-0.254 mm (0.006-0.010 in).

Voltage and Ground

Differential Type : 2-pinion.

System Voltage : 12 volt.

Differential bearing preload : 0.8-1.6 N m (7-15 in lb)

System Ground : Negative.

Service Brake Size : 230 Ý 50 mm (9Ý2 in). Torque Converter Size : 280 mm (11 in).

Alternator

Torque Converter Stall Ratio : 3.3

Type : 12 volt.

Hydraulic Pump Drive ratio : 1.029 Ý engine rpm. Dry Weight : 256 kg (564 lb).

Battery

Oil Capacity : 11 L (12.8 qt).

LPG Engine :

Transaxle Fluid : CLARK # 2776236.

<MMC 4G63> Type : 12 volt 45AHG(20HR)

Pressure Specifications*

Cold Crank Current : 430 amps at 0 °F (-18 °C)

Charge Pump Flow : 37.8 L/min (10 gpm) @ 1800 rpm. Regulator Valve Pressure : 1310-1690 kPa (190-245 psi) @ 1800 rpm. Clutch Pressure (Forward/Reverse) : 1240 kPa (180 psi) @ idle rpm. Cooler Return Pressure : 345-862 kPa (50-125 psi) @ 1800 rpm. 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.

Reserve Capacity : 71 minutes at 80 °F (27 °C). <HMC THETA 2.4> Type : 12 volt 45AH (20HR) Cold Crank Current : 410 amps at 0 °F (-18 °C) Reserve Capacity : 71 minutes at 80 °F (27 °C). Diesel Engine : <4TNV88> Type : 12 volt 80AH (20HR) Cold Crank Current : 630 amps at 0 °F (-18 °C) Reserve Capacity : 130 minutes at 80 °F (27 °C).

40-2-6 • General Specifications

SM 1066

Group 40, Specifications Starter

Water Pump Type : Centrifugal

LPG Engine :

Hose Clamp Sizes : LPG : 47 mm (1.8 in) @ radiator end ; 44 mm (1.7 in)

Type : Positive engagement, planetary gear reduction, offset. <MMC> Voltage : 12 volts

Output : 1.2 kW.

Group 02(LP), LPG Fuel System

<HMC> Voltage : 12 volts

@ engine (water pump or thermostat) end Diesel : 51mm (2 in).

Output : 1.4 kW.

Diesel Engine :

Specifications

Type : Positive engagement, offset gear reduction.

LPG Tank

Voltage : 12 volts

Capacity : 15 or 20 kg (33.5 or 43.5 lb).

Output : 2.3 kW

Working Pressure : 138-1654 kPa (20-240 psi). Safety Relief Valve : Opens when pressure exceeds 2756 kPa (400 psi).

System Protection Fuse : 10A Direction Control. Fuse : 15A Ignition. Fuse : 10A STOP Switch.

Shut-off Valve : Manual with maximum withdrawal valve. Maximum Withdrawal Valve : Closes when flow rate exceeds 5.7 Lpm (1.5 gpm).

Fuse : 10A Horn.

Fuel Gauge Type : Float level.

Group 01, Cooling System Specifications

Low Fuel Light : Instrument pod light comes on at 275 kPa (40 psi).

Radiator Type : Crossflow radiator with coolant recovery system.

Fuel

System Pressure (Radiator cap) : 83-109 kPa (12-16 psi).

HD-5 Propane.

Thermostat : LPG : open (cracking) at 82°C ± 1.5° (180°F ± 2.7°) fully open 95°C (203°F) Diesel : open (cracking) at 82°C ± 1.5° (180°F ± 2.7°) fully open 95°C (203°F).

Group 03, Intake and Exhaust Systems Specifications Air Cleaner Type : Canister style with replaceable paper element and air-restriction indicator.

Coolant Mixture : 50% water and 50% low-silicate, ethylene glycol, permanent-type antifreeze with rust and corrosion inhibitors. Cooling System Coolant Capacity : Cushion-tire truck with 4-row radiator capacity is C15-20s : 8.5L (9.0 qt) Pneumatic-tire truck with 4-row radiator capacity is C15-20s : 9.0L (9.5 qt) Fan Type : Pusher type Fan Drive Belt : V-type belt

SM 1066

General Specifications • 40-2-7

Group 40, Specifications Group Specifications

Group 00(L), HMC LPG Engine Specifications

Group 00(L), MMC LPG Engine Specifications

General Specifications Engine Code : THETA 2.4

General Specifications

Displacement(cc) : 2,359 cc

Engine Type : Mitsubishi in-line, overhead valve, single overhead camshaft.

BoreGÝGStroke(mm) : 88.0 Ý 97.0 Rated Output : 38.0 kW(51 HP) AT 2600 rpm

Number of Cylinders : 4

Maximum Torque : 15.4 kgf m / 2000 rpm

Combustion Chamber : Semi-spherical

Engine weight (dry) :153 kg

Total Displacement : 1,997 cu cm (121.8 cu in)

Thermostat : WAX TYPE 82 ˧ 95q

Cylinder Bore : 85 mm (3.35 in)

Fuel System : MIXER / MPI / BI-FUEL

Piston Stroke : 88 mm (3.46 in)

Cooling System : Water Cooled 4CYCLE DOHC 4VALVE

Compression Ratio : 8.5 Cylinder Compression : 1880 kPa (163.5 psi) at 300 rpm Valve timing : Camshaft Identification Intake valve Open Close Exhaust valve Open Close

Cylinder Arrangement : 4 in-line Firing Order : 1-3-4-2

(D) 12° 40° 54° 6°

BTDC ABDC BBDC ATDC

Lubrication System : Pressure feed, full-flow filtration Oil Pump Type : Involute gear type

Compression Ratio : 10.5:1 Direction of Rotation : C.C.W AS VIEWED FROM FLYHEEL SIDE Engine Oil Capacity(Liter) : 5.2 L - Recommend Oil : in accordance with API classification more than a class SM / SAE 10W-30 (in accordance with ILSAC classification more than a class GF-4 / SAE 10W-30)

Engine Oil : in accordance with API classification more than a class SM grade / SAE 10W-30

Cooling Water (Liter) : 3.5 L

Sump Capacity : 4 L (4.23 qt)

Starter Moter : 12 V - 1.4 kW

Cooling System : Water-cooled circulation

Alternator : 15 V - 90 A

Water Pump Type : Centrifugal impeller type

Water Pump : Centrifugal Water Pump Ignition Coil : 12 V

Tune-Up Specifications

Spark Plug : PLFR4A

Spark Plug Type : LPG Engine : NGK BPR5ES, Champion NY12

Tune-Up Specifications

Spark Plug Gap : 0.7-0.8 mm (0.028-0.031 in)

Spark Plug Type : PLFR4A

Spark Plug Tightening Torque : 24.5 N m (18.1 lbf ft)

Spark Plug Gap : 0.7-0.8 mm (0.028-0.031 in)

Ignitor Air Gap : 0.8 mm (0.031 in)

Spark Plug Tightening Torque : 1.0~1.2 N m (8.8~10.6 ft lb)

Ignition Timing : BTDC 9q @ 740 rpm

Ignition Timing : ECM (Engine Control Module) by the ignition timing control

40-2-8 • General Specifications

SM 1066

Group 40, Specifications Group 00(D-T3), 4TNV88 Diesel Engine Specifications General Specifications Engine Type : Yanmar 4TNV88 Vertical, in-line, 4-cycle water-cooled diesel engine.

Group 22, Wheels and Tires Specifications Steer Tire Types : Pneumatic Rubber/Cushion Rubber, non-marking, and urethane. Drive Tire Type : Pneumatic Rubber/Cushion Rubber, non-marking, and urethane.

Number of Cylinder : 4

Pneumatic Truck Wheel and Tires

Combustion Chamber : Indirect injection

Drive Tires (Single) : 6.50Ý10-12 ply rating

Total Displacement : 2190 cu cm (133 cu in)

Steer Tires : 5.00Ý8-10 ply rating

Rated Output : 28.8 kw (39.2ps) @ 2400rpm

Cushion Truck Wheel and Tires

Maximum Torque : 14.7 kgf m(106 lb ft) @ 1440 rpm Engine Speed (rpm) : Idle : 800±30 rpm

Drive Tires

Steer Tires

C15C

18Ý6Ý12.125

14Ý4.5Ý8

C18C / 20sC

18Ý7Ý12.125

14Ý4.5Ý8

Converter Stall : 2460±30rpm Maximum No-Load : 2590±30 rpm Firing Order : 1-3-4-2 (No.1 cylinder on flywheel side)

Tire Pressures (Pneumatic & Cushion truck) Drive Tires (Single) : 880 kPa (128 psi) Steer Tires : 880 kPa (128 psi)

Output Shaft : Flywheel Direction of Rotation : Counterclockwise (viewed from flywheel) Fuel Oil : Diesel oil (Capacity : 42 L) Engine oil : in accordance with API classification CD or higher / SAE 10W-30 (in accordance with ACEA classification E-3, E-4, E5 / SAE 10W-30) Oil Pan Capacity : Max ; 5.8L(1.5gal), Min ; 3.5L(0.9gal) Engine weight (dry) : About 165 kg (363 lb)

Group 23 brake/Inching System Specifications (Standard Transaxle) Service Brake Type : Drum and shoe. Master cylinder, Self-adjusting. Fluid : Brake Fluid (SAE dot 3) by reservoir. Brake System Residual Pressure : 69-167 kPa (10-24.2 psi).

Start Motor : 12V-2.3 kW

Shoe-to-Drum Gap : 0.26-0.38 mm (0.008-0.015 in)

Alternator : 12V-40A

Shoe Lining Thickness : 1.0 mm ( 0.039 in) min. Drum Thickness : 17.5 mm (0.69 in). Maximum Rebore Diameter : 232 mm (9.13 in). Pedal Freeplay : 4~6mm (0.16~0.24 in). Parking Brake Type : Ratchet linked to service brake shoe at each wheel. Holding Test : Rated load on 15% grade.

SM 1066

General Specifications • 40-2-9

Group 40, Specifications Inching (also see transaxle specs) Type : Inching pedal mechanically linked to brake pedal and to inching spool on transaxle.

Group 29, Hydraulic Sump, Filters, and Pump Specifications

Overlap Adjustment : 1.5-4.5 mm (0.06-0.18 in).

Hydraulic Pump Type : transaxle-driven, gear-type with integral load sensing priority flow valve and pressure relief valve ; pump is connected to, and works in conjunction with the transaxle charging pump.

Group 25, Steering Column and Gear Specifications

Sump Type and Capacity : Tank is built into truck frame with capacity of 24L (6.3 gallones) for C15-20sC, 34L (9.0 gallones) for C15-20s.

Steering System Type : Hydrostatic power steering with load sensing, dynamic signal circuit.

Hydraulic Fluid Type : CLARK Hydraulic Fluid specification MS-68.

Steering System Relief Pressure Setting : C15-20s : 8800-9300 kPa (1276-1350 psi)

Tank top Return Filter Type : Disposable, glass microfiber element.

Nominal Flow Rating : 23 L/min (6 gal/min)

Suction Screen : 100 mesh stainless steel screen.

Inlet Pressure Rating : 12400 kPa (1800 psi)

Dirty Filter Element cracking pressure :1.05 kg/cm¸.

Pedal Freeplay : None.

Return Pressure Rating : 690 kPa (100 psi) maximum

Drawbar Pull Group 26, Steer Axle Specifications Cushion-Tire Truck Steering System Relief Pressure Setting : C15-20s : 8800-9300 kPa (1276-1350 psi).

With standard upright and standard transaxle. with load(kg) without load(kg) Cushion tire type LPG

Steer Cylinder Type : Double-acting, piston-type.

C15C C18C C20sC

Turning Arc : C15-20s : 75q max. inside turning angle C15-20s : 53.5q max. outside turning angle.

Pneumatic tire type LPG

Pneumatic-Tire Truck

C15 C18 C20s

Steering System Relief Pressure Setting : 8620-9300 kPa (1250-1350 psi). Steer Cylinder Type : Double-acting, piston-type. Turning Arc : 75q max. inside turning angle C15-20s : 53.5q max. outsideturning angle

1775 1717 1713

820 800 785

1774 1780 1785

1100 1100 1000

1525 1532 1538

1100 1100 1000

Pneumatic tire type Diesel C15 C18 C20s

The number of handwheel turns required for lock-to-lock turning differs between the cushion and pneumatic-style axles.

40-2-10 • General Specifications

SM 1066

Group 40, Specifications Travel Speeds Maximum speeds with standard upright and standard transaxle. with load(km/h) without load(km/h) Cushion tire type LPG C15C C18C C20sC

16.9 16.9 16.9

17.0 17.0 17.0

18.0 17.9 17.9

18.4 18.4 18.4

17.2 17.6 17.4

17.9 17.9 18.1

Pneumatic tire type LPG C15 C18 C20s Pneumatic tire type Diesel C15 C18 C20s

Turning Radius (outside) For standard transaxle truck. mm

1930 1972 2000

76.0 77.6 78.7

2073 2121 2154

81.6 83.5 84.8

2073 2121 2154

81.6 83.4 84.8

Cushion tire type LPG C15C C18C C20sC Pneumatic tire type LPG C15 C18 C20s Pneumatic tire type Diesel C15 C18 C20s

SM 1066

General Specifications • 40-2-11

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 1066

2. Using finger tips only, lightly snug fitting with a wrench until it bottoms out on the seat or port. Do not overtighten.

Hydraulic Fitting Tightening Procedure • 40-3-1

G G

CLARK MATERIAL HANDLING INTERNATIONAL 215, Ojeong-ro, Bucheon-Si, Gyeonggi-do, Korea Tel: 82-32-680-6300 [ www.clarkmhc.co.kr ]