CLARK FORKLIFT C 40 45 50s 55s L SERVICE MANUAL by www.heydownloads.com

C 40 / 45 / 50s / 55s L (PSI 4X Engine Truck)

Capacity : 4000-5500 kg

Part No. 8139175 Book No. SM 1056 (Rev 1.2) Nov. 2019

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

CONTENTS

CONTENTS Group SA. Safe Maintenance

Group 23. Brake System

Group PS. Periodic Service

Group 25. Steering Column and Gear

Group 00. Engine (PSI 4X 4.3)

Group 26. Steer Axle

Group 01. Engine Cooling System

Group 29. Hydraulic Sump, Filters, and Pump

Group 03. Intake and Exhaust System

Group 30. Hydraulic Control Valve

Group 06. Transmission

Group 32. Tilt Cylinders

Group 13. Electrical system

Group 34. Uprights

Group 20. Drive Axle

Group 38. Counterweight and Chassis

Group 22. Wheels and Tires

Group 40. Specifications

Group 34. Uprights Group 13. Electrical system Group 25. Steering Column and Gear Group 06. Transmission

Group 32. Tilt Cylinders Group 23. Brake System

Group 30. Hydraulic Control Valve

Group 29. Hydraulic Sump, Filters, and Pump Group 00. Engine Group 01. Engine Cooling System Group 22. Wheels and Tires Group 03. Intake System Group 26. Steer Axle Group 38. Counterweight and Chassis

Group 03. Exhaust System

SM 1056

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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SA-0

Group SA, Safe Maintenance

Section 1 Safety Safety Signs and Messages

Safe Maintenance Practices

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

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

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

CAUTION

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

WARNING

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

DANGER

This message is used when an extreme hazard exists that can result in injury or death or serious injury if proper precautions are not taken. The above terms have been adopted by CLARK. 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 LPG truck, be sure the fuel shut-off valve of LPG tank is closed.

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SA-1-1

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

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

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

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

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

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

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

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

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

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SA-1-2

Group SA, Safe Maintenance

Section 2 Lifting, Jacking, and Blocking the Truck

WARNING

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

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SA-2-1

Group SA, Safe Maintenance Safe Parking 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.

Raising Drive Wheels Off Floor 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. 3. Start the engine. Tilt the upright fully back. Adjust upright height as necessary to put blocking underneath the lower end of the upright. 4. Put a solid 100 x 100 mm (4 x 4 in) hardwood block under the front section of each upright rail. Put a 3-6 mm (.125-.250 in) steel plate on top of each block.

Steel Plate

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

Block

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

Under Frame Under Steer Axle Frame Mount

Under Upright

WARNING

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

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SA-2-2

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

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

Rag

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

Raising Truck with A Hoist

WARNING

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

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

CAUTION

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

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.

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SA-2-3

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

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

Inner Rail

Outer Rail Short Block

7. Reverse the procedure to remove blocking.

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

Carriage

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.

Outer Rail

Tall Block

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

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SA-2-4

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

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

Raising Entire Truck Refer to truck data plate for truck weights.

1. Park truck safely as described in “Safe Parking.” Lower upright fully. 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.

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.

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

CAUTION

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

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SA-2-5

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

CAUTION

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

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

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

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

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

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

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.

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SA-2-6

Group SA, Safe Maintenance

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

WARNING

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

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

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

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

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

Disabled truck with driver in place to steer.

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

Solid-metal tow bar

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Partial load

Towing • SA-3-1

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

WARNING

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

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Towing • SA-3-2

GROUP PS

GROUP PS PERIODIC SERVICE

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

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PS-0

Group PS, Periodic Service

Section 1 Maintenance Schedules “Periodic Service” and “Planned Maintenance” The term “periodic service” includes all maintenance tasks that should be performed on a regularly scheduled basis. The term “Planned Maintenance” indicates a formalized program of basic inspections, adjustments, and lubrications that the CLARK service organization provides customers at a prescribed interval. 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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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.

Every 8-10 Hours or daily Every 450-500 Hours or every 6 months Every 900-1000 Hours or every 12 months Every 2000 Hours or every year Axle Oil

Lift Chains

Brake Fluid

Upright Rollers

Brake Operation

Tilt Cylinder Pins Lub

Brake Discs

Axle Mounting & Fasteners

All Wheel Lugs

Overhead Guard Mounting Bolts

Transmission Fluid (LPG)

Transmission Fluid Filter (LPG)

Hydraulic oil Filter

Battery

Hydraulic oil Engine Oil

Air Cleaner (LPG)

Engine Oil filter

Radiator Coolant and Core

V-Belts

Steer Axle Linkage

Steer Axle Wheel Bearings

Counterweight Fasteners

LPG Fuel Filter Overall Visual Check Check/Lubricate

Check/Replace

Clean/Air Clean

Drain/Flush

Check

Monitor indicator on A/cleaner and Service as Required

LPG Engine Oil : 5W30 API, MORE THAN A CLASS SM GRADE

B-Hydraulic Oil CLARK # 2776239

C-Engine Coolant 50/50 Mixture

D-EP2 Grease NLGI #2

E-Transaxle Fluid Mobil fluid #424 used in standard transaxle

F-Hydraulic Oil CLARK # 2776239

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

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PS-1-2

Group PS, Periodic Service Recommended Periodic Service Schedule This chart lists maintenance tasks that should be done periodically, the suggested time intervals, and the service manual Group in which the task is covered. Apply as appropriate for LPG trucks. Refer to Operator’s Manual for Daily Checks.

TASKS

Every 8-10 Every 450Hours 500 Hours (or daily) (or 6 months) Group PS - Periodic Maintenance

Perform Planned Maintenance inspections, lubrications, and adjustments

Every 9001000 Hours (or 12 months)

Every 2000 Hours (or 1 year)

• Group 00 - Engine

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

• • • • • •

Oil change - drain/fill Oil filter cap & seal - clean/check Oil filter - replace Oil level/condition - check

• •

Stall rpm - check Tune up - determine if needed by stall check and/or functional test Carburetor idle/air - check/adjust

• • •

CO level - check/adjust

•

Filler cap/screen - clean/inspect

•

Fuel filter, lpg - replace

•

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 Distributor cap/rotor - inspect

•

Electronic ignition - test

• • • •

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

• • •

Spark plugs - regap/replace Starter motor - inspect/test Starter solenoid - inspect/test Group 01 - Cooling System Coolant level/condition - check/sample

•

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PS-1-3

Group PS, Periodic Service

TASKS

Every 8-10 Hours (or daily)

Every 450500 Hours (or 6 months)

Every 9001000 Hours (or 12 months)

Every 2000 Hours (or 1 year)

•

Coolant protection level - hydrometer test

•

Coolant change - drain & flush Coolant hoses - inspect/replace

• (replace)

• (inspect)

• •

Fan blades - inspect loose/damaged Fan belt(s) - check tension, wear

• (inspect)

Radiator cap - inspect/test

• (test) •

Thermostat - test/replace

•

Water pump - check leaks/wear Group 03 - Air Intake & Exhaust

•

Air filter element - replace

• •

Air hoses/clamps - inspect Exhaust pipe/muffler - inspect Group 06 - Transmission

• •

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

•

Transmission strainer - clean Group 13 - Electrical System

• •

Hourmeter - check Lamp check - at start-up

•

Wiring harness - inspect Group 20 - Drive Axle

•

Axle and lube - clean/repack

• •

Axle mounting bolts-inspect/tighten Oil change-drain/fill Group 22 - Wheels And Tires Wheel mounting bolts - tighten Tire pressure/condition - check

• • Group 23 - Brake System

•

Operation - check

•

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

• • •

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PS-1-4

Group PS, Periodic Service Every 8-10 Hours (or daily)

TASKS

Every 450500 Hours (or 6 months)

Every 9001000 Hours (or 12 months)

Every 2000 Hours (or 1 year)

•

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

•

Operation - check

•

Power steering relief pressure - check

• •

Steer axle mounting - inspect Steer wheel bearings - check

•

Steer wheel bearings - lubricate/adjust

•

Steering cylinder seals - check leakage

•

Steering linkage - lubricate

Group 29 - Hydraulic Pump, Sump, and Filter Hydraulic fluid level/condition -check/sample •

• • • •

Hydraulic fluid change - drain/fill Hydraulic suction screen - clean Hydraulic fluid filter - replace Hydraulic tank breather - clean/replace Group 30 - Hydraulic Valve & Linkage Hydraulic system relief pressure test/adjust

• Group 32 - Tilt Cylinders

• •

Tilt cylinder adjustment - check/adjust Tilt cylinder drift - test

Tilt cylinder mounting - check/tighten • Tilt cylinder rod ends • check/tighten/lubricate Tilt cylinder rod/seals - check for leaks • 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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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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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 3 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 50-500 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

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.

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.

•

Always wear safety glasses.

•

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

When you have finished the PM inspections, be sure to give a copy of the report to the person responsible for lift truck maintenance.

•

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

As an aid to service technicians performing and documenting PM inspections, CLARK has prepared a “LPG Planned Maintenance Report” form. A black-and-white copy of this form is inserted in Section 2 of this Group.

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PS-2-2

Group PS, Periodic Service The Recommended PM Task Chart Listed by Service Manual Group Group PS - The Basic PM Procedures Visual inspection Functional performance check - test dirve Air cleaning of truck Lubrication, filters, and fluid levels checks Critical fasteners torque check Group 00 - Engine Exhaust smoke (blue-oil ; black-fuel) Idle RPM - check/adjust Max no-load gov’d RPM - check/adjust Mounts/brackets - inspect/tighten Oil filler cap & seal - clean/check Oil level/condition - check Stall RPM - check 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 Distributor cap/rotor - inspect Ignition wiring - inspect Parking brake interlock - test Distributor cap/rotor - inspect 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 06 - Transmission Charging pump - stall test standard transmission Clutch pack - stall test standard transmission Fluid level/condition - check/sample Inching operation - check/test Oil cooler/lines - inspect Group 13 - Electrical System Hourmeter - check Indicator lights - check Wiring harness - inspect 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

SM 1056

PS-2-3

Group PS, Periodic Service Visual Inspection

Carriage, Load Backrest, and Upright

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

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

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

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

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

Overhead Guard Upright

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

Carriage

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

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.

SM 1056

PS-2-4

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

Functional Tests Be sure that:

Wheels and Tires

•

Parking brake is applied

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

•

Directional control is in "N" (neutral).

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

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

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

Start

Engine Shut Down Mode

WARNING

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

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

SM 1056

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.

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.

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.

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

4. For hydrostatic transmission trucks: a. Release the brake pedal. The transmission should not engage and the truck should not move. b. Accelerate briefly, then release the accelerator pedal. Do not depress the brake pedal. The truck should decelerate to a stop briefly after the accelerator pedal is released. c. Depress the brake pedal and depress the accelerator pedal slightly, the truck should not move. 5. Be sure the travel area is clear behind the truck. Repeat steps 2 through 4 in the reverse direction. 6. Drive the truck and check that it accelerates and decelerates smoothly and stops properly. 7. Depress the inching (left) pedal and depress the accelerator to see if the transmission disengages properly. 8. Check the function of the parking brake. Park the truck on a grade and apply the parking brake. The

SM 1056

PS-2-6

Group PS, Periodic Service Lift Mechanisms and Controls

Auxiliary Controls

(See Group 34 for detailed test procedure.)

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

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

CAUTION

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.

Wear suitable eye protection and protective clothing.

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.

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.

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.

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.

4. Push forward on the lift control lever. Watch the upright as it lowers. If you suspect a problem with lifting or lowering speeds, refer to Group 34 to diagnose the problem.

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PS-2-7

Group PS, Periodic Service Truck Chassis Inspection and Lubrication

Under-the-Hood Inspection

Lubrication requirements are given in the “Service Chart/ Lubrication Points” chart in Section 1 of this Group.

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.

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

•

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

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

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.

SM 1056

PS-2-8

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

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

CAUTION

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

Full

Transmission Fluid Level

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

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

Engine Oil

Fill to the FULL mark on the dipstick, using the transmission 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 transmission trucks, perform the stall test described in Group 00 to determine engine and transmission 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

Hydraulic Fluid Level

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 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).

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 1056

PS-2-9

Group PS, Periodic Service

SM 1056

PS-2-10

GROUP 00 (L-PSI 4X)

GROUP 00 (L-PSI 4X) ENGINE (LPG - PSI 4X 4.3L)

Engine Mechanical ...................................................... Section 1 Diagnostic Information and Procedures ................... Section 2 Inspection, Removal and Installation ........................ Section 3 Description and Operation ......................................... Section 4 PSI Fuel System ........................................................... Section 5 1. General Information 2. Maintenance 3. LPG Fuel System 4. Fuel System Diagnosis 5. Electrical Section 6. Diagnostic Scan Tool (DST) 7. Definitions Special Tools and Equipment .................................... Section 6

SM 1056

00(L-PSI 4X)-0

GROUP 00(L-PSI 4X), ENGINE

Section 1 Engine Mechanical

SM 1056

00(L-PSI 4X)-1-1

GROUP 00(L-PSI 4X), ENGINE Engine Mounting Bolt Torque: 170-190 Nm(125-140 lbf½ft) Engine Mounting Bracket - LH

Bolt Torque: 33.9-37.9 Nm (25-28 lbf½ft) PSI 4X Engine

Start Motor Bracket

Capscrew Torque: 20-25 Nm (14.8-18.4 lbf½ft)

C Engine Mounting Bracket - RH Bolt Torque: 40-45 Nm(30-33 lbf½ft) Capscrew Torque: 70-80 Nm(52-59 lbf½ft)

VIEW C

Engine Rubber Mounting

VIEW A & B

SM 1056

[SI-53524A]

00(L-PSI 4X)-1-2

GROUP 00(L-PSI 4X), ENGINE Engine Assembly Bolt Torque: 20-25 Nm (14.8-18.4 lbf½ft)

Bolt Torque: 100-110 Nm(74-81 lbf½ft) Fan Mounting Bracket

Shaft Fan Drive

Snap ring

Alternator

Bolt Torque: 240-270 Nm (177-199 lbf½ft) Bearing Pully Fan Capscrew Torque: 70-80 Nm (52-59 lbf½ft)

Alternator Fan Alternator Pulley

PSI 4X Engine Belt Tensioner Bolt Torque: 240-270 Nm (177-199 lbf½ft)

Nut comes with Alternator Torque: 54-67 Nm (52-59 lbf½ft)

Screw Torque: 70-80 Nm(52-59 lbf½ft) Fly wheel Housing Bolt Torque: 70-80 Nm(52-59 lbf½ft)

Tooth Lockwasher

Fan Belt

Bottom Cover

VIEW B Fly wheel adapter Bolt Torque: 20-25 Nm(14.8-18.4 lbf½ft)

VIEW C

SM 1056

[SI-53529A]

00(L-PSI 4X)-1-3

GROUP 00(L-PSI 4X), ENGINE Specifications Fastener Tightening Specifications Torque Specifications Fastener

Specification (SAE)

Specification (Metric)

Lube/Sealant

Main Cap Rod Bolts Cam Retainer Bolts Cam Gear Bolts Oil Pump Bolt Oil Pan Oil Filter Adapter Timing Cover Balancer Bolt Cylinder Head Bolts - Long Cylinder Head Bolts - Medium Cylinder Head Bolts - Short Lifter Hold Down Bolts

15 lbf·ft + 73° 20 lbf·ft + 70° 106 lbf·in 18 lbf·ft 66 lbf·ft 18 lbf·ft 41 lbf·ft 106 lbf·in 15 lbf·ft + 35° 22 lbf·ft + 75° 22 lbf·ft + 65° 22 lbf·ft + 55° 12 lbf·ft (144 lbf·in) 27 lbf·in + 106 lbf·in + 132 lbf·in 30 lbf·ft 106 lbf·in 106 lbf·in 35 lbf·ft 74 lbf·ft 74 lbf·ft 35 lbf·ft 35 lbf·ft 150 in-lbs + 3/4 turn 92 lbf·in 18 lbf·ft 40 lbf·ft 22 lbf·ft + 1/2 turn 106 lbf·in 8 ft-lbs (96 lbf·in) 106 lbf·in 106 lbf·in 106 lbf·in

20.3 Nm + 73° 27.1 Nm + 70° 12 Nm 24.4 Nm 89.5 Nm 24.4 Nm 55.6 Nm 12 Nm 20.3 Nm + 35° 29.8 Nm + 75° 29.8 Nm + 65° 29.8 Nm + 55° 16.3 Nm 3.1 Nm + 12 Nm + 14.9 Nm 40.70 Nm 12 Nm 12 Nm 47.5 Nm 100.3 Nm 100.3 Nm 47.5 Nm 47.5 Nm 17 Nm + 3/4 turn 10.4 Nm 24.4 Nm 54.2 Nm 29.8 Nm + 1/2 turn 12 Nm 10.9 Nm 12 Nm 12 Nm 12 Nm

ARP Ultra-Torque ARP Ultra-Torque Red Thread Sealant Blue Thread Sealant PTFE Thread Sealant PTFE Thread Sealant PTFE Thread Sealant Blue Thread Sealant

106 lbf·in

12 Nm

53 lbf·in 150 lbf·in 22 lbf·ft

6 Nm 17 Nm 29.8 Nm

PTFE Thread Sealant Dry

Intake Bolts Rocker Arm Bolts Valve Cover Bolts Crank Sensor Bolt Water Pump Flywheel Flex Plate Bell Housing Exhaust Manifold NPT Plugs Iron 1/4" - 3/4" Oil Pan Baffle Oil Pan Drain Bolt Starter Bolts Block Drain Plug Balancer Shaft Retainer Bolt Bolt, Rear Oil Crossover Cover Long R Cr Shf Oil Seal Hsg Bolt Short R Cr Shf Oil Seal Hsg Bolt Nut, R Cr Shf Oil Seal Hsg Stud and Nut, R Cr Shf Oil Seal Hsg Retainer, R Cr Shf Oil Seal Hsg NPT Plugs Iron 1/4-3/4 Spark Plug

Oil Assembly Lube Red Thread Sealant Blue Thread Sealant Blue Thread Sealant PTFE Thread Sealant Dry PTFE Thread Sealant -

SM 1056

00(L-PSI 4X)-1-4

GROUP 00(L-PSI 4X), ENGINE Engine Mechanical Specifications Clearance Application

Specification (SAE)

Specification (Metric)

Bore, Cylinder

4.0016 - 4.0008

101.641 - 101.620

Stroke

3.4799

88.389

Out-of-Round,Cylinder Bore

0.002

0.05

Taper, Cylinder Bore

0.0138

0.35

0.002

0.05

0.0020 Across 5.906 in

0.051 Across 150 mm

0.0010 Between bolts

0.025 Between Bolts

0.0010 Across 0.984 in

0.025 Across 25 mm

Diameter, Main Bores

2.6411 ± 0.0005

67.084 ± 0.013

Diameter, Camshaft Bearing Bore (1)

2.0200 ± 0.0005

51.308 ± 0.013

Diameter, Camshaft Bearing Bore (2)

2.0100 ± 0.0005

51.054 ± 0.013

Diameter, Camshaft Bearing Bore (3)

2.0000 ± 0.0005

50.800 ± 0.013

Diameter, Camshaft Bearing Bore (4)

2.0200 ± 0.0005

51.308 ± 0.013

Freeze Plug Press (Steel)

0.0140 - 0.0240

0.356 - 0.610

Freeze Plug Press, Cam Tunnel (Steel)

0.0075 - 0.0135

0.191 - 0.343

Crank to Camshaft Centerline

4.6409 ± 0.0100

117.879 ± 0.254

Height, Deck

9.0270 - 9.0250

229.286 - 229.235

Height, China Rail

9.9350 - 9.9150

252.349 - 251.841

Clearance, Piston Dome to Block Deck

0.015

0.38

Connecting Rod

Piston & Accessories

Block

Flatness, Head Deck Surface

Diameter, Skirt

3.9993 - 3.9999

101.582 - 101.597

Gap, Top Ring (@4.0010 Gage Diameter)

0.0100 - 0.0160

0.254 - 0.406

Gap, 2nd Ring (@4.0010 Gage Diameter)

0.0180 - 0.0260

0.457 - 0.660

Gap, Oil Control Ring (@4.0000 Gage Diameter)

0.0100 - 0.0300

0.254 - 0.762

Bore, Wrist Pin

0.9281 - 0.9287

23.574 - 23.589

Diameter, Pin

0.9280 - 0.9274

23.571 - 23.556

Tension, Oil Ring

7.5 lbf - 12.5 lbf

33.4 N - 55.6 N

Clearance, Piston to Bore

0.0009 - 0.0023

0.023 - 0.058

Weight, Piston

1.1288 lbf ± 0.0110 lbf

5.021 N ± 0.049 N

Diameter (Dial) , Piston Gage

3.9940 ± 0.0118

101.448 ± 0.300

Clearance, Small End (Bearing to Wrist Pin)

0.0005 - 0.0011

0.013 - 0.028

Clearance, Big End (Crank Pin to Bearing)

0.0015 - 0.0031

0.038 - 0.079

Rod Side Clearance, Big End Side

0.0059 - 0.0138

0.150 - 0.351

Diameter, Big End (No Bearing)

2.3752 ± 0.0004

60.330 ± 0.010

Width, Big End

0.8925 ± 0.0019

22.670 ± 0.048

Weight, Connecting Rod

1.1288 ± 0.0110

28.672 ± 0.280

Distance, Big to Small End Centerline

5.7000 ± 0.0030

144.780 ± 0.076

SM 1056

00(L-PSI 4X)-1-5

GROUP 00(L-PSI 4X), ENGINE

Clearance

Camshaft

Crankshaft

Application

Specification (Metric)

Diameter, Connecting Rod (PIN) Journal

2.2493 ± 0.0006

57.132 ± 0.015

Out-of-Round, Connecting Rod (PIN) Journal

0.0003

0.008

Cylindricity, Connecting Rod (PIN) Journal

0.0003

0.008

Width, Connecting Rod (PIN)

0.9043 - 0.9004

22.970 - 22.870

Diameter, Main Journal (#1 - #3)

2.4489 ± 0.0005

62.202 ± 0.013

Diameter, Main Journal (#4 ONLY)

2.4489 ± 0.0006

62.202 ± 0.015

Runout, Main Journal

0.0004

0.01

Cylindricity, Main Bearing (#4)

0.0002

0.005

Width, Main Bearing (#4)

1.7205 - 1.7197

43.701 - 43.680

Clearance, Main Bearing (#1-3)

0.0011 - .0023

0.028 - 0.058

Clearance, Main Bearing (#4)

0.0011 - .0028

0.028 - 0.071

End Play (Fully Assembled)

0.0020 - .0079

0.051 - 0.203

Crank Sprocket Interference

0.0090 - 0.0129

0.229 - 0.330

Harmonic Damper Interference

0.0049 - 0.0075

0.124 - 0.191

Diameter, Snout

1.2400 - 1.2379

31.496 - 31.445

Diameter, Journal

1.8697 - 1.8677

47.490 - 47.440

Runout, Journal

Max = 0.002

Max = 0.05

Bearing Clearance, #1-4

0.0010 - 0.0052

0.025 - 0.132

End float (Fully Assembled)

0.0010 - 0.0089

0.025 - 0.226

Diameter, Base Circle

1.2594 - 1.2554

31.989 - 31.887

Lobe Lift, Exhaust

0.243

6.74

Lobe Lift, Intake

0.265

6.16

0.0020 Across 5.906

0.051 Across 150 mm

0.0012 Between Bolts

0.03 Between Bolts

0.0001 Across 0.984

0.025 Across 25 mm

Surface Finish Rz, Head Deck

0.787 ȝin

0.020 ȝin

Surface Finish Rmax, Head Deck

0.984 ȝin

0.025 ȝin

Flatness, Head Deck Surface Cylinder Head

Specification (SAE)

Leakage Rate, Combustion Chamber Volume, Combustion Chamber

1 inch Hg/3 sec @ 34 inch Hg 3.4 kPa/3 sec @ 115.1 kpa 62.851 cc

3.8354 in¹

Ratio, Compression

9.6:1 - 10:1

Valve Seat Runout, Intake

Max = 0.002

Max = 0.05

Valve Seat Runout, Exhaust

Max = 0.002

Max = 0.05

SM 1056

00(L-PSI 4X)-1-6

GROUP 00(L-PSI 4X), ENGINE

Clearance Application

Specification (SAE)

Specification (Metric)

Diameter, Valve Stem, Intake

0.3413 ± 0.0004

8.669 ± 0.010

Valve Stem to Guide Clearance, Intake

0.0005 - 0.0019

0.013 - 0.048

Valve Guide Cylindricity, Intake

0.0005

0.013

Valve Seat Runout, Intake

Max = 0.002

Max = 0.05

Valves

Valve Seat Face Angle, Intake

45 ± 0.25

Head Deck to Valve Seat Gage Point, Intake

0.6630 - 0.6430

16.840 - 16.332

Diameter, Valve Stem, Exhaust

0.3409 ± 0.0004

8.659 ± 0.102

Valve Stem to Guide Clearance, Exhaust

0.0009 - 0.0023

0.023 - 0.058

Valve Guide Cylindricity, Exhaust

0.0005

0.013

Valve Seat Runout, Exhaust

Max = 0.002

Max = 0.05

Harmonic Balancer Rocker

IGN

Push Rod

Hydraulic Lifter

Valve Spring

Valve Seat Face Angle, Exhaust

45 ± 0.25

Head Deck to Valve Seat Gage Point, Exhaust

0.6071

15.42

Valve Guide Cylindricity, Exhaust

Max = 0.0005

Max = 0.013

Valve Spring Load, Installed Height, Intake

100 lbf - 110 lbf

445 N - 489 N

Valve Spring Load, Installed Height, Exhaust

100 lbf - 110 lbf

445 N - 489 N

I.D. (Minimum), Valve Spring

0.605 ± 0.010

15.37 ± 0.25

Valve Spring Installed Height, Intake

1.8

45.72

Valve Spring Installed Height, Exhaust

1.8

45.72

Preload, Lifter

0.0300 - 0.0701

0.762 - 1.781

Clearance, Lifter to Bore

0.0024 - 0.0011

0.061 - 0.028

Diameter, Lifter

0.8424 ± 0.0004

21.397 ± 0.010

Length, Intake

7.7125 - 7.4125

195.898 - 188.520

Length, Exhaust

7.2449 - 7.2252

184.020 - 183.520

Diameter, Oiling Hole

0.0750 - 0.0810

1.905 - 2.057

Diameter, Ball

0.3070 - 0.3170

7.798 - 8.052

Gap, Spark Plug

0.03

0.76

Dry Fill (Naturally Aspirated)

5.0 qt

4.73 L

Drain and Fill (Naturally Aspirated)

4.5 qt

4.26 L

Rocker Ratio

Diameter, Damper I.D.

1.7

1.2447 - 1.2459

SM 1056

31.615 - 31.646

00(L-PSI 4X)-1-7

GROUP 00(L-PSI 4X), ENGINE

Section 2 Diagnostic Information and Procedures

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00(L-PSI 4X)-2-1

GROUP 00(L-PSI 4X), ENGINE Diagnostic Information and Procedures Base Engine Misfire Diagnosis Checks

Action

Engine Performance diagnosis procedures are covered in Engine Controls and should be consulted for diagnosis of any Drivability, Emissions or Malfunctioning Indicator Lamp (MIL) concerns. The following diagnosis covers common concerns and possible causes. When the proper diagnosis is made, the concern should be corrected by adjustment, repair or replacement as required. Refer to the appropriate section of the service manual for each specific procedure. This diagnostic table will assist in engine misfire diagnosis due to a mechanical concern such as a faulty engine camshaft, worn or damaged bearings or bent valve pushrod. This table will not isolate a crossed fuel injector wire, faulty fuel injector or any other drivability component failure that may cause a misfire. The Powertrain On-Board Diagnostic System checks must be performed first. When using this table to make a Base Engine Misfire diagnosis, begin with the preliminary information below and then proceed to the specific category. 1. Perform DTC P0300 before proceeding with Base Engine Misfire Diagnosis information. DTC P0300 will assist in determining which cylinder or cylinders are misfiring. 2. Perform a visual inspection of the following: • A loose or improperly installed engine flywheel or crankshaft balancer • Worn, damaged or misaligned accessory drive system components Preliminary

3. Listen to the engine for any abnormal internal engine noises. 4. Inspect the engine for acceptable oil pressure. 5. Verify if the engine has excessive oil consumption. 6. Verify if the engine has excessive coolant consumption. 7. Perform a compression test on the engine. An intake manifold that has a vacuum leak may cause a misfire. Inspect for the following: • Improperly installed or damaged vacuum hoses • Faulty or improperly installed lower intake manifold and/or gaskets Cracked or damaged lower intake manifold

Intake Manifold Leaks

• Improperly installed MAP sensor • The sealing grommet of the MAP sensor should not be torn or damaged Improperly installed throttle body or damaged gasket • Warped intake manifold • Warped or damaged cylinder head sealing surface Coolant consumption may or may not cause the engine to overheat. Inspect for the following: • External coolant leaks

Coolant Consumption

• Faulty cylinder head gasket • Warped cylinder head • Cracked cylinder head • Damaged engine block

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00(L-PSI 4X)-2-2

GROUP 00(L-PSI 4X), ENGINE Base Engine Misfire Diagnosis (cont’d) Checks

Action Oil consumption may or may not cause the engine to misfire. 1. Remove the spark plugs and inspect for an oil fouled spark plug. 2. Perform a cylinder compression test. 3. If the compression test indicates worn valves or valve guides, inspect the following: • Worn, brittle or improperly installed valve stem oil seals • Worn valve guides

Oil Consumption

• Worn valve stems • Worn or burnt valves or valve seats 4. If the compression test indicates worn or damaged piston rings, inspect the following: • Broken or improperly seated piston rings • Excessive piston ring end gap • Excessive cylinder bore wear or taper • Cylinder damage • Piston damage 1. Start the engine and determine if the noise is timed to the engine camshaft speed or the crankshaft speed. 2. Using a timing light, two knocks per flash is the crankshaft speed and one knock per flash is the engine camshaft speed. 3. If the noise is timed to the engine camshaft speed, inspect the following: • Missing or loose valve train components • Worn or loose valve rocker arms • Worn or bent valve pushrods • Faulty valve springs • Bent or burnt valves

Abnormal Internal Engine Noises

• Worn engine camshaft lobes • Worn or damaged camshaft timing chain and/or sprockets IMPORTANT A slight COLD knock or piston slapping noise could be considered normal if not present after the engine has reached normal operating temperatures. If the knock is timed to the crankshaft speed, inspect the following: • Worn crankshaft or connecting rod bearings • Piston to cylinder damage • Worn piston or piston pin • Faulty connecting rod • Excessive carbon build-up on the top of the piston

SM 1056

00(L-PSI 4X)-2-3

GROUP 00(L-PSI 4X), ENGINE Base Engine Misfire Diagnosis (cont’d) Checks

Action 1. Inspect for a worn or improperly installed camshaft timing chain and/or sprockets. 2. Remove the valve rocker arm cover on the side of the engine with the cylinder that is misfiring. 3. Inspect for the following:

No Abnormal Internal Engine Noise

• Loose valve rocker arm studs • Bent valve push rods • Faulty valve springs • Faulty valve lifters (bleeding down) • Worn or improperly seated valves • Worn engine camshaft lobes

Engine Compression Test 1. Disconnect the positive ignition coil wire plug from ignition coil. 2. Disconnect the fuel injector electrical connector. 3. Remove all the spark plugs. 4. Block the throttle plate wide open. 5. Charge the battery if the battery is not fully charged. 6. Start with the compression gauge at zero. Then crank the engine through four compression strokes (four puffs).

• Valves Leaking - Compression is low on the first stroke. Compression usually does not build up on the following strokes. Compression does not improve much when you add oil. • If two adjacent cylinders have lower than normal compression, and injecting oil into the cylinders does not increase the compression, the cause may be a head gasket leaking between the two cylinders. 9. Install the removed parts. 10. Connect the disconnected components.

7. Make the compression check the same for each cylinder. Record the reading. The minimum compression in any one cylinder should not be less than 70 percent of the highest cylinder. No cylinder should read less than 690 kPa (100 psi). For example, if the highest pressure in any one cylinder is 1035 kPa (150 psi), the lowest allowable pressure for any other cylinder would be 725 kPa (105 psi). (1035 x 70% = 725) (150 x 70% = 105). 8. If some cylinders have low compression, inject approximately 15 ml (one tablespoon) of engine oil into the combustion chamber through the spark plug hole. • Normal - Compression builds up quickly and evenly to the specified compression for each cylinder. • Piston Rings Leaking - Compression is low on the first stroke. Then compression builds up with the following strokes but does not reach normal. Compression improves considerably when you add oil.

SM 1056

00(L-PSI 4X)-2-4

GROUP 00(L-PSI 4X), ENGINE Engine Noise Diagnosis Checks

Action

When diagnosing engine noise complaints, use the following steps to isolate the source of the engine noise: • Determine the type of noise For example, is the noise a light rattle/tapping or a low rumble/knocking? • The exact operating condition under which the noise exists Note factors such as ambient temperature, the amount of engine warm-up time, the engine temperature, the engine RPM and other specifics. • At what rate the noise occurs, and at what location on the engine Engine noises are generally synchronized to either engine speed (crankshaft, engine flywheel, connecting rods, crankshaft balancer or pistons and related components) or one-half engine speed (valve train noise such as valve rocker arms, valve lifters and camshaft timing chain). Determine the rate at which the noise is occurring. • Compare the engine sounds to other engines, and make sure you are not trying to correct a normal condition. • Improper oil viscosity. Install the recommended oil viscosity for the expected temperatures. Noise on Start-Up but Only Lasts a Few seconds

• Worn or dirty valve lifters • Excessive piston-to-cylinder bore clearance • Excessive piston pin-to-bore clearance • Excessive crankshaft bearing clearance • Loose or broken crankshaft balancer or accessory drive components

Knocks Cold and Continues for 1 to 2 Minutes

Intermittent Noise on Idle, Disappearing When Engine Speed is Increased

• Excessive piston-to-bore clearance A cold piston knock which appears in 1.5 minutes should be considered acceptable. • A cold engine knock usually disappears when the specific cylinders secondary ignition circuit is grounded out. • Improper oil viscosity. Install the recommended oil viscosity for the expected temperatures. • Lower than specified oil pressure Install an oil pressure gauge and measure the engine oil pressure. • Dirty or worn valve lifter The following conditions may cause valve train noise: • Lower than specified oil pressure • Worn or faulty oil pump • Loose oil pump-to-engine block bolt • Loose valve rocker arm attachments

Valve Train Noise (Rattle/Tapping)

• Worn valve rocker arms and/or valve pushrods • Broken valve spring • Sticking valves • Worn, dirty or faulty valve lifters • Worn engine camshaft lobes • Worn valve guides or valve stems • Bent, broken or damaged timing chain sprocket teeth

SM 1056

00(L-PSI 4X)-2-5

GROUP 00(L-PSI 4X), ENGINE Engine Noise Diagnosis (cont’d) Checks

Action The following conditions may cause a knocking noise: • Malfunctioning accessory drive system components • Loose or broken crankshaft balancer • Detonation or spark knock Check for proper operation of the cooling, knock and ignition control components. • Refer to diagnostic information in Engine Controls

Knocks Hot at Idle (Rumble/Knocking)

• Excessive connecting rod bearing clearance • Excessive piston pin-to-bore clearance • Bent connecting rod • Excessive crankshaft bearing clearance • Loose torque converter bolts (if equipped) • Cracked or damaged engine flywheel • Exhaust leak at the exhaust manifold • Combustion chamber deposits Exhaust system noise and/or leakage may be caused by the following conditions: • Improperly installed or misaligned exhaust system components

Exhaust System Noise and/or Leakage

• A cracked or broken exhaust manifold • Damaged or worn exhaust manifold gaskets and/or seals • Burnt or rusted out exhaust system components • Broken or loose exhaust clamps and/or brackets

SM 1056

00(L-PSI 4X)-2-6

GROUP 00(L-PSI 4X), ENGINE Valve Train Diagnosis General Information Symptoms

Cause

• A light tapping noise at 1/2 engine speed, or any varying frequency, may indicate a valve train problem. Tapping noises will typically increase with increased engine speed. • Before attempting to diagnose a valve train noise, check for the proper engine oil level and then allow the engine to obtain normal operating temperature. • Following this procedure will bring all engine components to a normal state of expansion. • Sit in the driver’s seat, then operate the engine at various speeds and listen for any abnormal engine noise. • Low engine oil pressure • A worn or faulty oil pump • A loose or plugged oil pump screen • Loose valve rocker arm attachments (causing excessive valve lash) • A worn or damaged valve rocker arm ball • A worn valve rocker arm and/or valve pushrod • A broken valve spring Valve Train Noise

• Sticking valves • Valve lifters worn, dirty or faulty • A broken valve lifter guide • Engine camshaft lobes worn • Worn valve guides or valve stems • Bent valve pushrods • Excessive free play in the camshaft timing chain • Bent, broken or damaged camshaft sprocket teeth

Diagnostic Table Step

Action

Value(s)

Yes

DEFINITION: A light tapping noise at 1/2 engine speed, or any varying frequency. 1

Is there valve train noise?

Check for a high engine oil level. An engine with the engine oil level above the FULL mark on the oil level indicator allows the crankshaft counterweights to churn the engine oil into foam. When the foamy engine oil is pumped into the valve lifters, the valve lifters become noisy. A solid column of engine oil ensures proper valve lifter operation. Is the engine oil level too high?

Drain the engine oil to the proper level. Is the tapping noise gone?

Check for a low engine oil level. An engine with the engine oil level below the ADD mark on the oil level indicator may allow the oil pump to pump air at high engine RPM. Is the engine oil level below the ADD mark on the oil level indicator?

Go to Step 2 System OK

Go to Step 3 Go to Step 4 System OK Go to Step 6

Go to Step 5 Go to Step 6

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00(L-PSI 4X)-2-7

GROUP 00(L-PSI 4X), ENGINE Diagnostic Table (cont’d) Step

Action

Add the engine oil as required. Is the tapping noise gone?

Check for the proper engine oil pressure. Refer to Engine Mechanical Specifications and Oil Pressure Diagnosis and Testing. Is the engine oil pressure within specifications?

7 8

Check the oil pump screen for damage or a loose fit to the oil pump. Is the oil pump screen loose or is the oil pump screen damaged? Repair as required. Is the tapping noise gone?

Value(s) 41.4 kPa (6 psi) -

Yes

System OK Go to Step 6 Go to Step 11

Go to Step 7

Go to Step 8 Go to Step 9 System OK Go to Step 9

Check for a damaged oil pump or loose bolts. 9

Refer to Oil Pump Clean and Inspect.

Is the oil pump damaged or are the bolts loose? 10

Repair as required. Is the tapping noise gone? Remove and inspect the valve lifters, the valve rocker arms and the valve pushrods. Refer to Valve Rocker Arm and Pushrods Clean and Inspect and Valve Lifters and Guides Clean and Inspect.

Are the components worn or damaged? 12

Replace the components as required. Is the tapping noise gone?

Go to Step 10

Go to Step 11

System OK

Go to Step 11

Go to Step 12

Go to Step 13

System OK

Go to Step 13

Go to Step 15

Go to Step 14

System OK

Go to Step 13

Go to Step 17

Go to Step 16

System OK

Go to Step 17

System OK

Go to Step 11

System OK

Perform an engine camshaft lobe lift test. 13

Refer to Camshaft and Bearings Clean and Inspect.

Is the engine camshaft lobes within specifications? 14

Replace the engine camshaft and valve lifters. Is the tapping noise gone?

Remove the engine front cover and inspect the camshaft timing chain and sprockets for excessive wear or damage. Refer to Timing Chain and Sprockets Clean and Inspect. Are the components worn or damaged?

Replace the components as required. Is the tapping noise gone?

Perform a complete disassembly of the engine and inspect all components.

Are the components worn or damaged? 18

Replace the components as required. Did you complete the worn or damaged component replacement?

SM 1056

00(L-PSI 4X)-2-8

GROUP 00(L-PSI 4X), ENGINE Oil Consumption

Oil Pressure Diagnosis and Testing

Excessive oil consumption (not due to leaks) is the use 1.9 liters (2 quarts) of engine oil within 3,200 kilometers (2,000 miles). However, during initial engine break-in periods 4,828-6,437 kilometers (3,000-4,000 miles) oil consumption may exceed 1.9 liters (2 quarts) or more. The causes of excessive oil consumption include the following conditions: • External oil leaks. Tighten the bolts and/or replace gaskets and oil seals as necessary. • Incorrect oil level or improper reading of oil level indicator. With the vehicle on a level surface, allow adequate drain down time and check for the correct oil level. • Improper oil viscosity. Use a recommended SAE viscosity for the prevailing temperatures. • Continuous high speed operation and/or severe usage. • Crankcase ventilation system restrictions or malfunctioning components. Possible improper PCV valve. • Valve guides and/or valve stem oil seals worn, damaged or the seal omitted. Ream the valve guides and install oversize service valves and/ or new valve stem oil seals.

1. With the vehicle on a level surface, allow adequate drain down time (2-3 minutes) and measure for a low engine oil level. Add the recommended grade engine oil, and fill the crankcase until the oil level measures FULL on the oil level indicator. 2. Operate the engine and verify low or no oil pressure on the vehicle oil pressure gauge or the oil indicator light. Listen for a noisy valve train or a knocking noise. 3. Inspect for the following: • Engine oil diluted by moisture or unburned fuel mixtures • Improper engine oil viscosity for the expected temperature • Incorrect or faulty oil pressure gauge sensor • Incorrect or faulty oil pressure gauge • Plugged oil filter • Malfunctioning oil filter bypass valve 4. Remove the oil pressure gauge sensor or another engine block oil gallery plug.

• Piston rings broken, improperly installed, worn or not seated properly. Allow adequate time for the piston rings to seat. Replace broken or worn piston rings as necessary.

5. Install an oil pressure gauge.

• Piston improperly installed or miss-fitted.

7. Measure the engine oil pressure at the following RPM:

6. Start the engine and then allow the engine to reach normal operation temperature.

• Specification 7.1. 42 kPa (6psig) (minimum) at 1,000 RPM 7.2. 125 kPa (18 psig) (minimum) at 2,000 RPM 7.3. 166 kPa (24 psig) (minimum) at 4,000 RPM 8. If the engine oil pressure is below minimum specifications, inspect the engine for one or more of the following: • Oil pump worn or dirty • Malfunctioning oil pump pressure relief valve • Oil pump screen loose, plugged or damaged • Excessive bearing clearance • Cracked, porous or restricted oil galleries • Engine block oil gallery plugs missing or incorrectly installed • Broken valve lifters

SM 1056

00(L-PSI 4X)-2-9

GROUP 00(L-PSI 4X), ENGINE Oil Leak Diagnosis Step

Action

Value(s)

Yes

IMPORTANT You can repair most fluid leaks by first visually locating the leak, repairing or replacing the component, or by resealing the gasket surface. Once the leak is identified, determine the cause of the leak. Repair the cause of the leak as well as the leak itself.

1. Operate the vehicle until it reaches normal operating temperature. 2. Park the vehicle on a level surface, over a large sheet of paper or other clean surface. Can you identify the type of fluid and the approximate location of the leak?

Go to Step 2 System OK -

Go to Step 10

Go to Step 3

1. Visually inspect the suspected area. Use a small mirror to assist in looking at hard to see areas. 2. Check for leaks at the following locations: 3

• Sealing surfaces • Fittings

• Cracked or damaged components Can you identify the type of fluid and the approximate location of the leak?

Go to Step 10

Go to Step 4

Go to Step 10

Go to Step 5

Go to Step 10

Go to Step 6

1. Completely clean the entire engine and surrounding components. 2. Operate the vehicle for several kilometers (miles) at normal operating temperature and at varying speeds. 4

3. Park the vehicle on a level surface, over a large sheet of paper or other clean surface.

4. Wait (15 minutes). 5. Identify the type of fluid and the approximate location of the leak. Can you identify the type of fluid and the approximate location of the leak? 1. Visually inspect the suspected area. Use a small mirror to assist in looking at hard to see areas. 2. Check for leaks at the following locations: 5

• Sealing surfaces • Fittings

• Cracked or damaged components Can you identify the type of fluid and the approximate location of the leak?

SM 1056

00(L-PSI 4X)-2-10

GROUP 00(L-PSI 4X), ENGINE Oil Leak Diagnosis (cont’d) Step

Action

Value(s)

Yes

Go to Step 10

Go to Step 4

Go to Step 10

Go to Step 8

Go to Step 10

Go to Step 9

Go to Step 10

System OK

1. Completely clean the entire engine and surrounding components. 2. Apply an aerosol-type powder (baby powder, foot powder, etc.) to the suspected area. 6

3. Operate the vehicle for several kilometers (miles) at normal operating temperature and at varying speeds.

4. Identify the type of fluid and the approximate location of the leak, from the discolorations in the powder surface. Can you identify the type of fluid and the approximate location of the leak? 1. Visually inspect the suspected area. Use a small mirror to assist in looking at hard to see areas. 2. Check for leaks at the following locations: 7

• Sealing surfaces • Fittings

• Cracked or damaged components Can you identify the type of fluid and the approximate location of the leak? Use J 28428-E, Dye and Light Kit, in order to identify the type of fluid and the approximate location of the leak. 8

Refer to manufacturer’s instructions when using the tool.

Can you identify the type of fluid and the approximate location of the leak? 1. Visually inspect the suspected area. Use a small mirror to assist in looking at hard to see areas. 2. Check for leaks at the following locations: 9

• Sealing surfaces • Fittings

• Cracked or damaged components Can you identify the type of fluid and the approximate location of the leak?

SM 1056

00(L-PSI 4X)-2-11

GROUP 00(L-PSI 4X), ENGINE Oil Leak Diagnosis (cont’d) Step

Action

Value(s)

Yes

Go to Step 11

System OK

Go to Step 1

1. Inspect the engine for mechanical damage. Special attention should be shown to the following areas: • Higher than recommended fluid levels • Higher than recommended fluid pressures • Plugged or malfunctioning fluid filters or pressure bypass valves • Plugged or malfunctioning engine ventilation system • Improperly tightened or damaged fasteners 10

• Cracked or porous components

• Improper sealants or gaskets where required • Improper sealant or gasket installation • Damaged or worn gaskets or seals • Damaged or worn sealing surfaces 2. Inspect the engine for customer modifications. Is there mechanical damage, or customer modifications to the engine? 11

Repair or replace all damaged or modified components. Does the engine still leak oil?

SM 1056

00(L-PSI 4X)-2-12

GROUP 00(L-PSI 4X), ENGINE Symptoms - Drive Belt IMPORTANT Review the system operation in order to familiarize yourself with the system functions. Refer to Drive Belt System Description.

Visual/Physical Inspection • Inspect for aftermarket devices which could affect the operation of the drive belts. • Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.

Drive Belt Chirping Diagnosis Diagnostic Aids The symptom may be intermittent due to moisture on the drive belt(s) or the pulleys. It may be necessary to spray a small amount of water on the drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt(s) duplicates the symptom, cleaning the belt pulleys may be the probable solution. A loose or improper installation of a body component, a suspension component or other items of the vehicle may cause the chirping noise.

Test Description

• Inspect the drive belt for excessive wear, shredding or missing sections.

The number(s) below refer to the step number(s) on the diagnostic table.

• Inspect the drive belt for contamination of excessive dirt, oil, coolant or other substances that may affect the drive belt operation.

2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise, do not proceed further with this table.

Intermittent • Drive belt symptoms may be from intermittent • Failure of an accessory drive component. • Drive belt symptoms may occur from changes in load of the accessory drive components. • Ambient temperatures, moisture or engine operating temperature can affect the drive belt operation.

Symptoms List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: • Drive Belt Chirping Diagnosis • Drive Belt Squeal Diagnosis • Drive Belt Whine Diagnosis • Drive Belt Rumbling Diagnosis • Drive Belt Vibration Diagnosis • Drive Belt Falls Off Diagnosis • Drive Belt Excessive Wear Diagnosis

3. The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt(s), the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed. 4. Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust. 6. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley .using a straight edge in the pulley grooves across two or three pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 10. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer or washer was installed. 12. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 14. Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair.

SM 1056

00(L-PSI 4X)-2-13

GROUP 00(L-PSI 4X), ENGINE Drive Belt Chirping Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: The following items are indications of chirping: • A high pitched noise that is heard once per revolution of the drive belt or a pulley. • It usually occurs on cold damp mornings. 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Go to Symptoms Go to Step 2 Drive Belt

Verify that there is a chirping noise. Does the engine make the chirping noise?

Go to DiagGo to Step 3 nostic Aids

1. Remove the drive belt. 3

2. Operate the engine for no longer than 30 to 40 seconds.

Does the chirping noise still exist? 4

Inspect for severe pilling exceeding 1/3 of the belt groove depth. Does the belt grooves have pilling?

Clean the drive belt pulleys with a suitable wire brush. Did you complete the repair?

Inspect for misalignment of the pulleys. Are any of the pulleys misaligned?

Replace or repair any misaligned pulleys. Did you complete the repair?

Inspect for bent or cracked brackets. Did you find any bent or cracked brackets?

Replace any bent or cracked brackets. Did you complete the repair?

Go to Engine Noise Diagnosis

Go to Step 4

Go to Step 5 Go to Step 6 Go to Step 15

Go to Step 6

Go to Step 7 Go to Step 8 Go to Step 15

Go to Step 8

Go to Step 9

Go to Step 10

Go to Step 15

Go to Step 10

Inspect for improper, loose or missing fasteners. Did you find the condition?

Go to Step 11

Go to Step 12

Tighten any loose fasteners. Replace any improper or missing fasteners. Refer to Fastener Tightening Specifications. Did you complete the repair?

Go to Step 15

Go to Step 12

Inspect for a bent pulley. Did you find the condition?

Go to Step 13

Go to Step 14

Replace the bent pulley. Did you complete the repair?

Go to Step 15

Go to Step 14

Replace the drive belt. Refer to Drive Belt Replacement. Did you complete the repair?

Go to Step 15

Go to Diagnostic Aids

Operate the system in order to verify the repair. Did you correct the condition?

System OK Go to Step 3

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00(L-PSI 4X)-2-14

GROUP 00(L-PSI 4X), ENGINE Drive Belt Squeal Diagnosis Diagnostic Aids A loose or improper installation of a body component, a suspension component or other items of the vehicle may cause the chirping noise. If the noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C system, power steering system with a pinched hose or wrong fluid or a generator failing are suggested items to inspect.

Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise, do not proceed further with this table. 3.

The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt(s), the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed.

removed, test the bearings in the accessory drive components for turning smoothly. Also test the accessory drive components with the engine operating by varying the load on the components to verify that the components operate properly. 5. This test is to verify that the drive belt tensioner operates properly. If the drive belt tensioner is not operating properly, proper belt tension may not be achieved to keep the drive belt from slipping, which could cause a squeal noise. 6. This test is to verify that the drive belt(s) is not too long, which would prevent the drive belt tensioner from working properly. Also, if an incorrect length drive belt was installed, it may not be routed properly and may be turning an accessory drive component in the wrong direction. 7. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across two or three pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 8. This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes.

4. This test is to verify that an accessory drive component does not have a seized bearing. With the belt

Drive Belt Squeal Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: The following items are indications of drive belt squeal: • A loud screeching noise that is caused by a slipping drive belt (this is unusual for a drive belt with multiple ribs) • The noise occurs when a heavy load is applied to the drive belt, such as an air conditioning compressor engagement, snapping the throttle or slipping on a seized pulley or a faulty accessory drive component. 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Go to Symptoms Go to Step 2 Drive Belt

Verify that there is a squeal noise. Does the engine make the squeal noise?

Go to DiagGo to Step 3 nostic Aids

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00(L-PSI 4X)-2-15

GROUP 00(L-PSI 4X), ENGINE Drive Belt Squeal Diagnosis (cont’d) Step

Action

Value(s)

Yes

Go to Engine Noise Diagnosis

Go to Step 4

1. Remove the drive belt(s). 3

2. Operate the engine for no longer than 30 to 40 seconds. Does the chirping noise still exist? Inspect for an accessory drive component seized bearing or faulty accessory drive component. Did you find and correct the condition?

Test the drive belt tensioner for proper operation. Refer to Drive Belt Tensioner Diagnosis. Did you find and correct the condition?

Inspect for the correct drive belt length. Refer to Drive Belt Replacement. Did you find and correct the condition?

Inspect for a misalignment of a pulley. Did you find and correct the condition?

Inspect for the correct pulley size. Did you find and correct the condition?

Operate the system in order to verify the repair. Did you correct the condition?

Go to Step 9 Go to Step 5

Go to Step 9 Go to Step 6

Go to Step 9 Go to Step 7 Go to Step 9 Go to Step 8 Go to DiagGo to Step 9 nostic Aids System OK Go to Step 3

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00(L-PSI 4X)-2-16

GROUP 00(L-PSI 4X), ENGINE Drive Belt Whine Diagnosis

Test Description

Diagnostic Aids

The number(s) below refer to the step number(s) on the diagnostic table.

The drive belt(s) will not cause the whine noise. If the whine noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C system, power steering system with a pinched hose or wrong fluid or a generator failing are suggested items to inspect.

3. This test is to verify that the noise is being caused by the drive belt(s) or the accessory drive components. When removing the drive belt(s), the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt(s) removed. 4. The inspection should include checking the drive belt tensioner and the drive belt idler pulley bearings. The drive belt(s) may have to be installed and the accessory drive components operated separately by varying their loads. Refer to the suspected accessory drive component for the proper inspection and replacement procedure.

Drive Belt Whine Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: A high pitched continuous noise that may be caused by an accessory drive component failed bearing. 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Go to Symptoms Go to Step 2 Drive Belt

Verify that there is a whine noise. Does the engine make the whine noise?

Go to DiagGo to Step 3 nostic Aids Go to Engine Noise Diagnosis

1. Remove the drive belt(s). 3

2. Operate the engine for no longer than 30 to 40 seconds.

Does the whine noise still exist? 4

Inspect for a failed accessory drive component bearing. Did you find and repair the condition?

Operate the system in order to verify the repair. Did you correct the condition?

Go to Step 4

Go to DiagGo to Step 5 nostic Aids System OK

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00(L-PSI 4X)-2-17

GROUP 00(L-PSI 4X), ENGINE Drive Belt Rumbling Diagnosis Diagnostic Aids Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. The drive belt(s) may have a condition that cannot be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom. If replacing the drive belt(s), completing the diagnostic table, and the noise is only heard when the drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise.

Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom. 3. This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belt the water pump may not be operating and the engine may overheat. Also, DTC’s may set when the engine is operating with the drive belt removed. 4. Inspecting the drive belt(s) is to ensure that it is not causing the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation is identified by the plies of the belt separating and may be seen at the edge of the belt, or felt as a lump in the belt. 5. Small amounts of pilling is a normal condition and acceptable. When the pilling is severe, the drive belt does not have a smooth surface for proper operation.

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00(L-PSI 4X)-2-18

GROUP 00(L-PSI 4X), ENGINE Drive Belt Rumbling Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: • A low pitch tapping, knocking or thumping noise heard at or just above idle. • Heard once per revolution of the drive belt or a pulley. • Rumbling may be caused from: Pilling, the accumulation of rubber dust that forms small balls (pills) or strings in the drive belt pulley groove The separation of the drive belt A damaged drive belt 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Go to Symptoms Go to Step 2 Drive Belt

Verify that there is a rumbling noise. Does the engine make the rumbling noise?

Go to DiagGo to Step 3 nostic Aids Go to Engine Noise Diagnosis

1. Remove the drive belt(s). 3

2. Operate the engine for no longer than 30 to 40 seconds.

Does the rumbling noise still exist? 4

Inspect the drive belt(s) for damage, separation or sections of missing ribs. Did you find and repair the condition?

Inspect for severe pilling of more than 1/3 of the drive belt pulley grooves. Did you find severe pilling?

Go to Step 4

Go to Step 7 Go to Step 5

Go to Step 6 Go to Step 7

1. Clean the drive belt pulleys using a suitable wire brush. 6

2. Reinstall the drive belt. Refer to Drive Belt Replacement.

Did you complete the repair? 7 8

Go to Step 8 Go to Step 7

Install a new drive belt. Refer to Drive Belt Replacement. Did you complete the replacement?

Operate the system in order to verify the repair. Did you correct the condition?

Go to Step 8

System OK

Go to Diagnostic Aids

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00(L-PSI 4X)-2-19

GROUP 00(L-PSI 4X), ENGINE Drive Belt Vibration Diagnosis Diagnostic Aids The accessory drive components can have an effect on engine vibration. Such as, but not limited to the A/C system overcharged, the power steering system restricted or the incorrect fluid or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components.

Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom such as the exhaust system or the drivetrain. 3. This test is to verify that the drive belt(s) or accessory drive components may be causing the vibration. When removing the drive belt the water pump may not be operating and the engine may overheat. Also, DTC’s may set when the engine is operating with the drive belt removed. 4. The drive belt(s) may cause a vibration. While the drive belt(s) is removed, inspect the condition of the belt. 6. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer or washer was installed. 8. This step should only be performed if the fan is driven by the drive belt. Inspect the engine cooling fan for bent, twisted, loose or cracked blades. Inspect the fan clutch for smoothness, ease of turning. Inspect for a bent fan shaft or bent mounting flange. 9. This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for smoothness and excessive play. Compare the water pump with a known good water pump. 10. Accessory drive component brackets that are bent, cracked or loose may put extra strain on that accessory component causing it to vibrate.

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00(L-PSI 4X)-2-20

GROUP 00(L-PSI 4X), ENGINE Drive Belt Vibration Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: • The vibration is engine-speed related. • The vibration may be sensitive to accessory load. 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Go to Symptoms Go to Step 2 Drive Belt

Verify that the vibration is engine related. Does the engine make the vibration?

Go to DiagGo to Step 3 nostic Aids

Go to Engine Related Vibration in Vibration and Diagnosis Go to Step 4

1. Remove the drive belt(s). 3

2. Operate the engine for no longer than 30 to 40 seconds. Does the rumbling noise still exist? Inspect the drive belt(s) for wear, damage, debris build-up and missing drive belt ribs. Did you find any of these conditions?

Install a new drive belt. Refer to Drive Belt Replacement. Did you complete the replacement?

Inspect for improper, loose or missing fasteners. Did you find any of these conditions?

Tighten any loose fasteners. Replace improper or missing fasteners. Refer to Fastener Tightening Specifications. Did you complete the repair?

Inspect for damaged fan blades or bent fan clutch shaft, if the fan is belt driven. Refer to Fan Clutch Replacement in Engine Cooling. Did you find and correct the condition?

Inspect for bent water pump shaft, if the water pump is belt driven. Refer to Water Pump Replacement (4.3L Engine) in Engine Cooling. Did you find and correct the condition?

Inspect for bent or cracked brackets. Did you find and correct the condition?

Operate the system in order to verify the repair. Did you correct the condition?

Go to Step 5 Go to Step 6 Go to Step 11

Go to Step 5 Go to Step 6

Go to Step 11

Go to Step 9

Go to Step 11

Go to Step 10

Go to Step 11

Go to Diagnostic Aids

System OK Go to Step 3

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GROUP 00(L-PSI 4X), ENGINE Drive Belt Falls Off Diagnosis Diagnostic Aids If the drive belt(s) repeatedly falls off the drive belt pulleys, this is because of pulley misalignment. An extra load that is quickly applied and released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. If the drive belt(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt.

Test Description The number(s) below refer to the step number(s) on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell off. The drive belt may of been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears, sections of ribs missing or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across two or three pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure of that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer or washer was installed. Missing, loose or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket.

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00(L-PSI 4X)-2-22

GROUP 00(L-PSI 4X), ENGINE Drive Belt Falls Off Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: The drive belt falls off the pulleys or may not ride correctly on the pulleys. 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Go to Symptoms Go to Step 2 Drive Belt

Inspect for a damaged drive belt. Did you find the condition?

Go to DiagGo to Step 3 nostic Aids

Install a new drive belt. Refer to Drive Belt Replacement. Does the drive belt continue to fall off?

Inspect for misalignment of the pulleys. Did you find and repair the condition?

Go to Step 12

Go to Step 5

Inspect for a bent or dented pulley. Did you find and repair the condition?

Go to Step 12

Go to Step 6

Inspect for a bent or cracked bracket. Did you find and repair the condition?

Go to Step 12

Go to Step 7

Inspect for improper, loose or missing fasteners. Did you find loose or missing fasteners?

Tighten any loose fasteners. Replace improper or missing fasteners. Refer to Fastener Tightening Specifications. Does the drive belt continue to fall off?

Test the drive belt tensioner for operating correctly. Refer to Drive Belt Tensioner Diagnosis. Does the drive belt tensioner operate correctly?

Go to Step 11

Go to Step 10

Replace the drive belt tensioner. Refer to Drive Belt Tensioner Replacement. Does the drive belt continue to fall off?

Go to Step 11

System OK

Inspect for failed drive belt idler and drive belt tensioner pulley bearings. Did you find and repair the condition?

Go to Step 12

Go to Diagnostic Aids

Operate the system in order to verify the repair. Did you correct the condition?

Go to Step 4 System OK

Go to Step 8 Go to Step 9

Go to Step 9 System OK

System OK Go to Step 2

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00(L-PSI 4X)-2-23

GROUP 00(L-PSI 4X), ENGINE Drive Belt Excessive Wear Diagnosis

Test Description

Diagnostic Aids

The number(s) below refer to the step number(s) on the diagnostic table.

Excessive wear on a drive belt(s) is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt(s) to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt(s) fall off.

2. This inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by mis-positioning the drive belt(s) by one groove on a pulley. 3. The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt(s) is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt(s) should not come in contact with an engine or a body component when snapping the throttle.

Drive Belt Excessive Wear Diagnosis Step

Action

Value(s)

Yes

NOTE Refer to Belt Dressing Notice in Cautions and Notices. DEFINITION: Wear at the outside ribs of the drive belt due to an incorrectly installed drive belt. 1

Did you review the Drive Belt Symptom operation and perform the necessary inspections?

Inspect the drive belt(s) for the proper installation. Refer to Drive Belt Replacement. Did you find the condition?

Inspect for the proper drive belt. Did you find this condition?

Inspect for the drive belt rubbing against a bracket, hose or wiring harness. Did you find and repair the condition?

Replace the drive belt. Refer to Drive Belt Replacement. Did you complete the replacement?

Operate the system in order to verify the repair. Does the drive belt continue to fall off?

Go to Symptoms Go to Step 2 Drive Belt

Go to Step 5 Go to Step 3 Go to Step 5 Go to Step 4 Go to DiagGo to Step 6 nostic Aids

Go to Step 6

System OK

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00(L-PSI 4X)-2-24

GROUP 00(L-PSI 4X), ENGINE

Section 3 Inspection, Removal and Installation

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00(L-PSI 4X)-3-1

GROUP 00(L-PSI 4X), ENGINE Drive Belt Tensioner Diagnosis Inspection Procedure IMPORTANT When the engine is operating the drive belt tensioner arm will move. Do not replace the drive belt tensioner because of movement in the drive belt tensioner arm.

Engine Identification A Power Solutions International (PSI) 4.3 Liter engine will be identified with PSI branding throughout the engine. “PSI” will be found on the valve covers, timing cover, engine block, and oil pan.

The engine serial number is located on the valve cover of the engine as well as stamped into the left rear of the engine block. It will be formatted 43P followed by a sequence of numbers.

1. Remove the drive belt. 2. Position a 3/8 inch drive wrench on the drive belt tensioner arm and rotate the arm counterclockwise. 3. Move the drive belt tensioner through its full travel. • The movement should feel smooth • There should be no binding • The tensioner should return freely 4. If any binding is observed, replace the drive belt tensioner. 5. Install the drive belt. NOTE Allowing the drive belt tensioner to snap into the free position may result in damage to the tensioner.

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00(L-PSI 4X)-3-2

GROUP 00(L-PSI 4X), ENGINE Draining Fluids and Oil Filter Removal 1. Remove the oil pan drain plug and allow the engine oil to drain into a suitable container.

4. Remove both the engine block coolant drain hole plugs and allow the coolant to drain into a suitable container.

2. Remove the oil filter (if applicable). 3. Discard the oil filter (if applicable).

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00(L-PSI 4X)-3-3

GROUP 00(L-PSI 4X), ENGINE Engine Flywheel Removal

Clutch Pilot Bearing Removal

1. Remove the engine flywheel bolts.

Tools Required

2. Remove the engine flywheel (automatic transmission) (1), if applicable.

J 43276 Clutch Pilot Bearing Remover

3. Remove the engine flywheel (manual transmission) (2), if applicable.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices NOTE When using the J 43276 Clutch Pilot Bearing Remover, always secure the J 43276-1 Clutch Pilot Bearing Remover tool body using a wrench. Do not allow the J 43276-1 Clutch Pilot Bearing Remover tool body to rotate. Failing to do so will cause damage to the J 43276-1 Clutch Pilot Bearing Remover tool body. 1. Remove the clutch pilot bearing using the J 43276 2.1. Install the J 43276 tool body into the clutch pilot bearing.

IMPORTANT If replacing the engine flywheel (manual transmission), then NEW flywheel weights must be installed into the NEW engine flywheel in the same location as the old flywheel weights in the old engine flywheel. 4. Note the position of any flywheel weights for assembly (if applicable). 2.2. Using a wrench secure the J 43276-1 tool body. 2.3. Insert the J 43276-2 forcing screw into the J 43276-1 tool body. 2.4. Rotate the J 43276-2 forcing screw clockwise into the J 43276-1 tool body until the clutch pilot bearing is completely removed from the crankshaft. 2.5. Rotate the J 43276-2 forcing screw counterclockwise to remove the J 43276-2 forcing screw from the J 43276-1 tool body. 2.6. Remove the J 43276-1 tool body from the clutch pilot bearing. 2. Discard the clutch pilot bearing.

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00(L-PSI 4X)-3-4

GROUP 00(L-PSI 4X), ENGINE Exhaust Manifold Removal (Left)

Exhaust Manifold Removal (Right)

NOTE Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged.

1. Remove the spark plug wires from the spark plugs.

2.1. Rotate the spark plug wire boot one-half turn.

2.2. Pull outward on the spark plug wire boot to release from the spark plug.

2. Remove the spark plug wires from the spark plug wire retainers.

3. Remove the exhaust manifold bolts and the stud.

4. Remove the spark plug wire shields (if applicable) and the exhaust manifold.

5. Remove and discard the exhaust manifold gaskets.

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00(L-PSI 4X)-3-5

GROUP 00(L-PSI 4X), ENGINE Oil Level Indicator and Tube Removal

Water Pump Removal

1. Remove the oil level indicator from the oil level indicator tube, if applicable.

1. Remove the bolts and the fan and water pump pulley using the J41240.

2. Remove the oil level indicator tube bolt.

2. Remove the clamps and water pump inlet hose.

3. Remove the oil level indicator tube from the engine block.

3. Remove the water pump bolts. 4. Remove the water pump. 5. Remove the water pump gaskets.

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00(L-PSI 4X)-3-6

GROUP 00(L-PSI 4X), ENGINE 6. Discard the water pump gaskets.

NOTE Refer to Fastener Notice in Cautions and Notices. 3. Use the J23523-F in order to remove the crankshaft balancer. 3.1. Install the J 23523-F plate and bolts onto the crankshaft balancer. Tighten the bolts to 25 Nm (18 lbf½ft). 3.2. Install the J 23523-F forcing screw into the plate. 3.3. Rotate the J 23523-F forcing screw clockwise in order to remove the crankshaft balancer. 4. Remove the J 23523-F from the crankshaft balancer.

Crankshaft Balancer Removal Tools Required J 23523-F Balancer Remover and Installer 1. Remove the crankshaft balancer bolt and washer.

5. Note the position of any front groove pins (crankshaft balancer) (if applicable)

2. Remove the bolts and the crankshaft pulley.

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GROUP 00(L-PSI 4X), ENGINE Valve Rocker Arm Cover Removal (Left)

6. Discard the valve rocker arm cover gasket.

1. Remove the valve rocker arm cover bolts. 2. Remove the valve rocker arm cover bolt grommets. 3. Discard the valve rocker arm cover bolt grommets.

Valve Rocker Arm Cover Removal (Right) 1. Remove the valve rocker arm cover bolts. 2. Remove the valve rocker arm cover bolt grommets. 4. Remove the valve rocker arm cover.

3. Discard the valve rocker arm cover bolt grommets.

5. Remove the valve rocker arm cover gasket.

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GROUP 00(L-PSI 4X), ENGINE 4. Remove the valve rocker arm cover.

Distributor Removal 1. Remove the ignition coil wire harness from the ignition coil and distributor cap.

5. Remove the valve rocker arm cover gasket. 6. Discard the valve rocker arm cover gasket. 2. Remove the distributor clamp bolt. 3. Remove the distributor and the distributor clamp.

Remove the distributor gasket and discard.

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GROUP 00(L-PSI 4X), ENGINE Intake Manifold Removal 1. Remove the engine coolant temperature (ECT) sensor wire connector (if equipped) from the engine wiring harness bracket. 2. Remove the lower intake manifold bolts. 3. Remove the intake manifold assembly. 4. Remove and discard the lower intake manifold gaskets.

Valve Rocker Arm and Push Rod Removal IMPORTANT Mark, sort and organize all the components for assembly. 1. Remove the valve rocker arms.

2. Remove the valve pushrods.

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00(L-PSI 4X)-3-10

GROUP 00(L-PSI 4X), ENGINE Cylinder Head Removal (Left)

4. Remove the bolts and the spark plug wire support.

1. Remove the engine coolant temperature sensor (if applicable).

5. Remove the bolts and the spark plug wire support.

2. Remove the engine coolant temperature gauge sensor (if applicable)

6. Remove the cylinder head bolts. 3. Remove the spark plugs.

NOTE After removal, place the cylinder head on two wood blocks to prevent damage.

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GROUP 00(L-PSI 4X), ENGINE 7. Remove the cylinder head.

Cylinder Head Removal (Right) 1. Remove the spark plugs.

8. Remove and discard the cylinder head gasket.

2. Remove the bolts and the spark plug wire support.

9. Remove the dowel pins (cylinder head locator) (if required).

3. Remove the cylinder head bolts.

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00(L-PSI 4X)-3-12

GROUP 00(L-PSI 4X), ENGINE NOTE After removal, place the cylinder head on two wood blocks to prevent damage. 4. Remove the cylinder head.

Valve Lifter Removal Tools Required J 3049-A Valve Lifter Remover IMPORTANT Place the components in a rack so that the components can be reinstalled to their original location. 1. Remove the bolts and the valve lifter pushrod guide.

5. Remove and discard the cylinder head gasket.

IMPORTANT Place the valve lifters in the rack in the upright position in order to maintain the oil inside the valve lifters. 6. Remove the dowel pins (cylinder head locator) (if required).

2. Remove the valve lifters.

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00(L-PSI 4X)-3-13

GROUP 00(L-PSI 4X), ENGINE IMPORTANT Some valve lifters may be stuck in the valve lifter bores because of gum or varnish deposits and may require the use of J 3049-A for removal.

2. Remove the oil pan.

3. Use the J 3049-A in order to remove the stuck valve lifters.

3. Remove the oil pan gasket. 4. Discard the oil pan gasket.

Oil Pan Removal 1. Remove the oil pan bolts and nuts.

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00(L-PSI 4X)-3-14

GROUP 00(L-PSI 4X), ENGINE Oil Pump Removal

3. Inspect the pins (oil pump locator) for damage, and replace the pins if required.

1. Remove the oil pump bolt.

2. Remove the oil pump.

Engine Front Cover Removal 1. Remove the crankshaft position sensor bolt. 2. Remove the crankshaft position sensor.

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00(L-PSI 4X)-3-15

GROUP 00(L-PSI 4X), ENGINE 3. Remove the crankshaft position sensor seal (O-ring). 4. Discard the crankshaft position sensor seal (O-ring).

Timing Chain and Sprockets Removal Tools Required J 5825-A Crankshaft Gear Remover 1. Remove the crankshaft position sensor reluctor ring.

5. Remove the engine front cover bolts. 6. Remove the engine front cover.

2. Check the camshaft timing chain free play.

7. Discard the engine front cover seal.

2.1. Rotate the camshaft sprocket (1) counterclockwise until all slack is removed from the camshaft timing chain (2). 2.2. Measure the free play on the slack side (3) of the camshaft timing chain. If the camshaft timing chain can be moved side to side in excess of 11 mm (0.43 in), replacement of the camshaft timing chain and the sprockets is recommended during assembly.

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00(L-PSI 4X)-3-16

GROUP 00(L-PSI 4X), ENGINE 3. Remove the camshaft sprocket bolts.

5. Remove the crankshaft sprocket using the J 5825-A.

4. Remove the camshaft sprocket and the camshaft timing chain.

6. Remove the crankshaft balancer key.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

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00(L-PSI 4X)-3-17

GROUP 00(L-PSI 4X), ENGINE Balance Shaft Removal

4. Remove the bolts and the balance shaft retainer.

1. Remove the balancer shaft drive gear.

IMPORTANT The balance shaft drive and balance shaft driven gears are serviced as a set. The set includes the balance shaft driven gear bolt.

IMPORTANT The balance shaft and the balance shaft front bearing are serviced only as a package. Do not remove the balance shaft front bearing from the balance shaft. 5. Use a soft-faced hammer in order to remove the balance shaft from the engine block.

2. Remove the balance shaft driven gear bolt from the balance shaft. 2.1. Use a wrench in order to secure the balance shaft. Place the wrench onto the balance shaft near to the balance shaft front bearing. 2.2. Remove the balance shaft bolt. 2.3. Remove the wrench from the balance shaft. 3. Remove the balance shaft driven gear from the balance shaft.

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00(L-PSI 4X)-3-18

GROUP 00(L-PSI 4X), ENGINE Camshaft Removal 1. Remove the camshaft retainer and bolts.

Piston, Connecting Rod, and Bearing Removal Tools Required • J 5239 Connecting Rod Bolt Guide Set • J 24270 Cylinder Bore Ridge Reamer 1. Use the J 24270 in order to remove the cylinder ring ridge. 2.1. Turn the crankshaft until the piston is at the bottom of the stroke. 2.2. Place a cloth on top of the piston. 2.3. Use the J 24270 to remove all of the cylinder ring ridge. 2.4. Turn the crankshaft so the piston is at the top of the stroke. 2.5. Remove the cloth. 2.6. Remove the cutting debris.

NOTE All camshaft journals are the same diameter, so care must be used in removing or installing the camshaft to avoid damage to the camshaft bearings. 2. Remove the engine camshaft. 2.1. Install the three 5/16-18 x 4.0 inch bolts into the engine camshaft front bolt holes. 2.2. Using the bolts as a handle, carefully rotate and pull the engine camshaft out of the camshaft bearings. 2.3. Remove the bolts from the front of the engine camshaft. IMPORTANT Place match marks or numbers on the connecting rods and the connecting rod caps, also indicate direction on both. 2. Remove the connecting rod nuts.

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00(L-PSI 4X)-3-19

GROUP 00(L-PSI 4X), ENGINE 3. Remove the connecting rod cap.

5.3. Wipe the oil from the crankpins.

4. Use the J 5239 in order to protect the crankshaft journals and remove the connecting rod and the piston out of the top of the engine block.

IMPORTANT Always assemble the connecting rod caps to the matching connecting rods. 5. Remove the connecting rod bearings. 5.1. Keep the connecting rod bearings with the original connecting rod and connecting rod cap. 5.2. Wipe the oil from the connecting rod bearings.

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00(L-PSI 4X)-3-20

GROUP 00(L-PSI 4X), ENGINE Crankshaft Rear Oil Seal and Housing Removal

7. Discard the crankshaft rear oil seal housing gasket.

1. Remove the crankshaft rear oil seal from the crankshaft rear oil seal housing. 2. Insert a suitable tool into the access notches and then carefully pry the crankshaft rear oil seal from the crankshaft rear oil seal housing. 3. Discard the crankshaft rear oil seal.

8. Remove the crankshaft rear oil seal housing retainer stud from the engine block.

4. Remove the crankshaft rear oil seal housing nut and bolts. 5. Remove the crankshaft rear oil seal housing.

6. Remove the crankshaft rear oil seal housing gasket.

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GROUP 00(L-PSI 4X), ENGINE Crankshaft and Bearings Removal

5. Remove the crankshaft bearings from the crankshaft bearing caps.

1. Mark or identify the crankshaft bearing cap locations, direction and positions for assembly. 2. Remove the crankshaft bearing cap bolts. 3. Remove the crankshaft bearing caps.

6. Remove the crankshaft bearings from the engine block.

4. Remove the crankshaft.

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00(L-PSI 4X)-3-22

GROUP 00(L-PSI 4X), ENGINE Engine Block Plug Removal

3. Remove the dowel straight pins (transmission locator) (if required).

Tools Required J 41712 Oil Pressure Switch Socket

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Remove the engine oil pressure gauge sensor using the J 41712.

4. Remove the engine block left side oil gallery plug. 5. Remove the rear crossover cover. Discard O-Ring.

2. Remove the engine oil pressure sensor fitting.

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00(L-PSI 4X)-3-23

GROUP 00(L-PSI 4X), ENGINE 6. Remove the expansion cup plug (camshaft rear bearing hole) and discard.

7. Remove the expansion cup plug (balance shaft rear bearing hole) and discard.

8. Remove the spring type S pin (crankshaft rear oil seal housing locator) (if required).

9. Remove the front oil gallery plugs or balls from the front of the engine block and discard. 10. Insert a 3/8 x 26 in. rod into the rear oil gallery holes in order to drive out the front oil gallery plugs or balls.

11. Remove the engine block core hole plugs. 11.1. Use a suitable tool in order to drive the engine block core hole plugs into the coolant jacket. 11.2. Use a suitable tool in order to pull the engine block core hole plugs from the coolant jacket.

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GROUP 00(L-PSI 4X), ENGINE 11.3. Discard the engine block core hole plugs.

Engine Block Clean and Inspect Tools Required J 8087 Cylinder Bore Gauge

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

12. Remove the oil filter bypass valve and discard.

1. Clean all the remaining sealing or gasket material from the sealing surfaces. 2. Clean the engine block with cleaning solvent. 3. Flush the engine block with clean water or steam. 4. Clean the cylinder bores. 5. Clean the oil galleries and the oil passages. 6. Clean the scale and the deposits from the coolant passages. NOTE Clean all debris, dirt and coolant from the engine block cylinder head bolt holes. Failure to remove all foreign material may result in damaged threads, improperly tightened fasteners or damage to the components.

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GROUP 00(L-PSI 4X), ENGINE 7. Clean the engine block cylinder head bolt holes. 8. After cleaning the engine block, spray or wipe the cylinder bores and the machined surfaces with clean engine oil.

10.4. Turn the J 8087 to different points around the cylinder bore to determine the cylinder bore out-ofround condition. Refer to Engine Mechanical Specifications.

9. Inspect the following areas: • Coolant jackets (1) for cracks • Cylinder bores (2) for scratches or gouging • Valve lifter bores (3) for excessive scoring or wear • Threaded holes (4) for damage • Crankshaft bearing webs (5) for cracks • Crankshaft bearing caps (6) and the crankshaft bearing bores (7) for damage The crankshaft bearing bores should be round and uniform when measuring the inside diameter (ID). The surface where the crankshaft bearings contact the crankshaft bearing bore should be smooth. If a crankshaft bearing cap is damaged and requires replacement, replace the crankshaft bearing cap first, then rebore the engine block crankshaft bearing bores and check for proper alignment. Finally, check the crankshaft for the proper clearances. • Engine block core hole plug bores (8) for damage • Engine block (9) for cracks or damage • Engine mount bosses (10) for damage 10. Measure the cylinder bores for taper and out-ofround. 10.1. Depress the plunger on the J 8087 7 mm (0.275 in) or until the J 8087 enters the cylinder bore. 10.2. Center the J 8087 in the cylinder bore and turn the indicator dial to 0. 10.3. Move the J 8087 up and down the cylinder bore to determine the cylinder bore taper. Refer to Engine Mechanical Specifications.

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GROUP 00(L-PSI 4X), ENGINE Cylinder Boring and Honing

• The finish marks should be clean but not sharp.

Honing Procedure

• The finish marks should be free from imbedded particles or torn or folded material.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

5. By measuring the selected piston at the sizing point and then by adding the average of the clearance specification, the final cylinder bore honing dimension required can be determined. 6. When finished, the reconditioned cylinder bores should have less than or meet the specified out-ofround and taper requirements. 7. After the final honing and before the piston is checked for fit, clean the cylinder bore with hot water and detergent. 7.1. Scrub the cylinder bores with a stiff bristle brush. 7.2. Rinse the cylinder bores thoroughly with clean hot water. 7.3. Dry the cylinder bores with a clean rag. 7.4. Do not allow any abrasive material to remain in the cylinder bores.

1. When honing the cylinder bores, follow the manufacturer’s recommendations for equipment use, cleaning and lubrication. • Use only clean sharp stones of the proper grade for the amount of material to be removed. • Dull, dirty stones cut unevenly and generate excessive heat. • DO NOT hone to a final grade with a coarse or medium- grade stone. • Leave sufficient metal so that all the stone marks will be remove with the fine grade stones.

• Abrasive material may cause premature wear of the new piston rings and the cylinder bores. • Abrasive material will contaminate the engine oil and may cause premature wear of the bearings. 8. Perform final measurements of the piston and the cylinder bore. 9. Permanently mark the top of the piston for the specified cylinder to which it has been fitted. 10. Apply clean engine oil to each cylinder bore in order to prevent rusting.

• Perform the final honing with a fine-grade stone and hone the cylinder bore in a cross-hatch pattern at 4565 degrees to obtain the proper clearance. 2. During the honing operation, thoroughly check the cylinder bore. • Repeatedly check the cylinder bore fit with the selected piston. • All measurements of the piston or cylinder bore should be made with the components at normal room temperature. 3. When honing to eliminate taper in the cylinder bore, use full strokes the complete length of the cylinder bore. 4. Repeatedly check the measurement at the top, the middle and the bottom of the cylinder bore.

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GROUP 00(L-PSI 4X), ENGINE Piston and Connecting Rod Disassemble

Boring Procedure

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

Tools Required J 24086-C Piston Pin Remover/Installer

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Remove the piston rings from the pistons.

1. Before starting the honing or reboring operation, measure all the new pistons with the micrometer contacting at points exactly 90 degrees from the piston pin centerline. 2. File the top of the cylinder block in order to remove any dirt or burrs before using any type of boring bar. 3. Follow the instructions furnished by the manufacturer regarding the use of the boring equipment. 4. When reboring the cylinders, make sure all the crankshaft bearing caps are installed in the original position and direction. 5. Tighten the crankshaft bearing caps to the proper torque specifications in order to avoid distortion of the cylinder bores in the final assembly.

2. Press the piston pin from the connecting rod using the J 24086-C. 3. The piston pin has an interference fit into the connecting rod, and is full floating in the piston.

6. When making the final cut with the boring bar, leave 0.03 mm (0.001 in) on the cylinder bore diameter for finish honing. This gives the required position to the cylinder clearance specifications. (Carefully perform the honing and boring operation in order to maintain the specified clearances between the pistons, the piston rings and the cylinder bores).

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GROUP 00(L-PSI 4X), ENGINE 4. Mark, separate and organize the parts for assembly.

Piston, Connecting Rod and Bearings Clean/ Inspect IMPORTANT Measurement of all components should be taken with the components at room temperature. Do not use a wire brush in order to clean any part of the piston.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Clean the piston and connecting rod in solvent. 2. Dry the components with compressed air.

3. Clean the piston ring grooves with a suitable ring groove cleaning tool.

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GROUP 00(L-PSI 4X), ENGINE 4. Clean the piston oil lubrication holes and slots. 5. Inspect the piston for the following:

• If binding is caused by a distorted piston ring, replace the piston ring.

• Eroded areas (1) on the top of the piston • Scuffed or damaged skirt (2) • Damage to the pin bore (3) • Cracks in the piston ring lands, the piston skirt or the pin bosses • Piston ring grooves for nicks, burrs or other warpage which may cause the piston ring to bind 6. Inspect the piston pin for scoring, wear or other damage

8. Measure the piston ring side clearance with a feeler gauge. 9. If the side clearance is too small, try another piston ring set. 10. If the proper piston ring-to-piston ring groove clearance cannot be achieved, replace the piston and pin assembly. 11. To determine the proper piston ring side clearance, refer to Engine Mechanical Specifications. 7. Measure the piston ring-to-piston ring groove side clearance. 7.1. Insert the edge of the piston ring into the piston ring groove. 7.2. Roll the piston ring completely around the piston. • If binding is caused by a distorted piston ring groove, MINOR imperfections may be removed with a fine file.

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GROUP 00(L-PSI 4X), ENGINE 12. To determine piston pin-to-bore clearance, use a micrometer and measure the piston pin.

If the piston is not within specifications, replace the piston and pin as an assembly.

13. To determine piston pin-to-bore clearance, use an inside micrometer and measure the piston pin bore.

16. Inspect the connecting rod for an out-of-round bearing bore. Refer to Engine Mechanical Specifications.

14. To determine the piston pin-to-bore clearance, subtract the piston pin diameter from the piston pin bore diameter. Refer to Engine Mechanical Specifications.

17. Inspect the connecting rod for twisting. 15. Measure the piston with a micrometer at a right angle to the piston pin bore, measure the piston at 11 mm (0.433 in) from the bottom of the skirt. Refer to Engine Mechanical Specifications.

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GROUP 00(L-PSI 4X), ENGINE 18. Inspect the connecting rod for damage to the bearing cap and bolt threads.

Piston Selection Tools Required J 8087 Cylinder Bore Gauge IMPORTANT Measurements of all components should be taken with the components at normal room temperature. For proper piston fit, the engine block cylinder bores should not have excessive wear or taper. A used piston and piston pin set may be reinstalled if, after cleaning and inspection, the piston and piston pin are within specifications. 1. Use the J 8087 in order to measure the cylinder bore diameter. Measure at a point 64 mm (2.5 in) from the top of the cylinder bore and 90 degrees to the crankshaft centerline.

19. Measure the piston compression ring end gap. IMPORTANT Fit each compression ring to the cylinder in which it will be used. 20. Place the compression ring into the cylinder bore. 20.1. Push the compression ring into the cylinder bore to approximately 6.5 mm (0.25 in) above the ring travel. The ring must be square to the cylinder wall. 20.2. Use a feeler gauge in order to measure the end gap. 20.3. Select another size ring set if the end gap exceeds specifications. Refer to Engine Mechanical Specifications.

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GROUP 00(L-PSI 4X), ENGINE 2. Measure the J 8087 with a micrometer and record the reading.

Piston and Connecting Rod Assemble Tools Required J 24086-C Piston Pin Remover/Installer

CAUTION

Avoid contact with HOT components. Wear safety glasses and protective gloves to avoid personal injury. NOTE Applying excessive heat to the connecting rod may damage or distort the rod. Rod temperature SHOULD NOT exceed 315°C (600°F). At this temperature, the end of the connecting rod will turn a straw color upon visual inspection.

3. With a micrometer or caliper at a right angle to the piston pin bore, measure the piston 11 mm (0.433 in) from the bottom of the skirt.

NOTE After the J 24086-C installer hub bottoms on the support assembly, DO NOT exceed 35,000 kPa (5,000 psi) or the tool may be damaged.

4. Subtract the piston diameter from the cylinder bore diameter in order to determine piston-to-bore clearance. Refer to Engine Mechanical Specifications. 5. If the proper clearance cannot be obtained, then select another piston and measure the clearances. If the proper fit cannot be obtained, the cylinder bore may require honing or boring. 6. When the piston-to-cylinder bore clearance is within specifications, permanently mark the top of the piston for installation into the proper cylinder.

IMPORTANT When assembling the piston and connecting rod, the mark on the top of the piston must point to the front of the engine block. The left bank connecting rods should have the flange face toward the front of the engine block. The right bank connecting rods should have the flange face toward the rear of the engine block. IMPORTANT The piston pin has an interference fit into the connecting rod and is full floating in the piston.

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GROUP 00(L-PSI 4X), ENGINE 1. Install the piston pin and connecting rod assembly. 1.1. Lubricate the piston pin bores with clean engine oil.

4. Space the oil control piston ring end gaps a minimum of 90 degrees apart.

2.2. Use a torch and apply MILD heat to the piston pin end of the connecting rod. 2.3. Use the J 24086-C in order to press the piston pin into the piston and connecting rod assembly. 2.4. Inspect for the proper installation of the piston and piston pin. The piston must move freely on the piston pin with no binding or interference. NOTE Use a piston ring expander to install the piston rings. The rings may be damaged if expanded more than necessary. 2. Install the piston rings onto the piston. 2.1. Install the oil control piston ring spacer. 2.2. Install the lower oil control piston ring. 2.3. Install the upper oil control piston ring. 2.4. Install the lower compression piston ring. The mark on the side of the piston ring should face the top of the piston. 2.5. Install the upper compression piston ring. The mark on the side of the piston ring should face the top of the piston.

3. Space the compression piston ring end gaps 120 degrees apart.

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GROUP 00(L-PSI 4X), ENGINE Crankshaft and Bearings Clean and Inspect

5. Inspect the crankshaft for the following: • Crankshaft journals (1) should be smooth with no evidence of scoring or damage.

Tools Required

• Deep grooves (2)

J 7872 Magnetic Base Dial Indicator J 36660 Electronic Torque Angle Meter

• Scratches or uneven wear (3)

• Pitted surfaces (4) • Wear or damage to the thrust journal surfaces

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

• Scoring or damage to the rear seal surface • Restrictions to the oil passages • Damage to the threaded bolt holes

IMPORTANT Use care when handling the crankshaft. Avoid damage to the crankshaft bearing surfaces. 1. Clean the crankshaft in cleaning solvent. Remove all sludge or restrictions from the oil passages. 2. Dry the crankshaft with compressed air.

6. Inspect the crankshaft balancer key (1), the keyway (2) and the threaded hole (3) for damage. Repair or replace the crankshaft as necessary.

3. Clean the crankshaft bearings in cleaning solvent. Wipe the crankshaft bearings clean with a soft cloth, do not scratch the crankshaft bearing surface. 4. Dry the crankshaft bearings with compressed air.

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GROUP 00(L-PSI 4X), ENGINE 7. Measure the crankpins for out-of-round and taper. Refer to Engine Mechanical Specifications.

10.1. With the crankshaft pushed forward, insert a feeler gauge between the crankshaft and the crankshaft bearing surface and then measure the clearance. Refer to Engine Mechanical Specifications. 10.2. If the correct end play cannot be obtained, verify that the correct size crankshaft bearing has been installed. Refer to Engine Mechanical Specifications. 10.3. Inspect the crankshaft for binding. Turn the crankshaft to check for binding. If the crankshaft does not turn freely, then loosen the crankshaft bearing cap bolts, one bearing cap at a time, until the tight crankshaft bearing is located. Burrs on the crankshaft bearing cap, foreign matter between the crankshaft bearing and the engine block or crankshaft bearing cap or a faulty crankshaft bearing could cause a lack of clearance at the crankshaft bearing.

8. Use a suitable support to support the crankshaft on the front and rear journals. 9. Use the J 7872 in order to measure the crankshaft journal runout. The crankshaft runout should not exceed 0.025 mm (0.0040 in).

10. Measure the crankshaft end play. IMPORTANT In order to properly measure the crankshaft end play, the crankshaft, the crankshaft bearings and the crankshaft bearing caps, the crankshaft bearing cap bolts must be installed into the engine block and the bolts tightened to specifications. IMPORTANT Firmly thrust the crankshaft first rearward, then forward. This will align the crankshaft rear bearings and the crankshaft thrust surfaces.

11. Inspect the crankshaft bearings for craters or pockets. Flattened sections on the crankshaft bearing halves also indicate fatigue.

12. Inspect the crankshaft bearings for excessive scoring or discoloration.

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GROUP 00(L-PSI 4X), ENGINE 13. Inspect the crankshaft bearings for dirt or debris imbedded into the crankshaft bearing material.

unreliable measurements. The use of J 43690 is preferred. • Normally the crankshaft bearing journals wear evenly and are not out-of-round. However, if a crankshaft bearing is being fitted to an out-of-round crankshaft bearing journal, be sure to fit to the maximum diameter of the crankshaft bearing journal. If the crankshaft bearing is fitted to the minimum diameter and the crankshaft bearing journal will result in rapid crankshaft bearing failure.

14. Inspect the crankshaft bearings for improper seating indicated by bright, polished sections of the crankshaft bearings. • If the lower half of the crankshaft bearing is worn or damaged, both the upper and lower halves of the crankshaft bearing should be replaced. • Generally, if the lower half of the crankshaft bearing is suitable for use, the upper half of the crankshaft bearing should also be suitable for use.

• If the crankshaft bearing clearance is within specifications, the crankshaft bearing is satisfactory. If the clearance is not within specifications, replace the crankshaft bearing. Always replace both the upper and lower crankshaft bearings as a set. • A standard or oversize crankshaft bearing combination may result in the proper clearance. If the proper crankshaft bearing clearance cannot be achieved using the standard or the undersize crankshaft bearings, it may be necessary to repair or replace the crankshaft.

Measuring Crankshaft Bearing Clearances • The crankshaft bearings are of the precision insert type and do not use shims for adjustment. If the clearances are excessive, then new upper and lower crankshaft bearings will be required. The service crankshaft bearings are available in the standard size and an undersize. • The selective fitting of the crankshaft bearings are necessary in production in order to obtain close tolerances. For this reason, in one journal bore you may use one-half of a standard crankshaft bearing with onehalf of an undersize crankshaft bearing • In order to determine the correct replacement crankshaft bearing size, the crankshaft bearing clearance must be measured accurately. Either the micrometer or plastic gauge method may be used; however, the micrometer method gives more reliable results and is preferred. When checking connecting rod bearing clearances, the plastic gauge method will result in

Micrometer Method for Crankshaft Bearings 1. Measure the crankshaft journal diameter with a micrometer in several places, approximately 90 degrees apart, and then average the measurements. 2. Determine the taper and the out-of-round of the crankshaft journal. Refer to Engine Mechanical Specifications.

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GROUP 00(L-PSI 4X), ENGINE 3. Install the crankshaft bearings into the engine block or connecting rod assembly.

Measuring Connecting Rod Bearing Clearances (J 43690 Method) 1. Remove the oil pan and other necessary components to gain access to the connecting rods. Remove the oil pump, screen and deflector (when applicable). 2. Rotate the crankshaft until the crankshaft journal/ connecting rod to be measured is in the 10 o’clock position. IMPORTANT The crankshaft must be secure with no movement or rotation in order to obtain an accurate reading. Remove an intermediate bearing cap (as required) in order to secure the crankshaft and allow measurement of connecting rod bearing clearances. 3. Remove the bearing cap bolts, cap and bearing half.

4. Install the bearing cap bolts and tighten to specifications.

NOTE Refer to Fastener Notice in Cautions and Notices.

5. Measure the bearing inside diameter (ID) at two points 90 degrees apart. Average the measurements. 6. In order to determine the bearing clearance, subtract the average journal diameter from the average bearing inside diameter. 7. Compare the readings to specifications. Refer to Engine Mechanical Specifications. 8. Replace bearing halves as required to obtain the proper bearing clearances.

4. Insert a piece of paper card stock onto the crankshaft journal. Install the bearing half, bearing cap and bolts. Refer to Fastener Tightening Specifications.

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GROUP 00(L-PSI 4X), ENGINE 5. Install the foot (1) and bolt (2) to the pivot arm assembly (3). Tighten the bolt until snug.

7. Install the pivot arm assembly (1) onto the connecting rod.

8. Position the foot of the pivot arm assembly over the large end of the connecting rod bolt. 6. Install the screw (1 or 3) to the pivot arm assembly (2).

9. Position the screw (1) onto the small end of the connecting rod bolt and tighten securely.

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GROUP 00(L-PSI 4X), ENGINE 10. Install the base (1) and bolt (2) to the oil pan rail.

11. Align the center of the base (1) with the screw (3) of the pivot arm assembly. Tighten the bolt (2) until snug.

12. Align the link (1) of the pivot arm assembly on a plane (3) equal to that of the connecting rod beam (2).

13. With the link of the pivot arm assembly aligned to the beam of the connecting rod, position the pivot arm to the base and insert the pin (1).

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GROUP 00(L-PSI 4X), ENGINE 14. Install the handle (1) to the pivot arm assembly.

16. Install the indicator (2) to the swivel base (1). Tighten the clamp of the base until snug.

17. Install the swivel base (1) to the oil pan rail of the engine block. Tighten until snug. 15. Select the adapter (2) (as required) and install to the swivel base (1). Tighten until snug.

IMPORTANT The clamp of the swivel base and the shaft of the indicator should be free of oil or other debris. A loose or improperly clamped indicator may indicate incorrect readings.

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GROUP 00(L-PSI 4X), ENGINE 18. Adjust the swivel base as required and position the indicator tip slightly above the connecting rod cap. Lock the swivel base in position by rotating the locking lever (1). Do not allow the tip of the indicator to contact the connecting rod at this time.

20. Rotate the fine adjustment knobs on the dial indicator end of the swivel base to position the tip of the indicator in contact with the connecting rod.

21. Lightly actuate the handle of the pivot arm assembly (multiple times in both directions) to ensure the oil film is removed from the journal.

19. The tip of the indicator should be positioned above and NOT in contact with the cap end of the connecting rod.

22. Load the handle in the forward position and zero the dial indicator. Load the handle multiple times in both directions and record the reading. IMPORTANT During this procedure, card stock may enter the crankshaft journal oil galleries. Be sure to remove all card stock from the bearing journal and oil galleries prior to reassembly. 23. Remove the bearing cap bolts, cap and paper stock.

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GROUP 00(L-PSI 4X), ENGINE 24. Replace the bearing halves as required to obtain the proper bearing clearances.

2. Install the crankshaft.

25. Install the bearings, cap and bolts. Refer to Fastener Tightening Specifications.

3. Install the gauging plastic the full width of the journal.

Measuring Crankshaft Bearing Clearances (Plastic Gauge Method) 1. Install the crankshaft bearings into the engine block.

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GROUP 00(L-PSI 4X), ENGINE 4. Install the crankshaft bearings into the crankshaft bearing caps.

5. Install the crankshaft bearing caps in the original positions and with the arrow on the crankshaft bearing caps in the direction of the front of the engine block. NOTE Refer to Fastener Notice in Cautions and Notices. 6. Install the crankshaft bearing cap bolts. 6.1. Tighten the crankshaft bearing cap bolts on the first pass to 20 Nm (15 lbf·ft). 6.2. Tighten the crankshaft bearing cap bolts on the final pass an additional 73 degrees using the J 36660.

8. Remove the crankshaft bearing caps. The gauging plastic may adhere to either the crankshaft bearing journal or the crankshaft bearing surface.

9. Without removing the gauging plastic, measure the compressed width at the widest point using the graduated scale on the edge of the gauging plastic envelope. If the flattened gauging plastic tapers toward the middle or the ends, there may be a difference in clearance indicating taper, low spot or other irregularity of the crankshaft bearing or the crankshaft bearing journal. 10. Remove the flattened gauging plastic. 11. Measure the remaining crankshaft bearing journals.

7. Remove the crankshaft bearing cap bolts.

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GROUP 00(L-PSI 4X), ENGINE Measuring Connecting Rod Bearing Side Clearance 1. Insert a feeler gauge between the connecting rod caps and measure the connecting rod side clearance. Refer to Engine Mechanical Specifications.

Crankshaft Balancer Clean and Inspect

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

2. Connecting rod side clearances may also be measured with a dial indicator set.

1. Clean the crankshaft balancer in cleaning solvent. 2. Dry the crankshaft balancer with compressed air. 3. Inspect the crankshaft balancer for the following: • Loose or improperly installed front groove pin (1) (if applicable) A properly installed front groove pin should be installed until flush or below flush with the face of the crankshaft balancer. IMPORTANT A crankshaft front oil sealing surface with excessive scoring, grooves, rust or other damage must be replaced. • Worn, grooved or damaged crankshaft front oil sealing surface (2) Minor imperfections on the crankshaft balancer crankshaft front oil seal surface may be removed with a polishing compound or fine grade emery cloth. • Worn, chunking or deteriorated rubber (3) between the hub and the outer ring • Worn or damaged keyway (4) • Worn or damaged bolt hole threads (5)

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GROUP 00(L-PSI 4X), ENGINE Engine Flywheel Clean and Inspect

• Damaged ring gear teeth (5)

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Clean the engine flywheel (1) or (2) in cleaning solvent. 2. Dry the engine flywheel with compressed air.

4. Inspect the engine flywheel (manual transmission) (if equipped) for loose or improperly installed flywheel weights (if applicable). A properly installed flywheel weight should be installed until flush or below flush with the face of the engine flywheel. 3. Inspect the engine flywheel (automatic transmission) (if equipped) for the following: • Stress cracks around the engine flywheel-to-torque converter bolt hole locations (1) • Missing balance weights • Stress cracks around the engine flywheel-to-crankshaft bolt hole locations (2) or (3) IMPORTANT Do not attempt to repair the welded areas (if present) that retain the ring gear to the engine flywheel plate. Always install a NEW engine flywheel. • Welded areas that retain the ring gear onto the engine flywheel for cracking (4) (if present)

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GROUP 00(L-PSI 4X), ENGINE 5. Inspect the engine flywheel (manual transmission) (if equipped) for the following: • Pitted friction surface (1)

Camshaft and Bearings Clean and Inspect

• Scoring or grooves (2)

Tools Required

• Rust or other surface damage (3)

J 7872 Magnetic Base Dial Indicator

• Damaged ring gear teeth (4) • Loose or improperly positioned ring gear The ring gear has an interference fit onto the engine flywheel and the ring gear should be positioned completely flat against the flange of the engine flywheel.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

1. Clean the engine camshaft in cleaning solvent. 2. Dry the engine camshaft with compressed air. 3. Inspect the camshaft retainer plate for damage. If the camshaft retainer plate is damaged, replace as necessary. 4. Inspect the camshaft bearings for correct fit into the engine block camshaft bearing bores. The camshaft bearings have an interference fit to the engine block camshaft bearing bores and must not be loose in the engine block camshaft bearing bores. IMPORTANT If any camshaft bearing is excessively worn or scored, replace all the camshaft bearings. 5. Inspect the camshaft bearings for excessive wear or scoring.

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GROUP 00(L-PSI 4X), ENGINE 6. Inspect the engine camshaft for the following: • Worn, scored or damaged bearing journals (1)

9. Measure the engine camshaft lobe lift using the J 7872.

• Worn engine camshaft lobes (2)

9.1. Place the engine camshaft on the V-blocks.

• Damaged bolt hole threads (3)

9.2. Use the J 7872 in order to measure the engine camshaft lobe lift.

• Damaged camshaft sprocket locator pin (4)

10. Replace the engine camshaft if the engine camshaft lobe lift is not within specifications. Refer to Engine Mechanical Specifications.

7. Measure the engine camshaft journals with a micrometer. If the camshaft journals are more than 0.05 mm (0.0020 in) out-of-round, then replace the engine camshaft.

8. Measure for a bent engine camshaft or excessive engine camshaft runout using the J 7872. 8.1. Mount the engine camshaft in a suitable stand between centers. 8.2. Use the J 7872 in order to check the intermediate engine camshaft journals.

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GROUP 00(L-PSI 4X), ENGINE Camshaft Bearing Removal Tools Required

3.4. Drive the camshaft inner bearing #2 from the camshaft inner bearing bore #2. 3.5. Loosen the J 33049 expander assembly nut.

J 33049 Camshaft Bearing Service Kit 1. Select the cone (1), the handle (10), the expanding driver (4-8), the washer (2 or 3) and the expander assembly (15) from the J 33049. 2. Assemble the J 33049.

3.6. Remove the camshaft inner bearing #2 from the J 33049 expander assembly. 3.7. Insert the J 33049 expander assembly into the camshaft inner bearing #3. 3.8. Tighten the J 33049 expander assembly nut until snug. 3.9. Push the J 33049 guide cone into the camshaft front bearing in order to align the J 33049. 3.10. Drive the camshaft inner bearing #3 from the camshaft inner bearing bore #3. 3.11. Loosen the J 33049 expander assembly nut. 3.12. Remove the camshaft inner bearing #3 from the J 33049 expander assembly.

IMPORTANT A loose camshaft bearing may be caused by an enlarged, out-of-round or damaged engine block camshaft bearing bore. IMPORTANT Always remove the camshaft inner bearings #2 and #3 first. The camshaft outer bearings #1 and #4 serve as a guide for the J 33049.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

4. Remove the J 33049 from the engine block. 5. Remove the camshaft outer bearings #1 and #4. 5.1. Insert the J 33049 into the camshaft outer bearing #1. 5.2. Tighten the J 33049 expander assembly nut until snug. 5.3. Drive the camshaft outer bearing #1 from the camshaft outer bearing bore #1.

3. Remove the camshaft inner bearings #2 and #3.

5.4. Loosen the J 33049 expander assembly nut.

3.1. Insert the J 33049 through the front of the engine block and into the camshaft inner bearing #2.

5.5. Remove the camshaft outer bearing #1 from the J 33049 expander assembly.

3.2. Tighten the J 33049 expander assembly nut until snug.

5.6. Remove the J 33049 from the engine block.

3.3. Push the J 33049 guide cone into the camshaft front bearing in order to align the J 33049.

5.7. Insert the J 33049 expander assembly into the camshaft outer bearing #4. 5.8. Tighten the J 33049 expander assembly nut until snug.

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00(L-PSI 4X)-3-49

GROUP 00(L-PSI 4X), ENGINE 5.9. Drive the camshaft outer bearing #4 from the camshaft outer bearing bore #4. 5.10. Loosen the J 33049 expander assembly nut. 5.11. Remove the camshaft outer bearing #4 from the J 33049 expander assembly.

1. Select the handle (10), the expanding driver (4-8), the washer (2 or 3) and the expander assembly (15) from the J 33049. 2. Assemble the J 33049.

6. Remove the J 33049 from the engine block. 7. Discard the camshaft bearings.

! Camshaft Bearing Installation Tools Required J 33049 Camshaft Bearing Service Kit IMPORTANT When installing the camshaft bearings, always look in order to ensure that the camshaft bearing lubrication hole is located above the 3 o’clock position (1) or the 9 o’clock position (2). The proper positioning of the camshaft bearing lubrication hole is in order to ensure the best lubrication of the engine camshaft journals.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. IMPORTANT The camshaft bearings vary in size. When ordering the new camshaft bearings, be sure to order the correct camshaft bearings for the application to be serviced. IMPORTANT Always install the camshaft outer bearings #1 and #4 first. The camshaft outer bearings serve as a guide for the J 33049 and help center the camshaft inner bearings during the installation process. 3. Install the NEW camshaft outer bearings #4 and #1. 3.1. Install the NEW camshaft outer bearing #4 onto the J33049 expander assembly. 3.2. Tighten the J 33049 expander assembly nut until snug. 3.3. Align the lubrication hole of the camshaft outer bearing #4 above the 3 o’clock position or the 9 o’clock position of the camshaft outer bearing bore #4 at the rear of the engine block.

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00(L-PSI 4X)-3-50

GROUP 00(L-PSI 4X), ENGINE 3.4. Drive the camshaft outer bearing #4 into the camshaft outer bearing bore #4 at the rear of the engine block. 3.5. Loosen the J 33049 expander assembly nut. 3.6. Remove the camshaft outer bearing #4 from the J33049 expander assembly. 3.7. Install the NEW camshaft outer bearing #1 onto the J33049 expander assembly. 3.8. Tighten the J 33049 expander assembly nut until snug. 3.9. Align the lubrication hole of the camshaft outer bearing #1 above the 3 o’clock position or the 9 o’clock position of the camshaft outer bearing bore #1 at the front of the engine block. 3.10. Drive the camshaft outer bearing #1 into the camshaft outer bearing bore #1 at the front of the engine block. 3.11. Loosen the J 33049 expander assembly nut. 3.12. Carefully slide the J 33049 into the engine block until the J 33049 expander assembly is positioned between the camshaft inner bearing bores.

4.4. Push the J 33049 guide cone into the camshaft front bearing bore #1 in order to align the J 33049. 4.5. Drive the camshaft inner bearing #3 into the camshaft inner bearing bore #3 of the engine block. 4.6. Loosen the J 33049 expander assembly nut. 4.7. Carefully slide the J 33049 until the J 33049 expander assembly is positioned between the camshaft inner bearing bore #2 and the camshaft outer bearing bore #1. 4.8. Install the NEW camshaft inner bearing #2 onto the J33049 expander assembly. 4.9. Tighten the J 33049 expander assembly nut until snug. 4.10. Align the lubrication hole of the camshaft inner bearing #2 above the 3 o’clock position or the 9 o’clock position of the camshaft inner bearing bore #2 of the engine block. 4.11. Push the J 33049 guide cone into the camshaft front bearing bore #1 in order to align the J 33049. 4.12. Drive the camshaft inner bearing #2 into the camshaft inner bearing bore #2 of the engine block. 4.13. Loosen the J 33049 expander assembly nut. 5. Carefully remove the J 33049 from the engine block.

4. Install the NEW camshaft inner bearings #3 and #2. 4.1. Install the NEW camshaft inner bearing #3 onto the J33049 expander assembly. 4.2. Tighten the J 33049 expander assembly nut until snug. 4.3. Align the lubrication hole of the camshaft inner bearing #3 above the 3 o’clock position or the 9 o’clock position of the camshaft inner bearing bore #3 of the engine block.

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00(L-PSI 4X)-3-51

GROUP 00(L-PSI 4X), ENGINE Balance Shaft Bearing and/or Bushing Removal

Balance Shaft Clean and Inspect

Tools Required J 26941 Bushing/Bearing Remover J 38834 Balance Shaft Service Kit

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. IMPORTANT The balance shaft and the balance shaft front bearing are serviced only as an assembly. Do not remove the balance shaft front bearing from the balance shaft.

1. Use the J 38834 and the J 26941 in order to remove the balance shaft rear bearing. 2.1. Install the J 26941 legs behind the balance shaft rear bearing and secure. 2.2. Install the J 38834-1 with the short threaded end through the balance shaft bore in the front of the engine block. 2.3.

Install the J 38834-1 into the J 26941.

1. Clean the following components in cleaning solvent: • The balance shaft (1) • The balance shaft retainer (2) • The balance shaft rear bearing • The balance shaft driven gear (4) • The balance shaft drive gear 2. Dry the following components with compressed air: 2.4. Slide the J 38834-2 onto the J 38834-1 and into the balance shaft bore of the engine block.

• The balance shaft (1)

2.5. Install the J 38834 bearing, washer and nut onto the J 38834-1.

• The balance shaft rear bearing

2.6. Using a wrench, secure the J 38834-1 and then rotate the J 38834 nut clockwise until the balance shaft rear bearing is removed from the engine block. 2.7. Remove the J 26941 from the balance shaft rear bearing. 2. Discard the balance shaft rear bearing.

• The balance shaft retainer (2) • The balance shaft driven gear (4) • The balance shaft drive gear 3. Inspect the balance shaft bearings for the following: • Front ball bearing for damage or wear • Front ball bearing for smoothness of operation • Rear sleeve bearing for wear, scoring or other damage

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00(L-PSI 4X)-3-52

GROUP 00(L-PSI 4X), ENGINE 4. Inspect the balance shaft (1) for the following: • Wear or scoring on the rear bearing journal • Damaged bolt hole threads • Damaged to the balance shaft driven gear locator pin 5. Inspect the balance shaft retainer (2) for wear or damage. 6. Inspect the balance shaft retainer bolts (3) for damaged threads. 7. Inspect the driven gear (4) for the following: • Excessive wear or damage • Nicks, burrs or scoring 8. Inspect the driven gear bolt (5) for damaged threads. 9. Inspect the balance shaft drive gear for the following: • Excessive wear or damage • Nicks, burrs or scoring

Balance Shaft Bearing and/or Bushing Installation Tools Required J 38834 Balance Shaft Service Kit

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Use the J 38834 in order to install the balance shaft rear bearing. 2.1. Install the J 38834-3 onto the short threaded end of the J 38834-1. 2.2. Install the J 38834 nut, the washer and the bearing on the long threaded end of the J 38834-1. 2.3. Install the J 38834-2 onto the J 38834-1 so that the smaller diameter of the J 38834-2 will be facing the front of the engine block. 2.4. Install the J 38834-2 on the inside of the balance shaft front bearing bore. 2.5. Lubricate the NEW balance shaft rear bearing with clean engine oil. 2.6. Install the balance shaft rear bearing onto the J 38834- 2. 2.7. Align the balance shaft rear bearing for installation. 2.8. Using a wrench, secure the J 38834-1 into place. 2.9. Rotate the J 38834 nut until the balance shaft rear bearing is properly and completely pushed into the balance shaft rear bearing bore. 2. Remove the J 38834.

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00(L-PSI 4X)-3-53

GROUP 00(L-PSI 4X), ENGINE Timing Chain and Sprockets Clean and Inspect

• Crankshaft sprocket keyway for wear

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Clean the components with cleaning solvent. 2. Dry the components with compressed air. 3. Inspect the camshaft timing chain for binding or wear.

Valve Rocker Arm and Push Rods Clean and Inspect IMPORTANT Parts that are to be reused must be marked, sorted and organized for assembly. 1. Mark, sort and organize the components for assembly.

! 4. Inspect the camshaft sprocket and the crankshaft sprocket for the following: • Broken teeth (1)

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 2. Clean the components with cleaning solvent. 3. Dry the components with compressed air.

• Damaged teeth (2)

4. Inspect the valve rocker arm components for the following:

• Chipped teeth (3) • Worn teeth • Uneven wear on the edge of the teeth • Worn valleys between the sprocket teeth

• Valve rocker arm valve push rod socket contact surface (1). The contact surface must be smooth with no scoring or excessive wear. • Valve rocker arm roller pivot for binding or damage (2) • Valve rocker arm valve stem contact surface (3)

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00(L-PSI 4X)-3-54

GROUP 00(L-PSI 4X), ENGINE • Valve rocker arm bolt threads for damage (4)

Valve Lifters and Guides Clean and Inspect IMPORTANT Parts that are to be reused must be marked, sorted and organized for assembly. 1. Mark, sort and organize the components for assembly.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 2. Clean the components with cleaning solvent. 3. Dry the components with compressed air. 5. Inspect the valve push rods for the following: • Restriction of the oil passage (1) • Wear or scoring of the end contact surfaces (2). The end contact surfaces must be smooth with no scoring or excessive wear. • Shaft for bends (3). Roll the valve pushrod on a flat surface to determine if the valve pushrod is bent.

4. Inspect the valve lifter pushrod guides for excessive wear. 5. Inspect the valve lifter pushrod guides for cracks or damage.

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00(L-PSI 4X)-3-55

GROUP 00(L-PSI 4X), ENGINE 6. Inspect the valve lifter for the following:

1. Use the J 8062 in order to compress the valve springs.

• Broken or damaged clip (1) • Worn pushrod socket (2) • Scuffed or worn lifter body (3) If the valve lifter shows scuffing or wear, inspect the engine block valve lifter bores for wear. • Worn roller (4) • Loose or damaged pin (5) • Plugged oil hole (6)

IMPORTANT Mark, sort and organize the components so that the components can be reinstalled in their original location and position. 2. Remove the valve stem keys (1). 3. Remove the J 8062 from the cylinder head. 4. Remove the valve spring cap (2). 5. Remove the valve spring (3).

Cylinder Head Disassemble

6. Remove the valve stem oil seal (4).

Tools Required

7. Discard the valve stem oil seal.

J 8062 Valve Spring Compressor

8. Remove the valve.

CAUTION

Compressed valve springs have high tension against the valve spring compressor. Valve springs that are not properly compressed by or released from the valve spring compressor can be ejected from the valve spring compressor with intense force. Use care when compressing or releasing the valve spring with the valve spring compressor and when removing or installing the valve stem keys. Failing to use care may cause personal injury.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

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00(L-PSI 4X)-3-56

GROUP 00(L-PSI 4X), ENGINE Cylinder Head Clean and Inspect

• Restrictions in the intake or exhaust passages • Restrictions in the cooling system passages

Tools Required

• Rusted, damaged or leaking core plugs

J 8001 Dial Indicator Set J 8089 Carbon Removing Brush J 9666 Valve Spring Tester

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Clean the valve stems and cylinder heads on a buffing wheel. 2. Clean the following components in cleaning solvent: • Valve stem keys (1) • Valve spring cap (2) • Valve spring (3) • Cylinder head 6. Measure the cylinder head for warpage with a straight edge and feeler gauge • A cylinder head block deck with warpage in excess of 0.10 mm (0.004 in) within a 152.4 mm (6.0 in) area must be repaired or replaced. • A cylinder head exhaust manifold deck with warpage in excess of 0.05 mm (0.002 in) within a 152.4 mm (6.0 in) area must be repaired or replaced. • A cylinder head intake manifold deck with warpage in excess of 0.10 mm (0.004 in) within a 152.4 mm (6.0 in) area must be repaired or replaced.

3. Dry the components with compressed air. 4. Use the J 8089 to clean the carbon from the cylinder head combustion chambers. Be careful not to scuff the combustion chambers. 5. Inspect the cylinder head for the following: • Damage to the gasket surfaces • Damage to the threaded bolt holes • Burnt or eroded areas in the combustion chambers • Cracks in the exhaust ports and combustion chambers • External cracks in the water chambers

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00(L-PSI 4X)-3-57

GROUP 00(L-PSI 4X), ENGINE 7. Use the J 9666 in order to measure the valve spring. Replace the valve spring if the valve spring tension is less than 445 N (100 lb) at 43.2 mm (1.80 in).

9. Valve stems (1) with excessive valve guide (2) clearance must be repaired or the cylinder head replace

8. Inspect the valve springs for squareness.

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00(L-PSI 4X)-3-58

GROUP 00(L-PSI 4X), ENGINE 10. Measure the valve stem-to-guide clearance. Excessive valve stem-to-guide clearance may cause an excessive oil consumption and may also cause a valve to break. Insufficient clearance will result in noisy and sticky functioning of the valve and will disturb the engine assembly smoothness. 10.1. Clamp the J 8001 on the exhaust port side of the cylinder head. 10.2. Position the dial indicator so that the movement of the valve stem from side to side (crosswise to the cylinder head) will cause a direct movement of the dial indicator stem. The dial indicator stem must contract the side of the valve stem just above the valve guide.

Valve Guide Reaming/Valve and Seat Grinding Tools Required J 5830-02 Valve Guide Reamer Set J 8001 Dial Indicator Set 1. Measure the valve stem-to-guide clearance. Refer to Cylinder Head Clean and Inspect.

10.3. Drop the valve head about 1.6 mm (0.063 in) off the valve seat. 10.4. Use light pressure and move the valve stem from side to side in order to obtain a valve stem-to-guide clearance reading. Refer to Engine Mechanical Specifications.

2. Improper valve stem (1) to valve guide (2) clearance may cause excessive oil consumption.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

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00(L-PSI 4X)-3-59

GROUP 00(L-PSI 4X), ENGINE 3. Use the J 5830-3 in order to ream the exhaust valve guide in order to achieve the correct valve stem-toguide clearance. 4. Always recondition the exhaust valve seat after reaming the exhaust valve guide bores and installing new exhaust valves.

6. Inspect the valve contact surface for the following: • Undersized margin (1) • Pitted surfaces (2) • Burnt or eroded areas (3) • Acceptable edge (margin) (4) Valves with excessive damage must be replaced. Minor imperfections of the valve or valve seat may be repaired.

5. Inspect the valves for the following: • Burnt or damaged areas (1) • Undersize margin (2) • Bent stem (3) • Scoring or other damage to the stem (4) • Worn key groove (5) • Worn stem tip (6)

7. Reconditioning of the valves and valve seats: • The valves must seat perfectly for the engine to deliver optimum power and performance. • Cooling the valve heads is another important factor. Good contact between each valve and valve seat in the cylinder head is necessary to insure that the heat in the valve head is properly carried away. • Regardless of what type of equipment is used, it is essential that the valve guide bores are free from carbon or dirt in order to ensure the proper centering of the pilot in the valve guide. The valve seats should be concentric to within 0.05 mm total indicator reading. • Reface pitted valves on a valve refacing machine in order to ensure the correct relationship between the valve head and the valve stem. Replace the valve if the valve stem is excessively worn or warped. Replace the valve if the edge margin (4) of the valve head is less than 0.79 mm (0.031 in) thick after grinding. • Several different types of equipment are available for reconditioning valves and valve seats. Follow the equipment manufacturer’s recommendations for equipment use to attain the proper results.

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00(L-PSI 4X)-3-60

GROUP 00(L-PSI 4X), ENGINE Cylinder Head Assemble

and the bottom of the head should be between 0.860”-0.900” as shown on the image.

Tools Required J 8062 Valve Spring Compressor SK69070 Valve Stem Seal Installer 1. Assemble the valve into the proper valve guide. 2. Select the proper valve stem oil seal for the specific valve guide. 3. Lubricate the valve stem oil seal and the outside diameter of the valve guide with clean engine oil.

7. Install the valve spring (3). 8. Install the valve spring cap (2) onto the valve spring (3) and over the valve stem.

4. Assemble the valve stem oil seal onto the valve stem.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 5. Install the valve stem oil seal onto the valve guide using the special tool SK69070. 6. Inspect the valve stem oil seal. The valve stem oil seal should not be bottomed against the valve guide. The distance measured between the top of the seal

CAUTION

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00(L-PSI 4X)-3-61

GROUP 00(L-PSI 4X), ENGINE

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

Oil Pump Disassemble 1. Remove the oil pump driveshaft and oil pump driveshaft retainer.

9. Use the J 8062 in order to compress the valve springs. 10. Install the valve stem keys. 10.1. Use grease in order to hold the valve stem keys in place while disconnecting the J 8062. 10.2. Look to ensure that the valve stem keys seat properly in the upper groove of the valve stem. 10.3. Tap the end of the valve stem with a plastic-faced in order to seat the valve stem keys, if necessary.

2. Remove the oil pump screen (if necessary). • The oil pump screen has a press fit into the oil pump cover. • DO NOT remove the oil pump screen from the pipe. The pipe and oil pump screen are serviced as a complete assembly.

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00(L-PSI 4X)-3-62

GROUP 00(L-PSI 4X), ENGINE 3. Remove the oil pump cover bolts.

6. Matchmark the gear teeth for assembly.

4. Remove the oil pump cover.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 7. Remove the following items: 7.1. The oil pump pressure relief valve spring straight pin 7.2. The oil pump pressure relief spring 7.3. The oil pump pressure relief valve

5. Remove the oil pump drive gear and the oil pump driven gear.

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00(L-PSI 4X)-3-63

GROUP 00(L-PSI 4X), ENGINE Oil Pump Clean and Inspect

Oil Pump Assemble Tools Required

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

J 21882 Oil Suction Pipe Installer 1. Apply clean engine oil GM P/N 12345610 or equivalent to the oil pump pressure relief valve, oil pump pressure relief valve spring and oil pump body.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. IMPORTANT Replace the oil pump pressure relief valve spring when you reuse the oil pump. 2. Install the following items: 2.1. The oil pump pressure relief valve 2.2. The oil pump pressure relief valve spring 2.3. The oil pump pressure relief valve spring straight pin 1. Clean the oil pump components in cleaning solvent. 2. Dry the components with compressed air. 3. Inspect the oil pump for the following conditions: • Scoring on the top of the gears (1) • Damaged gears (2) for the following: Chipping Galling Wear • Scoring, damage or casting imperfections to the body (3) • Damaged or scored gear shaft (4) • Damaged or scored gear shaft (5) • Damaged bolt hole threads • Worn oil pump driveshaft bore • Damaged or sticking oil pump pressure relief valve (minor imperfections may be removed with a fine oil stone)

3. Apply clean engine oil GM P/N 12345610 or equivalent to the oil pump drive gear, the oil pump driven gear and the oil pump body internal surfaces. 4. Install the oil pump drive gear and the oil pump driven gear into the oil pump body. 4.1. Align the matchmarks on the oil pump drive and driven gears.

• Collapsed or broken oil pump pressure relief valve spring 4. If the oil pump is to be reused, install a NEW oil pump pressure relief valve spring. 5. During oil pump installation, install a NEW oil pump driveshaft retainer.

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00(L-PSI 4X)-3-64

GROUP 00(L-PSI 4X), ENGINE 4.2. Install the smooth side of the oil pump drive and driven gears toward the oil pump cover.

5. Install the oil pump cover.

7. Inspect the oil pump for smoothness of operation by turning the oil pump driveshaft by hand.

8. Install the oil pump screen. 8.1. If removed, replace the oil pump screen. The oil pump screen must have a good press fit into the oil pump body. 8.2. Mount the oil pump in a soft jawed vise. 8.3. Apply PTFE Thread Sealant or equivalent to the end of the oil pump screen pipe. 8.4. Use the J 21882 and a soft-faced hammer in order to tap the oil pump screen into the pump body. The oil pump screen must align parallel with the bottom of the oil pan when the oil pan is installed.

NOTE Refer to Fastener Notice in Cautions and Notices. 6. Install the oil pump cover bolts. Tighten the bolts to 12 Nm (106 lbf·in).

IMPORTANT Install a NEW oil pump driveshaft retainer during assembly.

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GROUP 00(L-PSI 4X), ENGINE 9. Install the oil pump driveshaft and the NEW oil pump driveshaft retainer.

Valve Rocker Arm Cover Clean and Inspect

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Clean the valve rocker arm cover in cleaning solvent. 2. Dry the valve rocker arm cover with compressed air. 3. Inspect the valve rocker arm cover for the following: • Damage to the PCV valve grommet (1) • Damage to the bolt holes (2) A damaged valve rocker arm cover may interfere with the valve rocker arms. • Damage to the exterior of the valve rocker arm cover (3) • Gouges or damage to the sealing surface (4) • Damage to the oil fill tube grommet (5) • Restrictions to the ventilation system passages

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00(L-PSI 4X)-3-66

GROUP 00(L-PSI 4X), ENGINE Oil Pan Clean and Inspect 1. Remove the oil pan baffle bolts and the oil pan baffle.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 2. Clean the oil pan and the oil pan baffle in cleaning solvent.

A damaged oil pan may interfere with the proper position of the oil pump screen, or may not distribute oil properly in the oil pan sump area.

NOTE Refer to Fastener Notice in Cautions and Notices. 5. Install the oil pan baffle and the bolts. Tighten the oil pan baffle bolts to 12 Nm(106 lbf½in).

3. Dry the oil pan and the oil pan baffle with compressed air. 4. Inspect the oil pan for the following: • Gouges or damage to the oil pan sealing surfaces (1) • Damage to the threaded holes (2) • Damaged oil pan drain hole threads (3) • Damage to the oil pan baffle • Damage to the exterior of the oil pan

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00(L-PSI 4X)-3-67

GROUP 00(L-PSI 4X), ENGINE Exhaust Manifold Clean and Inspect

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Clean the exhaust manifolds in cleaning solvent. 2. Dry the components with compressed air. 3. Inspect the exhaust manifolds for the following: • Damage to the gasket sealing surfaces (1) • Damage to the threaded holes (3) • Restrictions within exhaust passages • Broken or damaged exhaust manifold heat shields (4) (if applicable) • Broken or damaged exhaust manifold

Water Pump Clean and Inspect

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Remove all the old gasket material from the water pump sealing surfaces. 2. Clean all the dirt and any debris from the water pump. 3. Inspect the water pump for the following: • Leakage or damage to the housing cover or gasket (1) • Excessive scratches or gouging To the gasket sealing surfaces (2) • Leakage from the water pump vent hole (3) A stain around the vent hole is acceptable. If leakage occurred (dripping) with the engine operating and the cooling system pressurized, then replace the water pump. • Damaged bolt hole threads (4) • Excessive side-to-side movement of the water pump shaft (5) • Leakage around the water inlet pipe (6) • Leakage around the heater hose pipe (7) • Restrictions within the internal coolant passages

4. Measure the alignment or surface flatness of the exhaust manifold flanges using a straight edge and a feeler gauge. Refer to Engine Mechanical Specifications. If the surface flatness is not within the specifications, the exhaust manifold is warped and must be replaced.

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GROUP 00(L-PSI 4X), ENGINE Thread Repair General purpose thread repair kits are available commercially.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. IMPORTANT Refer to the thread repair kit manufacturer’s instructions regarding the size of the drill and which tap to use.

IMPORTANT The thread insert should be flush to 1 turn below the surface. 8. Lubricate the thread insert with clean engine oil (except when installing in aluminum) and install the thread insert. 9. If the tang of the thread insert does not break off when backing out the thread insert installer, break off the tang using a drift punch.

Always avoid any buildup of chips. Back out the tap every few turns and remove the chips. Determine the size, the pitch and the depth of the damaged thread.

1. Adjust the stop collars on the cutting tool as needed. Tap the stop collars to the required depths. 2. Drill out the damaged thread. 3. Remove the chips. 4. Apply clean engine oil to the top thread. 5. Use the tap in order to cut new thread. 6. Clean the thread. 7. Screw the thread insert onto the mandrel of the thread insert installer. Engage the tang of the thread insert onto the end of the mandrel.

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GROUP 00(L-PSI 4X), ENGINE Service Prior to Assembly • Dirt will cause premature wear of the rebuilt engine. Clean all the components. • Use the proper tools to measure the components when checking for excessive wear. Components not within the manufacturer’s specification must be repaired or replaced. • When the components are re-installed into an engine, return the components to the original location, position and direction. • During assembly, lubricate all the moving parts with clean engine oil (unless otherwise specified). The engine oil will provide the initial lubrication when the engine is first started.

Engine Block Plug Installation Tools Required J 41712 Oil Pressure Switch Socket

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Install a NEW oil filter bypass valve. • Install the oil filter bypass valve into the oil gallery bore until slightly below flush with the surface of the engine block. • Using a pointed punch, stake the engine block area around the oil filter bypass valve.

2. Apply Green Locktite or equivalent to the outside diameter of the NEW front engine oil gallery plugs. 3. Install the NEW front engine block oil gallery plugs. A properly installed front engine oil gallery plug must be installed slightly below flush with the front face of the engine block.

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GROUP 00(L-PSI 4X), ENGINE 4. Apply Aviation Form-A-Gasket Liquid Sealant or equivalent to the outside diameter of the NEW engine block core hole plugs.

8. Apply Aviation Form-A-Gasket Liquid Sealant or equivalent to the outside diameter of the NEW expansion cup plug (camshaft rear bearing hole).

5. Install the NEW engine block core hole plugs. A properly installed engine block core hole plug must be installed flush with the bottom of the chamfer (1) of the engine block core hole.

9. Install the NEW expansion cup plug (camshaft rear bearing hole).

6. Apply Green LockTite or equivalent to the outside diameter of the NEW expansion cup plug (balance rear bearing hole). 7. Install the NEW expansion cup plug (balance shaft rear bearing hole).

10. Apply PTFE Sealant or equivalent to the threads of the engine block left side oil gallery plug. Located above oil filterGhousing. Tighten the engine block left rear oil gallery plug to 150 lbf·in Plus 3/4 turn.

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GROUP 00(L-PSI 4X), ENGINE 11. Tighten 4 rear crossover cover bolts to 96 lbf·in. Ensure the O-ring is fully seated and does not move or get pinched during install.

12. Install the dowel straight pins (if required). Ensure tapered end is facing outward.

13. Install the left side dowel pins (cylinder head locator).

14. Install the right side dowel pins (cylinder head locator).

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GROUP 00(L-PSI 4X), ENGINE 15. Apply PTFE Sealant or equivalent to the threads of the engine block coolant drain hole plugs. 16. Install the engine block coolant drain hole plugs. Tighten the engine block coolant drain hole plugs to 22 Ft. Lbs plus Ã turn.

17. If reusing the engine oil pressure sensor fitting, apply PTFE sealant or equivalent to the threads of the engine oil pressure sensor fitting. IMPORTANT Do not loosen the engine oil pressure fitting after the initial torque has been obtained.

19. Rotate the engine oil pressure sensor fitting clockwise to the proper position (1), 50 degrees from the centerline (2). Roughly the 4 O’clock Position.

20. If reusing the engine oil pressure gauge sensor, apply PTFE sealant or equivalent to the threads of the engine oil pressure gauge sensor. 21. Install the engine oil pressure gauge sensor using the J 41712. Tighten the engine oil pressure gauge sensor to 30 Nm (22 lbf½ft).

18. Install the engine oil pressure sensor fitting. Tighten the engine oil pressure sensor fitting to 15 Nm (11 lbf½ft). IMPORTANT Do not rotate the engine oil pressure fitting clockwise more than 359 degrees after the initial torque has been obtained.

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GROUP 00(L-PSI 4X), ENGINE Crankshaft and Bearings Installation Tools Required J 36660 Electronic Torque Angle Meter 1. Install the crankshaft bearings into the engine block. Align tang on the bearing to the keyway in the block. Ensure bearings are even across the top of the block.

5. Install the crankshaft bearings into the crankshaft bearing caps. Align the tang on the bearing to the keyway in the main caps. Be sure the bearing is flat along the top of the main cap. Apply engine assembly lubricant to the bearings in the main cap bearings. 6. Apply clean engine oil to the crankshaft bearings.

2. Apply engine assembly lubricant on the main bearings.

3. Apply clean engine oil to the crankshaft bearing journals. 4. Gently install the crankshaft into the crankshaft journals.

7. Install the crankshaft bearing caps in the original position and with the arrow on the crankshaft bearing caps in the direction of the front of the engine block. NOTE Refer to Fastener Notice in Cautions and Notices. 8. Install the crankshaft bearing cap bolts until snug. 9. Thrust the crankshaft rearward in order to set and align the crankshaft thrust bearings and the crankshaft bearing caps. 10. Thrust the crankshaft forward in order to align the rear faces of the crankshaft thrust bearings. 11. Tighten the crankshaft bearing cap bolts. Tighten the crankshaft bearing cap bolts on the first pass to 20 Nm (15 lbf½ft). Tighten the crankshaft bearing cap bolts on the final pass an additional 73 degrees using the J 36660.

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GROUP 00(L-PSI 4X), ENGINE 12. Measure the crankshaft end play. Firmly thrust the crankshaft rearward, and then forward. This will align the crankshaft rear bearing thrust surfaces. With the crankshaft pushed forward, insert a feeler gauge between the crankshaft and the crankshaft rear bearing thrust surface to measure the clearance.

• Improper size crankshaft bearing

Specification Crankshaft end play 0.05-0.20 mm (0.001-0.0089 in) 13. Rotate the crankshaft in order to check for binding. A bent crankshaft or lack of proper crankshaft bearing clearance may cause binding. 14. If the crankshaft does not turn freely, loosen the crankshaft bearing cap bolts on 1 crankshaft bearing cap at a time in order to determine the location of the binding. A lack of proper crankshaft bearing clearance may be caused by the following: • Burrs on the crankshaft bearing cap • Foreign material between the crankshaft bearing and the engine block • Foreign material between the crankshaft bearing and the crankshaft bearing cap • Damaged crankshaft bearing

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GROUP 00(L-PSI 4X), ENGINE Crankshaft Rear Oil Seal and Housing Installation Tools Required J 35621-B Rear Main Seal Installer

3. Install the crankshaft rear oil seal housing onto the crankshaft rear oil seal housing retainer stud. 4. Install the crankshaft rear oil seal housing nut and bolts. Tighten the crankshaft rear oil seal housing nut and bolts to 12 Nm (106 lbf½in).

NOTE Refer to Fastener Notices in Cautions and Notices. 1. Install the crankshaft rear oil seal housing retainer stud. Tighten the crankshaft rear oil seal housing retainer stud to 6 Nm (53 lbf½in).

5. Apply a small amount (2 to 3 drops) of clean engine oil to the bore of the crankshaft rear oil seal housing. 6. Apply a small amount (2 to 3 drops) of clean engine oil to the outside diameter of the engine flywheel pilot flange. 7. Apply a small amount (1 drop) of clean engine oil to the outside diameter of the flywheel locator pin. IMPORTANT Always use a NEW crankshaft rear oil seal housing gasket when installing the crankshaft rear oil seal housing. 2. Install the NEW crankshaft rear oil seal housing gasket.

8. Apply a small amount (2 to 3 drops) of clean engine oil to the crankshaft seal surface. 9. Inspect the J 35621-B flange for imperfections that may damage the crankshaft rear oil seal. Minor imperfections may be removed with a fine grade emery cloth.

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GROUP 00(L-PSI 4X), ENGINE IMPORTANT DO NOT allow oil or any other lubricants to contact the seal lip of the crankshaft rear oil seal.

Piston, Connecting Rod and Bearing Installation Piston Selection Tools Required J 8087 Cylinder Bore Gauge J 5239 Connecting Rod Bolt Guide Set J 8037 Ring Compressor J 36660 Electronic Torque Angle Meter IMPORTANT Measurements of all components should be taken with the components at normal room temperature. For proper piston fit, the engine block cylinder bores should not have excessive wear or taper.

10. Remove the sleeve from the crankshaft rear oil seal. 11. Apply a small amount (2 to 3 drops) of clean engine oil to the outside diameter of the crankshaft rear oil seal. 12. Install the crankshaft rear oil seal onto the J 35621-B.

A used piston and piston pin set may be reinstalled if, after cleaning and inspection, the piston and piston pin are within specifications. 1. Use the J 8087 in order to measure the cylinder bore diameter. Measure at a point 64 mm (2.5 in) from the top of the cylinder bore and 90 degrees to the crankshaft centerline.

13. Install the J 35621-B onto the rear of the crankshaft and hand tighten the tool bolts until snug. NOTE Proper alignment of the crankshaft rear oil seal is critical. Install the crankshaft rear oil seal near to flush and square to the crankshaft rear oil seal housing. Failing to do so may cause the crankshaft rear oil seal or the crankshaft rear oil seal installation tool to fail. 14. Install the crankshaft rear oil seal onto the crankshaft and into the crankshaft rear oil seal housing. 14.1. Turn the J 35621-B wing nut clockwise until the crankshaft rear oil seal is installed near to flush and square to the crankshaft rear oil seal housing. Increased resistance will be felt when the crankshaft rear oil seal has reached the bottom of the crankshaft rear oil seal housing bore. 14.2. Turn the J 35621-B wing nut counterclockwise to release the J 35621-B from the crankshaft rear oil seal. 15. Remove the J 35621-B from the crankshaft. 16. Wipe off any excess engine oil with a clean rag.

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GROUP 00(L-PSI 4X), ENGINE 2. Measure the J 8087 with a micrometer and record the reading.

Installation Procedure 1. Apply Engine Assembly Lubricant to the following components: • The piston • The piston rings • The cylinder bore • The bearing surfaces 2. Install the J 5239 onto the connecting rod bolts.

3. With a micrometer or caliper at a right angle to the piston pin bore, measure the piston 11 mm (0.433 in) from the bottom of the skirt. 4. Subtract the piston diameter from the cylinder bore diameter in order to determine piston-to-bore clearance. Refer to Engine Mechanical Specifications. 5. If the proper clearance cannot be obtained, then select another piston and measure the clearances. If the proper fit cannot be obtained, the cylinder bore may require honing or boring.

3. With the piston facing upright install the piston rings in the following order.

6. When the piston-to-cylinder bore clearance is within specifications, permanently mark the top of the piston for installation into the proper cylinder.

NOTE Align rings on piston as shown in picture prior to installing piston assembly in block.

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GROUP 00(L-PSI 4X), ENGINE 1) Lower oil control spacer ring 2) Oil control ring

6. Install the piston and connecting rod assembly, and the J 8037 into the proper cylinder bore.

3) Upper oil control spacer ring 4) Lower compression piston ring Ensure 5) Upper compression piston ring 4. Install the J 8037 onto the piston and compress the piston rings.

7. Use the J 8037 and the J 5239 and lightly tap the top of the piston with a wooden hammer handle. • Hold the J 8037 firmly against the engine block until all of the piston rings have entered the cylinder bore. IMPORTANT The mark on the top of the piston must face the front of the engine block.

• Use the J 5239 in order to guide the connecting rod onto the crankshaft journal.

When assembled, the flanges on the connecting rod and connecting rod cap should face to the front of the engine block on the left bank, and to the rear of the engine block on the right bank. 5. Apply a thin even coat of clean motor oil on piston skirt.

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GROUP 00(L-PSI 4X), ENGINE 10. After the piston and connecting rod assemblies have been installed, then lightly tap each connecting rod assembly (parallel to the crankpin) in order to ensure that the connecting rods have side clearance.

8. Remove the J 5239

11. Use a feeler gauge or a dial indicator to measure the connecting rod side clearance between the connecting rod caps. The connecting rod side clearance should be 0.15- 0.44 mm (0.006-0.017 in).

NOTE Refer to Fastener Notice in Cautions and Notices. 9. Install the connecting rod caps, bearings and nuts. Tighten the nuts evenly on the first pass to 27 Nm (20 lbf½ft). Use the J 36660 in order to tighten the nuts on the final pass an additional 70 degrees.

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GROUP 00(L-PSI 4X), ENGINE Camshaft Installation 1. Apply clean engine oil, to the following components:

6. Install the camshaft retainer and bolts. Tighten the camshaft retainer bolts to 12 Nm (106 lbf½in).

• The engine camshaft lobes • The camshaft bearing journals • The camshaft bearings Use Clevite Gear Lubricant or equivalent on oil pump gear 2. Install three 5/16-18 x 4.0 in. bolts into the engine camshaft front bolt holes. NOTE All camshaft journals are the same diameter, so care must be used in removing or installing the camshaft to avoid damage to the camshaft bearings. 3. Use the bolts as a handle in order to install the engine camshaft. 4. Remove the 3 bolts from the front of the engine camshaft.

NOTE Refer to Fastener Notice in Cautions and Notices. 5. If reusing the fasteners, apply Blue Threadlock or equivalent to the threads of the camshaft retainer bolts. Apply Clevite Gear Lubricant or equivalent to camshaft retainer, where contact with the camshaft is made.

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GROUP 00(L-PSI 4X), ENGINE Balance Shaft Installation Tools Required

4. Install the balance shaft retainer and bolts. Tighten the balance shaft retainer bolts to 12 Nm (106 lbf½in).

J 8092 Universal Driver Handle J 36660 Electronic Torque Angle Meter J 36996 Balance Shaft Installer IMPORTANT The balance shaft and the balance shaft front bearing are serviced only as an assembly. Do not remove the balance shaft front bearing from the balance shaft. 1. Apply clean engine oil GM P/N 12345610 or equivalent to the balance shaft front bearing.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices.

Install the balance shaft driven gear onto the balance shaft.

2. Use the J 36996 and the J 8092 in order to install the balance shaft. Apply Clevite Gear Lubricant or equivalent to balance shaft retainer.

5. If reusing the fastener, apply Blue threadlock or equivalent to the threads of the balance shaft driven gear bolt. Use BLUE Locktite 6. Install the balance shaft driven gear bolt. NOTE Refer to Fastener Notice in Cautions and Notices.

6.1. Use a wrench to secure the balance shaft. Place the wrench onto the balance shaft near to the balance shaft front bearing.

3. Apply Blue Locktite or Equivalent to balance shaft retainer bolts.

6.2. Install the balance shaft driven gear bolt. Tighten the balance shaft driven gear bolt on the first pass to 20 Nm (15 lbf½ft). Tighten the balance shaft driven gear bolt on the final pass using the J 36660 an additional 35 degrees.

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GROUP 00(L-PSI 4X), ENGINE 7. Remove the wrench from the balance shaft. 8. Rotate the balance shaft by hand in order to ensure that there is clearance between the balance shaft and the valve lifter pushrod guide. If the balance shaft does not rotate freely, check to ensure that the retaining ring on the balance shaft front bearing is seated on the case.

11. Rotate the engine camshaft so that the timing mark on the balance shaft drive gear is in the 12 o’clock position.

9. Install timing chain guide plate and timing chain guide. Tighten timing chain guide bolt to 106 lbf½in.

12. Remove the balance shaft drive gear.

10. Install the balance shaft drive gear. DO NOT install the camshaft sprocket bolts at this time. Apply Clevite Gear Lubricant or equivalent to the Balance Shaft Drive Gear.

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GROUP 00(L-PSI 4X), ENGINE 13. Rotate the balance shaft so that the timing mark on the balance shaft driven gear is in the 6 o’clock position.

Timing Chain and Sprockets Installation Tools Required J 5590 Installer 1. Install the crankshaft balancer key into the crankshaft keyway. The crankshaft balancer key should be parallel to the crankshaft or with a slight incline.

14. Position the balance shaft drive gear onto the engine camshaft. 15. Look to ensure that the balance shaft drive gear and the balance shaft driven gear timing marks are aligned. 2. Align the keyway of the crankshaft sprocket with the crankshaft balancer key.

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 3. Use the J 5590 in order to install the crankshaft sprocket.

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GROUP 00(L-PSI 4X), ENGINE 4. Rotate the crankshaft until the crankshaft sprocket is at the 12 o’clock position. IMPORTANT Install the camshaft sprocket with the alignment mark at the 6 o’clock position. 5. Install the camshaft sprocket and the camshaft timing chain.

6. Look to ensure that the crankshaft sprocket is aligned at the 12 o’clock position and the camshaft sprocket is aligned at the 6 o’clock position.

IMPORTANT Do not use a hammer to install the camshaft sprocket onto the camshaft. To do so may dislodge the expansion cup plug (camshaft rear bearing hole). 7. Install the camshaft sprocket bolts very loosely. Install timing chain tensioner. Tighten the camshaft sprocket bolts to 18 lbf½ft.

8. Install the crankshaft position sensor reluctor ring. • Align the keyway on the crankshaft position sensor reluctor ring with the crankshaft balancer key in the crankshaft. • Use the J 5590 in order to push the crankshaft position sensor reluctor ring onto the crankshaft until completely seated against the crankshaft sprocket. • Ensure the indent of the reluctor wheel is facing out from the engine

NOTE Refer to Fastener Notice in Cautions and Notices.

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GROUP 00(L-PSI 4X), ENGINE Engine Front Cover Installation

4. Install the NEW crankshaft position sensor seal (Oring) onto the crankshaft position sensor.

IMPORTANT Once the composite engine front cover is removed, DO NOT reinstall the engine front cover. Always install a NEW engine front cover. 1. Install the NEW engine front cover. NOTE Refer to Fasteners Notice in Cautions and Notices. 2. Install the engine front cover bolts. Tighten the engine front cover bolts to 12 Nm (106 lbf½in). Use Blue Locktite on bolts.

5. Install the crankshaft position sensor until fully seated into the engine front cover. 6. Install the crankshaft position sensor bolt. Tighten the crankshaft position bolt to 106 lbf½in

IMPORTANT DONOT reuse the original crankshaft position sensor seal (O-ring). When installing the crankshaft position sensor, be sure the crankshaft position sensor is fully seated and held stationary in the engine front cover crankshaft position sensor bore. A crankshaft position sensor that is not completely seated will cock in the engine front cover and may result in erratic engine operation. 3. Lubricate the NEW crankshaft position sensor seal (O-ring) with clean engine oil.

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GROUP 00(L-PSI 4X), ENGINE Oil Pump Installation 1. Inspect for properly installed pins (oil pump locator).

4. Install the oil pump bolt attaching the oil pump to the rear crankshaft bearing cap. Tighten the oil pump bolt to 90 Nm (66 lbf½ft). Apply Red Locktite

IMPORTANT DO not reuse the oil pump driveshaft retainer. During assembly, install a NEW oil pump driveshaft retainer. 2. Install the oil pump. 3. Position the oil pump onto the pins.

NOTE Refer to Fasteners Notice in Cautions and Notices.

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GROUP 00(L-PSI 4X), ENGINE Oil Pan Installation 1. Apply a 5 mm (0.197 in) wide and 25 mm (1.0 in) long bead of Ultra Gray RTV or equivalent to both the right and left sides of the engine front cover to engine block junction at the oil pan sealing surfaces.

IMPORTANT The oil pan alignment must always be flush or forward no more than 0.3 mm (0.011 in) from the rear face of the engine block. 3. Install the oil pan onto the engine block. Press the oil pan gasket into the grooves of the engine front cover and crankshaft rear oil seal housing.

IMPORTANT Always install a NEW oil pan gasket. The oil pan gasket and oil pan must be installed and the fasteners tightened while the adhesive is still wet to the touch. 2. Install the NEW oil pan gasket into the groove in the oil pan.

NOTE Refer to Fastener Notice in Cautions and Notices. Tighten the oil pan bolts and nuts in sequence (1-12). Tighten the oil pan bolts to 25 Nm (18 lbf½ft).

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GROUP 00(L-PSI 4X), ENGINE 4. Install a NEW oil pan drain plug seal (O-ring) onto the oil pan drain plug. 5. Install the oil pan drain plug into the oil pan. Tighten the oil pan drain plug to 21 lbf½ft.

type material. The correct installation procedures (with the proper tool) must be followed or movement of the inertial weight section of the hub will destroy the tuning of the crankshaft balancer. 2. Apply a small amount of Ultra Gray RTV or equivalent onto the crankshaft balancer keyway in order to seal the crankshaft balancer keyway and crankshaft joint. 3. Apply a light amount of oil to crankshaft mating surface on balancer. 4. Align the keyway of the crankshaft balancer with the crankshaft balancer key. 5. Install the crankshaft balancer onto the end of the crankshaft.

Crankshaft Balancer Installation Tools Required J 23523-F Balancer Remover and Installer 1. Look to ensure that the front groove pin (crankshaft balancer) is installed in the proper location (if applicable).

6. Use the J 23523-F in order to press the crankshaft balancer onto the crankshaft. 6.1. Install the J 23523-F plate and bolts onto the front of the crankshaft balancer. Tighten the J 23523-F plate bolts to 25 Nm(18 lbf½ft). 6.2. Install the J 23523-F screw into the end for the crankshaft. 6.3. Install the J 23523-F bearing, the washer and the nut onto the J 23523-F screw.

NOTE The inertial weight section of the crankshaft balancer is assembled to the hub with a rubber

6.4. Rotate the J 23523-F nut clockwise until the crankshaft balancer hub is completely seated against the crankshaft position sensor reluctor ring.

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GROUP 00(L-PSI 4X), ENGINE 7. Remove the J 23523-F.

NOTE Refer to Fastener Notice in Cautions and Notices.

9. Ensure that the crown of the crankshaft balancer washer (2) is faced away from the engine.

10. Install the crankshaft balancer washer and the bolt. Tighten the crankshaft balancer bolt to 58 lbf·ft.

8. Install the crankshaft pulley and bolts. Tighten the crankshaft pulley bolts to 35 lbf·ft with Blue Locktite

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GROUP 00(L-PSI 4X), ENGINE Valve Lifter Installation 1. Apply engine assembly lubricant or equivalent to the valve lifter rollers. Clean motor oil will also suffice. IMPORTANT If reusing the valve lifters, install the valve lifters in the original positions. 2. Install the valve lifters.

Cylinder Head Installation (Left) Tools Required J 36660 Electronic Torque Angle Meter 1. Clean the cylinder head gasket surfaces on the engine block. 2. Inspect the dowel pins (cylinder head locators) for proper installation. 3. Clean the cylinder head gasket surfaces on the cylinder head.

NOTE Refer to Fastener Notice in Cautions and Notices. 3. Install the valve lifter pushrod guides. Tighten the valve lifter pushrod guide bolts to 16 Nm (12 lbf½ft).

IMPORTANT Do not use any type of sealer on the cylinder head gasket (unless specified). 4. Install the NEW cylinder head gasket in position over the dowel pins (cylinder head locators).

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GROUP 00(L-PSI 4X), ENGINE 5. Install the cylinder head onto the engine block. Guide the cylinder head carefully into place over the dowel pins and the cylinder head gasket.

12. Tighten the cylinder head bolts in sequence on the first pass. Tighten the bolts in sequence on the first pass to 30 Nm (22 lbf½ft). 13. Use the J 36660 in order to tighten the cylinder head bolts in sequence on the final pass. • Tighten the long bolts (1,4,5,8 and 9) on the final pass in sequence to 75 degrees. • Tighten the medium bolts (12 and 13) on the final pass in sequence to 65 degrees. • Tighten the short bolts (2,3,6,7,10 and 11) on the final pass in sequence to 55 degrees.

IMPORTANT Cylinder head bolts are torque-to-yield. New bolts should be installed during the installation procedure. 6. Apply PTFE sealant or equivalent to the threads of the cylinder head bolts. NOTE Refer to Fastener Notice in Cautions and Notices.

14. Install the spark plug wire support and bolts. Tighten the spark plug wire support bolts to 12 Nm (106 lbf½in).

7. Install the cylinder head bolts finger tight. NOTE Bolt number locations refer to torque sequence in steps 12 and 13. 8. Place the (5) long bolts into positions 1, 4,5,8,9. 9. Place the (2) medium bolts into positions 12 and 13. 10. Place the (6) short bolts into positions 2, 3,6,7,10,11. 11. Snug each bolt.

15. Measure the NEW spark plugs for the proper gap. Adjust the spark plug gap if necessary. Specification Spark plug gap to 0.030”

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GROUP 00(L-PSI 4X), ENGINE 16. Install the spark plugs. • Tighten the spark plugs for a USED cylinder head to 15 Nm (11 lbf½ft) • Tighten the spark plugs for the initial installation of a NEW cylinder head to 30 Nm (22 lbf½ft).

20. Install the engine coolant temperature sensorU (if applicable) Tighten the engine coolant temperature sensor to 20 Nm (15 lbf½ft).

17. If reusing the engine coolant temperature gauge sensor (if applicable), apply PTFE sealant or equivalent to the threads of the engine coolant temperature gauge sensor. 18. Install the engine coolant temperature gauge sensor (if applicable). Tighten the engine coolant temperature gauge sensor to 20 Nm (15 lbf½ft).

19. If reusing the engine coolant temperature sensor (if applicable), apply PTFE sealant or equivalent to the threads of the engine coolant temperature sensor.

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GROUP 00(L-PSI 4X), ENGINE Cylinder Head Installation (Right) Tools Required J 36660 Electronic Torque Angle Meter 1. Clean the cylinder head gasket surfaces on the engine block. 2. Inspect the dowel pins (cylinder head locators) for proper installation.

5. Install the cylinder head onto the engine block. Guide the cylinder head carefully into place over the dowel pins and the cylinder head gasket. 6. Apply PTFE sealant or equivalent to the threads of the cylinder head bolts. NOTE Refer to Fastener Notice in Cautions and Notices.

3. Clean the cylinder head gasket surfaces on the cylinder head.

7. Place the (5) long bolts into positions 1, 4,5,8,9. 8. Place the (2) medium bolts into positions 12 and 13. 9. Place the (6) short bolts into positions 2, 3,6,7,10,11. Snug each bolt. IMPORTANT Do not use any type of sealer on the cylinder head gasket (unless specified). 4. Install the NEW cylinder head gasket in position over the dowel pins (cylinder head locators).

10. Tighten the cylinder head bolts in sequence on the first pass. Tighten the bolts in sequence on the first pass to 30 Nm (22 lbf½ft).

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GROUP 00(L-PSI 4X), ENGINE 11. Use the J 36660 in order to tighten the cylinder head bolts in sequence on the final pass. • Tighten the long bolts (1,4,5,8 and 9) on the final pass in sequence to 75 degrees. • Tighten the medium bolts (12 and 13) on the final pass in sequence to 65 degrees. • Tighten the short bolts (2,3,6,7,10 and 11) on the final pass in sequence to 55 degrees.

14. Measure the NEW spark plugs for the proper gap. Adjust the spark plug gap if necessary. Specification Spark plug gap to 0.030” 15. Install the spark plugs. • Tighten the spark plugs for a USED cylinder head to 15 Nm (11 lbf½ft) • Tighten the spark plugs for the initial installation of a NEW cylinder head to 30 Nm (22 lbf½ft).

12. Install the spark plug wire support and bolts. Tighten the spark plug wire support bolts to 12 Nm (106 lbf½in). 13. Remove the front spark plug wire support bolt. The front spark plug wire support bolt is used to fasten the oil level indicator tube, and will be installed within the oil level indicator tube installation procedure.

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GROUP 00(L-PSI 4X), ENGINE Valve Rocker Arm and Push Rod Installation

• Rocker arm bolt (4)

IMPORTANT Be sure to keep parts in order. Parts must be reinstalled into the original location and position. We put motor oil on push rods 1. Install the valve pushrods. Apply a light coat of engine assembly lube or motor oil to the ends of the pushrod.

Intake and exhaust push rods are different Intake marked with 7.271.080 Exhaust marked with 7.365.080 NOTE Refer to Fastener Notice in Cautions and Notices. 3. Install the valve rocker arm assemblies as follows: • Turn the crank until cylinders 1 & 4 are at top dead center. This will position the lifter in the resting position. Torque the rocker bolts when the lifters are in this position only. • Continue turning crank to put cylinders 3 & 6 and then 5 & 2 at TDC for rocker bolt torqueing. NOTE Intake and Exhaust rocker arms are different. 2. Apply engine assembly lube , or equivalent to the following valve rocker arm contact surfaces:

Torque each bolt to 30 lbf½ft.

• Valve pushrod socket (1) • Roller pivot (2) • Valve stem tip (3)

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GROUP 00(L-PSI 4X), ENGINE 4. Rotate the crankshaft balancer to position the crankshaft balancer alignment mark (1) 57-63 degrees clockwise or counterclockwise from the engine front cover alignment tab (2). IMPORTANT Once the valve rocker arm assemblies are installed and properly torqued, no additional valve lash adjustment is required. 5. Tighten the valve rocker arm bolts. Tighten the valve rocker arm bolts to 30 Nm (22 lbf½ft).

Intake Manifold Installation NOTE Applying excessive amounts of sealant may prohibit the intake manifold gaskets from sealing properly. 1. Apply a 4.0 mm (0.157 in) patch of Ultra Gray RTV or equivalent to the cylinder head side of the lower intake manifold gasket at each end. IMPORTANT The lower intake manifold gasket must be installed while the adhesive is still wet to the touch. 2. Install the lower intake manifold gasket onto the cylinder head. Use the gasket locator pins in order to properly seat the lower intake manifold gasket on the cylinder head.

NOTE Care must be used to apply the correct amount of sealant onto the gaskets. Applying excessive amounts of sealant may prohibit the intake manifold gaskets from sealing properly. IMPORTANT The lower intake manifold must be installed and the fasteners tightened while the adhesive is still wet to the touch.

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GROUP 00(L-PSI 4X), ENGINE 3. Apply a 5.0 mm (0.197 in) bead of Ultra Gray RTV or equivalent to the front top of the engine block. Extend the adhesive bead 13 mm (0.50 in) onto each lower intake manifold gasket.

4. Apply a 5.0 mm (0.197 in) bead of Ultra Gray RTV or equivalent to the rear top of the engine block. Extend the adhesive bead roughly 0.5 to 1 inch onto each lower intake manifold gasket.

7. Install the lower intake manifold bolts.

NOTE Proper lower intake manifold fastener tightening sequence and torque is critical. Always follow the tightening sequence, and torque the intake manifold bolts using the 3 step method. Failing to do so may distort the crankshaft bearing bore alignment and cause damage to the crankshaft bearings. 8. Tighten the lower intake manifold bolts. 8.1. Tighten the bolts in sequence (1-8) on the first pass to 3 Nm (27 lbf·in). 8.2. Tighten the bolts in sequence (1-8) on the first pass to 12 Nm (106 lbf·in). 8.3. Tighten the bolts in sequence (1-8) on the first pass to 15 Nm (132 lbf·in).

5. Install the lower intake manifold onto the engine block. NOTE Refer to Fastener Notice in Cautions and Notices. 6. If reusing the fasteners, apply PTFE Sealant or equivalent to the threads of the lower intake manifold bolts.

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GROUP 00(L-PSI 4X), ENGINE Distributor Installation

2. Remove the distributor cap.

IMPORTANT The engine front cover has 2 alignment tabs and the crankshaft balancer has 2 alignment marks (spaced 90 degrees apart) which are used for positioning number 1 piston at Top Dead Center (TDC). With the piston on the compression stroke and at top dead center, the crankshaft balancer alignment mark (1) must align with the engine front cover tab (2) and the crankshaft balancer alignment mark (4) must align with the engine front cover tab (3). Rotate the crankshaft balancer clockwise until the alignment marks on the crankshaft balancer are aligned with the tabs on the engine front cover and the number 1 piston is at top dead center of the compression stroke.

3. Install a NEW distributor gasket onto the distributor.

1. Remove the distributor cap bolts. 4. Align the indent hole on the driven gear with the paint mark on the distributor housing.

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GROUP 00(L-PSI 4X), ENGINE 5. Ensure that the distributor rotor segment points to the cap hold area.

6. Align the slotted tang in the oil pump driveshaft with the distributor driveshaft. Rotate the oil pump driveshaft with a screwdriver if necessary. 7. Align the flat (1) in the distributor housing toward the front of the engine.

8. Install the distributor and distributor clamp. The flat in the distributor housing must point toward the front of the engine.

9. Once the distributor is fully seated, align the distributor rotor segment with the number 6 pointer (1) that is cast into the distributor base. If the distributor rotor segment does not come with a few degrees of the number 6 pointer (1), the gear mesh between the distributor and camshaft may be off a tooth or more. Repeat the procedure again in order to achieve proper alignment.

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GROUP 00(L-PSI 4X), ENGINE NOTE Refer to Fastener Notice in Cautions and Notices. 10. Install the distributor clamp bolt. Tighten the distributor clamp bolt to 25 Nm (18 lbf½ft).

Valve Rocker Arm Cover Installation (Left) IMPORTANT Do not reuse the valve rocker arm cover gasket or the valve rocker arm cover grommets. 1. Install the NEW valve rocker arm cover gasket into the groove of the valve rocker arm cover. 2. Install the NEW valve rocker arm cover bolt grommets into the valve rocker arm cover.

11. Install the distributor cap and NEW distributor cap bolts. Tighten the distributor cap bolts to 2.4 Nm (21 lbf½in). 3. Install the valve rocker arm cover onto the cylinder head.

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GROUP 00(L-PSI 4X), ENGINE 4. Install the valve rocker arm cover bolts. Tighten the valve rocker arm cover bolts to 12 Nm (106 lbf½in). Torque from the center out.

3. Install the valve rocker arm cover onto the cylinder head.

4. Install the valve rocker arm cover bolts. Tighten the valve rocker arm cover bolts to 12 Nm (106 lbf½in).GTorque from the center out.

Valve Rocker Arm Cover Installation (Right) IMPORTANT Do not reuse the valve rocker arm cover gasket or the valve rocker arm cover bolt grommets. 1. Install the NEW valve rocker arm cover gasket into the groove of the valve rocker arm cover. 2. Install the NEW valve rocker arm cover bolt grommets into the valve rocker arm cover.

NOTE Refer to Fastener Notice in Cautions and Notices. 5. Install the valve rocker arm cover bolts. Tighten the valve rocker arm cover bolts to 12 Nm (106 lbf½in).GTorque from the center out.

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GROUP 00(L-PSI 4X), ENGINE Oil Level Indicator and Tube Installation 1. Apply PTFE sealant or equivalent around the oil level indicator tube 13 mm (0.50 in) below the tube bead. 2. Install the oil level indicator tube into the engine block. Rotate the oil level indicator tube into position. NOTE Refer to Fastener Notice in Cautions and Notices. 3.

Install the oil level indicator tube bolt. Tighten the oil level indicator tube bolt to 12 Nm (106 lbf½in).

Water Pump Installation Tools Required J 41240 Fan Clutch Remover and Installer 1. If reusing the fasteners, apply PTFE sealant or equivalent to the threads of the water pump bolts. 2. Install the water pump and the NEW water pump gaskets. NOTE Refer to Fastener Notice in Cautions and Notices. 3. Install the water pump bolts. Tighten the water pump bolts to 45 N.m (35 lbf½ft).

4. Install the oil level indicator into the oil level indicator tube, if required.

IMPORTANT After final assembly, the water pump inlet hose clamp tangs (water pump end) must point forward and the upper tang should be level with the outside diameter of the water pump inlet hose.

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GROUP 00(L-PSI 4X), ENGINE 4. Install the water pump inlet hose and the water pump inlet hose clamps.

Exhaust Manifold Installation (Left) 1. Install the NEW exhaust manifold gaskets.

2. Install the exhaust manifold. 5. Install the fan and water pump pulley and bolts using the J 41240. Tighten the fan and water pump pulley bolts to 35 lbf½ ft.

3. Install the spark plug wire shields. NOTE Refer to Fastener Notice in Cautions and Notices. 4. If reusing the fasteners, apply Blue Loctite or equivalent to the threads of the exhaust manifold bolts and stud. 5. Install the exhaust manifold bolts and stud. Tighten the exhaust manifold bolts and stud on the final pass to 35 lbf½ft. 6. Install the spark plug wires to the spark plug wire retainers. 7. Install the spark plug wires onto the spark plugs.

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GROUP 00(L-PSI 4X), ENGINE Exhaust Manifold Installation (Right) 1. Install the NEW exhaust manifold gaskets.

Clutch Pilot Bearing Installation

CAUTION

Refer to Safety Glasses Caution in Cautions and Notices. 1. Install the NEW clutch pilot bearing using a suitable clutch pilot bearing installation tool. 2. Measure to ensure the proper installation depth is obtained.

2. Install the exhaust manifold. 3. Install the spark plug wire shields. NOTE Refer to Fastener Notice in Cautions and Notices. 4. If reusing the fasteners, apply Blue Loctite or equivalent to the threads of the exhaust manifold bolts and stud. 5. Install the exhaust manifold bolts and stud. Tighten the exhaust manifold bolts and stud on the final pass to 35 lbf½ft. 6. Install the spark plug wires to the spark plug wire retainers. 7. Install the spark plug wires onto the spark plugs.

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GROUP 00(L-PSI 4X), ENGINE Engine Flywheel Installation IMPORTANT If replacing the engine flywheel (manual transmission), note the position of the original flywheel weights (if applicable). Flywheel weights must be installed into the new engine flywheel in the same location as the old flywheel weights were in the old engine flywheel.

NOTE Refer to Fastener Notice in Cautions and Notices.

Note the position of the flywheel weights and install the NEW flywheel weights as required. A properly installed flywheel weight will be flush or slightly below flush with the face of the engine flywheel.

2. Install the engine flywheel bolts. Tighten the engine flywheel bolts in sequence (1-6) to 60 lbf½ft.

1. Install the engine flywheel (1) or (2) to the crankshaft. Align the engine flywheel locator hole to the flywheel locator pin.

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GROUP 00(L-PSI 4X), ENGINE Engine Set-Up and Testing After overhaul, the engine must be tested before it is installed in the vehicle. If a suitable test stand is not available, the following procedures can be used after the engine is installed in the vehicle. 1. Fill the crankcase with the proper quantity and grade of engine oil. 2. Add engine oil supplement GM P/N 1052367 or equivalent to the engine oil. NOTE DO NOT use cooling system seal tabs (or similar compounds) unless otherwise instructed. The use of cooling system seal tabs (or similar compounds) may restrict coolant flow through the passages of the cooling system or the engine components. Restricted coolant flow may cause engine overheating and/or damage to the cooling system or the engine components/assembly. 3. Fill the cooling system with the proper quantity and grade of coolant. 4. With the ignition OFF or disconnected, crank the engine several times. Listen for any unusual noises or evidence that any of the parts are binding. 5. Start the engine and listen for unusual noises. 6. Check the vehicle oil pressure gauge or light and confirm that the engine has acceptable oil pressure. If necessary, install an oil pressure gauge and measure the engine oil pressure. 7. Operate the engine at about 1,000 RPM until the engine has reached normal operating temperature. 8. Listen for improperly adjusted or sticking valves, sticking valve lifters or other unusual noises. 9. Inspect for oil and/or coolant leaks while the engine is operating. 10. Verify that the distributor is properly positioned. 11. Perform a final inspection for the proper engine oil and coolant levels.

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GROUP 00(L-PSI 4X), ENGINE

Section 4 Description and Operation

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GROUP 00(L-PSI 4X), ENGINE Engine Component Description Balance Shaft The cast iron balance shaft is mounted in the crankcase above and in-line with the camshaft. A camshaft gear drives the gear attached to the balance shaft. The front end of the balance shaft is supported by a ball-type bearing. The rear end of the balance shaft uses a sleeve-type bearing.

Camshaft The steel camshaft is supported by four bearings pressed into the engine block. The camshaft timing chain sprocket mounted to the front of the camshaft is driven by the crankshaft sprocket through a camshaft timing chain.

Crankshaft The cast nodular iron crankshaft is supported by four crankshaft bearings. The number four crankshaft bearing at the rear of the engine is the end thrust bearing. The crankshaft bearings are retained by bearing caps that are machined with the engine block for proper alignment and clearances. The crankshaft position sensor reluctor ring has three lugs used for crankshaft timing and is constructed of powdered metal. The crankshaft position sensor reluctor ring has a slight interference fit onto the crankshaft and an internal keyway for correct positioning.

Exhaust Manifolds The cast iron exhaust manifolds direct exhaust gases from the combustion chambers to the exhaust system. The left side exhaust manifold has a port for the EGR valve inlet pipe.

Valve Train Motion is transmitted from the camshaft through the hydraulic roller valve lifters and the tubular valve pushrods to the roller type valve rocker arms. The roller type valve rocker arm pivots on a needle type bearing in order to open the valve. The valve rocker arms for each bank of cylinders are mounted to a one piece valve rocker arm support. Each valve rocker arm is retained on the valve rocker arm support and the cylinder head by a bolt. The hydraulic valve lifters keep all the parts of the valve train in constant contact. Each hydraulic valve lifter acts as an automatic adjuster and maintains zero lash in the valve train. This eliminates the need for periodic valve adjustment.

Drive Belt System Description The drive belt system consists of the following components: • The drive belt • The drive belt tensioner • The drive belt idler pulley • The crankshaft balancer pulley

Cylinder Heads

• The accessory drive component mounting brackets

The cast iron cylinder heads have one intake and one exhaust valve for each cylinder. A spark plug is located between the valves in the side of the cylinder head. The valve guides and seats are integral to the cylinder head. The 4.3L heavy duty applications have pressed in exhaust valve seats. The valve rocker arms are positioned on the valve rocker arm supports and retained by a bolt.

Engine Block The cast iron engine block has six cylinders arranged in a V shape with three cylinders in each bank. Starting at the front side of the engine block, the cylinders in the left bank are numbered 1-3-5 and cylinders in the right bank are numbered 2-4-6 (when viewed from the rear). The firing order of the cylinders is 1-6-5-4-3-2. The cylinders are encircled by coolant jackets.

• The accessory drive components The generator The A/C compressor, if equipped The engine cooling fan, if belt driven The water pump, if belt driven The drive belt system may use one belt or two belts. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in the pulleys. There also may be a V-belt style belt used to drive certain accessory drive components. The drive belts are made of different types of rubbers (chloroprene or EPDM) and have different layers or ply’s containing either fiber cloth or cords for reinforcement. Both sides of the drive belt may be used to drive the different accessory drive components. When the back side of the drive belt is used to drive a pulley, the pulley is smooth.

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GROUP 00(L-PSI 4X), ENGINE The drive belt is pulled by the crankshaft balancer pulley across the accessory drive component pulleys. The spring loaded drive belt tensioner keeps constant tension on the drive belt to prevent the drive belt from slipping. The drive belt tensioner arm will move when loads are applied to the drive belt by the accessory drive components and the crankshaft. The drive belt system may have an idler pulley, which is used to add wrap to the adjacent pulleys. Some systems use an idler pulley in place of an accessory drive component when the vehicle is not equipped with the accessory.

New Product Information The purpose of New Product Information is to highlight or indicate important product changes from the previous model year. Changes may include one or more of the following items: • A component comparison from the previous year • Fastener changes • Torque values and/or fastener tightening strategies • Changed engine specifications • New sealants and/or adhesives • Disassembly and assembly procedure revisions • Engine mechanical diagnostic procedure revisions • New special tools required

Component Comparison • Eliminated the oil filter adapter assembly • Revised the water pump seal • Revised the engine coolant thermostat • New roller type timing chain and sprockets • New roller pivot type valve rocker arm assemblies using a one piece valve rocker arm support to replace the ball pivot type valve rocker arm system • Cylinder heads revised using dry holes for the valve rocker arm bolts

Torque Values and/or Fastener Tightening Strategies • Cylinder head bolts, the crankshaft bearing cap bolts, the connecting rod bolts and balance shaft bolt apply a torque angle strategy. In an on-vehicle situation where a torque angle meter may not fit into the vehicle packaging, a three step tightening process may be followed using a torque wrench. • Certain fasteners should not be reused. Bolts, studs or other fasteners that must be replaced will be called out in the specific service procedures.

Changed Engine Specifications Engine mechanical specifications are listed at the beginning of this manual.

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GROUP 00(L-PSI 4X), ENGINE New Sealants and/or Adhesives No new sealants or adhesives have been added.

Disassembly and Assembly Procedure Revisions • Valve rocker arm and pushrod • Timing chain and sprockets • Discard all used gaskets, seals or O-ring seals unless otherwise indicated Gaskets, seals or O-ring seals that can be reused will be identified in the specific service procedure.

Engine Mechanical Diagnostic Procedure Revisions • Valve Train diagnostic information is now provided in table form. Potential or probable causes are supplied for each specific concern. • Engine Noise diagnostic information is now provided in table form. Potential or probable causes are supplied for each specific concern.

New Special Tools Required No new special tools are required.

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GROUP 00(L-PSI 4X), ENGINE Lubrication Engine Lubrication

Full pressure lubrication, through a full-flow oil filter is supplied by a gear-type oil pump. Oil is drawn up through the oil pump screen and passes through the pump to the oil filter. The oil filter is full-flow paper element unit with an anti-drain back valve. An oil filter bypass valve is used to ensure adequate oil supply, in the event the filter becomes plugged or develops excessive pressure drop. Filtered oil flows into the main gallery and then to the camshaft, the balance shaft, the rear bearing and the crankshaft bearings. The valve lifter oil gallery supplies oil to the valve lifters. Oil flows from the valve lifters through the hollow valve pushrods to the valve rocker arms. Oil drains back to the crankcase through the oil drain holes in the cylinder head. The camshaft timing chain is drip fed from the front camshaft bearing. The pistons and piston pins are lubricated by oil splash.

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GROUP 00(L-PSI 4X), ENGINE Cleanliness and Care • Throughout this section, it should be understood that proper cleaning and protection of machined surfaces and friction areas is part of the repair procedure. This is considered standard shop practice even if not specifically stated. • When any internal engine parts are serviced, care and cleanliness is important. • When components are removed for service, the components should be marked, organized or retained in a specific order for re-assembly. • At the time of installation, the components should be installed in the same location and with the same mating surface as when removed. • An automobile engine is a combination of many machined, honed, polished and lapped surfaces with tolerances that are measured in millimeters or thousandths of an inch. The surfaces should be protected to avoid component damage. • Apply a liberal amount of clean engine oil to friction areas during assembly. • Proper lubrication will protect and lubricate friction areas during initial operation.

Cleaning Gasket Surfaces • Use care to avoid gouging or scraping the sealing surfaces. • Use a plastic or wood scraper in order to remove all the sealant from the components. • Do not use any other method or technique to remove the sealant or the gasket material from a part. • Do not use abrasive pads, sand paper or power tools to clean the gasket surfaces. These methods of cleaning can cause damage to the component sealing surfaces. Abrasive pads also produce a fine grit that the oil filter cannot remove from the engine oil. This fine grit is abrasive and can cause internal engine damage.

Assembling Components • Assemble components using only the sealant (or equivalent) that is specified in the service procedure. • Sealing surfaces must be clean and free of debris or oil. • Specific components such as crankshaft oil seals or valve stem oil seals may require lubrication during assembly.

Replacing Engine Gaskets

• Components requiring lubrication will be identified in the service procedure.

Gasket Reuse and Applying Sealant

• Apply only the amount of sealant specified in the service procedure to a component.

• Gaskets that can be reused will be identified in the service procedure.

• Do not allow the sealant to enter into any blind threaded holes, as the sealant may prevent the fastener from clamping properly or cause component damage when tightened.

• Do not apply sealant to any gasket or sealing surface unless specified in the service procedure.

• Tighten fasteners to the proper specifications. DO NOT over tighten the fasteners.

• Do not reuse any gasket unless specified.

Separating Components • Use a rubber mallet in order to separate the components. • Bump the part sideways in order to loosen the components. • Bumping of the component should be done at bends or reinforced areas of the component to prevent distortion of the components.

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GROUP 00(L-PSI 4X), ENGINE Use of RTV and Anaerobic Sealer

• Apply the RTV sealant bead to the inside of any bolt hole areas.

Sealant Types

• Assemble the components while the RTV sealant is still wet to the touch (within 3 minutes). Do not wait for the RTV sealant to skin over.

IMPORTANT The correct sealant and amount of sealant must be used in the proper location to prevent oil leaks, coolant leaks or the loosening of the fasteners. DO NOT interchange the sealants. Use only the sealant (or equivalent) as specified in the service procedure. The following 2 major types of sealant are commonly used in engines: • Aerobic sealant[Room Temperature Vulcanizing (RTV)] • Anaerobic sealant, which include the following: Gasket eliminator Pipe Threadlock

• Tighten the fasteners in sequence (if specified) and to the proper torque specifications. DO NOT over tighten the fasteners. • The threaded surfaces must be clean and dry. • Apply the threadlock sealant as specified on the threadlock sealant container. IMPORTANT Fasteners that are partially torqued and then the threadlock sealant allowed to cure more than five minutes, may result in incorrect clamp load of assembled components.

Aerobic Type Room Temperature Vulcanizing (RTV) Sealant Aerobic type Room Temperature Vulcanizing (RTV) sealant cures when exposed to air. This type of sealant is used where 2 components (such as the intake manifold and the engine block) are assembled together. Use the following information when using RTV sealant: • Do not use RTV sealant in areas where extreme temperatures are expected. These areas include: The exhaust manifold The head gasket Any other surfaces where a different type of sealant is specified in the service procedure • Always follow all the safety recommendations and the directions that are on the RTV sealant container. • Use a plastic or wood scraper in order to remove all the RTV sealant from the components. IMPORTANT Do not allow the RTV sealant to enter any blind threaded holes, as it may prevent the fasteners from clamping properly or cause damage when the fastener is tightened. The surfaces to be sealed must be clean and dry. • Use a RTV sealant bead size as specified in the service procedure.

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GROUP 00(L-PSI 4X), ENGINE Anaerobic Type Gasket Eliminator Sealant

Anaerobic Type Pipe Sealant

Anaerobic type gasket eliminator sealant cures in the absence of air. This type of sealant is used where 2 rigid parts (such as castings) are assembled together. When 2 rigid parts are disassembled and no sealant or gasket is readily noticeable, then the 2 parts were probably assembled using an anaerobic type gasket eliminator sealant.

Anaerobic type pipe sealant cures in the absence of air and remains pliable when cured. This type of sealant is used where 2 parts are assembled together and require a leak proof joint.

Use the following information when using gasket eliminator sealant: • Always follow all the safety recommendations and directions that are on the gasket eliminator sealant container. • Apply a continuous bead of gasket eliminator sealant to one flange. The surfaces to be sealed must be clean and dry. IMPORTANT Do not allow the gasket eliminator sealant to enter any blind threaded holes, as the gasket eliminator sealant may prevent the fasteners from clamping properly, seating properly or cause damage when the fastener is tightened. Apply the gasket eliminator sealant evenly to get a uniform thickness of the gasket eliminator sealant on the sealing surface. IMPORTANT Gasket eliminator sealed joint fasteners that are partially torqued and the gasket eliminator sealant allowed to cure more than 5 minutes, may result in incorrect shimming and sealing of the joint.

Use the following information when using pipe sealant: • Do not use pipe sealant in areas where extreme temperatures are expected. These areas include: The exhaust manifold The head gasket Surfaces where a different sealant is specified • Always follow all the safety recommendations and directions that are on the pipe sealant container. • Their surfaces to be sealed must be clean and dry. • Use a pipe sealant bead of the size or quantity as specified in the service procedure. IMPORTANT Do not allow the pipe sealant to enter any of the blind threaded holes, as the pipe sealant may prevent the fastener from clamping properly, or cause component damage when the fastener is tightened. • Apply the pipe sealant bead to the inside of any bolt hole areas. • Apply a continuous bead of pipe sealant to 1 sealing surface. • Tighten the fasteners in sequence (if specified) and to the proper torque specifications. DO NOT over tighten the fasteners.

• Tighten the fasteners in sequence (if specified) and to the proper torque specifications. DO NOT over tighten the fasteners. • After properly tightening the fasteners, remove the excess gasket eliminator sealant from the outside of the joint.

Anaerobic Type Threadlock Sealant the proper torque specification. DO NOT over tighten the fasteners.

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GROUP 00(L-PSI 4X), ENGINE Separating Parts

Tools and Equipment

IMPORTANT Many internal engine components will develop specific wear patterns on their friction surfaces.

Special tools are listed and illustrated throughout this section with a complete listing at the end of the section. The tools (or equivalents) are specially designed to

Anaerobic type threadlock sealant cures in the absence of air. This type of sealant is used for thread locking and sealing of bolts, fittings, nuts and studs. This type of sealant cures only when confined between 2 close fitting metal surfaces.

quickly and safely accomplish the operations for which the tools are intended. The use of special tools will also minimize possible damage to engine components. Some precision measuring tools are required for inspection of certain critical components. Torque wrenches and a torque angle meter are necessary for the proper tightening of various fasteners.

Use the following information when using threadlock sealant: When disassembling the engine, internal components MUST be separated, marked and organized in a way to ensure reinstallation to the original location and position. Mark or identify the following components: • Always follow all safety recommendations and directions that are on the threadlock sealant container.

To properly service the engine assembly, the following items should be readily available: • Approved eye protection and safety gloves • A clean, well-lit, work area • A suitable parts cleaning tank • A compressed air supply

• Piston and the piston pin

• Trays or storage containers to keep parts and fasteners organized

• Piston to the specific cylinder bore

• An adequate set of hand tools

• Piston rings to the specific cylinder bore

• Approved engine repair stand

• Connecting rod to the crankshaft journal

• An approved engine lifting device that will adequately support the weight of the components

• Connecting rod to connecting rod cap • Crankshaft bearings and connecting rod bearings • Engine camshaft and valve lifters • Valve lifters, valve rocker arms and valve rocker arm supports • Valve to the valve guide • Valve spring to cylinder head location • Engine block bearing cap location and direction • Oil pump drive and driven gears

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GROUP 00(L-PSI 4X), ENGINE

Section 5 PSI Fuel System

1. General Information.................................................................. 2 2. Maintenance ............................................................................... 4 3. LPG Fuel System ..................................................................... 10 4. Fuel System Diagnosis ............................................................. 16 5. Electrical Section ..................................................................... 29 6. Diagnostic Scan Tool (DST).................................................... 30 7. Definitions............................................................................... 289

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GROUP 00(L-PSI 4X), ENGINE

1. General Information 1.1 INTRODUCTION This service manual has been developed to provide the service technician with the basic understanding of the PSI certified fuel and emission systems for their GM engine line. This manual should be used in conjunction with the base engine manual and the OEM service manual when diagnosing fuel or electrical problems.

SERVICING YOUR EMISSIONS CERTIFIED ENGINE Any maintenance and repair should be performed by trained and experienced service technicians. Proper tools and equipment should be used to prevent injury to the servicing technician and damage to the vehicle or components. Service repairs should always be performed in a safe environment and the technician should always wear protective clothing to prevent injury.

FUEL QUALITY PSI LPG engines and fuel systems are designed to operate on HD-5 or HD-10 specification LPG fuel. Fuel other than HD-5 or HD-10 may cause harm to the engine’s emission control system and a warranty claim may be denied on this basis if operators can readily find the proper fuel. Use of any other fuel may result in your engine no longer operating in compliance with CARB or EPA emissions requirements.

FUEL SYSTEM CAUTIONS

CAUTION

Do not allow LPG to contact the skin. LPG is stored in the fuel tank as a liquid. When LPG contacts the atmosphere, it immediately expands into a gas, resulting in a refrigeration effect that can cause severe burns to the skin.

CAUTION

Do not allow LPG to accumulate in areas below ground level such as in a service pit or underground ventilation systems. LPG is heavier than air and can displace oxygen, creating a dangerous condition

CAUTION

Do not make repairs to the LPG fuel system if you are not familiar with or trained to service LPG fuel system. Contact the dealer who sold you the vehicle to locate a repair facility with trained technicians to repair your fuel system

WARNINGS, CAUTIONS AND NOTES This manual contains several different Warnings, Cautions, and Notes that must be observed to prevent personal injury and or damage to the vehicle, the fuel system or personal property. A “WARNING“ is an advisement that by performing a process or procedure listed in this manual improperly may result in serious bodily injury, death and/or serious damage to the vehicle or property.

PROPER USE OF THIS SERVICE MANUAL, TOOLS AND EQUIPMENT To reduce the potential for injury to the technician or others and to reduce damage to the equipment during service repairs the technician should observe the following steps: •

The service procedures defined in this manual, when followed, have been found to be a safe and efficient process to repair the fuel system. In some cases special tools may be required to perform the necessary procedures to safely remove and replace a failed component.

•

The installed PSI fuel system has been certified with the Environmental Protection Agency (EPA) and complies with the regulation in effect at the time of certification. When servicing the fuel and emission control system you should follow all the recommended service and repair procedures to insure the fuel and emissions system is operating as designed and certified. Purposely or knowingly defeating or disabling any part or the fuel and emission system may be in violation of the antitampering provision of the EPA’s Clean Air Act.

CAUTION

Do not smoke, carry lighted tobacco or use a lighted flame of any type when working on or near any fuel related component. Highly flammable air-fuel mixtures may be present and can be ignited causing personal injury

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GROUP 00(L-PSI 4X), ENGINE •

Tools identified in this manual with the prefix “J” or “BT” can be procured through SPX in Warren, Michigan.

•

Other special tools identified in this manual can be acquired through the equipment OEM or PSI.

IMPORTANT It is important to remember that there may be a combination of Metric and Imperial fasteners used in the installation of the PSI fuel system. Check to insure proper fit when using a socket or wrench on any fastener to prevent damage to the component being removed or injury from “slipping off” the fastener.

WARNING

Always leak check any fuel system connection after servicing! Use an electronic leak detector and/or a liquid leak detection solution. Failure to leak check could result in serious bodily injury, death, or serious property damage.

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GROUP 00(L-PSI 4X), ENGINE

2. Maintenance

COOLING SYSTEM

2.1 MAINTENAMCE

It is important that the cooling system of the engine be maintained properly to ensure proper performance and longevity.

The maintenance of an engine and related components are critical to its operating performance and lifespan. Industrial engines operate in environments that often include hot and cold temperatures and extreme dust. The recommended maintenance schedule is listed in this section, however, environmental operating conditions and additional installed equipment may require more frequent inspection and servicing. The owner and/or service agent should review the operating conditions of the equipment to determine the inspection and maintenance intervals.

WARNING

When performing maintenance on the engine, turn the ignition OFF and disconnect the battery negative cable to avoid injury or damage to the engine. The engine installed in this equipment uses a drive belt that drives the water pump, alternator and additional pumps or devices. It is important to note that the drive belt is an integral part of the cooling and charging system and should be inspected according to the maintenance schedule in this section. When inspecting the belts check for: •

Do not remove the cooling system pressure cap (radiator cap) when the engine is hot. Allow the engine to cool and then remove the cap slowly to allow pressure to vent. Hot coolant under pressure may discharge violently. Note that there may be an LPG vaporizer connected to the cooling system and the fuel system may be adversely affected by low coolant levels and restricted or plugged radiator cores. Therefore, the cooling system must be maintained according to the recommend maintenance schedule in this section and also include: •

The regular removal of dust, dirt and debris from the radiator core and fan shroud.

•

Inspection of coolant hoses and components for leaks, especially at the radiator hose connections. Tighten hose clamps if necessary.

•

Check radiator hoses for swelling, separation, hardening, cracks or any type of deterioration. If any of these conditions exist the hose should be replaced with a recommended OEM replacement part.

•

Inspect the radiator cap to ensure proper sealing.

Cracks

•

Chunking of the belt

•

Splits

•

Material hanging loose from the belt

•

Glazing, hardening

WARNING

COOLANT

If any of these conditions exist the belt should be replaced with the recommended OEM replacement belt.

SERPENTINE BELT SYSTEM Serpentine belts utilize a spring-loaded tensioner to keep the belt properly adjusted. Serpentine belts should be checked according to the maintenance schedule in this section. IMPORTANT The use of “belt dressing” or “anti-slipping agents” on belts is not recommended.

The engine manufacturer recommends the cooling system be filled with a 50/50 mixture of antifreeze and water. The use of DexCool “Long Life” type coolant is required. This antifreeze is typically a bright orange in color and should meet the requirements issued by PSI. Coolant should have a minimum boiling point of 300F (149c) and a freezing point no higher than -34F (-37c). Do not add plain water. Replace coolant per the recommended schedule. IMPORTANT The manufacturers of the engine and fuel system do not recommend the use of “stop leak” additives to repair leaks in the cooling system. If leaks are present the radiator should be removed and repaired or replaced.

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GROUP 00(L-PSI 4X), ENGINE ENGINE NANCE

ELECTRICAL

SYSTEM

MAINT-

The engine’s electrical system incorporates an electronic control module (ECM) to control various related components. The electrical system connections and ground circuits require good connections. Follow the recommended maintenance schedule in this section to maintain optimum performance. When inspecting the electrical system check the following: •

Check Positive and Negative cables for corrosion, rubbing, chafing, burning and to ensure tight connections at both ends.

•

Check battery for cracks or damage to the case and replace if necessary.

•

Inspect engine wire harness for rubbing, chafing, pinching, burning, and cracks or breaks in the wiring.

•

Verify that engine harness connectors are correctly locked in by pushing in and then pulling the connector halves outward.

•

Inspect ignition coil wire for hardening, cracking, arcing, chafing, burning, separation, split boot covers.

•

Check spark plug wires for hardening, cracking, chafing, arcing or burning, separation, and split boot covers.

•

Replace spark plugs at the required intervals per the recommended maintenance schedule.

•

Verify that all electrical components are securely mounted to the engine or chassis.

•

Verify that any additional electrical services installed by the owner are properly installed in the system.

•

Verify that the MIL, charging, and oil pressure lights illuminate momentarily during engine start.

2.2 ENGINE CRANKCASE OIL OIL RECOMMENDATION To achieve proper engine performance and durability, it is important that you only use engine lubricating oils displaying the American Petroleum Institute (API) “Starburst” Certification Mark ‘FOR GASOLINE ENGINES’ on the container.

Oils specifically formulated for Heavy Duty or Natural Gas Engines are not acceptable IMPORTANT Oils recommended by the engine manufacturer already contain a balanced additive treatment. Oils containing “solid” additives, non-detergent oils, or low quality oils are not recommended by the engine manufacturer. Supplemental additives added to the engine oil are not necessary and may be harmful. The engine and fuel system supplier do not review, approve or recommend such products.

SYNTHETIC OILS Synthetic oils have been available for use in industrial engines for a relatively long period of time and may offer advantages in cold and hot temperatures. However, it is not known if synthetic oils provide operational or economic bene ts over conventional petroleum-based oils in industrial engines. Use of synthetic oils does not permit the extension of oil change intervals.

CHECKING/FILLING ENGINE OIL LEVEL IMPORTANT Care must be taken when checking engine oil level. Oil level must be maintained between the “ADD” mark and the “FULL” mark on the dipstick. To ensure that you are not getting a false reading, make sure the following steps are taken before checking the oil level.

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GROUP 00(L-PSI 4X), ENGINE 1. Stop engine. 2. Allow approximately several minutes for the oil to drain back into the oil pan. 3. Remove the dipstick. Wipe with a clean cloth or paper towel and reinstall. Push the dipstick all the way into the dipstick tube. 4. Remove the dipstick and note the amount of oil on the dipstick. The oil level must be between the “FULL” and “ADD” marks.

IMPORTANT Change oil when engine is warm and the old oil flows more freely. 2. Stop engine IMPORTANT Engine oil will be hot. Use protective gloves to prevent burns. Engine oil contains chemicals which may be harmful to your health. Avoid skin contact. 3. Remove drain plug and allow the oil to drain. 4. Remove and discard oil lter and its sealing ring. 5. Coat sealing ring on the new lter with clean engine oil, wipe the sealing surface on the lter mounting surface to remove any dust, dirt or debris. Tighten lter securely (follow lter manufacturers instructions). Do not over tighten.

5. If the oil level is below the “ADD” mark reinstall the dipstick into the dipstick tube and proceed to Step 6. 6. Remove the oil ller cap from the valve cover. 7. Add the required amount of oil to bring the level up to, but not over, the “FULL” mark on the dipstick Reinstall the oil ller cap to the valve rocker arm cover and wipe any excess oil clean.

6. Check sealing ring on drain plug for any damage, replace if necessary, wipe plug with clean rag, wipe pan sealing surface with clean rag and re-install plug into the pan. Tighten to speci cation. 7. Fill crankcase with oil. 8. Start engine and check for oil leaks. 9. Dispose of oil and lter in a safe manner.

CHANGING THE ENGINE OIL IMPORTANT When changing the oil, always change the oil

lter. 1. Start the engine and run until it reaches normal operating temperature.

CAUTION

An overfilled crankcase (oil level being too high) can cause an oil leak, a fluctuation or drop in oil pressure. When overfilled, the engine crankshafts splash and agitate the oil, causing it to aerate or foam.

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GROUP 00(L-PSI 4X), ENGINE 2.3 FUEL SYSTEM INSPECTION AND MAINTENANCE LPG FUEL SYSTEM The fuel system installed on this industrial engine has been designed to meet the mobile engine emission standard applicable for the 2010 and later model years. To ensure compliance to these standards, follow the recommended maintenance schedule contained in this section.

INSPECTION AND MAINTENANCE OF THE FUEL STORAGE CYLINDER The fuel storage cylinder should be inspected daily or at the beginning of each operational shift for any leaks, external damage, adequate fuel supply and to ensure the manual service valve is open. Fuel storage cylinders should always be securely mounted, inspect the securing straps or retaining devices for damage ensure that all locking devices are closed and locked. Check to ensure that the fuel storage cylinder is positioned with the locating pin in the tank collar on all horizontally mounted cylinders this will ensure the proper function of the cylinder relief valve. When refueling or exchanging the fuel cylinder, check the quick ll valve for thread damage. Also verify O-ring is in place and inspect for cracks, chunking or separation. If damage to the o-ring is found, replace prior to lling. Check the service line quick coupler for any thread damage. IMPORTANT When refueling the fuel cylinder, wipe both the female and male connection with a clean rag prior to lling to prevent dust, dirt and debris from being introduced to the fuel cylinder.

INSPECTION AND REPLACEMENT OF THE FUEL FILTER

•

Check for leaks at the inlet and outlet ttings, using a soapy solution or an electronic leak detector and repair if necessary.

•

Check to make sure lter is securely mounted.

•

Check lter housing for external damage or distortion. If damaged replace fuel lter.

REPLACING THE FUEL FILTER: 1. Move the equipment to a well ventilated area and verify that sparks, ignition and any heat sources are not present. 2. Start the engine. 3. If the engine operates on a positive pressure fuel system, run the engine with the fuel supply closed to remove fuel from the system. IMPORTANT A small amount of fuel may still be present in the fuel line. Use gloves and proper eye protection to prevent burns. If liquid fuel continues to ow from the connections when removed, make sure the manual valve is fully closed. 4. Slowly loosen the inlet tting and disconnect. 5. Slowly loosen the outlet tting and disconnect. 6. Remove the lter housing form the equipment. 7. Check for contamination. 8. Tap the opening of the lter on a clean cloth. 9. Check for debris. 10. Check canister for proper mounting direction. 11. Reinstall the lter housing to the equipment. 12. Tighten the inlet and outlet ttings to specificaion. 13. Check for leaks at the inlet and outlet ttings, and the lter housing end connection using a soapy solution or an electronic leak detector, if leaks are detected make repairs

The fuel system on this emission certi ed engine may utilize an in-line replaceable fuel lter element. This element should be replaced, at the intervals speci ed in the recommended maintenance schedule. When inspecting the fuel lter check the following:

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GROUP 00(L-PSI 4X), ENGINE DIRECT ELECTRONIC PRESSURE REGULATOR (DEPR) MAINTENANCE AND INSPECTION IMPORTANT The Direct Electronic Pressure Regulator (DEPR) components have been speci cally designed and calibrated to meet the fuel system requirements of the emission certi ed engine.

IMPORTANT Draining the regulator when the engine is warm will help the oils to ow freely from the regulator. To drain the regulator, follow the steps below: 1. Move the equipment to a well ventilated area and ensure no external ignition sources are present. 2. Start the engine. 3. With the engine running close the manual valve.

If the DEPR fails to operate or develops a leak, it should be repaired or replaced with the OEM recommended replacement parts. When inspecting the system check for the following items: •

Check for any fuel leaks at the inlet and outlet fittings.

•

Check for any fuel leaks in the IEPR body.

•

Check the inlet and outlet ttings of the coolant supply lines for water leaks if applicable.

•

Check to ensure the IEPR is securely mounted and the mounting bolts are tight.

•

Check IEPR for external damage.

•

Check IEPR electrical connection to ensure the connector is seated and locked.

4. When the engine runs out of fuel turn OFF the key when the engine stops and disconnect the negative battery cable. IMPORTANT A small amount of fuel may still be present in the fuel line, use gloves to prevent burns, wear proper eye protection. If liquid fuels continues to flow from the connections when loosened check to make sure the manual valve is fully closed. 5. Loosen the hose clamp at the inlet and outlet hoses and remove the hoses. 6. Remove the regualtor mounting bolts. 7. Place a small receptacle in the engine compartment.

CHECKING/DRAINING OIL BUILD-UP IN THE VAPORIZER REGULATOR During the course of normal operation for LPG engines oil or °?heavy ends°± may build inside the secondary chamber of the Vaporizer Regulator. These oil and heavy ends may be a result of poor fuel quality, contamination of the fuel, or regional variation of the fuel make up. A significant build up of oil can affect the performance of the secondary diaphragm response. The Recommended Maintenance Schedule found in this section recommends that the oil be drained periodically. This is the minimum requirement to maintain the emission warranty. More frequent draining of the Vaporizer Regulator is recommended where substandard fuel may be a problem. PSI recommends the Vaporizer Regulator be drained at every engine oil change if contaminated or substandard fuel is suspected or known to be have been used or in use with the emission complaint fuel system. This is known as special maintenance, and failure to follow this recommendation may be used to deny a warranty claim.

8. Rotate the regulator to 90° so that the outlet tting is pointing down into the receptacle and drain the regulator. 9. Inspect the secondary chamber for any large dried particles and remove. 10. Remove the receptacle and reinstall the regulator retaining bolts and tighten to speci cations. 11. Reinstall the fuel hoses. 12. Reconnect any other hoses removed during this procedure. 13. Slowly open the manual service valve. IMPORTANT The fuel cylinder manual valve contains an “Excess Flow Check Valve” open the manual valve slowly to prevent activating the “Excess Flow Check Valve.” 14. Check for leaks at the inlet and outlet ttings using a soapy solution or an electronic leak detector. If leaks

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GROUP 00(L-PSI 4X), ENGINE are detected make repairs. Check coolant line connections to ensure no leaks are present.

The ECM then makes corrections to the fuel air ratio to ensure the proper fuel charge and optimum catalytic performance. Therefore, it is important that the exhaust connections remain secured and air tight.

15. Start engine recheck for leaks at the regulator. 16. Dispose of any drained material in safe and proper manner.

IMPORTANT The HEGO sensor is sensitive to silicone based products. Do not use silicone sprays or hoses which are assembled using silicone lubricants. Silicone contamination can cause severe damage to the HEGO.

AIR FUEL MIXER/THROTTLE CONTROL DEVICE MAINTENANCE AND INSPECTION IMPORTANT The Air Fuel Mixer components have been speci cally designed and calibrated to meet the fuel system requirements of the emission certi ed engine. The mixer should not be disassembled or rebuilt. If the mixer fails to operate or develops a leak the mixer should be replaced with the OEM recommended replacement parts. When inspecting the mixer check for the following items: •

Leaks at the inlet tting.

•

Fuel inlet hose for cracking, splitting or chaffing, replace if any of these condition exist.

•

Ensure the mixer is securely mounted and is not leaking vacuum at the mounting gasket or surface.

•

Inspect air inlet hose connection and clamp. Also inspect inlet hose for cracking, splitting or chafing. Replace if any of these conditions exist.

•

Inspect Air cleaner element according to the Recommended Maintenance Schedule found in this section.

•

Check Fuel lines for cracking, splitting or chafing. Replace if any of these conditions exist.

•

Check for leaks at the throttle body and intake manifold.

When inspecting the Exhaust system check the following: •

Exhaust manifold at the cylinder head for leaks and that all retaining bolts and shields (if used) are in place.

•

Manifold to exhaust pipe fasteners to ensure they are tight and that there are no exhaust leaks repair if necessary.

•

HEGO electrical connector to ensure connector is seated and locked, check wires to ensure there is no cracking, splits chafing or “burn through.” Repair if necessary.

•

Exhaust pipe extension connector for leaks tighten if necessary

•

If the egine is equipped with a catalytic converter inspect the converter to ensure it is securely mounted.

•

Check for any leaks at the inlet and outlet of the converter.

EXHAUST SYSTEM AND CATALYTIC CONVERTER INSPECTION AND MAINTENANCE IMPORTANT The exhaust system on this emission certi ed engine contains a Heated Exhaust Gas Oxygen Sensor (HEGO) which provides feed back to the ECM on the amount of oxygen present in the exhaust stream after combustion. The oxygen in the exhaust stream is measured in voltage and sent to the ECM.

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GROUP 00(L-PSI 4X), ENGINE

3. LPG Fuel System MOBILE ENGINE FUEL SYSTEM SCHEMATIC

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GROUP 00(L-PSI 4X), ENGINE 3.1 DESCRIPTION AND OPERATION OF THE FUEL SYSTEMS NG & LPL FUEL SYSTEM The primary components of the fuel system are the fuel supply, direct electronic pressure regulator (DEPR), fuel mixer, electronic throttle control (ETC) device, 2-Stage convertor, engine control module (ECM), and a catalytic converter. The system operates on a slightly positive fuel pressure. Primary fuel pressure can be measured at the LD 2-Stage convertor. Secondary fuel pressure command and actual fuel pressure is monitored by the ECM. You can view these pressures using the diagnostic service tool.

The Electric Fuel lock-off valve is an integrated assembly consisting of a 12 volt solenoid and a normally closed valve. When energized, the solenoid opens the valve and allows the fuel to ow through the device. The valve opens during cranking and engine run cycles.

ELECTRIC FUEL LOCK-OFF

SERVICE LINES Fuel ows from the fuel supply to the electric lock off valve. The service lines are not supplied by the engine manufacturer. Please contact the equipment manufacturer regarding fuel service lines

FUEL FILTER LP, fuel like all other motor fuels is subject to contamination from outside sources. Refueling of the equipment tank and removal of the tank from the equipment can inadvertently introduce dirt and other foreign matter into the fuel system. It is therefore necessary to filter the fuel prior to entering the fuel system components down stream of the tank. An inline fuel lter has been installed in the fuel system to remove the dirt and foreign matter from the fuel, which is replaceable as a unit only. Maintenance of the lter is critical to proper operation of the fuel system and should be replaced according to the maintenance schedule or more frequently under severe operating conditions. Inline Fuel Filter

ELECTRIC FUEL LOCK-OFF VALVE

Voltage to the Electric Lock-Off Valve is controlled by the engine control module (ECM).

DIRECT ELECTRONIC PRESSURE REGULATOR (DEPR) The ECI engine management system uses the DEPR to control fuel delivery for the precise fuel metering necessary for optimum combustion, fuel economy and transient response. The DEPR is available in either a 19 or a 28 mm size. The DEPR is a single-stage microprocessor based electromechanical fuel pressure regulator that incorporates a high speed/fast acting actuator. It communicates with the Engine Control Module (ECM) over a Controller Area Network (CAN) link, receiving fuel pressure commands and broadcasting DEPR operating parameters back to the ECM. The DEPR can regulate fuel pressure from -18 to +13 inches of water column above the Mixer air inlet pressure, providing sufficient control authority to stall an engine either rich or lean. When the DEPR receives an output pressure command from the ECM, the valve is internally driven to attain targeted fuel pressure, the DEPR then closes the loop internally using a built in fuel pressure sensor to maintain target fuel pressure/fuel flow rate, until another external command from the ECM is received (intervals < 10 ms). The DEPR has an integral fuel temperature sensor that is used by the ECM to correct for variations in fuel density. This strategy provides an extremely accurate method for open loop fuel control. Then with the addition of the pre- and post-cat oxygen sensors, the pressure command transmitted form the ECM can be further adjusted using closed loop feedback

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GROUP 00(L-PSI 4X), ENGINE The mixer is equipped with a low speed mixture adjustment retained in a tamper proof housing. The mixer has been preset at the factory and should not require adjustment. In the event that the idle adjustment should need to be adjusted refer to the Fuel System Repair section of this manual.

CAUTION

The air/fuel mixer is an emission control device. Components inside the mixer are specifically calibrated to meet the engine’s emissions requirements and should never be disassembled or rebuilt. If the mixer fails to function correctly, replace with an OEM replacement part. Direct Electronic Pressure Regulator

CAUTION

The IEPR is an emission control device and should only be serviced by qualified technicians.

AIR FUEL MIXER The air valve mixer is a self-contained air-fuel metering device. The mixer is an air valve design, utilizing a relatively constant pressure drop to draw fuel into the mixer from cranking speeds to full load. The mixer is mounted in the air stream ahead of the throttle control device.

When the engine begins to crank it draws in air with the air valve covering the inlet, and negative pressure begins to build. This negative pressure signal is communicated to the top of the air valve chamber through vacuum ports in the air valve assembly. A pressure/force imbalance begins to build across the air valve diaphragm between the air valve vacuum chamber and the atmospheric pressure below the diaphragm. The vacuum being created is referred to as Air Valve Vacuum (AVV). As the air valve vacuum reaches the imbalance point, the air valve begins to lift against the air valve spring. The amount of AVV generated is a direct result of the throttle position. At low engine speed the air valve vacuum and the air valve position is low thus creating a small venturi for the fuel to ow. As the engine speed increases the AVV increases and the air valve is lifted higher thus creating a much larger venturi. This air valve vacuum is communicated from the mixer venturi to the IEPR via the fuel supply hose.

Air Valve Mixer

Light Duty 2-Stage Vaporizer The primary function of this part is to convert liquid LP fuel into a propane vapor. The vapor is then introduced into the DEPR where the pressures are regulated. Converting the fuel from a liquid to a vapor is accomplished by passing the propane through a heat exchanger inside the convertor. Coolant flows through the convertor as part of the heat exchange process.

LD 2-Stage Vaporizer

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GROUP 00(L-PSI 4X), ENGINE ELECTRONIC THROTTLE CONTROL DEVICE (ETC)— Engine speed is controlled by the ECM and the Electronic Throttle Control device which is an automotive style throttle. The ECM controls engine speed one of several ways depending on the equipment manufacturer’s requirement. Engine speed can be controlled by discrete speed governing, whereby the OEM sends an open, high or low voltage signal to an ECM pin. The ECM then targets the preprogrammed speed for that pin. The other two modes are through the use of a foot pedal or a hand throttle controller. In both cases the foot pedal or hand throttle controller will send a 0-5 volt signal to the ECM. The ECM is programmed with an idle and high speed and interprets speed in between the two based on voltage. When the engine is running electrical signals are sent from the foot pedal position sensor to the engine ECM when the operator depresses or release the foot pedal. The ECM then sends an electrical signal to the motor on the electronic throttle control to increase or decrease the angle of the throttle blade thus increasing or decreasing the air/ fuel charge to the engine. The electronic throttle control device incorporates two internal Throttle Position Sensors (TPS) which provide output signals to the ECM as to the location of the throttle shaft and blade. The TPS information is used by the ECM to correct for speed and load control as well as emission.

Three Way Catalytic Converter

ENGINE CONTROL MODULE To obtain maximum effect from the catalyst and accurate control of the air fuel ratio, the emission certi ed engine is equipped with an onboard computer or Engine Control Module (ECM). The ECM is a 32 bit controller which receives input data from sensors mounted to the engine and fuel system and then outputs various signals to control engine operation.

Engine Control Module (ECM) Electronic Throttle Control Device

THREE-WAY CATALYTIC CONVERTER The Catalytic Converter is a component of the emissions system which is designed to meet the emission standards in effect for the Tier 4 mobile certified product. The exhaust gases pass through the honeycomb catalyst which is coated with a mixture of precious group metals to oxidize and reduce CO, HC and NOX emission gases

One speci c function of the controller is to maintain a closed loop fuel control which is accomplished by use of the Heated Exhaust Gas Oxygen sensor (HEGO) mounted in the exhaust system. The HEGO sensor sends a voltage signal to the controller which then outputs signals to the EPR to change the amount of fuel being delivered from the regulator or mixer to the engine. The controller also performs diagnostic functions on the fuel system and noti es the operator of engine malfunctions by turning on a Malfunction Indicator Light (MIL) mounted in the dash. Malfunctions in the system are identi

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GROUP 00(L-PSI 4X), ENGINE ed by a Diagnostic Trouble Code (DTC) number. In addition to notifying the operator of the malfunction in the system, the controller also stores the information about the malfunction in its memory. A technician can than utilize a computerized diagnostic scan tool to retrieve the stored diagnostic code and by using the diagnostic charts in this manual to determine the cause of the malfunction. In the event a technician does not have the computerized diagnostic tool, the MIL light can be used to identify the diagnostic code to activate the “blink” feature and count the number of blinks to determine the diagnostic code number to locate the fault in the system. The Heat Exhaust Gas Oxygen (HEGO) Sensor

HEATED EXHAUST GAS OXYGEN SENSORS The Heated Exhaust Gas Oxygen (HEGO) Sensors are mounted in the exhaust system, one upstream and one downstream of the catalytic converter. Models that do not use a catalyst assembly will only use one HEGO sensor. The HEGO sensors are used to measure the amount of oxygen present in the exhaust stream to determine whether the air-fuel ratio is to rich or to lean. It then communicates this measurement to the ECM. If the HEGO sensor signal indicates that the exhaust stream is too rich, the ECM will decrease or lean the fuel mixture during engine operation. If the mixture is too lean, the ECM will richen the mixture. If the ECM determines that a rich or lean condition is present for an extended period of time which cannot be corrected, the ECM will set a diagnostic code and turn on the MIL light in the dash. By monitoring output from the sensor upstream and the sensor downstream of the catalytic converter, the ECM can determine the performance of the catalyst.

.HEGO1 (upstream or before the catalytic converter) and HEGO2 (downstream) voltage output.

CAUTION

The Heated Exhaust Gas Oxygen Sensor (HEGO) is an emissions control component. In the event of a failure, the HEGO should only be replaced with the recommended OEM replacement part. The HEGO is sensitive to silicone based products and can become contaminated. Avoid using silicone sealers or air or fuel hoses treated with a silicone based lubricant.

TMAP SENSOR The Temperature Manifold Absolute Pressure or TMAP sensor is a variable resistor used to monitor the difference in pressure between the intake manifold and outside or atmospheric pressure and the temperature. The ECM monitors the resistance of the sensor to determine engine load (the vacuum drops when the engine is under load or at wide open throttle). When the engine is under load, the computer may alter the fuel mixture to improve performance and emissions. The temperature is also monitored by the ECM, primarily to richen the fuel/air mixture during a cold start.

COOLANT TEMPERATURE SENSOR The Engine Coolant Temperature sensor or ECT is a variable resistance thermistor that changes resistance as the engine's coolant temperature changes. The sensor's output is monitored by the ECM to determine a cold start condition and to regulate various fuel and emission control functions via a closed loop emission system.

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GROUP 00(L-PSI 4X), ENGINE OIL PRESSURE SENDER The Engine Oil Pressure sensEr is designed to ensure adequate lubrication throughout the engine. It provides a pressure value for the oil pressure gauge and is monitored by the ECM. If the pressure drops, an MIL will occur.

Closed-Loop Fuel Control

LD 2-Stage Regulator Nominal Pressure Specifications Secondary Stage Primary Stage

15.25G·G10 inches H20 2.6G·G1.45 PSI

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GROUP 00(L-PSI 4X), ENGINE

4. Fuel System Diagnosis

DIAGNOSTIC AIDS

4.1 FUEL SYSTEM DIAGNOSIS

This procedure is intended to diagnose equipment operating on LPG. If the equipment will not continue to run, refer to Hard Start for preliminary checks. •

Inspect the fuel supply lines to verify they are properly connected and do not have any kinks or damage

•

Verify the fuel lock off valve is operating properly. Refer to the OEM for information on the fuel shut off valve.

TOOLS REQUIRED: DST •

Diagnostic Scan Tool (DST)

PRESSURE GAUGES •

ITK-2 Test Kit

Direct Electronic Pressure Regulator Assembly

TEST DESCRIPTION FUEL SYSTEM DESCRIPTION The Engine Control Module (ECM) receives information from various engine sensors in order to control the operation of the Direct Electronic Pressure Regulator (DEPR) and lock-off Valve. The lock-off Valve solenoid prevents fuel ow unless the engine is cranking or running. At Key ON, the DEPR valve receives a two (2) second prime pulse from the ECM, allowing time for the fuel to ow through the fuel lter and fuel lines to the DEPR. Fuel travels from the lock-off to the light duty 2- stage regulator into the DEPR. Engine cranking generates vacuum which provided lift for the mixer air valve and is commonly referred to as air valve vacuum. Once in the mixer, the fuel is combined with air and is drawn into the engine for combustion.

The basis of the fuel system test is to determine if the fuel is operating within proper fuel control parameters. This fuel control system operates on the basis of short term and long term fuel correction to compensate for the normal operation and aging of the engine. Abnormal operation of the engine, due to a component issue or lack of maintenance will cause fuel system control parameters to operate outside of the normal range. The fuel system correction factors are viewable using the laptop based Diagnostic Service Tool (DST). The short term correction factor is a percentage based fuel correction that will immediately be applied once the engine reaches the closed loop fuel control mode. The short term correction factor is known as “Closed Loop 1” on the DST. The long term correction factor writes the short term correction into long term memory so it is available immediately on the next start/run cycle. The long term correction factor is known as “Adaptive 1” on the DST.

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GROUP 00(L-PSI 4X), ENGINE Closed Loop 1 and Adaptive 1 can be viewed on the Closed Loop Control panel on the Faults Page of the DST.

HOW THE CORRECTION FACTORS WORK The correction factors are displayed in the DST as a positive or negative percent. The numbers will range between -35% and +35%. A negative fuel correction number indicates the removal of fuel. An outside condition causing the system to be rich, such as a restricted air cleaner, can cause a negative short term and long term fuel correction. An outside condition causing the system to be lean, such as a vacuum leak, can cause a positive fuel correction.

DETERMINING TOTAL FUEL CORRECTION

Closed Loop 1 & Adaptive 1

Any parameter found to be out of conformance will require additional diagnosis.

The total fuel correction is the sum of the short term correction (Closed Loop 1) and the long term correction (Adaptive 1). For instance, a Closed Loop 1 reading of -1.5% and an Adaptive 1 reading of -3.5% would mean a total fuel correction of -5% was taking place at that time. The system is removing 5% fuel at that time. A Closed Loop 1 reading of 1.5% and an Adaptive 1 reading of 3.5% (note both are positive numbers) would mean that a total fuel correction of 5% was taking place at that time. The system is adding 5% fuel.

NORMAL & ABNORMAL FUEL CORRECTION Generally, the system is operating within specification when total fuel correction falls between -15% and +15%. Operation outside of this range will require further diagnosis to determine the system level issue affecting fuel control. The system will set Diagnostic Trouble Codes (DTC’s) for correction factors in the +/- 30%-35% range. If total fuel correction is found to be operating outside of the normal range additional diagnostic procedure will be required to determine the cause. Follow the appropriate Symptom Routine or DTC Chart for additional help.

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GROUP 00(L-PSI 4X), ENGINE FUEL SYSTEM SYMPTOM DIAGNOSTICS Checks

Action

Before using this section, you should have performed On Board Diagnostic (OBD) Check and determined that: Before Using This Section

1. The ECM and MIL are operating correctly. 2. There are no Diagnostic Trouble Codes (DTCs) stored, or a DTC exists but without a MIL. Several of the following symptom procedures call for a careful visual and physical check. These checks are very important as they can lead to prompt diagnosis and correction of a problem.

Fuel System Check

1. Verify the customer complaint. 2. Locate the correct symptom table. 3. Check the items indicated under that symptom. 4. Operate the equipment under the conditions the symptom occurs. VerifyGHEGO switching between lean and rich. IMPORTANT! Normal HEGOGswitching indicates the fuel system is in closed loop and operatingGcorrectly at that time. 5. Take a data snapshot using the DST under the condition that the symptomGoccurs to review at a later time. • • • • • • •

Visual and PhysicalG Checks

Check all ECM system fuses and circuit breakers. Check the ECM ground for being clean, tight and in its proper location. Check the vacuum hoses for splits, kinks and proper connections. Check thoroughly for any type of leak or restriction. Check for air leaks at all the mounting areas of the intake manifold sealingGsurfaces. Check for proper installation of the mixer assembly. Check for air leaks at the mixer assembly.

Check the ignition wires for the following conditions: • Cracking • Hardening • Proper routing • Carbon tracking. • Check the wiring for the following items: proper connections, pinches orGcuts. • The following symptom tables contain groups of possible causes for eachGsymptom. The order of these procedures is not important. If the DST readingsGdo not indicate a problem, then proceed in a logical order, easiest toGcheck or most likely to cause the problem.

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GROUP 00(L-PSI 4X), ENGINE INTERMITTENT Checks

Action

DEFINITION: The problem may or may not turn ON the (MIL) or store a Diagnostic Trouble Code (DTC). Do not use the DTC tables. If a fault is an intermittent, the use of the DTC tables with this condition may result in the replacement of good parts.

Preliminary Checks

Faulty electrical connections or wiring can cause most intermittent problems. Check the suspected circuit for the following conditions:

Faulty Electrical Connections or Wiring

• Faulty fuse or circuit breaker, connectors poorly mated, terminals not fully seated in the connector (backed out). Terminals not properly formed or damaged. • Wire terminals poorly connected. • Terminal tension is insufficient. • Carefully remove all the connector terminals in the problem circuit in order to ensure the proper contact tension. • If necessary, replace all the connector terminals in the problem circuit in order to ensure the proper contact tension (except those noted as “Not Serviceable”). See section Wiring Schematics. • Checking for poor terminal to wire connections requires removing the terminal from the connector body. If a visual and physical check does not locate the cause of the problem, operate the vehicle with the DST connected. When the problem occurs, an abnormal voltage or scan reading indicates a problem circuit.

Operational Test

The following components can cause intermittent MIL and no DTC(s):

Intermittent MIL Illumination

• A defective relay. • Switch that can cause electrical system interference. Normally, the problem will occur when the faulty component is operating. • The improper installation of add on electrical devices, such as lights, 2-way radios, electric motors, etc. • The ignition secondary voltage shorted to a ground. • The MIL circuit or the Diagnostic Test Terminal intermittently shorted to ground. • The MIL wire grounds. To check for the loss of the DTC Memory:

1. Disconnect the TMAP sensor. Loss of DTC Memory 2. Idle the engine until the MIL illuminates. 3. The ECM should store a TMAP DTC which should remain in the memory when the ignition is turned OFF. If the TMAP DTC does not store and remain, the ECM is faulty.

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00(L-PSI 4X)-5-19

GROUP 00(L-PSI 4X), ENGINE NO START Checks

Action

DEFINITION: The engine cranks OK but does not start. Preliminary Checks

None Use the DST to :

ECM Checks

Sensor Checks

• Check for proper communication with both the ECM • Check all system fuses engine fuse holder. Refer to Engine Controls Schematics. • Check battery power, ignition power and ground circuits to the ECM. Refer to Engine Control Schematics. Verify voltage and/or continuity for each. • Check the TMAP sensor. • Check the cam angle sensor for output (RPM). Important: A closed LPG manual fuel shut off valve will create a no start condition.

Fuel System Checks

• Check for air intake system leakage between the mixer and the throttle body. Verify proper operation of the low pressure lock-off solenoids. • Verify proper operation of the fuel control solenoids. • Check the fuel system pressures. • Refer to the LPG Fuel System Diagnosis. • Check for proper mixer air valve operation. Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. 1. Check for the proper ignition voltage output with J 26792 or the equivalent. 2. Verify that the spark plugs are correct for use with LPG.

Ignition System Checks

Check the spark plugs for the following conditions: • Wet plugs. • Cracks. • Wear. • Improper gap. • Burned electrodes. • Heavy deposits. • Check for bare or shorted ignition wires. • Check for loose ignition coil connections at the coil.

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00(L-PSI 4X)-5-20

GROUP 00(L-PSI 4X), ENGINE NO START Checks

Action

Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gasoline fuel system.

Engine Mechanical Checks

Check for the following: • Vacuum leaks. • Improper valve timing. • Low compression. • Improper valve clearance. • Worn rocker arms. • Broken or weak valve springs. Worn camshaft lobes. Check the exhaust system for a possible restriction:

Exhaust System Checks

• Inspect the exhaust system for damaged or collapsed pipes: • Inspect the muffler for signs of heat distress or for possible internal failure. • Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diagnosis.

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00(L-PSI 4X)-5-21

GROUP 00(L-PSI 4X), ENGINE HARD START Checks

Action

DEFINITION: The engine cranks OK, but does not start for a long time. The engine does eventually run, or may start but immediately dies. Preliminary Checks

Sensor Checks

Make sure the vehicle’s operator is using the correct starting procedure. • Check the Engine Coolant Temperature sensor with the DST. Compare the engine coolant temperature with the ambient air temperature on a cold engine. If the coolant temperature reading is more than 10 degrees greater or less than the ambient air temperature on a cold engine, check for high resistance in the coolant sensor circuit. Check the cam angle sensor. • Check the Throttle Position (TPS) and Foot Pedal Position (FPP) sensor connections. Important: A closed LPG manual fuel shut off valve will create an extended crank OR no start condition. • Verify the excess ow valve is not tripped or that the manual shut-off valve is not closed.

Fuel System Checks

Check mixer assembly for proper installation and leakage. • Verify proper operation of the low pressure lock-off solenoid. • Verify proper operation of the EPR. • Check for air intake system leakage between the mixer and the throttle body. Check the fuel system pressures. Refer to the Fuel System Diagnosis. Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. • Check for the proper ignition voltage output with J 26792 or the equivalent. • Verify that the spark plugs are the correct type and properly gapped.

Ignition System Checks

Check the spark plugs for the following conditions: • Wet plugs. • Cracks. • Wear. • Burned electrodes. • Heavy deposits • Check for bare or shorted ignition wires. • Check for moisture in the distributor cap. • Check for loose ignition coil connections. Important: 1. If the engine starts but then immediately stalls, check the cam angle sensor. 2. Check for improper gap, debris or faulty connections.

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00(L-PSI 4X)-5-22

GROUP 00(L-PSI 4X), ENGINE HARD START Checks

Action

Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gasoline fuel supply system.

Engine Mechanical Checks

Check for the following: • Vacuum leaks • Improper valve timing • Low compression • Improper valve clearance. • Worn rocker arms • Broken or weak valve springs • Worn camshaft lobes. Check the intake and exhaust manifolds for casting flash. Check the exhaust system for a possible restriction:

Exhaust System Checks

• Inspect the exhaust system for damaged or collapsed pipes. • Inspect the muffler for signs of heat distress or for possible internal failure. Check for possible plugged catalytic converter. Refer to Restricted Exhaust System Diagnosis.

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00(L-PSI 4X)-5-23

GROUP 00(L-PSI 4X), ENGINE CUTS OUT, MISSES Checks

Action

DEFINITION: A surging or jerking that follows engine speed, usually more pronounced as the engine load increases, but normally felt below 1500 RPM. The exhaust has a steady spitting sound at idle, low speed, or hard acceleration for the fuel starvation that can cause the engine to cut-out. Preliminary Checks

None 1. Start the engine. 2. Check for proper ignition output voltage with spark tester J 26792. 3. Check for a cylinder mis re. 4. Verify that the spark plugs are the correct type and properly gapped. Remove the spark plugs and check for the following conditions:

Ignition System Checks

• • • • •

Insulation cracks. Wear. Improper gap. Burned electrodes. Heavy deposits.

Visually/Physically inspect the secondary ignition for the following: • Ignition wires for arcing and proper routing. • Cross- ring. • Ignition coils for cracks or carbon tracking Perform a cylinder compression check. Check the engine for the following:

Engine Mechanical Checks

• • • • • •

Improper valve timing. Improper valve clearance. Worn rocker arms. Worn camshaft lobes. Broken or weak valve springs. Check the intake and exhaust manifold passages for casting ash.

Check the fuel system: Fuel System Checks

Additional Check

• Plugged fuel lter. • Low fuel pressure, etc. Refer to LPG Fuel System Diagnosis. • Check the condition of the wiring to the low pressure lock-off solenoid. Check for Electromagnetic Interference (EMI), which may cause a misfire condition. Using the DST, monitor the engine RPM and note sudden increases in rpms displayed on the scan tool but with little change in the actual engine rpm. If this condition exists, EMI may be present. Check the routing of the secondary wires and the ground circuit.

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00(L-PSI 4X)-5-24

GROUP 00(L-PSI 4X), ENGINE HESITATION, SAG, STUMBLE Checks

Action

DEFINITION: The engine has a momentary lack of response when putting it under load. The condition can occur at any engine speed. The condition may cause the engine to stall if it’s severe enough. Preliminary Checks

None

Fuel System Checks

• Check the fuel pressure. Refer to LPG Fuel System Diagnosis. • Check for low fuel pressure during a moderate or full throttle acceleration. If the fuel pressure drops below speci cation, there is possibly a faulty low pressure regulator or a restriction in the fuel system. • Check the TMAP sensor response and accuracy. • Check Shut-Off electrical connection. • Check the mixer air valve for sticking or binding. • Check the mixer assembly for proper installation and leakage. Check the EPR.

Ignition System Checks

Additional Check

Note: LPG being a gaseous fuel requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. If a problem is reported on LPG and not gasoline, do not discount the possibility of a LPG only ignition system failure and test the system accordingly. • Check for the proper ignition voltage output with J 26792 or the equivalent. Verify that the spark plugs are the correct type and properly gapped. • Check for faulty spark plug wires. • Check for fouled spark plugs. • Check for manifold vacuum or air induction system leaks. • Check the alternator output voltage.

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00(L-PSI 4X)-5-25

GROUP 00(L-PSI 4X), ENGINE BACKFIRE Checks

Action

DEFINITION: The fuel ignites in the intake manifold, or in the exhaust system, making a loud popping noise. Preliminary Checks

None Important! LPG, being a gaseous fuel, requires higher secondary ignition system voltages for the equivalent gasoline operating conditions. The ignition system must be maintained in peak condition to prevent backfire.

Ignition System Checks

• Check for the proper ignition coil output voltage using the spark tester J26792 or the equivalent. • Check the spark plug wires by connecting an ohmmeter to the ends of each wire in question. If the meter reads over 30,000 ohms, replace the wires. • Check the connection at ignition coil. • Check for deteriorated spark plug wire insulation. Remove the plugs and inspect them for the following conditions: • Wet plugs. • Cracks. • Wear. • Improper gap. • Burned electrodes. • Heavy deposits. Important! The LPG Fuel system is more sensitive to intake manifold leakage than a gasoline fuel supply system.

Engine Mechanical Checks

Fuel System Checks

Check the engine for the following: • Improper valve timing. • Engine compression. • Manifold vacuum leaks. • Intake manifold gaskets. • Sticking or leaking valves. • Exhaust system leakage. • Check the intake and exhaust system for casting ash or other restrictions. Perform a fuel system diagnosis. Refer to LPG Fuel System Diagnosis.

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00(L-PSI 4X)-5-26

GROUP 00(L-PSI 4X), ENGINE LACK OF POWER, SLUGGISHNESS, OR SPONGINESS Checks

Action

DEFINITION: The engine delivers less than expected power.

Preliminary Checks

• Refer to the LPG Fuel system OBD System Check. • Compare the customer’s vehicle with a similar unit to verify customer has an actual problem. Do not compare the power output of the vehicle operating on LPG to a vehicle operating on gasoline as the fuels do have different drive feel characteristics. • Remove the air lter and check for dirt or restriction. • Check the vehicle transmission. • Refer to the OEM transmission diagnostics.

Fuel System Checks

• Check for a restricted fuel lter, contaminated fuel, or improper fuel pressure. Refer to LPG Fuel System Diagnosis. • Check for the proper ignition output voltage with the spark tester J 26792 or the equivalent. • Check for proper installation of the mixer assembly. Check all air inlet ducts for condition and proper installation. • Check for fuel leaks between the EPR and the mixer. • Verify that the LPG tank manual shut-off valve is fully open. • Verify that liquid fuel (not vapor) is being delivered to the EPR.

Sensor Checks

• Check the Heated Exhaust Gas Oxygen Sensors (HEGO) for contamination and performance. Check for proper operation of the TMAP sensor. • Check for proper operation of the TPS and FPP sensors.

Exhaust System Checks

Check the exhaust system for a possible restriction: • Inspect the exhaust system for damaged or collapsed pipes. • Inspect the muffler for signs of heat distress or for possible internal failure. • Check for possible plugged catalytic converter.

Engine Mechanical Check

Check the engine for the following: • Engine compression. • Valve timing. • Improper or worn camshaft. • Refer to Engine Mechanical in the Service Manual. • Check the ECM grounds for being clean, tight, and in their proper locations. • Check the alternator output voltage.

Additional Check

If all procedures have been completed and no malfunction has been found, review and inspect the following items: • Visually and physically, inspect all electrical connections within the suspected circuit and/ or systems. • Check the DST data.

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00(L-PSI 4X)-5-27

GROUP 00(L-PSI 4X), ENGINE LACK OF POWER, SLUGGISHNESS, OR SPONGINESS Checks

Action

DEFINITION: The engine runs unevenly at idle. If severe enough, the engine may shake. Preliminary Checks

Sensor Checks

None. Check the Heated Exhaust Gas Oxygen Sensors (HEGO) performance: • Check for silicone contamination from fuel or improperly used sealant. If contaminated, the sensor may have a white powdery coating result in a high but false signal voltage (rich exhaust indication). The ECM will reduce the amount of fuel delivered to the engine causing a severe driveability problem. Check the Temperature Manifold Absolute Pressure (TMAP) sensor response and accuracy.

Fuel System Checks

• • • • • • • •

Check for rich or lean symptom that causes the condition. Drive the vehicle at the speed of the complaint. Monitoring the oxygen sensors will help identify the problem. Check for a sticking mixer air valve. Verify proper operation of the EPR. Perform a cylinder compression test. Refer to Engine Mechanical in the Service Manual. Check the EPR fuel pressure. Refer to the LPG Fuel System Diagnosis. Check mixer assembly for proper installation and connection.

• Check for the proper ignition output voltage using the spark tester J26792 or the equivalent. • Verify that the spark plugs are the correct type and properly gapped.

Ignition System Checks

Remove the plugs and inspect them for the following conditions: • Wet plugs. • Cracks. • Wear. • Improper gap. • Burned electrodes. • Blistered insulators. • Heavy deposits. Check the spark plug wires by connecting an ohmmeter to the ends of each wire in question. If the meter reads over 30,000 ohms, replace the wires. Important: The LPG Fuel system is more sensitive to intake manifold leakage than the gasoline fuel supply system.

Additional Checks

Engine Mechanical Check

• Check for vacuum leaks. Vacuum leaks can cause a higher than normal idle and low throttle angle control command. • Check the ECM grounds for being clean, tight, and in their proper locations. Check the battery cables and ground straps. They should be clean and secure. Erratic voltage may cause all sensor readings to be skewed resulting in poor idle quality. Check the engine for: • Broken motor mounts. • Improper valve timing. • Low compression. • Improper valve clearance. • Worn rocker arms. • Broken or weak valve springs. • Worn camshaft lobes.

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00(L-PSI 4X)-5-28

GROUP 00(L-PSI 4X), ENGINE

5. Electrical Section ̻G4.3L LPG ECM

EGO1 EGO2 EGO3 EGO4 TPS1 TPS2 MAP AUX ANA PD1 FPP1 FPP2 IVS AUX ANA PUD2 AUX ANA PUD3 CAN TERM + CAN1 + CAN1 CAN2 CAN2 + CAN2 TERM + 5V EXT 1 5V RTN CRANK + CRANK CAM + CAM SPEED + SPEED KNOCK1 + KNOCK1 KNOCK2 + KNOCK2 SPARK COIL 1A SPARK COIL 1B SPARK COIL 2A SPARK COIL 2B SPARK COIL 3A SPARK COIL 3B SPARK COIL 4A SPARK COIL 4B IAT ECT EGT AUX DIG 1 AUX DIG 2 AUX DIG 3 VSW AUX ANA PU1 AUX ANA PU2 (FRT) AUX ANA PU3 (FPP2 ONLY) 5V EXT 2 5V RTN

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50

DK GREEN/ORANGE 18 DK GREEN/WHITE 18

PURPLE/LT BLUE 18 LT BLUE/DK BLUE 18 LT GREEN 18 TAN/DK GREEN 18 DK BLUE/ORANGE 18 PURPLE/YELLOW 18

WHITE/ORANGE 18 BLUE/PINK 18 BLUE/WHITE 18

LT GREEN/RED 18 BLK/LT GREED 18 PURPLE/WHITE 18 WHITE/PURPLE 18 GRAY/BROWN 18 PURPLE/ORANGE 18 RED/WHITE 18 RED/BLACK 18

YELLOW 18

YELLOW/GRAY 18 TAN/WHITE 18

ECM

GOV1 GOV2 OIL PRESS (FRP) AUX ANA PUD1 PC TX PC RX ALT EXCITE TACH VBAT PROT VBAT INJ1 LS INJ2 LS INJ3 LS INJ4 LS INJ5 LS INJ6 LS INJ7 LS INJ8 LS GROUND STARTER RELAY EGOH 1 EGOH 2 EGOH 3 (LOCKOFF) EGOH 4 BUZZER PWM5 PWM5 RECIRC VBAT MIL GROUND DBW + DBW FPUMP AUX PWM3 RECIRC AUX PWM3 AUX PWM1 AUX PWM2 (STARTER) AUX PWM4 AUX_PWM4_RECIRC

51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

LT BLUE 18 DK GREEN 18 ORANGE 18

RED/RAN 16

BLACK 16 WHITE/LT BLUE 18 BLACK/WHITE 18 BLACK/YELLOW 18 WHITE/BLACK 18 BROWN/WHITE 16 RED/TAN 16 GREEN/YELLOW 18 BLACK 18 PINK/WHITE 18 TAN/ORANGE 18

TAN 18 DK BLUE 18 PINK/BLACK 18

PINK/TAN 18 DK BLUB/YELLOW 18

LT GREEN/PURPLE 18 LT GREEN/BLACK 18

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00(L-PSI 4X)-5-29

GROUP 00(L-PSI 4X), ENGINE

6. Diagnostic Scan Tool (DST) 6.1 CONTENTS •

Installation of the DST package to a personal computer (PC).

•

Software login and password functionality. DST service pages.

•

Updating the ECM calibration using a MOT file.

•

DTC pages.

Examples and snapshots used in this manual are based off of the initial DST tool release as of July, 2007. This tool is frequently updated and the illustrations may vary depending on the changes included in any updated DST display Interface. For example, the Electronic Pressure Regulator (EPR) may be referred to as the “megajector.” Terms, names and descriptions of parts and servicing procedures will be updated based on trade, brand, or common description to more accurately describe the part or service procedure.

DST INSTALLATION INSTRUCTIONS Before installing the DST software, please be sure your computer meets the minimum system requirements. Supported operating systems are: •

Windows Vista

•

Windows XP

•

Windows 2000

Minimum processor speed: •

Pentium II 450 MHz

•

Pentium III 1.0 GHz for Windows Vista

Minimum RAM requirement: •

Windows Vista 512 MB

•

Windows XP 256 MB

•

Windows 2000 128 MB

* At least one available RS232 serial or USB port. * ECOM cable supports USB port only.

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00(L-PSI 4X)-5-30

GROUP 00(L-PSI 4X), ENGINE

•

Insert the CD into your computer and select LATEST_GCP_DISPLAY

•

Open the ECOM_Driver Folder

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00(L-PSI 4X)-5-31

GROUP 00(L-PSI 4X), ENGINE

•

Double Click the setup.exe file - - - > This will launch the installation wizard

•

Select “NEXT” until you finish the installation as shown below

•

Return to the LATEST_GCP_DISPLAY folder

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00(L-PSI 4X)-5-32

GROUP 00(L-PSI 4X), ENGINE •

Select the PC Display folder

•

Select the GCP Display icon

•

Select the GCP Display icon - - - > This will launch the installation wizard

•

Select NEXT until it says you are finish

•

Restart your PC

•

Go to the START button on the lower left corner and find the GCP Display Program

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00(L-PSI 4X)-5-33

GROUP 00(L-PSI 4X), ENGINE PASSWORD LOGIN Figure 1 shows the password dialog box, which is displayed when a software session begins. Login can be accomplished in two ways. 1. Enter an “All S/N Password” which is a password applicable to all ECMs of a given original equipment manufacture (OEM). 2. Enter a “Single S/N Password” and corresponding ECM serial number for a single ECM. A Single Serial Number password is unique to a specific ECM serial number and permits authorized service personnel to make changes or view information for a specific ECM. 3. In most instances the top “all” serial number boxes should be used for password entry. In this case, do not check the single serial number box. Each password is a 16-character alphanumeric string specific to each Spectrum customer and determines which pages and variables are visible through the software. Passwords are assigned by the OEM support group and may change periodically. Check the “save password” box to automatically retain the password for future use. Note: The password is printed on the CD disk. If it does not have a password or you have questions please contact the OEM.

Figure 1: Populated Password Dialog Box

PASSWORD DIALOG BOX FUNCTIONS •

Clear Password Button Erases the current password from the password field.

•

Paste Password Button Allows the user to copy a 16-character string from any word processor and paste the string in the password field.

•

Single Serial Number Access Checkbox Tells the software that the password is applicable for single serial number access.

•

Serial Number Field Only applicable when Single Serial Number Access Checkbox is checked. The entry field must be populated for the 6-digit serial number for which the Single Serial Number Access password applies (NOTE: Leading zeros included in the serial number are not required).

•

Save Password and S/N Checkbox Retains the password, and serial number (if applicable) for the next software session.

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00(L-PSI 4X)-5-34

GROUP 00(L-PSI 4X), ENGINE Should an invalid password be entered, the error prompt shown in figure (2) will be displayed and the software will not load. This prompt signifies the following: •

The All S/N password is invalid.

•

The Single S/N password is incorrect for the Single Serial Number entered.

•

An All S/N password is entered for Single Serial Number use.

•

The Single Serial Number password is valid; however, the Single Serial Number Access Checkbox is not checked.

Figure 2: Password Error Prompt If the Single S/N password entered is correct for the software but does not match the entered S/N of the targeted ECM, the prompt in Figure 3 will be displayed.

Figure 3: Incorrect Serial Number Message

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00(L-PSI 4X)-5-35

GROUP 00(L-PSI 4X), ENGINE Figure 4 shows the communication status if a valid software password is entered when attempting to connect to an ECM with a different key. In this instance the software will load but will not connect to the target (ECM).

Figure 4: Not Authorized to Connect Message In the event you receive this error message call your OEM support group for more information.

CONNECTING THE PC TO THE ENGINE WIRE HARNESS

Connecting the DST cable A laptop computer, with the diagnostic cable and software is the required tool for performing proper diagnostic testing of the fuel system. It is also used to monitor sensor and actuator values and to read and clear Diagnostic Trouble codes. The DST software also performs several special tests. •

Connect the system diagnostic cable to the USB port on the back of the computer.

•

Connect the diagnostic cable to the DLC (diagnostic link connector) labeled in the electrical schematic. The DLC is located on the engine harness. The new 8 pin DLC requires the use of the 4 to 8 pin adapter.

•

Turn the computer ON.

•

Start Windows.

•

From the start menu select Programs ˧ PSI GCP DisplayG˧ PSI GCP Display

•

Place the ignition key in the ON position.

Within several seconds the system Gauge screen should now appear and a green banner in the upper left hand will read “Connected.”

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00(L-PSI 4X)-5-36

GROUP 00(L-PSI 4X), ENGINE •

Connecting to the PC using the ECOM cable

•

To connect using the ECOM cable you must select ECOM from the COM Port drop down menu.

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00(L-PSI 4X)-5-37

GROUP 00(L-PSI 4X), ENGINE •

You will now need to configure the ECOM communication protocol.

•

Select the CAN for systems with CAN enabled or serial for all others. Then select OK. You are now ready to connect using the ECOM USB DLC cable.

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00(L-PSI 4X)-5-38

GROUP 00(L-PSI 4X), ENGINE 6.2 DST SERVICE PAGES

Gauge Page Provides system data in large easy to read displays. Displays ECM configuration information for the ECM software, hardware, serial numbers and calibration dates.

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GROUP 00(L-PSI 4X), ENGINE

Raw Volts Page The raw volts page displays the sensor inputs and outputs in a raw voltage format. This page is most commonly used to check values in the diagnostic trouble shooting charts.

Service 1 The Service 1 screen is used to clear the adaptive learn, shows the MIL status and provides a display for rpm, coolant temperature and spark advance. It also provides a large display to monitor the closed loop mixture control.

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00(L-PSI 4X)-5-40

GROUP 00(L-PSI 4X), ENGINE

Tests Page Provides diagnostic information voltages and sensor outputs and includes diagnostic engine tools such as spark and injector kill controls. Please note that not all features are available for all applications. The disabled item menus are grayed out or rendered inoperative.

SPARK KILL The spark kill mode allows the technician to disable the ignition on individual cylinders. If the Spark Kill diagnostic mode is selected with the engine running below 1000 rpm, the minimum throttle command will lock into the position it was in when the test mode was entered. If the Spark System Test mode is selected with the engine running above 1000 rpm, the throttle will continue to operate normally. Disabling Ignition Outputs to disable the ignition system for an individual cylinder, use the mouse to highlight the “Spark Kill” button and select the desired coil. The spark output can be reenabled by using the mouse to highlight the “Spark Kill” button and selecting “Normal.” If the engine is running below 1000 rpm, the spark output will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the spark output will stay disabled for 5 seconds and then re-set. This test mode has a timeout of 10 minutes. Record the rpm drop related to each spark output disabled. The spark outputs are arranged in the order which the engine fires, not by cylinder number.

INJECTOR KILL The Injector Kill mode is used to disable individual fuel injectors. If the Injector Kill mode is selected with the engine running below 1000 rpm, the minimum throttle command will lock into the position it was in when the test mode was entered. If the Injector Kill mode is selected with the engine running above 1000 rpm, the throttle will continue to operate normally. To disable an injector, use the mouse to select the desired injector. The word “Normal” will change to the Injector you have selected. The injector driver can be re-enabled by selecting again. If the engine is running below 1000 rpm, the injector driver will stay disabled for 15 seconds and then re-set. If the engine is running above 1000 rpm, the injector driver will stay disabled for 5 seconds and then re-set. Record the change in rpm while each driver is disabled.

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00(L-PSI 4X)-5-41

GROUP 00(L-PSI 4X), ENGINE DBW TEST MODE The DBW (Drive by Wire) test mode allows the technician to control the throttle directly with the foot pedal or throttle input and is used during the diagnostic routines specified for FPP and TPS for Spectrum systems that use DBW control. FPP position displays the current position of the foot pedal as a percentage. FPP volts display the voltage which the ECM is reading from the FPP sensor. TPS Command displays the commanded throttle position expressed as a percentage, which is being sent to the throttle. TPS Position is the actual percent of throttle opening being sent to the ECM from the throttle. TPS volts display the actual TPS signal voltage the ECM is receiving from the throttle. To select this test mode the engine must be off and the key must be in the ON position.

EXTERNAL POWER TEST The external power test manually activates relays (relay power, fuel pump, and drive-by wire power) controlled by the ECM while the engine is in the “Stopped” or “Running” states. Reverts to normal operation if “Automatic” state is selected or ignition voltage is cycled from high to low.

Faults Page Stores DTC codes that may have occurred in the past (Historic Faults) or current set codes (Active Faults). Includes useful system voltages and sensor readings used while working with the fuel and emission trouble shooting charts. Shows power derate mode status. To erase a historic DTC code, double click on the code with the left mouse button. Then choose to “Clear All Faults.”

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00(L-PSI 4X)-5-42

GROUP 00(L-PSI 4X), ENGINE PLOT/LOG MENU FUNCTIONS The Plot/Log menu allows the user to graphically plot or numerically log variables that have been tagged for plotting/logging. To plot or log variables, a tag must be assigned to each variable of interest. A variable is tagged for plotting/logging through a single right-mouse click in the variable’s vicinity. Once a variable has been tagged for plotting/logging, it is highlighted in green. Figure 5 shows an example of variables that have been tagged. A maximum of twenty (20) variables may be tagged for logging and a maximum of ten (10) variables may be tagged for plotting. The maximum achievable sample frequency/ minimum period is dependent on the number of variables tagged.

Figure 5: Tagged Variables for Plot/Log Once the variables have been tagged as highlighted by the green color fill, select the “Plot/Log” function in the top menu bar as shown below in figure 6.

Figure 6

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00(L-PSI 4X)-5-43

GROUP 00(L-PSI 4X), ENGINE •

Select “Plot Tags” to open the snapshot window

Other functions available from the Plot/Log menu include: •

Clear Tags: Releases all plot/log variables.

•

Plot Tags (Ctrl + P, or P): Graphically plot all tagged variables.

•

Load Plot Setup: Loads and tags variables for plotting/logging that have been stored in a plot file (.plt).

•

Log Tags (Ctrl + L): Numerically log all variables that have been tagged for plotting/logging.

Once the Plot Tags menu item has been selected, tagged variables are graphically plotted in a strip chart interface. An example of a plot is shown in Figure 7. Capabilities of the plotter are outlined in Table 1. Start/Stop Button

Start or stop plotting of selected variables

Save Button

Save plotted data displayed in the plot to a comma-separated value file (CSV) on the PC hard drive. Format must not be altered if the Load function is to be used.

Snapshot Button

Convert the plot into a snapshot that may be panned, zoomed, scrolled, and saved

Close Button

Close the DST Plot interface

Load Setup Button

Load tags from a previously saved plot (.plt) file to allow for similar plots and logs to be generated

Load Plot Button

Load a previously saved plot from the PC into the DST Plot interface

Variable Selector Menu

Selects the active variable for axis scaling

Single Shot Acquisition Checkbox*

When checked, this does not allow the plot to scroll past the ‘Time Interval’ thereby preserving plotted data for post-processing.

Exclusive Serial Use Checkbox*

When checked, this allows exclusive serial communication for the plot variables. Other variables on the active page are not updated.

Min Y Value Field*

Specify the minimum Y-axis scaling for the active variable

Max Y Value Field*

Specify the maximum Y-axis scaling for the active variable

Sample Interval (ms) Field*

Define the sample period for recording and display Frequency (Hz.) = 1000/Sample Interval (ms)

Time Interval (s) Field*

Defines the total sample acquisition time for the plot.

*Accessible only when plotter is not running.

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GROUP 00(L-PSI 4X), ENGINE

Figure 7: DST Plot • •

Click on the “Start” button to start the DST plot function. Click on the variable selector button to view selected sensors

Figure 8: DST Plot Snapshot •

Click on the “Save” button to save the snapshot as a file. To replay the saved file, open the edis_saplot program from the windows start menu.

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GROUP 00(L-PSI 4X), ENGINE

•

Start Menu ˧ Programs ˧ PSI GCP Display ˧ edis_saplot

DST PLOT INTERFACE FUNCTIONS A graphic tool incorporated in the plotter is the snapshot function. This function allows data collected in a plot to be transferred into a second window for quick graphical post-processing. The snapshot allows the user to zoom in/out, pan left/ right, and move cursors along the signal traces to measure the variable values in virtual real-time. An example of a snapshot is shown in Figure 8. Any CSV file in plot format (.plt) may be loaded into the snapshot. Table 2 outlines the available hot key functions of the snapshot screen.

SNAPSHOT HOT KEY FUNCTIONS Command

Function

<Single, left-click on trace>

Snap closest cursor to data

Move/pan plot along y axis

Move/pan plot along t axis

<Ctrl+Shift + Up/Down Arrows>

Zoom plot in and out in y axis

<Ctrl+Shift + Left/Right Arrows>

Zoom plot in and out in t axis

Resize plot to default settings

Zoom out by 10%

Zoom in by 10%

Toggle to previous cursor

Toggle to next cursor

Follow selected data along trace

Follow selected data along trace

Move 10 points along trace

Move 10 points along trace

<Home>

Go to first visible point on current plot

<End>

Advance to last visible point on current plot

Toggle between traces/variables Table 1

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00(L-PSI 4X)-5-46

GROUP 00(L-PSI 4X), ENGINE DST LOGGER Another data capture function incorporated in the software is the DST logger. This tool serves as a PC data logger for any variable available in the ECM through the interface software. Figure 9 shows the interface display for configuring the DST Log. The interface allows the user to create the filename, set the sample rate for acquisition, set the time interval for sampling, and display the progress of acquisition. A maximum of twenty (20) variables may be tagged for the log. The amount of data stored is only limited by available PC RAM. The resulting text file may then be viewed by any standard Windows text editor/reader program. To create a log file select the “Log Tags” in the drop down menu as shown in figure 6.

Figure 9: DST Log Interface

MALFUNCTION INDICATOR LAMP (MIL) The Fuel system has built-in diagnostics for system trouble shooting. The system has a dash mounted malfunction indicator lamp (MIL) that provides indications of engine or fuel system related problem. Most engine control system related problems that affect emissions or driveability of the vehicle will set a (DTC) diagnostic trouble code and illuminate the MIL. The MIL serves as notification to the operator of a problem related to the emission control system so the driver can arrange for service as soon as possible. It will also display DTCs that have been stored due to a system malfunction. The MIL should illuminate when the key is in the ON position and the engine is not running. This feature verifies that the lamp is in proper working order. If the MIL does not illuminate with the vehicle key ON/engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the MIL should turn off. If the lamp remains on while the engine is in the start or run mode a diagnostic trouble code may be set. The MIL will be turned OFF after three (3) consecutive run cycles or by clearing the active code with the Diagnostic Scan Tool (DST).

DIAGNOSTIC TROUBLE CODES (DTC) Diagnostic Trouble Codes are set when the Spectrum ECM (Electronic Control Module) runs a diagnostic self test and the test fails. When a DTC is set, the ECM will illuminate the MIL on the instrument panel and also save the DTC in memory. The ECM will continue to run the self test. If the system continues to fail the test, the lamp will stay illuminated and the DTC is stored as an active DTC. If the self test runs and passes, the DTC will be stored as historic DTC. All DTCs are stored as historic faults until they are cleared. Most DTCs will automatically clear from memory if the DTC does not reset within 50 to 100 consecutive engine run cycles. While a Diagnostic Trouble Code is current for a sensor, the ECM may assign a default “limp home” value and use that value in its control algorithms. All of the system diagnostic self-tests run continuously during normal vehicle operation. The Diagnostic Trouble Codes can be read by using either the MIL lamp or a laptop computer. Diagnostic Trouble Codes can be cleared from memory with a laptop computer, or by turning the ignition key to the OFF position and removing the ECM power fuse or battery cable for at least 15 seconds.

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GROUP 00(L-PSI 4X), ENGINE If more than one DTC is detected, start the diagnostic repair with the lowest DTC number set. Diagnose each problem to correction unless directed to do otherwise by the diagnostic chart. The DTCs are numbered in order of importance. Both DTC 112 and DTC122 pertain to the oxygen sensor, so it is possible that a repair that corrects DTC 112 may also correct the problem causing the DTC 122. Diagnostic test charts contained in this manual refer to the DST to be connected and in the “System Data Mode.” This simply means that the DST is connected and communicating with the PC. In some instances the chart will call out a special test mode. An example of this would be instructions for the DST to be connected and in the DBW (drive by wire) mode. Always be sure to follow the special instructions to avoid a false diagnosis of fuel system components.

DLC COMMUNICATION ERROR The ECM 5 volt reference circuit powers the Spectrum diagnostic link cable. In the event that the 5 volt reference signal is open or shorted to ground, you will not be able to connect to the system. If you are unable to connect, follow the quick checks listed below: Be sure you are using the correct password and latest software for the system you are connecting to. Check the ECM system power and ground circuits. Refer to DTC 562 for the power schematic. Also check for +12 volts switched power at ECM pin 45 with the ignition key ON. Check for power at the DLC connector for + 5 volts between pin 1 (BLK /LT GRN) and pin 2 (LT GRN RED) with the ignition key in the ON position. You may still be able to retrieve a code using the blink code function if none of the above recommendations prove useful. In the event of a 5 volt reference signal malfunction, DTC 642 or DTC 643 should set. If you find one of these codes using the blink code function, follow the DTC diagnostic chart recommendations for that specific DTC.

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GROUP 00(L-PSI 4X), ENGINE BLINK CODE FUNCTION Although the DST is considered a required tool to access the DTC codes, codes may be retrieved without a laptop computer using the blink code function. To enable this function follow the steps below: •

Jump pins 1 and 4 at the DLC connector (see illustration below)

•

Turn the ignition key to the on position

•

The system will now enter the self diagnostic blink code mode. Be ready with pen and paper to write down any codes that may be stored.

•

The ECM will flash the MIL indicator with a pause between represented numbers that represent DTC codes. The sequence starts with code 1654. Code 1654 confirms the system has entered the blink code mode. The ECM will flash code 1654 (3) times before displaying the actual DTC code that may be set. Example: One short blink (pause) six short blinks (pause) five short blinks (pause) four short blinks.

•

If no DTC codes are found, the ECM will continue to flash 1654 only. This means no stored DTC codes were found.

•

If one of the numbers in the DTC code is zero (0), no flash will occur to represent the zero value—it will be represented as a short pause.

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GROUP 00(L-PSI 4X), ENGINE

Diagram 1 When using the DST program to clear a DTC, always select the “Clear All Faults” function to immediately turn the MIL OFF after a successful repair (as shown in diagram 1 above).

INTERMITTENT PROBLEMS Intermittent fuel system problems can prove to be the most challenging to repair. It is most important to remember when looking to find the cause of these problems, to operate the system in the condition when and where the problem occurs. An example of this would be, if the DST showed a lean fuel mixture at full load, one of the first things to look at would be the fuel pressure. The fuel pressure would need to be monitored while the machine is operating at full load, not at idle because the leaning effect does not occur at idle. Electrical problems should be treated the same way. One excellent tool for finding intermittent electrical problems is the DST plot/log function. Set up the plot for the code that sets. An example of this would be if an intermittent IAT code set, tag the IAT voltage and watch the plot. While watching the plot, agitate the electrical wire connection at the sensor and ECM connector. The resolution of the plot screen is such that you will be able to see any unstable voltages that you would otherwise not see with a standard DVOM. Caution should be used when pressure washing the under hood of any electrical system. Avoid direct pressure spray on the system electrical connectors. They are splash proof, but if water is sprayed directly at the connector moisture can become trapped behind the connector seal and cause serious system problems. Extra care must be taken when probing electrical pins and terminals. Do not bend or spread these terminals as this can also be a source of intermittent problems cause by improper handling of these connectors.

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GROUP 00(L-PSI 4X), ENGINE

6.3 Engine Wire Harness Repair REPAIRING TWISTED/SHIELDED CABLE

ON-VEHICLE SERVICE WIRE HARNESS REPAIR The ECM harness electrically connects the ECM to a various components in both the engine and passenger compartments. Wire harnesses should be replaced with proper part number harnesses. When wires are spliced into a harness, use wire with high temperature insulation only. Low current and voltage levels are used in the system, so it is important that the best possible bond at all wire splices be made by soldering the splices.

1. Remove outer jacket 2. Unwrap aluminum/Mylar tape. Do not remove Mylar.

3. Untwist conductors, strip insulation as necessary.

CONNECTORS AND TERMINALS Use care when probing a connector or replacing terminals in them to prevent shorting opposite terminals and damage certain components. Always use jumper wires between connectors, for circuit checking. Do not probe through the Weather-Pack seals with oversized wire probes. Use tachometer adapter J 35812 (or equivalent) which provides an easy hook up of the tach lead. The connector test adapter kit J 35616 (or equivalent), contains an assortment of exible connectors used to probe terminals during diagnosis. Fuse remover and test tool BT 8616, or equivalent, is used for removing a fuse and to adapt fuse holder, with a meter, for diagnosis. Do not solder oxygen sensor wire terminals as these wire ends are used for the sensors oxygen reference.

4. Splice wire using splice clips and rosin core solder. Wrap each splice to insulate. 5. Wrap with Mylar and drain wire (uninsulated) wire.

6. Tape over entire juncture and secure.

Open circuits are often difficult to locate by sight due to dirt, oxidation, or terminal misalignment. Merely wiggling a connector on a sensor, or in the wiring harness, may correct the open circuit condition. This should always be considered, when an open circuit, or failed sensor is indicated. Intermittent problems may also be caused by oxidized or loose connections. Before making a connector repair, be certain of the type of connector. Weather-Pack and Compact Three connectors look similar, but are serviced differently.

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00(L-PSI 4X)-5-51

GROUP 00(L-PSI 4X), ENGINE METRI-PACK REPAIRING TWISTED LEADS

1. Locate Damaged Wire.

Some connectors use terminals called Metri- Pack Series 150. They are also called “Pull-To- Seat” terminals because of the method of installation. The wire is inserted through the seal and connector, the terminal is crimped on the wire and then pulled back into the connector to seat it in place.

2. Remove insulation as required.

3. Splice two wires together suing splice clips and rosin core solder.

4. Cover splice with tape to insulated from other wires. 5. Retwist as before and tape with electrical tape and hold in place.

Metri-Pack Series 150 Terminal Removal

MICRO-PACK Refer to Figure 2 and repair procedure for replacement of a Micro-Pack terminal.

1. Slide the seal back on the wire. 2. Insert tool BT-8518, or J 35689, or equivalent, as shown in insert “A” and “B” to release the terminal locking tab (2). 3. Push the wire and terminal out through the connector. If reusing the terminal, reshape the locking tab (2).

WEATHER-PACK

Micropack Connector

A Weather-Pack connector can be identi ed by a rubber seal, at the rear of the connector. The connector is used in the engine compartment to protect against moisture and dirt that may oxidize and/or corrode the terminals. Given the low voltage and current levels found in the electronic system, this protection is necessary to ensure a good connection.

1. Cable 2. Terminal 3. Locking Tang 4. Tool J33095/BT8234-A

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GROUP 00(L-PSI 4X), ENGINE WEATHER-PACK TERMINAL REPAIR

connector reliability by retaining the terminals, if the small terminal lock tabs are not positioned properly. Weather-Pack connections cannot be replaced with standard connections. Additional instructions are provided with Weather-Pack connector and terminal packages.

1. Open secondary lock hinge on connector.

2. Remove terminal using tool.

3. Cut wire immediately behind cable seal

4. Replace terminal. a. Slip new seal onto wire b. Strip 5 mm (.2”) of insulation from wire. c. Crimp terminal over wire and seal. 5. Push terminal and connector and engage locking tangs. 6. Close secondary lock hinge. Use tool J M28742, or BT8234-A or equivalent to remove the pin and sleeve terminals. If the removal is attempted with an ordinary pick, there is a good chance that the terminal will be bent, or deformed. Unlike standard blade type terminals, these terminals cannot be straightened once they are bent. Verify that the connectors are properly seated and all of the sealing rings in place, when connecting leads. The hinge type ap provides a backup, or secondary locking feature for the connector. They are used to improve the

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GROUP 00(L-PSI 4X), ENGINE

6.4 Diagnostic Trouble Codes (DTCs)

How does my MIL work? The emissions control system utilizes a MIL to warn the operator or technician of a possible issue with the engine or emissions control system. The system will keep the MIL illuminated for the entire key cycle in which the trouble code was set. It will keep the MIL illuminated for three additional engine run cycles under the following two circumstances: (1) The fault caused the engine to shut down or (2) the fault is related to the exhaust gas oxygen (EGO) sensors. This function is called MIL persistence.

How does MIL persistence work? In the event the DTC is related to either an engine shutdown fault OR an oxygen sensor fault the following statement applies: If the vehicle is not serviced by a technician and the condition causing the MIL illumination (DTC) no longer exists, the MIL will remain illuminated for the 3 additional start cycles. The MIL will go out on the 4th start cycle if the condition does not reoccur. In the event the DTC is not related to an engine shut down or an oxygen sensor fault and the condition causing the MIL illumination (DTC) no longer exists, the MIL will go out at the next run cycle. If the condition is serviced by a technician and the DTC is cleared using a Diagnostic Service Tool (DST), the MIL will go out immediately. Diagnostic Trouble Codes (DTC) are permanently retained in the historic DTC section until cleared with a DST or the auto clear requirements are met. The auto clear feature will clear out historic faults after 40 run cycles.

What are the requirements for a run cycle? A run cycle is when the engine speed is above the “run speed” set point for 1.5 seconds or longer. The “run speed” is the transition point when the ECM recognizes the engine is going from the cranking parameters to the engine running parameters. The run speed is typically set at 450 rpm.

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GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (1 of 4) DTC Set 2 Description DTC 11: Intake cam / distributor position error DTC 16: Crank and/or cam could not synchronize during start DTC 24: Exhaust cam position error DTC 87 Fuel pressure lower than expected DTC 88 Fuel pressure higher than expected DTC 91: FP low voltage DTC 92: FP high voltage DTC 107: MAP voltage low DTC 108: MAP pressure high DTC 111: IAT higher than expected stage 1 DTC 112: IAT voltage low DTC 113: IAT voltage high DTC 116: ECT higher than expected stage 1 DTC 117: ECT voltage low DTC 118: ECT voltage high DTC 121: TPS1-2 lower than expected DTC 122: TPS1 voltage low DTC 123: TPS1 voltage high DTC 127: IAT higher than expected stage 2 DTC 129: BP pressure low DTC 134: EGO1 open / lazy DTC 140: EGO3 open / lazy DTC 154: EGO2 open / lazy DTC 160: EGO4 open / lazy DTC 171: Adaptive-learn gasoline bank1 high DTC 172: Adaptive-learn gasoline bank1 low DTC 174: Adaptive-learn gasoline bank2 high DTC 175: Adaptive-learn gasoline bank2 low DTC 182: FT low voltage DTC 183: FT high voltage DTC 187: Gaseous fuel temperature sender low voltage DTC 188: Gaseous fuel temperature sender high voltage DTC 217: ECT higher than expected stage 2 DTC 219: RPM higher than max allowed govern speed DTC 221: TPS1-2 higher than expected DTC 222: TPS2 voltage low DTC 223: TPS2 voltage high DTC 234: Boost control overboost failure DTC 236: TIP active DTC 237: TIP low voltage DTC 238: TIP high voltage DTC 261: Injector 1 open or short to ground DTC 262: Injector 1 coil shorted DTC 264: Injector 2 open or short to ground DTC 265: Injector 2 coil shorted DTC 267: Injector 3 open or short to ground

DTC Set 2

SPN-2 FMI-2 Description 520800 7 DTC 268: Injector 3 coil shorted 636 8 DTC 270: Injector 4 open or short to ground 520801 7 DTC 271: Injector 4 coil shorted 94 1 DTC 273: Injector 5 open or short to ground 94 0 DTC 274: Injector 5 coil shorted 94 4 DTC 276: Injector 6 open or short to ground 94 3 DTC 277: Injector 6 coil shorted 106 4 DTC 279: Injector 7 open or short to ground 106 16 DTC 280: Injector 7 coil shorted 105 15 DTC 282: Injector 8 open or short to ground 105 4 DTC 283: Injector 8 coil shorted 105 3 DTC 285: Injector 9 open or short to ground 110 15 DTC 286: Injector 9 coil shorted 110 4 DTC 288: Injector 10 open or short to ground 110 3 DTC 289: Injector 10 coil shorted 51 1 DTC 1631: PWM1-Gauge1 open / ground short 51 4 DTC 299: Boost control underboost failure 51 3 DTC 301: Cylinder 1 emissions/catalyst damaging misfire 105 0 DTC 302: Cylinder 2 emissions/catalyst damaging misfire 108 1 DTC 303: Cylinder 3 emissions/catalyst damaging misfire 724 10 DTC 304: Cylinder 4 emissions/catalyst damaging misfire 520209 10 DTC 305: Cylinder 5 emissions/catalyst damaging misfire 520208 10 DTC 306: Cylinder 6 emissions/catalyst damaging misfire 520210 10 DTC 307: Cylinder 7 emissions/catalyst damaging misfire 520200 0 DTC 308: Cylinder 8 emissions/catalyst damaging misfire 520200 1 DTC 326: Knock1 excessive or erratic signal 520201 0 DTC 327: Knock1 sensor open or not present 520201 1 DTC 331: Knock2 excessive or erratic signal 174 4 DTC 332: Knock2 sensor open or not present 174 3 DTC 336: CRANK input signal noise 520240 4 DTC 337: Crank signal loss 520240 3 DTC 341: CAM input signal noise 110 0 DTC 342: Loss of CAM input signal 515 15 DTC 359: Fuel run-out longer than expected 51 0 DTC 420: Catalyst inactive on gasoline (Bank 1) 520251 4 DTC 430: Catalyst inactive on gasoline (Bank 2) 520251 3 DTC 502: Roadspeed input loss of signal 1692 0 DTC 508: IAC ground short 1692 2 DTC 509: IAC coil open/short 1127 4 DTC 520: Oil pressure sender low pressure stage 1 1127 3 DTC 521: Oil pressure sender high pressure 651 5 DTC 522: Oil pressure sender low voltage 651 6 DTC 523: Oil pressure sender high voltage 652 5 DTC 524: Oil pressure low 652 6 DTC 562: Vbat voltage low 653 5 DTC 563: Vbat voltage high

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SPN-2 653 654 654 655 655 656 656 657 657 658 658 659 659 660 660 697 1692 1323 1324 1325 1326 1327 1328 1329 1330 731 731 520241 520241 636 636 723 723 1239 520211 520212 84 520252 520252 100 100 100 100 100 168 168

FMI-2 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 1 31 31 31 31 31 31 31 31 2 4 2 4 2 4 2 4 7 10 10 1 6 5 18 0 4 3 1 17 15

00(L-PSI 4X)-5-55

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (2 of 4) DTC Set 2 Description DTC 601: Microprocessor failure - FLASH DTC 604: Microprocessor failure - RAM DTC 606: Microprocessor failure - COP DTC 615: Start relay coil open DTC 616: Start relay ground short DTC 617: Start relay coil short to power DTC 627: Fuel pump relay coil open DTC 628: Fuel-pump high-side open or short to ground DTC 628: Fuel pump relay control ground short DTC 629: Fuel-pump high-side short to power DTC 629: Fuel pump relay coil short to power DTC 642: Sensor supply voltage 1 low DTC 643: Sensor supply voltage 1 high DTC 650: MIL open DTC 652: Sensor supply voltage 2 low DTC 653: Sensor supply voltage 2 high DTC 685: Power relay coil open DTC 686: Power relay ground short DTC 687: Power relay coil short to power DTC 916: Shift actuator feedback out-of-range DTC 919: Shift unable to reach desired gear DTC 920: Shift actuator or drive circuit failed DTC 1111: RPM above fuel rev limit level DTC 1112: RPM above spark rev limit level DTC 1121: FPP1/2 simultaneous voltages out-of-range (redundanc DTC 1122: FPP1/2 do not match each other or IVS (redundancy lo DTC 1131: WGP voltage high DTC 1132: WGP voltage low DTC 1151: Closed-loop LPG high DTC 1152: Closed-loop LPG low DTC 1153: Closed-loop NG high DTC 1154: Closed-loop NG low DTC 1155: Closed-loop gasoline bank1 high DTC 1156: Closed-loop gasoline bank1 low DTC 1157: Closed-loop gasoline bank2 high DTC 1158: Closed-loop gasoline bank2 low DTC 1161: Adaptive-learn LPG high DTC 1162: Adaptive-learn LPG low DTC 1163: Adaptive-learn NG high DTC 1164: Adaptive-learn NG low DTC 1165: Catalyst inactive on LPG DTC 1166: Catalyst inactive on NG DTC 1171: MegaJector delivery pressure higher than expected DTC 1172: MegaJector delivery pressure lower than expected DTC 1173: MegaJector comm lost DTC 1174: MegaJector voltage supply high

SPN-2 FMI-2 Description 628 13 DTC 1175: MegaJector voltage supply low 630 12 DTC 1176: MegaJector internal actuator fault detection 629 31 DTC 1177: MegaJector internal circuitry fault detection 1321 5 DTC 1178: MegaJector internal comm fault detection 1321 4 DTC 1182: Fuel impurity level high 1321 3 DTC 1183: MegaJector autozero / lockoff failure 1348 5 DTC 1311: Cylinder 1 misfire detected 1347 5 DTC 1312: Cylinder 2 misfire detected 1348 4 DTC 1313: Cylinder 3 misfire detected 1347 6 DTC 1314: Cylinder 4 misfire detected 1348 3 DTC 1315: Cylinder 5 misfire detected 1079 4 DTC 1316: Cylinder 6 misfire detected 1079 3 DTC 1317: Cylinder 7 misfire detected 1213 5 DTC 1318: Cylinder 8 misfire detected 1080 4 DTC 1411: EMWT1 voltage high 1080 3 DTC 1412: EMWT2 voltage high 1485 5 DTC 1413: EMWT1 voltage low 1485 4 DTC 1414: EMWT2 voltage low 1485 3 DTC 1415: EMWT1 higher than expected stage 1 520226 3 DTC 1416: EMWT2 higher than expected stage 1 520226 7 DTC 1417: EMWT1 higher than expected stage 2 520226 31 DTC 1418: EMWT2 higher than expected stage 2 515 16 DTC 1419: ERWT1 voltage high 515 0 DTC 1420: ERWT2 voltage high 91 31 DTC 1421: ERWT1 voltage low 520250 31 DTC 1422: ERWT2 voltage low 1192 3 DTC 1423: ERWT1 higher than expected stage 1 1192 4 DTC 1424: ERWT2 higher than expected stage 1 520206 0 DTC 1425: ERWT1 higher than expected stage 2 520206 1 DTC 1426: ERWT2 higher than expected stage 2 520207 0 DTC 1511: AUX analog Pull-Up 1 high voltage 520207 1 DTC 1512: AUX analog Pull-Up 1 low voltage 520204 0 DTC 1513: AUX analog Pull-Up 2 high voltage 520204 1 DTC 1514: AUX analog Pull-Up 2 low voltage 520205 0 DTC 1515: AUX analog Pull-Down 1 high voltage 520205 1 DTC 1516: AUX analog Pull-Down 1 low voltage 520202 0 DTC 1517: AUX analog Pull-Up 3 high voltage 520202 1 DTC 1518: AUX analog Pull-Up 3 low voltage 520203 0 DTC 1521: CHT higher than expected stage 1 520203 1 DTC 1522: CHT higher than expected stage 2 520213 10 DTC 1531: Gov1/2/3 interlock failure 520214 10 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 520260 0 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 520260 1 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 520260 31 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 520260 3 DTC 1545: AUX analog Pull-Up/Down 3 high voltage

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DTC Set 2 SPN-2 520260 520260 520260 520260 520401 520803 1323 1324 1325 1326 1327 1328 1329 1330 441 442 441 442 441 442 441 442 443 444 443 444 443 444 443 444 520216 520216 520217 520217 520215 520215 520218 520218 110 110 520270 520219 520219 520220 520220 520221

FMI-2 4 12 12 12 0 31 11 11 11 11 11 11 11 11 3 3 4 4 15 15 0 0 3 3 4 4 15 15 0 0 3 4 3 4 3 4 3 4 16 0 31 3 4 3 4 3

00(L-PSI 4X)-5-56

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (3 of 4) DTC Set 2 Description DTC 1546: AUX analog Pull-Up/Down 3 low voltage DTC 1547: AUX analog Pull-Up/Down 4 high voltage DTC 1548: AUX analog Pull-Up/Down 4 low voltage DTC 1551: AUX digital 1 high voltage DTC 1552: AUX digital 1 low voltage DTC 1553: AUX digital 2 high voltage DTC 1554: AUX digital 2 low voltage DTC 1555: AUX digital 3 high voltage DTC 1555: Water Intrusion Detection DTC 1556: AUX digital 3 low voltage DTC 1561: AUX analog Pull-Down 2 high voltage DTC 1561: AUX analog Pull-Down 3 high voltage DTC 1561: AUX analog Pull-Down 2 low voltage DTC 1561: AUX analog Pull-Down 3 low voltage DTC 1611: Sensor supply voltage 1 and 2 out-of-range DTC 1612: Microprocessor failure - RTI 1 DTC 1613: Microprocessor failure - RTI 2 DTC 1614: Microprocessor failure - RTI 3 DTC 1615: Microprocessor failure - A/D DTC 1616: Microprocessor failure - Interrupt DTC 1621: RS-485 Rx inactive DTC 1622: RS-485 Rx noise DTC 1623: RS-485 Rx bad packet format DTC 1624: RS-485 remote shutdown request DTC 1625: J1939 shutdown request DTC 1626: CAN-J1939 Tx fault DTC 1627: CAN-J1939 Rx fault DTC 1628: J1939 CAN address / engine-number conflict DTC 1629: J1939 TSC1 message receipt loss DTC 1630: J1939 ETC message receipt loss DTC 1632: PWM1-Gauge1 short to power DTC 1633: PWM2-Gauge2 open / ground short DTC 1634: PWM2-Gauge2 short to power DTC 1635: PWM3-Gauge3 open / ground short DTC 1636: PWM3-Gauge3 short to power DTC 1637: PWM4 open / ground short DTC 1638: PWM4 short to power DTC 1639: PWM5 open / ground short DTC 1640: PWM5 short to power DTC 1641: Buzzer control ground short DTC 1642: Buzzer open DTC 1643: Buzzer control short to power DTC 1644: MIL control ground short DTC 1645: MIL control short to power DTC 1651: J1939 ETC message receipt loss while in-gear DTC 1661: PWM6 open / ground short

DTC Set 2

SPN-2 FMI-2 Description 520221 4 DTC 1662: PWM6 short to power 713 3 DTC 1663: PWM7 open / ground short 713 4 DTC 1664: PWM7 short to power 520222 3 DTC 1665: PWM8 open / ground short 520222 4 DTC 1666: PWM8 short to power 520223 3 DTC 1669: PWM9 open / ground short 520223 4 DTC 1670: PWM9 short to power 520224 3 DTC 2111: Unable to reach lower TPS 520224 3 DTC 2112: Unable to reach higher TPS 520224 4 DTC 2115: FPP1 higher than IVS 0 3 DTC 2116: FPP2 higher than IVS 0 3 DTC 2120: FPP1 invalid voltage and FPP2 disagrees with IVS 0 4 DTC 2121: FPP1-2 lower than expected 0 4 DTC 2122: FPP1 voltage high 1079 31 DTC 2123: FPP1 voltage low 629 31 DTC 2125: FPP2 invalid voltage and FPP1 disagrees with IVS 629 31 DTC 2126: FPP1-2 higher than expected 629 31 DTC 2127: FPP2 voltage low 629 31 DTC 2128: FPP2 voltage high 629 31 DTC 2130: IVS stuck at-idle, FPP1/2 match 0 31 DTC 2131: IVS stuck off-idle, FPP1/2 match 0 31 DTC 2135: TPS1/2 simultaneous voltages out-of-range 0 31 DTC 2139: FPP1 lower than IVS 0 31 DTC 2140: FPP2 lower than IVS 1384 31 DTC 2229: BP pressure high 639 12 DTC 2300: Spark coil 1 primary open or short to ground 639 12 DTC 2301: Spark coil 1 primary shorted 639 13 DTC 2303: Spark coil 2 primary open or short to ground 639 9 DTC 2304: Spark coil 2 primary shorted 91 2 DTC 2306: Spark coil 3 primary open or short to ground 697 6 DTC 2307: Spark coil 3 primary shorted 698 5 DTC 2309: Spark coil 4 primary open or short to ground 698 6 DTC 2310: Spark coil 4 primary shorted 699 5 DTC 2312: Spark coil 5 primary open or short to ground 699 6 DTC 2313: Spark coil 5 primary shorted 700 5 DTC 2315: Spark coil 6 primary open or short to ground 700 6 DTC 2316: Spark coil 6 primary shorted 520230 5 DTC 2318: Spark coil 7 primary open or short to ground 520230 6 DTC 2319: Spark coil 7 primary shorted 920 4 DTC 2321: Spark coil 8 primary open or short to ground 920 5 DTC 2322: Spark coil 8 primary shorted 920 3 DTC 2324: Spark coil 9 primary open or short to ground 1213 4 DTC 2325: Spark coil 9 primary shorted 1213 3 DTC 2327: Spark coil 10 primary open or short to ground 91 9 DTC 2328: Spark coil 10 primary shorted 925 5 DTC 2428: EGT temperature high

SM 1056

SPN-2 925 926 926 2646 2646 2647 2647 51 51 91 29 520250 91 91 91 520250 91 29 29 558 558 51 91 29 108 1268 1268 1269 1269 1270 1270 1271 1271 1272 1272 1273 1273 1274 1274 1275 1275 1276 1276 1277 1277 173

FMI-2 3 5 3 5 3 5 3 7 7 0 0 31 18 3 4 31 16 4 3 5 6 31 1 1 0 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 0

00(L-PSI 4X)-5-57

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY DTC # (4 of 4) DTC Set 2 Description DTC 2618: Tach output ground short DTC 2619: Tach output short to power DTC 8901: UEGO microprocessor internal fault DTC 8902: UEGO heater supply high voltage DTC 8903: UEGO heater supply low voltage DTC 8904: UEGO cal resistor voltage high DTC 8905: UEGO cal resistor voltage low DTC 8906: UEGO return voltage shorted high DTC 8907: UEGO return voltage shorted low DTC 8908: UEGO pump voltage shorted high DTC 8909: UEGO pump voltage shorted low DTC 8910: UEGO sense cell voltage high DTC 8911: UEGO sense cell voltage low DTC 8912: UEGO pump voltage at high drive limit DTC 8913: UEGO pump voltage at low drive limit DTC 8914: UEGO sense cell slow to warm up DTC 8915: UEGO pump cell slow to warm up DTC 8916: UEGO sense cell impedance high DTC 8917: UEGO pump cell impedance high DTC 8918: UEGO pump cell impedance low

SPN-2 645 645 3221 3222 3222 3221 3221 3056 3056 3218 3218 3217 3217 3225 3225 3222 3225 3222 3225 3225

FMI-2 4 3 31 3 4 3 4 3 4 3 4 3 4 3 4 10 10 0 0 1

SM 1056

00(L-PSI 4X)-5-58

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (1 of 4) DTC Set 2 Description SPN-2 0 DTC 1561: AUX analog Pull-Down 2 high voltage 0 DTC 1561: AUX analog Pull-Down 3 high voltage 0 DTC 1561: AUX analog Pull-Down 2 low voltage 0 DTC 1561: AUX analog Pull-Down 3 low voltage 0 DTC 1621: RS-485 Rx inactive 0 DTC 1622: RS-485 Rx noise 0 DTC 1623: RS-485 Rx bad packet format 0 DTC 1624: RS-485 remote shutdown request 0 Undefined DTC - Index 10297 0 Undefined DTC - Index 10298 0 Undefined DTC - Index 10299 29 DTC 2116: FPP2 higher than IVS 29 DTC 2140: FPP2 lower than IVS 29 DTC 2128: FPP2 voltage high 29 DTC 2127: FPP2 voltage low 51 DTC 221: TPS1-2 higher than expected 51 DTC 121: TPS1-2 lower than expected 51 DTC 123: TPS1 voltage high 51 DTC 122: TPS1 voltage low 51 DTC 2112: Unable to reach higher TPS 51 DTC 2111: Unable to reach lower TPS DTC 2135: TPS1/2 simultaneous voltages out-of-ran 51 84 DTC 502: Roadspeed input loss of signal 91 DTC 2115: FPP1 higher than IVS 91 DTC 2139: FPP1 lower than IVS 91 DTC 1630: J1939 ETC message receipt loss 91 DTC 2122: FPP1 voltage high 91 DTC 2123: FPP1 voltage low DTC 1651: J1939 ETC message receipt loss while in 91 91 DTC 2126: FPP1-2 higher than expected 91 DTC 2121: FPP1-2 lower than expected DTC 1121: FPP1/2 simultaneous voltages out-of-ran 91 94 DTC 88 Fuel pressure higher than expected 94 DTC 87 Fuel pressure lower than expected 94 DTC 92: FP high voltage 94 DTC 91: FP low voltage 100 DTC 521: Oil pressure sender high pressure 100 DTC 524: Oil pressure low 100 DTC 524: Oil pressure sender low pressure 100 DTC 523: Oil pressure sender high voltage 100 DTC 522: Oil pressure sender low voltage 100 DTC 520: Oil pressure sender low pressure stage 1 105 DTC 127: IAT higher than expected stage 2 105 DTC 113: IAT voltage high 105 DTC 112: IAT voltage low 105 DTC 111: IAT higher than expected stage 1

FMI-2 3 3 4 4 31 31 31 31 31 31 31 0 1 3 4 0 1 3 4 7 7 31 1 0 1 2 3 4 9 16 18 31 0 1 3 4 0 1 1 3 4 18 0 3 4 15

DTC Set 2 Description DTC 107: MAP voltage low DTC 108: MAP pressure high DTC 2229: BP pressure high DTC 129: BP pressure low DTC 1522: CHT higher than expected stage 2 DTC 217: ECT higher than expected stage 2 DTC 118: ECT voltage high DTC 117: ECT voltage low DTC 116: ECT higher than expected stage 1 DTC 1521: CHT higher than expected stage 1 DTC 563: Vbat voltage high DTC 562: Vbat voltage low DTC 2428: EGT temperature high DTC 183: FT high voltage DTC 182: FT low voltage DTC 1417: EMWT1 higher than expected stage 2 DTC 1411: EMWT1 voltage high DTC 1413: EMWT1 voltage low DTC 1415: EMWT1 higher than expected stage 1 DTC 1418: EMWT2 higher than expected stage 2 DTC 1412: EMWT2 voltage high DTC 1414: EMWT2 voltage low DTC 1416: EMWT2 higher than expected stage 1 DTC 1425: ERWT1 higher than expected stage 2 DTC 1419: ERWT1 voltage high DTC 1421: ERWT1 voltage low DTC 1423: ERWT1 higher than expected stage 1 DTC 1426: ERWT2 higher than expected stage 2 DTC 1420: ERWT2 voltage high DTC 1422: ERWT2 voltage low DTC 1424: ERWT2 higher than expected stage 1 DTC 1112: RPM above spark rev limit level DTC 219: RPM higher than max allowed govern speed DTC 1111: RPM above fuel rev limit level DTC 2130: IVS stuck at-idle, FPP1/2 match DTC 2131: IVS stuck off-idle, FPP1/2 match DTC 601: Microprocessor failure - FLASH DTC 606: Microprocessor failure - COP DTC 1612: Microprocessor failure - RTI 1 DTC 1613: Microprocessor failure - RTI 2 DTC 1614: Microprocessor failure - RTI 3 DTC 1615: Microprocessor failure - A/D DTC 1616: Microprocessor failure - Interrupt DTC 604: Microprocessor failure - RAM DTC 336: CRANK input signal noise DTC 337: Crank signal loss

SM 1056

SPN-2 106 106 108 108 110 110 110 110 110 110 168 168 173 174 174 441 441 441 441 442 442 442 442 443 443 443 443 444 444 444 444 515 515 515 558 558 628 629 629 629 629 629 629 630 636 636

FMI-2 4 16 0 1 0 0 3 4 15 16 15 17 0 3 4 0 3 4 15 0 3 4 15 0 3 4 15 0 3 4 15 0 15 16 5 6 13 31 31 31 31 31 31 12 2 4

00(L-PSI 4X)-5-59

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (2 of 4) DTC Set 2 Description DTC 16: Crank and/or cam could not synchronize du DTC 1629: J1939 TSC1 message receipt loss DTC 1626: CAN-J1939 Tx fault DTC 1627: CAN-J1939 Rx fault DTC 1628: J1939 CAN address / engine-number con DTC 2619: Tach output short to power DTC 2618: Tach output ground short DTC 261: Injector 1 open or short to ground DTC 262: Injector 1 coil shorted DTC 264: Injector 2 open or short to ground DTC 265: Injector 2 coil shorted DTC 267: Injector 3 open or short to ground DTC 268: Injector 3 coil shorted DTC 270: Injector 4 open or short to ground DTC 271: Injector 4 coil shorted DTC 273: Injector 5 open or short to ground DTC 274: Injector 5 coil shorted DTC 276: Injector 6 open or short to ground DTC 277: Injector 6 coil shorted DTC 279: Injector 7 open or short to ground DTC 280: Injector 7 coil shorted DTC 282: Injector 8 open or short to ground DTC 283: Injector 8 coil shorted DTC 285: Injector 9 open or short to ground DTC 286: Injector 9 coil shorted DTC 288: Injector 10 open or short to ground DTC 289: Injector 10 coil shorted DTC 1631: PWM1-Gauge1 open / ground short DTC 1632: PWM1-Gauge1 short to power DTC 1633: PWM2-Gauge2 open / ground short DTC 1634: PWM2-Gauge2 short to power DTC 1635: PWM3-Gauge3 open / ground short DTC 1636: PWM3-Gauge3 short to power DTC 1637: PWM4 open / ground short DTC 1638: PWM4 short to power DTC 1547: AUX analog Pull-Up/Down 4 high voltage DTC 1548: AUX analog Pull-Up/Down 4 low voltage DTC 341: CAM input signal noise DTC 342: Loss of CAM input signal DTC 134: EGO1 open / lazy DTC 326: Knock1 excessive or erratic signal DTC 327: Knock1 sensor open or not present DTC 1643: Buzzer control short to power DTC 1641: Buzzer control ground short DTC 1642: Buzzer open DTC 1662: PWM6 short to power

SPN-2 FMI-2 636 639 639 639 639 645 645 651 651 652 652 653 653 654 654 655 655 656 656 657 657 658 658 659 659 660 660 697 697 698 698 699 699 700 700 713 713 723 723 724 731 731 920 920 920 925

8 9 12 12 13 3 4 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 3 4 2 4 10 2 4 3 4 5 3

DTC Set 2 Description

SPN-2

FMI-2

DTC 1661: PWM6 open / ground short DTC 1664: PWM7 short to power DTC 1663: PWM7 open / ground short DTC 643: Sensor supply voltage 1 high DTC 642: Sensor supply voltage 1 low DTC 1611: Sensor supply voltage 1 and 2 out-of-range DTC 653: Sensor supply voltage 2 high DTC 652: Sensor supply voltage 2 low DTC 238: TIP high voltage DTC 237: TIP low voltage DTC 1131: WGP voltage high DTC 1132: WGP voltage low DTC 1645: MIL control short to power DTC 1644: MIL control ground short DTC 650: MIL open DTC 359: Fuel run-out longer than expected DTC 2300: Spark coil 1 primary open or short to ground DTC 2301: Spark coil 1 primary shorted DTC 2303: Spark coil 2 primary open or short to ground DTC 2304: Spark coil 2 primary shorted DTC 2306: Spark coil 3 primary open or short to ground DTC 2307: Spark coil 3 primary shorted DTC 2309: Spark coil 4 primary open or short to ground DTC 2310: Spark coil 4 primary shorted DTC 2312: Spark coil 5 primary open or short to ground DTC 2313: Spark coil 5 primary shorted DTC 2315: Spark coil 6 primary open or short to ground DTC 2316: Spark coil 6 primary shorted DTC 2318: Spark coil 7 primary open or short to ground DTC 2319: Spark coil 7 primary shorted DTC 2321: Spark coil 8 primary open or short to ground DTC 2322: Spark coil 8 primary shorted DTC 2324: Spark coil 9 primary open or short to ground DTC 2325: Spark coil 9 primary shorted DTC 2327: Spark coil 10 primary open or short to ground DTC 2328: Spark coil 10 primary shorted DTC 617: Start relay coil short to power DTC 616: Start relay ground short DTC 615: Start relay coil open DTC 1311: Cylinder 1 misfire detected DTC 301: Cylinder 1 emissions/catalyst damaging misfire DTC 1312: Cylinder 2 misfire detected DTC 302: Cylinder 2 emissions/catalyst damaging misfire DTC 1313: Cylinder 3 misfire detected DTC 303: Cylinder 3 emissions/catalyst damaging misfire DTC 1314: Cylinder 4 misfire detected

925 926 926 1079 1079 1079 1080 1080 1127 1127 1192 1192 1213 1213 1213 1239 1268 1268 1269 1269 1270 1270 1271 1271 1272 1272 1273 1273 1274 1274 1275 1275 1276 1276 1277 1277 1321 1321 1321 1323 1323 1324 1324 1325 1325 1326

5 3 5 3 4 31 3 4 3 4 3 4 3 4 5 7 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 5 6 3 4 5 11 31 11 31 11 31 11

SM 1056

00(L-PSI 4X)-5-60

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI (3 of 4) DTC Set 2 Description DTC 304: Cylinder 4 emissions/catalyst damaging m DTC 1315: Cylinder 5 misfire detected DTC 305: Cylinder 5 emissions/catalyst damaging m DTC 1316: Cylinder 6 misfire detected DTC 306: Cylinder 6 emissions/catalyst damaging m DTC 1317: Cylinder 7 misfire detected DTC 307: Cylinder 7 emissions/catalyst damaging m DTC 1318: Cylinder 8 misfire detected DTC 308: Cylinder 8 emissions/catalyst damaging m DTC 628: Fuel-pump high-side open or short to grou DTC 629: Fuel-pump high-side short to power DTC 629: Fuel pump relay coil short to power DTC 628: Fuel pump relay control ground short DTC 627: Fuel pump relay coil open DTC 1625: J1939 shutdown request DTC 687: Power relay coil short to power DTC 686: Power relay ground short DTC 685: Power relay coil open DTC 234: Boost control overboost failure DTC 299: Boost control underboost failure DTC 236: TIP active DTC 1666: PWM8 short to power DTC 1665: PWM8 open / ground short DTC 1670: PWM9 short to power DTC 1669: PWM9 open / ground short DTC 8906: UEGO return voltage shorted high DTC 8907: UEGO return voltage shorted low DTC 8910: UEGO sense cell voltage high DTC 8911: UEGO sense cell voltage low DTC 8908: UEGO pump voltage shorted high DTC 8909: UEGO pump voltage shorted low DTC 8904: UEGO cal resistor voltage high DTC 8905: UEGO cal resistor voltage low DTC 8901: UEGO microprocessor internal fault DTC 8916: UEGO sense cell impedance high DTC 8902: UEGO heater supply high voltage DTC 8903: UEGO heater supply low voltage DTC 8914: UEGO sense cell slow to warm up DTC 8917: UEGO pump cell impedance high DTC 8918: UEGO pump cell impedance low DTC 8912: UEGO pump voltage at high drive limit DTC 8913: UEGO pump voltage at low drive limit DTC 8915: UEGO pump cell slow to warm up DTC 171: Adaptive-learn gasoline bank1 high DTC 172: Adaptive-learn gasoline bank1 low DTC 174: Adaptive-learn gasoline bank2 high

SPN-2 FMI-2 Description 1326 31 DTC 175: Adaptive-learn gasoline bank2 low 1327 11 DTC 1161: Adaptive-learn LPG high 1327 31 DTC 1162: Adaptive-learn LPG low 1328 11 DTC 1163: Adaptive-learn NG high 1328 31 DTC 1164: Adaptive-learn NG low 1329 11 DTC 1155: Closed-loop gasoline bank1 high 1329 31 DTC 1156: Closed-loop gasoline bank1 low 1330 11 DTC 1157: Closed-loop gasoline bank2 high 1330 31 DTC 1158: Closed-loop gasoline bank2 low 1347 5 DTC 1151: Closed-loop LPG high 1347 6 DTC 1152: Closed-loop LPG low 1348 3 DTC 1153: Closed-loop NG high 1348 4 DTC 1154: Closed-loop NG low 1348 5 DTC 154: EGO2 open / lazy 1384 31 DTC 140: EGO3 open / lazy 1485 3 DTC 160: EGO4 open / lazy 1485 4 DTC 420: Catalyst inactive on gasoline (Bank 1) 1485 5 DTC 430: Catalyst inactive on gasoline (Bank 2) 1692 0 DTC 1165: Catalyst inactive on LPG 1692 1 DTC 1166: Catalyst inactive on NG 1692 2 DTC 1515: AUX analog Pull-Down 1 high voltage 2646 3 DTC 1516: AUX analog Pull-Down 1 low voltage 2646 5 DTC 1511: AUX analog Pull-Up 1 high voltage 2647 3 DTC 1512: AUX analog Pull-Up 1 low voltage 2647 5 DTC 1513: AUX analog Pull-Up 2 high voltage 3056 3 DTC 1514: AUX analog Pull-Up 2 low voltage 3056 4 DTC 1517: AUX analog Pull-Up 3 high voltage 3217 3 DTC 1518: AUX analog Pull-Up 3 low voltage 3217 4 DTC 1541: AUX analog Pull-Up/Down 1 high voltage 3218 3 DTC 1542: AUX analog Pull-Up/Down 1 low voltage 3218 4 DTC 1543: AUX analog Pull-Up/Down 2 high voltage 3221 3 DTC 1544: AUX analog Pull-Up/Down 2 low voltage 3221 4 DTC 1545: AUX analog Pull-Up/Down 3 high voltage 3221 31 DTC 1546: AUX analog Pull-Up/Down 3 low voltage 3222 0 DTC 1551: AUX digital 1 high voltage 3222 3 DTC 1552: AUX digital 1 low voltage 3222 4 DTC 1553: AUX digital 2 high voltage 3222 10 DTC 1554: AUX digital 2 low voltage 3225 0 DTC 1555: AUX digital 3 high voltage 3225 1 DTC 1555: Water Intrusion Detection 3225 3 DTC 1556: AUX digital 3 low voltage 3225 4 DTC 916: Shift actuator feedback out-of-range 3225 10 DTC 919: Shift unable to reach desired gear 520200 0 DTC 920: Shift actuator or drive circuit failed 520200 1 DTC 1639: PWM5 open / ground short 520201 0 DTC 1640: PWM5 short to power

SM 1056

DTC Set 2 SPN-2 520201 520202 520202 520203 520203 520204 520204 520205 520205 520206 520206 520207 520207 520208 520209 520210 520211 520212 520213 520214 520215 520215 520216 520216 520217 520217 520218 520218 520219 520219 520220 520220 520221 520221 520222 520222 520223 520223 520224 520224 520224 520226 520226 520226 520230 520230

FMI-2 1 0 1 0 1 0 1 0 1 0 1 0 1 10 10 10 10 10 10 10 3 4 3 4 3 4 3 4 3 4 3 4 3 4 3 4 3 4 3 3 4 3 7 31 5 6

00(L-PSI 4X)-5-61

GROUP 00(L-PSI 4X), ENGINE

DIAGNOSTIC TROUBLE CODE (DTC) CHART – SORTED BY SPN:FMI 4 of 4) DTC Set 2 Description DTC 188: Gaseous fuel temperature sender high vol DTC 187: Gaseous fuel temperature sender low volta DTC 331: Knock2 excessive or erratic signal DTC 332: Knock2 sensor open or not present DTC 2120: FPP1 invalid voltage and FPP2 disagrees DTC 2125: FPP2 invalid voltage and FPP1 disagrees DTC 1122: FPP1/2 do not match each other or IVS ( DTC 223: TPS2 voltage high DTC 222: TPS2 voltage low DTC 509: IAC coil open/short DTC 508: IAC ground short DTC 1171: MegaJector delivery pressure higher than DTC 1172: MegaJector delivery pressure lower than DTC 1174: MegaJector voltage supply high DTC 1175: MegaJector voltage supply low DTC 1176: MegaJector internal actuator fault detecti DTC 1177: MegaJector internal circuitry fault detectio DTC 1178: MegaJector internal comm fault detection DTC 1173: MegaJector comm lost DTC 1531: Gov1/2/3 interlock failure DTC 1182: Fuel impurity level high DTC 11: Intake cam / distributor position error DTC 24: Exhaust cam position error DTC 1183: MegaJector autozero / lockoff failure

SPN-2 520240 520240 520241 520241 520250 520250 520250 520251 520251 520252 520252 520260 520260 520260 520260 520260 520260 520260 520260 520270 520401 520800 520801 520803

FMI-2 3 4 2 4 31 31 31 3 4 5 6 0 1 3 4 12 12 12 31 31 0 7 7 31

SM 1056

00(L-PSI 4X)-5-62

GROUP 00(L-PSI 4X), ENGINE OBD System Check/MIL (Malfunction Indicator Lamp)

Circuit Description The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an engine or fuel system related problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON.

SM 1056

00(L-PSI 4X)-5-63

GROUP 00(L-PSI 4X), ENGINE OBD System Check Step

Action

Key ON engine Off.

• Start the engine • Does the MIL Lamp Turn off?

• Key ON engine OFF. • Check for voltage between MIL power source and engine ground.

Value(s)

Yes

Go to Step (2)

Go to Step (3)

MIL is working properly. OBD System Check is complete.

Go to Step (10)

Go to Step (4)

Repair MIL voltage source. Refer to OEM body and chassis wiring diagrams .

Go to Step (1)

Go to Step (5)

Go to Step (6)

Go to Step (8)

Repair the circuit as nec-essary. Refer to wiring repairs section in the manual.

Go to Step (7)

Go to Step (1)

Go to Step (9)

Repair the open circuit

Repair the damaged socket or terminal as required

Repair the wire harness open circuit as nec-essary

Repair the shorted ground circuit as necessary. Refer to wiring repairs in en-gine electrical

Go to Step (7)

Do you have voltage? 4

• Replace the MIL Lamp. Did that solve the problem? • Key OFF. • Disconnect ECM wire harness connector . • Using a DVOM check for continuity between MIL side of the customer interface connector and ECM pin 80. Do you have continuity?

• Inspect the MIL lamp socket, the customer interface connector, and ECM pin 80 for damage, corrosion, or contamination. Did you find a problem?

• Replace ECM Is the replacement complete? • Backprobe both MIL and ECM side of termi-nal G at the customer interface connector. • Using a DVOM check for continuity through the customer interface connector. Do you have continuity?

• Inspect the MIL lamp socket, customer inter-face connector, and ECM terminal number 80 for damage, corrosion, or contamination. Did you find a problem?

• Active DTC (Diagnostic Trouble Code) is stored in memory. Proceed with DTC diagnosis. If no active DTC is found in ECM memory return to this page step (11)

• Key is off. • Disconnect ECM wire harness connector at customer interface connector • Using a DVOM check for continuity be-tween ECM terminal 80 and battery voltage Do you have continuity?

SM 1056

00(L-PSI 4X)-5-64

GROUP 00(L-PSI 4X), ENGINE Starter Circuit System Diagnostics Step

Action

Value(s)

Yes

Remove the back off of the fuse and relay block assembly. Locate and inspect all wires/terminals for the starter relay circuit. Insure that all crimps are good and that all terminals are completely engaged into the block. Look for push back terminals or bad crimps.

All Okay

Go to Step (2)

Repair the wiring issue.

• Using a DVOM, back probe the starter relay coil terminal 85 to a +12V while cranking the engine Does the DVOM have a 12v signal while cranking?

12V

Go to Step (3)

Check wire from the relay terminal 85 to pin 89 on the ECM. Check all terminals for spread condition or push back. Repair harness.

• Using a DVOM, back probe the starter relay coil terminal 86 to a Ground source while cranking the engine Does the DVOM have a 12v signal while cranking?

12V

Go to Step (4)

Go to Step (6)

• Using a DVOM, back probe starter relay contact feed terminal 87 to a Ground source Does the DVOM have a 12v signal at all times?

12V

Go to Step (5)

Go to Step (7)

• Using a DVOM, back probe relay contact terminal 30 to a Ground source Does the DVOM have a 12v signal while cranking?

12V

Go to Step (8)

Replace starter relay

• Check terminals at the CIC pin F and terminal 86 at the relay. • Check for continuity between pin F at terminal 86 of the relay Do you have continuity? Are the pins fully seated and not spread?

Yes

Issue with switched 12v supply from OEM. Consult OEM

Repair the wiring issue.

• Check circuit between terminal 87 and the 20A starter fuse. • Check for pushed back pins, broken or cracked fuses. Did the circuit have a fault between terminal 87 and the 20A fuse?

Repair the fault in the circuit

Possible internal harness issue.

• Check circuit between terminal 30 at the relay and the starter solenoid • Check terminal 30 for spread terminals and pushback Is the circuit between terminal 30 and the starter okay?

Replace Starter

Repair the wiring issue.

SM 1056

00(L-PSI 4X)-5-65

GROUP 00(L-PSI 4X), ENGINE HVS Ignition Control System Diagnostics 4.3L, 5.0L, 5.7L - SHOWN BELOW

Before using the Ignition Control Diagnostic chart be sure to check the following items: Spark plug wires: Be sure spark plug wires are in good condition. Check for cuts, breaks, burns, hardness or swelling. LPG fuel requires much higher peak firing voltages compared to gasoline. Check spark pug electrical continuity using a DVOM. Wires should ohm out to no more than 1,000 ohms per foot of wire length. Distributor cap and rotor: Check the cap and rotor assembly for moisture, corrosion or carbon tracking. The ignition timing is not adjustable. Turning the distributor assembly will not change the ignition timing, but will alter the rotor phase. Wipe away dust and debris from the ignition coil tower. System power fuses: Check the system power fuses. These sources supply the ignition coil and module system power. Check that the power and ground terminals are clean and in the proper location.

SM 1056

00(L-PSI 4X)-5-66

GROUP 00(L-PSI 4X), ENGINE Ignition Control System Diagnostic Chart Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Crank the engine and observe the engine speed signal on the DST Is the value greater than the specified value?

125 RPM

Go to Step (5)

Go to Step (3)

• Check the DST for historical code sets. (Always diagnose and repair codes with the lowest numerical value first). • Run the diagnostic chart for DTC 337 Did you find and correct the problem?

Go to Step (16)

Go to Step (4)

• Run the diagnostic chart for DTC 342 Did you find and correct the problem?

Go to Step (16)

Go to Step (5)

• Disconnect the ignition module connector C011 • Using an LED type test lamp check for a signal between the ignition module connector pin B and battery positive • Crank the engine Does the LED test lamp flash while cranking the engine?

Go to Step (6)

Go to Step (10)

• Using a DVOM check for power between the ignition module connector pin A and engine ground Do you have power?

Go to Step (7)

Repair the system power circuit. Check all system fuses and power relay connections

• Disconnect the ignition coil connector C009 • Using a digital LED test lamp check for a signal between the ignition coil connector pin B and battery positive • Crank the engine Does the LED test lamp flash while cranking the engine?

Go to Step(8)

Go to Step (13)

• Using a DVOM check for voltage between the ignition coil connector pin A and engine ground System voltage Does the DVOM show voltage?

Go to Step (9)

Repair the system power circuit. Check all system fuses and power relay connections

Go to Step (16)

Go to Step (11)

Repair the open ignition control circuit. See wiring harness repair section.

• Replace the ignition coil Is the replacement complete? • Key OFF • Disconnect the ECM connector C001 • Using a DVOM check for continuity between ignition module connector pin B and ECM connector pin 31 Do you have continuity between them?

SM 1056

00(L-PSI 4X)-5-67

GROUP 00(L-PSI 4X), ENGINE Ignition Control System Diagnostic Chart Step

Action

• Using a DVOM check for continuity between ignition module connector pin B and engine ground Do you have continuity between them?

• Replace ECM Is the replacement complete?

• Disconnect coil. Using a DVOM check for continuity between the ignition module connector pin C and engine ground Do you have continuity?

Value(s)

Yes

Repair the shorted to ground ignition control circuit. See wiring harness repair section.

Go to Step (12)

Go to Step (16)

Go to Step (14)

Repair the open ignition module ground circuit. See wring harness repair.

• Using a DVOM check for continuity between the ignition module connector pin D and ignition coil connector pin B Do you have continuity?

Go to Step (15)

Repair the open ignition module circuit. See wring harness repair.

• Replace the ignition module. Is the replacement complete?

Go to Step (16)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-68

GROUP 00(L-PSI 4X), ENGINE DTC 11 – Intake cam / distributor position error (SPN 520800:FMI 7)

Conditions for setting the DTC • Camshaft Position sensor • Check Condition- Engine cranking • Fault Condition- Engine RPM’s greater than 2,000 and difference between the desired CAM position and actual CAM position is greater than 30 CAD • MIL Command-ON

Circuit Description The CAM position sensor is utilized to distinguish the cylinder event (compression or exhaust), thus making the cylinder identification available to the ECM. The camshaft position sensor is a 3 wire hall effect sensor. One wire for current feed (5v), one for ground, and one for the output signal (CAM 1). The sensor must have a good 5v reference and ground to operate properly. The CAM position and CAM Position desired value is displayed on the “TESTS” page in the GCP display software. This code will set when these two values are more than 30 CAD BTDC apart. To change the CAM position you should rotate the distributor. If rotating the distributor does not correct the issue you should troubleshoot sensor, wiring, and ECM for issues.

SM 1056

00(L-PSI 4X)-5-69

GROUP 00(L-PSI 4X), ENGINE DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8) 4.3L, 5.0 & 5.7L - SHOWN BELOW

Conditions for setting the DTC • Crankshaft Position sensor • Check Condition- Engine cranking • Fault Condition- Cranking rpm above 90 and more than 4 cranking revolutions without synchronization Adaptive Disabled • MIL Command-ON

Circuit Description The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. This fault will set if the ECM detects cranking revolutions without synchronization of the CMP and CKP sensors. Reversed sensor wires, poor wire connections or a faulty system ground are most frequently the cause of this code set.

SM 1056

00(L-PSI 4X)-5-70

GROUP 00(L-PSI 4X), ENGINE DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8) Step

Action

Did you perform the On-Board (OBD) System Check?

• Check that the ECM ground terminals C010, C022 and C023 are clean and tight Are the ground terminals clean and tight?

• Key On, Engine OFF • Disconnect the CKP (Crankshaft position) Sensor connector C015 • Using A DVOM check for voltage at the CKP sensor connector pin 1 and engine ground

Value(s)

5.0 volts

Yes

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

(CHECK THIS BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin 2 and ECM connector pin 22 Do you have continuity between them?

• Using a DVOM check for continuity between CKP connector pin 3 and ECM connector pin 21 Do you have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect the CKP connector C015 terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 19, 21 and 22 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CKP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-71

GROUP 00(L-PSI 4X), ENGINE DTC 16-Never Crank Synchronized at Start (SPN 636:FMI 8) Step

Action

Value(s)

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-16 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-16 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-72

GROUP 00(L-PSI 4X), ENGINE DTC 87 – Fuel Pressure Low (SPN 87:FMI 1)

Conditions for setting the DTC • • • •

Fuel Pressure is less than 55 psia Fault must be active for 3.0 seconds to activate DTC MIL light on during fault Forced idle is enabled

Circuit Description This engine is equipped with a fuel injector rail that does not have a pressure regulator or a return circuit to the fuel tank. Fuel pressure for this engine is regulated by the engine’s ECM. The ECM receives fuel pressure and temperature feedback from the gasoline fuel sensor manifold and uses this information to control the ground side of the fuel pump. Fuel pressure is regulated by the ECM pulse width modulating (PWM) the fuel pump. The fuel pressure and temperature sensor manifold has a return or “bleed” circuit that connects back to the equipment fuel tank. This circuit is used to bleed off any vapor that develops in the line and returns a small amount of fuel to the tank. The fuel comes from the fuel tank and passes through the fuel pump. Fuel exits the fuel pump, passes through the filter and then enters the fuel pressure and temperature manifold assembly. Fuel flows through the feed circuit and is delivered to the fuel injector rail. Fuel that enters the bleed circuits through the by-pass valve in the manifold is returned to the fuel tank.

SM 1056

00(L-PSI 4X)-5-73

GROUP 00(L-PSI 4X), ENGINE DTC 87 – Fuel Pressure Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Intermittent problem. Go to intermittent section

Go to Step (4)

Go to Step (5)

• Key On • DST (Diagnostic Scan Tool) connected 2

On the FAULTS page, check the value for fuel rail 55 psia or less? pressure. Does the DST display 55 psia or less?

• Check the fuel pressure using a manual fuel pressure gauge 55 psia or less? Does the manual gauge display 55 psi or less?

• Check for an open in the fuel pump ground circuit (OEM supplied) Is there an open in the ground circuit?

Repair the open circuit

Go to Step (6)

• Jumper pins C and D at the fuel pressure sensor connector • Monitor the FRP_Raw volts on the VOLTAGE page. Does FRP_Raw display 5 volts?

Replace the Fuel pressure Sensor

Repair the wiring between the fuel pump pressure sensor and the ECM

• Check the OEM fuel hoses for proper installation and routing • Check the OEM fuel hoses for blockages Were the OEM fuel hoses improperly installed or have a blockage?

Repair the OEM fuel hose issue

Replace ECM

5 volts

SM 1056

00(L-PSI 4X)-5-74

GROUP 00(L-PSI 4X), ENGINE DTC 88 – Fuel Pressure High (SPN 94:FMI 0)

Conditions for setting the DTC • • • •

Fuel Pressure is greater than 90 psia Fault must be active for 3.0 seconds to activate DTC MIL light on during fault Forced idle is enabled

SM 1056

00(L-PSI 4X)-5-75

GROUP 00(L-PSI 4X), ENGINE DTC 88 – Fuel Pressure High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

90 psia or greater

Go to Step (3)

Intermittent problem. Go to intermittent section

90 psia or greater

Go to Step (4)

Go to Step (5)

• Key On • DST (Diagnostic Scan Tool) connected 2

On the FAULTS page, check the value for fuel rail pressure. Does the DST display 90 psia or greater?

• Check the fuel pressure using a manual fuel pressure gauge from the CKP sensor while cranking the engine. Does the manual gauge display 90 psi or greater?

• Check for a short to ground in the fuel pump ground circuit (OEM supplied) Is the ground circuit shorted to a ground?

Repair the short to ground

Go to Step (6)

• Jumper pins C and D at the fuel pressure sensor connector • Monitor the FRP_Raw volts on the VOLTAGE page. Does FRP_Raw display 5 volts?

Replace the Fuel pressure Sensor

Repair the wiring between the fuel pump pressure sensor and the ECM

• Check the OEM fuel hoses for proper installation and routing • Check the OEM fuel hoses for blockages Were the OEM fuel hoses improperly installed or have a blockage?

Repair the OEM fuel hose issue

Replace ECM

5 volts

SM 1056

00(L-PSI 4X)-5-76

GROUP 00(L-PSI 4X), ENGINE DTC 107-MAP Low Voltage (SPN 106:FMI 4)

Conditions for Setting the DTC • • • • • •

Manifold Absolute Pressure Sensor Check Condition-Engine cranking or running Fault Condition-MAP voltage less than 0.050 with throttle position greater than 2.0% and engine RPM less than 3000. MIL-ON Adaptive-Disabled Fueling is based on RPM and TPS Limp-Home Condition during this fault.

Circuit Description The Manifold Absolute Pressure sensor is a pressure transducer connected to the intake manifold. It is used to measure the pressure of air in the manifold prior to induction. The pressure reading is used in conjunction with other inputs to estimate the airflow rate to the engine, which determines the fuel flow rate. This fault will set if the MAP voltage is less than 0.050 with TPS greater than 2% and engine RPM is less than 3000. The Adaptive Learn will be disabled for the remainder of the key on cycle and the MIL command is on.

SM 1056

00(L-PSI 4X)-5-77

GROUP 00(L-PSI 4X), ENGINE DTC 107-MAP Low Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine running. • DSC (Diagnostic Scan Tool) connected in System Data Mode Does DST display MAP voltage of 0.050 or less with the engine running below 3000 rpm and TPS above 2.0 %?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the MAP sensor connector C006 from the wiring harness • Jump the 5 volt reference pin 3 and MAP signal circuit pin 4 together • Key ON Does the DST display MAP voltage of 4.5 volts or greater?

Go to Step (4)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (17)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (13)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect MAP connector and pins for corrosion, contamination or mechanical damage Any problems found?

• Key OFF • Disconnect ECM connector C001 • Check for continuity between MAP sensor connector signal pin 4 and ECM MAP signal pin 7. Do you have continuity between them? • Check for continuity between MAP sensor connector 5 volt supply signal pin 3 and ECM 5 volt supply pin 19 Do you have continuity between them? • Check for continuity between MAP sensor connector ground pin 1 and ECM sensor ground pin 20 Do you have continuity between them?

• Probe MAP connector signal circuit pin 4 with a test light connected to battery voltage. Does the DST display MAP voltage of 4.0 or greater?

• Key OFF • Disconnect ECM connector • Check for continuity between MAP sensor connector pin 3 and ECM 5 volt pin 19. Do you have continuity between them?

SM 1056

00(L-PSI 4X)-5-78

GROUP 00(L-PSI 4X), ENGINE DTC 107-MAP Low Voltage Step

Action

• Check for continuity between MAP sensor connector 5 volt reference pin 3 and engine ground Do you have continuity?

16 17

• Inspect ECM and MAP wire harness connector and terminal for corrosion, contamination or mechanical damage Any problems found? • Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete? • Disconnect ECM connector • Check for continuity between MAP sensor connector signal circuit pin 4 and ECM signal pin 7. Do you have continuity between them? • Check for continuity between MAP sensor connector signal pin 4 and engine ground Do you have continuity?

• Inspect ECM connector and wire harness connector terminals for corrosion, contamination or mechanical damage Any problems found? • Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete? • Replace MAP sensor Is the replacement complete? • Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-107 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical. Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

Go to Step (16)

Go to Step (17)

Go to Step (14)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical. Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (15)

Go to Step (16)

Go to Step (18)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-79

GROUP 00(L-PSI 4X), ENGINE DTC 108-MAP High Pressure (SPN 106:FMI 16)

Conditions for Setting the DTC • • • • •

MAP pressure test Check condition-engine running Fault Condition-MAP greater than 17.00 psia with TPS less than 10% and engine rpm greater than 800. MIL-ON Adaptive-disabled

Circuit Description The MAP (Manifold Absolute Pressure) is estimated from the MAP sensor. The MAP pressure value is used for fuel, airflow and spark calculations. This fault will set in the event the MAP value is greater than 17.00 psia when the TPS is less than 10% with engine rpm greater than 800.

SM 1056

00(L-PSI 4X)-5-80

GROUP 00(L-PSI 4X), ENGINE DTC 108-MAP High Pressure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine running at full operating temperature. • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display MAP pressure of 17 psia or greater with the engine running above 800 rpm with a TPS value less than 10%?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the MAP sensor connector C006 • Key ON Does the DST display MAP pressure less than 0.05 psia?

Go to Step (4)

Go to Step (6)

• Probe MAP connector ground pin 1 with a test light connected to battery voltage. Does the test light come on?

Go to Step (5)

Go to Step (8)

• Check MAP mechanical vacuum connection for correct mounting or possible damage causing leakage. Is the MAP sensor mechanical connection OK?

Go to Step (6)

Go to Step (10)

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

Go to Step (9)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Key OFF • Disconnect ECM connector and inspect terminals for damage corrosion or contamination. Is the connection OK? • Replace MAP sensor. Is the repair complete? • Disconnect ECM connector and check for continuity between MAP connector sensor ground pin 1 and ECM sensor ground pin 20. Do you have continuity between them?

• Correct MAP mechanical connection Has the MAP mechanical connection problem been corrected?

Go to Step (11)

• Replace MAP sensor Is the replacement complete?

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-81

GROUP 00(L-PSI 4X), ENGINE DTC 108-MAP High Pressure Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-108 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-82

GROUP 00(L-PSI 4X), ENGINE DTC 111-IAT Higher Than Expected 1 (SPN 105:FMI 15)

Conditions for Setting the DTC • • • • • • •

Intake Air Temperature Check Condition-Engine Running Fault Condition-Intake Air Temperature greater than 200 degrees F. with engine rpm greater than 700 Condition must be present for a minimum of 60 seconds MIL-ON Adaptive-Disabled during active fault Derate level 1 will occur

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the air intake manifold of the engine. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This fault will set if the Intake Air Temperature is greater than 200 degrees F. with engine speed greater than 700 rpm. The engine will go into a level 1 derate mode to prevent engine damage.

Diagnostic Aid This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a problem with the inlet air system. • Ensure that the air inlet is not obstructed, modified or damaged. • Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system • If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

SM 1056

00(L-PSI 4X)-5-83

GROUP 00(L-PSI 4X), ENGINE DTC 112-IAT Low Voltage (SPN 105:FMI 4)

Conditions for Setting the DTC • • • • •

Intake Air Temperature Check Condition Engine Cranking or Running Fault Condition-IAT Sensor Voltage less than 0.050 MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is less than 0.050 volts for 1 second anytime the engine is cranking or running. The ECM will use the default value for the IAT sensor in the event of this fault.

SM 1056

00(L-PSI 4X)-5-84

GROUP 00(L-PSI 4X), ENGINE DTC 112-IAT Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display IAT voltage of 0.050 or less?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the TMAP sensor connector. • Key ON Does the DST display IAT voltage of 4.90 volts or greater?

Go to Step (4)

Go to Step (5)

• Replace TMAP sensor. Is the replacement complete?

Go to Step (9)

• Key OFF • Disconnect ECM wire harness connector C001 • Check for continuity between TMAP sensor connector ground pin 1 and TMAP sensor connector signal pin 2 Do you have continuity between them?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Check for continuity between TMAP sensor connector signal circuit pin 2 and engine ground. Do you have continuity?

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-112 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-85

GROUP 00(L-PSI 4X), ENGINE DTC 113-IAT High Voltage (SPN 105:FMI 3)

Conditions for Setting the DTC • • • • •

Intake Air Temperature Check Condition-Engine Running Fault Condition-IAT Sensor Voltage greater than 4.950 volts MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP is located in the engine’s air intake or intake manifold.. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads higher voltage, and lower when warm. This fault will set if the signal voltage is greater than 4.950 volts for 1 second or longer. The ECM will use a default value for the IAT sensor in the event of this fault.

SM 1056

00(L-PSI 4X)-5-86

GROUP 00(L-PSI 4X), ENGINE DTC 113-IAT Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display IAT voltage of 4.950 or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the TMAP sensor connector C006 and jump pins 1 and 2 together • Key ON Does the DST display IAT voltage of 0.1 volts or less?

Go to Step (9)

Go to Step (4)

• Key OFF • Jump TMAP sensor connector signal pin 2 to engine ground • Key ON Does DST display IAT voltage of 0.1 volts or less?

Go to Step (7)

Go to Step (6)

• Replace TMAP sensor. Is the replacement complete?

Go to Step (11)

• Key OFF • Disconnect the ECM wire harness connector C001. • Check for continuity between TMAP sensor connector signal pin 2 and ECM IAT signal pin 39 Do you have continuity between them?

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

• Re-check wire harness and TMAP sensor connector for damage corrosion or contamination Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Re-check wire harness and TMAP sensor connectors for damage corrosion or contamination Any problems found?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Check for continuity between TMAP sensor connector ground circuit pin 1 and ECM sensor ground circuit pin 20 Do you have continuity between them? • Replace the ECM. Is the replacement complete?

SM 1056

00(L-PSI 4X)-5-87

GROUP 00(L-PSI 4X), ENGINE DTC 113-IAT Voltage High Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-113 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-88

GROUP 00(L-PSI 4X), ENGINE DTC 116-ECT Higher Than Expected 1 (SPN 110:FMI 15)

Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-Engine Coolant Temperature reading or estimate greater than 236 degrees F. for greater than 20 seconds • MIL-On • Power derate (level 1) • Adaptive-Disabled during active fault

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds 236 degrees F. for more than 20 seconds. Power derate level one will be enforced during this fault limiting the maximum throttle position to 50%.

SM 1056

00(L-PSI 4X)-5-89

GROUP 00(L-PSI 4X), ENGINE DTC 116-ECT Higher Than Expected 1 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Warm engine to normal operating temperature, then run the engine above 1200 rpm for at least 60 seconds

Go to Step (3)

Does the DST display ECT temperture of 236 degrees F or greater?

Verify with a temperature gauge that the engine coolant is over 236 degrees F. Does the temperature gauge indicated 236 degrees F. or greater? Verify ECT Circuit function. Follow diagnostic test procedure for DTC 217 (ECT Higher than expected 2)

Repair cooling system.

SM 1056

00(L-PSI 4X)-5-90

GROUP 00(L-PSI 4X), ENGINE DTC 117-ECT/CHT Low Voltage (SPN 110:FMI 4)

Conditions for Setting the DTC • • • • •

Engine Coolant Temperature Check Condition-Engine Running Fault Condition-ECT sensor voltage less than 0.050 MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant passage. It is used for the engine airflow calculation, cold fuel enrichment and to enable other temperature dependant features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm (see table). This fault will set if the signal voltage is less than 0.050 volts for any period longer than 1 second. The ECM will use a default value for the ECT sensor in the event of this fault.

Temp (deg F)

Ohms +/-10%

242.4

101

231.9

121

211.6

175

201.4

209

181.9

302

163.1

434

144.9

625

127.4

901

102.4

1,556

78.9

2,689

49.9

5,576

23.5

11,562

-5.7

28,770

-21.2

49,715

-30.8

71,589

-40.0

99,301

SM 1056

00(L-PSI 4X)-5-91

GROUP 00(L-PSI 4X), ENGINE DTC 117-ECT/CHT Low Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display ECT voltage of 0.050 or less?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECT wire harness connector C007 • Key ON Does the DST display ECT voltage of 4.90 volts or greater?

Go to Step (4)

Go to Step (5)

• Replace ECT sensor. Is the replacement complete?

Go to Step (8)

• Key OFF • Disconnect ECM wire harness connector C001 • Check for continuity between ECT sensor connector signal pin A and ECT sensor ground pin B Do you have continuity between them?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Check for continuity between ECT sensor connector signal circuit pin A and engine ground. Do you have continuity?

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-117 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-92

GROUP 00(L-PSI 4X), ENGINE DTC 118-ECT/CHT High Voltage (SPN 110:FMI 3)

Conditions for Setting the DTC • • • • •

Engine Coolant Temperature Check Condition-Engine Running Fault Condition-ECT sensor voltage exceeds 4.950 volts MIL-ON during active fault Adaptive-Disabled

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant passage. It is used for the engine airflow calculation, cold fuel enrichment and to enable other temperature dependant features. The ECM provides a voltage divider circuit so that when the coolant is cool, the signal reads higher voltage, and lower when warm (see table). This fault will set if the signal voltage is greater than 4.950 volts anytime the engine is running. The ECM will use a default value for the ECT sensor in the event of this fault.

Temp (deg F)

Ohms +/-10%

242.4

101

231.9

121

211.6

175

201.4

209

181.9

302

163.1

434

144.9

625

127.4

901

102.4

1,556

78.9

2,689

49.9

5,576

23.5

11,562

-5.7

28,770

-21.2

49,715

-30.8

71,589

-40.0

99,301

SM 1056

00(L-PSI 4X)-5-93

GROUP 00(L-PSI 4X), ENGINE DTC 118-ECT/CHT High Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display ECT voltage of 4.95 or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECT sensor connector C007 and Jump terminals A and B together • Key ON Does the DST display ECT voltage of 0.05 volts or less?

Go to Step (4)

Go to Step (8)

• Using a DVOM check the resistance between the See resistance two terminals of the ECT sensor and compare the chart vs. temperature in the resistance reading to the chart DTC 118 cirIs the resistance value correct? cuit description

Go to Step (6)

Go to Step (5)

• Replace ECT sensor. Is the replacement complete?

Go to Step (14)

• Inspect the ECT wire harness connector terminals A and B for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Key OFF • Disconnect ECM wire harness connector C001 • Inspect ECM connector pins 10 and 20 for damage corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer Intermittent probto Wiring Repairs lem Go to Intermittent section in Engine Electrical.

• Jump the ECT signal pin A at the ECT connector to engine ground Does DST display ECT voltage of 0.05 or less?

• Key OFF • Disconnect ECM wire harness connector • Using a DVOM check for continuity between ECT sensor ground pin B and ECM connector pin 20 Do you have continuity between them?

• Inspect ECM connector pins 40 and 20 for damage, corrosion or contamination Did you find a problem?

Go to Step (9)

Go to Step (12)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-94

GROUP 00(L-PSI 4X), ENGINE DTC 118-ECT/CHT High Voltage Step

Action

• Replace ECM Is the replacement complete?

• Key OFF • Disconnect ECM wire harness connector • Using a DVOM check for continuity between ECT connector signal pin A and ECM connector terminal 40 Do you have continuity between them?

• Inspect ECM connector pins 40 and 20 for damage, corrosion or contamination Did you find a problem?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-118 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (14)

Go to Step (13)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-95

GROUP 00(L-PSI 4X), ENGINE DTC 121-TPS 1 Lower Than TPS 2 (SPN 51:FMI 1)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 & 2 Check Condition-Key ON Fault Condition-TPS 1 20% lower than TPS 2 MIL-ON for remainder of key on cycle Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if TPS 1 is 20% (or more) lower than TPS 2. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is on and the engine will shutdown.

SM 1056

00(L-PSI 4X)-5-96

GROUP 00(L-PSI 4X), ENGINE DTC 121-TPS 1 Lower Than TPS 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display more than a 20% difference between TPS 1 and TPS 2 voltage?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (5)

Go to Step (4)

Key OFF Disconnect ECM wiring harness connector C001 Key ON Using a DVOM check for voltage between ECM connector TPS 1 signal pin 5 and engine ground Do you have voltage?

Repair the TPS 1 circuit shorted to voltage as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at connector C017 Does DST display TPS 1 voltage over 4.90 volts

Go to Step (6)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• • • •

Key OFF Disconnect electronic throttle connector C017 Key ON Change DST mode to DBW (drive by wire) test mode Is the voltage for TPS 1 less than 0.1 volts? • • • •

• Inspect wire terminals at throttle connector for damage corrosion or contamination Any problems found?

• Replace the electronic Throttle Is the replacement complete?

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between throttle connector TPS 1 signal pin 6 and ECM connector TPS 1 signal pin 5 Do you have continuity between them?

• Using a DVOM check for continuity between throttle connector signal ground pin 2 and ECM connector signal ground pin 20 Do you have continuity between them? • Inspect ECM connector terminals for damage corrosion or contamination. Any problems found?

Go to Step (12)

Go to Step (9)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-97

GROUP 00(L-PSI 4X), ENGINE DTC 121-TPS 1 Lower Than TPS 2 Step

Action

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-121 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-98

GROUP 00(L-PSI 4X), ENGINE DTC 122-TPS 1 Low Voltage (SPN 51:FMI 4)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 Check Condition-Cranking or Running Fault Condition-TPS sensor less than 0.200 volts MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 1 voltage is less than 0.200 volts. The MIL command is ON and the engine will shut down.

SM 1056

00(L-PSI 4X)-5-99

GROUP 00(L-PSI 4X), ENGINE DTC 122-TPS 1 Low Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive by Wire) throttle test mode Does the DST display TPS 1 voltage of 0.200 volts or less with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 1 voltage Does TPS 1 voltage ever fall below 0.200 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the electronic throttle connector C017 • Jump the 5 volt reference circuit pin 3 and TPS 1 signal circuit pin 6 together at the throttle connector • Key ON Does DST display TPS 1 voltage of 4.0 volts or greater?

Go to Step (7)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check continuity between the electronic throttle connector signal pin 6 and ECM connector TPS 1 signal pin 5 Do have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Replace ECM Is the replacement complete?

Go to Step (9)

• Inspect the throttle wire harness connector terminals for damage, corrosion or contamination Did you find a problem?

• Replace the electronic throttle Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-122 check for any stored codes. Does the engine operate normally with no stored codes?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

Go to Step (9)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-100

GROUP 00(L-PSI 4X), ENGINE DTC 123-TPS 1 High Voltage (SPN 51:FMI 3)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 Check Condition-Cranking or Running Fault Condition-TPS sensor voltage exceeds 4.800 volts MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 1 voltage exceeds 4.800 volts. The MIL command is ON and the engine will shut down.

SM 1056

00(L-PSI 4X)-5-101

GROUP 00(L-PSI 4X), ENGINE DTC 123-TPS 1 High Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected Does the DST display TPS 1 voltage of 4.800 volts or greater with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 1 voltage Does TPS 1 voltage ever fall below 4.800 volts?

Go to Step (4)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector • Key ON Does DST display TPS 1 voltage less than 0.2 volts?

Go to Step (7)

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between TPS 1 signal at the ECM connector pin 5 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

Go to Step (11)

• Back probe sensor ground circuit at the ECM side of the wire harness pin 3 with a test light connected to battery voltage Does the test light come on?

Go to Step (8)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (11)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• • • •

• Inspect the electronic throttle connector terminals for damage, corrosion or contamination Did you find a problem?

• Replace the electronic throttle Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between the electronic throttle connector sensor ground pin 2 and ECM connector TPS 1 sensor ground pin 20 Do have continuity between them?

SM 1056

00(L-PSI 4X)-5-102

GROUP 00(L-PSI 4X), ENGINE DTC 123-TPS 1 High Voltage Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-123 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-103

GROUP 00(L-PSI 4X), ENGINE DTC 127-IAT Higher Than Expected 2 (SPN 105:FMI 0)

Conditions for Setting the DTC • • • • • •

Intake Air Temperature Check Condition-Engine Running Fault Condition-Intake Air Temperature greater than 210 degrees F. with engine speed greater than 700 rpm Fault condition must be active for longer than 120 seconds MIL-ON for active fault Engine will de-rate to 1,400 rpms.

Circuit Description The TMAP is a combined IAT (Intake Air Temperature) and MAP (Manifold Absolute Pressure) sensor. A temperature sensitive resistor is used in the TMAP located in the intake manifold of the engine. It is used to monitor incoming air temperature, and the output in conjunction with other sensors is used to determine the airflow to the engine. The ECM provides a voltage divider circuit so that when the air is cool, the signal reads a higher voltage, and lower when warm. This fault will set if the intake air temperature is greater than 210 degrees F. with engine speed greater than 700 rpm. The MIL light command is on during this active fault and the engine will derate to 1,400 rpms.

Diagnostic Aid • This fault will set when inlet air is much hotter than normal. The most common cause of high inlet air temperature is a problem with the inlet air system. Ensure that the air inlet is not obstructed, modified or damaged. • Inspect the air inlet system for cracks or breaks that may allow unwanted under hood air in to the air inlet system • If none of the above can be found, follow the diagnostic steps for DTC 112-IAT Low Voltage.

SM 1056

00(L-PSI 4X)-5-104

GROUP 00(L-PSI 4X), ENGINE DTC 129-BP Low Pressure (SPN 108: FMI 1)

Conditions for Setting the DTC • • • • •

Barometric Pressure Check Condition-Key ON Fault Condition-BP less than 8.30 psia MIL-ON for active fault Adaptive-Disabled

Circuit Description The BP (Barometric Pressure) is estimated from the TMAP sensor. The barometric pressure value is used for fuel and airflow calculations. This fault sets in the event the BP value is out of the normal range.

SM 1056

00(L-PSI 4X)-5-105

GROUP 00(L-PSI 4X), ENGINE DTC 129-BP Low Pressure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON. • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display BP pressure of 8.30 psia or less?

Go to Step (3)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect the TMAP sensor connector • Jump the 5 volt reference pin 3 and MAP signal pin 4 together • Key ON Does the DST display BP pressure of 16.00 psia or greater?

Go to Step (4)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (17)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (13)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect TMAP connector and wire harness connector terminals for corrosion, contamination or mechanical damage Any problems found? • Key OFF • Disconnect ECM connector C001 • Check for continuity between TMAP sensor connector pin 4 and ECM connector pin 7 Do you have continuity between them? • Check for continuity between TMAP sensor connector 5 volt supply pin 3 and ECM connector pin 19 Do you have continuity between them? • Check for continuity between TMAP sensor connector ground pin 1 and ECM connector pin 20 Do you have continuity between them?

• Remove the Jumper that was installed during step 3 • Probe TMAP connector signal circuit pin 4 with a test light connected to battery voltage Does the DST display BP pressure of 16.00 psia or greater?

• Key OFF • Disconnect ECM connector C001 • Check for continuity between TMAP sensor connector pin 3 and ECM connector pin 19 Do you have continuity between them?

SM 1056

00(L-PSI 4X)-5-106

GROUP 00(L-PSI 4X), ENGINE DTC 129-BP Low Pressure Step

Action

• Check for continuity between TMAP sensor connector 5 volt reference pin 3 and engine ground Do you have continuity?

• Inspect TMAP and ECM connector pins for corrosion, contamination or mechanical damage Any problems found?

16 17

• Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete? • Disconnect ECM connector C001 • Check for continuity between TMAP sensor connector pin 4 and ECM pin 7 Do you have continuity between them? • Check for continuity between TMAP sensor connector pin 4 and engine ground Do you have continuity?

• Inspect ECM connector and wire harness connector pins for corrosion, contamination or mechanical damage Any problems found? • Replace ECM. Refer to ECM replacement in the Engine Controls Section. Is the replacement complete? • Replace TMAP sensor Is the replacement complete? • Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-129 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical. Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

Go to Step (16)

Go to Step (17)

Go to Step (14)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical. Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (15)

Go to Step (16)

Go to Step (18)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-107

GROUP 00(L-PSI 4X), ENGINE DTC 134-EGO 1 Pre Cat Open/Lazy (SPN 724:FMI 10)

Conditions for Setting the DTC • • • • • •

Heated Oxygen Sensor Check condition-Engine running Fault condition-EGO 1 pre catalyst persistently cold for more than 120 seconds MIL-ON during active fault Adaptive-Disabled during active fault Closed Loop-Disabled during active fault

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the Adaptive multiplier. This fault will set if EGO 1 is cold, nonresponsive, or inactive for more than 120 seconds.

SM 1056

00(L-PSI 4X)-5-108

GROUP 00(L-PSI 4X), ENGINE DTC 134-EGO 1 Pre Cat Open/Lazy Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Run engine to full operating temperature and then idle for a minimum of 2 minutes Does DST display EGO 1 voltage fixed between 0.4 and 0.5 volts after at least 2 minutes of idle run time?

Go to Step (3)

Intermittent problem. See Electrical Section Intermittent Electrical Diagnosis

Go to Step (8)

Go to Step (4)

Go to Step (5)

Repair system power relay open circuit

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between TPS 1 signal at the ECM connector pin 5 and engine ground Do you have voltage?

Go to Step (6)

Repair open heater ground circuit

• Inspect wire harness connector C005 pins B and D and C001 pins 1 and 72 for damage, corrosion or contamination Did You find a problem?

Correct the problem as required see Electrical Section wire harness repair

Go to Step (7)

• Replace ECM Is the replacement complete?

Go to Step (11)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between EGO 1 pin B and ECM connector pin 1 Do you have continuity?

Go to Step (9)

Repair open EGO 1 circuit

• • • •

Key OFF Disconnect EGO 1 connector C005 Key ON Using a DVOM check for voltage between EGO 1 connector pins C and D (Check must be made within 30 seconds or before power relay shuts down) Do you have voltage?

• Key OFF • Using a DVOM check for voltage between EGO 1 connector pin C and engine ground • Key ON (Check must be made within 30 seconds or before power relay shuts down)

System Voltage

Do you have voltage? • • • •

SM 1056

00(L-PSI 4X)-5-109

GROUP 00(L-PSI 4X), ENGINE DTC 134-EGO 1 Pre Cat Open/Lazy Step

Action

Yes

• Using a DVOM check for continuity between EGO 1 pin A and ECM connector pin 20 Do you have continuity?

Value(s)

Go to Step (10)

Repair open EGO 1 signal ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (11)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-134 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-110

GROUP 00(L-PSI 4X), ENGINE DTC 154-EGO 2 Post Cat Open/Lazy (SPN 520208:FMI 10)

Conditions for Setting the DTC • • • • • •

Heated Oxygen Sensor Check condition-Engine running Fault condition-EGO 2 cold persistently more than 120 seconds MIL-ON during active fault and for 1 second after active fault Adaptive-Disabled during active fault Closed Loop-Disabled during active fault

Circuit Description The EGO 2 sensor is used to monitor the efficiency of the catalytic converter. The ECM compares the EGO1 and EGO2 voltage signals to determine this. This fault will set if EGO 2 is cold, non-responsive, or inactive for more than 120 seconds.

SM 1056

00(L-PSI 4X)-5-111

GROUP 00(L-PSI 4X), ENGINE DTC 154-EGO 2 Post Cat Open/Lazy Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Run engine to full operating temperature and then idle for a minimum of 2 minutes Does DST display EGO 2 voltage fixed between 0.4 and 0.5 volts after at least 2 minutes of idle run time?

Go to Step (3)

Intermittent problem. See Electrical Section Intermittent Electrical Diagnosis

Go to Step (8)

Go to Step (4)

Go to Step (5)

Repair system power relay open circuit

• Disconnect ECM connector C001 • Using a DVOM check for continuity between EGO 2 connector pin D and ECM connector pin 73 Do you have continuity?

Go to Step (6)

Repair open heater ground circuit

• Inspect wire harness connector C005 pins C and D and C001 pins 1 and 72 for damage, corrosion or contamination Did You find a problem?

Correct the problem as required see Electrical Section wire harness repair

Go to Step (7)

• Replace ECM Is the replacement complete?

Go to Step (11)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between EGO 2 connector pin B and ECM connector pin 1 Do you have continuity?

Go to Step (9)

Repair open EGO 2 circuit

• Using a DVOM check for continuity between EGO 2 pin A and ECM connector pin 20 Do you have continuity?

Go to Step (10)

Repair open EGO 2 signal ground

• • • •

Key OFF Disconnect EGO 2 connector C005 Key ON Using a DVOM check for voltage between EGO 2 connector pins C and D (Check must be made within 30 seconds or before power relay shuts down) Do you have voltage?

• Key OFF • Using a DVOM check for voltage between EGO 2 connector pin C and engine ground • Key ON (Check must be made within 30 seconds or before power relay shuts down)

System Voltage

Do you have voltage?

SM 1056

00(L-PSI 4X)-5-112

GROUP 00(L-PSI 4X), ENGINE DTC 154-EGO 2 Post Cat Open/Lazy Step

Action

• Replace EGO 2 sensor Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-154 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (11)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-113

GROUP 00(L-PSI 4X), ENGINE DTC 217-ECT Higher Than Expected 2 (SPN 110:FMI 0)

Conditions for Setting the DTC • Engine Coolant Temperature • Check Condition-Engine Running • Fault Condition-Engine Coolant Temperature reading or estimate greater than 250 degrees F. for greater than 5 seconds while engine is above 700 rpms • MIL-On • Engine will derate to 1,400 rpms

Circuit Description The ECT (Engine Coolant Temperature) sensor is a temperature sensitive resistor located in the engine coolant sensor that is located in the coolant passage. The ECT is used for engine airflow calculation, fuel enrichment, and ignition timing control and to enable certain other temperature dependant operations. This code set is designed to help prevent engine damage from overheating. The ECM provides a voltage divider circuit so when the sensor reading is cool the sensor reads higher voltage, and lower when warm. This fault will set when the coolant exceeds 250 degrees F. for more than 5 seconds. Engine shutdown will occur if this code occurs.

SM 1056

00(L-PSI 4X)-5-114

GROUP 00(L-PSI 4X), ENGINE DTC 217-ECT Higher Than Expected 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Warm engine to normal operating temperature, then run the engine above 1200 rpm for at least 60 seconds Does the DST display ECT temperture of 250 degrees F or greater?

Go to Step (3)

Intermittent problem. Go to Intermittent section

Repair cooling system

Go to Step (4)

Verify with a temperature gauge that the engine coolant is over 250 degrees F. Does the temperature gauge indicated 250 degrees F. or greater? Verify ECT Circuit function.

SM 1056

00(L-PSI 4X)-5-115

GROUP 00(L-PSI 4X), ENGINE DTC 219-Max Govern Speed Override (SPN 515:FMI 15)

Conditions for Setting the DTC • • • • •

Max Govern Speed Override Check Condition-Engine Running Fault Condition-Engine rpm greater than 2,850 Fault condition active for 2 or more seconds MIL-ON during active fault

Circuit Description This fault will set anytime the engine rpm exceeds 2,850 for longer than 2 seconds. The MIL command is ON during this active fault

Diagnostic Aid Check for other stored DTC codes before using the following DTC chart for this code set. Always diagnose and repair any existing codes starting with the lowest numerical code first.

SM 1056

00(L-PSI 4X)-5-116

GROUP 00(L-PSI 4X), ENGINE DTC 219-Max Govern Speed Override Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST connected Are any other DTC codes present with DTC 219?

Go to Step (3)

Go to Step (4)

• Diagnose and repair any other DTC codes stored before proceeding with this chart. Have any other DTC codes been diagnosed and repaired?

Go to Step (4)

• Check the service part number on the ECM to ensure the correct calibration is in use Is the Service Part Number Correct?

Go to Step (6)

Go to Step (5)

• Replace ECM with correct service part number Is the replacement complete?

Go to Step (9)

• Check the mechanical operation of the throttle Is the mechanical operation of the throttle OK?

Go to Step (8)

Go to Step (7)

• Correct mechanical operation of the throttle. Refer to Engine & Component section Has the mechanical operation of the throttle been corrected?

Go to Step (9)

• Check engine for large manifold vacuum leaks. Refer to Symptom Diagnostic section Did you find and correct the vacuum leak?

Go to Step (9)

Go to OBD System Check Section

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-219 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-117

GROUP 00(L-PSI 4X), ENGINE DTC 221-TPS 1 Higher Than TPS 2 (SPN 51:FMI 0)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 & 2 Check Condition-Key ON Fault Condition-TPS 1 20% higher than TPS2 MIL-ON for remainder of key on cycle Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and the engine will shutdown.

SM 1056

00(L-PSI 4X)-5-118

GROUP 00(L-PSI 4X), ENGINE DTC 221-TPS 1 Higher Than TPS 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display more than a 20% difference between TPS 1 and TPS 2?

Go to Step (3)

Intermittent problem. Go to Intermittent section

Go to Step (5)

Go to Step (4)

Key OFF Disconnect ECM wiring harness connector C001 Key ON Using a DVOM check for voltage between ECM connector TPS 1 signal pin 5 and engine ground Do you have voltage?

Repair the TPS 1 circuit shorted to voltage as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at connector C017 Does DST display TPS 1 voltage over 4.900 volts?

Go to Step (6)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (12)

Go to Step (9)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (11)

• • • •

Key OFF Disconnect electronic throttle connector C017 Key ON Change DST mode to DBW (drive by wire) test mode Is the voltage for TPS 1 less than 0.1 volts? • • • •

• Inspect wire terminals at throttle connector for damage corrosion or contamination Any problems found?

• Replace the electronic Throttle Is the replacement complete?

• Using a DVOM check for continuity between throttle connector signal ground pin 2 and ECM connector signal ground pin 3 Do you have continuity between them? • Inspect ECM connector terminals for damage corrosion or contamination. Any problems found?

SM 1056

00(L-PSI 4X)-5-119

GROUP 00(L-PSI 4X), ENGINE DTC 221-TPS 1 Higher Than TPS 2 Step

Action

• Replace ECM. Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-221 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-120

GROUP 00(L-PSI 4X), ENGINE DTC 222-TPS 2 Signal Voltage Low (SPN 520251:FMI 4)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 2 Check Condition-Cranking or Running Fault Condition-TPS 2 sensor voltage less than 0.200 volts MIL-ON during active fault Engine will Shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 2 voltage is less than 0.200 volts. The MIL command is ON and engine will shutdown.

SM 1056

00(L-PSI 4X)-5-121

GROUP 00(L-PSI 4X), ENGINE DTC 222-TPS 2 Signal Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive by Wire) throttle test mode Does the DST display TPS 2 voltage of 0.200 volts or less with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 2 voltage Does TPS 2 voltage ever fall below 0.200 volts?

Go to Step (4)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Jumper the 5 volt reference circuit pin 3 and TPS 2 signal circuit pin 5 together at the throttle connector • Key ON Does DST display TPS 2 voltage of 4.0 volts or greater?

Go to Step (7)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check continuity between TPS 2 connector signal pin 5 and ECM connector TPS 2 Signal pin 6 Do have continuity between them?

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Replace ECM Is the replacement complete?

Go to Step (9)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

Go to Step (9)

System OK

Go to OBD System Check

• Inspect the electronic throttle wire harness connector terminals for damage, corrosion or contamination Did you find a problem?

• Replace the electronic throttle Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-222 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-122

GROUP 00(L-PSI 4X), ENGINE DTC 223-TPS 2 Signal Voltage High (SPN 520251:FMI 3)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 2 Check Condition-Cranking or Running Fault Condition-TPS 2 sensor exceeds 4.800 volts MIL-ON during active fault Engine will shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position.TPS1 will read lower voltage when closed and TPS2 will read higher voltage when closed. The TPS1 and TPS2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if the TPS 2 voltage is greater than 4.800 volts. The MIL command is ON. The MIL command is ON and the engine will shutdown.

SM 1056

00(L-PSI 4X)-5-123

GROUP 00(L-PSI 4X), ENGINE DTC 223-TPS 2 Signal Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive by Wire) throttle test mode Does the DST display TPS 2 voltage of 4.800 volts or greater with the throttle closed?

Go to Step (4)

Go to Step (3)

• Slowly depress Foot Pedal while observing TPS 2 voltage Does TPS 2 voltage ever exceed 4.800 volts?

Go to Step (4)

Intermittent problem. Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Key ON Does DST display TPS 2 voltage less than 0.2 volts?

Go to Step (7)

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between electronic throttle connector TPS 2 signal pin 5 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

Go to Step (11)

• Probe sensor ground circuit at the ECM side of the wire harness pin 3 with a test light connected to battery voltage Does the test light come on?

Go to Step (8)

Go to Step (10)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

Go to Step (11)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• • • •

• Inspect the electronic throttle wire harness connector and terminals for damage, corrosion or contamination Did you find a problem?

• Replace electronic throttle Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between throttle connector C017 sensor ground pin 2 and ECM connector sensor ground pin 20 Do have continuity between them?

SM 1056

00(L-PSI 4X)-5-124

GROUP 00(L-PSI 4X), ENGINE DTC 223-TPS 2 Signal Voltage High Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-223 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-125

GROUP 00(L-PSI 4X), ENGINE DTC 261: Injector driver 1 (cyl 1) open or short to ground (SPN 651:FMI 5)

Conditions for Setting the DTC • • • • • •

Injector is in the Off State Low side voltage is less than 4.0 volts Battery voltage is above 9.0 volts MIL Light turned on Closed Loop is disabled while this fault is active Adaptive Learn is disabled while this fault is active.

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a low voltage on the low side during an “injector off” state. This indicates the injector is open or there is a short to ground in the circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification or you get an infinite reading on the DVOM you should replace the injector. If there is a short to ground in the wiring circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-126

GROUP 00(L-PSI 4X), ENGINE DTC 262: Injector driver 1 (Cyl 1) Coil Shorted (SPN 651:FMI 6)

Conditions for Setting the DTC • • • • • •

Injector is in the On State Low side voltage is greater than 4.0 volts Battery voltage is less than 16.0 volts MIL Light turned on Closed Loop is disabled while this fault is active Adaptive Learn is disabled while this fault is active.

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-127

GROUP 00(L-PSI 4X), ENGINE DTC 264: Injector driver 2 (Cyl 6) open or short to ground (SPN 264:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 1056

00(L-PSI 4X)-5-128

GROUP 00(L-PSI 4X), ENGINE DTC 265: Injector driver 2 (Cyl 6) Coil Shorted (SPN:652:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-129

GROUP 00(L-PSI 4X), ENGINE DTC 267: Injector driver 3 (Cyl 5) open or short to ground (SPN 653:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 1056

00(L-PSI 4X)-5-130

GROUP 00(L-PSI 4X), ENGINE DTC 268: Injector driver 3 (Cyl 5) Coil Shorted (SPN 653:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-131

GROUP 00(L-PSI 4X), ENGINE DTC 270: Injector driver 4 (Cyl 4) open or short to ground (SPN 654:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 1056

00(L-PSI 4X)-5-132

GROUP 00(L-PSI 4X), ENGINE DTC 271: Injector driver 4 (Cyl 4) Coil Shorted (SPN 654:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-133

GROUP 00(L-PSI 4X), ENGINE DTC 273: Injector driver 5 (Cyl 3) open or short to ground (SPN 655:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 1056

00(L-PSI 4X)-5-134

GROUP 00(L-PSI 4X), ENGINE DTC 274: Injector driver 5 (Cyl 3) Coil Shorted (SPN 655: FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-135

GROUP 00(L-PSI 4X), ENGINE DTC 276: Injector driver 6 (Cyl 2) open or short to ground (SPN 656:FMI 5)

Conditions for Setting the DTC • • • • • •

SM 1056

00(L-PSI 4X)-5-136

GROUP 00(L-PSI 4X), ENGINE DTC 277: Injector driver 6 (Cyl 2) Coil Shorted (SPN 656:FMI 6)

Conditions for Setting the DTC • • • • • •

Circuit Description The fuel injectors turn on when the GCP provides a ground circuit to the injector. Battery positive is constantly provided through the ignition fuse and the Pink / DK Green wire. Each Injector has a ground side driver assigned to it inside the GCP. The driver number does not match up with the mating cylinder number in each case. The driver is assigned in numerical order according to the engine firing order (4.3L = 1, 6, 5, 4, 3, 2). The ECM is monitoring the low side voltage internally in the ECM. This code will set if it sees a high voltage on the low side during an “injector on” state. This indicates the injector likely has a short circuit internal to the injector. It could also be a result of a short from power to the ground circuit. The technician should check the wiring and the injector resistance. If the resistance is out of specification on the DVOM you should replace the injector. If there is a short from a power circuit to the ground circuit you should repair the faulty circuit in accordance with the recommended wire repair instructions provided in this manual.

SM 1056

00(L-PSI 4X)-5-137

GROUP 00(L-PSI 4X), ENGINE DTC 336-Crank Sync Noise (SPN 636:FMI 2)

Conditions for Setting the DTC • • • • •

Crankshaft Position sensor Check Condition- Engine running Fault Condition- 1 invalid crank re-sync in less than 800 ms Adaptive- Disabled MIL- On during active fault

SM 1056

00(L-PSI 4X)-5-138

GROUP 00(L-PSI 4X), ENGINE DTC 336-Crank Sync Noise Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminals C010, C022 and C023 are clean and tight Are the ground terminals clean and tight?

• Key On, Engine OFF • Disconnect the CKP (Crankshaft position) Sensor connector C015 • Using A DVOM check for voltage at the CKP sensor connector pin 1 and engine ground (CHECK THIS BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin 2 and ECM connector pin 22 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CKP connector pin 3 and ECM connector pin 21 Do you have continuity between them?

• Inspect the CKP connector C015 terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 19, 22, and 21 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CKP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-139

GROUP 00(L-PSI 4X), ENGINE DTC 336-Crank Sync Noise Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-336 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-336 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-140

GROUP 00(L-PSI 4X), ENGINE DTC 337-Crank Loss (SPN 636:FMI 4)

Conditions for Setting the DTC • • • • •

Crankshaft position sensor Check Condition- Engine cranking Fault Condition- 6 cam pulse signals without crankshaft activity MIL- On during active fault Adaptive- Disabled

Circuit Description The Crankshaft position sensor is a 5 volt powered sensor mounted to the lower front engine block. A pulse wheel located on the crankshaft is used to measure engine rpm and its signal is used to synchronize the ignition and fuel systems. The ECM must see a valid Crankshaft position signal while cranking. If no crankshaft signal is present for 6 cam pulses this fault will set.

SM 1056

00(L-PSI 4X)-5-141

GROUP 00(L-PSI 4X), ENGINE DTC 337-Crank Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminals C010, C022 and C023 are clean and tight Are the ground terminals clean and tight?

• Key OFF • Disconnect the CKP (Crankshaft position) Sensor connector C015 • Using A DVOM check for voltage at the CKP sensor connector pin 1 and engine ground (CHECK THIS BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CKP connector pin 2 and ECM connector pin 22 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CKP connector pin 3 and ECM connector pin 21 Do you have continuity between them?

• Inspect the CKP connector C015 terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 19, 22, and 21 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CKP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-142

GROUP 00(L-PSI 4X), ENGINE DTC 337-Crank Loss Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-337 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-337 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-143

GROUP 00(L-PSI 4X), ENGINE DTC 341-Camshaft Sync Noise (SPN 723:FMI 2)

Conditions for Setting the DTC • • • • •

Camshaft position sensor Check Condition-Cranking or Running Fault Condition-1 invalid cam re-sync in 700ms or less Adaptive Learn disabled MIL-ON

Circuit Description The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM detects erroneous pulses from the camshaft position sensor causing invalid cam re-sync. MIL light will become active and Adaptive Learn will be disabled.

SM 1056

00(L-PSI 4X)-5-144

GROUP 00(L-PSI 4X), ENGINE DTC 341-Camshaft Sync Noise Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminal C010 is clean, tight and in the proper location Are the ground terminals clean and tight?

• Key OFF • Disconnect the CMP (Camshaft position) Sensor connector C016 • Using A DVOM check for voltage at the CMP sensor connector pin C and engine ground Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CMP connector pin A and ECM connector pin 24 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CMP connector pin B and ECM connector pin 23 Do you have continuity between them?

• Inspect the CMP connector terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector C001 terminals 4, 23, and 24 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace CMP sensor Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-145

GROUP 00(L-PSI 4X), ENGINE DTC 341-Camshaft Sync Noise Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-341 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-341 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-146

GROUP 00(L-PSI 4X), ENGINE DTC 342-Camshaft Sensor Loss (SPN 723:FMI 4)

Conditions for Setting the DTC • • • • •

CMP (Camshaft Position Sensor) Check Condition-Engine Cranking or Running Fault Condition-No cam pulse in 2.5 cycles with engine speed greater than 100 rpm MIL-ON for active fault Adaptive-Disabled

Circuit Description The CMP (Camshaft Position Sensor) is used to synchronize the fuel and ignition systems. This fault will set if the ECM does not detect a cam pulse in 2.5 engine cycles whenever the engine is greater than 100 rpm. The engine may not run with this fault present.

SM 1056

00(L-PSI 4X)-5-147

GROUP 00(L-PSI 4X), ENGINE DTC 342-Camshaft Sensor Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Check that the ECM ground terminal C010 is clean, tight and in the proper location Is the ground terminal clean tight and in the proper location?

• Key OFF • Disconnect the CMP (Camshaft Position) Sensor connector C016 • Key ON • Using A DVOM check for voltage at the CMP sensor connector pin C and engine ground (RUN THIS VOLTAGE CHECK BEFORE THE POWER RELAY SHUTS OFF) Do you have voltage?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between CMP connector pin A and ECM connector pin 24 Do you have continuity between them?

5.0 volts

• Using a DVOM check for continuity between CMP connector pin B and ECM connector pin 23 Do you have continuity between them?

• Inspect the CMP connector terminals for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Inspect the ECM connector terminals 2, 23 and 24 for damage, corrosion or contamination Did you find a problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (8)

• Replace the CMP Is the replacement complete?

Go to Step (10)

• Replace ECM Is the replacement complete?

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-148

GROUP 00(L-PSI 4X), ENGINE DTC 342-Camshaft Sensor Loss Step

Action

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-342 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

System OK

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-342 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-149

GROUP 00(L-PSI 4X), ENGINE DTC-359 Fuel Run-out Longer Than Expected (SPN 1239:FMI 7)

Conditions for Setting the DTC • • • •

LPG lock-off valve Check Condition-Key OFF Fault Condition-Engine run down time greater than 20 seconds MIL-ON

Circuit Description The LPG lock off valve is supplied system battery power from the VSW fused source. The ECM then provides a path to ground to turn the valve on. This fault will set in the event the engine continues to run for more than 20 seconds after the key is turned off. This fault indicates a possible problem with the electric LPG lock off solenoid.

SM 1056

00(L-PSI 4X)-5-150

GROUP 00(L-PSI 4X), ENGINE DTC-359 Fuel Run-out Longer Than Expected Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

• Disconnect the LPG shut off solenoid connector C003 • Using a DVOM check for power across terminals A and B while cranking the engine, then turn the key to the OFF position Did the voltage immediately turn OFF with the key cycle?

System Voltage

Go to Step (3)

Go to Step (5)

• Turn off the LPG manual valve at the fuel • tank • Start the engine and let it idle until the engine stops. (THIS MAY TAKE SEVERAL MINUTES) Did the engine ever stop?

Intermittent problem. See intermittent problems in the electrical section of this manual.

Go to Step (4)

• Replace the LPG shut off solenoid Is the replacement complete?

Go to Step (8)

• Key OFF • Disconnect the ECM wire harness connector C001 • Using a DVOM check for continuity between ECM pin 12 and engine ground Do you have continuity?

Repair the LPG solenoid control short to ground

Go to Step (6)

Correct the problem as required. See wire harness repair.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Inspect the ECM wire harness and connector for damage corrosion or contamination Did you find a problem?

• Replace the ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-359 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-151

GROUP 00(L-PSI 4X), ENGINE DTC 420 Gasoline Catalyst Monitor (SPN 520211:FMI 10)

Conditions for Setting the DTC • • • • •

Catalyst Function Check condition- Engine running Fault condition- EGO 1 signal = EGO 2 signal for 100 updates MIL- On during active fault and for 1 second after active fault Adaptive- Disabled during active fault

Circuit Description The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffler. When the signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.

Diagnostic Aids Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after repairing exhaust leaks, and recheck for code. If there are no exhaust leaks or other exhaust related issues there may be a problem internally with the catalyst muffler.

SM 1056

00(L-PSI 4X)-5-152

GROUP 00(L-PSI 4X), ENGINE DTC 502 – Loss of Road Speed (SPN 84:FMI 1)

Conditions for Setting the DTC • • • • • • •

Road speed input is less than 0.1 km/hr Fault must be active for 5.0 seconds to activate DTC Engine speed is greater than 1,500 rpms MAP pressure is greater than 10.00 PSIA SPDF signal indicates vehicle is moving MIL light on during fault Power Derate 2 enabled

Circuit Description The ECM is provided a pulse width modulation (PWM) signal from the OEM vehicle controller to determine the road speed of the vehicle. The PWM signal is supplied to the engine VIC1 Pin N and finally to pin 25 at the GCP connector. The DTC will set when the PWM signal is lost and the engine speed is greater than 1,500 rpms , MAP pressure is greater than 10.0 psia and the SPDF signal indicates the vehicle is moving. The technician should check the OEM system including vehicle speed controller along with circuit between the vehicle speed controller and the engine ECM.

SM 1056

00(L-PSI 4X)-5-153

GROUP 00(L-PSI 4X), ENGINE DTC 502 – Loss of Road Speed Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key Off • Check the wiring for continuity between terminals 25 at the GCP Connector and Pin N of the No Resistance VIC 1 Do you have continuity between the terminals?

Go to Step (3)

Repair wire circuit between Pin N and Pin 25.

• Check Pin N and Pin 25 for spread terminals or poor connections with the mating terminals. Are the pins acceptable for use?

Go to Step (4)

Repair damaged terminal

• Key off • Disconnect battery • Install Test GCP • Reconnect battery • Start engine and check for fault Did the fault go away?

Replace GCP Module

Refer to OEM wiring and/or speed detection system

SM 1056

00(L-PSI 4X)-5-154

GROUP 00(L-PSI 4X), ENGINE DTC 520-Oil Pressure Low Stage 1(SPN 100:FMI 18)

Conditions for Setting the DTC • • • •

Engine Oil Pressure low. Engine running with engine speed less than 1200 rpm and oil pressure is less than 15 psi for 5 or more seconds Engine running with engine speed greater than 1450 rpm and oil pressure is less than 20 psi for 5 or more seconds MIL is active

Circuit Description The Oil Pressure Sender is used to communicate the oil pressure condition to the ECM. Engine damage can occur if the engine is operated with low oil pressure. The ECM sends a 5v signal to the oil pressure sender. The sender will report a signal back to the ECM on the signal wire depending on the pressure that is applied on its diaphragm. The voltage is linear in comparison to the pressure applied (see chart below). The MIL command is ON.

SM 1056

00(L-PSI 4X)-5-155

GROUP 00(L-PSI 4X), ENGINE DTC 520-Oil Pressure Low Stage 1 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Verify that the engine has oil pressure using a mechanical oil pressure gauge before proceeding with this chart. See Engine Specifications Section 1F. Does the engine have oil pressure above 15 psi?

15 psi

Go to Step (3)

Repair faulty Oiling System

• Key ON, Engine Running DST connected in System Data Mode • Clear DTC 524 • Warm the engine by idling until the ECT temperature is above 160 degrees F. and has been running for at least 20 seconds or more • Increase engine speed above 600 RPM Does DTC 524 reset and cause the engine to shut down?

Go to Step (4)

Intermittent problem Go to Intermittent section

• With a volt meter, check terminal B on the sensor for a 5 volt reference from the ECM. Do you have 5 volts on terminal B?

Go to Step (6)

Go to Step (5)

Repair faulty wiring between ECM and Oil pressure sensor

Go to Step (8)

Go to Step (7)

Replace faulty oil pressure sender

Go to Step (8)

Repair faulty wiring between terminal C and Terminal 25.

Go to Step (9)

System OK

Go to OBD System Check

7 8

• With a volt meter, check terminal 19 on the ECM for a 5 volt reference. Do you have a 5v reference coming out of the ECM? • With the oil pressure sender connected check for a signal coming out of terminal C. Do you have a voltage signal coming out of terminal C? • With the oil pressure sender connected check for a signal at terminal 53 of the ECM. Do you have a signal voltage at pin 53 of the ECM? • Replace ECM Is the replacement complete? • Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-520 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-156

GROUP 00(L-PSI 4X), ENGINE DTC 521- Oil Pressure High

Conditions for Setting the DTC • • • •

Engine Oil Pressure low. Check Condition-Engine running for 5 seconds. Fault Condition- Oil pressure greater than 95 psi for 5 or more seconds Forced idle is active

SM 1056

00(L-PSI 4X)-5-157

GROUP 00(L-PSI 4X), ENGINE DTC 521- Oil Pressure High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Repair faulty Oiling System

Go to Step (3)

• With the engine running measure the signal voltage on terminal C of the oil pressure sender. Do you have more than 3.8v?

> 3.8v.

Replace faulty oil pressure sender.

Go to Step (4)

• With the engine running measure the signal voltage on terminal 25 of the IEPR / ECM. Do you have more than 3.8v?

> 3.8v.

Repair faulty wiring between terminal C and 25.

Replace faulty IEPR / ECM

SM 1056

00(L-PSI 4X)-5-158

GROUP 00(L-PSI 4X), ENGINE DTC 522- Oil Pressure Sender low voltage (SPN 100:FMI 4)

Conditions for Setting the DTC • • • • •

Engine Oil Pressure low. Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm. Fault Condition- Voltage on terminal 25 is less than 0.2v for more than 1 second MIL-ON during active fault and for 2 seconds after active fault. Forced idle active

SM 1056

00(L-PSI 4X)-5-159

GROUP 00(L-PSI 4X), ENGINE DTC 522- Oil Pressure Sender low voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Using the Diagnostic Service Tool (DST) with the key on engine running, check the OILP_raw value on the “RAW VOLTS” page. Is the voltage less than 0.2 volts

< 0.2v

Go to Step (3)

Check for faulty harness or intermittent ECM issue.

• Using a voltmeter measure the voltage at terminal 53 of the ECM • Key on engine running Is the voltage less than 0.2 volts?

< 0.2v

Go to Step (4)

Replace faulty ECM

• Key on engine running • Check for the voltage supply signal to the oil pressure switch at terminal B of the pressure switch. Does the terminal have 5 volts?

Go to step (4)

Go to step (6)

• Using a voltmeter measure the voltage at terminal C at the oil pressure sender. • Key on engine running Is the voltage less than 0.2 volts?

< 0.2v

Replace faulty oil pressure sender.

Intermittent problem, go to intermittent section

Replace ECM.

Repair wiring issue be-tween pin 19 and oil pres-sure sender terminal B

• Key on Check for voltage supply signal at terminal 19 of the ECM Does the ECM terminal 19 provide a 5v signal?

SM 1056

00(L-PSI 4X)-5-160

GROUP 00(L-PSI 4X), ENGINE DTC 523- Oil Pressure Sender high voltage(SPN 100:FMI 3)

Conditions for Setting the DTC • • • • •

Engine Oil Pressure low. Check Condition-Engine running for 20 seconds or more with engine speed greater than 600 rpm. Fault Condition- Voltage on terminal 25 is greater than 4.8v for more than 1 second MIL-ON during active fault and for 2 seconds after active fault. Forced idle active

SM 1056

00(L-PSI 4X)-5-161

GROUP 00(L-PSI 4X), ENGINE DTC 523- Oil Pressure Sender high voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Using the Diagnostic Service Tool (DST) check the OILP_raw value on the “RAW VOLTS” page. Is the voltage over 4.8 volts

> 4.8v

Go to Step (3)

Check for faulty harness or intermittent ECM issue

• Using a voltmeter measure the voltage at terminal 53 of the ECM Is the voltage over 4.8 volts?

> 4.8v

Go to Step (4)

Replace faulty IEPR / ECM

• Using a voltmeter measure the voltage at terminal C at the oil pressure sender. Is the voltage over 4.8 volts?

> 4.8v

Replace faulty oil pressure sender

Intermittent problem Go to Intermittent section

SM 1056

00(L-PSI 4X)-5-162

GROUP 00(L-PSI 4X), ENGINE DTC 524-Oil Pressure Low Stage 2 (SPN 100:FMI 1)

Conditions for Setting the DTC • Engine Oil Pressure low. • Fault Condition- Oil pressure less than 8 psi for 5 or more seconds • Engine Shut Down.

SM 1056

00(L-PSI 4X)-5-163

GROUP 00(L-PSI 4X), ENGINE DTC 524-Oil Pressure Low Stage 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

8 psi

Go to Step (3)

Repair faulty Oiling System

Go to Step (4)

Intermittent problem Go to Intermittent section

• With a volt meter, check terminal B on the sensor for a 5 volt reference from the ECM. Do you have 5 volts on terminal B?

Go to Step (6)

Go to Step (5)

Repair faulty wiring between ECM and Oil pressure sensor

Go to Step (8)

Go to Step (7)

Replace faulty oil pressure sender

Go to Step (8)

Repair faulty wiring between terminal C and Terminal 25.

Go to Step (9)

System OK

Go to OBD System Check

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-524 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-164

GROUP 00(L-PSI 4X), ENGINE DTC 562-System Voltage Low (SPN 168:FMI 17)

Conditions for Setting the DTC • • • • • •

System Voltage to ECM Check Condition-Key on with engine speed greater than 1000 RPM Fault Condition-Battery voltage at ECM less than 9.0 Fault Condition is present for longer than 5 seconds. MIL-ON for active fault Adaptive-Disabled

Circuit Description The battery voltage powers the ECM and must be measured to correctly to properly operate injector drivers, solenoid valves and ignition coils. This fault will set if the ECM detects system voltage less than 9.00 volts while the alternator should be charging. The adaptive learn is disabled during this fault.

SM 1056

00(L-PSI 4X)-5-165

GROUP 00(L-PSI 4X), ENGINE DTC 562-System Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display system voltage greater than 9.50 volts?

Intermittent problem Go to Engine Electrical Intermittent section

Go to Step (3)

• Check battery condition Is it OK?

Go to Step (4)

Replace Battery

• Check charging system Is it OK?

Go to Step (5)

Repair charging System

• Key OFF • Disconnect the ECM connector C001 • Check the voltage between ECM connector C001 pins 60, 79 and engine ground. • Measure voltage with DVOM between each pin and engine ground Is the voltage greater than for each pin 9.50 volts?

Repair ECM Ground circuit. Go to Power and Ground section in engine Electrical

Go to Step (6)

• Check the voltage at ECM connector pins 69 and 81 • Measure voltage with DVOM between each pin and battery positive Is the voltage greater than 9.50 volts?

Repair ECM power circuit. Go to Power and Ground section in engine Electrical

Go to Step (7)

• Replace ECM Is the replacement complete?

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-562 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-166

GROUP 00(L-PSI 4X), ENGINE DTC 563-System Voltage High (SPN 168:FMI 15)

Conditions for Setting the DTC • • • • • •

System Voltage to ECM Check Condition-Cranking or Running Fault Condition-System battery voltage at ECM greater than 18 volts Fault must be present for 3 or more seconds MIL-ON for active fault Adaptive-Disabled

Circuit Description The battery voltage powers the ECM and must be measured to correctly operate injector drivers, trim valves and ignition coils. This fault will set if the ECM detects voltage greater than 18 volts anytime the engine is cranking or running. The adaptive learn function is disabled during this fault. The ECM will shut down with internal protection if the system voltage ever exceeds 26 volts.

SM 1056

00(L-PSI 4X)-5-167

GROUP 00(L-PSI 4X), ENGINE DTC 563-System Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display system voltage greater than 18 volts?

Go to Step (3)

Intermittent problem Go to Engine Electrical Intermittent section

• Check voltage at battery terminals with DVOM with engine speed greater than 1500 rpm Is it greater than 18 volts?

Go to Step (4)

Go to Step (5)

• Repair the charging system Has the charging system been repaired?

Go to Step (6)

• Replace ECM Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-563 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-168

GROUP 00(L-PSI 4X), ENGINE DTC 601-Flash Checksum Invalid (SPN 628:FMI 13)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Engine Shutdown will occur

Circuit Description The ECM has several internal checks that must be satisfied each time an instruction is executed. Several different things can happen within the microprocessor that will cause this fault. The ECM will attempt to reset itself in the event this fault is set. The MIL command is on and will remain on until the code is cleared using the DST. The engine will shutdown when this fault occurs.

SM 1056

00(L-PSI 4X)-5-169

GROUP 00(L-PSI 4X), ENGINE DTC 601-Flash Checksum Invalid Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 601 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-601 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-170

GROUP 00(L-PSI 4X), ENGINE DTC 604-RAM Failure (SPN 630:FMI 12)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Engine Shutdown will occur

SM 1056

00(L-PSI 4X)-5-171

GROUP 00(L-PSI 4X), ENGINE DTC 604-RAM Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 604 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-604 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-172

GROUP 00(L-PSI 4X), ENGINE DTC 606-COP Failure (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Engine Shutdown will occur

SM 1056

00(L-PSI 4X)-5-173

GROUP 00(L-PSI 4X), ENGINE DTC 606-COP Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 606 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Are the power and ground circuits OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-606 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-174

GROUP 00(L-PSI 4X), ENGINE DTC 627-Fuel Pump Relay Coil Open (SPN 1348:FMI 5)

Conditions for Setting the DTC • Fuel Pump relay check • Check Condition-Key ON • Fault Condition-Relay coil open

Circuit Description The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit on the relay control output.

Diagnostic Aid Relay coil resistance changes with temperature. The following diagnostic charts have steps to measure relay coil resistance values. When checking the resistance values be sure the relay is at a reasonable temperature, between +20 and +100 degrees F.

SM 1056

00(L-PSI 4X)-5-175

GROUP 00(L-PSI 4X), ENGINE DTC 627-Fuel Pump Relay Coil Open Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

DST connected and in the system data mode Key OFF Remove the power relay from the fuse block Using a DVOM check the resistance of the relay coil between terminals 1 and 2 Is the resistance value less than 100 ohms?

Go to Step (4)

Go to Step (3)

• Replace the fuel pump relay Is the replacement complete?

Go to Step (9)

• Check fuse F3 Is the fuse open?

Replace fuse F2

Go to Step (5)

• Disconnect ECM connector C001 • Using a DVOM check for continuity between • ECM pin 84 and fuse block cavity for relay terminal 2 Do you have continuity?

Go to Step (6)

Repair the open circuit as required. See wiring harness repairs

• Remove fuse F3 • Using a DVOM check for continuity between fuse block cavity for relay terminal 1 and the power out of the F3 fuse holder Do you have continuity?

Go to Step (7)

Repair the open circuit as required. See wiring harness repairs

• Check all system fuses. • Check all relay placement positions in fuse block. • Run complete pin to pin checks on chassis wiring to fuel system harness. • See complete fuel system schematic for further details Did you find the problem?

Go to Step (9)

Go to Step (8)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-627 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• • • •

SM 1056

00(L-PSI 4X)-5-176

GROUP 00(L-PSI 4X), ENGINE DTC 628- Fuel Pump Relay Control Ground Short (SPN 1347:FMI 5)

Conditions for Setting the DTC • Fuel Pump relay ground control • Check Condition-Key ON • Fault Condition-Relay control shorted to ground

Circuit Description The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit on the relay control output

SM 1056

00(L-PSI 4X)-5-177

GROUP 00(L-PSI 4X), ENGINE DTC 628- Fuel Pump Relay Control Ground Short Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, DST connected in the System Data mode • Clear DTC 628 • Start the engine Does DTC 628 re-set?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect ECM connector C001 • Using a DVOM check the resistance value between ECM pin 84 and engine ground Is the resistance less than 60 ohms?

Go to Step (5)

Go to Step (7)

Repair the shorted to ground relay control circuit as necessary. See wiring harness repairs

Go to Step (6)

• Remove the fuel pump relay from the fuse block • Using a DVOM check the resistance value again between ECM pin 84 and engine ground Is the resistance less than 60 ohms?

• Replace the fuel pump relay Is the replacement complete?

Go to Step (8)

• Replace ECM Is the replacement complete?

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-628 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-178

GROUP 00(L-PSI 4X), ENGINE DTC 629- Fuel Pump Relay Coil Short to Power (SPN 1347:FMI 3)

Conditions for Setting the DTC • Fuel Pump relay check • Check Condition-Key ON • Fault Condition-Relay coil open

Circuit Description The fuel pump relay switches power out to the gasoline fuel pump. This fault will set if the ECM detects an open circuit on the relay control output.

SM 1056

00(L-PSI 4X)-5-179

GROUP 00(L-PSI 4X), ENGINE DTC 629- Fuel Pump Relay Coil Short to Power Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Go to Step (4)

• Replace the fuel pump relay Is the replacement complete?

Go to Step (9)

• Using a DVOM check for continuity between relay terminals 2 and 3 Do you have continuity between them?

Go to Step (3)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for power between • ECM pin 84 and engine ground with the key ON Do you have power?

Repair the short to power. See wiring harness repair.

Go to Step (6)

• Replace the power relay Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-629 check for any stored codes. Does DTC 629 still re-set?

Go to Step (8)

Go to Step (9)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• • • •

System battery voltage

SM 1056

00(L-PSI 4X)-5-180

GROUP 00(L-PSI 4X), ENGINE DTC 629- Fuel Pump Relay Coil Short to Power Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-629 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-181

GROUP 00(L-PSI 4X), ENGINE DTC 642-External 5 Volt 1 Reference Low (SPN 1079:FMI 4)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference voltage lower than 4.60 volts MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply powers many of the sensors and other components of the fuel system. The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5 volt supply. This fault will set if the 5 volt reference is below 4.60 volts. Adaptive Learn will be disabled during this fault

SM 1056

00(L-PSI 4X)-5-182

GROUP 00(L-PSI 4X), ENGINE DTC 642-External 5 Volt 1 Reference Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Fault Mode Does DST display DTC 642?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect ECM connector C001 • Using DVOM check for continuity between ECM 5 volt reference pin 19 and engine ground Do you have continuity?

Go to Step (5)

Go to Step (4)

• Replace ECM Is the replacement complete?

Go to Step (7)

• While monitoring DVOM for continuity between ECM 5 volt reference and engine ground • Disconnect each sensor (below) one at a time to find the shorted 5 volt reference. When continuity to ground is lost the last sensor disconnected is the area of suspicion. Inspect the 5 volt reference supply wire leads for shorts before replacing the sensor. • TMAP • Electronic Throttle • FPP • Crankshaft Sensor • Camshaft Sensor While disconnecting each sensor one at a time did you loose continuity?

Go to Step (6)

Repair shorted wire harness

• Replace the last disconnected sensor Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-642 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-183

GROUP 00(L-PSI 4X), ENGINE DTC 643-External 5 Volt 1 Reference High (SPN 1079:FMI 3)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference higher than 5.40 volts MIL-ON during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply powers many of the sensors and other components in the fuel system. The accuracy of the 5 volt supply is very important to the accuracy of the powered sensors and fuel control by the ECM. The ECM is able to determine if they are overloaded, shorted, or otherwise out of specification by monitoring the 5volt supply. This fault will set if the 5 volt reference is greater than 5.40 volts anytime the engine is cranking or running. Adaptive Learn will be disabled during this fault

SM 1056

00(L-PSI 4X)-5-184

GROUP 00(L-PSI 4X), ENGINE DTC 643-External 5 Volt 1 Reference High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display DTC 643?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Check all ECM ground connections • Refer to Engine electrical power and ground distribution. Are the ground connections OK? • • • •

Key OFF Disconnect ECM connector C001 Key ON Using DVOM check for Voltage between ECM harness wire pin 19 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-643 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-185

GROUP 00(L-PSI 4X), ENGINE DTC 650-MIL Control Open (SPN:1213:FMI 5)

Conditions for Setting the DTC • • • •

MIL check Check Condition-Key ON engine OFF Fault Condition-ECM MIL circuit open MIL Command-ON

Circuit Description The fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control circuit is open.

SM 1056

00(L-PSI 4X)-5-186

GROUP 00(L-PSI 4X), ENGINE DTC 650-MIL Control Open Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code • Key OFF • Key ON Does DTC 650 reset?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Remove the MIL bulb or driver circuit • Using a DVOM check for continuity through the bulb or driver device Do you have continuity?

Go to Step (5)

Go to Step (4)

• Replace the open bulb or driver device Is the replacement complete?

Go to Step (8)

Go to Step (6)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• • • •

Key OFF Re-install the bulb or driver device Disconnect vehicle interface connector C012 Using a DVOM check for continuity between vehicle interface connector pin G and battery positive • Key ON Do you have continuity?

• Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between ECM harness connector pin 80 and vehicle interface connector pin G Do you have continuity?

Go to Step (7)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Inspect ECM wire harness connector pin 80 and vehicle interface connector pin G for damage, corrosion or contamination Did you find a problem?

Correct the problem as required. See wiring harness repair

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-650 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-187

GROUP 00(L-PSI 4X), ENGINE DTC 652-External 5 Volt 2 Reference Low (SPN 1080:FMI 4)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference voltage lower than 3.00 volts MIL-On during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is below 3.00 volts. Adaptive Learn will be disabled during this fault.

SM 1056

00(L-PSI 4X)-5-188

GROUP 00(L-PSI 4X), ENGINE DTC 652 External 5 Volt 2 Reference Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Fault Mode Does DST display DTC 652?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect ECM connector C001 • Using DVOM check for continuity between ECM 5 volt reference pin 49 and engine ground Do you have continuity?

Go to Step (5)

Go to Step (4)

• Replace ECM Is the replacement complete?

Go to Step (7)

• While monitoring DVOM for continuity between ECM 5 volt reference and engine ground • Disconnect each sensor (below) one at a time to find the shorted 5 volt reference. When continuity to ground is lost the last sensor disconnected is the area of suspicion. Inspect the 5 volt reference supply wire leads for shorts before replacing the sensor. • FPP While disconnecting each sensor one at a time did you loose continuity?

Go to Step (6)

Repair shorted wire harness

• Replace the last disconnected sensor Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-652 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-189

GROUP 00(L-PSI 4X), ENGINE DTC 653-External 5 Volt 2 Reference High (SPN 1080:FMI 3)

Conditions for Setting the DTC • • • • •

External 5 volt reference Check Condition-Engine cranking or running Fault Condition-5 volt reference higher than 5.40 volts MIL-On during active fault Adaptive-Disabled during active fault

Circuit Description The External 5 volt supply is normally dedicated to the FPP sensor 5 volt supply circuit. The accuracy of the 5 volt supply is very important to the accuracy of the FPP sensor circuit. The ECM is able to determine if the circuit is open, shorted, or otherwise out of specification by monitoring this 5 volt supply. This fault will set if the 5 volt reference is above 5.40 volts. Adaptive Learn will be disabled during this fault.

SM 1056

00(L-PSI 4X)-5-190

GROUP 00(L-PSI 4X), ENGINE DTC 653 External 5 Volt 2 Reference High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine running • DST (Diagnostic Scan Tool) connected in System Data Mode Does DST display DTC 653?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Check all ECM ground connections. Refer to Engine electrical power and ground distribution. Are the ground connections Ok?

• • • •

Key OFF Disconnect ECM connector C001 Key ON Using DVOM check for Voltage between ECM harness wire pin 49 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-653 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-191

GROUP 00(L-PSI 4X), ENGINE DTC 685-Relay Coil Open

Conditions for Setting the DTC • Power relay check • Check Condition-Key ON • Fault Condition-Relay coil open

Circuit Description The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the ECM detects an open circuit on the relay control output.

SM 1056

00(L-PSI 4X)-5-192

GROUP 00(L-PSI 4X), ENGINE DTC 685-Relay Coil Open Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (4)

Go to Step (3)

• Replace the power relay Is the replacement complete?

Go to Step (9)

• Check fuse F2 Is the fuse open?

Replace fuse F2

Go to Step (5)

• Disconnect ECM connector C001 • Using a DVOM check for continuity between ECM pin 71 and fuse block cavity for relay terminal 2 Do you have continuity?

Go to Step (6)

Repair the open circuit as required. See wiring harness repairs

• Remove fuse F2 • Using a DVOM check for continuity between fuse block cavity for relay terminal 1 and the power out of the F2 fuse holder Do you have continuity?

Go to Step (7)

Repair the open circuit as required. See wiring harness repairs

Go to Step (9)

Go to Step (8)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-685 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• • • •

SM 1056

00(L-PSI 4X)-5-193

GROUP 00(L-PSI 4X), ENGINE DTC 686-Relay Control Ground Short (SPN 1485:FMI 4)

Conditions for Setting the DTC • Power relay ground control • Check Condition-Key ON • Fault Condition-Relay control shorted to ground

Circuit Description The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the ECM detects a short to ground on the relay control output.

SM 1056

00(L-PSI 4X)-5-194

GROUP 00(L-PSI 4X), ENGINE DTC 686-Relay Control Ground Short Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, DST connected in the System Data mode • Clear DTC 686 • Start the engine Does DTC 686 re-set?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect ECM connector C001 • Using a DVOM check the resistance value between ECM pin 71 and engine ground Is the resistance less than 60 ohms?

Go to Step (5)

Go to Step (7)

Repair the shorted to ground relay control circuit as necessary. See wiring harness repairs

Go to Step (6)

• Remove the power relay from the fuse block • Using a DVOM check the resistance value again between ECM pin 71 and engine ground Is the resistance less than 60 ohms?

• Replace the power relay Is the replacement complete?

Go to Step (8)

• Replace the ECM Is the replacement complete?

Go to Step (8)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-686 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-195

GROUP 00(L-PSI 4X), ENGINE DTC 687-Relay Coil Short to Power (SPN 1485:FMI 3)

Conditions for Setting the DTC • Power relay check • Check Condition-Key ON • Fault Condition-Relay coil shorted to power

Circuit Description The power relay switches power out to various sensors, actuators and solenoids in the fuel system. This fault will set if the ECM detects a short circuit to power on the relay control output.

SM 1056

00(L-PSI 4X)-5-196

GROUP 00(L-PSI 4X), ENGINE DTC 687-Relay Coil Short to Power Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Go to Step (3)

Go to Step (4)

• Replace the power relay Is the replacement complete?

Go to Step (9)

• Using a DVOM check for continuity between relay terminals 2 and 3 Do you have continuity between them?

Go to Step (3)

Go to Step (5)

• Key OFF • Disconnect ECM wire harness connector C001 System battery • Using a DVOM check for power between ECM voltage pin 71 and engine ground with the key ON Do you have power?

Repair the short to power. See wiring harness repair.

Go to Step (6)

• Replace the power relay Is the replacement complete?

Go to Step (7)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-687 check for any stored codes. Does DTC 687 still re-set?

Go to Step (8)

Go to Step (9)

• Replace the ECM Is the replacement complete?

Go to Step (9)

• • • •

SM 1056

00(L-PSI 4X)-5-197

GROUP 00(L-PSI 4X), ENGINE DTC 687-Relay Coil Short to Power Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-687 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-198

GROUP 00(L-PSI 4X), ENGINE DTC 1111-Fuel Rev Limit (SPN 515:FMI 16)

Conditions for Setting the DTC • • • •

Fuel Rev Limit Check Condition-Engine Running Fault Condition-Engine rpm greater than set limit MIL-ON during active fault

Circuit Description This fault will set anytime the engine rpm exceeds the specified speed settings in the calibration. This is generally set at 3000 rpms. The MIL command is ON during this active fault

Diagnostic Aid Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing codes starting with the lowest numerical code first.

SM 1056

00(L-PSI 4X)-5-199

GROUP 00(L-PSI 4X), ENGINE DTC 1111-Fuel Rev Limit Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST in Active Fault Mode Are any other DTC codes present with DTC 1111?

Go to Step (3)

Go to Step (4)

• Diagnose and repair any other DTC codes before proceeding with this chart. Have any other DTC codes been diagnosed and repaired?

Go to Step (4)

• Check the service part Number on the ECM to ensure correct calibration is in use Is the service part Number Correct?

Go to Step (6)

Go to Step (5)

• Replace ECM with the correct service part number Is the replacement complete?

Go to Step (9)

• Check the mechanical operation of the throttle Is the mechanical operation of the throttle OK?

Go to Step (8)

Go to Step (7)

• Correct mechanical operation of the throttle. Refer to Engine & Component section Has the mechanical operation of the throttle been corrected?

Go to Step (9)

• Check engine for large manifold vacuum leaks. Refer to Fuel Systems symptom diagnostics Did you find and correct the vacuum leak?

Go to Step (9)

Go to OBD System Check Section

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1111 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-200

GROUP 00(L-PSI 4X), ENGINE DTC 1112-Spark Rev Limit (SPN 515: FMI 0)

Conditions for Setting the DTC • • • • •

Spark Rev Limit Check Condition-Engine running Fault Condition-Engine rpm greater than set limit MIL-ON during active fault Engine Shut Down

Circuit Description This fault will set anytime the engine rpm exceeds the specified speed settings installed in the calibration. This is generally set at 3200 rpms. The MIL command is ON during this active fault and the engine will shut down.

Diagnostic Aid Always check for other stored DTC codes before using the following DTC chart for this code set. Repair any existing codes starting with the lowest numerical code first.

SM 1056

00(L-PSI 4X)-5-201

GROUP 00(L-PSI 4X), ENGINE DTC 1112-Spark Rev Limit Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST connected Are any other DTC codes present with DTC 1112?

Go to Step (3)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been diagnosed and repaired?

Go to Step (4)

• Check the service part Number on the ECM to ensure correct calibration is in use Is the service part Number Correct?

Go to Step (6)

Go to Step (5)

• Replace ECM with correct service part number Is the replacement complete?

Go to Step (9)

• Check the mechanical operation of the throttle Is the mechanical operation of the throttle OK?

Go to Step (8)

Go to Step (7)

• Correct mechanical operation of the throttle. Refer to Engine & Component section Has the mechanical operation of the throttle been corrected?

Go to Step (9)

• Check engine for large manifold vacuum leaks. Refer to Fuel Systems section Symptom Diagnostics Did you find and correct the vacuum leak?

Go to Step (9)

Go to OBD System Check Section

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1112 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-202

GROUP 00(L-PSI 4X), ENGINE DTC 1121 FPP 1 And 2 Redundancy Lost (SPN 91: FMI 31)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 1 and 2 Check Condition-Key ON Fault Condition-FPP1 and FPP 2 redundancy lost MIL-ON Force idle Low rev limit

Circuit Description The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set if FPP 1 or FPP 2 positions are 20% greater or 20% less than the expected throttle position target. The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

Diagnostic Aid It is very likely that in the event this code sets, other codes will set along with it. Always diagnose and repair codes starting with the lowest numerical value first. It is possible that by correcting the lower code sets first the problem will be corrected. FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must be replaced.

SM 1056

00(L-PSI 4X)-5-203

GROUP 00(L-PSI 4X), ENGINE DTC-1121 FPP 1 And 2 Redundancy Lost Step

Action

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Diagnose any other lower numerical value codes that may be present first Did this resolve the problem?

Go to Step (7)

Go to Step (3)

• Follow the diagnostic chart for DTC 2126 Did the chart resolve the problem?

Go to Step (7)

Go to Step (4)

• Follow the diagnostic chart for DTC 2121 Did the chart resolve the problem?

Go to Step (7)

Go to Step (5)

Correct the problem as required. See wiring harness repair.

Go to Step (6)

• Key OFF • Disconnect ECM connector C001 • Inspect pins 9, 10, 19, 20, 49 and 50 for damage corrosion or contamination. Did you find a problem?

Correct the problem as required. See wiring harness repair.

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1121 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

• Inspect FPP and C012 connector pins for damage corrosion or contamination Did you find the problem?

Value(s)

SM 1056

00(L-PSI 4X)-5-204

GROUP 00(L-PSI 4X), ENGINE DTC 1151-Closed Loop Multiplier High LPG (SPN 520206:FMI 0)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine running Fault Condition-Closed Loop multiplier out of range (greater than 35%) MIL-ON

Circuit Description The EGO sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation and cannot correctly modify the fuel flow within its limits.

Diagnostic Aid Oxygen Sensor Wire Heated Oxygen sensor wires may be mis-routed and contacting the exhaust manifold. Vacuum Leaks Large vacuum leaks and crankcase leaks can cause a lean exhaust condition at especially at light load. Fuel Mixer System can be lean due to faulty EPR (Electronic Pressure Regulator) or faulty fuel mixer. Fuel Pressure Low fuel pressure, faulty fuel regulator or contaminated fuel filter can cause fuel the system to run lean Exhaust Leaks If there is an exhaust leak, outside air can be pulled into the exhaust and past the 02 sensor causing a false lean condition. Fuel Quality Contaminated or spoiled fuel can cause the fuel system to be lean. Ground Problem ECM grounds must be clean, tight and in the proper location.

SM 1056

00(L-PSI 4X)-5-205

GROUP 00(L-PSI 4X), ENGINE DTC 1151-Closed Loop Multiplier High LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Visually and physically check the following items: • The air intake duct for being collapsed or restricted • The air filter for being plugged • System power fuses are good and in the proper location • The EGO 1 sensor installed securely and the wire leads not contacting the exhaust manifold or ignition wires • ECM grounds must be clean and tight. Refer to Engine Electrical Power and Ground Distribution • Fuel System Diagnostics. Refer to Fuel System Diagnostics Was a repair made?

Go to Step (9)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Always repair existing codes starting with the lowest numerical code set first. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (9)

Go to Step (4)

• Disconnect EGO1 connector C005 • Using a DVOM check for voltage between EGO 1 connector pin B and engine ground • Key ON System voltage (CHECK MUST BE MADE WITHIN 30 SECONDS OR BEFORE POWER RELAY SHUTS DOWN) Do you have voltage?

Go to Step (5)

Repair the open EGO power circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Key OFF • Disconnect EGO 1 sensor wire harness connector C005 • Disconnect ECM wire harness connector • C001 • Key ON • Using a high impedance DVOM check for continuity between EGO 1 connector signal pin A and engine ground Do you have continuity?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Using a high impedance DVOM check for continuity between EGO 1 connector signal ground pin C and EGO 1 signal pin A Do you have continuity?

SM 1056

00(L-PSI 4X)-5-206

GROUP 00(L-PSI 4X), ENGINE DTC 1151-Closed Loop Multiplier High LPG Step

Action

Yes

• Using a high impedance DVOM check for continuity between EGO 1 heater ground pin D and ECM pin 72 Do you have continuity?

Value(s)

Go to Step (8)

Repair the open EGO heater ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1151 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-207

GROUP 00(L-PSI 4X), ENGINE DTC 1152-Closed Loop Multiplier Low LPG (SPN 520206:FMI 1)

Conditions for Setting the DTC • Heated Oxygen Sensor • Functional Fault-Closed Loop multiplier out of range (at limit of -35%) • MIL Disabled

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and the adaptive multiplier. This fault sets if the Closed Loop multiplier exceeds the limits of normal operation. When the multiplier cannot correctly modify the fuel flow within its limits, it is limited at -35%.

Diagnostic Aid Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich. Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade LPG is used. Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 1056

00(L-PSI 4X)-5-208

GROUP 00(L-PSI 4X), ENGINE DTC 1152-Closed Loop Multiplier Low LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Visually and physically check the following items: • The air intake duct for being collapsed or restricted • The air filter for being plugged • The EGO sensor installed securely and the wire leads not damaged contacting the secondary ignition wires • ECM grounds for being clean and tight. • Run the fuel system diagnostic checks Was a repair made?

Go to Step (6)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (6)

Go to Step (4)

• Key OFF • Disconnect EGO sensor wire harness connector • Disconnect ECM wire harness connector Key ON • Using a DVOM check for voltage at the EGO 1 connector C005 signal pin C and engine ground Do you have voltage?

Repair the circuit short to voltage as necessary. Refer to wiring harness repair.

Go to Step (5)

• Replace EGO sensor Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1152 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-209

GROUP 00(L-PSI 4X), ENGINE DTC 1161-Adaptive Learn High LPG (SPN 520202:FMI 0)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine Running Fault Condition-Adaptive multiplier out of range greater than 30% MIL-ON

Circuit Description The EGO 1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostic checks before using the following diagnostic chat.

SM 1056

00(L-PSI 4X)-5-210

GROUP 00(L-PSI 4X), ENGINE DTC 1161-Adaptive Learn High LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Go to Step (9)

Go to Step (4)

Go to Step (9)

Go to Step (4)

Go to Step (5)

Repair the open EGO power circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

• Using a high impedance DVOM check for continuity between EGO 1 connector signal ground pin C and EGO 1 signal pin A Do you have continuity?

SM 1056

00(L-PSI 4X)-5-211

GROUP 00(L-PSI 4X), ENGINE DTC 1161-Adaptive Learn High LPG Step

Action

Yes

• Using a high impedance DVOM check for continuity between EGO 1 heater ground pin D and ECM pin 49 Do you have continuity?

Value(s)

Go to Step (8)

Repair the open EGO heater ground

• Replace EGO 1 sensor Is the replacement complete?

Go to Step (9)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1161 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-212

GROUP 00(L-PSI 4X), ENGINE DTC 1162-Adaptive Learn Low LPG (SPN 520202:FMI 1)

Conditions for Setting the DTC • • • •

Heated Oxygen Sensor Check Condition-Engine running Fault Condition-Adaptive multiplier out of range greater than -30% MIL-ON

Circuit Description The EGO1 sensor is used to determine if the fuel flow to the engine is correct by measuring the oxygen content in the exhaust gas. The ECM uses this information to correct the fuel flow with the Closed Loop multiplier and Adaptive multiplier. This fault will set if the adaptive multiplier exceeds the limits of normal operation. Always run the fuel system diagnostics before using the following diagnostic chart.

Diagnostic Aid Fuel System High secondary fuel pressure will cause the system to run rich. A worn fuel mixer, faulty EPR (Electronic Pressure Regulator) may also cause the system to run rich. Fuel Quality A drastic variation in fuel quality (very high butane content) may cause the fuel system to run rich. Be sure that the specified HD-5 or HD-10 motor fuel grade propane is used. Air Filter A plugged, damaged or modified air filter may cause the system to run rich.

SM 1056

00(L-PSI 4X)-5-213

GROUP 00(L-PSI 4X), ENGINE DTC 1162-Adaptive Learn Low LPG Step

Action

Value(s)

Yes

• Perform the On-Board (OBD) System Check? Are any other DTCs present?

Go to Step (3)

Go to Step (2)

Visually and physically check the following items: • The air intake duct for being collapsed or restricted • The air filter for being plugged • The EGO sensor is installed securely and the wire leads not damaged or contacting the secondary ignition wires • ECM grounds for being clean and tight. • Fuel system diagnostic checks Was a repair made?

Go to Step (6)

Go to Step (4)

• Diagnose any other DTC codes before proceeding with this chart. Have any other DTC codes been detected, diagnosed and repaired?

Go to Step (6)

Go to Step (4)

• Key OFF • Disconnect EGO sensor wire harness connector C005 • Disconnect ECM wire harness connector C001 • Key ON • Using a DVOM check for voltage at EGO 1 connector signal pin A and engine ground Do you have voltage?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Replace EGO sensor Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1162 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-214

GROUP 00(L-PSI 4X), ENGINE DTC 1165-LPG Catalyst Monitor (SPN 520213:FMI 10)

Conditions for Setting the DTC • • • • •

Circuit Description The ECM uses EGO 1 and EGO 2 sensor signals to diagnose problems with the catalyst muffl er. When the signals for EGO 1 & EGO 2 are similar it may indicate a problem with the catalyst.

Diagnostic Aid Always diagnose any other troubles, stored along with DTC 420 first. Check for and eliminate any exhaust leaks prior to replacing catalyst muffler. Look for exhaust leaks at the catalyst muffler inlet and tail pipes. Clear this trouble code after repairing exhaust leaks, and recheck for code.

SM 1056

00(L-PSI 4X)-5-215

GROUP 00(L-PSI 4X), ENGINE DTC 1171-EPR Pressure Higher Than Expected (SPN 520260:FMI 0)

Conditions for Setting the DTC • • • • • •

EPR delivery pressure Check condition-Engine running or cranking MIL-ON during active fault Fault condition-EPR actual pressure greater than 1.5 inches above commanded pressure Adaptive disabled Engine shutdown will occur

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. This code will set in the event the actual pressure is 1.5 inches water pressure higher than the actual commanded pressure. Adaptive learn is disabled and the MIL command is ON during this fault.

Diagnostic Aid Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. High secondary fuel pressure due to a worn or damaged primary or secondary seat may cause this fault to set

SM 1056

00(L-PSI 4X)-5-216

GROUP 00(L-PSI 4X), ENGINE DTC 1171-EPR Pressure Higher Than Expected Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Did you run the fuel pressure diagnostic test in the fuel system diagnostic section with no problems found?

Go to Step (4)

Go to Step (3)

Go to Step (4)

Follow the EPR service recommendations from the fuel pressure test chart.

Repair the circuit as necessary. Refer to wire harness repair section.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Run the EPR pressure test in the fuel system diagnostic section Did the EPR pass the fuel pressure test specifications? • Inspect the EPR electrical connector pins C018 for damage, corrosion or contamination. Did you find a problem?

• Replace or repair the EPR Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1171 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-217

GROUP 00(L-PSI 4X), ENGINE DTC 1172-EPR Pressure Lower Than Expected (SPN 520260:FMI 1)

Conditions for Setting the DTC • • • • • •

EPR delivery pressure Check condition-Engine running or cranking MIL-ON during active fault Fault condition-EPR actual pressure less than 1.5 inches below commanded pressure Adaptive disabled Closed loop disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. This code will set in the event the actual pressure is 1.0 inches water pressure lower than the actual commanded pressure. Adaptive is disabled and the MIL command is ON during this fault. Engine will shutdown if this fault occurs.

Diagnostic Aid Always run the fuel system diagnostic pressure check before proceeding with the following diagnostic chart. Low secondary fuel pressure due to a fuel restriction or faulty regulator may cause this fault.

SM 1056

00(L-PSI 4X)-5-218

GROUP 00(L-PSI 4X), ENGINE DTC 1172-EPR Pressure Lower Than Expected Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

Did you run the fuel pressure diagnostic test in the fuel system diagnostic section with no problems found?

Go to Step (4)

Go to Step (3)

Go to Step (4)

Follow the EPR service recommendations from the fuel pressure test chart.

Repair the circuit as necessary. Refer to wire harness repair section.

Go to Step (5)

Go to Step (6)

System OK

Go to OBD System Check

• Run the EPR pressure test in the fuel system diagnostic section Did the EPR pass the fuel pressure test specifications? • Inspect the EPR electrical connector C018 for damage, corrosion or contamination. Did you find a problem?

• Replace or repair the EPR Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1172 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-219

GROUP 00(L-PSI 4X), ENGINE DTC 1173-EPR Communication Lost (SPN 520260:FMI 31)

Conditions for Setting the DTC • • • • •

EPR CAN communication Check condition-Engine running or cranking MIL-On during active fault Fault condition-No packets received within 500 ms Adaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. This code will set in the event communication with the ECM is lost. The MIL command is on.

SM 1056

00(L-PSI 4X)-5-220

GROUP 00(L-PSI 4X), ENGINE DTC 1173-EPR Communication Lost Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in the system data mode • Clear DTC1173 • Key OFF • Key ON, and attempt to start the engine Does DTC1173 re-set?

Go to Step (3)

Intermittent problem. Go to Intermittent Problem section in the electrical section of this manual.

Key OFF Disconnect EPR electrical connector C018 Key ON Using a DVOM check for system power between EPR connector pin 7 and engine ground (Be sure to activate relay control ON using the DST function or check before ECM relay control times out) Do you have power?

Go to Step (4)

Follow the EPR service recommendations from the fuel pressure test chart.

• Check the 10A (F5) fuse Is the fuse open?

Go to Step (5)

Go to Step (6)

• Replace the F5 fuse Is the replacement complete?

Go to Step (17)

• Using a DVOM check for system power at power Repair the open cirrelay terminal 3 Repair the power cuit between power (Be sure to activate relay control ON using the DST System battery relay circuit as relay pin 3 and function or check before ECM relay control times voltage required Go to step EPR pin 7 Go to out) (17) step (17) Do you have power?

• • • •

• Using a DVOM check for continuity between EPR connector pin 6 and engine ground Do you have continuity?

• • • •

Key OFF Disconnect the EPR connector C018 Disconnect the ECM connector C001 Using a DVOM check for continuity between EPR pin 5 and ECM pin 15 Do you have continuity? • Using a DVOM check for continuity between EPR pin 2 and ECM pin 14 Do you have continuity?

Go to Step (8)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (9)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (10)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

SM 1056

00(L-PSI 4X)-5-221

GROUP 00(L-PSI 4X), ENGINE DTC 1173-EPR Communication Lost Step

Action

• Using a DVOM check for continuity between EPR pin 4 and ECM pin 81 Do you have continuity?

• Using a DVOM check for continuity between EPR pin 3 and B+ Do you have continuity?

• Using a DVOM check for continuity between EPR pin 6 and B+ Do you have continuity?

• Disconnect DST from the DLC connector C014 • Using a DVOM check for continuity between engine ground and EPR pin 4 Do you have continuity?

Value(s)

Yes

Go to Step (11)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (12)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (13)

Repair the open ground circuit as necessary. Refer to wiring repairs in engine electrical

Repair the shorted to ground CAN circuit as necessary. Refer to wiring repairs in engine electrical

Go to Step (14)

• Replace the EPR Is the replacement complete?

Go to Step (15)

• Remove all test equipment and reconnect the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1173 check for any stored codes. Does DTC1173 still re-set?

Go to Step (16)

System OK

• Replace the ECM Is the replacement complete?

Go to Step (17)

SM 1056

00(L-PSI 4X)-5-222

GROUP 00(L-PSI 4X), ENGINE DTC 1173-EPR Communication Lost Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1173 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-223

GROUP 00(L-PSI 4X), ENGINE DTC 1174-EPR Supply Voltage High (SPN 520260:FMI 3)

Conditions for Setting the DTC • • • • • •

EPR supply voltage Check condition-Engine running or cranking MIL-ON during active fault Fault condition-internal EPR supply voltage too high Adaptive disabled Closed loop disabled

Diagnostic Aid This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging voltage to be sure this DTC and other over voltage DTCs are not present. Repair the charging system if it is found to be out of specification for high charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first.

SM 1056

00(L-PSI 4X)-5-224

GROUP 00(L-PSI 4X), ENGINE DTC 1174-EPR Voltage Supply High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode • Engine running • Check the system battery voltage. Is the charging voltage within specifications?

Go to Step (3)

Repair the charging system

• Using a DVOM compare the system battery voltage to the DST display. Is the voltage reading within 1 volt between the two of them?

Go to Step (4)

Go to Step (5)

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Replace the ECM Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1174 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

1 volt

SM 1056

00(L-PSI 4X)-5-225

GROUP 00(L-PSI 4X), ENGINE DTC 1175-EPR Supply Voltage Low (SPN 520260:FMI 4)

Conditions for Setting the DTC • • • • •

EPR supply voltage Check condition-Engine running or cranking MIL-ON during active fault Fault condition-EPR internal supply voltage low Adaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the internal EPR supply voltage is low. Adaptive is disabled and the MIL command is ON.

Diagnostic Aid This DTC indicates abnormal EPR internal voltages that are not measurable externally. Check the system charging voltage to be sure this DTC and other low voltage DTCs are not present. Repair the charging system if it is found to be out of specification for low charge voltage. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first.

SM 1056

00(L-PSI 4X)-5-226

GROUP 00(L-PSI 4X), ENGINE DTC 1175-EPR Voltage Supply Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode • Engine running • Check the system battery voltage. Is the charging voltage within specifications?

Go to Step (3)

Repair the charging system

• Key OFF • Disconnect the EPR electrical connector C018 • Using a DVOM check for power between the EPR connector pin 7 and engine ground. • Key ON • Record the voltage reading. (Be sure to activate relay control ON using the DST function or check before ECM relay control times out) • Using a DVOM check the system battery power at the battery terminals and record the voltage reading. Are the recorded voltage readings within 1 volt of each other?

Go to Step (6)

Go to Step (4)

• Inspect the EPR connector and F5 fuse holder terminals for damage corrosion or contamination Did you find a problem?

Correct the problem as necessary. See wiring harness repair in the electrical section of this manual

Go to Step (5)

• Check the power relay circuit. Check the power relay connections for damage corrosion or contamination Did you find a problem?

Correct the problem as necessary. See wiring harness repair in the electrical section of this manual

Go to Step (7)

Repair the poor EPR power ground circuit. See wiring harness repair in the electrical section of this manual

Go to Step (8)

• Key OFF • Disconnect the ECM connector C001 • Using a DVOM check the resistance reading between EPR connector pin 6 and ECM connector pin 69 and 81. (Do not forget to subtract any resistance value that may be present in your test cables) Is the resistance reading less than 0.5 ohms?

• Replace the EPR Is the replacement complete?

Less than 0.5 ohms

SM 1056

00(L-PSI 4X)-5-227

GROUP 00(L-PSI 4X), ENGINE DTC 1175-EPR Voltage Supply Low Step

Action

Value(s)

Yes

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1175 check for any stored codes. Does DTC 1175 still re-set?

Go to Step (9)

System OK

• Replace the ECM Is the replacement complete?

Go to Step (10)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1175 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-228

GROUP 00(L-PSI 4X), ENGINE DTC 1176-EPR Internal Actuator Fault (SPN 520260:FMI 12)

Conditions for Setting the DTC • • • • •

EPR internal actuator test Check condition-Engine running or cranking MIL-ON during active fault Fault condition-Failed actuator Adaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 1056

00(L-PSI 4X)-5-229

GROUP 00(L-PSI 4X), ENGINE DTC 1176-EPR Internal Actuator Fault Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Check for any other current or active DTCs Does the DST show any other codes set?

Go to Step (3)

Go to Step (6)

• Repair any other DTCs set starting with the lowest DTC number first. Have the other DTCs set been corrected?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1176 check for any stored codes. Does DTC 1176 still re-set?

Go to Step (5)

System OK

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1176 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-230

GROUP 00(L-PSI 4X), ENGINE DTC 1177-EPR internal Circuitry Fault (SPN 520260:FMI 12)

Conditions for Setting the DTC • • • • •

EPR internal actuator test Check condition-Engine running or cranking MIL-ON during active fault Fault conditionAdaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 1056

00(L-PSI 4X)-5-231

GROUP 00(L-PSI 4X), ENGINE DTC 1177-EPR internal Circuitry Fault Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Check for any other current or active DTCs Does the DST show any other codes set?

Go to Step (3)

Go to Step (6)

• Repair any other DTCs set starting with the lowest DTC number first. Have the other DTCs set been corrected?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1177 check for any stored codes. Does DTC 1177 still re-set?

Go to Step (5)

System OK

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1177 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-232

GROUP 00(L-PSI 4X), ENGINE DTC 1178-EPR Internal Communication Error (SPN 520260:FMI 12)

Conditions for Setting the DTC • • • • •

EPR internal actuator test Check condition-Engine running or cranking MIL-ON during active fault Fault conditionAdaptive disabled

Circuit Description The EPR (Electronic Pressure Regulator) unit measures and controls the amount of fuel that is able to pass to the fuel mixer. Pressure readings are sent over the CAN to the ECM and in return the ECM sends back a control signal to the EPR to increase or decrease pressure for precise mixture control. This code will set if the ECM detects an internal actuator fault with the EPR. In the event of multiple code sets, always start the diagnostic repair with the lowest numerical value DTC first. In most instances the EPR will need to be replaced in the event of this code set.

SM 1056

00(L-PSI 4X)-5-233

GROUP 00(L-PSI 4X), ENGINE DTC 1178-EPR Internal Comm Fault Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST connected and in the system data mode. • Check for any other current or active DTCs Does the DST show any other codes set?

Go to Step (3)

Go to Step (6)

• Repair any other DTCs set starting with the lowest DTC number first. Have the other DTCs set been corrected?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1178 check for any stored codes. Does DTC 1178 still re-set?

Go to Step (5)

System OK

• Replace the EPR Is the replacement complete?

Go to Step (6)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature. • Observe the MIL. • Observe engine performance and driveability • After operating the engine within the test parameters of DTC1178 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-234

GROUP 00(L-PSI 4X), ENGINE DTC 1511 – Auxiliary Analog PU 1 High Voltage (SPN 520216:FMI 3)

Conditions for Setting the DTC • • • • •

Voltage on Aux Analog PU1 is 5.0v or greater for longer than 1 second Wiring issue between Vehicle Interface Connector 1 (VIC 1) and pin 46 at ECM Wiring issue between VIC 1 and OEM supplied speed computer MIL light on during fault Power Derate 2 enabled

Circuit Description The AUX PU1 is pulled-up to 5 VDC inside the ECM therefore; if SPDF input becomes an open-circuit into the ECU the input will remain at 5 VDC. The OEM supplied controller grounds the SPDF circuit when the vehicle is stopped. As a result, the fault is configured in the ECU on an AUX PU1 High Voltage state if voltage reached 5.0v for longer than 1 second. This informs the technician that the circuit is open. The technician should verify the wiring is good from the OEM supplied speed computer to the GCP module. If the wiring is ok, the problem is likely in the OEM system.

SM 1056

00(L-PSI 4X)-5-235

GROUP 00(L-PSI 4X), ENGINE DTC 1511 – Auxiliary Analog PU 1 High Voltage Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected On the Raw Volts page, check the value for 4.9v or Greater Aux_ana_PU1 Does the DST display 4.9v or greater?

• Key off and battery disconnected • Provide a good ground circuit to pin H at VIC 1 Reconnect battery and turn the key on, does the page 4.9v or Greater still indicate 4.9v or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section Check for bad wiring in the circuit

Go to Step (4)

• Key off and battery disconnected • Remove ground circuit installed in step 3, reinstall OEM wiring Refer to OEM for 4.9v or Greater diagnosis of speed • Provide a good ground circuit to Pin 46 at the control system GCP Connector Reconnect battery and turn the the key on, does the raw volts page still indicate 4.9v or greater?

SM 1056

Repari circuit issue between OEM supplied speed computer and Pin H at the VIC 1

Repair wire circuit issue between VIC 1 and GCP pin 46

00(L-PSI 4X)-5-236

GROUP 00(L-PSI 4X), ENGINE DTC 1552: AUX digital 1 low voltage (SPN 520222:FMI 04)

Conditions for Setting the DTC • Engine RPM between 60 rpm and 220 rpm • Voltage at Aux Dig 1 at the ECM (Pin 42) is less than 4 volts for greater than 1 second • Check Condition- Engine cranking

Circuit Description Aux Digital 1 is used to detect when the operator is cranking the engine by monitoring the key switch “start” position voltage potential. When the operator attempts to start the engine a 12 volt signal is sent through the customer interface connector “start in” terminal. The circuit carries the voltage to the S-Terminal of the starter which will begin engine cranking. The circuit has a splice which also carries the voltage to terminal 42 of the ECM “Aux Dig 1”. When B+ voltage is present at terminal 42 Aux Dig 1, the ECM knows the engine is cranking. This fault code is used to detect a circuit malfunction in which the engine is cranking and there is less than 4 volts at terminal 42 at the ECM.

SM 1056

00(L-PSI 4X)-5-237

GROUP 00(L-PSI 4X), ENGINE DTC 1552: AUX digital 1 low voltage (SPN 520222: FMI 04) Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Engine Cranking • DST (Diagnostic Scan Tool) connected on the Raw volts page Does AUX_DIG1_Raw Display less than 4 volts?

< 4 Volts

Go to Step (3)

ECM De-fective, Replace ECM

• Engine Cranking • Connect DVOM as in-structed below Backprobe Aux Dig 1 White wire at terminal 42 of the ECM header connector and ground other DVOM lead Do you get greater than 4 volts?

> 4 Volts

Repair faulty termi- Repair open circuit nal at pin 42 of the from starter solenoid splice to terwire harness minal 42 at the Aux dig 1 ECM header conWhite wire nector

SM 1056

00(L-PSI 4X)-5-238

GROUP 00(L-PSI 4X), ENGINE DTC 1612-RTI 1 Loss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 1056

00(L-PSI 4X)-5-239

GROUP 00(L-PSI 4X), ENGINE DTC 1612-RTI 1 Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1612 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1612 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-240

GROUP 00(L-PSI 4X), ENGINE DTC 1613-RTI 2 Loss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 1056

00(L-PSI 4X)-5-241

GROUP 00(L-PSI 4X), ENGINE DTC 1613-RTI 2 Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1613 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1613 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-242

GROUP 00(L-PSI 4X), ENGINE DTC 1614-RTI 3 Losss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 1056

00(L-PSI 4X)-5-243

GROUP 00(L-PSI 4X), ENGINE DTC 1614-RTI 3 Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1614 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1614 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-244

GROUP 00(L-PSI 4X), ENGINE DTC 1615-A/D Loss (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 1056

00(L-PSI 4X)-5-245

GROUP 00(L-PSI 4X), ENGINE DTC 1615-A/D Loss Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1615 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1615 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-246

GROUP 00(L-PSI 4X), ENGINE DTC 1616-Invalid Interrupt (SPN 629:FMI 31)

Conditions for Setting the DTC • • • • •

Engine Control Module Check Condition-Key on Fault Condition-Internal microprocessor error MIL-ON Adaptive-Disabled for the remainder of the key-ON cycle

SM 1056

00(L-PSI 4X)-5-247

GROUP 00(L-PSI 4X), ENGINE DTC 1616-Invalid Interrupt Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1616 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

System OK

Go to OBD System Check

• Check ECM power and ground circuits Did the power and ground circuits check OK? 3

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1616 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-248

GROUP 00(L-PSI 4X), ENGINE DTC 1625 - J1939 Shutdown Request (SPN 1384:FMI 31)

Conditions for Setting the DTC • Fault signal from OEM device • Check Condition-Engine running • MIL-ON

Circuit Description The OEM can connect to the J1939 circuit (CAN circuit) at the customer interface connector 2. The terminals are N and P and continue through the engine wire harness into the GCP header connector. The terminals at the GCP for J1939 are pins 14 and 15. This DTC will set if the OEM device hooked into terminals N and P at the customer interface connector commands the engine to shutdown.

SM 1056

00(L-PSI 4X)-5-249

GROUP 00(L-PSI 4X), ENGINE DTC 1626-CAN Tx Failure

Conditions for Setting the DTC • • • •

CAN Tx Check Condition-Engine running Fault Condition-CAN Tx error 120 packets lost within 1 second MIL-ON

Circuit Description The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for various control functions. This fault will set if the ECM detects 120 packets lost within a one second time period. The MIL command is ON.

SM 1056

00(L-PSI 4X)-5-250

GROUP 00(L-PSI 4X), ENGINE DTC 1626-CAN Tx Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1626 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Check that the ECM power connection C019 is clean, tight and in the proper location. • Check that the ECM ground connection C010 is clean, tight and in the proper location. Are the power and ground circuits OK?

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Using a DVOM check for continuity between ECM pins 14 and 15 Do you have continuity between them?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Using a DVOM check for continuity to engine ground on pins 69 and 81 Do have continuity to engine ground?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

• Using a DVOM check for continuity to battery positive on pins 69 and 81 Do have continuity them?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1626 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-251

GROUP 00(L-PSI 4X), ENGINE DTC 1627-CAN Rx Failure (SPN 639:FMI 12)

Conditions for Setting the DTC • • • •

CAN Rx Check Condition-Engine running Fault Condition-CAN Rx error 120 packets lost within 1 second MIL-ON

SM 1056

00(L-PSI 4X)-5-252

GROUP 00(L-PSI 4X), ENGINE DTC 1627-CAN Rx Failure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1627 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

• Using a DVOM check for continuity between ECM pins 14 and 15 Do you have continuity between them?

Repair the shorted circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

• Using a DVOM check for continuity to engine ground on pin 14. • Do have continuity to engine ground?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (6)

• Using a DVOM check for continuity to battery positive on pin 14. Do have continuity between them?

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (8)

System OK

Go to OBD System Check

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1627 check for any stored codes. Does the engine operate normally with no stored codes?

SM 1056

00(L-PSI 4X)-5-253

GROUP 00(L-PSI 4X), ENGINE DTC 1628-CAN Address Conflict (SPN 639:FMI 13)

Conditions for Setting the DTC • • • •

CAN Rx Check Condition-Engine running Fault Condition-5 or more address conflict errors MIL-ON

Circuit Description The CAN bus (controller area network) is used by the ECM to communicate with other digital devices used throughout the fuel system. Information is sent over the CAN bus in digital information “packets” that contain information for various control functions. Individual devices are assigned network addresses. This fault will set if the ECM detects an address conflict, such as two devices with the same address. This is usually not due to an in field failure and may be the results of “add on” CAN devices

SM 1056

00(L-PSI 4X)-5-254

GROUP 00(L-PSI 4X), ENGINE DTC 1628-CAN Address Conflict Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code Does DTC 1628 reset with the engine idling?

Go to Step (3)

Intermittent problem Go to Intermittent section

• • • •

Key OFF Disconnect one CAN device Clear DTC 1628 Key ON (start engine if possible if not continue cranking for at least 3 seconds) • Wait 5 seconds Does DTC 1628 re-set?

Contact the CAN Repeat step 3 until device manufacall CAN devices turer for additional have been discon- CAN address information nected one at a time Go to Step (4)

Has the CAN device been replaced or address conflict resolved?

Go to Step (5)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1628 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-255

GROUP 00(L-PSI 4X), ENGINE DTC 1644-MIL Control Ground Short (SPN 1213:FMI 4)

Conditions for Setting the DTC • • • •

MIL Check Condition-Key ON engine OFF Fault Condition-ECM MIL output shorted to ground MIL Command-ON

Circuit Description The Spectrum Fuel system is equipped with OBD (On-Board Diagnostics). The system has a dash mounted MIL (Malfunction Indicator Lamp). The MIL serves as notification of an emissions related problem. The MIL also has the ability to flash DTC codes in what is referred to as the blink code mode. It will display DTCs that have been stored due to a possible system malfunction. The following DTC charts in this manual will instruct the technician to perform the OBD system check. This simply means to verify the operation of the MIL. The lamp should illuminate when the key is in the ON position, and the engine is not running. This feature verifies that the lamp is in proper working order. If the lamp does not illuminate with the vehicle key ON and engine OFF, repair it as soon as possible. Once the engine is in start or run mode, the lamp should go off. If the lamp stays on while the engine is in the start or run mode, a current diagnostic trouble code may be set or a problem may exist with the MIL electrical wiring. The electrical schematic above shows the MIL power source supplied to the lamp. The ECM completes the circuit to ground to turn the lamp ON. This fault will set if the ECM MIL control is shorted to ground.

SM 1056

00(L-PSI 4X)-5-256

GROUP 00(L-PSI 4X), ENGINE DTC 1644-MIL Control Ground Short Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code • Key OFF • Key ON Does DTC 1644 reset?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECM wire harness connector C001 • Using a DVOM check for continuity between ECM connector pin 5 and engine ground Do you have continuity?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect vehicle interface connector C012 • Using a DVOM check for continuity between ECM connector pin 80 and engine ground Do you have continuity?

• Replace the ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1644 check for any stored codes. Does the engine operate normally with no stored codes?

Repair the MIL Repair the shorted control wire short to ground circuit to ground between between the ECM the vehicle interconnector and face connector and engine ground. vehicle chassis. Then go to step (6) Then go to step (6) Go to Step (7)

System OK

Go to Step (5)

SM 1056

00(L-PSI 4X)-5-257

GROUP 00(L-PSI 4X), ENGINE DTC 1644-MIL Control Ground Short Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1644 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-258

GROUP 00(L-PSI 4X), ENGINE DTC 1645-MIL Control Ground Short To Power (SPN 1213:FMI 3)

Conditions for Setting the DTC • • • •

MIL check Check Condition-Key ON engine OFF Fault Condition-ECM MIL output shorted to ground MIL Command-ON

SM 1056

00(L-PSI 4X)-5-259

GROUP 00(L-PSI 4X), ENGINE DTC 1645-MIL Control Ground Short To Power Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine Running • DST (Diagnostic Scan Tool) connected in System Data Mode • Clear system fault code • Key OFF • Key ON Does DTC 1645 reset?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect the ECM wire harness connector C001 • Using a DVOM check for voltage between ECM connector pin 80 and engine ground • Key ON Do you have voltage?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect vehicle interface connector C012 • Using a DVOM check for continuity between ECM connector pin 80 and engine ground Do you have continuity?

• Replace the ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1645 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to Step (5)

SM 1056

00(L-PSI 4X)-5-260

GROUP 00(L-PSI 4X), ENGINE DTC 1645-MIL Control Ground Short To Power Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-1645 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-261

GROUP 00(L-PSI 4X), ENGINE DTC 2111-Unable To Reach Lower TPS (SPN 51:FMI 7)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor Check Condition-Cranking or Running Fault Condition-Actual throttle position is 20% greater than the throttle command MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the actual throttle position is 20% greater than the throttle command. During this active fault the MIL command is ON and the engine will shutdown.

SM 1056

00(L-PSI 4X)-5-262

GROUP 00(L-PSI 4X), ENGINE DTC 2111-Unable To Reach Lower TPS Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive By Wire) test mode • Depress foot pedal until the throttle command is between 63%-68% Is the TPS 1 voltage greater than 2.0 volts?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Probe TPS 1 signal pin 6 with a test light connected to battery voltage • Key ON Does DST display TPS 1 voltage less than 0.2 volts?

Go to Step (6)

Go to Step (4)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (5)

Key OFF Disconnect ECM wire harness connector C001 Key ON Using a DVOM check for voltage between throttle connector TPS 1signal pin 6 and engine ground Do you have voltage?

• Replace ECM Is the replacement complete?

Go to Step (13)

• Probe sensor ground circuit at ECM connector C001 with a test light connected to battery voltage Does the test light come on?

Go to Step (9)

Go to Step (7)

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between throttle connector signal ground pin 2 and ECM signal ground circuit pin 20 Do you have continuity between them?

• Replace ECM Is the replacement complete?

Go to Step (13)

• Check throttle for foreign object in bore Did you find a foreign object in the bore?

Go to Step (10)

Go to Step (11)

• Remove foreign object Is the removal complete?

Go to Step (13)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (12)

• • • •

• Inspect the throttle wire harness connector terminals for damage, corrosion or contamination Did you find the problem?

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

SM 1056

00(L-PSI 4X)-5-263

GROUP 00(L-PSI 4X), ENGINE DTC 2111-Unable To Reach Lower TPS Step

Action

• Replace throttle Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2111 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (13)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-264

GROUP 00(L-PSI 4X), ENGINE DTC 2112-Unable To Reach Higher TPS (SPN 51:FMI 7)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor Check Condition-Cranking or Running Fault Condition-Actual throttle position is 20% less than the throttle command MIL-ON during active fault Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read low voltage when closed and TPS 2 will read high voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. This fault will set if the actual throttle position is 20% less than the throttle command. The MIL command is ON and the engine will shutdown.

SM 1056

00(L-PSI 4X)-5-265

GROUP 00(L-PSI 4X), ENGINE DTC 2112-Unable To Reach Higher TPS Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in DBW (Drive By Wire) test mode • Depress foot pedal until the throttle command is 63%-68% Is the TPS voltage less than 2.0 volts?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Key OFF • Disconnect electronic throttle connector C017 • Probe TPS 1 signal circuit pin 6 with test light connected to battery voltage • Key ON Is TPS voltage 4.0 volts or greater?

Go to Step (4)

Go to Step (8)

• Check throttle bore for foreign object Did you find a problem?

Go to Step (5)

Go to Step (6)

• Remove the foreign object Has the object been removed?

Go to Step (11)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (11)

Go to Step (9)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the shorted to ground circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Go to Step (11)

• Check the electronic throttle connector terminals for damage corrosion or contamination Did you find a problem?

• Replace throttle Is the replacement complete?

• Key OFF • Disconnect ECM wire harness connector C001 • Using a DVOM check for continuity between throttle connector TPS 1 signal pin 6 and ECM TPS 1 signal pin 5 Do you have continuity between them?

• Using a DVOM check for continuity between throttle connector TPS 1 signal pin 6 and engine ground Do you have continuity between them? • Replace ECM Is the replacement complete?

SM 1056

00(L-PSI 4X)-5-266

GROUP 00(L-PSI 4X), ENGINE DTC 2112-Unable To Reach Higher TPS Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2112 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-267

GROUP 00(L-PSI 4X), ENGINE DTC 2121-FPP 1 Lower Than FPP 2 (SPN 91:FMI 18)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 1 and 2 Check Condition-Key ON Fault Condition-FPP1 sensor higher than FPP 2 MIL-ON Force idle Low rev limit

Circuit Description The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set if FPP 1 is 20% or greater than the FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

Diagnostic Aid FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete FPP assembly must be replaced.

SM 1056

00(L-PSI 4X)-5-268

GROUP 00(L-PSI 4X), ENGINE DTC 2121 FPP 1 Lower than FPP 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST (Diagnostic Scan Tool) connected and in the system data mode • Clear DTC 2126 • Start and run the engine to full operating temperature • Depress the foot pedal from idle to the wide open position several times Does DTC 2121 re-set?

Go to Step (4)

Go to Step (3)

• Key OFF • Slowly depress the foot pedal from idle to the wide open position while observing the FPP1 and FPP 2 calculated percentage positions Does the DST display a 20% or more difference between FPP1 and FPP2 calculated positions?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect FPP sensor connector Jump the pins that that lead from the FPP sensor connector to C012 signal pin K and 5 volt supply pin M pin 3 Does the DST show FPP 1 voltage above 0.200 volts?

Go to Step (5)

Go to Step (7)

Repair the circuit as required. See wiring harness repair section

Go to Step (6)

Go to Step (12)

Go to Step (8)

Repair the open 5 volt circuit as required. See wiring harness repair section

Go to Step (9)

Repair the open signal circuit as required. See wiring harness repair section

• Inspect the FPP and vehicle interface connectors for damage corrosion or contamination Did you find a problem?

• Replace the FPP sensor Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between C017 pin 3 and ECM 5 volt pin 19 Do you have continuity?

Greater than 0.200 volts

• Using a DVOM check for continuity between C012 signal pin K and ECM signal pin 9. Do you have continuity?

• Using a DVOM check for continuity between ECM connector signal pin 9 and engine ground Do you have continuity?

Repair the signal shorted to ground circuit as required. See wiring harness repair section

Go to Step (10)

• Inspect FPP connector and ECM connector pins for damage corrosion or contamination Did you find a problem?

Repair the circuit as required. See wiring harness repair section

Go to Step (11)

SM 1056

00(L-PSI 4X)-5-269

GROUP 00(L-PSI 4X), ENGINE DTC 2121 FPP 1 Lower than FPP 2 Step

Action

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2121 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-270

GROUP 00(L-PSI 4X), ENGINE DTC 2122-FPP 1 High Voltage (SPN 91:FMI 3)

Conditions for Setting the DTC • • • • • •

Foot Pedal Position Check Condition-Key On Fault Condition-FPP1 sensor voltage exceeds 4.800 volts MIL-On during active fault Low rev limit Forced idle

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will set if the FPP 1 voltage exceeds 4.800 volts for longer than 0.5 seconds. If the voltage exceeds 4.800 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle will be in effect during this code set limiting full power output.

Diagnostic Aid FPP sensors are OEM specific and vary in configuration. The exact wire color and pin numbers for the FPP connection must be verified in the OEM chassis wiring schematic. The FPP sensor used in this system provides two sensors in one packaged assembly. FPP1 and FPP 2 are not serviceable individually, and in the event of a failure the complete foot pedal sensor assembly must be replaced.

SM 1056

00(L-PSI 4X)-5-271

GROUP 00(L-PSI 4X), ENGINE DTC 2122 FPP 1 Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display FPP voltage of 4.800 volts or greater with the foot pedal in the idle position?

Greater than 4.800 volts

Go to Step (3)

• Slowly increase FPP while observing FPP 1 voltage Does DST FPP voltage ever exceed 4.800 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector Does the DST now show FPP 1 voltage below 0.200 volts?

Go to Step (5)

Go to Step (6)

• Replace FPP sensor Is the replacement complete?

Go to Step (10)

Key OFF Disconnect ECM connector C001 Disconnect vehicle interface connector C012 Using a DVOM check continuity between connector C012 pin L and ECM sensor ground pin 20 Do you have continuity?

Go to Step (7)

Repair the open ground circuit as required

• Key ON • Using a DVOM check for voltage between the FPP connector pin K and engine ground Do you have continuity?

Repair the signal shorted to voltage circuit

Go to Step (8)

Repair the circuit as required. See wiring harness repair section

Go to Step (9)

Go to Step (10)

System OK

Go to OBD System Check

• • • •

• Inspect ECM and FPP connectors for damage corrosion or contamination Did you find a problem?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2122 check for any stored codes. Does the engine operate normally with no stored codes?

0.200 volts or less

SM 1056

00(L-PSI 4X)-5-272

GROUP 00(L-PSI 4X), ENGINE DTC 2123-FPP 1 Low Voltage (SPN 91:FMI 4)

Conditions for Setting the DTC • • • • • •

Foot Pedal Position Check Condition-Key On Fault Condition-FPP sensor voltage less than 0.200 MIL-On during active Low rev limit Force idle

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will set if the FPP 1 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below 0.200 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle will be in effect during this code set limiting full power output.

SM 1056

00(L-PSI 4X)-5-273

GROUP 00(L-PSI 4X), ENGINE DTC 2123 FPP 1 Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in Sys0.200 volts or tem Data Mode less Does the DST display FPP 1 voltage of 0.200 volts or less with the foot pedal in the idle position?

Go to Step (3)

• Slowly increase FPP while observing the FPP 1 voltage Does the DST ever display FPP voltage below 0.200 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector • Jump the FPP sensor pins at the FPP 1 connector that lead to C012 5 volt pin M and signal pin K Does the DST now show FPP 1 voltage above 0.200 volts?

Go to Step (5)

Go to Step (7)

Repair the circuit as required. See wiring harness repair section

Go to Step (6)

Go to Step (12)

Go to Step (8)

Repair the open circuit as required. See wiring harness repair section

Go to Step (9)

Repair the open circuit as required. See wiring harness repair section

• Key ON • Using a DVOM check for continuity between ECM connector signal pin 9 and engine ground Do you have continuity?

Repair the signal shorted to ground circuit as required. See wiring harness repair section

Go to Step (10)

• Inspect FPP1, C012 and ECM connectors for damage corrosion or contamination Did you find a problem?

Repair the circuit as required. See wiring harness repair section

Go to Step (11)

Go to Step (12)

• Inspect FPP 1 and C012 connectors for damage corrosion or contamination Did you find a problem?

• Replace FPP 1 sensor Is the replacement complete?

• Key OFF • Disconnect ECM connector C001 • Using a DVOM check for continuity between ECM 5 volt pin 19 and FPP connector pin that leads to C012 pin M Do you have continuity?

• Using a DVOM check for continuity between ECM signal pin 9 and FPP connector pin that leads to C012 pin K Do you have continuity?

• Replace ECM Is the replacement complete?

Greater than 0.200 volts

SM 1056

00(L-PSI 4X)-5-274

GROUP 00(L-PSI 4X), ENGINE DTC 2123 FPP 1 Voltage Low Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2123 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-275

GROUP 00(L-PSI 4X), ENGINE DTC 2126-FPP Higher Than FPP 2 (SPN 91:FMI 16)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 1 and 2 Check Condition-Key ON Fault Condition-FPP 1 20% higher than FPP 2 MIL-ON Force idle Low rev limit

Circuit Description The foot pedal position sensor uses variable resistors to determine signal voltage based on foot pedal position. Although the voltage outputs are different, the calculated throttle position values should be very close to the same. This fault will set if FPP 1 is 20% or more higher that FPP 2. The MIL command is ON. Forced idle and low rev limit are in effect during this fault limiting full power output.

SM 1056

00(L-PSI 4X)-5-276

GROUP 00(L-PSI 4X), ENGINE DTC 2126 FPP 1 Higher Than FPP 2 Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• DST (Diagnostic Scan Tool) connected in System Data Mode • Clear DTC 2126 • Start the engine and run to full operating temperature. • Depress the foot pedal from idle to wide open throttle several times. Does DTC 2126 re-set?

Go to Step (4)

Go to Step (3)

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect FPP sensor connector Does the DST now show FPP 1 voltage below 0.200 volts?

Go to Step (5)

Go to Step (6)

• Replace the FPP sensor Is the replacement complete?

Go to Step (10)

Go to Step (7)

Repair the open ground circuit as required

Repair the signal shorted to voltage

Go to Step (8)

Repair the circuit as required. See wire harness repair section

Go to Step (9)

Go to Step (10)

Key OFF Disconnect ECM connector C001 Disconnect vehicle interface connector C012 Using a DVOM check continuity between the interface connector pin L and ECM sensor ground pin 20 Do you have continuity?

• Key ON • Using a DVOM check for voltage between the FPP connector that leads to the vehicle interface connector signal pin K and engine ground Do you have voltage?

Below 0.200 volts

• • • •

• Inspect ECM and FPP connectors for damage corrosion or contamination Did you find a problem? • Replace ECM Is the replacement complete?

No voltage

SM 1056

00(L-PSI 4X)-5-277

GROUP 00(L-PSI 4X), ENGINE DTC 2126 FPP 1 Higher Than FPP 2 Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2126 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-278

GROUP 00(L-PSI 4X), ENGINE DTC 2127-FPP 2 Low Voltage (SPN 29:FMI 4)

Conditions for Setting the DTC • • • • • •

Foot Pedal Position Check Condition-Key On Fault Condition-FPP sensor voltage less than 0.400 MIL-On Low Rev Limit Force Idle

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on pedal position. This fault will set if the FPP 2 voltage is less than 0.200 volts at any operating condition while the key is on. If the voltage drops below 0.400 volts the FPP is considered to be out of specification. The MIL command is ON. Low rev limit and forced idle will be effect during this fault limiting power output.

SM 1056

00(L-PSI 4X)-5-279

GROUP 00(L-PSI 4X), ENGINE DTC 2127 FPP 2 Voltage Low Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display FPP 2 voltage of less than 0.400 volts with the foot pedal in the idle position?

Less than 0.400 volts

Go to Step (3)

• Slowly increase the FPP while observing the FPP 2 voltage Does the DST ever display FPP voltage below 0.400 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector • Jump the pins from the FPP sensor connector that leads to C012 signal pin J and 5 volt supply pin S Does the DST now show FPP 1 voltage above 0.400 volts?

Go to Step (5)

Go to Step (7)

Repair the circuit as required. See wiring harness repair section

Go to Step (6)

Go to Step (12)

Go to Step (8)

Repair the open 5 volt circuit as required. See wiring harness repair section

Go to Step (9)

Repair the open signal circuit as required. See wiring harness repair section

• Inspect the FPP and C012 connectors for damage corrosion or contamination Did you find a problem? • Replace FPP sensor Is the replacement complete? • • • •

Key OFF Disconnect ECM connector C001 Disconnect the vehicle interface connector C012 Using a DVOM check for continuity between C012 pin S and ECM 5 volt pin 49 Do you have continuity?

Greater than 0.400 volts

• Using a DVOM check for continuity between C012 signal pin J and ECM signal pin 10 Do you have continuity?

• Using a DVOM check for continuity between ECM connector signal pin 10 and engine ground Do you have continuity?

Repair the signal shorted to ground circuit as required. See wiring harness repair section

Go to Step (10)

• Inspect FPP connector C012 and ECM connector pins for damage corrosion or contamination Did you find a problem?

Repair the circuit as required. See wiring harness repair section

Go to Step (11)

Go to Step (12)

• Replace ECM Is the replacement complete?

SM 1056

00(L-PSI 4X)-5-280

GROUP 00(L-PSI 4X), ENGINE DTC 2127 FPP 2 Voltage Low Step

Action

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2127 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

System OK

Go to OBD System Check

SM 1056

00(L-PSI 4X)-5-281

GROUP 00(L-PSI 4X), ENGINE DTC 2128-FPP 2 High Voltage (SPN 29:FMI 3)

Conditions for Setting the DTC • • • • • •

Foot pedal position sensor 2 Check Condition-Key On Fault Condition-FPP2 sensor voltage exceeds 4.800 volts MIL-On Forced idle Low rev limit

Circuit Description The Foot Pedal Position sensor uses a variable resistor to determine signal voltage based on foot pedal position. This fault will set if the FPP 2 voltage exceeds 4.800 volts at any operating condition while the key is on. If the voltage exceeds 4.800 volts the FPP is considered to be out of specification. The MIL command is ON. Forced idle and low rev limit will be in effect limiting power output during this fault.

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00(L-PSI 4X)-5-282

GROUP 00(L-PSI 4X), ENGINE DTC 2128 FPP 2 Voltage High Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in Sys4.800 volts or tem Data Mode greater Does the DST display FPP voltage of 4.800 volts or greater with the foot pedal in the idle position?

Go to Step (3)

• Slowly increase the FPP while observing the FPP 2 voltage Does DST FPP voltage ever exceed 4.800 volts?

Go to Step (4)

Intermittent problem Go to Intermittent section

• Disconnect the FPP sensor connector Does the DST now show FPP 2 voltage below 0.200 volts?

Go to Step (5)

Go to Step (6)

• Replace FPP sensor Is the replacement complete?

Go to Step (10)

Go to Step (7)

Repair the open ground circuit as required

Repair the signal shorted to voltage circuit

Go to Step (8)

Repair the circuit as required. See wire harness repair section

Go to Step (9)

Go to Step (10)

System OK

Go to OBD System Check

Key OFF Disconnect ECM connector C001 Disconnect vehicle interface connector C012 Using a DVOM check continuity between connector C012 pin R and ECM sensor ground pin 50 Do you have continuity?

• Key ON • Using a DVOM check for voltage between the FPP connector pin J and engine ground Do you have voltage?

Below 0.200 volts

• • • •

• Inspect ECM and FPP connectors and pins for damage corrosion or contamination Did you find a problem?

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2128 check for any stored codes. Does the engine operate normally with no stored codes?

No voltage

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00(L-PSI 4X)-5-283

GROUP 00(L-PSI 4X), ENGINE DTC 2135: TPS1/2 simultaneous voltages out-of-range (SPN 51:FMI 31)

Conditions for Setting the DTC • • • • •

Throttle Position Sensor 1 & 2 Check Condition-Key ON Fault Condition-TPS 1 20% higher than TPS2 MIL-ON for remainder of key on cycle Engine shutdown

Circuit Description Dual throttle Position Sensors are used within the throttle that use variable resistors to determine signal voltage based on throttle plate position. TPS 1 will read lower voltage when closed and TPS 2 will read higher voltage when closed. The TPS 1 and TPS 2 percentages are calculated from these voltages. Although the voltages are different, the calculated values for the throttle position percentages should be very close to the same. The TPS values are used by the ECM to determine if the throttle is opening as commanded. The TPS is not serviceable and in the event of a failure the electronic throttle assembly must be replaced. This fault will set if TPS 1 is 20% (or more) higher than TPS 2. At this point the throttle is considered to be out of specification, or there is a problem with the TPS signal circuit. The MIL command is ON and the engine will shutdown.

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00(L-PSI 4X)-5-284

GROUP 00(L-PSI 4X), ENGINE DTC 2135: TPS1/2 simultaneous voltages out-of-range Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON, Engine OFF • DST (Diagnostic Scan Tool) connected in System Data Mode Does the DST display more than a 20% difference between TPS 1 and TPS 2?

Go to Step (3)

Intermittent problem Go to Intermittent section

Go to Step (5)

Go to Step (4)

Key OFF Disconnect ECM wiring harness connector C001 Key ON Using a DVOM check for voltage between ECM connector TPS 1 signal pin 5 and engine ground Do you have voltage?

Repair the TPS 1 circuit shorted to voltage as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (9)

• Jump TPS 1 signal pin 6 to the 5 volt reference pin 3 at connector C017 Does DST display TPS 1 voltage over 4.900 volts?

Go to Step (6)

Go to Step (8)

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (7)

Go to Step (12)

Go to Step (9)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Go to Step (10)

Repair the open circuit as necessary. Refer to Wiring Repairs in Engine Electrical.

Repair the circuit as necessary. Refer to Wiring Repairs in Engine Electrical

Go to Step (11)

• • • •

Key OFF Disconnect electronic throttle connector C017 Key ON Change DST mode to DBW (drive by wire) test mode Is the voltage for TPS 1 less than 0.1 volts? • • • • •

• Inspect wire terminals at throttle connector for damage corrosion or contamination Any problems found?

• Replace the electronic Throttle Is the replacement complete?

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00(L-PSI 4X)-5-285

GROUP 00(L-PSI 4X), ENGINE DTC 2135: TPS1/2 simultaneous voltages out-of-range Step

Action

• Replace ECM Is the replacement complete?

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2135 check for any stored codes. Does the engine operate normally with no stored codes?

Value(s)

Yes

Go to Step (12)

System OK

Go to OBD System Check

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00(L-PSI 4X)-5-286

GROUP 00(L-PSI 4X), ENGINE DTC 2229-BP High Pressure (SPN 108:FMI 0)

Conditions for Setting the DTC • • • • •

Barometric Pressure Check Condition-Key ON Fault Condition-BP greater than 16 psia MIL-ON for active fault Adaptive-Disabled

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00(L-PSI 4X)-5-287

GROUP 00(L-PSI 4X), ENGINE DTC 2229-BP High Pressure Step

Action

Value(s)

Yes

Did you perform the On-Board (OBD) System Check?

Go to Step (2)

Go to OBD System Check Section

• Key ON • DST (Diagnostic Scan Tool) connected in • System Data Mode Does DST display MAP pressure of 16 psia or greater?

Go to Step (3)

Intermittent problem Go to Intermittent section

• Replace TMAP sensor. Is the repair complete?

Go to Step (4)

• Remove all test equipment except the DST. • Connect any disconnected components, fuses, etc. • Using the DST clear DTC information from the ECM. • Turn the ignition OFF and wait 30 seconds. • Start the engine and operate the vehicle to full operating temperature • Observe the MIL • Observe engine performance and driveability • After operating the engine within the test parameters of DTC-2229 check for any stored codes. Does the engine operate normally with no stored codes?

System OK

Go to OBD System Check

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00(L-PSI 4X)-5-288

GROUP 00(L-PSI 4X), ENGINE

7. Definitions Air Valve Vacuum (AVV): The vacuum signal taken from below the air valve assembly and above the throttle butterfly valve. ADP: Adaptive Digital Processor. Air/Fuel Ratio: The amount or balance of air and fuel in the air fuel mixture that enters the engine. Analog Voltmeter: A meter that uses a mechanical needle to point to a value on a scale of numbers. It is usually of the low impedance type and used to measure voltage and resistance. Aromatics: Pertaining to or containing the sixcarbon ring characteristic of the benzene series. Found in many petroleum distillates. Backfire: Combustion of the air/fuel mixture in the intake or exhaust manifolds. A backfire can occur if the intake or exhaust valves are open when there is a mis-timed ignition spark. Benzene: An aromatic (C6H6). Sometimes blended with gasoline to improve anti-knock value. Benzene is toxic and suspected of causing cancer. Bi-Fueled: A vehicle equipped to run on two fuels. Blow-By: Gases formed by the combustion of fuel and air, which ordinarily should exert pressure only against the piston crown and rst compression ring. When rings do not seal, these gases escape or “blow by” the side of the piston into the crankcase. BTU: British Thermal Unit. A measurement of the amount of heat required to raise the temperature of 1lb. of water 1 degree F. Butane: An odorless, colorless gas, C4H10 found in natural gas and petroleum. One of the ve LP gases. CAFE: Corporate Average Fuel Economy. CARB: California Air Resources Board. Carbon Monoxide (CO): A chemical compound of a highly toxic gas that is both odorless and colorless. Carburetor: An apparatus for supplying an internalcombustion engine a mixture of vaporized fuel and air. Cathode Ray Tube: A vacuum tube in which cathode rays usually in the form of a slender beam are projected on a uorescent screen and produce a luminous spot. Circuit: A path of conductors through which electricity ows.

Closed Loop Operation: Applies to systems utilizing an oxygen sensor. In this mode of operation, the system uses oxygen sensor information to determine air/fuel ratio. Adjustments are made accordingly and checked by comparing the new oxygen sensor to previous signals. No stored information is used. CNG: Compressed Natural Gas. CKP: Crankshaft Position Sensor CMP: Camshaft Position Sensor Conductor: A material, normally metallic, that permits easy passage of electricity. Contaminants: Impurities or foreign material present in fuel. Control Module: One of several informal names for a solid state microcomputer which monitors engine conditions and controls certain engine functions; i.e. air/fuel ratio, injection and ignition time, etc. The formal name and the one used throughout this manual is ECM, or Engine Control Module. Converter: A LPG fuel system component containing varying stages of fuel pressure regulation combined with a vaporizer. Cryogen: A refrigerant used to obtain very low temperatures. Current: The volume or ow of electrons through a conductor. Measured in amperes or amps. DBW: Drive By Wire Dedicated Fuel System: A motor fuel system designed to operate on only one fuel type. Diaphragm: A thin, exible membrane that separates two chambers. When the pressure in one chamber is lower than in the other chamber, the diaphragm will move toward the side with the low pressure. Diaphragm Port: The external port located at the fuel inlet assembly and connected to the vacuum chamber above the air valve diaphragm. DLC: Data Link Connector. DTC: Diagnostic Trouble Code DST: Diagnostic Scan Tool. DVOM: Digital Volt/ohm Meter. A meter that uses a numerical display in place of a gauge and is usually of the high impedance type.

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00(L-PSI 4X)-5-289

GROUP 00(L-PSI 4X), ENGINE ECT: Engine Coolant Temperature. ECM: Electronic Control Module ECOM: A DLC cable supporting CAN and serial communication with a PSI/EControls ECM. EFI: Electronic Fuel Injection. A fuel injection system, which uses a microcomputer (ECM) to determine and control the amount of fuel, required by, and injected into, a particular engine. EGO: Exhaust Gas Oxygen, used to describe a sensor. Also known as “HEGO” (Heat Exhaust Gas Oxygen) sensor, “O2” or “Oxygen sensor. EGR: Exhaust Gas Recirculation. EPA: Environmental Protection Agency: A regulating agency of the Federal government which, among other duties, establishes and enforces automotive emissions standards. Ethanol: Grain alcohol (C2H5OH), generally produced by fermenting starch or sugar. Evaporative Emissions Controls: An automotive emission control system designed to reduce hydrocarbon emissions by trapping evaporated fuel vapors from the fuel system.

Greenhouse Effect: A scienti c theory suggesting that carbon dioxide from the burning of fossil fuels is causing the atmosphere to trap heat and cause global warming. HC: Hydrocarbon. An organic chemical compound. HD 10: A fuel of not less than 80% liquid volume propane and not more than 10% liquid volume propylene. HD 5: A fuel of not less than 90% liquid volume propane and not more than 5% liquid volume propylene. HDV: Heavy Duty Vehicle. Heavy Ends: A term used to describe the build up of wax-like impurities that fall out of LPG when vaporized. HEGO: Heated Exhaust Gas Oxygen, used to describe a sensor. Also known as “EGO” (Exhaust Gas Oxygen sensor), “O2” or “Oxygen sensor. Hg: Chemical symbol for the element mercury. Used in reference to a measure of vacuum (inches of Hg). Histogram: The graphical version of a table which shows what proportion of values fall into specific categories over a specific period of time. Hydrocarbon: A chemical compound made up of hydrogen and carbon (HC). Gasoline and almost all other fuels are hydrocarbons.

Excess Flow Valve: A check valve that is caused to close by the fuel when the ow exceeds a predetermined rate.

Hydrostatic Relief Valve: A pressure relief device installed in the liquid LPG hose on a LPG fuel system.

FTV: Fuel Trim Valve.

IAT: Intake Air Temperature

FFV: Flexible Fuel Vehicle.

Ideal Mixture: The air/fuel ratio at which the best compromise of engine performance to exhaust emissions is obtained. Typically 14.7:1.

Firing Line: The portion of an oscilloscope pattern that represents the total amount of voltage being expended through the secondary circuit. FMVSS: Federal Motor Vehicle Safety Standards. FPP: Foot Pedal Position Sensor Fuel Injector: a spring loaded, electromagnetic valve which delivers fuel into the intake manifold, in response to an electrical input from the control module. Fuel Lock: A solenoid-controlled valve located in the fuel line to stop the ow when the engine stops or the ignition switch is off. Gasohol: 10 percent ethanol, 90 percent gasoline. Often referred to as E-10. Gasoline: A motor vehicle fuel that is a complex blend of hydrocarbons and additives. Typical octane level is 89. GCP: Spectrum III (90-pin) ECM.

Ignition Reserve: The difference between available voltage and the required voltage. ILEV: Inherently Low Emission Vehicle. Impedance: A form of opposition of AC electrical current ow (resistance) measured in ohms. Insulation: A nonconductive material used to cover wires in electrical circuits to prevent the leakage of electricity and to protect the wire from corrosion. Intercept: An electrical term for a type of splice where the original circuit is interrupted and redirected through another circuit. Knock: Sound produced when an engine’s air/fuel mixture is ignited by something other than the spark plug, such as a hot spot in the combustion chamber. Also caused by a fuel with an octane rating that is too low and/or incorrect ignition timing. Also called detonation or ping.

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00(L-PSI 4X)-5-290

GROUP 00(L-PSI 4X), ENGINE Lambda Sensor: A feedback device, usually located in the exhaust manifold, which detects the amount of oxygen present in exhaust gases in relation to the surrounding atmosphere. (See HEGO). LDV: Light Duty Vehicle.

Natural Gas: A gas formed naturally from buried organic material, composed of a mixture of hydrocarbons, with methane (CH4) being the dominant component. NGV: Natural Gas Vehicle. NOX: See Oxides of Nitrogen.

Lean Mixture: An air to fuel ratio above the stoichiometric ratio; too much air.

OBD: On Board Diagnostic

LEV: Low Emission Vehicle.

Octane Rating: The measurement of the antiknock value of a motor fuel.

Limp-in or Limp Home: A mode where the ECM or a component has failed, but the vehicle remains operational although the engine may operate minimally. This term may also describe the drivability characteristics of a failed computer system. Liquid Petroleum Gas (LPG): A fuel commonly known as propane consisting mostly of propane (C3H8), derived from the liquid components of natural gas stripped out before the gas enters the pipeline, and the lightest hydrocarbons produced during petroleum re ning. Octane level of LPG is 107. LPG: Liqui ed Petroleum Gas. M85: A blend of gasoline and methanol consisting of 85% methanol and 15% gasoline. Measurements of Pressure: 1 PSI=2.06” Hg (mercury) = 27.72” H2O (water column). At sea level atmospheric pressure is 29.92” Hg. Methanol: Known as wood alcohol (CH3OH), a light, volatile, ammable alcohol commonly made from natural gas. MIL: Malfunction Indicator Lamp. Misfire: Failure of the air/fuel mixture to ignite during the power stroke. Mixer: Fuel introduction device that does not include a throttle plate. MFI: Multiport Fuel Injection. A fuel injection system that uses one injector per cylinder mounted on the engine to spray fuel near the intake valve area of combustion chamber.

OEM: Original Equipment Manufacturer, the vehicle manufacturer. Open-Loop: An operational mode during which control module memory information is used to determine air/ fuel ratio, injection timing, etc., as opposed to actual oxygen sensor input. Orifice: A port or passage with a calibrated opening designed to control or limit the amount of ow through it. Oscilloscope: An instrument that converts voltage and frequency readings into traces on a cathode ray tube (also see Cathode Ray Tube). Oxides of Nitrogen: Chemical compounds of nitrogen bonded to various amounts of oxygen (NOX). A chief smog forming-agent. Oxygen Sensor: An automotive fuel system that produces a signal in accordance with the oxygen content of the exhaust gas. (See Lambda Sensor). Oxygenate: Oxygenates (such as MTBE, ethanol and methanol) added to gasoline to increase the oxygen content and therefore reduce exhaust emissions. Ozone: A radical oxygen module (O3) that is found in the upper atmosphere and lters out ultraviolet radiation from the sun. Ground level ozone is formed by NOX, during the formation of photochemical smog. Particulates: Microscopic pieces of solid or liquid substances such as lead and carbon that are discharged into the atmosphere by internal combustion engines.

MSV: Manual Shut-Off Valve. Refers to the manually operated valve on the LPG tank.

Positive Crankcase Ventilation (PCV): An automotive emission control system designed to reduce hydrocarbon emissions by routing crankcase fumes into the intake manifold rather than to the atmosphere.

MTBE: Methyl Tertiary Butyl Ether. Oxygenate add to gasoline to reduce harmful emissions and to improve the octane rating.

Power Derate: A mode of reduced engine power output for the purposes of protecting engine components during a failure or malfunction.

Multi-fuel System: A motor fuel system designed to operate on two different fuels, such as LPG and gasoline.

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00(L-PSI 4X)-5-291

GROUP 00(L-PSI 4X), ENGINE Pressure Differential: The differential between atmospheric pressure and intake manifold (referred to as vacuum) pressure. Pressure Regulator: A device to control the pressure of fuel delivered to the fuel injector(s). Primary Circuit: The low-voltage or input side of the ignition coil. Propane: An odorless and colorless gas, C3H8, found in natural gas and petroleum. Psia: pounds per square inch absolute PTV: Pressure Trim Valve Reactivity: Refers to the tendency of an HC in the presence of NOX and sunlight to cause a smogforming reaction. The lighter the HC, the lower reactivity tends to be. Regulator: An assembly used to reduce and control the pressure of a liquid or vapor. Resistance: The opposition to the ow of current in an electrical circuit. Measured in ohms. Rest Pressure: Fuel pressure maintained within the system after engine shutdown. Rich Mixture: An air to fuel ratio below the stoichiometric ratio; too much fuel. SAE: Society of Automotive Engineers. Secondary Circuit: The high-voltage output side of the ignition coil. SEFI or SFI: Sequential Electronic Fuel Injection or Sequential Fuel Injection. Sensors: Devices that provide the control module with engine information as needed to properly control engine function. Spark Line: The portion of an oscilloscope pattern that represents the time during which the air/fuel mixture is being burned in the combustion chamber. Splice: An electrical term for the joining of two or more conductors at a single point. Stoichiometric Ratio: An ideal fuel/air ratio for combustion in which all of the fuel and most of the oxygen will be burned. Sulfur Oxides: Chemical compounds where sulfur is bonded to oxygen produced by the combustion of gasoline or any other fuel that contains sulfur. As sulfur oxides combine with water in the atmosphere to form sulfuric acid.

System Pressure: The fuel pressure maintained in the system during normal engine operation. Tap: An electrical term for a type of splice where the original circuit is not interrupted. TBI: Throttle Body Injection. Any of several injection systems that have the fuel injector(s) mounted in a centrally located throttle body. Throttle Body: Controls engine RPM by adjusting the engine manifold vacuum to the mixer. Consists of a housing shaft, throttle liner and butter y valve. TLEV: Transitional Low Emission Vehicle. TMAP: Combined Air Inlet and Manifold Pressure Sensor. Toluene: A liquid aromatic hydrocarbon C7H8. TPS: Throttle Position Sensor. TSB: Technical Service Bulletin. ULEV: Ultra Low Emission Vehicle. USB: Universal Serial Bus. A plug or interface supplied on most personal computers. Vaporization: A process in which liquid changes states into gas. Venturi Air Valve Vacuum (VAVV): An ampli ed air valve vacuum signal coming from the venturi area of the mixer, directly exposed to air ow before the addition of vaporized LPG. Volt/ohmmeter (VOM): A combination meter used to measure voltage and resistance in an electrical circuit. Available in both analog and digital types. May also referred to as AVOM and DVOM. Voltage: The electrical pressure that causes current to ow in a circuit. Measured in volts. Voltage Drop: A lowering of the voltage in a circuit when resistance or electrical load is added. Voltmeter: A meter that uses a needle to point to a value on a scale of numbers usually of the low impedance type; used to measure voltage and resistance. VSS: Vehicle Speed Sensor Xylene: C6H4 (CH3)2. Any of three toxic, ammable, and oily isomeric aromatic hydrocarbons that are dimethyl homologues of benzene and usually obtained from petroleum or natural gas distillates. ZEV: Zero Emission Vehicle.

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GROUP 00(L-PSI 4X), ENGINE

Section 6 Special Tools and Equipment

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00(L-PSI 4X)-6-1

GROUP 00(L-PSI 4X), ENGINE Special Tools and Equipment Illustration

Tool Number/Description

Illustration

Tool Number/Description

J 7872

J 3049-A

Magnetic Base Dial Indicator

Valve Lifter Remover

J 5239

J 8001

Connecting Rod Bolt Guide Set

Dial Indicator Set

J 5590

J 8037

Installer

Ring Compressor

J 5830-02

J 8062

Valve Guide Reamer Set

Valve Spring Compressor

J 5825-A

J 8087

Crankshaft Gear Remover

Cylinder Bore Gauge

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00(L-PSI 4X)-6-2

GROUP 00(L-PSI 4X), ENGINE

Illustration

Tool Number/Description

Illustration

Tool Number/Description

J 24086-C

J 8089

Piston Pin Remover/Installer

Carbon Removing Brush

J 24270

J 8092 Universal Driver Handle

Cylinder Bore Ridge Reamer

J 9666

J 26941

Valve Spring Tester

Bushing/Bearing Remover

J 33049

J 21882

Camshaft Bearing Service Kit

Oil Suction Pipe Installer

J 23523-F Balancer Remover and Installer

J 35621-B Rear Main Seal Installer

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00(L-PSI 4X)-6-3

GROUP 00(L-PSI 4X), ENGINE

Illustration

Tool Number/Description

Illustration

Tool Number/Description

J 36660 Electronic Torque Angle Meter

J 41712 Oil Pressure Switch Socket

SK6970

J 36996 Balance Shaft Installer

Valve Stem Seal Installer (shown as item 1 & 2)

J 43276

J 38834 Balance Shaft Service Kit

Clutch Pilot Bearing Remover

J 41240

J 43690

Fan Clutch Remover and Installer

Rod Bearing Clearance Checking Tool

J 41427 Engine Lift Bracket

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00(L-PSI 4X)-6-4

GROUP 01

GROUP 01 ENGINE COOLING SYSTEM

Engine Cooling System Specifications and Description .......................... Section 1 Engine Cooling System Troubleshooting ......... Section 2 Engine Cooling System Testing and Maintenance..................................................Section 3 Radiator Removal and Replacement ............... Section 4

NOTE Removal and replacement procedures for the water pump and thermostat are covered in the Overhaul section of Group 00, “Engines”.

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01-0

Group 01, Engine Cooling System

Section 1 Engine Cooling System Specifications and Description Specifications Radiator Type: Crossflow radiator with coolant recovery system. System Pressure (Radiator cap): 83-109 kPa (12-16 psi). Thermostat:

Thermostat Test/Replacement: Every 2000 hours or each PM. Fan Belt Tension Wear Inspection: After the first 50 hours of operation, then every 50-250 hours or each PM. Fan Inspection for Loose or Damaged Blades: Every 50250 hours or each PM.

LPG •

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: 18L Fan Type: Pusher type Fan Drive Belt: V-type belt Water Pump Type: Centrifugal Hose Clamp Sizes: •

LPG: 47 mm (1.8 in)

Service Intervals Coolant Level Check: Every 8-10 hours or daily. Coolant Change (drain and refill): Every year or 2000 hours of operation. Coolant Hoses Inspection/Replacement: As needed and every 50-250 hours or each PM and every year or 2000 hours of operation.

Coolant Protection Check (hydrometer test): Every six months or 1000 hours of operation. Radiator Core Air Cleaning: Every 50-250 hours or monthly. Radiator Cap Inspection and Test: Every year or 2000 hours of operation.

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Group 01, Engine Cooling System

Section 2 Engine Cooling System Troubleshooting Temperature gauge in red zone •

Radiator fins plugged; blow debris from radiator.

•

Blockage in system; drain, flush, and refill system.

Engine overheating

•

Low engine oil pressure; check oil level and fill and check for leaks.

•

High coolant temperature; check “Engine overheating” for symptoms and remedies.

Water pump leaks

Loose fan belt; tighten to correct tension (see Section 4 for belt tensioning procedure).

•

Pump has a worn shaft and/or seal.

•

Bad O-Ring.

•

Low coolant level; refill and check for leaks.

•

Broken pump impeller.

•

Radiator pressure cap is defective.

Replace the seals and O-Rings or replace the pump.

•

Inadequate air flow to the radiator; check that fan blades have the coined imprinting facing the engine and are not installed backwards.

Water pump making noise

•

Worn pump shaft or bearings loose or worn.

•

Pump impeller broken.

Radiator fins plugged; blow debris from radiator.

•

Loose fan belt.

•

Radiator clogged; drain and flush radiator.

•

Bent or broken fan blade.

•

Scale or deposits in cooling system; drain and flush entire cooling system.

•

Fan hitting engine or shroud.

•

Radiator defective; repair or replace the radiator.

•

Thermostat incorrect or defective.

•

Collapsed radiator hose(s) on suction side of cooling system.

•

Water pump defective.

•

Water passages in engine are clogged.

•

Air in cooling system; drain and flush.

•

Ignition timing misadjusted.

•

Excessive exhaust system back pressure.

•

Engine oil level is low or needs changing.

•

Leaking head gasket.

•

Engine overloaded.

•

Cylinder head bolts not tight.

•

Engine internal parts worn.

•

Cylinder head cracked.

•

Leaking head gasket.

•

Engine cylinder block water jackets cracked.

•

Defective temperature gauge.

•

Missing or damaged fan shroud or shields on radiator.

•

Engine runs cold, emits excessive blue/white exhaust smoke or idles roughly •

Contaminated fuel.

•

Coolant temperature below normal due to incorrect or defective thermostat; replace the thermostat.

•

Defective temperature sender or indicator light; check and replace if necessary.

Oil in coolant or coolant in crankcase

Engine shuts down (automatic engine shutdown sensor) •

High transmission temperature; check transmission oil cooler components.

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01-2-1

NovGroup 01, Engine Cooling System

Section 3 Engine Cooling System Testing and Maintenance

! WARNING

2376150

The engine coolant fan, on all internal combustion engines, can cause extensive injury and bodily harm. Keep hands, arms and clothing away from a spinning fan. Also, don’t stand in line with a spinning fan.

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01-3-1

Group 01, Engine Cooling System

1. Park the truck as described in “Safe Parking.” CAUTION

SAFE PARKING. Before working on truck: •

Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

•

Put upright in vertical position and fully lower the forks or attachment.

•

Put all controls in neutral. Turn key switch OFF and remove key.

•

Apply the parking brake and block the wheels.

2. Open the engine cover and check the coolant level in the reservoir: • When at operating temperature, the coolant level must be within the hot range mark. • When cold, the coolant level must be within the cold range mark.

Engine Coolant Level Check Hot range mark

CAUTION

Use extreme care when removing the cap from the radiator. Never remove the radiator cap from a hot engine. It is a good safety practice to use a shop cloth over the cap as shown if there is any possibility of pressure being present. Turn cap to the first stop and note if any steam is released. When you are sure all pressure has been released, press down on the cap with the cloth in place, turn and remove the cap. Stand clear of the radiator opening; hot coolant can splash out. Steam or hot coolant can cause severe burns. Failure to follow these instructions could result in serious personal injury and/or damage to the cooling system or engine.

Cold range mark

3. Remove the radiator cover. See Group 38 for instructions. 4. Use a rag to cover the radiator cap and turn to the first stop to release any steam. Let all pressure and steam run out of the radiator before removing the cap. 5. Check the coolant level in the radiator; coolant level should be to the bottom of the filler neck opening. 6. Fill the reservoir and radiator to the correct level of coolant and close tightly. IMPORTANT Do not overfill the system. If necessary, wait 4 hours or until the engine is completely cool before adding coolant to the correct levels in the reservoir and radiator. The cooling system should be filled at all times with a 50% water and 50% glycol, permanent-type antifreeze solution containing rust and corrosion inhibitors. Plain water may be used in an emergency, but should be replaced with specified coolant as soon as possible to avoid damage to the system or engine. When only water is used in the system, do not let the engine run hot.

Heated coolant expands and is driven from the radiator into the reservoir. The engine must be cooled for at least 4 hours before the coolant will flow back to the radiator. To check the coolant levels in the engine:

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.

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01-3-2

Group 01, Engine Cooling System Adding Coolant 1. The coolant level should be at the cold mark on the coolant reservoir when the engine is cold. NOTE Fork lift truck applications require also checking the coolant level directly in the radiator. Lift truck radiators will plug up and overheat which forces coolant into the overflow bottle and on out at the vent. This results in a low coolant level which may cause overheating. 2. Coolant level in the radiator should be checked daily (or before each shift of operation) to make sure the radiator is full at all times. Radiator is full when coolant level is at the bottom edge of the filler neck opening.

CAUTION

Use extreme care when removing the cap from the radiator. When checking coolant level in the radiator, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released. 3. If the cooling system requires the addition of a large quantity of coolant and the engine has been overheating, perform the following cooling system inspection.

4. Check the planned maintenance time interval (operating hours), or the condition of the coolant to determine if it needs to be changed (drained and replaced). 5. Inspect the radiator cap. Check condition of the upper and lower seals. Check the seal holder and spring for correct movement and operation. The rubber seal face should be clean and undamaged. Look for nicks or cracks in the seals. Replace the cap if the seal is defective. Cap should have a pressure rating of 90 kPa (13 psi) nominal and 83-109 kPa (12-16 psi) limits. See “Cooling System Tests” in this Section for procedures to test the radiator cap. 6. Inspect the radiator cap sealing surfaces located in the radiator filler neck. Look for nicks, deep scratches, or damage which may cause radiator cap leakage. 7. Inspect the overflow pipe and tubing for clogging, damage, or wear. Clean the overflow pipe. Remove any contaminants that can cause restriction. Replace the tubing if it is faulty. 8. Inspect and clean the overflow bottle (reservoir) as needed. 9. Inspect the inlet and outlet hoses for damage, cracks, wear, or evidence of collapsing. Inspect hose clamps to determine if they need to be replaced. 10. Use a coolant tester to test the low temperature protection level (the proportion of glycol to water) of the coolant solution. Add coolant solution (antifreeze or water) to provide maximum protection (50/50 mixture).

Cooling System Inspection 1. Check water pump, thermostat, radiator, and all plumbing for leaks.

CAUTION

Use extreme care when removing the cap from the radiator. When checking coolant level in the radiator, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released before removing cap. 2. Remove the radiator cap. See CAUTION above. 3. Inspect the condition of the coolant. Look for excessive contamination, rust, oiliness, or gummy deposits in the coolant solution. The coolant should have a clean appearance.

NOTE A coolant solution containing 50% glycol provides freezing protection to -37° C (-34° F). Refer to Service Information Bulletin, SI01-207-78 for more information on the use of antifreeze.

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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: LPG •

Open (cracking) at 82°C ± 1.5° (180°F ± 2.7°)

•

Fully open at 95°C (203°F).

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01-3-4

Group 01, Engine Cooling System 2. Fully immerse the thermostat in a pan of water. Heat the pan slowly while stirring the water to produce an even temperature. Use a thermometer to measure the temperature at which the thermostat valve cracks (starts to open) and when it is fully open. If the test results are not to specification, replace the thermostat.

IMPORTANT Dispose of the fluid in accordance with the manufacturer’s and state and local regulations. 4. Inspect coolant hoses and clamps to determine if they need to be replaced.

3. Replace the thermostat even if a slight opening of the valve at normal temperature is found or if its appearance shows any breakage. If the sensing part is damaged, the thermostat valve will remain closed.

Engine Coolant Change NOTE Drain and replace the engine coolant after 2000 hours of operation or once a year. System coolant capacities are listed in Section 1.

Draining Radiator and Cooling System To drain the radiator and cooling system: 1. Remove the radiator cap.

CAUTION

Allow engine to cool first, then use extreme care when removing the cap from the radiator. Use a rag over the cap, turn cap to the first stop, and allow all pressure and steam to be released. 2. Place a large, 20-liter (5-gallon) drain pan under the radiator. 3. Open the coolant drain plug of radiator.

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01-3-5

Group 01, Engine Cooling System Cleaning and Flushing Cooling System

4. Fill the coolant recovery bottle (overflow reservoir) to the cold range mark line with new coolant.

NOTE If the condition of the used coolant indicates severe contamination, rust deposits, scale, or oil in the system, determine the cause of the contamination and make sure to clean and flush the cooling system with a commercial cleaner. Choose a product from a reliable manufacturer and follow all instructions for its use. 1. Fill cooling system and perform the cleaning and flushing operation according to the manufacturer’s instructions.

Hot range mark Cold range mark

2. Drain the system completely again using the steps from “Draining Radiator and Cooling System.” IMPORTANT Dispose of the fluid in accordance with the manufacturer’s and state and local regulations.

Filling Cooling System With the cooling system drained, the following procedure should be used to insure complete fill: 1. Close coolant drain valve in engine block. 2. Fill the radiator to the bottom of the filler neck with new coolant (50% water and 50% glycol, permanenttype antifreeze solution containing rust and corrosion inhibitors). 3. Install radiator cap securely.

5. Start and run the engine until the radiator upper hose is warm, indicating the thermostat is open and coolant is circulating through the system. Check for leaks at hose connections and engine drain valve. 6. Turn engine off and check coolant level in radiator again. Add coolant as required to fill to bottom of filler neck.

CAUTION

Use extreme care when removing the cap from the radiator. When checking coolant level in the radiator, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released. 7. Check coolant level in reservoir again. Add coolant as required to fill to the Cold Mark on the bottle. NOTE To cycle coolant from the recovery bottle into the radiator, run the engine until it reaches operating temperature, then stop the engine. Check coolant level in the coolant recovery bottle once the engine is again cold. Again inspect cooling system hoses, connections and components for any leaks that may have developed when system was fully pressurized.

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Group 01, Engine Cooling System

Section 4 Radiator Removal and Replacemant

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01-4-1

Group 01, Engine Cooling System Cooling System (LPG - PSI 4X Tier 0 / Tier4) * Note : Torque: 20-25 Nm(14.8-18.4 lbf½ft) Radiator

Band Clamp Cooling Hose

VIEW C

Capscrew (* Note)

Fan

Fan guard

B Overflow Hose

Capscrew (* Note)

Fan spacer

Bolt (* Note)

C Coolant Inlet Hose

Connector (* Note) Reservoir Bottle

Reservoir Bottle Bracket

Oil Cooler Frame Bracket

Capscrew (* Note)

Bracket of Radiator

Capscrew (* Note)

Bracket of Frame

After Assembled B

Bracket of Radiator After Assembled A

VIEW D

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[SI-53532A]

01-4-2

Group 01, Engine Cooling System

CAUTION

10. Remove the cushions assembled to the upper and lower sides.

SAFE PARKING. Before working on truck: •

Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

•

Put upright in the vertical position and fully lower the forks or attachment.

•

Put all controls in neutral. Turn key switch OFF and remove key.

•

Apply the parking brake and block the wheels.

Radiator Removal NOTE Servicing radiators is not covered in this manual and radiator repair shops should be consulted for service and repair of defective radiators. 1. Do not attempt to remove the radiator when the engine is hot. Wait until the system has entirely cooled down.

CAUTION

Use extreme care when removing the cap from the radiator. When removing the radiator cap, use a rag over the cap. Turn cap to the first stop and allow all pressure and steam to be released. 2. Park the truck and block the wheels. Tilt the steering column forward and raise the operator’s seat deck. 3. Remove the rear hood. 4. Drain the radiator/engine coolant as described in Section 3. 5. Disconnect the overflow bottle hose from the filler neck of the radiator. Remove the auxliary sump hose.

Installation of radiator 1. Install the radiator cushions in proper positions. 2. Put the radiator on to the cushions. 3. Install the bolts in original places. 4. Fasten the bolts with tightening torque of 20~25N.m(14.7~18.4ft.lb). 5. Lay the shroud on the engine before installing the fan. 6. Assemble the fan with four bolts. 7. Fasten the bolts with a tightening torque of 40~45N.m(27~35ft.lb). 8. Install 6 bolts for fastening the shroud. The gap between shroud and fan shall be 13mm. 9. Fasten the bolts with a tightening torque of 20~25N.m(14.7~18.4ft.lb). 10. Assemble the cooling auxiliary water tank to the frame. 11. Remount the water pump and thermostat hoses between the engine and radiator. Tighten the hose clamps sufficiently to prevent leaks. IMPORTANT Use new hoses if cracking or drying is evident around the positions of the clamps or if the hoses are deteriorated in any way. 12. Reconnect the hose from the overflow bottle to the radiator neck. 13. Close engine drain cock and refill the radiator with a mixture of 50% glycol (antifreeze) and 50% water as described in Section 3. 14. Remount the rear hood.

6. Loosen six shroud bolts, and push the shroud to the fan side.

15. Check the rear hood for correct operation once you have completed reassembly.

7. Loosen four bolts to remove the fan, and take off the fan together with the shroud.

16. Once you have completed all the tests recommended for radiator refill (see Section 3), check to make sure no leaks are evident in the radiator hoses before returning the truck to service.

8. Loosen two bolts at upper side of radiator and two bolts at lower side of the radiator. 9. Lift the radiator up perpendicular to the ground.

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01-4-3

GROUP 03

GROUP 03 INTAKE AND EXHAUST SYSTEM

Intake and Exhaust Systems Specification and Description .................. Section 1 Intake and Exhaust Systems Troubleshooting ........................................ Section 2 Intake System Service .............................. Section 3 Exhaust Systems ....................................... Section 4

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03-0

Group 03, Intake and Exhaust System

Section 1 Intake and Exhaust Systems Specifications and Description

Specifications Air Cleaner Type: Canister style with replaceable paper element and air-restriction indicator.

Fastener Torques Air Cleaner Hose Clamp Torques: 2.9~3.9 N m (2.1-2.9 ftlb) Air Cleaner Bracket Mounting Nut Torques: 20-25 N m (14.5-18.5 ft-lb)

Service Intervals Air Cleaner (Filter) Replacement: •

LPG trucks, replace every 2000 hours. IMPORTANT Filter replacement intervals also depend on operating conditions. The air cleaner body and element should be check visually at regular intervals to check for leaks, holes, or other conditions that will affect the air restriction indicator. Air cleaner should be serviced when the air restriction indicator shows service is required.

cally shorten engine life. Clogged air filters cause engine power loss and poor fuel economy. To lengthen the maintenance interval, the air cleaner used in this fork lift truck is composed of one large centrifugal air pre-filter and dual elements. The dust injector port on air cleaner body discharges the particles from the filter. Some trucks are equipped with an “air restriction indicator” that warns the driver of dirty and restricted air intake. The air cleaner should only be serviced when the air restriction indicator shows service is required or every 2000 hours. However, the system components should be visually checked regularly for leaks, holes, or other damage that could affect the readings of the air restriction indicator. Air filter ass'y is composed of inlet/outlet hose, air cleaner body, filter element, air restriction indicator, dust injector and clamps. The air intake opening is located in a leg of the operator’s cell, high enough above the ground to prevent excessive dust and dirt from entering the system. Drain hose is connected to diesel intake manifold.

Air Hoses and Clamps Inspection: Every 50-250 hours or each PM. Exhaust Pipe and Muffler Inspection: Every 50-250 hours or each PM.

Description The reason for providing an air cleaner for the engine is to protect the engine from abrasive dust and dirt entering the cylinders and causing excessive wear. Industrial truck operating environments can contain a high concentration of dust, fibers, or other contaminants. Dirty filter elements or loose, leaking, or broken hoses or clamps can dramati-

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03-1-1

Group 03, Intake and Exhaust System

Section 2 Intake System Troubleshooting Dirty or restricted air induction components can cause several problems with your truck’s operation. Regular maintenance and service of the filter element and related components can prevent problems with your truck. The air restriction indicator also automatically gauges the air induction system performance and can warn you when problems arise. The air restriction indicator switch is a mechanical control mounted on the air cleaner body. The switch monitors the vacuum present in the system and determines when the air flow is not adequate; either a clogged air intake or dirty filter element prevents the full, required amount of air from reaching the engine.

If any of these problems occur with the truck, the air filter may be clogged or the air intake system is restricted. Service the entire system to make sure that air flow is clean and unrestricted. Change the filter element and check all hoses, tubing, and the air cleaner for tight fittings. Look at all connections for fan-shaped dust deposits that indicate possible air leaks. Check all hoses for proper seating and look for cracks or damage. Make sure all hose clamps are properly torqued.

Clogged air filters may cause the following symptoms : •

Engine starts but does not remain running.

•

Engine lacks power.

•

Excessive black exhaust smoke.

•

Fuel or oil leaking from exhaust manifold.

•

Excessive fuel consumption.

•

Low compression.

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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. NOTE The air restriction indicator gauges vacuum present in the system. For diesel engines, the filter should be replaced every 2000 hours. Regularly check the system components, however, to check for leaks, holes, or other damage that could affect the air restriction indicator.

6. Reseat the air cleaner cover, making sure that it fits tightly around the air cleaner. 7. Close and latch the air cleaner cover clamps.

Air Cleaner Removal 1. Remove the two bolts that mount the air cleaner to the frame. 2. Loosen the clamp and remove the hose from the engine. 3. Remove the hose from the intake pipe.

CAUTION

SAFE PARKING. Before working on truck: 1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

4. Remove the air cleaner and hosing from the truck.

Air Cleaner Replacement Installation is the reverse order of removal.

2. Put upright in vertical position and fully lower the forks or attachment.

•

Torque the hose clamp bolts to 2.9-3.9 N•m (2.12.9 ft-lb).

3. Put all controls in neutral. Turn key switch OFF and remove key.

•

Torque air cleaner bracket mounting bolts to 20-25 N•m (14.8-18.5 ft-lb).

4. Apply the parking brake and block the wheels.

Air Filter Replacement 1. The air cleaner is located to the right of the driver’s seat. 2. Inspect the components and look for fan-shaped dust accumulation at all hose connections. Clean components of dust, dirt, and other contaminants that might enter the system on disassembly. 3. Loosen the air cleaner, and remove the hose from the engine. 4. Clean the inside of the air cleaner. 5. Install the new filter element. Be sure that the filter element is fully seated in the air cleaner. NOTE Do not try to air clean and blow out the filter. Filter is further clogged by air cleaning. Always replace with a new filter element.

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03-3-1

Group 03, Intake and Exhaust System Intake System (LPG - PSI 4X Tier 0)

Pre Cleaner Intake Tube Torque : 40 - 45 Nm (30 - 33 lbf.ft)

Intake Hose In Torque : 2.9 - 3.9 Nm (25.6 - 34.5 lbf.in)

Air Cleaner Intake Hose Out Torque : 2.9 - 3.9 Nm (25.6 - 34.5 lbf.in) Cross Pipe

Torque : 20 - 25 Nm (14.8 - 18.4 lbf.ft)

Intake Hose

[SI-48126K]

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03-3-2

Group 03, Intake and Exhaust System Intake System (LPG - PSI 4X Tier 4)

Pre Cleaner Intake Tube

Torque : 2.9 - 3.9 Nm (25.6 - 34.5 lbf.in)

Torque : 40 - 45 Nm (30 - 33 lbf.ft)

Intake Hose In Air Cleaner Torque : 20 - 25 N.m (14.8 - 18.4 lbf.ft)

Intake Hose Torque : 2.9 - 3.9 Nm (25.6 - 34.5 lbf.in)

Cross Pipe Intake Hose

Torque : 20 - 25 N.m (14.8 - 18.4 lbf.ft)

[SI-49400J]

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03-3-3

Group 03, Intake and Exhaust System

Section 4 Exhaust Systems

CAUTION

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03-4-1

Group 03, Intake and Exhaust System Exhaust System (LPG - PSI 4X Tier 0)

Tail Pipe Torque : 20 - 25 Nm (14.8-18.4 lbf.ft)

Muffler

Exhaust Pipe

Torque : 40 - 45 Nm (30 - 33 lbf.ft)

Torque : 20 - 25 Nm (14.8-18.4 lbf.ft)

Exhaust Pipe

Torque : 40 - 45 Nm (30 - 33 lbf.ft)

Torque : 40 - 45 Nm(30 - 33 lbf.ft)

[SI-52162B]

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03-4-2

Group 03, Intake and Exhaust System Exhaust System (LPG - PSI 4X Tier 4) Only Standard Tail Pipe

Capscrew Torque: 40-45 Nm (30-33 lbf½ft)

Gasket

O2 Sensor

Capscrew Torque: 40-45 Nm (30-33 lbf½ft) Exhaust Pipe O2 Sensor

Muffler

Only Vertical Bolt Torque: 40-45 Nm (30-33 lbf½ft)

Vertical Pipe

Capscrew Torque: 20-25 Nm (14.8-18.4 lbf½ft)

Bolt Torque: 40-45 Nm (30-33 lbf½ft)

Nut Torque: 20-25 Nm(14.8-18.4 lbf½ft) Capscrew Torque: 40-45 Nm (30-33 lbf½ft)

Exhaust Pipe

Muffler Bracket

Adjust to be 20mm after tightening

Frame Bracket

SM 1056

[SI-52163B]

03-4-3

GROUP 06

GROUP 06 TRANSMISSION

Torque Converter ..................................... Section 1 Testing and Adjusting .............................. Section 2 Transmission Specifications ....................Section 3 Transmission ..............................................Section 4 Disassembly and Assembly of the Control Valve ..................................Section 5 Transmission Disassembly and Assembly ....................................................Section 6 Transmission Removal and Installation ...............................................Section 7

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06-0

Group 06, Transmission

Section 1 Torque Converter 1. Basic Specifications Turbine Impeller Stator

Flexible Plate

Torque Converter

Pump Gear

To Engine

To Transmission

Torque Converter Flexible Plate Input Plate tightening torque 450·30 kgf.cm

Torque Converter Pump Gear tightening torque

200·30 kgf.cm

Pilot boss outer diameter

19.959 - 19.980mm

Oil seal contact outer diameter

134.9 - 135.0mm

Needle Bearing contact inner diameter

68.000 - 68.019mm

Sealing contact inner diameter

60.333 - 60.363mm

The Torque Converter which connects the Engine and Transmission by hydraulic means, comprises three major components consisting of the of Impeller, Stator and Turbine. The Torque Converter transmits Engine power to the gear box smoothly, or amplifies the power into higher torque, and transmits the torque to the Transmission. In a Torque Converter, an Impeller rotates with the power (torque) of the Engine to generate oil flow which in turn rotates a turbine to transmit the power. The turbine in the Torque Converter rotates the input shaft of Transmission. The oil, after turning the turbine, returns to the impeller in the direction against the rotation of the impeller. To avoid this counter-flow, the stator guides the oil flow path to the rear side of the impeller for smooth torque amplification and Transmission. The hydraulic oil in the Torque Converter is supplied from the charging pump of Transmission and oil pump through a narrow path in the control valve and the oil from the Torque Converter outlet flows into the Transmission oil cooler.

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Group 06, Transmission

Section 2 Testing and Adjusting Troubleshooting Perform various test operations to detect any trouble in the transmission. Record any abnormal noise on the check sheet. If any abnormal operation is identified, refer to the “Troubles” and “Possible Cause” columns in the Troubleshooting Reference Sheet. 1) Visual Inspection (1) With the transmission in neutral position, start the engine and check the oil level in the transmission. (2) Inspect all the oil line, hoses, connections and fittings for damage or leaks. (3) Shift the lever to forward and reverse positions. (4) Inspect the strainer and oil filter in the transmission for any foreign material or clogging. a. If metal particles appear on the filter paper, the clutch may be failing. b. If metal particles appear in the filter, metalic wear is indicated or there are other defects. c. If rubber particles are visible, a seal or rubber hose may be damaged. d. If aluminum particles appear, the converter may be damaged. (5) If metal or rubber scrap is seen, wash all the hydraulic parts of the transmission. (6) If any part is damaged, replace it with a new one. 2) Caution in Operation [CAUTION] Check the oil level in the transmission before starting the engine. Refill if necessary. Inappropriate oil level may cause damage to transmission parts. (1) Start the engine. Depress the brake pedal and move the forward-reverse shift lever to all positions. (2) If the lever can be shifted to each position, check that the vehicle moves in the direction and speed according to the lever position. If any abnormal noise is heard, find out the source and record it. If any problem is identified in this procedure, correct the problem referring to the sheet below. 3) Checklist during Operation No.

Problem

Possible Cause

Corrective Action

Transmission cannot be operated in all speed levels.

(1) Low or zero oil pressure. (1) Check oil level. a. Check if incompatible kinds of oil are a. No or insufficient oil. Or oil viscosity is too high. mixed. b. Check/replace control valve joint bolts. b. Loose connection with inching control valve. Inaccurate adjustment or damaged. c. Check/replace control valve spool. c. Inching valve spool is seized or open d. Check/replace Charging pump. d. Charging pump defect or damaged e. Converter pump gear bolt damaged, or e. Check tightening torque of converter not engaged with pump pump gear bolts. f. Main regulator valve is seized or open f. Check control valve. g. Oil circuit is clogged or strainer is dirty g. Check the suction filter for clogging.

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Group 06, Transmission

Transmission cannot be shifted.

(1) Low oil pressure (1) Check oil level (2) Main regulator valve failure. (2) Check control valve (3) Malfunction of solenoid or related elec- (3) Check the solenoid of the control valve trical part (check for magnetic field generation by visual inspection to attach a steel part)

Transmission overheating

(1) Coolant line is clogged (2) Too much or too little oil. (3) Low pump pressure, pump wear or damage (4) Wear or slip in the unidirectional clutch in the converter (5) Air in oil. Air leaks-in through pump inlet (6) Insufficient oil flow through the converter (7) Vehicle overload (8) Excessive inching operation (9) Excessive converter stall (10) Coolant bypass valve seized or open, or oil flow through oil cooler is too little.

(1) Check transmission oil circuit for clogging (2) Check oil level (3) Check/replace charging pump (4) Check/replace the converter (5) Check the inner cover of the transmission (6) Check if inside oil paths are clogged (7) Check working condition of the vehicle (8) Check control valve (9) Check other related parts

Clutch engagement failure or engaged too slow.

(1) Low oil pressure (2) Low converter pressure (3) Air in the oil a. Air leaks-in through pump inlet b. Low oil level (4) Incorrect adjustment of inching valve linkage

(1) Check oil level (2) Check converter (3) Check transmission inner cover a. Check air leak at pump inlet b. Low oil level (4) Check related parts.

Transmission operates in Forward direction only

(1) Excessive wear of the disc or plate in the reverse clutch. (2) Oil leakage at seal (3) Damaged reverse clutch component a. Worn or damaged metallic seal b. Clutch piston seal wear or damage c. Defect in other parts (4) Malfunction of solenoid or related electrical parts

(1) Check the discs and plates of the clutch. (2) Replace damaged seal (3) Replace damaged part (4) Check the solenoid of the control valve (check for magnetic field generation by visual inspection to attach a steel part)

Transmission operates in Reverse direction only

(1) Excessive wear of the discs or plates in the forward clutch. (2) Oil leakage at seal (3) Damaged forward clutch component a. Worn or damaged metallic seal b. Clutch piston seal wear or damage c. Defect in other parts (4) Malfunction of solenoid or related electrical parts

Low stall rpm

(1) Engine is not set up/tuned properly (2) Unidirectional clutch (Torque Converter stator) defective

(1) Check engine adjustment (2) Check/replace the converter

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Group 06, Transmission

High stall rpm at all (1) Low oil level the speed steps of (2) Air in oil the transmission (3) Clutch slipping (4) Defective converter

(1) Check oil level (2) Check air in oil (3) Check the discs and plates of the clutch (4) Replace the converter

High stall rpmG in a (1) Oil leak in clutch circuit direction and speed (2) Defective clutch

(1) Check clutch oil circuit. Replace the defective part if necessary (2) Replace the clutch

Clutch engagement is delayed and gear shifting is rough.

(1) Incorrect adjustment of inching valve (2) Inching valve was not tightly closed or orifice is clogged (3) Low main pressure (4) Low pressure in steering clutch (5) Oil leak (6) Valve spool spring is weak or damaged.

The vehicle moves slowly in Neutral position (in a direction)

(1) Clutch failure. Clutch disc/plate is dam- (1) Replace the part aged (2) Replace the part (2) Valve spool is damaged or seized

(1) Adjust inching valve correctly (2) Check the orifice hole of the orifice in the control valve. Clean the hole if necessary (3) Check oil path in the transmission (4) Check oil path for clutchs (5) Replace leaking parts (6) Replace the spring

4) Troubleshooting for Abnormal Noise No.

Problem

Possible Cause

Corrective Action

Abnormal noise in neutral

(1) Worn gear or bearing in the pump (2) Worn unidirectional clutch in the converter (3) Low oil level (4) Engine, transmission, converter housing and pump gear are not aligned.

(1) Replace the defective parts of the oil pump (charging pump). (2) Replace the converter (3) Check oil level (4) Check and correct alignment

Noise from pump

(1) Sharp, repetitive but irregular noise is (1) Replace the oil pump caused by foreign matter in the trans- (2) Replace the oil pump mission hydraulic system. (2) Regular noise is caused by a defective pump

Noise from transmission

(1) Converter housing and pump gear are (1) Check and correct alignment not aligned with the engine or transmis- (2) Worn or damaged transmission part a. Replace the defective gear sion. b. Replace clutch plate and disc (2) Worn or damaged transmission part c. Replace the thrust washer a. Damaged gear e. Replace the defective part b. Noise from clutch plate and disc c. Defective thrust washer e. Other worn or damaged parts

Abnormal noise from control valve

(1) Air in hydraulic system a. Air leaks in through pump inlet (2) Clogged oil path (3) Valve spool movement is not smooth

(1) Replace the control valve (2) Replace the control valve (3) Replace the control valve

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Group 06, Transmission 5) Troubleshooting for Pressure Problems No.

Problem

Possible Cause

Corrective Action

Forward/reverse clutch pressure is low

(1) Incorrect adjustment of inching valve linkage (2) Seized or opened inching valve spool (3) Leak at clutch/piston seal (4) Defective regulator spring (5) Low oil pressure (6) Incorrect connection of cooler line

(1) Adjust the inching valve correctly (2) Replace the inching spool (3) Replace the clutch or piston seal (4) Replace the regulator spring (5) Check transmission oil path (6) Check cooler line connection

Clutch and main pressure are too high.

(1) Pressure control valve cannot move smoothly. (2) Oil circuit is clogged

(1) Check the pressure regulator valve (2) Check the hydraulic oil circuit

Clutch pressure is too low

(1) Oil leak due to incorrect assembling of (1) Replace the clutch piston seal clutch piston seal (2) Replace the clutch piston seal and shaft sealing (2) Worn or damaged clutch piston seal and shaft sealing (3) Replace the gasket on the control valve surface (3) Irregular control valve surface, or damaged gasket

Main pressure is too low

(1) Low oil level (2) Main regulator valve movement is not smooth. (3) Worn charging pump (4) Inside oil leak (5) Low oil pressure

(1) Check oil level (2) Check the main regulator valve (3) Replace the defective charging pump (4) Disassemble the transmission for inspection (5) Disassemble the transmission for inspection

Converter pressure is too high

(1) main regulator valve is seized at open position resulting in too much oil flow to converter (2) Clogged converter assembly (3) Clogged oil path

(1) Adjust the main regulator valve (2) Replace the converter (3) Check transmission oil path hole

Converter pressure is too low

(1) Clogged main regulator valve

(1) Check/replace the main regulator valve

Converter outlet and cooler inlet pressure is too low

(1) Low oil pressure (2) Cooler bypass is seized in the open position

(1) Check oil level (2) Cooler bypass is seized at open position

Converter outlet and cooler inlet pressure is too high

(1) Clogged cooler line joint

(1) Check cooler line

SM 1056

06-2-4

Group 06, Transmission

Section 3 Transmission Specifications

Torque Converter Transmission

Type

3-elements, 1-stage, 2-phase

Power transmission

Torque converter

Type/No. of shifts (forward / reverse)

Power shift / F2: R2

Reduction Ratio

1st gear in Forward/Reverse

2.550

2nd gear in Forward/Reverse

Diesel ; 1.218 LPG ; 1.448

P.T.O System

Included

Oil Type

TEXTRAN TDH PREMIUM

Oil Capacity

13 L

Transmission Valve

Transmission System

Electrical type

Charging Pump

Discharge Capacity

20.6 cc/rev

SM 1056

06-3-1

Group 06, Transmission

Section 4 Transmission 1. Basic Specifications

Torque Converter

Clutch Piston

Output Shaft

Input Shaft

Valve Assembly

Clutch Drum (Forward)

P.T.O Gears (3 types)

Clutch (Reverse, 1-step)

Clutch (Forward, 2-step)

Pump Assembly

Gear (Reverse, 1-step)

Gear (Output, 2-step)

Gear (Reverse, 2-step)

Gear (Forward, 1-step )

Gear (Forward, 2-step)

Clutch (Reverse, 2-step)

Clutch (Forward, 1-step )

Count Shaft

Clutch Drum (Reverse)

Gear (Output,1-step )

The transmission receives power from the engine, transmits the power through torque conversion and speed change via a torque converter and hydraulic friction clutch pack. The transmission facilitates vehicle operation by shifting gears according to the travel speed of the vehicle. Speed change steps are 2 steps forward and 2 steps reverse. The transmission has 4 hydraulic clutches which are disengaged by spring force, and direction and speed are controlled by electrical means. Power from the engine is transmitted to the drive shaft through transmission.

SM 1056

06-4-1

Group 06, Transmission 2. Transmission Gear Arrangement? Torque Converter Input

Torque Converter Relief

Torque Converter Output (To Cooler) From Cooler

SIDE

Torque Converter Output Relief

Clutch Drum (reverse)

Gear (output, 1-step)

Gear (forward, 2-step)

Gear (reverse, 2-step)

Gear (output, 2-step)

Gear Clutch (forward)

Gear (reverse,1-step)

Gear (forward,1-step)

SM 1056

06-4-2

Group 06, Transmission 3. Transmission Pressure Ports

Torque Converter inlet pressure

Main line pressure

Forward Step-2 pressure

Forward Step-1 pressure

Reverse Step-1 pressure

Reverse Step-2 pressure

<< Transmission Pressure>> Engine Speed (rpm)

Unit

Man Line (Neutral)

Converter Inlet (Neutral)

Forward Step1&2 Clutches

Reverse Step1&2 Clutches

Idle

kg/༆

8.5~12.2

0.5~3.0

8.5~12.2

1300

kg/༆

9.0~14.5

1.5~6.5

9.0~14.5

2200

kg/༆

11.0~15.0

3.0~8.0

11.0~15.0

SM 1056

06-4-3

Group 06, Transmission

Section 5 Disassembly and Assembly of the Control Valve

<Disassembling Transmission Control Valve> * Remove the transmission control valve. 1) Remove the valve gasket (2-2). 2) Remove stop bolt (19) and pin (18) from the control valve body (1). 3) Remove spool (14), spring (18), spring (16), plunger (17), oil seal (20), and plug (21). 4) Remove plug (4), spring (3), and spool (2). 5) Remove plug (7) and spring (9), and remove plug (11), filter (12), O-rings (13), (27), and piston (10). 6) Remove the plugs (23) on both sides.

SM 1056

06-5-1

Group 06, Transmission

<Assembling Transmission Control Valve> 1) Assemble valve gasket (2-2) onto the control valve body. 2) Assemble the plugs (23) on both sides. 3) Install spring (9) and plug (7), and reassemble piston (10), O-rings (13),(27), filter (12), and plug (11). 4) Install plug (21), and reassemble spool (14), spring28),(15),(16), oil seal (20) and plunger (17). 5) Install pin (18) and stop bolt (19). 6) Reassemble spool (2), spring (3), and plug (4).

SM 1056

06-5-2

Group 06, Transmission

Section 6 Transmission Disassembly and Assembly (Disassembling Transmission) 1) Remove the Torque Converter from the housing. From the Torque Converter, remove six bolts (3), plate (2) and Flexible plate (1).

2) From the Torque Converter (4), remove the six socket bolts (6), disassemble the gear P.T.O input (5).

3) From the housing (7), remove the oil seal (10), four bolts (8), four bolts (9) and washers.

SM 1056

06-6-1

Group 06, Transmission 4) Remove the plug (16), spring (18) and ball (17) from the bearing plate. 5) Remove the plug (13), spring (12) and valve (14). 6) Remove the plug (11).

[CAUTION] The bearing cups (20) and shims (19) are within the bearing plate (21) or on the shaft in the transmission case. Mark their positions on the transmission cover or transmission case before disassembly.

7) Remove the 5 bolts (23) from the stator hub (24) assembled with the bearing plate (21), and disassemble the stator hub (24) from the bearing plate (21). Use a rubber hammer not to damage the stator hub.

SM 1056

06-6-2

Group 06, Transmission 8) From the bearing plate (21) remove the 4 socket bolts (29), and disassemble the flange pump (28). From the flange pump, remove the socket bolt (32) and 4 socket bolts (33), disassemble the charging pump (31) and pump gasket. Disassemble the P.T.O output gear (25) and ball bearing, and remove the 90 degree elbow (27).

9) From the bearing plate (21), remove the 2 thrust washers (34), needle bearing (35) and P.T.O idle gear (36).

10) Remove the 2 bolts (38) and 9 bolts (39), and valve gasket (40).

SM 1056

06-6-3

Group 06, Transmission 11) From the transmission, remove the 8 bolts (41) and 5 socket bolts (42), and disassemble the valve plate (37) carefully.

12) Remove the plug (46) and O-ring. Disassemble the spring (47) and oil screen (48) from the case. 13) Remove the temperature sensor (45) from the case. 14) Remove the plug (43) and copper washer (44).

15) When pushing the tube (49) out from the transmission case, use a plastic hammer. 16) Disassemble the output shaft assembly (51), input shaft assembly (50), and counter shaft assembly (52) from the case.

SM 1056

06-6-4

Group 06, Transmission 17)Disassemble the output power gear (53) from the case.

18) Using a gear puller, disassemble the high speed bearing cone (54) in front of the clutch assembly.

19) Remove the 2 thrust washers (55) and gear (56). 20) Remove the needle bearing and washer from the shaft in front of the high speed clutch surface.

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06-6-5

Group 06, Transmission 21) Using a screw driver, disengage the snap ring (57) from the drum.

22) Disassemble the 4T-3 plates (58) and 2T-6 plates (60), 7 discs, and the bending plate (59) from the drum.

23) When pushing down the retainer (61) and disengaging the snap ring (62) using an appropriate tool, the spring assembly is subject to tension. Remove it carefully. 24) Disassemble the retainer (61) and spring assembly from the drum. 25) Using compressed air, disassemble the piston (63) and the O-ring from the shaft.

SM 1056

06-6-6

Group 06, Transmission 26) Disassemble the sealing from the low speed forward travel clutch shaft assembly. Disassemble the bearing (65), thrust washer (66), gear (67). Needle bearing, and spacer sealing (64).

27) Remove the snap ring (57), 4T-3 plates (58) and 2T-6 plates (60), 7 discs, and bending plate (59) from the drum.

28) Remove 2 thrust washers and pin. 29) Using an appropriate tool, push the retainer (61) to remove the snap ring (62). Release the tension of the spring assembly and remove the retainer and spring. 30) Using compressed air, disassemble the piston (63) and remove the O-ring from the shaft. [Caution] The disassembling procedures of the input shaft assembly are same as those of the counter shaft assembly.

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06-6-7

Group 06, Transmission 31) Disassemble the input shaft assembly. 32) Disassemble the bearing (68) and gear (69) from the output shaft assembly (51).

33) Remove the bearings (70) from the transmission case. [Caution] Mark the positions of the bearings.

34) Remove the 2 lip-type oil seals (71) from the transmission.

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06-6-8

Group 06, Transmission (Assembling the Transmission) 1) Completely wash all the parts of the transmission. Apply transmission oil on all the parts of the transmission. 2) Assemble the inner seal (71) and outer seal (71) of the transmission case with the lips facing inwards

3) Assemble the bearing cup (70) in the correct position of the transmission.

4) Assemble the gear (69) and bearing (68) on the power output shaft (51).

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06-6-9

Group 06, Transmission 5) Assemble the seal ring on the piston (63). Apply transmission oil on the seal ring before assembly, 6) In the drum, assemble the piston with seal ring. [Caution] When assembling the piston, take care not to damage the seal ring. 7) Install the spring assembly and retainer (61) in the drum. 8) Place the shaft assembly on a press, push down the retainer and assemble the snap ring (62) using a screw driver.

9) Assemble the two pins and thrust washer in the counter shaft of the low speed clutch. 10) Install the needle bearing, spacer, needle bearing, gear (67), thrust washer (66), bearing (65), and seal ring (64). 11) Apply clean transmission oil on the clutch discs and plates. Assemble the 4T-3 clutch plates and 2T-6 plates, bending plate, and 7 discs in the following procedures. (1) First, assemble one of the 4T clutch plates. (2) Next, assemble the clutch disc with toothed inner side.

(3) Insert 2T-1 plate and one disc. Insert the total of 2T-6 plates and 7 discs alternatively in this manner. (4) Assemble 4T-1 plate, and then assemble 1 bending plate with its rear side facing downwards. (5) Assemble the last 4T plate. 12) Check that the discs, plates and bending plate have been installed in the drum correctly. Install the snap ring (57) using a screw driver. 13) Assemble the three seal rings on the shaft. [Caution] Take care not to damage the seal ring in the counter shaft.

SM 1056

06-6-10

Group 06, Transmission 14) For the assembly of the other part of the counter shaft assembly, refer to the paragraphs 5) ~ 8). 15) Apply clean transmission oil on the clutch plates and discs before assembly. (1) First, assemble 4T-1 clutch plate. (2) Next, assemble 1 clutch disc with teeth inside. (3) Insert 2T-1 plate, and then 1 disc. Insert total 2T-6 plates and 7 disc alternatively in this manner. (4) Assemble 4T-1 plate and then 1 bending plate with its rear side facing downwards. (5) Assemble the last 4T plate. 16) Check that the discs, plates, and bending plate have been correctly assembled in the drum. Install the snap ring (57) using a screw driver. 17) Assemble the 3 seal rings on the shaft.

18) Assemble the thrust washer and needle bearing on the high speed clutch counter shaft.

19) Install the gear (56) and thrust washer (55). Adjust the bearing cone (54) using an assembly jig. [Caution] Do not apply excessive force to the gear for assembly. While pushing the gear into the clutch assembly by moving the gear forward and backward, turn the gear so that the spline of the gear engages which the teeth of the clutch disc

SM 1056

06-6-11

Group 06, Transmission 20) The assembly procedures of the input shaft assembly are same as those of the counter shaft assembly. 21) In the case, align the output gear (53) with the output shaft.

22) Install the transmission case at correct position, and assemble the counter shaft assembly (52) in the case carefully. 23) Assemble the input shaft (50) in the transmission case at correct position carefully. Assemble the output shaft assembly in the output gear assembly (51), and turn the gear to engage with the gears on the other gear assemblies. 24) Install the tube (49) using a plastic hammer in the transmission case.

25) Insert the spring (47) and oil screen (48) into the case, and assemble the plug (46) and O-ring with the case. 26) Install the temperature sensor (45) in the case. 27) Install the plug (43) and copper washer (44) in the case.

SM 1056

06-6-12

Group 06, Transmission 28) Apply Loctite #5127 on the gasket contact surface of the case. Install the valve plate (37) with 8 bolts (41) and 5 socket bolts (42).

29) Install the gasket (40) and install the control valve with 2 bolts (38) and 9 bolts (39).

30) On the bearing plate (21), install 2 thrust washers (34), needle bearing (35) and P.T.O idle gear (36).

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06-6-13

Group 06, Transmission 31) Assemble the P.T.O output gear (25) and 2 ball bearings on the flange pump (28) using a jig and joint with 4 bolts (29) on the bearing plate. Assemble the charging pump (31) and gasket (30) with the flange pump (28) using 1 bolt (32) and 4 bolts (33). Assemble the 90 degrees elbow (27).

32) In order to install on the bearing plate (21), assemble the stator hub assembly (24) – bush (22), piston ring, and 6 bolts (23). Assemble them with the bearing plate.

SM 1056

06-6-14

Group 06, Transmission 33) Assemble the plug (11) and O-ring with the bearing plate. 34) Assemble the valve (14), spring (12), plug (13) and O-ring in the bearing plate. 35) Assemble the plug (15). 36) Assemble the ball (17), spring (18), plug (16), and O-ring in the bearing plate. 37) Install the bearing cup and shim on the bearing plate. [Caution] The bearing cup and shim must be installed in their original position on the transmission cover aligned with the shaft in the transmission case.

38) If new shims are used, calculate the thickness as follows. (1) Assemble the shaft assembly (including taper bearing cone and cup) (2) Install the shaft assembly on the transmission case. [Caution] Since depth gauges and block gauges are used, the bearing cup must be higher than the transmission case surface.

Calculating shaft shim thickness : transmission cover depth – bearing prominence of the shaft assembly in the transmission case Part

Shim thickness

Power input shaft

Y - X - 0.01

Counter shaft

Y - X - 0.05

Power output shaft

Y - X - 0.05

(3) Select 0~0.05mm thickness shims according to the shaft. (4) Assemble the cover with the transmission case. (5) Erect the transmission assembly vertically (6) Check the shim adjustment of the input shaft and counter shaft. The input shaft of the transmission must rotate freely. (7) If the input shaft or output shaft does not rotate freely, remove shims by 0.025~0.05mm.

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06-6-15

Group 06, Transmission [Caution] Do not tilt the cover while assembling. Otherwise, the seal ring on the input shaft may be damaged.

39) Assemble the oil seal (10), 4 bolts (8), four bolts (9) and washer with the housing (7).

40) Mount the P.T.O input gear (5) on the Torque Converter (4) and assemble them with the 6 socket bolts (6).

41) Assemble the plate (2) and flexible plate (1) with the Torque Converter using 6 bolts (3) Then, assemble the Torque Converter with the housing.

SM 1056

06-6-16

Group 06, Transmission

Section 7 Transmission Removal and Installation

SM 1056

06-7-1

Group 06, Transmission Transmission Removal

CAUTION

SAFE PARKING: Before starting work 1. Be sure to park your forklift on horizontal surface that is rigid and has no cracks or broken areas, e.g. concrete floor. 2. Place the upright assembly in a vertical position and then slowly lower the attachment to the lowermost level. 3. Neutralize the controls. Turn off the ignition and then remove the key. 4. Fully engage the parking brake and block the wheels.

WARNING

Comply with all safe lifting practices whenever attempting to mount or remove transmission to or from the forklift. Lifting is permitted only in the case where an appropriate size of eyebolt on the top of transmission is used. Make sure to use lifting equipment having a safe load capacity exceeding the weight of the transmission.

1. Open up the driver cabin hood, disconnect battery cable (negative pole). 2. As described in the Group 38, remove the bottom plate and tilt back the steering column. 3. As described in the Group 23, remove the brake and brake inching assembly. 4. Remove the connectors, valves and lines from the hydraulic pump (Fig. 1). 5. Remove the drain plug and drain the drive transmission oil. 6. Remove the followings (Fig. 1): • •

Remove the electric connectors, wire and harness. Remove the transmission oil cooling line.

Cover

Hydraulic Pump Brake Line Joint

Oil Cooling

Solenoid Fig. 1. Items to be removed from the transmission. Electric connectors, wires and harness. Cables, wires and hoses connected to the transmission

SM 1056

06-7-2

Group 06, Transmission 7. Place a block beneath the end of the engine flywheel housing, or support the end with a reliable method such as a floor jack to prevent lowering. (Fig. 2)

9. Remove the converter housing cover from the transmission. Remove the four bolts fixing the transmission drive plate and the engine flywheel. (Fig. 4)

8. Remove the mounting bolts and remove the drive shaft from the drive axle. (Fig. 3)

10. Remove the 12 bolts mounting the transmission housing to the engine flywheel, and remove the transmission. (Fig. 4) 11. Remove the mounting bolts from the bracket on both sides of the transmission. (Fig. 5)

CAUTION

Check if the wires, hose or cable obstruct removing of the transmission. 12. Install two eye bolts on the transmission. Connect crane hooks to the eye bolts and remove the transmission. (Fig. 7)

Fig. 2. Support the engine flywheel housing with a block

Fig. 4. Assembling/Disassembling

Fig. 3. Remove the drive axle and shaft.

Fig. 5. Assembling/Disassembling

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06-7-3

Group 06, Transmission When using a crane (Figs. 6&7): A. Install two eyebolts on the transmission for removing. (Fig. 6) B. Connect crane hooks to the two eyebolts on the transmission and remove the transmission from the frame.

CAUTION

Check that the eyebolts installation and crane hook connection are correct. When removing the transmission, take care not to damage other components.

Fig. 6. Install eyebolts on the transmission

Fig. 7. Remove the transmission using a crane and hooks

SM 1056

06-7-4

Group 06, Transmission Transmission Installation Install the transmission in the reverse order of removal. Refer to the figure for installation. (Fig. 9)

CAUTION

Check that the lift truck is firmly positioned on the ground. 1. Check that the torque converter is properly installed on the transmission. 2. Remove the cover from the torque converter housing. 3. Assemble the drive shaft to the spline of the transmission. 4. Check that the transmission mounting bracket and mounting rubber are properly assembled with the frame. (Fig. 5)

9. Tighten all the drive plate mounting bolts by 29.535.3 N½m (22-26 Ibf½ft) of torque. Position the transmission to the mounting bracket and join with bolts. The tightening torque shall be 220 N½m (162 Ibf½ft). (Fig. 4) 10. Reinstall/reconnect the followings: (Fig. 1) • • •

Brake and inching brake assembly Electric connectors and wire harness. Transmission cooling hose

11. Install/connect the parts/components removed in the first to fifth steps of "Transmission Removal" referring to the pertinent guidelines. 12. Fill up the transmission oil. Run the engine until the lift truck warms up, and check the oil level again.

5. Install two eyebolts on the transmission. Connect crane hooks to the eye bolts and position the transmission on the frame. Install the transmission mounting bolt through the mounting rubber and mounting bracket assembled on the frame, to set the transmission at correct position.

WARNING

Before lifting up the transmission, check the installation of the eyebolts and connection to the hooks are secured. Drop accident of heavy components may cause severe injury. Take utmost care. 6. Move the transmission with the engine so that the converter dowel and mounting flange are correctly assembled. 7. Assemble the transmission housing and engine flywheel with bolts. The tightening torque shall be 60-65 N½m (44-48 Ibf½ft). (Fig. 4) 8. Turn the transmission drive plate so that the flywheel tap hole and drive plate mounting hole come to the assembly window. Install the drive plate mounting bolts temporarily. Repeat this to the four holes of the flywheel/drive plate.

Fig. 8. Installing transmission using a crane and hooks

SM 1056

06-7-5

Group 06, Transmission

Engine Torque ; 60-65 N.m

Transmission

Drive Shaft

Torque ; 60-65 N.m Torque ; 30-35 N.m Torque ; 220 N.m

Transmission Mounting

Torque ; 100-110 N.m

Torque ; 60-65 N.m

Drive Axle

Fig. 9. Assembling Transmission

SM 1056

06-7-6

GROUP 13

GROUP 13 ELECTRICAL SYSTEM

Cautions for working on the electrical system ..... Section 1 Electrical system Specifications and features .......Section 2 Electrical Circuit diagram & Electrical parts Arrangement ...........................................................Section 3 Electrical components Specification and Operation ..................................................................Section 4

SM 1056

13-0

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 1056

13-1-1

Group 13, Electrical System

Section 2 Electrical system Specifications and features

Features of the electrical system The electrical system consists of the start-up circuits, instrument panel and auxiliary circuits. Inputs and outputs of most circuits is controlled by a microprocessor located in the instrument panel.

Specification Voltage and Grounding LPG : 12Volt, Negative ground

Battery

Start-up circuit The start-up circuit consists of the high power circuits such as used for engine starting, battery charging, etc.

•

LPG Type : 12Volt, 60AH Cold start current : 550Amp (T18ଇ) Capacity : 100minutes (27ଇ)

Instrumental panel The monitor circuit allows the operator to check on the operational condition of the truck by observing the required indicator. This circuit monitors fuel level, engine temperature, battery charge level, working hours and failure of sensors. Additionally, it monitors for proper operation according to the condition of the truck and or a signal input by the operator. Neutral start, anti-restart park brake interlock, and auto engine shutdown conditions are all monitored as critical conditions for proper operation.

Start motor •

LPG Specification : 12Volt, 1.7kW

Alternator •

LPG Specification : 12Volt, 65A

Auxiliary circuit The auxiliary circuit consists of lamps, horn and warning devices. They are turned “ON” and “OFF” by the operator as required.

SM 1056

13-2-1

Group 13, Electrical System

Section 3 Electrical Circuit Diagram & Electrical Parts Arrangement

1. Wiring Diagram ............................................................................ 2 2. Install Electrical Component ....................................................... 5 3. Install Mail Harness ..................................................................... 7 4. Install Accessory ......................................................................... 10 5. Install Harness Accessory with Cabin ...................................... 13 6. Install Battery ............................................................................. 14 7. Electrical of CAB ........................................................................ 15 8. Electrical of Assembly CAB ....................................................... 17 9. Cassette ........................................................................................ 19 10. Heater ........................................................................................ 20

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13-3-1

Group 13, Electrical System

[IN-28665B 1/3]

1. Wiring Diagram - 1/3

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13-3-2

Group 13, Electrical System

[IN-28665B 2/3]

1. Wiring Diagram - 2/3

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13-3-3

Group 13, Electrical System

[IN-28665B 3/3]

1. Wiring Diagram - 3/3

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13-3-4

Group 13, Electrical System

[SI-52363 1/2]

2. Install Electrical Component - 1/2

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13-3-5

Group 13, Electrical System

[SI-52363 2/2]

2. Install Electrical Component - 2/2

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13-3-6

Group 13, Electrical System

[SI-52362 1/3]

3. Install Mail Harness - 1/3

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13-3-7

Group 13, Electrical System

[SI-52362 2/3]

3. Install Mail Harness - 2/3

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13-3-8

Group 13, Electrical System

[SI-52362 3/3]

3. Install Mail Harness - 3/3

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13-3-9

Group 13, Electrical System

[SI-47552S 1/3] S ROUND SCREW M5

LAMP . OHG/CAP BRKT-LED COMBI

LED A/C LAMP . A/C BRKT-LED COMBI

W/HARNESS-PLASTIC LIGHT

EXT HARNESS-LED COMBI LAMP

LED OHG,CAB

4. Install Accessory - 1/3

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13-3-10

Group 13, Electrical System

[SI-47552S 2/3]

4. Install Accessory - 2/3

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13-3-11

Group 13, Electrical System

[SI-47552S 3/3]

4. Install Accessory - 3/3

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13-3-12

Group 13, Electrical System

[SI-49973D 1/1]

5. Install Harness Accessory with Cabin - 1/1

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13-3-13

Group 13, Electrical System

[SI-52364C 1/1]

6. Install Battery - 1/1

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13-3-14

Group 13, Electrical System

IN - 28468_1/2 (Rev.A)

7. Electrical of CAB - 1/2

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13-3-15

Group 13, Electrical System

IN - 28468_2/2 (Rev.A)

7. Electrical of CAB - 2/2

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13-3-16

Group 13, Electrical System

[SI-52133D 1/2]

8. Electrical of Assembly CAB - 1/2

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13-3-17

Group 13, Electrical System

[SI-52133D 1/2]

8. Electrical of Assembly CAB - 2/2

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13-3-18

Group 13, Electrical System

[SI-51762A 1/1]

9. Cassette - 1/1

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13-3-19

Group 13, Electrical System

[SI-52274B 1/1]

10. Heater - 1/1

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13-3-20

Group 13, Electrical System

Section 4 Electrical components Specification and Operation

9 29MAR17[WED]

10 11 12

13 14

SYSTEM CHECK OP AT

1. Fuel level Indication

8. Error LED

2. Engine coolant temperature indicator

9. Down arrow button (Mode button)

3. Date & Time display

10. Up arrow button (Enter button)

4. Hourmeter & Speed

11. Left arrow button (Slow speed button)

5. Message display & Travel direction icon

12. Right arrow button (Power button)

6. Parking brake LED

13. Plus button

7. Seat belt LED

14. Minus button

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13-4-1

Group 13, Electrical System Pod Symbols and Functions

Indication of display : Turn on the key switch

Functions 1. General function The instrument pod consists of indicator lights, an hour meter, a circuit board and attached gauges. Provides the operator with important information about truck condition and shut down the truck in the event that certain critical conditions are present. 2. Engine shutdown function The instrument pod circuit board receives signals from sensors in various locations and shut down the truck when coolant temperature, transmission fluid temperature are excessive or engine oil pressure is low. Before shutting down the truck, the instrument pod sounds alarm for 30 seconds and flashes indicator lights. After shutdown, the truck may be restarted, but if the fault condition persists, the truck is shut down again in 30 seconds. Seat switch application (optional) The instrument pod shuts down the running truck without warning when the operator leaves the seat over 3 seconds with the FWD/REV switch is engaged. Directional switch must open and key switch must always be turned OFF, to restart engine. When directional switch is open and parking brake is not engaged, if the operator leaves a seat, after 3 seconds, the instrument pod will sound buzzer, and then honk horn. Setting the parking brake shall reset the alarm.(The engine is not shut down.) 3. Neutral start function and Anti-restart function Neutral start function The instrument pod will not allow the stater to be engaged if directional switches are closed or key has been in start position once. Key switch must always be turned OFF to restart engine. Anti-restart function When engine is already running, the start motor does not rotate although the key switch is turned start position. 4. Anti-drive and parking brake reminder function When parking brake is engaged, the truck cannot be driven although the directional switch closed. A parking brake alarm shall be activated if key switch is turned to the OFF position and the parking brake is not applied. Applying the park brake will reset the alram.

When turning the key to ON 1. The system will be initialized as displayed : To be displayed in 0.5sec 2. After 1sec, the data will be displayed normally. (However, the clock displays the real time.) 3. Seat belt LED and Buzzer: To be operated as 1hz in 3sec.

Basic display screen (Normal display mode) 1. Display screen after initialization of system 2. Display the data delivered(CANBus) from other instruments 3. The date and time are controlled by internal system, so the real-time information will be displayed. When the fuel level is low, the buzzer and warning lamp will be operated in the interval of 1sec. "LOW FUEL" message will be displayed on LCD screen.

Gauges and indicators Coolant temperature gauge H

It is divided into 2 colour zones according to temperature.

Step specifications Step 10

Status

Temperature

Remark

Hot Shutdown

116ଇ Above Flashers

Hot

113ଇ

Normal

112ଇ

Normal

111ଇ

Normal

110ଇ

Normal

101~109ଇ

Normal

90~100ଇ

Normal

76~89ଇ

Normal

50~75ଇ

Normal

26~49ଇ

Cold

25ଇ below

SM 1056

Flashers

13-4-2

Group 13, Electrical System If the wire of cooling water temp gauge is broken or the gauge scale doesn't move after 10min of engine starting, engine will be shut down because the gauge is recognized as defective.

Seat belt At start-up, this light and a buzzer come on for three seconds to remind the operator to fasten the seat belt. There is no start interlock.

Message display The following message will be displayed when it comes under the Red Zone (Beyond Hot Warning)

IMPORTANT You should always have your seat belt securely fastened when operating your lift truck.

W/TEMPWARN Service icon LED will illuminate when preset service time is reached. When LED is on, the preset service time has been reached indicating that a PM is required. Refer to Service Manual for proper PM proce-

Fuel gauge It displays the remaining fuel level in fuel tank. If the level is low, the Flashing and buzzer will sound 1 Secand and "LOW FUEL" message will be displayed on LCD window.

dures. Pre-set service time setting method - initialized by "key on + FWD + F1 + F2", service time display at hour meter. Here, F1 is for up set, F2 is for down set with interval times of 50 hours. When the key switch is turned OFF, the pre-set service time setting time is saved. Pre-set service time counts down opposite to operating time.

Step specifications Step (ON)

On / Off

CAN Protocol

OPEN

8~2

Not using

OFF

Remark

To disable the Service Icon, set the pre-set service time to "-1000" (display 1 0 0 0 ); If you push the F2 switch when setting the pre-set service time, the time will be adjusted to "-1000".

Date and time display CLOSE

Flashers (1Hz)

1. Function: To indicate the current date and time 2. Display 29MAR17[WED]

Parking brake Indicates that the parking brake is engaged. Anytime the parking brake is on, the truck can't be driven because the transaxle solenoid valves switch is off.

When the parking brake is not set and the key switch is turned to the OFF position, the instrument pod will sound. If the parking brake is set, buzzer and horn will not sound.

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13-4-3

Group 13, Electrical System Hour and Speed meter display

Travel Direction display ICON

1. Function: To display the accumulated operating hour until now and the traveling speed of fork lift truck. 2. Display. Hour Meter

1. Function: To display the traveling direction or gear selected condition of truck • Receive the traveling direction data from the T/M controller. • Receive the gear selected data from the T/M controller. • When it is in neutral, the arrow and gear icon will not be displayed.

Speed Meter

3. Operation • When the speed is lower than 0.5km/h, the hour will be displayed. • When the speed is higher than 0.5km/h, the speed will be displayed. • It can be dispayed in the of km/h or MPH.

OP AT 2. Operation Display ICON

Message display 1. Function: To display model name, POWER selection, travel direction, warning and error message

OP ML

2. Display

OP AT Normal Error

OP AT 01 : E.SHUT COIL S/C 03 : ST.RELAY S/C

Warning

OP AT

Direction/ Gear Select FWD/ 1 Gear Operating Mode / AUTO 1step FWD/ 2 Gear Operating Mode / AUTO 2step‹

Display ICON

OP ML

OP AT

Direction/ Gear Select REV/ 1 Gear Operating Mode/AUTO 1step‹ REV/ 2 Gear Operating Mode/AUTO 2step‹

NEUTRAL Drive Mode/ AUTO 1step

OP AT

• Display when the truck is in normal condition: Model name / POWER / Direction 3. Priority of displaying message • If there are several messages which shall be displayed on the screen, the priority of display will be in the order of Error > Warning > Normal conditions. • If several errors occur simultaneously, the upper 2 items will be displayed on 2 lines. (The priority is in the numerical order of Error.) • When failure and warning are caused at the same time, the content of failure will be displayed on top row and the warning icon at below row.

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13-4-4

Group 13, Electrical System Adjustment of function (Menu operations)

Error display ICON 1. Function: To display the ICON for easy reorganization when any error occurs.

Function 1. To display the data of the system on the screen. 2. The adjustable variables can be changed. Operation and Description Display ICON

Discription Pilot light for preheater operating When the preheater is operating under the 1.5 degree below zero, this ICON operates and when it is released, it will turn off.

Mode select button operation 1. Mode buttons are composed on right side of Display screen. 2. Each button has own function, and some of them can perform various functions.

Warning light for engine oil pressure When engine oil is short or pressure switch fails, the warning light will turn on and the engine shut down. Warning light for T/M oil temperature When T/M oil is overheating while in operation (operation: more than 120୅, release: less than 110୅), the warning light will turn on and engine shut down. Warning light for battery discharging When the alternator isn't charged because of failure of alternator or the engine doesn't rotate, it will turn on. Warning light for engine malfunction When there are malfunctions to engine system, it will turn on. Pilot light for maintenance time When reaches to 0HR as counting reversely to the designated maintenance time, it will turn on to show the time of maintenance.

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13-4-5

Group 13, Electrical System

Button

Function Down arrow button (Mode button) In normal working mode, move to Menu mode by pressing this button.

OP AT

In Menu mode, move to sub menu by pressing this button.

1 STATUS 1.1 BATTERY VOLTAGE 24.5V In the lowest mode, the display won't be changed even through pressing this button.

Up arrow button (Enter button) In Menu mode, move to upper menu by pressing this button.

1 STATUS 1.1 BATTERY VOLTAGE 24.5V

OP AT

Perform as "Enter" key function when confirming after the Password and important variables are changed.

Left arrow button In Menu mode, move to left menu by pressing this button.

1.2 ACCELERATOR 2.5V 1.1 BATTERY VOLTAGE 24.5V 1.10 SOFTWARE V 1.0

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Group 13, Electrical System

Right arrow button (Power selection button) In Menu mode, move to right menu by pressing this button.

1.1 BATTERY VOLTAGE 24.5V 1.2 FUEL LEVEL 50% 1.3 ENGINE COOLANT TEMP 25¡

Plus(+) button It performs DR/OP selection function at normal mode. It selects DR ˧ OP in turns, whenever pressing the button. The data for the selected mode will be transferred to T/M controller. Under S/L mode, DR/OP does not change.

Minus(-) button It performs ML/A1/A2 selection function at normal mode. It selects ML ˧ A1 ˧ A2 in turns, whenever pressing the button. The data for the selected mode will be transferred to T/M controller. Under S/L mode, ML/A1/A2 does not change.

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13-4-7

Group 13, Electrical System Configuration of menu mode (for PSI 4X Engine Truck) Menu No.

Parameters

Description

Min

Max

Base

STATUS

Display the Analog input/output status of fork lift truck

1.1

Battery Voltage

Display the Battery voltage

0.0V

30V

1.2

Fuel Level

Display the fuel level

100%

1.3

Eng Coolant Temp.

Display the engine coolant tem-40ଇ perature

140ଇ

Actual

1.4

T/M Oil Temp.

Display the T/M oil temperature 0ଇ

200ଇ

Actual

1.5

Operating Hour

Display the truck working hour

9999

Actual

1.6

System Hour

Display the system working hour

9999

Actual

1.7

Maintenance Hour

Display the maintenance hour

9999

Actual

1.8

Display Version

Display the program (software) version

V1.00

Vx.xx

Actual

1.9

Sub controller version

Display the program (software) version (Sub Controller)

V1.00

Vx.xx

Actual

1.10

ELH-M controller version

Display the program (software) version (ELH Main Controller)

V1.00

Vx.xx

Actual

1.11

ELH-S controller version

Display the program (software) version (ELH Main Controller)

V1.00

Vx.xx

Actual

S/W & OUTPUT STATUS

Display the switch input/ output status of fork lift truck

2.1

Parking Brake switch

Parking brake

OPEN

2.2

Forward

OPEN

2.3

Neutral

OPEN

2.4

Reverse

OPEN

2.5

T/M Oil Temp switch

Transmission oil temperature

OPEN

OFF

2.6

E/Oil Pressure switch

Engine oil pressure

OPEN

2.7

LPG Pressure switch

LPG pressure

OPEN

OFF

2.8

Seat switch

Seat switch operration

OPEN

2.9

Tilt/Limit Switch

Tilt Limit Switch OPEN (Open: 00b, Close 01b, Off: 11b)

OFF

2.10

Engine Shutdown output Engine Shutdown output

OFF

2.11

Alternator output

Alternator charging

OFF

2.12

Horn relay output

Horn relay operation

OFF

2.13

Option relay output

Option relay

OFF

2.14

Key starter switch

Key switch starter output

OPEN

2.15

Pre-heat output

Preheater operation

OFF

2.16

T/M Oil Pressure S/W

T/M oil pressure

OPEN

SM 1056

Adjust

Actual

13-4-8

Group 13, Electrical System

Menu No.

Parameters

Description

Min

Max

Base

Adjust

MODEL SETUP

Setup of model (Access shall be allowed only after entering a password)

3.1

C40

C40D, C45D, C50sD, C55sD, C40L, C45L, C50sL, C55sL

PASSWORD

Control the password (Access shall be allowed only after entering a password)

5.1

Ignition Mode

Set up the right of using for the fork lift truck

OFF

+/-

5.2

Password lock

Set the password which is available or not when accessing to ON the setup mode.

OFF

+/-

5.3

Password Change

Change of password

99999

10000

+/-

SETUP

(Access shall be allowed only after entering a password)

6.1

Operating Hour

Adjust the working hour, 0 ~ 9950(step 50)

9950

+/-

6.2

Maintenance Hour

Adjust the maintenance period, off/ 50 ~ 3000(step 50)

OFF

3000

0000

+/-

6.3

Parking Reminder

Set up the warning sound, buzzer / horn / off

OFF

Buzzer

Horn

+/-

6.4

Engine Shutdown

Set up the warning sound, buzzer / horn / off

OFF

Buzzer

OFF

+/-

6.5

Seat Shutdown

Set up the function, seat reminder / engine shutdown

Buzzer/ Shut down

Horn E/ OFF Shut down

+/-

6.6

Speed Unit

Display of set unit, Km/h or MPH

Km/h

MPH

Km/h

6.9

AT/ML selection

AT/ML

6.10

Speed Limiter Mode

OFF

+/-

6.11

EH Mode

OFF

+/-

6.12

EH-Valve Type

3-SP

4-SP (CLAMP)

5-SP (STD)

+/-

TIME SETUP

7.1

Year

2000

2099

Actual

+/-

7.2

Month

Actual

+/-

7.3

Date

Actual

+/-

7.4

Week

MON

SUN

Actual

+/-

7.5

Hour

Actual

+/-

7.6

Minute

Actual

+/-

7.7

PM/AM

Actual

+/-

Display the turtle mode, Setting of operating Setting of proportional valve spool

C40D

00000

C55sD

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C40D

13-4-9

Group 13, Electrical System OPERATIONS OF MENU FUNCTION

PASSWORD OPERATION Set the permission/restriction for the operation of truck and the setup change.

"1 STATUS" MODE • Display the analog output information of fork lift truck on real time.

IGNITION MODE "2 SWITCH STATUS" MODE • Display the digital (Switch On/Off) information of fork lift truck on real time.

"3 MODEL SETUP" MODE • Display the truck model • Model set up is composed of each family, and the real model name is shown on Sub mode.

"4 ZF CONTROL DATA" MODE • Displays the condition of ZF transmission

"5 PASSWORD SETUP" MODE Set the permission/restriction for the operation of truck and the setup change. Refer to the following Para. "4" for details.

Function able to operate the fork lift truck only when giving the password after turning the key on. Ignition password can be set as "ON/OFF". If setting to OFF, the truck can be operated by key on, but if setting to ON, it can be operated only by giving the password. How to input password If the ignition is set to "ON", the display is as follows when turning the key on. Password is 5 digit. Input the numbers by use of "+/-" buttons and move the position by use of left/right arrow buttons. When the input is completed, confirm by pressing "ENTER" button..

PASSWORD INPUT YES : ENTER

"6 SETUP" MODE • Set up the adjustable function and variables of fork lift truck. In SETUP mode, you can enter sub menu only when giving the password. If you set the value in the relevant menu, it will be set up immediately. The data of each menu is controlled through the communication lines, and the set data will be stored at Travel controller.

"7 TIME SETUP" MODE • Set up the date and time displayed. All the data has been controlled itself, regardless of the Travel controller.

When the password is agreed, the following will be displayed.

PASSWORD OK ! When the password isn't agreed, the following will be displayed.

PASSWORD ERROR

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13-4-10

Group 13, Electrical System SETUP MODE In MENU mode, make sure to input the password to proceed to "6 SETUP" mode. In "6 SETUP" mode, press "DOWN" arrow button to proceed to "SUB" mode. The dialogue box to input the password will be displayed. The procedure to input the password is same with above Para. "4.1". When the PASSWORD is right, it gets into SUB mode.

PASSWORD CHANGE The function to change the password given to the fork lift truck The passwords for Ignition and Setup shall be same. How to change password If pressing Enter (Up arrow) button in the following conditions,

5.3 PASSWORD CHANGE? YES : ENTER

PASSWORD INPUT YES : ENTER The new password will be displayed for 1 sec as shown in the following figure, and then the mode will move to "5 PASSWORD"..

PASSWORD CHANGED 12345 cuted automatically., When there is error, perform Key Off ' On and reexecutes in accordance with the procedure.

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13-4-11

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 Model name

LPG

Voltage

12V

Capacity (20 hr)

60AH

Reserve Capacity

100 minutes (each)

Cold Cranking Amperes

550(A) (each)

LPG Engine

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.

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13-4-12

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 (for 12V system), 27-29V (for 24V system), and supplies these to the truck for operating the electrical systems and charging the battery.

LPG

Circuit Rating : 12V, 1.7kW

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.

LPG

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

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.

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13-4-13

Group 13, Electrical System Switch - Engine Oil Pressure Function This switch senses if oil pressure in normal or not.

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.

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13-4-14

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)

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13-4-15

Group 13, Electrical System Brake Stop Switch Function This switch will be ON/OFF if the brake pedal is depressed or not.

Specification of switch - start (device ass’y condition) Item

Spec.

Operation Pressure (Switch)

5 - 10.5 kg/༆

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.

Parking Brake Switch $PS &RQQHFWRU

WXEH QGz Gz UGaGkY}~T\sXTXt

:LUH 6SHF

6ZLWFK &20

&RQQHFWRU

6ZLWFK 1 &

&RQQHFWRU

6SHF

6WDUW 3RLQW

(QG 3RLQW

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13-4-16

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

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13-4-17

Group 13, Electrical System General Electrical Parts Relay Function This relay supplies electrical power to engine stop motor(diesel) and start coil(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 24V / 12V

Rated load

NO : 30A NC : 15A

Testing 1. Position multi-meter to resistance mode and measure resistance between both terminals as above.

Resist.( ˟ )

24V

12V

340ȳ·10%

680 ˟ 1/2W

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13-4-18

Group 13, Electrical System Starter Relay (LPG - 12V) Function This relay supplies electrical power to engine stop motor(diesel) and ignition circuit(LPG) when the key switch on. The forklift can be started only when engine starter relay is operated.

Resist.

Circuit diagram

Specification Item

Spec.

Rated voltage

DC 12V

Rated load

NO : 70A (23ଇ) NC : 50A (85ଇ)

Testing 1. Position multi-meter to resistance mode and measure resistance between both terminals as above. Resist.( ˟ )

91ȳ, 1.7W

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13-4-19

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 12V

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

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13-4-20

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 ~ 115dB

Frequency

450 r 20Hz

Testing Apply 12V to the terminals of the horn as shown above. A sound pressure level of 100 ~ 115dB (as specified) should be measured.

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13-4-21

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

97 r 4dB

Frequency

1000 r 100Hz

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13-4-22

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 12V

Bulb spec.

50W, H3

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.

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13-4-23

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

DC 12V

Bulb spec.

200mA < Max

Frequency

60 / Min · 3

Testing Check the beacon lamp for proper operation by applying 12V as shown in the figure above. (When applying voltage, it’s irrelevant that battery +/- terminals has cross connecting.)

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13-4-24

Group 13, Electrical System Start Switch Function This allows starting of forklift and supplies electrical power to some electrical components.

Specification Item

Spec.

Rated voltage

DC 12V/ 24V

ON current

8A, Heavy Duty Ignition Coil

START current

22A, Continuous 75A, Instantaneous

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13-4-25

Group 13, Electrical System Combination Lamp Function Functions as turn signal, reverse, brake and tail lamps.

Specification Lamp Classification

Lens Color

Stop/Tail Turn Signal Back Up Reflector

Red Yellow White Red

Light Bulb 24V 25/10W 25W 25W

12V 21/5W 21W 10W 25 AI Type

Schematic Wiring Diagram

Maintenance Check the function of the lamps. Replace the lamp if necessary.

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13-4-26

Group 13, Electrical System Turn Signal Lamp Function Indicates turning directions (left/right) and tail lamp.

Specification Classification

Specification

Rated Voltage

DC 12V

Lamp

23/8W

Schematic Wiring Diagram

Maintenance Check the function of the lamps. Replace the lamp if necessary.

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13-4-27

Group 13, Electrical System Fuse Box Function This functions to prohibit electrical parts from damage due to over-current.

8086388

[Caution] Use only fuse of standard capacity in accordance with specification. Use of fuse exceeding capacity can cause severe damage to electrical parts.

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13-4-28

Group 13, Electrical System Failure Diagnosis 1. Engine Starting Circuit

Cannot start the engine.

Restart the engine with the shift lever at neutral, but failed.

Neutral start function

Engine can be started only when the shift lever is at neutral position.

Restart limiting function

To restart the engine, turn the start key to OFF and start it again.

YES

When the start key is turned to START position, the start motor runs.

Check the start relay. Check battery cable.

NO YES

Does the E/SHUT relay function?

Check the E/SHUT. Check electrical wiring.

YES After starting (3~4 times), is the battery voltage 23V (11V-LPG)?

Problem in battery charging. Check/replace the battery.

NO YES

Check engine fuel line.

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13-4-29

Group 13, Electrical System

Cannot travel forward / reverse.

Was the parking brake released?

Travel limiting function: when parking brake is applied.

Does the forward/backward travel power fuse function?

Replace the fuse.

NO YES

Isolate forward / reverse solenoid connector, measure the voltage. Measure the voltage at the connectors at forward/ backward lever shifting. → 12V Are the outputs of the forward / reverse lever normal? (1st gear, forward/backward)

Is the measured voltage OK (12V)?

NO YES

Problem in the solenoid valve or transmission.

Do the forward / reverse relays function according to the lever shifting?

Replace the relays for forward / reverse or lever

NO YES Problem in electrical wiring. Check the wiring for short circuit or open.

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13-4-30

Group 13, Electrical System

2. Dashboard Circuit Fuel gauge does not function. (For diesel engine only).

Isolate fuel level sensor connector and measure electrical resistance

Float Position

Lowest

1/2

Highest

Resistance (ഐ)

244

100

Replace the fuel sensor.

Is the resistance within 28~244Ω?

Problem in electrical wiring. Check for short circuited or open wire.

Does the circuit show resistance?

NO YES

Replace the dashboard.

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13-4-31

Group 13, Electrical System

Coolant temperature gauge does not function.

Isolate coolant temperature sensor connector and measure resistance

Does the resistance meet the specification (LPG: 16~153Ω)?

Does the circuit show resistance?

Temperature ( `C ) LPG Resistance (ഐ)

100

120

153.9

51.9

27.4

16.1

Replace the coolant temperature sensor.

Problem in electrical wiring. Check for short circuited or open wire.

Replace the dashboard.

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13-4-32

Group 13, Electrical System

Service hour meter does not function.

After starting, service hour meter does not function.

Check the dashboard / sub controller status.

Replace the dashboard / sub controller.

Service time is not counted.

Service time is counted when the engine is started up (by checking the alternator output).

Battery charging lamp is lit.

Problem in the battery charging system.

Problem in electrical wiring. Check for short circuited or open wire.

Check the alternator.

Replace the dashboard.

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13-4-33

Group 13, Electrical System

3. Auxiliary Electrical Circuit (various lamps)

Head lamp does not function. - Head lamp Switch -

Start key S/W and headlamp S/W cannot turn the headlamp on

Isolate headlamp connector(in OHG), measure the voltage.

Is the battery voltage OK? (12V)

Check the headlamp fuse in the fuse box.

YES Is the battery voltage OK? 24V(DSL), 12V(LPG)

Replace the fuse if failed.

Replace the headlamp relay.

If fuse is OK, check the headlamp relay.

YES Problem in electrical wiring. Check for short circuited or open wire.

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13-4-34

Group 13, Electrical System

Back up lamp does not function. - Backup lamp switch -

Start key S/W and backup lamp S/W cannot turn the back up lamp

Isolate lamp connector (in OHG), measure the voltage

Check the back up lamp fuse in the fuse box.

Is the battery voltage OK? 12V(DSL), 12V(LPG).

Problem of the back up lamp. Check the lamp

Replace the fuse if failed.

Replace the back up lamp relay.

If fuse is OK, check the back up lamp relay. Does it function?

YES

Problem in electrical wiring. Check for short circuited or open wire.

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Group 13, Electrical System

Horn does not function.

Start key S/W and horn S/W cannot trigger the horn

Isolate horn connector and measure the voltage.

Is the battery voltage measured when the switch is operated?

Check the horn fuse in the fuse box.

NO YES

Problem of the horn.

Replace the fuse if failed.

Replace the horn relay.

If the fuse is OK, check the horn relay. Is the relay OK?

YES

Problem in electrical wiring. Check for short circuited or open

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13-4-36

GROUP 20

GROUP 20 DRIVE AXLE

Introduction ............................................... Section 1 Differential Carrier Assembly ..................Section 2 Drive Axle ...................................................Section 3 Troubleshooting .........................................Section 4 Disassembly and Assembly .......................Section 5 Drive Axle Removal and Installation .......Section 6

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20-0

Group 20, Drive Axle

Section 1 Introduction

1. General Specifications

Differential gear

Drive axle shaft

Drive wheel

Service brake

Parking brake

The power train comprises the differential gear (1), drive axle (2), and drive wheel (3). Engine power is transmitted to the engine flywheel, torque converter and transmission. The power from the output gear of the transmission is transmitted to the spiral bevel gear set in the differential, drive axle shaft, and on to the drive wheel.

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Group 20, Drive Axle 2. Power Train Specifications

Reduction Ratio Drive Axle

Brake

Differential

2.923

Planet Gear

Total Ratio

11.692

Oil

MOBIL Fluid #424

Oil Capacity

Differential: 9.5 ˜ , Axle hub: 0.6 ˜ X 2

Service Brake

Wet Disc Brake

Oil

RANDO HD 32

Parking Brake

Drum Brake

Gear

Bevel Gear

Differential Type

4-pinion type

Differential Universal Joint

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Group 20, Drive Axle

Section 2 Differential Carrier Assembly

1. Basic Specifications

Inner diameter of differential pinion gear

20.000 - 20.021 mm

Outer diameter of spider

19.959 - 19.980 mm

Thickness of pinion gear washer

1.92 - 2.08 mm

Thickness of side gear washer

1.95 - 2.05 mm

Side Gear

The differential transmits power from the transmission to wheels. When one of two wheels turns, the other wheel rotates slower. The differential consists of 4 pinions (1), 2 side gears (5), and 1 spider (2) which connects the pinions (1) and side gears to engage the gears perpendicularly.

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Group 20, Drive Axle

Section 3 Drive Axle

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Group 20, Drive Axle 1. Basic Specifications

Sun Gear

Hub Assembly

11.

Pinion Shaft

Planetary Gear

Wet Disc Brake

12.

Spider

Internal Gear

Drive Axle Shaft

13.

Differential Pinion Gear

Internal Gear Carrier

Differential Carrier Assembly

14.

Differential Side Gear

Taper Roller Bearing

10.

Ring Gear

The drive axle which transmits power from the transmission to the wheels consists of the differential carrier assembly (9), drive axle shaft (8), and hub assembly (6). The pinion shaft (11) with the drive shaft is connected to the output shaft of the transmission by a spline. Power from transmission is transmitted to the differential consising of the pinion shaft (11) and ring gear (10), and the differential witch drives the drive axle shaft (8). The differential transmits power from the transmission to the wheels. When one of the two wheels turns, the other wheel rotates slower. The differential consists of 4 pinions (13), 2 side gears (14), and 1 spider which connects the pinions (13) and side gears (14) to engage the gears perpendicularly. The side gear (14) and the drive axle shaft (8) are joined with a spline, and the drive axle shaft (8) is connected to the planetary gear (2), internal gear (3), wheel hub (6) and drive wheels.

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Group 20, Drive Axle 2. Drive Axle Tightening Torque

Internal carrier tightening torque

220±30 kgf.༃

Spindle tightening torque

1,200±50 kgf.༃

Parking piston tightening torque

150±10 kgf.༃

Adjusting nut tightening torque

100±20 kgf.༃

Differential cap tightening torque

1,600±50 kgf.༃

Differential case tightening torque

600±50 kgf.༃

Wheel hub tightening torque

300±30 kgf.༃

Ring Gear tightening torque

1,350±50 kgf.༃

Differential carrier assembly tightening torque

1,800±50 kgf.༃

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Group 20, Drive Axle 3. Disc Brake

Spindle

Auto Clerance Adjust Bolt

Steel Plate

Spline Collar

Disc Plate

Drive Axle Shaft

Brake Piston

Parking brake

The service brake is a hydraulic disc braking system which is a sealed type to guarantee braking performance in humid, corrosive, and dusty environments. The brake system ensures a semi-permanent service life, without the necessity of lining replacement, different from a drum brake. In addition, a self-adjusting feature is included to prevent a low pedal situation. Major parts are 3 disc plates (3), 4 steel plates (2), brake piston (4), and 4 gap control bolts. The power transmitted via the drive axle shaft (7) and brake piston (4) pushes the discs (3) and plates (2) to apply braking force.

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20-3-4

Group 20, Drive Axle

Section 4 Troubleshooting

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20-4-1

Group 20, Drive Axle

No.

Problem

Regular noise from differential

Possible Cause

Corrective Action

(1) Insufficient oil

Fill up with oil to proper level

(2) Inappropriate type of oil.

Replace oil

(3) Inappropriately adjusted or defective wheel bearing

Replace wheel bearing

(4) Inappropriately adjusted ring gear and pinion shaft

Readjust the gears, referring to Disassembly and Assembly section

(5) Worn or damaged ring gear or pinion shaft

Replace the damaged gear

(6) Incorrect gear back lash.

Replace the differential gear

(7) Worn or loose pinion bearing

Replace the bearing

(8) Worn or loose side bearing

Replace the bearing

(1) Unstable ring gear rotation. 2

a. Incorrect torque of ring gear fixing bolt

Tighten the bolt with specified torque

b. Bad ring gear

Replace the gear

Irregular noise (2) Damaged bearing in the differential

Replace the bearing

(1) The pinion or spider of the differential is too tightly jointed. Replace the pinion gear or spider.

Noise during rotation

(2) The side gear in the differential case is too tightly jointed.

Replace the side gear

(3) The pinion or side gear of the differential is defective

Replace the gear

(4) Worn or damaged thrust washer

Replace the thrust washer

(5) Excessive back lash between the side gear and pinion

Replace the gear

(1) Leak at the axle hub carrier

Lubricant oil leak

a. Excessive lubricant oil

Adjust the oil volume

b. Incompatible type of oil

Replace the oil

c. Axle housing breather is clogged

Replace the breather

(2) Oil leak at pinion shaft a. Excessive lubricant oil

Adjust the oil volume

b. Incompatible type of oil

Replace the oil

c. Clogged breather

Wash or replace the breather

d. Worn or incorrectly assembled oil seal

Replace the oil seal

(1) Damaged axle shaft

Drive wheels do not rotate.

a. Loose wheel bearing

Reassemble or replace the wheel bearing, (referring to Disassembly and Assembly section)

b. Axle shaft is short.

Replace the axle shaft

c. Loose stud or nut

Tighten the stud and nut

(2) Worn drive gear tooth surface

Replace the drive gear

(3) Damaged pinion of the differential side gear

Replace the damaged part

(4) Damaged spider of the differential pinion shaft

Replace the damage part

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20-4-2

Group 20, Drive Axle

Section 5 Disassembly and Assembly

1. Removal and Disassembly of Wheel Hub 1) Remove the drain plug from the axle housing using a torque wrench and drain the oil.

2) Remove one of the plugs from the planetary gear housing. Drain the oil.

3) Remove 4 socket bolts and remove the planet gear housing. Remove the O-ring (2) on the planet gear housing.

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20-5-1

Group 20, Drive Axle 4) Remove the snap ring (3) from the planetary gear housing.

5) Disassemble 3 planetary gear shafts (4) using a hammer.

6) Disassemble the planetary gear (5), needle bearing (6), and thrust washer (7).

7) Remove the sun gear (8) and drive axle shaft assembly (9).

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20-5-2

Group 20, Drive Axle 8) Remove the snap ring (10), and disassemble the sun gear (8) from the drive axle shaft (9).

9) Remove the hex bolt (11) and disassemble the ring gear (13) and torque plate (12).

10) Remove the C-ring (14) from the ring gear (13) and disassemble the ring gear carrier (15).

11) Using two M8 bolts, disassemble the bearing of the ring gear carrier.

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20-5-3

Group 20, Drive Axle 12) Remove 14 hex bolts and two nuts which fix the spindle. Remove the wheel hub.

13) Remove the drive axle, disc and plate assembly from the axle housing.

14) Remove 4 self-adjusting bolts (18), remove the spring (20) from the bush (19), and remove the piston (17) from the axle housing (16) using a jig. At this time, remove the 3 pins (23) from the axle housing. Remove each one of the square rings (21),(22) from the housing. [CAUTION] Check the square rings (21),(22) and replace if worn or damaged.

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20-5-4

Group 20, Drive Axle 15) Disassemble the bearing cup from the wheel hub using a jig and hammer. This process will damage the oil seal, it can not be reused.

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20-5-5

Group 20, Drive Axle 2. Removal and Disassembly of Differential Carrier Assembly 1) Remove 12 hex bolts (1). Remove the differential carrier assembly from the axle housing using a hoist.

2) In order to use in reassembly, measure and record the rotational resistance of the differential carrier assembly. Remove the hex bolt (2) and spring washer (3), and remove the plate (4).

3) Before removing the diff case set (8) from the differential carrier assembly (5), check the position marking of the cap (6) on the differential carrier housing. Mark the position if not marked yet. 4) Remove 4 reamer bolts (7) and remove the cap (6).

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20-5-6

Group 20, Drive Axle 5) Remove the diff case set (8) from the differential carrier housing. 6) Remove the taper roller bearing (9) from the diff case and remove 12 hex bolts (10).

7) From the differential carrier, remove the hex bolt (11) and ring gear.

8) Check that the differential case has direction marking, and disassemble the differential case. If not marked, mark the correct direction. Reassembly shall be performed in the same direction.

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20-5-7

Group 20, Drive Axle 9) Remove 2 thrust washers (12), pinion gear (13), side gear (14), spider (15) and ring gear (16), and put them on a clean place.

10) Remove 4 hex bolts (17) and remove the brake drum from the brake assembly.

11) Remove the nut (18) and disassemble the yoke (19). 12) Remove 4 hex bolts (20) and disassemble the brake assembly (21) from the differential carrier housing. 13) Remove the pinion shaft (22) carefully using a plastic hammer. [CAUTION] Take care not to damage the bevel gear shaft.

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20-5-8

Group 20, Drive Axle 14) Remove the shim (23) and ring (24) from the pinion shaft. Using a bearing puller, disassemble the inner race of the taper roller bearing from the pinion shaft.

15) Using a jig and hammer, disassemble the outer race of the taper roller bearing and shim from the housing. [Caution] Do not reuse damaged shim.

16) Disassemble the outer race of the taper roller bearing on the opposite side.

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20-5-9

Group 20, Drive Axle 3. Reassembly Wash all the parts cleanly with detergent. Remove residual Loctite. [WARNING] Take not to expose skin to, drink, or inhale vapor of the detergent. Wear safety gloves and goggles. If skin is smeared with detergent, wash with sufficient water immediately. If swallowed, take medical treatment immediately. Observe all the work guides, procedures and safety rules to prevent accidents. Check all the parts for wear, damage or crack. Replace defective parts. • If gear tooth is worn, replace the gear set. • Replace damaged or worn taper roller bearings. • Do not reuse deformed shims or worn thrust washers. • Finish seal contact surfaces with a file.

4. Adjustments in Reassembly Pinion shaft shim adjustment; 1) Adjust shim thickness and pinion shaft correctly in compliance with following procedures. - Measure “E” of the differential carrier housing with a jig. - Determine shim thickness with the formula: "X = E - B - T ± C

B : installation length of the pinion shaft which is 131.10, T : width of the taper roller bearing, C : the size engraved on the end of the pinion. 0 if no marking. Example : if the dimension E of the housing is 162.85, B is 131.10 which is determined by the MAKER, T measure on the taper roller bearing is 31.5, and, C carved on the pinion shaft is 0.05, The two X of the shim combination are: [Caution] If a gear is worn, replace the pinion shaft and ring gear with a new set. Do not reuse deformed shim, worn or damaged taper roller bearing.

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20-5-10

Group 20, Drive Axle 2) Combine the shims to obtain the thickness calculated with above method. Insert the shim set on the taper roller bearing seat. Using a jig, install the taper roller bearing with its outer race on the taper roller bearing seat of the differential carrier housing.

3) Heat the inner race of the taper roller bearing up to 100ଇ and assemble the bearing on the pinion shaft. Ensure that the inner race is in good contact with the taper roller bearing seat. 4) Assemble the taper roller bearing cup. Assemble the taper roller bearing, ring, and the shim set on the pinion shaft. 5) Install the pinion shaft in the differential carrier housing. Assemble the taper roller bearing cone, yoke and nut. Apply Loctite #271 or #277 on the thread of the pinion shaft, and tighten the lock nut to 45~51kgf.m torque. Measure the rolling resistance of the pinion shaft. Adjust the thickness of the pinion shaft combination so that the rolling resistance is 0.2~0.41kgf.m.

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20-5-11

Group 20, Drive Axle 5. Assembling the Differential 1) Assemble the thrust washer, side gear, pinion gear and spider with the ring gear, and install the gear in the case set. Apply grease on the thrust washer before assembly. 2) Assemble the diff case set. [CAUTION] Check the direction marking on the differential case. The markings on the two differential cases must be in the same direction.

3) Install the differential case with 12 hex bolts (1). Apply Loctite #271 or #277 on the threads of the hex bolts and tighten them to 5.0~7.5kgf.m torque.

4) Install the ring gear with hex bolt (2). Apply Loctite #271 or #277 on the threads of the hex bolts and tighten them to 12.5~14.5kgf.m of torque.

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20-5-12

Group 20, Drive Axle 5) Mount the diff case set on the differential carrier housing. Mount the taper roller bearing cup and adjusting nut on the differential carrier housing. And then, adjust the rotation back lash with the adjusting nut, by measuring the back lash with a dial gauge installed on the gear tooth and rotating the ring gear. - Rotation back lash: 0.18~0.23mm 6) Assemble the differential carrier housing cap.

[Caution] Install the differential carrier housing cap with a reamer bolt. Tighten the bolt to 15~17kgf.m torque. Measure the rolling resistance of the taper roller bearing. The table below presents appropriate rolling resistance of the pinion shaft measured in the paragraph 2, "Adjustment of the Pre-Load of the Pinion Shaft.” (kgf.m) Pinion Adjustment

Total Adjustment of the Ring - Pinion

0.20

0.30

0.26

0.35

0.30

0.40

0.35

0.45

Note1) after assembling the oil seal, the torque will be increased by about 0.07 - 0.12kgf.m.

7) Check that the adjusting nut is in close contact with the taper roller bearing. 8) When the differential carrier housing assembly is complete, check the rotation back lash again, and readjust the back lash with adjusting nut, if necessary. 9) Apply Locktite #271 on the threads of the reamer bolt and tighten to 15~17kgf.m torque. 10) Install the plate with hex bolts. Apply Loctite #271 or #277 on the bolt threads and tighten to 0.8~1.2kgf.m torque. [Caution] Assemble the other side in the same procedures. 11) Apply marking fluid on the sides of 3~4 teeth of the ring gear and have the gear contact with the pinion shaft for several times. Check the contact shape.

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20-5-13

Group 20, Drive Axle 6. Assembling Carrier Assembly with Axle Housing 1) Mount the differential carrier assembly in the axle housing. 2) Install the carrier assembly in the axle housing with the hex bolt (1). Apply Loctite #271 or #277 on the bolt threads and tighten to 11~13kgf.m torque.

7. Adjusting the Parking Brake 1) Adjust the parking brake in following procedures. Turn the adjuster in the pinion shaft direction until the jig touches the pad. Turn the adjuster by four clicks in the opposite direction. (Now, the lining gap will be 0.1~0.25mm.) Check the adjustment by rotating the jig while operating the lever. (Repeat above procedure until appropriate friction force is achieved.) * If a jig is not available, assemble the brake drum and conduct adjustment per the above procedure)

2) Install the yoke with the hex bolt (1). Apply Loctite #271 or #277 on the hex bolt and tighten the bolt to 11~13kgf.m torque. 3) Stop up the adjustment hole (2) with a rubber plug.

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20-5-14

Group 20, Drive Axle 8. Assembling Wheel Hub Assembly with Axle Housing 1) Install the taper roller bearing on the wheel hub. Take care to achieve appropriate contact. [Caution] Install oil seal applied with grease or oil towards the outside of the wheel hub.

2) Install the assembled wheel hub until it contacts with the spindle of the axle housing.

3) Insert the carrier into the ring gear, and engage the C-ring.

4) Heat the bearing race and push it into the carrier correctly. Install the assembly on the wheel hub after fully cooled down.

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Group 20, Drive Axle 5) Assemble the torque plate with the ring gear, and install the assembly on the spindle. Tighten the port of the wheel hub assembly to 3kgf.m. Apply Loctite #271 or #277 on the threads of the bolt and tighten to 1.5kgf.m torque. Apply grease on the bush. Apply Loctite #5127 on the housing contact surface of the spindle.

6) Assemble the square rings (2)(3) with the axle housing (1), and apply oil (MOBIL #424). Install the self-adjusting bush (5) on the piston, and assemble the piston with the axle housing. Insert the self-adjusting spring (6) into the self-adjusting bush. At this time, align the tapped part of the axle housing with the bush hole of the piston. Apply Loctite #277 on the threads of the self-adjusting bolt (7) and tighten the bolt to 1.4~1.6kgf.m torque. Install the 3 pins (8) on the axle housing. [CAUTION] Check the square ring. Replace the ring if necessary.

<Assembling and Adjusting the Plate> a. Assemble 3 plates (9), 2 discs (10) and snap ring (12) with the collar spline (11). Keep the assembling sequence: disc ˧ plate ˧ discG˧ plate ˧ disc. b. Before assembly, wash all the parts clean, and remove harmful projection.

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Group 20, Drive Axle

7) Insert one plate into the axle housing. Assemble the plate and disc assembly. Then, assemble the last plate and drive axle shaft with the axle housing. (When completed, there will be 4 plates and 3 discs.) After assembling the plates and discs, check that the height differs from the brake housing surface by 2.1~2.6mm. The height of the spindle will be 1.4mm, and the operating stroke of the plate and disc assembly will be 1.0~1.5mm.

8) Install the wheel hub assembly on the axle housing.

9) Check that the pre-load of the wheel hub assembly is 3kgf.m. Apply Loctite #271 or #277 on the bolt (13) and tighten it to 1.8~2.2kgf.m torque.

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Group 20, Drive Axle 10) Assemble the sun gear with the drive axle shaft and fix it with a snap ring. Apply grease on the drive axle shaft contacting the bush. Apply grease on the teeth of the planet gear.

11) Reassemble the inner parts of the planetary gear housing in the reverse procedure of disassembly.

12) Assemble the planetary gear housing assembly with the wheel hub assembly. Tighten the socket bolts to 2.5~4.0kgf.m torque.

13) Assemble the wheel hub. Tighten the plug (14) to 3.5~6.0kgf.m torque

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Group 20, Drive Axle

Section 6 Drive Axle Removal and Installation

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20-6-1

Group 20, Drive Axle Drive Axle Removal

CAUTION

WARNING

Comply with all safe lifting practices whenever attempting to mount or remove drive Axle to or from the forklift. Lifting is permitted only in the case where an appropriate size of eyebolt on the top of drive Axle is used. Make sure to use lifting equipment having a safe load capacity exceeding the weight of the drive Axle. 1. Remove the upright as described in Group 34. 2. Set the block beneath to remove the drive wheel at the front bottom of the frame. (Fig. 1) 3. Remove the drive wheel as described in Group 22. 4. Remove the drain plug and drain the drive axle oil. 5. Remove the parking brake cable. (Fig. 2) 6. Remove the brake line. (Fig. 3) 7. Connect the crane hooks with the wheel bolts on both sides of the axle, and remove drive axle mounting bolts. (Fig. 4)

CAUTION

When connecting the crane hooks with the wheel bolts, take care not to damage the threads.

Drive Wheel

Fig. 1. Put the blocks beneath the vehicle.

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Group 20, Drive Axle 8. Remove the drive shaft and axle from the transmission towards the front of the frame (Fig. 5)

CAUTION

Take care not to damage the spline and oil seal when removing the drive shaft from the transmission.

and shaft from the frame. Fig. 4. Remove the drive axle

Parking brake cable Axle Shaft

Fig. 2. Remove parking brake cable

Brake Line

Fig. 5. Drive axle shaft and transmission

Fig. 3. Removing Brake Line

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Group 20, Drive Axle Drive Axle Installation Install the drive axle in the reverse order of removal. Refer to the figure for installation. (Fig. 6)

CAUTION

Check that the lift truck is lifted up correctly and fixed with rigid chocks. 1. Install the drive shaft on the axle. The tightening torque shall be 60-65 N½m (44-48 Ibf½ft). Apply Loctite #262 on the bolts appropriately. (Fig. 5) 2. Place the axle assembled with the drive shaft on the frame. The tightening torque shall be 800-900 N½m (590-664 Ibf½ft). (Fig. 4)

CAUTION

Take care not to damage the spline and oil seal when assembling the drive shaft to the transmission.

WARNING

Accident or falling of heavy components may cause severe injury. Take are to prevent accidents. 3. Assemble the parking brake cable with the axle 4. Install/connect the parts/components removed in the first step of "Drive Axle Removal" referring to the pertinent guidelines. 5. Fill the drive axle oil.

Mounting Bolt

Fig. 6. Install drive axle

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20-6-4

GROUP 22

GROUP 22 WHEELS AND TIRES

Wheels and Tires Specifications and Description ............................................ Section 1 Pneumatic Wheels and Tires ....................Section 2

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22-0

Group 22, Wheels and Tires

Section 1 Wheels and Tires Specifications and Description Specifications Steer Tire Types : Pneumatic rubber. Drive Tire Types : Pneumatic rubber. Pneumatic Drive and Steer Tire Inflation Pressure : Drive C40, C50s: 820 kPa (119psi) C45, C55s :951 kPa (138psi) Steer C40- 55s : 1000 kPa (145psi)

Fastener Torques Steer Tire Mounting Nut Torque : Check mounting procedure in Sections 2 and 3 for pneumatic tires and wheels. Wheel Mounting Nut Torques : Classification

Torque

Drive Wheel

340-380 N.m(251-280 ft.lb)

Steer Wheel

343-392 N.m(253-289 ft.lb)

Service Intervals Wheel Mounting Bolts Check and Tightening : Every 50250 hours of operation and each PM. Tire Condition : Daily inspection. Tire Pressure Check : Daily inspection.

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.

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Group 22, Wheels and Tires

Section 2 Pneumatic Wheels and Tires

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Group 22, Wheels and Tires

CAUTION

4. Apply the parking brake and block the wheels.

Pneumatic Tire Maintenance Precaution The following instructions supplement the OSHA requirements. In the event of any conflict or inconsistency between these instructions and the OSHA requirements, the OSHA requirements shall be controlling.

WARNING

5. Always remove all air from a single tire and from both tires of a dual assembly prior to removing any rim components, or any wheel components, such as nuts and rim clamps. Always remove the valve core to remove air from tire. Be sure all air is removed. 6. Check rim components periodically for fatigue cracks. Replace all cracked, badly worn, damaged, and severely rusted components. 7. Do not, under any circumstances, attempt to rework, weld, heat, or braze any rim components that are cracked, broken, or damaged. Replace with new parts or parts that are not damaged, which are of the same size, type, and make. 8. Never attempt to weld on an inflated tire/rim assembly. 9. Clean rims and repaint to stop detrimental effects of corrosion. Be very careful to clean all dirt and rust from the lock ring gutter. This is important to secure the lock ring in its proper position. A Filter on the air filling equipment to remove the moisture from the air line prevents a lot of corrosion. The filter should be checked periodically to make sure it is working properly.

Before you do tire or rim maintenance, read the OSHA rules regarding owner responsiblilty. Read and understand all maintenance and repair procedures on tires and rims. Do not work on tires or rims unless you have been trained in the correct procedures. Serious injury or death can result if the safety messages are ignored.

10. Make sure correct parts are being assembled. Ask your distributor or the manufacturer if you have any doubts.

1. Do not let anyone mount or demount tires without proper training.

12. Mixing parts of one manufacturer’s rims with those of another is potentially dangerous. Always ask manufacturer for approval.

2. Never sit on or stand in front of a tire and rim assembly that is being filled with air. Use a clip-on chuck and make sure the hose is long enough to permit the person filling the tire with air to stand to the side of the tire, not in front or in back of the tire assembly. 3. Never operate a vehicle on only one tire of a dual assembly. The carrying capacity of the single tire and rim is dangerously exceeded, and operating a vehicle in this manner can result in damage to the rim and truck tip-over and driver injury. 4. Do not fill a tire with air that has been run flat without first inspecting the tire, rim, and wheel assembly. Double check the lock ring for damage. Make sure that it is secure in the gutter before filling the tire with air.

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.

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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.

•

Incorrect (low) tire pressure can reduce the stability of a lift truck and cause it to tip over.

IMPORTANT Check wheels and tires for damage every time you check tire pressure. Make repairs when needed. Dirt can get into cuts and cause damage to the tire cord and tread. Remove debris from all cuts. 2. Check the condition of the drive and steer wheels and tires. Remove objects that are imbedded in the tread. Inspect the tires for excessive wear, cuts and breaks.

21. Bead breakers and rams apply pressure to bead flanges. Keep your fingers away from the bead flanges. Slant bead breaker about 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 C40, C50s: 820 kPa (119psi) C45, C55s: 951 kPa (138psi) - Steer C40~55s: 1000 kPa (145psi)

CAUTION

Check tire pressure from a position facing the tread of the tire, not the side. Use a longhandled gauge to keep your body away from the side.

3. Check all wheel lug nuts or bolts to be sure none are loose or missing. Have missing bolts replaced and loose bolts tightened to the correct torque before operating the truck. Classification

Torque

Drive Wheel

340-380 N.m(251-280 ft.lb)

Steer Wheel

343-392 N.m(253-289 ft.lb)

Inspection and Minor Repair Inspect pneumatic tires and wheels carefully for. 1. Low inflation pressure. 2. Damaged tires. Check tires for cuts and breaks. 3. Damaged wheels or loosening of the lock ring on multi-piece rims.

•

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.

4. Check for loose nuts or bolts not in position. 5. Check the nuts or bolts for damage.

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Group 22, Wheels and Tires 6. Check the surface of the wheels for bent flanges. 7. Check all parts for rust or corrosion. 8. Mark the damaged areas with chalk so that the parts can be removed from operation.

Tire and wheel assembly

9. Remove all parts that are damaged and install new parts in the same position.

Wheel Nut

10. Replace parts with the correct sizes and types. See your parts manual. 11. Include your truck serial number when ordering replacement parts.

Drive axle Hub

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.

3. Use a portable jack of adequate capacity placed under the frame of truck to raise drive or steer wheels off floor. 4. Once tire is off the ground enough to rotate freely, remove the lug nuts and lift the wheel from the hub. Use caution when lifting tire and wheel.

Drive and Steer Wheel 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.

Steer axle Hub

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.

Steer axle hub lug Nut

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Group 22, Wheels and Tires 3. Set the wheel on the hub and start the lug nuts on the hub studs. Tighten the nuts only enough to seat the nuts into the beveled openings on the wheel and to secure the wheel on the axle hub. 4. Use a crisscrossing nut tightening sequence to torque the nuts to a pre-final torque of 54-81 N m (40-60 ft lb). Make sure all nuts seat into beveled spacer holes correctly.

Drive axle hub Wheel nut

Drive and Steer Wheel 5. Begin the crisscrossing sequence again and tighten the lug nuts to final torque. Classification

Torque

Drive Wheel

340-380 N.m(251-280 ft.lb)

Steer Wheel

343-392 N.m(253-289 ft.lb)

6. Carefully lower the truck and remove the jack. 7. Check tire pressure for correct inflation pressure. - Drive C40, C50s: 820 kPa (119psi) C45, C55s: 951 kPa (138psi) - Steer C40- 55s: 1000 kPa (145psi)

1. Remove the valve core from the valve stem of the outer wheel to be sure all air is removed from the tire.

Dual-Drive Wheel Dismounting

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.

Stud bolt inner wheel Outer wheel

2. Use a portable jack of correct capacity placed under the frame of truck to raise drive wheels off floor. 3. Remove the eight outer-wheel nuts and remove the outer wheel and tire from the drive axle studs. 4. Remove the valve core from the valve stem of the inner wheel to be sure all air is removed from the tire. 5. Remove the tire and wheel from the drive-axle hub. Use caution when lifting wheel and tire assembly.

Dual-Drive Wheel Remounting IMPORTANT See “Tire Installation” in this Section to make sure the wheel and tire mounting orientation is correct. Check the information for correct tire-to-wheel mounting and wheel-tohub mounting. 1. Make sure the truck is parked on a flat, hard surface and the jacking and blocking devices are secure to hold the truck in a safe position. 2. Inspect the lug nuts for damage to the threads. Also inspect all studs for thread damage. Replace any lug nuts or studs that have damaged threads. Make sure studs are secure in the drive-axle hub.

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Group 22, Wheels and Tires 3. Install inner wheel and tire assembly on drive-axle hub shoulder studs.

WARNING

Before starting disassembly, remove the air from the tire. Failure to remove the air from the tire can result in serious injury. 1

2. Remove lock ring.

6 7

4. Install the outer wheel to the drive axle hub, and tighten the wheel nut to fix the drive axle wheel hub. 5. Use a crisscrossing nut tightening sequence to torque the nuts to a pre-final torque of ‫ڋړڍڈڌڐڍڃۈډکٻڋړڎڈڋڏڎ‬ ‫ڄڽۇډۏہ‬. Make sure all nuts are seating into beveled spacer holes correctly. See illustration above.

3. Remove wheel wedge. 4. Remove tire from wheel.

6. Begin the crisscrossing sequence again and torque the lug nuts as described in step 4 and 5. NOTICE The outside diameter of the left or right wheel or set of wheels must not differ more than 6mm (0.25 in) per side. 7. Check tire presssure for correct inflation pressure : • Drive wheel pressure is C40, C50s : 820kpa (119psi), C45, C55s : 951kpa(138psi).

WARNING

5. Remove the rubber inner tube protector (flap).

If tire are not fully inflated, see “Adding Air Pressure To Mounted Wheel/Tire Assemblies” and follow the procedures for adding air to the mounted tires. Before you add air pressure to the tire, make sure the lock ring is correctly positioned in the rim and side ring. The lock ring can separate from the rim with enough force to cause injury or death. 6. Repair tire and/or tube, as needed.

Wheel Disassembly and Tire Removal 1. Remove valve core from the valve stem to be sure all air is removed.

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Group 22, Wheels and Tires 7. Check for cracks in the wheel.

12. Clean the tire bead seat area. Remove all rust and rubber with a wire brush or wheel.

Cracks in the wheel are caused by : •

Deep rim tool marks.

•

Overload on wheels.

•

Too much air pressure in the tires.

•

Using the wrong size tires.

13. Clean wedge and lock rings. Make sure the seating surface and bead seat areas are clean.

8. Check for cracks in the lock ring. 9. Check for cracks between the stud holes in the wheel. Cracks are caused by : •

Loose wheel nuts.

•

Wheel not installed correctly.

•

Wrong size or type of parts used.

•

Too much torque on the wheel fasteners. If the wheel mounting parts are too tight, the studs or bolts can break, causing cracks in the wheel between the stud holes.

•

Too little torque on the wheel fasteners. If the wheel mounting parts are too loose, damage to parts and tire wear will result.

10. Check wedge ring for wear or damage. Corrosion buildup will cause wear and damage to the wheel wedge ring. 11. Clean the wheels. Remove rust and dirt.

14. Apply paint to the tire rim with a brush. Or, use an aerosol can of metal primer. The parts must be clean and dry before you apply the paint. Make sure to apply paint to the outside or tire side of the rim. This is important because air is on the metal surface of the tire side of the rim 15. Apply lubricant on the tire side of the rim base. Do not use a lubricant that has water or solvent which will cause damage to the rubber. NOTE Clark dealers can supply the correct lubricant, which contains a rust inhibitor.

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Group 22, Wheels and Tires Tire Replacement and Wheel Reassembly

5. Install the wheel wedge.

1. Put the tube into the tire.

6. Put the side ring over the rim and install the lock ring as shown. IMPORTANT Install washer 22.123 on tube over valve stem before flap is installed, when specified. See sketch. Refer to Service Parts List.

Wheel

Washer

Tube

2. Put the rubber tube protector(flap) over the tube. 3. Install the tire onto the wheel rim, against the bead seat area.

4. Put the wheel wedge over the rim.

7. Connect air chuck and turn the tire over with the valve stem down. Put 21 kPa (3 psi) of air into the tire.

8. Turn wheel to the other side. Check to make sure lock ring is in correct location.

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Group 22, Wheels and Tires 9. Disconnect the air chuck. Use a mallet and hit the ring to make sure the ring is fully installed.

above the wheel center. Arrow must point to ward front of truck.

INSIDE

TRUCK

10. Put the tire in an OSHA-approved safety cage.

2. Outside dual tire arrow to point in the direction of rearward rotation. Rotate wheel to bring arrow on tire above the wheel center. Arrow should point toward rear of truck.

Tire-to-Wheel Mounting Directional-Tread Tires All directional-tread tires are to be mounted in the correct position with respect to the arrow cast on the side of the tire as explained below.

Directional-Tread Dual Tires

1. Inside dual tire arrow to point in the direction of forward rotation. Rotate wheel to bring arrow on tire

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Group 22, Wheels and Tires Filling Tires with Air Follow these procedures when putting air into tires. All wheel and tire assemblies must be filled in a safety cage. The hose must have an adapter that can be connected to the valve stem.

2. Turn the regulator valve counterclockwise (CCW) until you can feel no resistance from the regulator. This will adjust the regulator presssure to a low pressure near zero.

1. Attach an air hose to valve stem. 2. Open the control valve which will let compressed air into the tire. 3. At intervals, close the control valve and check the pressure in the tire by reading the gauge. Do not put too much presssure into the tire. 4. Continue to fill the tire to the correct air pressure reading of - Drive C40, C50s: 820 kPa (119psi) C45, C55s: 951 kPa (138psi) - Steer C40- 55s: 1000 kPa (145psi)

3. Slowly turn the cylinder valve counterclockwise (CCW) to open position.

IMPORTANT Put equal pressure in both tires of a dual assembly. Do not put air into a tire that is flat without first inspecting it and the wheel for damage.

Filling Tires with Nitrogen

4. The tank gauge will now show tank pressure.

If your air supply does not have enough pressure to fill the tire, you can use a pressurized cylinder of commercial nitrogen gas to get the correct tire pressure. With the tire in a safety cage, connect the nitrogen cylinder to the valve stem with the use of an air chuck.

WARNING

Use introgen only. Do not use oxygen or any other gas to fill tires. Make sure all items of equipment used (nitrogen cylinder, regulator, gauges, hoses) are UL approved and in good condition. Use the correct regulator and hose for the pressures that are necessary.

5. Turn the regulator valve clockwise (CW) until the regulator gauge reads the correct tire pressure. Fill the tire with nitrogen.

1. Be sure tank valve is closed to connect hose to valve stem. Tank vlave is closed by turning handle on top of tank clockwise to a stop.

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Group 22, Wheels and Tires 6. Turn the tank valve clockwise (CW) and close the valve.

Checking and Adjusting Tire Pressure

WARNING

Before you add air pressure to the tire, make sure the lock ring is correctly positioned in the rim and wheel wedge. The lock ring can separate from the rim with enough force to cause injury or death.

7. Disconnect the air chuck from the valve stem.

1. Attach a clip-on air chuck to valve stem. Stand by the side of the wheel and put the correct air pressure in the tire.

8. Turn the regulator valve counterclockwise (CCW) to the off position.

9. Use a tire pressure gauge to check the tire pressure. If necessary, put more air into the tire. Do this as many times as necessary to reach the correct tire pressure.

CAUTION

Use a long-handled gauge so that your hand does not go inside the cage, or in front of any component of a multi-piece wheel.

NITROGEN

2. If your air supply does not have enough pressure to fill the tire, you can use a nitrogen cylinder to get the correct pressure.

3. Put a clip-on type air chuck on the nitrogen cylinder hose and attach it to the valve stem. Follow the procedures described previously for adjustment of the nitrogen cylinder valves.

WARNING

Use nitrogne only. Do not use oxygen or any other gas to fill tires.

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GROUP 23

GROUP 23 BRAKE SYSTEM

Braking / Inching System Specifications and Description ............ Section 1 Service Brake Troubleshooting ................Section 2 Brake / Inching Pedals and Linkages Adjustments ...........................................Section 3 Brake Bleeding ...........................................Section 4 Brake Master Cylinder Service ................Section 5 Parking Brake Service ..............................Section 6

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Group 23, Brake System

Section 1 Braking / Inching System Specifications and Description

NOTE INCHING. This Section only covers inching in regard to the linkage between the brake and inching pepals. The inching system is more fully covered in Group 06, “Transmission.”

Specifications Service Brake :

Parking Brake :

Type : Wet disc brake. Brake valve supplied by a reserve tank.

Type : Drum brake connected to from the drive axle. Holding Test: Rated load on 15% grade.

Fluid : Fluid provided by reserve tank. (CLARK MS-68) Pedal Freeplay : 3~5mm (0.12~0.19in)

Inching : also see standard transmission specs in Group 06 Type : Inching pedal which is mechanically connected to the inching spool and brake pedal of the transaxle. Pedal Freeplay: None

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Group 23, Brake System General Description The service brake and inching system consists of : Service brake assembly — Wet disc brake. Brake Master Cylinder — The brake master cylinder and the brake fluid reservoir are separated. The brake fluid is supplied from the reservoir directly to the master cylinder. Inching cable — It is connected to the inching pedal and the T/M inching spool linkage, so the inching spool is drawn according to the displacement of inching pedal. In this way, the inching function can be operated. Service brake and inching pedals and linkages — A mechanical system through which the brake pedal or inching pedal operates the brake valve. The inching pedal is mechanically linked to the brake pedal so that the inching pedal, near the end of its stroke, also operates the service brakes. Inching control valve — A hydraulic valve in the transmission control valve assembly that hydraulicly varies clutch pack pressure so the operator can “inch” the truck. Parking brake lever — Operates the parking brake via cables. See “Parking Brake Adjustment,” in this Group, for details.

Inching Operation The inching pedal allows the operator to vary transmission slippage through the clutch pack so that travel speed and lifting speed can be independent. The inching pedal also applies the service brakes. When the inching pedal is depressed to a certain point, a mechanical linkage between the inching pedal and the brake pedal begins to apply the service brake. When the inching pedal is fully depressed, the clutch pack fully disengages and the service brake fully applies.

Braking Operation When the operator depresses the brake pedal, or depresses the inching pedal far enough to operate the brake pedal, the brake link operates a piston in the brake valve. The brake valve receives flow from the reservoir. In general, the brake valve 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 valve piston shifts to provide pressure to the wheel cylinders for braking. The amount of pressure is modulated by the position of the piston. When the pedal is released, pressure in the brake piston vents to the sump and the return springs on the piston retract the brake piston.

Service Requirements Operational checks and inspection of linkages, brake lines are specified in the Periodic Service Chart in Group PS. Service brake linkage adjustment and lube are not normally required. Parking brake should be adjusted if indicated by operational check.

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Group 23, Brake System

Section 2 Service Brake Troubleshooting

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Group 23, Brake System Service Brake Troubleshooting Causes/Corrective Condition

Actions

Brake pedal drops to floor ...................................................................... B D F Brake pedal spongy................................................................................. B C Brake pedal kicks back when applied ..................................................... C E Brakes stick, drag excessively, make noise, or overheat ........................ E G Insufficient stopping power; excessive effort required........................... F B E Excessive effort required to apply brake................................................. F B Inching pedal does not apply brake at right time .................................... A D

Causes/Corrective Actions A. Overlap adjustment incorrect... Adjust. B. External leak in wheel cylinder or other component of braking system... Inspect/replace/repair. C. Air in braking system... Bleed and recheck. D. Linkage misadjusted or broken. Return spring damaged... Inspect/repair. E. Brake master cylinder defective... Inspect/overhaul or replace. F. Disc worn or brakes misadjusted... Inspect/repair/adjust. G. Parking brake misadjusted... Adjust.

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Group 23, Brake System

Section 3 Brake / Inching Pedals and Linkages Adjustments Introduction Figures 1 show : •

The service brake linkage, which links the brake pedal to the brake valve.

•

The inching pedal linkage, which links the inching pedal to the inching spool.

•

The inching pedal overlap, which allows the inching pedal to operate the brake pedal.

The illustrations and accompanying text serve as guide to disassembly/assembly and adjustment.

Pedal Height Adjustment See Figure 1. The brake pedal must be at the same height as the inching pedal. To adjust brake pedal height :

Overlap Adjustment See Figure 1. When the inching pedal is depressed, the strike bolt threaded into the inching pedal pushes against the strike lever on the brake pedal, applying the brake. The clearance between the top of the strike bolt and the strike lever should be 0 to 2.5 mm (0~0.10in), depending on operator preference. 1. Measure clearance. If necessary, adjust as follows: 2. Loosen jam nut. 3. Turn strike bolt to obtain desired clearance. 4. Tighten jam nut.

1. Loose the pedal stop bolt of brake and adjust pedal height to be 110 ± 2mm(4.3 ± 0.08in) from floor mat. 2. Rotate the eccentric stop in the hex hole until it stops the brake pedal at the same height as the inching pedal.

Freeplay Adjustment When the brake pedal linkage is properly adjusted, braking should begin only after the pedal is depressed a certain distance, This is “Freeplay” is Adjusted as follows : 1. Loosen the jam nut on the rod brake valve (Figure 1). 2. Depress the brake pedal 3~5mm (0.12~0.19 in). 3. Adjust the rod until you feel the push rod make clearance with the valve piston.

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Group 23, Brake System

Inching Pedal Brake Pedal

Brake Valve

Figure 1. Brake/Inching Pedals and Linkage (SI-48599)

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Group 23, Brake System

Section 4 Brake System Bleeding Bleed brakes when : •

The brake pedal kicks back during braking or the pedal feels spongy.

•

The brake valve or wheel cylinders — or lines between — have been leaking and/or have been repaired or replaced.

•

Troubleshooting otherwise indicates that air has been introduced into the system.

5. Operate the brake pedal at various rates. If you feel the pedal kick back, bleed the system again.

Because the brake system is supplied with fluid(Hydraulic fluid ; RANDO HD 32, or in accordance with CLARK specification MS-68 ) from the reservoir, brake bleeding is simplified. Proceed as follows : 1. Park truck on level floor. Put direction control in neutral. Lower forks to floor, tilt forward, and apply parking brake. 2. Attach a clear hose to a bleed screw on one of the brake cylinders. Place the other end of the hose in a jar containing Hydraulic fluid, Clark part #2776239 (MS-68)

3. Open the bleed screw. 4. Depress the brake pedal and watch fluid flow into the jar. When the fluid appears to be free of bubbles, tighten the bleed screw, then release the pedal.

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Group 23, Brake System

Section 5 Brake Master Cylinder Service

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Group 23, Brake System Brake Master Cylinder Removal and Replacement 1. Remove the spring clip and pin from the yoke on the brake master cylinder rod. 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.

Inching Pedal Brake Pedal

Link

Torque ; 40-45 N.m

Bracket Torque ; 20-25 N.m

Torque ; 20-25 N.m

Brake Valve

The mounting bolt torque ; 40-45 N.m (30-33 lb.ft) ͙΄ͺ͚ͥͩͦͪͪ͞

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Group 23, Brake System Brake Master Cylinder Overhaul •

Use the CLARK overhaul kit to overhaul the brake master cylinder.

•

Clean all parts with a safety-approved commercial solvent before inspection.

•

Inspect all parts. Inspection includes : - Checking bores and pistons for scratches, nicks, burrs, and wear. - Making sure springs are not bent or cracked. - Making sure all orifices are free of blockage. - Making sure boot is not torn or loose. - Making sure push rod is not bent.

•

Replace all seals. Do not reassemble with old seal.

•

Coat all components with hydraulic fluid, Clark part #2776239, before reassembly. Lubricate and wrap parts if reassembly will not be done immediately. IMPORTANT CLEANLINESS. Perform overhaul procedure in a clean environment. Make sure all parts are cleaned before, and kept clean during, reassembly.

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Group 23, Brake System

Section 6 Parking Brake Service Operation

Adjustment

If the user pulls the parking brake lever, the parking brake will begin to work and the ratchet maintain this condition. The cable connected to the parking brake lever draws the drive axle brake lever, so the brake will work. When releasing the parking brake, the user shall press the lock button and push down the parking brake. The parking brake lever pin will operate the parking brake interlocking switch and parking brake indicator light switch.

1. While the parking brake lever is completely released, adjust the loose brake cable and tighten the adjust/ lock nut. 2. Actuate and release pedal foru to five times. 3. Readjust and tighten nuts.

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GROUP 25

GROUP 25 STEERING COLUMN AND GEAR

Steering System Specifications and Description .................................... Section 1 Steering System Troubleshooting ........... Section 2 Steering Column and Component Removal and Replacement .................. Section 3 Steering System Relief Pressure Check and Adjustment .................................... Section 4 Steering Gear Overhaul ........................... Section 5

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Group 25, Steering Column and Gear

Section 1 Steering System Specifications and Description Specifications

Description

Steering System Type : Hydrostatic power steering with load sensing, dynamic signal neutral circuit.

All truck models have a hydrostatic power steering system, which is supplied with oil pressure from the main hydraulic system pump. The steering hand wheel operates the steering gear (steering control unit), which directs oil flow to the steering cylinder on the steer axle. A steering system pressure relief valve is built in the hydraulic pump to prevent over-pressurization of the steering system. The pressure relief setting can be tested using the gauge port of the hydraulic pump. A steering priority valve, also in the pump, diverts flow from the main hydraulic system to the steering system when it senses the pressure increase caused by turning the steering hand wheel.

Steering System Relief Pressure Setting : 13000 kPa (1885 psi)

Service Intervals Check the steering system relief pressure annually or after every 2000 hours of operation. Make a visual inspection of steering control unit hydraulic fittings periodically to ensure that the fittings are tight with no leakage.

Fastener Torques Steering Handwheel Nut : 40-45 N m (30-33 lbf ft)

The power steering gear is a remote positioning control valve that senses the input signal from the steering hand wheel, multiplies this signal to assist in reducing the steering effort, and causes the steering axle to turn the wheels to the desired position by supplying hydraulic flow to the steering cylinder. The steering gear is connected to the bottom of the steering column. When the steering hand wheel is turned, it is linked mechanically to the steering gear spool and causes this spool valve to shift from its closed neutral position to a “turn” position that allows oil under pressure to flow to the steering cylinder. When the steering hand wheel stops turning, centering springs in the valve automatically center the spool, stopping the flow of oil to the cylinder. The low pressure oil from the opposite side of the steering cylinder is returned through the opposite port in the gear. It is controlled by the same spool as the high pressure port. In the event of a pump failure, the steering gear can generate sufficient hydraulic power by movement of the steering handwheel to serve as a limited steering method. An internal check valve automatically closes to divert this generated oil flow to the proper port of the steering cylinder.

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Group 25, Steering Column and Gear The handwheel turning effort is considerably higher, however, than with power steering. The column tilt lock mechanism allows the operator to adjust the steering column. The column tilt lever knob releases the adjustment setting and the column returns to

the up position by the use of gas spring. The tilt lock mechanism, the directional control lever are protected by the steering column cover. The cover can be removed for service to steering column components. The entire column can be removed for service or replacement.

Locker Switch

Steer Handle Light Switch Lever

Direction Control Lever

Tilt Lock Lever Upper Cover

Lower Cover Wire Harness

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Group 25, Steering Column and Gear

Section 2 Steering System Troubleshooting Truck turns in wrong direction

No steering •

•

Hydraulic fluid level very low.

•

Air in hydraulic oil.

•

Steering column sections not connected properly.

•

Hose broken.

•

Hydraulic pump contaminated or defective.

Handwheel kickback •

•

Hydraulic fluid level low.

•

Air in hydraulic oil.

•

Steering gear contaminated or defective.

•

Relief valve setting too low ; adjust or replace.

•

System leaking.

•

Incorrect tire pressure.

•

Axle load too heavy.

•

Lack of lubrication.

•

Air in hydraulic oil.

•

Defective steering gear.

•

Malfunctioning, damaged, or worn demand valve (flow control valve).

•

Oil viscosity too high.

•

Contaminated or defective steering gear.

Chatter conditions •

Loose mountings or linkage. Make certain all mounting fasteners and other linkage is tight.

•

Pressure relief valve set too low and is out of adjustment ; adjust or replace the relief valve.

•

Insufficient pump flow. Check pump for leaks and see Group 29, Section 2.

Unsatisfactory steering in either direction priority

•

Air in system due to excessive wear in steering cylinder. Check for air in system. Excessive noise or foamy condition of hydraulic fluid indicates aeration. Check that air is not entering the system through poor threads, cracked, split, or worn hoses, bad pump seals, bad O-rings, bad gaskets, or loose connections. Worn cylinders result in leakage past the piston. Overhaul (see Group 26, Section 6) or replace the steer cylinder.

•

Incorrect system pressure due to worn pump. Replace the relief valve or repair or replace the pump (see Group 29).

High number of handwheel turns Steering cylinder seal leakage.

•

Worn steering gear.

Check valve faulty (or not in system).

Slow steering response

Hard steering

•

Hydraulic lines not installed correctly.

Steering handwheel spins freely •

Air in system (cavitation).

•

Low oil supply.

•

Steering column detached from steering gear.

•

Defective steering gear. Noise during turns

Jerky steering •

Steering gear malfunction because of worn parts or contamination. Steering gear may require overhaul.

•

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.

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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.

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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.

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Group 25, Steering Column and Gear

locker switch and pull rear cover smoothly after removing tilt lock leveler.

CAUTION

Tilt Lock Lever

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Steering Column and Component Removal Determine which component requires service and check the procedure for removing that component. Read the procedure completely before beginning disassembly.

Hand Wheel, Light Switch Lever and Directional Control Assembly Removal 1. Disconnect the negative lead at the battery. 2. Remove a hand cover and release nut and washer securing handle to steering column. Steer Handle Cover

Cover Screw

NOTE Use care when removing the back side cover as the locker switch wiring is attached. 4. Disconnect wire connector assembled to direciton control lever and light switch lever and remove direction control lever and light switch lever from steering column by releasing two (+) screw.

Column Tilt Lock Assembly Removal NOTE The tilt lock assembly is not serviceable; only the gas springs are serviceable. The tilt lock assembly should be removed only for replacement as a complete assembly. 1. Disconnect the negative lead at the battery.

Steer Handle Screw

2. Refer to "Handle, light switch lever and direction control assembly removal" to remove upper cover.

Steer Handle Washer

3. Use (+) drive to remove 4 screws secruing lower column lever and then lower cover.

Steer Handle

3. Remove 8 screws secruing both column cover using (+) driver. Disconnect connector assembled on

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Group 25, Steering Column and Gear 4. Remove 4 bolts secruing tilt assembly to frame.

2. Remove the four bolts and the lower column shaft and steering gear to the bracket on the frame.

Tilt Lock Assembly

Mounting Screw

Steering Gear

3. Remove the lower shaft and steering gear assembly from the truck.

Steering Gear Removal 1. Put a pan under the truck to catch hydraulic fluid which will drip when fittings are loosened. Label the four hose fittings of the steering gear to make sure they are reassembled correctly. Loosen and remove the hydraulic fittings at the steering gear. Cap the ends to prevent fluid leaks. Cap the steering gear ports to prevent dust and debris from getting into the steering gear. Keep hydraulic ports and hoses clean.

Steer Column and Component Replacement IMPORTANT Make sure all parts are clean and dry before reassembling. It may be necessary to assemble the steering column in place and hand tighten fittings so that the correct alignment of the entire column and parts can be checked. Once you have the correct alignment, torque all fittings to their correct specifications. 1. Component replacement and reassembly is in reverse order of removal.

Steering Gear

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Group 25, Steering Column and Gear

Section 4 Steering System Relief Pressure Check and Adjustment The steering system relief pressure is adjusted by the relief valve in the steering unit. If the relief pressure setting is higher than specification it can cause defects of the hydraulic hoses, tear the steering cylinder seal, and cause damage to the steering shaft link. If the relief pressure setting is lower than specification, excessive force is required to turn the steering wheel.

ADJUSTMENT 1. Remove plug.

CHECK NOTE Loosen the oil filler cap on the hydraulic tank and operate the steering wheel several times to release the pressure in the hydraulic circuit. 1. Engage the parking brake and put the transmission into neutral.

2. Adjust the pressure. - Specification : 10790 kPa (1565 psi) - To increase : turn clockwise - To decrease : turn counter.clockwise

2. Block the driving wheels. 3. Remove the plug (PT 1/8”) from the fitting on the steering cylinder. 4. Install the hydraulic pressure gauge 0~34500 kPa (0~5000 psi)

To increase

To decrease

5. Start the engine and run at high idle. 6. Turn the steering wheel and measure the pressure when the relief valve is actuated.

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Group 25, Steering Column and Gear TROUBLESHOOTING Steering systems with load sensing Fault

Possible cause

Steering wheel is heavy to turn.

Constant steering is necessary for straight travel. (“Snake-like driving”)

Neutral position of steering wheel can not be obtained, i.e. there is a tendency towards “motoring”.

“Motoring” effect. The steering wheel can turn on its own.

Backlash

• Insufficient oil pressure.

Remedy • Check the oil pressure.

1. Pump drive defective.

1. Replace pump drive.

2. Pump is worn out.

2. Replace pump.

• Pressure relief valve is stuck in open position or setting pressure is too low.

• Repair or clean pressure relief valve. Adjust the valve to the correct pressure.

• Priority valve spool stuck.

• Clean or replace valve.

• Too much friction in the mechanical parts of the steering system.

• Grease/repair axle knuckle pins, steering cylinder pins, steering column bearings. Check the hydraulic cylinder for malfunction.

• Leaf springs without spring force or broken.

• Replace leaf springs.

• Spring in relief valve broken.

• Replace relief valve.

• Gerotor assy worn.

• Replace gerotor assy.

• Cylinder scored or piston seals worn.

• Replace defective parts.

• Steering column and steering unit out of alignment.

• Align the steering column with steering unit.

• Too little or no end play between steering column and steering unit input shaft.

• Adjust the end play and if necessary, shorten the splined shaft.

• Pinching between inner and outer spools.

• Dismantle the steering unit and repair as required.

• Leaf springs are stuck or broken and therefore have reduced spring force.

• Replace leaf springs.

• Inner and outer spools sticking possibly due to dirt.

• Dismantle the steering unit and clean/ repair as required.

• Cardan shaft fork worn or broken.

• Replace cardan springs.

• Leaf springs without spring force or broken.

• Replace leaf springs.

• Worn splines on the steering column.

• Replace steering column/shaft.

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Group 25, Steering Column and Gear

Fault

Possible cause

Shimmy / abnormal vibration of steering wheel.

• Air in the steering cylinder.

• Bleed steering system, remedy cause of air ingression.

• Worn axle knuckles or steering cylinder pins.

• Replace worn parts.

• Leaking relief valve and anticavitation valves or broken valve springs. Steering wheel can be turned continuously without articulating the steering axle wheels.

Remedy

• Repair/replace relief valve, anticavitation valves. Replace the springs.

• Oil is needed in the tank.

• Fill with clean oil and bleed the system.

• Steering cylinder worn.

• Replace or repair cylinder.

• Gerotor set worn.

• Replace gerotor set.

• Spacer across cardan shaft missing.

• Install spacer.

Steering wheel can be turned slowly in one or both direction without articulating the axle wheels.

• One or both anticavitation valves leaking.

• Clean or replace defective valves.

• Relief valve is leaking.

• Clean or replace defective valve.

Steering is too slow and heavy when trying heavy to turn quickly.

• Insufficient oil supply to steering unit, pump defective.

• Replace pump.

• Relief valve setting too low.

• Adjust valve to correct setting.

• Relief valve sticking owing to dirt.

• Clean the valve.

• Check valve in emergency steering unit stuck open allowing pressure to return to tank. (if equipped)

• Clean or replace the check valve.

Heavy kick.back in steering wheel in both directions.

• Incorrect setting of cardan shaft and gerotor set.

• Correct setting as shown in service manual.

Turning the steering wheel articulates the axle wheels in the opposite direction.

• Hydraulic hoses for the steering cylinder have been interchanged.

• Reverse the hoses.

• Incorrect assembly of cardan shaft and gerotor.

• Reassemble correctly

• Pump output low.

• Check pump flow.

• Relief valve set pressure to low.

• Inspect relief valve and adjust.

Hard point when starting to turn the steering wheel.

• Replace the valves if defective.

• Cross.over relief valve set pressure to low. (if equipped)

• Clean spool orifice.

• Priority valve spool orifice blocked.

• Let motor run until oil is warm.

• Oil is too thick (cold).

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Group 25, Steering Column and Gear

Fault

Possible cause

Leakage at either input shaft, end cover, gerotor set, housing or ports.

Remedy

• Shaft defective.

• Replace shaft seal, see service manual.

• Screws loose.

• Tighten screws (3±0.3 kgf·m).

• Washers or O–rings defective.

• Replace washers or O–rings.

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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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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.

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Group 25, Steering Column and Gear 12. Place assembly so shaft is horizontal. Rotate spool and sleeve until pin is horizontal. Push spool and sleeve assembly forward with your thumbs just far enough to free seal gland bushing from housing. Remove bushing.

IMPORTANT Do not bind spool and sleeve in housing. Rotate spool and sleeve assembly slowly when removing from housing. 17. Push pin from spool and sleeve assembly. 18. Push spool partially from control end of sleeve, then remove six centering springs from spool carefully by hand. Note their position in the unit before they are removed.

13. Remove quad ring seal from seal gland bushing.

14. Use a thin-bladed screwdriver to pry dust seal from seal gland bushing. Do not damage bushing. 15. Remove two bearing races and the needle thrust bearing from spool and sleeve assembly.

19. Push spool back through and out of sleeve. Rotate spool slowly when removing from sleeve. 20. Remove seal from housing.

16. Remove spool and sleeve assembly from cap (14hole) end of housing.

21. Remove set screw from housing. 22. Screw a 1/8-inch-24 NC machine screw into end of check ball seat. Then pull on screw with pliers to lift seat out of housing. 23. Remove two seals from check valve seat. 24. Tip housing to remove check ball and check ball retainer.

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Group 25, Steering Column and Gear Parts Inspection Inspect all parts for damage, cracks, broken parts, damaged threads, corrosion or erosion of surfaces, worn spots, nicks or scratches. Check all mating surfaces. Replace any parts that have scratches or burrs that could cause leakage. Discard all old seals and replace with new ones. Clean all metal parts in clean solvent. Blow dry with air. Do not wipe dry with cloth or paper towel because lint or other matter can get into the hydraulic system and cause damage. Do not use a coarse grit or try to file or grind these parts. If parts are left exposed, cover them with a clean cover to prevent airborne dust from collecting on them.

4. Lubricate check ball seat and seals thoroughly before installing seat in housing. When installing seat do not twist or damage seals. Install check ball seat in housing; insert open end of seat first. Push check ball seat to bottom of hole. 5. Install set screw. Use a 5/16-inch Allen wrench to torque set screw to 11 N m (100 in-lb; 8.3 ft lb). To prevent interference of parts, make sure top of set screw is slightly below housing mounting surface. 6. Assemble spool and sleeve carefully so that the spring slots line up at the same end. Rotate spool while sliding parts together. Some spool and sleeve sets have identification marks ; align these marks. Test for free rotation. Spool should rotate smoothly in sleeve with finger tip force applied at splined end.

Reassembly Refer to Service Parts Book when ordering replacement parts. A good service policy is to replace all old seals with new seals at overhaul. NOTE Lubricate all seals (with exception of new quad ring seal) with clean petroleum jelly such as Vaseline. Do not use excessive lubricant on seals for meter (gerotor) section. Make sure all parts are clean and free of dust. Before assembly, lightly coat all internal metal parts with oil.

Control End

7. Bring spring slots of both parts in line and stand parts on end of bench. Insert spring installation tool (available as Part No. 6000057) through spring slots of both parts. Position three pairs of centering springs (or two sets of 3 each) on bench so that extended edge is down and arched center section is together. In this position, insert one end of entire spring set into spring installation tool, as shown.

1. Use a needle-nosed pliers to lower check ball retainer into check valve hole of housing. Make sure retainer is straight (not tilted on edge) in housing.

2. Install check ball in housing.

On those units which use the low torque centering springs, there are two pairs of centering springs (or two sets of each) and one pair (two) spring spacers. The spring spacers are installed together between the two sets of centering springs. The installation procedure is the same as that used on the standard (three pairs of centering springs) units.

3. Lubricate 5/8-inch diameter seal and 7/16-inch diameter seal. Install seals on check ball seat, as above.

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Group 25, Steering Column and Gear 8. Compress extended end of centering spring set and push into spool sleeve assembly withdrawing installation tool at the same time.

13. Install two bearing races and the needle thrust bearing in the order shown.

9. Center the spring set in the parts so that they push down evenly and flush with the upper surface of the spool and sleeve. 10. Install pin through spool and sleeve assembly until pin becomes flush at both sides of sleeve.

11. Position the spool and sleeve assembly so that the splined end of the spool enters the 14-hole end of housing first.

14. Install 1-1/4-inch diameter dust seal in seal gland bushing; flat or smooth side of dust seal must face down towards bushing. 15. Install dry quad ring seal in seal gland bushing. Smooth seal in place with your finger. Do not use any seal that falls freely into pocket of bushing. Seal should not “fall” into place but should require light force to seat.

IMPORTANT Be extremely careful that the parts do not tilt out of position while being installed. Push parts gently into place with slight rotating action; keep pin nearly horizontal. Push the spool assembly entirely within the housing bore until the parts are flush at the meter end or 14-hole end of housing. Do not push the spool assembly beyond this point to prevent the cross pin from dropping into the discharge groove of the housing. With the spool assembly in this flush position, check for free rotation within the housing by turning with light finger tip force at the splined end. 12. Place housing on clean, lint free cloth. Install 2-1/8inch diameter seal in housing.

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Group 25, Steering Column and Gear 16. Install seal gland bushing over the spool end with a twisting motion. Tap the bushing in place with a rubber hammer. Make sure the bushing is flush against the bearing race. On those units which use the Teflon seal, install the Teflon back-up ring into the recess cut into the seal gland bushing. Install the Teflon seal over the spool end, then carefully install the seal gland bushing over the spool end using a rotary motion. NOTE The seal gland bushing which is used with the Teflon seal is not the same as the seal gland bushing used with the standard quad-ring seal. The seal gland bushing with the Teflon seal has an identification groove cut into the outer diameter of the bushing. The grooved bushings can only be used with the Teflon seals and the non-grooved bushings used only with the quad-ring seals.

Meter (Gerotor) End 18. Clamp housing in vise, as shown. Clamp lightly on edges of mounting area. Do not overtighten jaws.

NOTICE Check to ensure that the spool and sleeve are flush or slightly below the surface of the housing. IMPORTANT Clean the upper surface of the housing by wiping with the palm of clean hand. Clean each of the flat surfaces of the meter section parts in a similar way when ready for reassembly. Do not use cloth or paper to clean surfaces. 19. Install 3-inch diameter seal in housing.

17. Install retaining ring in housing. After installing ring, tap on ring or pry with screwdriver around entire circumference of ring to properly seat ring in groove.

20. Install spacer plate. Align bolt holes in spacer plate with tapped holes in housing.

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Group 25, Steering Column and Gear 21. Rotate spool and sleeve assembly until pin is parallel with port face. Install drive, making sure you engage drive with pin.

24. Install drive spacer(s) when used, in meter.

IMPORTANT Failure to properly install drive and pin may cause unit to self steer. NOTE To assure proper alignment, mark spline end of drive shaft with a line parallel to slot on other end, before installing. 22. Install 3-inch diameter seal in meter (gerotor).

23. With seal side of meter toward spacer plate, align star valleys on drive. Note the parallel relationship of reference lines A, B, C, and D in figure. Align bolt holes without disengaging meter from drive. Be sure star has engaged drive spline in position shown.

25. Install 3-inch diameter seal in end cap. 26. Install end cap on gerotor, and align holes. 27. Install 7 dry cap screws in end cap. Pretighten screws to initial torque of 17 N m (150 in lb), then torque screws to final torque of 31 N m (275 in lb) in the sequence shown.

28. Inspect the assembly to be sure all parts have been installed and fasteners correctly installed and tightened.

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GROUP 26

GROUP 26 STEER AXLE

Steering Axle Specifications and Description .................................... Section 1 Steer Axle Wheel Bearing Maintenance and Adjustment .................................... Section 2 Steer Axle Removal and Replacement .... Section 3 Steer Axle Overhaul ................................. Section 4 Steer Cylinder Removal and Replacement ......................................... Section 5 Steer Cylinder Overhaul .......................... Section 6

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Group 26, Steer Axle

Section 1 Steer Axle Specifications and Description Specifications Steering System Relief Pressure Setting : 13000 KPa (1885 psi). Steer Cylinder Type : Double-acting, piston-type. Turning Arc : Maximum inside turning angle 75q, maximum outside turning angle 54.6q. Bearing Grease : Grade No. 2 EP multi-purpose grease, Clark Part MS-107C.

Fastener Torques Steer Axle Mounting Nuts : 167-196 N m (123-146 ft lb), Cylinder to Axle Mounting Bolts : 240-270N m (177-199 ft lb). Steering Link to Steering Knuckle Nuts : 30-35 N m (2225 ft lb).

Description The steer axle has the steer cylinder, steer knuckles, and steering links mounted on it. All these components can be removed, serviced, and replaced. The steering gear (steering control unit) at the base of the steering column directs hydraulic fluid to one end or the other of the steer cylinder to pivot the steer wheels. The steer axle is bolted to the truck frame. The steer cylinder is connected to the steering knuckles by steer links. Mounting trunnions allow the axle to tilt independently of the truck and “silent” mounts cushion the axle on the trunnions. All bearings used in the steer axle linkage have lubrication fittings and are serviceable. Axle removal, replacement, and service for all components, including overhaul of the steer cylinder, is explained in the Sections for this Group.

Steer Knuckle King Pin Castle Nuts : See installation procedures in Section 4, “Steer Axle Overhaul.”

Service Intervals Steering Linkage Inspection and Lubrication : Every 50250 hours and each PM. Steer Wheel Bearing Inspection and Lubrication : Every 500 hours of operation. Steer Cylinder Seals Leakage Check : Every 50-250 hours and each PM. Steer Axle Mounting Inspection : Every 50-250 hours and each PM. Power Steering Relief Pressure Check : Every year or 2000 hours of operation.

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Group 26, Steer Axle

{ GbG[W¥\W U

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{ GbGX^¥YW U

Steer Axle and Mounting-Pneumatic Tire Axle (SI-48131)

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Group 26, Steer Axle

Section 2 Steer Axle Wheel Bearing Maintenance and Adjustment

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

2. Try to pull it in and out along the wheel spindle. CAUTION

Watch for excessive free movement in wheel bearings or steering knuckle bearings. There should be a small amount of free movement. If the wheel has excessive free movement, the bearings require additional service and or adjustment.

Wheel Bearing Lubrication These procedures cover bearing lubrication. Use the procedures to clean, repack and adjust bearings for hub. Wheel mounting hub

Wheel Bearing Check A wheel bearing check should be performed about every 500 hours of operation or three or four times a year. Wheel bearings need adjustment only after 2000 hours or as needed. It is recommended that you clean and repack the bearings before adjustment. Check hourmeter total hours and refer to the truck’s PM schedule. See steer wheel bearing lubrication procedure below. To check the steer wheel bearings for excessive free play or looseness :

Steering axle knuckle

1. Grasp the wheel with both hands and try to move it by a rocking motion top-to-bottom.

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Group 26, Steer Axle Bearing Disassembly

9. Clean and inspect the bearing cups and cones for wear or other damage. Replace, as necessary.

1. Be sure truck is parked and blocked up correctly and safely to raise steer wheels off the floor. Refer to “Lifting, Jacking, and Blocking,” in the Group “SA.” 2. Loosen lug nuts of pneumatic-tire wheels before completely raising rear wheels off the floor. 3. Lower truck onto blocking. Remove lug nuts and then wheel assembly. NOTE Because of the heavy weight of the pneumatic wheel and tire, it is suggested to first remove the wheel and tire assembly from hub when servicing the bearings to avoid damage to the grease seal when the wheel hub is moved off or on the spindle. It also makes the work simpler and easier. 4. Clean the excess grease from around the wheel nut. 5. Remove cotter pin, loosen and remove wheel nut and bearing washer. NOTE Remove outer bearing by pulling out on the cushion wheel or pneumatic hub slightly to loosen bearings.

IMPORTANT Keep serviceable bearing cups and cones matched together. Always replace bearing cups and cones as a set. 10. Inspect grease seal for wear and damage. Replace as necessary. It is recommended to install a new grease seal whenever old ones are removed. 11. Use a standard puller to remove bearing cups from hub or wheel if bearings require replacement.

Bearing Reassembly The procedures for packing and reassembling the bearing are the same for the cushion wheel or pneumatic wheel hub. NOTE Use Grade No. 2 EP multi-purpose grease, CLARK MS-107C. 1. Install new inner and outer bearing cups by pressing into hub or wheel. Be sure cups are fully seated in bore.

6. Pull the wheel or hub off the spindle. Support the wheel or hub to avoid dragging the grease seal at the back side across the thread on spindle end. Spindle guard remains on spindle. 7. Clean the old grease out of center of the wheel or hub. 8. To remove inner bearing and seal, lay wheel or hub down with outer edge up (support hub on blocking). Remove the inner bearing cone and grease seal, using a brass drift pin, rod, or piece of pipe to drive the bearing and seal out of the hub.

2. Pack the bearings with grease and install the inner bearing in the hub or wheel.

Bearing and cone

Grease seal

3. Pack cavity between bearing and grease seal half full with grease.

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Group 26, Steer Axle 4. Install new grease seal in hub or wheel inner bore. Apply coating of grease to inside diameter of seal lips prior to assembly, then install seal in hub or wheel bore.

13. Back up wheel nut to nearest slot and install new cotter pin. Bend cotter pin tabs. 14. Recheck for correct bearing adjustment by rotating the wheel by hand. Wheel should rotate freely or with only slight “drag”. Readjust bearings by adjusting wheel nut as necessary to avoid binding in bearings. 15. Pack the area around wheel nut with grease. 16. Refit O-ring on hubcap and install hubcap by tapping into place with a rubber or plastic-faced hammer.

5. Carefully press or tap grease seal into place with a soft-faced mallet until seal is seated in bottom of bore. 6. Install hub or wheel on spindle. Be careful not to damage grease seal lip when moving the hub over the end of spindle and threads. 7. Pack cavity in hub between bearings one-half full with grease. 8. Install the outer wheel bearing after it has been packed with grease.

17. Remount wheel and tire as applicable for pneumatictire assemblies. See Group 22 for mounting procedures and nut torques.

Wheel Bearing Adjustment The steer wheel bearings are retained and adjusted by the wheel nut.

9. Install bearing washer and hand tighten wheel nut.

NOTE You should clean and repack the wheel bearings before performing a wheel bearing adjustment. See “Wheel Bearing Lubrication” in this Section for the complete procedure. 1. Make sure the truck is parked on a level, hard surface, the upright is fully lowered, the drive wheels are chocked, and the steer wheels are jacked and blocked securely. Refer to “Lifting, Jacking, and Blocking” for safe procedures. 2. Remove hubcap.

10. Rotate hub or wheel counter clockwise and torque wheel nut to 67-69 N m (49-51 ft lb). 11. Back wheel nut up until it is loose. 12. While turning the hub or wheel counter clockwise, torque the wheel nut to 12-15 N m (9-11 ft lb).

3. Remove and discard cotter pin. 4. Loosen wheel nut. 5. After wheel nut is loosened, hit the top of wheel to loosen the bearings. This moves the bearings free of their seated, running position.

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Group 26, Steer Axle 6. Rotate hub or wheel counter clockwise and torque wheel nut to 67-69 N m (49-51 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 12-15 N m (9-11 ft lb). 9. Back up wheel nut to nearest castellation slot and install new cotter pin. 10. Recheck for correct bearing adjustment by rotating the wheel by hand. Wheel should rotate freely or with only slight “drag”. Readjust bearings by adjusting wheel nut as necessary to avoid binding in bearings. 11. Bend cotter pin tabs over. 12. Pack the area around wheel nut with grease. 13. Refit O-ring on hubcap if removed or replaced and install hubcap by tapping into place with a rubber or plastic-faced hammer.

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Group 26, Steer Axle

Section 3 Steer Axle Removal and Replacement

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Group 26, Steer Axle

CAUTION

installation of the axle without disturbing the blocking.

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. 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.

CAUTION

Axle must be supported before any attaching fasteners are removed. 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. 7. Remove the mounting bolts.

WARNING

Do not raise truck by hoisting on overhead guard or by jacking or lifting on counterweight. 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.

Disconnect cylinder lines here.

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.

CAUTION

Make sure truck is correctly raised and safely blocked using hardwood blocks under the frame. Be sure the blocking will permit

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Group 26, Steer Axle NOTE On pneumatic-tire trucks, removal of the silent blocks after a long period of usage may be difficult. Routine removal of the silent blocks from the steer axle trunnions (pivot pins) is not recommended unless they have obvious wear, damage, or failure. If removal by conventional pulling methods is not successful, they then must be removed by destruction of the silent block assembly using a cutting torch and/or hammer and chisel to separate them from the axle trunnions. Be sure that the axle trunnions are not damaged.

Steer Axle Replacement Replacement is the reverse of removal. Refer to Figures for replacement.

CAUTION

Make sure truck is correctly raised and safely blocked using hardwood blocks under the frame. Be sure the blocking will permit installation of the axle without disturbing the blocking. 1. If silent blocks have been removed from axle, install new silent block assemblies. Use a rubber or plastic mallet to seat the silent mounts onto the axle trunnions. 2. Make sure that the silent blocks are positioned correctly front and rear on the steer axle trunnions at the start of installation. Align the silent blocks square with the axle. 3. Use a fork lift truck or mobile floor jack to temporarily support and raise the axle into place under the truck. If another lift truck is used to handle axle, center the forks with about 305 mm (12 in) spread between them. Place steer axle assembly in secure position on fork tips. If hydraulic jack is used, be sure axle is securely supported on jack pad.

Silent block

Torque ; 40~50kg.m

Steering axle

Steering link

Torque ; 17~20kg.m

Steer Axle Mounting (SI-48131)

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Group 26, Steer Axle

WARNING

Heavy components can fall and cause severe injury. Keep your body clear at all times. 4. Install axle assembly into frame by slowly raising it up while guiding silent block bushings into frame sockets.

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.

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 392-490 N m (289-361 ft lb). 7. Remove temporary axle support from under truck. 8. Connect the hydraulic lines to steering cylinder. IMPORTANT Make sure all fittings and openings on the hydraulic lines are clean.

Connect cylinder lines here.

9. As applicable, install pneumatic wheel and tire assemblies. See Group 22, “Wheels and Tires” for mounting procedures. 10. Carefully raise the truck off the blocking as described in “Lifting, Jacking, and Blocking.” Remove the blocking and lower the truck to the floor. 11. Install counterweight; refer to Group 38, Section 2, “Counterweight Removal and Replacement.” 12. Check the axle and steering system for proper operation. Start the engine and operate the steering gear to move the steer wheels to maximum travel in both directions. Note any unusual motion or noise.

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Group 26, Steer Axle

Section 4 Steer Axle Overhaul

IMP ORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

CAUTION

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Group 26, Steer Axle Preparation For Steer Axle Disassembly and Overhaul NOTE Cleanliness is of extreme importance in the repair and overhaul of this assembly. •

• •

•

Before starting disassembly, thoroughly clean the axle assembly of all accumulations of dirt, oil, corrosion, and other substances to prevent contamination of the parts during disassembly and overhaul. Work in a clean area. Keep all parts in order as disassembly progresses. Take care to properly identify each part and its order of removal. If necessary, keep notes and put markings on parts using a non-destructive marker such as a grease pencil or felt-tipped pen. See Section 2, “Steer Axle Wheel Bearing Maintenance,” for procedures to remove the pneumatictire assembly hub from the spindle/knuckle of the steer axle. Removal of the hub assembly will make disassembly of the steer axle knuckle easier. If necessary, see Section 3, “Steer Axle Removal and Replacement,” for the procedures to remove the steer axle from the truck. See Section 5, “Steer Cylinder Removal and Replacement,” for the procedures to remove the steering cylinder and steering links from the steer axle. See Section 6, “Steering Cylinder Overhaul,” to disassemble the steer cylinder.

2. Remove and discard cotter pin from kingpin castellated nut. Remove the nut. Kingpin castellated nut

Kingpin retainer pin

3. Drive the kingpin down and out of the assembly. Remove the steering knuckle. Note right and left knuckle parts. IMPORTANT Do not let the knuckle or pin fall when the pin is removed. 4. Remove the kingpin retainer pin from the base of the kingpin. 5. Remove the knuckle bearing washers, dust covers, upper and lower grease seals, bearings, and bearing cups from the assembly.

Washer

Grease Seals

Steer Axle Disassembly To disassemble the steering knuckle, kingpin, and bearing from the steer axle, it is not necessary to remove the axle from the truck. 1. Remove the 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. Steering link pin

Bearing Cup

Bearing

Bearing cups may be removed by hand, by using a bearing puller, or by tapping out using a brass drift pin.

Steering link

Cotter pin

Cylinder rod

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Group 26, Steer Axle Parts Inspection

3. Set the retainer pin into the king pin and slide the king pin into the steer axle/knuckle bore.

1. Clean all bearings, cups, seals, pins, and other parts in an approved cleaning fluid. 2. Inspect all parts for scratches, chips and wear. Check the steering arms of the knuckles to be sure they are not bent or twisted. Check all threaded parts for damage.

IMPORTANT Make sure that retainer pin enters the hole in the underside of the axle. Kingpin castellated nut

3. Replace all parts which show damage. 4. If parts are to be left exposed, coat all mating surfaces of parts with a light coating of engine oil.

Steer Axle Reassembly Kingpin retainer pin

Recommended greasing procedure : a. Use Grade No. 2 EP multi-purpose grease, Clark MS-107 or equivalent. b. Pack all tapered roller bearings with grease before assembly. c. Pack knuckle pin (bearing) seals with grease before assembly. d. Fill steer link sockets with grease through grease fittings after axle is assembled.

5. Rotate the steer knuckle three times through its full range of movement. Check to be sure that it is free to rotate in the bearings without binding.

1. Install the upper and lower knuckle bearing cups into the knuckle housing bore. Tap into place with a brass drift pin or equivalent.

7. Advance the nut to the next castellated slot and lock the nut into position with a new cotter pin. Bend cotter pin tabs over.

Washer

Grease Seals

4. Reset the kingpin castellated nut to the top of the kingpin. Torque nut to 180-210 N m (133-155 ft lb).

6. Loosen the kingpin nut and retorque the nut to 30-35 N m (22-26 ft lb).

8. Replace steering link pin and cotter pin to join the cylinder rod to the steering link and knuckle. Steering link pin

Bearing Cup

Steering link

Cotter pin Cylinder rod

Bearing

IMPORTANT Make sure that bearing cup is fully seated against the shoulder in bore. There must be no gap left between cup and the shoulder in the bore at assembly.

9. Reinstall grease fitting in knuckle housing and lubricate with recommended grease. Knuckle Housing Grease Fitting

2. Apply grease to upper and lower knuckle bearings and install bearings, grease seals, and washers to bores of knuckle.

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Group 26, Steer Axle

Section 5 Steer Cylinder Removal and Replacement

CAUTION

SAFE PARKING. Before working on truck:

2. Remove the cotter pin from the bottom of the steering link pin. Steering link pin attaches steer cylinder rod end to steering link. Steering link pin

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks. 2. Put upright in vertical position and fully lower the forks or attachment. 3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Steer Cylinder Removal The steer cylinder can be removed from the steer axle for overhaul or replacement without removing the steer axle from the truck. The cylinder should be overhauled or replaced if steering problems or troubleshooting information indicate the cylinder is malfunctioning. See Group 25, Section 2, “Steering System Troubleshooting,” for steering problem diagnoses. See Section 6 in this Group for steer cylinder overhaul procedures. 1. Place a drain pan under the steer cylinder and remove the hydraulic lines from the cylinder fittings. Cap fittings and lines to prevent fluid from leaking and to protect the components and hydraulic system from dust and dirt. Label hoses and fittings for correct reassembly.

Steering link

Cotter pin

Cylinder rod

NOTE Mark left-side and right-side parts for correct reassembly. 3. Tap steer link pin upward until it clears the steering link bearing and remove the pin. 4. Remove steer link bearing from steering link-to-cylinder rod end bore. 5. Rotate the steering link away from the cylinder rod end. 6. Repeat steps 1 through 5 for the opposite side of the steer cylinder. 7. Remove the four steer cylinder mounting bolts and washers from the steer axle. Removal torque on these bolts can be as high as 240-270 N m (177-199 ft lb). Cylinder is now ready to be removed from the steer axle body. Cylinder must be lifted off dowel pins positioning cylinder to axle body.

Disconnect cylinder lines here.

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Group 26, Steer Axle

CAUTION

Cylinder is somewhat heavy and bulky. When removing cylinder from mounting be prepared to lift and move the full weight of the cylinder.

full weight of the cylinder as you set it into position. 2. Position the steering link with the cylinder rod end. Reuse steer link bearing if still serviceable. Install new bearings if scoring or wear marks are evident or if the bearings do not operate smoothly. Steering link pin

Parts Inspection Completely inspect all parts : 1. Clean all bearings, cups, seals, pins, and other parts in an approved cleaning fluid. 2. Inspect all parts for scratches, chips, scoring, and uneven or heavy wear. Check steering links to be sure they are not bent or twisted. Check all threaded parts for damage.

Steering link

Cotter pin

Cylinder rod

3. Replace all parts showing excessive wear or signs of damage.

3. Rotate steering link into cylinder rod end and align bearing hole with rod end.

4. If parts are to be left exposed, coat all mating surfaces of parts with a light layer of engine oil. Keep all parts clean and covered.

4. Tap pin through steer link bearing hole with snap ring groove on lower end.

5. Remove and clean all grease fittings before reassembling cylinder components. Refer to Section 6, “Steer Cylinder Overhaul”, if pressure check or troubleshooting tips indicate a problem with steer cylinder performance.

Steer Cylinder Replacement 1. Remount the steer cylinder onto the steer axle dowel pins; set bolts and washers in place and torque mounting bolts to 240-270 N m (177-199 ft lb).

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CAUTION

Cylinder is somewhat heavy and bulky. When remounting cylinder to steer axle body, be prepared to lift and maneuver the

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.

Connect cylinder lines here.

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.

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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.

Cylinder Rod

Cylinder Tube

Gland Steering Cylinder Pneumatic-tire truck cylinder with “P” stamped on rod end.

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Group 26, Steer Axle Preparation for Steer Cylinder Disassembly and Overhaul Refer to Section 5 for removal of steer cylinder from the steer axle body.

4. Remove gland from opposite end of steer cylinder. 5. Remove the seal and O-ring set from the piston. Discard seals. Replace with new seal set at assembly.

Piston Seal

IMPORTANT Cleanliness is of extreme importance in the repair and overhaul of this assembly.

O-ring

1. Overhaul steer cylinder only in a clean, dust-free location, using clean tools and equipment. Dirt or grit will damage the highly-machined surfaces and will result in leakage or premature failure of components. Cleanliness of the hydraulic circuit is extremely important to the proper operation and maintenance of the system. Be sure the work area is clean. 2. Before disassembly, the exterior of the steer cylinder should be carefully cleaned to remove all dirt and grease accumulation.

6. Remove (inner) gland packing (O-ring) seal. Replace with new seals at assembly.

3. Be sure all hydraulic fluid has been removed from the cylinder. Stroking the piston rod will help force the fluid out. 4. Before starting disassembly, the steer cylinder should be carefully examined to determine if there is any external damage.

Rod wiper

Rod(U-cup) Seal

Steer Cylinder Disassembly 1. Clamp the steer cylinder assembly in a vise. Wrap the cylinder in a course cloth to prevent slipping and scratching. Use extreme caution when tightening vise and do not overtighten ; cylinder can be bent, distorted, and potentially destroyed. 2. Remove one gland by pulling it from cylinder barrel and pulling it off the piston rod.

Gland

Gland Cylinder Barrel Piston Rod

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. 3. Be sure the piston-seal groove in the piston is smooth, true, and undamaged.

Cylinder Section 3. Remove the piston and rod assembly from the cylinder.

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.

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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.

3. Install new gland packing (O-ring) seal on inner end of gland. Gland Packing (Oring) Seal

Steer Cylinder Reassembly Check to make sure the overhaul kit you have is correct and that all parts are included. IMPORTANT Be sure inside of cylinder and all parts are clean before starting reassembly. Assemble cylinder carefully to prevent damage to seal lips and O-rings. Seals should be lubricated with hydraulic oil to assist assembly into cylinder barrel and gland. Heating seal rings in boiling water before starting assembly will aid in assembly.

4. Install new rod wiper and rod (U-cup) seal in outer end of gland.

1. Install new O-ring seal on the piston.

O-ring Rod wiper

Rod(U-cup) Seal

IMPORTANT Be sure the rod wiper and rod (U-cup) seal are installed in the correct directions. 5. Lightly lubricate the cylinder and gland mating surfaces with hydraulic oil before assembly. SM 1056

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Group 26, Steer Axle 6. Install the gland onto the cylinder bore rim, making sure gland is fully seated on cylinder. 7. Install piston and rod assembly into the cylinder. NOTE A special part is included in the parts kit to allow you to slip the gland over the rod end without damaging the gland seals.

Operational Pressure Test Once cylinder is remounted on axle (see Section 5), connect pressure source in turn at each port. Extend piston rod at each side and test with internal pressure of 13790 kPa (2000 psi). At this pressure no leakage must occur. Typical operating pressure is 10342 kPa (1500 psi).

8. Repeat above procedure for installation of opposite gland.

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GROUP 29

GROUP 29 HYDRAULIC SUMP, FILTERS, AND PUMP

Main Hydraulic Sump, Filters, and Pump Specifications and Description .............................. Section 1 Main Hydraulic Pump Troubleshooting .............. Section 2 Main Hydraulic Pump Removal and Installation Section 3

NOTE This group covers the main hydraulic pump for the load handling system. Other hydraulic-related components and circuits are described and illustrated in Group 25 “Steering Column and Gear,” Group 26 “Steering System,” Group 30 “Hydraulic Control Valve/Lift Circuit,” Group 32 “Tilt Cylinders,” and Group 34 “Uprights.” Refer to these groups for hydraulic components not covered in this group.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 1 Main Hydraulic Sump, Filters, and Pump Specifications and Description

Specifications ......................................................... 2 System Description ................................................ 2 Sump Tank Fill Levels .......................................... 4 Hydraulic Fluid and Filter Change ..................... 4 Remove, clean and replace the strainer ............... 5

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Group 29, Hydraulic Sump, Filters, and Pump Specifications

The hydraulic sump is located in the right side of the truck frame. The sump is equipped with a suction line screen, return line filter, oil cap/breather.

Hydraulic Pump Type : Diesel - Double gear-type pump : LPG - Triple gear-type pump

The main hydraulic pump draws oil from the sump and sends oil to priority valve.

Sump Capacity = C40-45 : 88 L , C50s-55s : 100 L Hydraulic Fluid Type : Clark Hydraulic Fluid MS-68. Filter Type : Disposable, 25 micron, return line oil filter, 100 mesh suction line screen and a 10 micron filter cap/ breather filter.

Service Intervals

The priority valve variably divides oil between the steering system and the main hydraulic system, with priority given to the steering system. Serviceable items are the pump, suction line screen and the return filter. Other components, such as hoses, fittings, and clamps, are nonserviceable and should be replaced if worn or damaged.

Hydraulic Fluid Level Checks : Every 8-10 hours or daily. Hydraulic Fluid Change (Drain and Refill) : Every 2000 hours of operation or every year. Hydraulic Filter Replacement : After the first 50 hours of operation, then every year or 500 hours of operation.

Description NOTE See group 30 for a description of the complete hydraulic circuit.

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Group 29, Hydraulic Sump, Filters, and Pump

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Group 29, Hydraulic Sump, Filters, and Pump Sump Tank Fill Levels Pull out the dipstick for the hydraulic oil.

Hydraulic Fluid and Filter Change

CAUTION

SAFE PARKING. Before working on truck: 1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks. 2. Put upright in vertical position and fully lower the forks or attachment. 3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels. There is drain plug in the hydraulic sump tank. When the sump tank must be drained of all fluid, the procedure is to remove the drain plug and allow the fluid to drain into a suitable drain pan. Unless the sump tank is to be removed for other repair or maintenance, the hydraulic fluid can also be changed by one of the following methods.

You will need a drain pan of C40-45 : 88 L, C50s-55s : 100 L minimum capacity. Be sure the outlet end of the drain line is directed into the drain pan and held from moving when pressurized. Sit on the seat and turn key switch ON. Move tilt control lever to the back tilt position to start the hydraulic pump. Hold tilt lever in this position until sump tank is emptied. A steady stream of used oil should flow from the drain line. Continue operation until the sump tank is emptied. This point will be reached when the pump starts to cavitate. When cavitation occurs the pump speed will increase and the speed sound will whine. Release the tilt lever immediately when pump cavitation occurs. IMPORTANT . Be careful when sump is nearly emptied and oil flow becomes erratic as the pump approaches cavitation Do not operate pump after cavitation occurs. . If you don’t sit on the seat, MCV could not work.

Turn the key switch OFF. Disconnect drain line from truck. NOTICE If old oil is excessively dirty or hydraulic system is contaminated, it is recommended that the sump tank be completely drained by removing the pump suction line from the sump outlet and flushed withy clean oil.

Open the engine hood

Pressure gauge to the diagnostic check port fitting. NOTE : Use quick-disconnect adapter fitting.

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Group 29, Hydraulic Sump, Filters, and Pump Remove, clean and replace the strainer.

Remove and discard old oil filter. Install new filter. Follow the installation instructions printed on the filter body. Also, check that the filter are tightened correctly.

Sump breather cap

Remove and replace the sump breather cap. Refill the sump tank with CLARK MS-68 Hydraulic Fluid. Check truck operation. Turn key switch ON. Operate the hydraulic system. Cycle the lift system serval times: raise the lift carriage to full height and lower fully down. Check for leaks. Recheck sump tank fluid level.

CAUTION

Be sure there is adequate overhead clearance before raising upright. Turn the key switch OFF.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 2 Main Hydraulic Pump Troubleshooting

Noisy Pump ............................................................ 2 Pump Not Delivering Hydraulic Fluid ................ 2 Failure to Build Pressure ...................................... 2 Pump Not Developing Sufficient Pressure .......... 2 Pump Output Low ................................................. 2 Foaming Fluid ........................................................ 2 Overheated Pump and/or Fluid ........................... 2 External Leakage ................................................... 3

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Group 29, Hydraulic Sump, Filters, and Pump Pump Not Developing Sufficient Pressure

The following is a list of problems and solutions relating to the main hydraulic pump and associated components. For other hydraulic system troubleshooting, refer to Groups 30 and 34.

•

Leak in hydraulic control system; check system for and correct leaks.

Noisy Pump

•

Inlet line restriction; check for foreign material or line kinks, check and clean sump suction screen.

•

Suction screen dirty; clean screen.

•

Defective hydraulic pump; continue other troubleshooting items, then consider servicing or replacing pump.

•

Hydraulic fluid level low; measure and correct fluid level.

•

Fluid viscosity too high; change to specified fluid.

•

Sump strainer dirty; check and clean.

•

Air leak at pump inlet line; check plumbing tightness.

•

Inlet line restriction; check for foreign material or line kinks, check and clean sump suction screen.

•

Cavitating pump; see “Noisy Pump.”

•

Air leak at pump shaft packing; replace packing.

•

Defective hydraulic pump; continue other troubleshooting items, then consider servicing or replacing pump.

Air in fluid or wrong fluid; drain and fill with correct fluid.

•

System relief valve set too low or too high, stuck or leaking; correct relief valve, pump may be OK.

•

Overheated fluid; see “Overheated Pump and/or Fluid.”

•

Contaminated fluid; eliminate source and replace fluid.

•

Gear face, body or cover nicked; repair or replace pump.

•

Excessive side loading, wear plate tight in body bore, pinched thrust plate; inspect and service pump.

Pump Output Low

Pump Not Delivering Hydraulic Fluid •

Hydraulic fluid level low; check and correct fluid level.

•

Sump suction screen dirty; check and clean.

•

Inlet line restriction; check for foreign material or line kinks, check and clean sump suction screen.

•

Air leak in suction line: check plumbing tightness.

•

Fluid viscosity too high: check fluid viscosity and change to specified fluid.

•

Defective hydraulic pump; continue other troubleshooting items, then consider servicing or replacing pump.

contamination

Foaming Fluid •

Cavitating pump; see “Noisy Pump.”

•

Wrong fluid; drain and fill with correct fluid.

Overheated Pump and/or Fluid

Failure to Build Pressure •

Hydraulic fluid level low; measure and correct fluid level.

•

Low viscosity fluid; drain and fill with correct fluid.

•

Defective relief valve or pump: perform pressure check to test valve and pump.

•

Contaminated fluid; drain fluid, clean suction screen, replace filter and fill sump.

•

Cavitating pump: see “Noisy Pump.”

•

Pump drive shaft misaligned; check mounting and alignment.

•

Axial loading on drive shaft; check shaft end clearance and shaft alignment; check for worn key/ spline.

•

Relief valve usually in bypass; check relief setting.

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Group 29, Hydraulic Sump, Filters, and Pump External Leakage •

Excessive system pressure; replace pressure control valve on main hydraulic valve.

•

Faulty or distorted pump seal gasket; replace seal gasket.

•

Damaged surfaces on pump body or cover; correct and replace as required.

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Group 29, Hydraulic Sump, Filters, and Pump

Section 3 Main Hydraulic Removal and Installation

Main hydraulic Pump Removal ........................... 2 Main Hydraulic Pump Installation ...................... 3

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Group 29, Hydraulic Sump, Filters, and Pump Main Hydraulic Pump Removal

The main hydraulic pump is located in front of transmission. The pump can be removed from the fork lift truck after removing the floor.

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.

Serviceable items are the pump and the suction line filter. Other components such as hoses, fittings and clamps are non-serviceable and should be replaced if faulty. NOTE Capacity of hydraulic sump is C40/45 : 88L, C50s/55s : 100 L

2. Put upright in vertical position and fully lower the forks or attachment. 3. Put ail controls in neutral. Turn key switch OFF and remove key.

1. Place a drain pan under the hydraulic pump for oil that will drain from the pump and hoses when they are disconnected.

4. Apply the park brake and block the wheels.

2. Disconnect suction line from pump and plug the line.

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Group 29, Hydraulic Sump, Filters, and Pump 3. Disconnect the pressure line from the pump. Cap the hose and set aside.

NOTE Always clean or replace hydraulic sump suction screen fitting when installing new or rebuilt pump. See Section 1, Main Hydraulic Filters and Fluid Maintenance. 4. Refill sump as necessary using Clark Specification MS-68 hydraulic fluid. See Section 1 for description of sump tank fill levels. 5. Reinstall hose and cable support bracket. 6. Check operation of hydraulic system. See Section 1, Main Hydraulic Filters and Fluid Maintenance.

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7. Check fluid level of sump again. Add fluid as necessary. NOTE For Hydraulic Pump Overhaul Procedures see Section 4.

4. Remove the pump mounting fasteners.

Main Hydraulic Pump Installation IMPORTANT Keep all components clean during installation. 1. Be sure new or serviced pump is well lubricated before installation. 2. Slide suction hose and clamp into place and tighten. 3. Connect pump outlet hose and tighten. Use two wrenches to tighten hose fittings to prevent twisting of lines.

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GROUP 30

GROUP 30 Hydraulic Control Valve (Daesung Nachi)

Operation of Hydraulic Control Valve ............. Section 1 Hydraulic Circuit ................................................ Section 2 Disassembling Hydraulic Valve ......................... Section 3 Assembling Hydraulic Control Valve ............... Section 4 Testing Hydraulic Valve..................................... Section 5

NOTE The other hydraulic assembly and circuit is indicated in group 25 “Steering Column and Gear", group 26 "Steering System", group 32 "Tilt Cylinder" and group 34 "Upright". Refer to these group for the other hydraulic assembly.

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Group 30, Hydraulic Control Valve

Section 1 Operation of Hydraulic Control Valve

1. Lift Section 1) Lifting Position When the lift lever is pulled, the spool moves downwards to open the oil path from the pump to the lift cylinder, and the lift cylinder rises.

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Group 30, Hydraulic Control Valve 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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Group 30, Hydraulic Control Valve 2. Tilt Section 1) To tilt the mast forward When the tilt lever is pushed, the spool moves upward to open the oil path from the pump to the tilt cylinder head. At the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting forward.

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Group 30, Hydraulic Control Valve 2) To tilt the mast backward When the tilt lever is pulled, the spool moves downward to open the oil path from the pump to the tilt cylinder rod. At the same time, the oil path from the oil tank to the cylinder head to move the tilt cylinder, resulting in the mast tilting backward.

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Group 30, Hydraulic Control Valve 3. Relief Valve The relief valve regulates the pressure in the hydraulic circuit within preset range to protect the pipeline and hydraulic devices from overpressure. NO.

Part Name

NO.

Part Name

Lock Nut

O-ring

Spring

Push Rod

Unload Spool

Spring

O-ring

Poppet

Relief Body

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Group 30, Hydraulic Control Valve * Principle of Operation 1) P1 is filled with hydraulic oil via the orifice. Since the sectional area and the pressure of the P1 and P2 are the same, the unload spool maintains constant status by the force of the spring on the left.

2) When the pressure at the P port is increased exceeding the relief spring force, the relief poppet moves to the left, and the pressure in the P1 is discharged into the T line.

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Group 30, Hydraulic Control Valve 3) When the pressure in the P1 is released, the pressures in the P1 and P2 become imbalanced. When the pressure in P2 becomes higher than that in the P1, the unload spool is pushed to the left, allowing a large flow of oil to the T-line directly.

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Group 30, Hydraulic Control Valve

Section 2 Hydraulic Circuit

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Return Filter

Hydraulic Tank

Flow Regulator

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Strainer

Main Hydraulic Pump

Priority Valve

Tilt Cylinder

Main Hydraulic Pressure Control Valve

Steering Unit

Brake Valve

Steering Cylinder

(LPG Truck)

Air Breather

Flow Limiting

Lift Cylinder

Group 30, Hydraulic Control Valve

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Group 30, Hydraulic Control Valve

Section 3 Disassembling Hydraulic Valve * The hydraulic control valve consists of following subassemblies and parts. Disassembly shall be limited to the subassemblies and parts.

The above block diagram is of a 4-way valve. - In a 3, 5-way valve, one auxiliary assembly is removed. (or added) - A 2-way valve consists of INLET ASS'Y, Tilt ASS'Y and T-Cover ASS'Y, and the relief valve of the T-cover is substituted with a stopping-up plug.

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Group 30, Hydraulic Control Valve

Disassembly

Picture

1. Disassembling a load solenoid valve 1-1. Remove the nuts with a spanner (17mm). 1-2. Remove the coil.

1-3. Disassemble the bottom O-ring. 1-4. Disassemble the guide assembly

[CAUTION] Store separately from the lift lock solenoid valves to prevent confusion. 2. Disassembling lift lock solenoid valve. 2-1. Remove the nuts with a spanner (17mm). 2-2. Remove the coil.

2-3. Disassemble the bottom O-ring. 2-4. Disassemble the guide assembly

[CAUTION] Store separately from the load solenoid valve to prevent confusion.

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Group 30, Hydraulic Control Valve

Disassembly

Picture

3. Disassembling auxiliary relief valve - Disassemble the relief valve with a spanner (24mm).

[CAUTION] Store separately from the main relief valves to prevent confusion. 4. Disassembling main relief valve - Disassemble the relief valve with a spanner (24mm).

[CAUTION] Store separately from the auxiliary relief valves to prevent confusion. 5. Disassemble the tilt auxiliary cap Remove the cap screw (M5 x 12) of the tilt auxiliary cap with an L-wrench (4mm) as shown in the picture on the right.

6. After removing the cap screw, remove the spool cap and put the valve on a clean table.

[CAUTION] Store separately from the seal plate screws to prevent confusion.

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Group 30, Hydraulic Control Valve Disassembly

Picture

7. Disassembling Lift Cap Remove the cap screw (M10 x 20) of the lift cap with an L-wrench (8mm) as shown in the picture.

8. After removing the cap screw, remove the spool cap and put the valve on a clean table.

[CAUTION] Store separately from the seal plate screws to prevent confusion.

9. Disassembling Seal Plate (Lift) Remove the coated plate screw (M10 x 16) fixing the seal plate in the spool with an L-wrench (8mm).

10. Put the seal plate screw and seal plate separately on a clean table.

[CAUTION] Store separately from the cap screw to prevent confusion.

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Group 30, Hydraulic Control Valve

Disassembly

Picture

10. Disassembling Seal Plate (Tilt, Aux.) Remove the seal plate screw (M6 X 15) fixing the seal plate in the spool with an L-wrench (5mm).

11. Put the seal plate screw and seal plate separately on a clean table.

[CAUTION] Store separately from the cap screw to prevent confusion. 12. Disassembling Main Spool Holding the return spring, remove the main spool assembly. If the spool would not come out, strike the spool with a rubber hammer softly.

[CAUTION] Take care no to damage the spool by being caught in the torn part. Take care not to damage the dust wiper or O-ring. 13. Disassemble the main spool and put the parts on a clean table to protect from dirt.

[CAUTION] After disassembly, replace the dust wiper and Oring

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Group 30, Hydraulic Control Valve Disassembly

Picture

14. After disassembling the main spool assembly, remove the dust wiper and O-ring from the spool hole of the seal plate.

[CAUTION] Replace the O-ring and dust wiper. 15. Remove the hex bolt from the T-cover with a box end wrench (17mm).

16. Pull out the sections in sequence, starting from the T-Cover.

[CAUTION] Do not tile to left or right. Otherwise, the ball check or spring between the sections may come out.

17. Put the separated sections on a clean table.

[CAUTION] Place the tilt section and Aux. in the original order to avoid confusion in reassembling.

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Group 30, Hydraulic Control Valve

Disassembly

Picture

18. Remove the O-ring from the section.

[CAUTION] Replace the O-rings. Keep the O-rings of the tilt section and Aux. sections separately to avoid confusion. 19. Remove the check spring and steel ball.

20. Remove the O-ring and retainer from the Inlet section.

[CAUTION] Replace the O-ring and retainer.

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Group 30, Hydraulic Control Valve

Section 4 Assembling Hydraulic Control Valve * The hydraulic control valve assembly consists of following subassemblies and parts. Assembly shall be limited to the subassemblies and parts.

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Group 30, Hydraulic Control Valve

Assembly

Picture

1. Assemble the steel ball and check spring in the section.

[CAUTION] Ensure the correct positions of the steel ball and check spring. 2. Assemble the o-ring in the hole.

[CAUTION] When o-ring assembling of tilt section and Aux. section to prevent mixing.

3. Assemble the O-ring and retainer in the Inlet section.

[CAUTION] Take care that the winding direction of the retainer is correct.

4. With the O-ring surface of the Inlet section facing upward, install the stud bolt (above M10 x 220 ).

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Group 30, Hydraulic Control Valve

Assembly

Picture

5. Assemble the Tilt section, Aux. section, and TCover in the said order.

[CAUTION] Take care that the O-ring is not pushed out.

6. Remove the stud bolt, and install the hex bolt.

7. Tighten the hex bolt with a torque wrench. - Torque: 450kgf.cm

[CAUTION] Follow the order of assembly shown in the picture.

8. Assemble the spool assembly with the section.

[CAUTION] See the identification markings for the tilt spool and Aux. spool and assemble at the correct positions.

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Group 30, Hydraulic Control Valve

Assembly

Picture

9. Assemble the spool cap. 9-1. Install the lift cap and tighten the cap screw with a torque wrench (8mm). - Torque: 250kgf.cm 9-2. Install the tilt, Aux. cap and tighten the cap screw with a torque wrench (4mm). - Torque: 100kgf.cm

10. Assembling the lift spool seal plate 10-1. Install the O-ring and dust wiper on the spool 10-2. Install the seal plate 10-3. Tighten the seal plate screw with a torque wrench (8mm) - Torque: 250kgf.cm

11. Assembling the tilt, Aux. spool seal plates 11-1 Install the O-ring and dust wiper on the spool 11-2. Install the seal plat 11-3. Tighten the seal plate screw with a torque wrench (5mm) - Torque: 125kgf.cm

12. Assembling the Load Solenoid Valve 12-1. Install the guide assembly on the T-cover using a box end wrench (26mm) - Torque: 200kgf.cm 12-2. Install the O-ring on the bottom of the guide 12-3. Install the coil.

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Group 30, Hydraulic Control Valve

Assembly

Picture

12-4. Install the O-ring on top of the coil 12-5. Tighten the nut with a box end wrench (17mm) - Torque: 75kgf.cm

[CAUTION] Ensure that the coil connecter is in correct direction.

13. Assembling the Load solenoid Valve 13-1. Install the guide assembly on the T-cover using a box end wrench (26mm) - Torque: 200kgf.cm 13-2. Install the O-ring on bottom of the guide 13-3. Install the coil

13-4. Install the O-ring on top of the coil 13-5. Tighten the nut with a box end wrench (17mm) - Torque: 75kgf.cm

[CAUTION] Ensure that the coil connecter is at correct position.

14. Assembling the Relief Valve 14-1. Install the Aux. relief on the T-cover using a box end wrench (24mm). - Toque: 250kgf.cm 14-1. Install the main relief on the T-cover using a box end wrench (24mm). - Torque: 250kgf.cm [CAUTION] Take care not to be confused with the main relief valve.

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Group 30, Hydraulic Control Valve

Section 5 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 (with load solenoid valve ON) 1) Put the shift lever to lift cylinder ascending position for pressure relief. 2) Slowly close the adjusting bolt of the main relief valve. 3) Adjust the pressure with the adjusting bolt of the main relief valve and tighten the lock nut. 4) Switch the lift spool to Neutral/IN position by 2~3 times for relief, check the adjusted relief pressure. 2-2. Checking the AUX. Relief Pressure 1) Shift the AUX. spool for pressure relief. 2) Slowly close the adjusting bolt of the AUX. relief valve. 3) Adjust the pressure with the adjusting bolt of the AUX. relief valve and tighten the lock nut. 4) Switch the AUX. spool by 2~3 times for relief, check the adjusted relief pressure.

3. Valve Leak Check - Conduct this check in no load condition. 1) With the lift UP, relieve the pressure within about 30 seconds. Check oil leak. 2) With tilt IN, relieve the pressure within about 30 seconds. Check oil leak.

4. Main Spool Leak check - With lift UP and tilt IN, put the spool at neutral position. Check that the descending speed of the cylinder meets the criteria below; - test condition: at rated load, oil temperature of 50·3°C 1) Lift: 9.9mm/min max. 2) Tilting: 0.5 ° /min max

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OzpT[`W\YP

FLOW

SHORT ARM POSITIONED

FC SHORT ARM FIXED

FLOW SYM. FLOW

C40~55s

TURNS

FLOW

C60~80

TURNS

Group 30, Hydraulic Control Valve

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GROUP 32

GROUP 32 TILT CYLINDERS

Tilt Cylinder Specifications and Description ............................................ Section 1 Tilt Checks and Adjustments .................. Section 2 Tilt Cylinder Removal and Replacement ......................................... Section 3 Tilt Cylinder Overhaul ............................ Section 4

IMP ORTANT Other hydraulic-related components and circuits are described and illustrated in Group 25, “Steering Column and Gear,” Group 26 “Steer Axle,” Group 29, “Hydraulic Sump, Filters, and Pump,” Group 30, Hydraulic Control Valve/Lift Circuit,” and Group 34, “Uprights.” Refer to these other groups for hydraulic components not covered in this group.

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Group 32, Tilt Cylinders

Section 1 Tilt Cylinder Specifications and Description Specifications See Group 30 for hydraulic system specifications. Tilt Cylinder Type: Double-acting

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.

Maximum Operating Pressure: 21,000 kPa (3,000 psi)

Description

Tilt Ranges: MAST TYPE STD STD STD STD TSU TSU TSU STD STD STD STD TSU TSU TSU

FORWARD BACK "F"( ȋ ) "B"( ȋ ) C40, C45, C50s 2500 ~ 2700 8 8 3000 ~ 3700 8 10 4000 ~ 4500 6 5 5000 3 5 2450 ~ 4800 6 5 5000 ~ 5500 3 5 6000 ~ 7000 3 3 C55s 2300 ~ 2500 8 8 2800 ~ 3500 8 10 3800 ~4300 6 5 4800 3 5 2250 ~ 4600 6 5 4800 ~ 5300 3 5 5800 ~ 6800 3 3 MFH mm

The tilt cylinders provide backward and forward tilt of the upright. The forward and back tilt angles are governed by the cylinder stroke and by use of spacers and different length rod ends. The tilt cylinders are pin-mounted to the truck frame and upright using yokes, clevises, and pins. Pins are held in place by a lock plate and fastener to prevent the pins from working their way out. The tilt cylinders are serviced by removing them from the truck and disassembling them for complete overhaul, including installation of new seals and or other cylinder components. The tilt lock valve is integrated into the tilt section of the main hydraulic control valve. The tilt lock valve prevents the upright from tilting forward when the truck is not running. The tilt lock valve is not serviceable and must be replaced as a valve section if defective.

Fastener Torques Rod-End Yoke Bolts: 170-190 N.m (120-140 ft-lb) Rod-End Pin Lock Plate Fasteners: 40-45 N m (30-33 ftlb).

Service Intervals Tilt Cylinder Drift Test: Every 50-250 hours or each PM. Tilt Cylinder Check and Adjustment: Every 50-250 hours or each PM. Tilt Cylinder Rod Seal Condition Check: Every 50-250 hours or each PM. Tilt Cylinder Mounting Check and Tightening: Every 50250 hours or each PM.

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Group 32, Tilt Cylinders

Section 2 Tilt Cylinder Checks and Adjustments

CAUTION

3. Raise the capacity load 2500mm (98.5 in) off the ground and tilt the upright vertical, shut off the truck.

SAFE PARKING. Before working on truck :

2500mm (98.5in)

Tilt Cylinder Drift Check

4. Measure and write down the distance between the cylinder-spacer face and the rod-end yoke. t G G

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. It is recommended that a test load, made up of a fullcapacity load equally distributed on a 1220 x 1220 mm (48 ?48 in) pallet, be used. The material used to make up the test load must be stacked to provide load stability and must not extend beyond the pallet. It must be secured on the pallet. Refer to the truck data plate for capacity rating. 1. Adjust fork width as wide as possible to distribute the load. Refer to truck nameplate for capacity rating.

CAUTION

Test load must be stacked stably, not extend beyond the pallet, and be secured on the pallet. Clamp the load on the load backrest or fork bar to avoid sliping out from fork. 2. Drive the forks into the load pallet until the test load and pallet rest against the load backrest. Apply the parking brake and chock the wheels.

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

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Group 32, Tilt Cylinders Drift Causes and Remedies Tilt cylinder drift indicates the following possible problems : •

Tilt cylinder hydraulic circuit hoses or fittings are leaking. Check the circuit components and repair as necessary.

•

Cylinder piston seals are worn, damaged, or defective allowing fluid past the piston and causing the rod to drift. Consider rebuilding the cylinders if the other remedies in this list are not successful. See Section 3 for cylinder removal and replacement and Section 4 for cylinder repair, if necessary.

•

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.

{ G G

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.

s G

Tilt Cylinder Racking Check Upright racking occurs when tilt cylinder strokes are unequal. Cylinders should be checked regularly during operation to determine if cylinder strokes are the same. To check for racking : •

Make sure truck is parked on level surface with parking brake applied and wheels chocked.

•

Check condition of the tilt cylinder, rod-end yoke, mounting pins, piston rod, rod wiper, cylinder gland, etc., for excessive wear or damage. Make repairs before making twisting adjustment.

•

Use a capacity load (see truck nameplate) centered on the forks.

Forward Adjustment : Pneumatic-tire truck rod-end yoke orientation shown. NOTE Use wrench flat on rod under spacer (if installed). Move spacer for access.

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.

Forward Adjustment 1. Slowly tilt upright fully forward to the end of the tilt cylinder stroke. 2. As the cylinders approach the end of the stroke, watch both piston rods for equal movement and upright for twisting. Note if upright “racks” (is twisted at the end of its movement by unequal stroke of tilt cylinders).

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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 end Screw Spacer

diameter of rod Thread rod into rodend yoke the rod diameter plus 6.5mm(0.25in)

Rod shim

5. Tighten capscrew of the rod-end yoke to 170-190 N m (125-140 lbf ft), and repeat the racking test. 6. Repeat steps 1-5 for fine corrections if any racking remains evident. 7. When no racking occurs, retighten capscrew of the rod-end yoke to 170-190 N m (125-140 lbf ft). 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.

5. Tighten capscrew of the rod-end yoke to 170-190 N m (125-140 lbf ft), and repeat the racking test. 6. Repeat steps 1-5 for fine corrections if any racking remains evident. 7. When no racking occurs, retighten yoke capscrew to 170-190 N m (125-140 lbf ft). 8. Check all tilt functions before returning the truck to service.

Tilt Flow Control Adjustments See checks and adjustments Section of Group 30, “Hydraulic Control Valve/Lift Circuit,” for adjustment procedure.

2. Stop the upright when the first tilt cylinder bottoms out against its rod spacer. 3. Go to the opposite cylinder and remove the capscrew on the rod-end yoke and screw rod out of yoke. Count the number of turns required to remove the rod from the yoke.

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Group 32, Tilt Cylinders

Section 3 Tilt Cylinder Removal and Replacement

Tilt Cylinder Removal .......................................... . 2 Parts Inspection ..................................................... 3 Tilt Cylinder Replacement .................................... 3

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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

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. 4. Put a drain pan under the truck at each tilt cylinder position before removing the hydraulic lines. Disconnect and cap hydraulic lines from the tilt cylinders (see illustration on facing page). Remove the hose connections on both sides of the tee fittings of the rightside cylinder. Keep all fittings and ports clean.

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.

Rod end yoke

Rod end pin Base pin Bearing

Tilt Cylinder Mounting Components

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Group 32, Tilt Cylinders 5. Support cylinder with a sling to prevent the cylinder from dropping when pins are removed. 6. Remove lock-plate from tilt cylinder rod-end yoke. Use a soft drift and hammer to tap rod-end pin out of yoke. 7. Pop the cover from tilt cylinder base access port on the step to the operator’s compartment. 8. Remove the lock-plate from cylinder base yoke. Use a soft drift and hammer to tap pin out of yoke. 9. Remove cylinder assembly.

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.

Tilt Cylinder Replacement 1. Position tilt cylinder base yoke on frame mounting bracket. 2. Insert base pin in cylinder base yoke and through frame mounting bracket, making sure slot in pin is in line with the lock-plate. Grease fitting must point toward center of truck. IMPORTANT Make sure the spherical bearing is aligned so that pin fits smoothly in yoke. 3. Install base pin lock-plate in slot and fasten to yoke with fastener and washer. Tighten fastener to a torque of 40-45 N m (30-33 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.

3. Replace all parts which show damage. 4. If parts are to be left exposed, coat all mating surfaces of parts with a light layer of engine oil.

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Group 32, Tilt Cylinders

Tilt cylinder

From Mast

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Tilt Cylinder Hydraulic Fittings

NOTE If the rod-end yoke has been removed from the rod or loosened for adjustment, reinstall the clamp bolts to a torque of 170-190 N.m (120-140 ft-lb). Nuts must be on inside of upright rails Orientation of the rod-end yoke bolt hole is to be up as shown on the left side of the illustration on the previous page. 5. Install rod-end lock-plate in slot and fasten to yoke with fastener and washer. Tighten fastener to a torque of 40-50 N m (30-33 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. Nuts must be on inside.

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Group 32, Tilt Cylinders

Section 4 Tilt Cylinder Overhaul

IMPORTANT

Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Cylinder cap (Base mount)

Cylinder Barrel

O-ring Gland Wrench flat Rod

Piston

Piston packing

Rod U-cup seal

Rod wiper

Wear ring

Typical Tilt Cylinder Cross section

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Group 32, Tilt Cylinders Preparation For Disassembly IMPORTANT Overhaul tilt cylinders only in a clean, dustfree location, using clean tools and equipment. Dirt or grit will damage the highlymachined surfaces and will result in leakage or premature failure of components. Cleanliness of the hydraulic circuit is extremely important to the proper operation and maintenance of the system. Be sure the work area is clean. 1. Before disassembly, the exterior of the tilt cylinder should be carefully cleaned to remove all dirt and grease accumulation.

2. Carefully pull the rod, piston assembly, and gland from the cylinder barrel. Remove gland from rod.

WARNING

The use of compressed air to blow the piston out of the barrel is not recommended. Highpressure air can result in piston and rod being ejected at high velocity (explosively), causing severe injury to personnel and property damage. 3. Remove and discard the piston packing and wear rings from the piston.

Piston packing

Wear ring

2. Be sure all hydraulic oil has been removed from the cylinder. Stroking the piston rod will help force the oil out. 3. Before starting disassembly, the tilt cylinder should be carefully examined to determine if there is any evidence of external damage.

Disassembly The tilt cylinder can be held by clamping the base end or the barrel in a vise while disassembling. IMPORTANT Do not use excessive force when clamping on the barrel.

4. Remove and discard the rod U-cup seal, O-ring, and piston rod wiper from the gland.

O-ring U-cup seal

Rod wiper

1. Remove the gland with a hook wrench. Carefully pull the gland assembly from the cylinder tube and slide it off the cylinder rod. O-ring

Inspection 1. Carefully clean all parts in an approved solvent and place on a clean surface. 2. Check the piston and rod for damage. Look for gouges, scratches, corrosion, or evidence of unusual wear. Minor surface damage may be repaired by use of fine abrasion cloth or stoning. Deeper damage will require replacement of piston rod assembly. 3. Be sure the threads on rod are undamaged.

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Group 32, Tilt Cylinders 4. Inspect the tilt cylinder barrel internal bore for wear, scratches or other damage. Check the outside for damage. Inspect all welds for cracks. Deep gouges or pitted surfaces require replacement of parts. Check the gland, base end, and ports for cracks or damage that could cause failure. Inspect the ports to be sure they are free of contamination and that the threads are clean and not damaged. 5. Put a light coating of hydraulic fluid on all parts. If parts are to be left disassembled for a period of time, e.g., overnight, they should be covered with a clean cloth.

Reassembly

3. Install gland on piston rod. Use gentle pressure and careful movements to avoid damage to the U-cup seal and rod wiper when these parts are moved over the piston rod end. NOTE Reassemble cylinder carefully to prevent damage to seal lips and O-rings. 4. Install piston into cylinder barrel. Be careful not to damage the piston seals when installing the piston into end of cylinder. 5. Install gland into cylinder them screw the gland into the cylinder barrel with a hook wrench. When tighting, do not damage the seal. Tighten torque : 60±6 kgf m

O-ring

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. 1. Install piston dust wiper, rod seal, and O-ring on the gland. Make sure rod seal and dust wiper are installed in proper orientation as shown in the illustration.

O-ring U-cup seal

Rod wiper 6. Check the assembly by making sure the piston slides freely in and out of the cylinder. See Section 3 for replacement procedures ; see Section 2 for checks and adjustments before returning the truck to service.

2. Replace the piston packing and wearing.

Piston packing

Wear ring

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GROUP 34

GROUP 34 UPRIGHTS Upright Specifications and Description ........................ Section 1 Troubleshooting ............................................................... Section 2 Upringht Inspection ......................................................... Section 3 Carriage and Upright Roller Clearance Checks and Shim Adjustments ...................................... Section 4 Cylinder Removal, Shimming, Overhaul, and Replacement ........................................... Section 5 Upright Chain Inspection, Adjustment, and Replacement .............................................................. Section 6 Fork and Carriage Removal and Replacement ..................................................................... Section 7 Upright Removal and Replacement ............................... Section 8

IMPORTANT Related service information is covered in Group 29, “Hydraulic Sump, Filters, and Pump,” Group 30, “Hydraulic Control Valve/Lift Circuit,” and Group 32, “Tilt Cylinder.”

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Group 34, Uprights

Section 1 Upright Specifications and Description General Specifications Upright Weight : (Approximately 633 kg (1400 lb) to approximately 1500 kg (3300 lb) without carriage.

IMPORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Carriage Weight : Approximately 160 kg (350 lb) to 326 kg (720 lb) with a 66 inch carriage. Fork Weight : Approximately 63-227 kg each (140-500 lbs). IMPORTANT Before hoisting, the weights of upright, carriage, forks and attachments being lifted must be combined to determine what lifting capacity is required of the hoisting equipment. Capacities and Lift Heights: Upright, carriage, and fork capacity and upright lift heights are listed on the truck’s data plate. Lubricants: •

All Purpose Grease (MS-9)

•

Innerslide Lubricant (CLARK P/N 886396)

•

Chain and Cable Lube (CLARK P/N 886399)

Cylinder Types Standard upright use two lift cylinders. Triple stage upright use three cylinders, two primary (both-mounted) cylinder, and two secondary cylinders. Primary cylinder used on triple-stage upright (TSU) is piston cylinder. The lift and secondary cylinders used on standard, TSU can be piston cylinders. Full free lift (FFL) upright use three cylinders, one primary (center-mounted) cylinder, and two secondary cylinders. Primary cylinder used on FFL upright is piston cylinder. and the secondary cylinders are ram type cylinders.

Upright Type <C40-50s> STD pneu TSU pneu FFL pneu <C55s> STD pneu TSU pneu FFL pneu

Upright Number Cylinder Type

S4501 T4503 F4501

Piston-type Lift Cylinder Piston-type Secondary Cylinder Ram-type Secondary Cylinder

S5002 T5004 F5002

Piston-Type Lift Cylinder Piston-Type Secondary Cylinder 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.

Fastener and Fitting Torque Specifications Upright Mounting Bolts : 170-190 N m (125-140 ft-lb) Chain Anchor Bolt Jam Nut : 340-380 N m (251-280 ft-lb) Carriage Side-Thrust Roller Bolts : 1150-1300 N m (843959 ft-lb) Hose Fittings : See Group 40, “Hydraulic Fitting Tightening Procedure.” Rod End Bolts : 170-190 N m (125-140 ft-lb)

The types of cylinders used on the truck are listed below. Check the first five characters of the upright number stamped on the upright of the truck to determine the type of cylinder, piston used on the upright.

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Group 34, Uprights Service Intervals • •

• • • • • •

All upright components should be visually checked every day during the Operator’s Daily Inspection. A thorough visual inspection should be performed by a trained service professional every 50-250 hours. Lift chains should be inspected and lubricated every 50-250 hours or monthly. Lift chain tension should be checked every 50-250 hours or monthly. Upright and carriage roller checks should be performed every 50-250 hours or monthly. Roller patterns should be checked every 6 months or after 1000 hours of service. Racking and drift tests should be performed every 50~250 hours or monthly. The complete extended inspection should be performed at least every year or 2000 hours of operation.

Description The upright assembly includes the lift chains, lift cylinders, carriage, forks, and mast or rail sets. Each of the components can be serviced using the tests, checks, adjustments, and removal and replacement procedures in the following Sections. The upright uses the hydraulic cylinders and chain sets to lift the carriage and rail sets. On standard, two-stage uprights, the lift cylinders lift the carriage with chains and directly lift the inner rail set. On triple-stage uprights, the primary (free-lift) cylinder lifts the carriage by chains. When the primary cylinder reaches its maximum extension, fluid is diverted to the secondary lift cylinders, which lift the inner rails using a second set of chains and lift the intermediate rails by direct lift cylinder. FFL 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. The secondary cylinders lift the inner rail set by directly. 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.

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 (TSU) are piston type cylinders. The primary cylinder on TSU is piston-type cylinder. Secondary cylinders used on FFL upright are Ram type cylinders. 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 TSU incorporates cushioning on the lift cycle. A velocity fuse in the hydraulic port of the lift cylinders (secondary cylinders on TSU) prevents the mast from falling rapidly in case of sudden fluid pressure loss due to line breaks or other malfunction of the hydraulic circuit. As the cushion system is added to lift cylinder of standard upright and the primary cylinder of TSU and FFL, the speed will get slow for a moment before the fork touches the ground. It is helpful to protect the ground. As explained in more detail in Group 30, the main pump sends fluid to the main hydraulic control valve, which contains spools that route fluid to the lift cylinders and tilt cylinders. The valve assembly also contains a counterbalance valve that prevents upright tilt when the truck is not operating. Fluid flow rates for lift functions are factory set and not adjustable. Flow rates for tilt and auxiliary functions are controlled by adjustments on the main hydraulic valve. A non-adjustable “load-lowering” flow valve mounted on the upright limits upright lowering speed. Groups 29 and 30 contain general hydraulic information including upright hydraulic functions. Other hydraulic checks for the upright appear in “Troubleshooting,” Section 2.

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Group 34, Uprights

Lift Cylinder Upper Roller

DETAIL B

Inner Rail

Outer Rail Lower Roller

DETAIL A (SI-47766)

Typical Standard (Two-Stage) Upright Assembly

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Group 34, Uprights

Detail B Inner rail

Inner rail

Secondary cylinder

Outer rail

Lower roller

Detail A Primary cylinder

Typical Triple-stage Upright Assembly

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Group 34, Uprights

Inner rail

Detail B

Secondary cylinder Sheave

Outer rail

Lower roller

Primary cylinder

Detail A 6,

Typical Full Free Lift Upright Assembly

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Group 34, Uprights

Typical Triple Stage Upright-Overhead View

Carriage

Roller

Adjustment shims

Carriages and Roller Sets

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Group 34, Uprights

Four-Hose Adaptation for the Standard Upright (Only Upper direction Adaptation for the Two-Hose )

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Group 34, Uprights

Four-Hose Adaptation for the Triple-Stage Upright (Only Upper and Right hand Adaptation for the Two-Hose)

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Group 34, Uprights

Four-Hose Adaptation for the FFL Upright (Only Upper and Right hand Adaptation for the Two-Hose)

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Group 34, Uprights

Section 2 Troubleshooting The visual inspection and the operational checks presented in Section 3 should be used to determine problems with the upright. Possible problems, causes, and remedies are listed below.

•

Dry hose sheave or rollers; check condition of all sheaves and rollers and lubricate as necessary.

•

Damaged chain sheaves; check condition of chain sheaves and repair or replace.

Other troubleshooting information about the hydraulic circuit and components appears in the troubleshooting Sections of Groups 29 and 30. Use these other troubleshooting Sections for more detailed problem isolation with Upright hydraulic functions.

•

Excessive fork hanger or carriage fork bar wear; inspect and replace as necessary.

Seals dry; lubricate rod.

•

Seals dry - all primary cylinders; remove gland and add 100 ml (3.4 oz) of hydraulic oil to rod side of piston, see “Cylinder Removal, Shimming, Overhaul, and Replacement.”

WARNING

The procedures for troubleshooting uprights, carriages, and forks involve movement of the components. Failure to follow these warnings can result in serious injury. Make sure overhead clearances are adequate before raising the upright to full lift height. Do not walk or stand under raised forks. Block carriage and upright whenever making checks with the upright elevated. Keep clear of load and carriage when making any check or adjustment. Keep your arms and fingers away from moving parts of the upright. Do not reach through open areas of the upright.

No lift, tilt, or auxiliary function •

Hydraulic fluid level low; check level and fill.

•

Broken hoses or fittings; check and repair.

•

Damaged or blocked sump strainer; check and clean.

•

Hydraulic pump defective; see Group 29 for pump troubleshooting.

•

Defective main hydraulic control valve; see Group 30 for valve troubleshooting.

•

Defective upright load-lowering flow valve; disassemble valve, check and clean or replace.

No lift function but tilt operates

Upright noise •

•

Bent or broken components; inspect upright thoroughly and repair or replace components as required.

•

Damaged upright roller; check condition of rollers and replace defective rollers.

•

Roller scuffing rails; clean and lubricate rails.

•

Roller (carriage or upright) shimming needs adjustment; check and adjust as required.

•

Fit between roller edge and rail flange excessively loose in rails; replace with oversized, “Select-Fit” rollers. See “Upright Roller Clearance Check and Shim Adjustment.”

•

Dry lift chain; lubricate chain.

•

Broken hoses or fittings; check and repair.

•

Cylinder is damaged; inspect and repair.

•

Main hydraulic control valve, lift section defective; see Group 30 for valve troubleshooting and service information.

•

Upright load-lowering flow valve damaged; disassemble valve, check and clean or replace.

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Group 34, Uprights Load cannot be lifted to maximum height •

Hydraulic fluid level low, check level and fill.

•

Debris in upright; check and clean.

•

Hydraulic hose fittings loose or damaged; check and torque correctly (see Group 40 for specifications) or replace.

•

Defective priority valve; see Group 30 for valve troubleshooting information.

•

Defective upright load-lowering flow valve; remove valve clean, inspect, and replace if necessary.

Lowering speed sluggish

•

Check cylinder for external leakage; replace cylinder if cracked.

•

Damaged or binding upright roller; check condition of roller and replace if necessary.

•

Cylinder shimming is incorrect; check and adjust shimming.

•

Internal leakage on lift or secondary piston cylinders; remove rod and piston and clean check valves; also clean and inspect/replace piston seals. See Section 5.

Damaged or kinked hydraulic hose or tube; check condition of hose and tube, repair or replace as necessary.

•

Defective upright load-lowering flow valve; check, clean and replace valve if necessary.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

•

Cylinder check valve on lift or secondary piston cylinders not functioning properly; remove rod and piston and clean check valves; also clean and inspect/replace piston seals. See Section 5.

•

Hydraulic pump defective; see Group 29 for pump troubleshooting information.

•

Upright rails binding: a. Perform a visual inspection and check for worn, or distorted parts, broken or cracked rails or tiebars, correct chain and hosing placement and operation b. Check rollers for contamination and proper operation, perform roller clearance check and adjustment

Lift speed sluggish

Load bounces excessively when lowering •

Air in hydraulic system, TSU and Hi-Lo ram-type cylinders; set capacity load on upright and lift form fully collapsed to full lift height for 10-15 cycles.

•

Defective upright load-lowering flow valve; check, clean and replace valve if necessary.

•

Defective main lift valve; see Group 30 for valve troubleshooting and service information.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (TSU lifting)

•

Hydraulic fluid level low; check level and fill.

•

Broken hoses or fittings; check and repair.

•

Pump inlet line restricted; remove from pump and clean.

•

Damaged or binding upright roller; check condition of roller and replace if necessary.

•

Internal leakage on piston-type lift and secondary cylinders (with load); perform cylinder checks listed under “Load cannot be lifted to maximum height.”

•

Hydraulic pump defective; see Group 29 for pump troubleshooting information.

•

Defective main lift valve; see Group 30 for valve troubleshooting and service information.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

•

Debris in upright roller area of carriage; check and clean.

•

Interference between carriage and inner rail or cylinder; check staging alignment and adjust or repair as necessary.

•

Bent or broken carriage or inner rail; replace part do not try to repair by welding.

•

Damaged or binding carriage roller; check condition of roller and replace if necessary.

•

Carriage roller shimming or thrust roller out of adjustment; perform roller checks on carriage and make adjustments as necessary.

•

Damaged or kinked primary cylinder hose; check condition of hose, repair or replace as necessary.

•

Primary cylinder chain or chain sheave binding or damaged; inspect and repair.

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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.”

•

Damaged primary lift cylinder causing binding in the cylinder; inspect and repair or replace cylinder.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

•

Bent or broken carriage or inner rail; replace part do not try to repair by welding.

•

Carriage and upright roller shimming or thrust roller out of adjustment; perform roller checks on upright and/or carriage and make adjustments as necessary.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (TSU lowering) •

Debris in upright roller area or tie bar area; check and clean.

•

Bent or broken carriage or inner rail; replace part do not try to repair by welding.

•

Damaged or binding roller on upright; check condition of roller and replace if necessary.

External leakage on primary cylinder •

Gland loose; check and tighten primary cylinder gland and glands on lift (secondary) cylinders to 843 N m (662 ft-lb).

•

Cracked cylinder tube; replace tube.

•

Rod seal damage; replace seals and check for: Damaged rod seal groove in gland; check for damage to groove and replace seal or gland if necessary Scored cylinder wall; repair or replace cylinder tube if necessary Leaking check valve; clean and replace if necessary Leaking O-ring seal on check valve; replace check valve.

•

Carriage and upright roller shimming or thrust roller out of adjustment; perform roller checks on upright and/or carriage and make adjustments as necessary.

•

Damaged or kinked lift cylinder hose; check condition of hose, repair or replace as necessary.

•

Lift cylinder chain or chain sheave binding or damaged; inspect and repair.

•

Bent cylinder rod; inspect and replace rod and/or cylinder as necessary.

•

Gland static seals (O-rings and back-up ring) damaged; replace back-up ring.

•

Internal leakage in piston-type cylinders; perform cylinder checks listed under “Load cannot be lifted to maximum height.”

•

Gland static seals sealing surface damaged; check groove and bore and repair or replace as necessary.

•

Damaged lift cylinder causing binding in the cylinder; inspect and repair or replace cylinder.

•

Defective velocity fuse; remove fuse from cylinder hydraulic port, clean and recheck for proper operation.

Upright mis-staging (Standard upright lowering)

External leakage on lift (Standard) and secondary cylinder (TSU) •

Gland loose; check and tighten gland on cylinders to 588 N m (434 ft-lb).

•

Cracked cylinder tube; inspect and replace tube.

•

Seal damage in piston-type cylinders; replace piston seals and rod seals.

•

Damaged seal groove, piston-type cylinders; check for scratches, nicks, or burrs and repair or replace rod and piston.

•

Damaged or binding roller on upright; check condition of roller and replace if necessary.

•

Top carriage roller retaining cap screw loose; check and replace cap screw.

•

Lift cylinder chain or chain sheave binding or damaged; inspect and repair.

Scored cylinder wall, TSU piston-type cylinders; replace tube and all seals.

•

Scored or damaged rod; replace rod and all seals.

•

Debris in upright roller area or tie bar area; check and clean.

•

Damaged gland back-up seal; inspect and replace seal.

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Group 34, Uprights •

Gland static seals sealing surface damaged; check grooves and bore.

Oil leak at top of lift cylinder

•

Scored cylinder wall; see Section 5.

•

Worn or damaged gland rod-seal; see procedures for piston-type cylinders under “Cylinder leaking internally.”

Unsatisfactory lift or tilt cylinder drift test results

•

Cylinder leaking internally; remove cylinder gland and check: a. Primary cylinder should have only 3.4 ounces (100 ml) on rod side of the piston b. Piston-type lift and secondary cylinders should be dry on rod side of piston.

•

Cylinder hydraulic fittings loose or worn; check fitting O-rings, tighten fittings according to Group 40, “Hydraulic Fitting Tightening Procedure.”

•

Check valve worn or damaged; remove rod and piston, clean check valve and replace if necessary.

•

Control valve spool linkage malfunctioning, damaged, or worn; see Group 30, Section 5 for linkage adjustment and/or replacement.

•

Counterbalance function in main hydraulic control valve malfunctioning, damaged, or worn; inspect and clean or replace if necessary.

If fluid is leaking past piston: On piston-type cylinders, remove rod and piston, clean check valves and clean and inspect/replace piston seals See Section 5.

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Group 34, Uprights

Section 3 Upright Inspection

CAUTION

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Group 34, Uprights Basic Visual Inspection Use the following steps to conduct an initial visual inspection of the upright. This is the same type of inspection operators should be conducting on a daily basis. 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.

•

Good condition of the chain links and pins. No rust, corrosion, stiffness, or cracking should be evident. Pins should not be turned or protruding.

•

Excessive side wear or edge wear on the chain plates.

•

Correct, equal tension on chain sets.

•

Secure anchor bolt, adjustment nut, and jam nut mounting.

•

Correct alignment of the chain anchors to the chain and chain sheaves. Adjust turned chain anchors.

•

Loose, broken, or damaged anchor bolt pins and cotter pins. Replace defective pins and cotter pins.

Rollers Inspect the upright and carriage rollers for: •

Broken or loose rollers.

•

Loose, broken, or misadjusted thrust roller on the carriage.

•

Obvious signs of failed bearing seals. NOTE Some grease will purge from the bearings in the first 100-200 hours of operation.

General •

Check to make sure all fasteners are secure.

•

Check to make sure the upright lifts and lowers smoothly with and without a capacity load.

•

Check for visible damage to components.

•

Excessive looseness in carriage or upright roller shimming.

Upright and Carriage Weldments Forks

Inspect the upright and carriage for:

•

Check function and security of the fork latch.

•

Debris or foreign objects on the components.

•

Inspect the forks for cracks, especially the hanger and heel areas.

•

Bent, cracked, or broken components.

•

Check for wear in the fork heel. If heel wear is evident, perform the extended inspection.

Undesirable wear on or contact between components.

•

Inspect the fork hanger and carriage fork bar for excessive wear.

Irregular roller patterns and signs of excessive wear or scraping on the rails.

•

Inspect for bent forks.

Lift Chains Inspect the chains for: •

Proper lubrication. The links should have a coat of oil on all surfaces. Lubrication oil should penetrate completely into chain joints.

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Group 34, Uprights Hydraulic System

Fork Bending

Inspect the upright hydraulic system components for: •

Damage or wear on all hoses and hydraulic tubes.

•

Leaks on hoses, fittings, or valves.

•

Leakage on the cylinders.

•

Excessive drift in lift or tilt operations.

Overloading, glancing blows against solid objects, or picking up loads unevenly can bend or twist a fork. Use the following procedure to check for fork bending. 1. Place a 50 x 100 x 610 mm (2 x 4 x 24 in) wood block flat on the fork. Make sure the block is not resting on the heel radius.

Extended Inspection The extended inspection should be performed whenever the basic visual inspection indicates upright problems, as specified for PMs, or at least every 2000 hours.

Forks Forks have a limited service life because of wear and fatigue. Forks should be tested every 50-250 hours using a visual inspection, a fork thickness check, a fork bending check, and a fork gap check. If replacement is necessary, always replace the pair to ensure fork integrity. Fork Alignment

Fork Bending Check 2. Set a carpenter’s square on the block against the fork shank

1. Park the truck on a flat, even surface, tilt upright to vertical position, and set forks 25-50 mm (1-2 in) above the ground.

3. Check the fork 508 mm (20 in) above the blade to make sure it is not bent more than 25.4 mm (1 in) at the maximum.

2. Compare fork arms to be sure they are straight, on the same plane (level), and the same length.

4. If blades are bent over the 25.4 mm (1 in) allowance they should be replaced as a set.

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.

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

1.5% is max. height difference 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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Group 34, Uprights Chain Wear (Stretch) - All Lift Chains

Lift chain stretch due to wear in the joints can be measured using a measuring tape or chain check ruler.

NOTE Hold the caliper square and use light pressure to squeeze the outer jaw tips against the fork shank. Take care not to accidentally alter the reading of the calipers.

When any section of the chain has worn and increased its original length by 3% or more, the chain must be replaced. When checking chain wear, always measure a segment of the chain that rolls over a sheave.

2. Check the fork blade area to the inside jaws of the caliper. 3. If the inside jaws fit over the fork in the blade area, wear exceeds allowable 10% wear and a new set of forks should be installed. Fork Hanger Wear and Carriage Fork Bar Wear

Inspect the fork hangers and carriage fork bar. Excessive wear can cause the fork to disengage the fork bars or reduce fork hanger life. Fork hanger

Carriage hook fork

•

If fork hangers are excessively worn, replace the forks as a set.

•

If carriage fork bar is excessively worn, replace the carriage. IMPORTANT Welding is not recommended for repairing forks or carriage. Replace the worn parts with new parts.

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

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.

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.

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Group 34, Uprights Chain length must be adjusted if: •

•

Inspect roller contact patterns on the rail sections. Roller contact patterns should be smooth and regular. In some applications, it may take up to 500 hours of operation to develop a roller contact pattern on the flange of the rail. In applications where heavy loads are common, a rail lubricant may be required to allow proper wear-in on the roller.

•

Check rails and carriage for wear due to undesirable contact between components. Such contact can be an indication of broken rollers, loose components, foreign objects or debris on the upright, or a broken weldment. If contact or rubbing exists, the condition must be corrected immediately. Rail and carriage weldments with damage should be replaced.

•

Tie bar areas should be free of foreign objects and debris. The roller area of the rail should be cleaned every 500-1000 hours in a normal application. In applications where excessive amounts of contaminants settle in the rail channels, cleaning may be required on 50-250 hour intervals. If excessive contamination exists, the rollers should be exposed and the bearing seal areas cleaned thoroughly. See Section 4 for carriage roller and upright roller removal and installation.

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.

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

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.

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Group 34, Uprights Carriage and Upright Rollers

Carriage and Upright Main Load Rollers

Carriage Thrust Rollers

Inspect the carriage and upright main load rollers for broken, loose, or rough bearings. Defective rollers should be replaced.

The carriage uses two types of thrust rollers. •

Shoulder

The external thrust roller runs along the outside flange of the inner rail to control lateral load on the carriage.

Roller shaft shims Bearing outer race

Indications of broken or damaged rollers include:

Thrust roller

• • • • •

Both types of thrust rollers should be checked for smooth rotation, seal integrity, radial bearing tightness, and a tight cap screw. A roller should turn smoothly without sticking and be grit free. Replace the roller if any defect is found. External thrust roller cap screws have a locking patch to prevent the cap screw from backing out. Repeated removal will deteriorate the ability of the patch to hold the cap screw. If the cap screw is backing out without holding, a new cap screw is recommended. The cap screw can also be cleaned and set using thread locking compound Loctite 271 (CLARK Part 1802302). The internal thrust rollers use a jam nut to ensure that the bearing remains secure. NOTE Some grease will purge from the bearings in the first 100-200 hours of operation. This is not necessarily a sign of a failed roller bearing seal. The external thrust rollers are not adjustable. The internal thrust roller adjusts using a locking cam on the mounting cap screw. See Section 4 for roller replacement and internal thrust roller adjustment procedures.

• •

Part of all of roller bearing missing Bearing outer race loose Scraping noise from the upright Scraping of carriage fork bar on inner rail (carriage rollers) Upright rail sections scraping together (upright rollers) Upright misstaging Excessive looseness of the rail section or carriage demonstrated by the following load test. NOTE Some grease will purge from the bearings in the first 100-200 hours of operation. This is not necessarily a sign of a failed roller bearing seal.

Load Test

A load test helps you to determine the amount of clearance between the moving upright parts. The upright requires some lateral movement between the interlocking rails and the carriage. But, too much or too little clearance can be the cause of binding and uneven operation.

WARNING

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Group 34, Uprights 1. Place a capacity load on the forks and secure it to the carriage.

2. Excessive lateral shift in the upright at, or near, full maximum fork height (MFH) 3. Irregular roller patterns on the rail.

CAUTION

Test load must be stacked stably, not extend beyond the pallet, and be secured on the pallet. Operate the truck only from within the operator’s compartment.

Signs of over shimming include: 1. Mis-staging or hanging up of the upright 2. Excessive wear in the rail web 3. Premature bearing failure.

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.

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).

Carefully observe the smoothness of operation, particularly in carriage play, and play between the rails. If any unusual movement, staging, or noise occurs during the test, correct the problem before returning the truck to service. Continue with the following roller shimming checks if too much play is evident in the carriage and rails in the load test. The troubleshooting guide may also help to identify specific problems with upright operation. Roller Side-Clearance

The carriage and upright rollers are shimmed between the inner race and the roller shaft shoulder to maintain minimal clearance between the side of the roller and the web of the adjacent rail. Shim adjustments help accommodate manufacturing tolerances and wear in the upright rail sections.

2. Apply a light, thin layer of grease to the roller contact area. 3. Lower the forks and pick up a capacity load. Raise and lower the upright several times. 4. Back out from the load and raise the carriage. Compare the impressions of the rollers on each side of the upright rails. The impressions should look the same on both sides. Look for signs of metal scoring or gouging which can indicate excessive pressure caused by damaged or misadjusted rollers. Carriage rollers, including side-thrust rollers, and all upright rollers can be checked by examining roll patterns. If irregular impressions result from the checks, perform the “Lift Cylinder Shimming Check” and the “Load Test” to further diagnose problems. See Section 4 for procedures to measure clearances and adjust carriage or upright rollers.

Cylinders Signs of loose shimming include: 1. Excessive lateral (side-to-side) movement in the upright rail sections

Use the Drift Test, presented under “Hydraulic Checks” below, for additional diagnosis of cylinder condition. See Section 5 for cylinder repair.

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Group 34, Uprights External Leakage (All Cylinders)

Internal Leakage on Primary Cylinder

To check for external leakage on the primary cylinder:

To check for internal leakage on the primary cylinder:

1. Clean the top of the gland and rod to remove any buildup of debris.

1. Lift the upright to maximum height then lower forks completely.

2. Check rod surface for defects or unusual wear.

2. Cycle the upright 5-10 times through the first 2/3 length of the primary stroke and lower forks completely.

•

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.

3. Slowly lift the carriage 305-610 mm (1-2 ft) into the secondary lift stage then lift to full extension. 4. If the carriage does not lift to full height, the problem is likely an internal leak and the cylinder should be overhauled. 5. If the carriage does lift to full height, but you still suspect an internal leak, repeat the procedure with a 40-70% capacity load. NOTE The primary cylinder normally has approximately 100 ml (3.4 oz) of hydraulic fluid on the rod side of the piston as a pre-charge. Use the Drift Test, presented under “Hydraulic Checks” below, for additional diagnosis of cylinder condition. See Section 5 for cylinder repair. Internal Leakage on Piston-Type Lift and Secondary Cylinders

To check for internal leakage in Standard lift and TSU secondary cylinders: 1. Lift the upright to MFH then lower forks completely.

•

The gland O-rings and backup ring are near-zero leakage seals. If, after cleaning the gland and tube, oil accumulates to form a run, the O-rings and backup ring should be replaced (see Section 5). External leakage from the barrel requires replacement of the barrel. NOTE The seals are installed with lubricant and a trace amount will be in the gland/tube interface area.

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.

2. Cycle the upright 5-10 times through the first 2/3 length of the lift cylinder stroke and lower forks completely. 3. Lift the upright to full MFH. Watch for the lift cylinder to increase lift speed. If you see an increase in lift speed, one or both of the lift cylinders have an internal leak and requires overhaul. If the upright does not increase lifting speed, but you still suspect an internal leak, repeat the procedure with a capacity load. If the upright does not extend to full MFH, the problem is likely an internal leak and the cylinder should be overhauled. Lift Cylinder Shimming

The lift cylinders on both standard uprights and TSUs bottom out at the end of the stroke to limit upright extension. The upright has dual lift cylinders and the cylinders’ extension length must be equal. If not, “racking,” or side-

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Group 34, Uprights 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:

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.

der 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. 2. Check all hoses and tubes for wear and damage. a. Hoses or tubes with scrapes or kinks should be replaced. b. Hoses with outer cover wear exposing the reinforcement braiding should be replaced.

Upright Drift 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 cylin-

Mark upright rails here

WARNING

Keep clear of load and carriage when making any checks or adjustments. Do not use the upright to climb; use an approved platform. 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.

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Group 34, Uprights 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. 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: •

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.

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 Bearings To check the Upright mounting: 1. Check for missing, broken, bent, or loose mounting fasteners. Replace any damaged parts. 2. Upright removed from truck and pull out pins. 3. Check for bushing hole diameter by venier calipers.

Grease nipple

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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.

WARNING

Use an approved safety platform to reach the upper areas of the upright. Never use the upright as a ladder.

Introduction Standard upright assemblies have two lift roller sets mounted on the rails, three lift roller sets mounted on the carriage, and two external thrust roller set mounted on the carriage. The triple-stage upright assemblies have four lift roller sets mounted on the rails, three lift roller sets mounted on the carriage, and thrust roller sets mounted on the carriage. (see the “Roller Side Clearance Chart” on next page.) Each carriage and upright lift roller is nested within its adjacent rail set. The front “face” of the lift roller handles front-to-back friction and play between the nesting segments of the upright assembly, the side “face” of the roller radius handles side-to-side friction and play. The rollers

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Group 34, Uprights are canted (tilted) to allow the side face to bear properly on the web.

tainty that the clearance is excessive, you perform the checks given below.

Rail flange wear can cause excess play between the lift rollers and the rail flange. The only way to correct this is to install oversize rollers-only one size of which is available. If oversize rollers were fitted previously, the only remedy for excessive front-to-back play is to replace the rail set. (carriage middle rollers are always standard-size rollers; see “Oversize Rollers” later in this Section for details on roller replacement.)

To correct excessive lift roller side clearance, you add shims as described later in this Section. To correct internal thrust roller clearance, you adjust thrust roller position as described later in this Section.

The gap between the roller “side” and the web of adjacent rail set affects the side-to-side motion of the uprightwhich should be as small as possible without causing the sliding segments to bind. The same is true of the internal thrust rollers. You check the performance effect of the lift roller side clearance and internal thrust roller clearance by means of the load test described in Section 3. To evaluate with cerRoller Side Clearance Chart Carriage

Roller Set #1 Roller Set #2 Roller Set #3

Inner Rail Set Roller Set #4 Roller Set #5 Intermediate Rail Set (TSU only) Roller Set #6 Roller Set #7 Outer Rail Set

Web Area Roller Set# Forming Gap

Gap at Mimimumm Span of Rail Set Allowedb (mm) (in) 0.5-1.25 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.

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Group 34, Uprights Roller Side Clearance Checks The same basic procedure is used for checking all the lift rollers. That general procedure is given in the subsection directly below. Special instructions for specific rollers follow that subsection. Follow those directions (in the subsection called “Directions for Checking Specific Rollers”) and you will be directed to general and specific information you need.

General Roller Side Clearance Checking Procedure For each roller set, you need to measure the gap between the outside face of a roller and its adjacent nesting rail. In general, the lift roller side clearance check procedure is as follows: 1. With the spanner tool, find and mark the narrowest and widest spans in each rail set at the roller-contact areas in the rail webs: •

Inner Rail Set-Mark narrowest and widest spans for both the front and back web areas.

•

Outer and Intermediate Rail Sets-Mark narrowest and widest spans for the back web area only.

2. Position the carriage or rails so that the roller set you want to check is at the mark for the narrowest span on the adjacent nesting rail set.

Narrowest span

Widest span

Example of Aligning Roller Set with Widest and Narrowest Spans Marked on Adjacent Rail Set. Rail sets are shown separated for clarity. 3. Clamp the rails together opposite the roller you intend to check. Use wooden shim blocks to protect the rails. Place clamp as close to roller as possible. Torque clamp to 25 N m (20 ft-lb).

Back Area

Web

4. Measure the gap with a feeler gauge. Make sure roller is tight against its shoulder. Write down the result.

Front Area

Web Areas on Typical Rail Set

Gap Measure here.

5. Repeats steps 2 through 4 for the widest span marked on the rail set. Spanner Tool. CLARK Part #180109

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Group 34, Uprights 6. If the clearance at the widest rail set span is more than 2.25 mm (0.09 in), the roller set needs shimming. If the clearance at the narrowest rail set span is more than 1.0 mm (0.04 in), the roller set should be shimmed; however, it is OK for the middle carriage roller gap to be up to 1.5 mm (0.06 in). 7. Repeat entire procedure for each roller set, following the instructions in “Directions for Checking Specific Rollers” below.

Top Carriage Rollers and Internal Thrust Rollers

1. Move the top carriage lift roller to the narrowest span on the inner rails set. 2. Clamp rail to one side as in general procedures. Check clearance of lift roller on clamped side. Measure gap here (step2).

Measure gap here (step3).

Directions for Checking Specific Rollers Use these directions to supplement the general procedures given above. Carriage Rollers Bottom Carriage Rollers

Follow the general procedure above. Middle Carriage Rollers

The middle rollers are difficult to access and require the following special procedures. 1. Raise the carriage until the middle rollers are at the top of the inner rails. 2. Measure roller side clearance at the top of the inner rails. Note measurement here: _____________________. If gap is less than 1.5 mm (0.06 in), shimming is not required. If gap is more than 1.5 mm (0.06 in), check clearance at narrowest span by comparison with the top of the rail set as follows: a. With spanner tool, measure span of inner rail set at top of the front web area. Note measurement here: _____________________. b. With spanner tool, measure span of inner rail set at narrowest span of front web area. Note measurement here: _____________________. c. Subtract measurement in step b from measurement in step a, Write result here: b-a= _____________________. If the calculated gap is less than or equal to the gap measured in step 2, the roller set does not require shimming. Otherwise, the roller set should be shimmed.

Contact the web and cause the lift roller to stand off from the web by .01 to 1 mm (0.001-0.03 in). 3. Check clearance on lift roller opposite clamped side as in the general procedures. If clearance is greater than 1.25 mm (0.05 in), the roller set should be shimmed. 4. Move clamp to opposite side and check clearance on clamped side as in step 2 directly above. Gap should be 0.01-1.0 mm (0.001-0.03 in). 5. Move the top carriage lift roller to the widest span on the inner rail set and check clearance as in general procedures. Upright Rollers

1. Remove the carriage as described in Section 7 of this Group. 2. Fully extend the upright making sure carriage hoses and chains are secured out of the way to prevent damage.

WARNING

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Group 34, Uprights Never attempt to move or align the rails by hand. Use a prybar. • Use an approved safety platform to reach the upper areas of the upright. Never use the upright as a ladder. Failure to follow these warnings can result in serious injury.

Lift Roller Shimming

•

3. Follow the “General Roller Side Clearance Checking Procedure” given earlier in this Section. The clamping procedure is as illustrated below.

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).

Oversize Rollers 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.

•

Clean and inspect roller bearings, shims, and shafts.

•

Replace any defective parts.

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.

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Group 34, Uprights 4. Use a straight bar to determine the number of shims to add to the middle roller shaft as shown in the following illustration. This shimming may be asymmetric, meaning the numbers of shims do not have to match those of the top and bottom rollers.

-0.25 to +0.25 mm (-0.01 to +0.01 in) gap

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.

WARNING

6. Disconnect the flow control valve manifold from the upright bracket.

Use an approved safety platform. Never use the upright as a ladder.

CAUTION

Valve

The carriage should be removed for shimming or when any service is performed on the upright. See Section 8, for removal and replacement procedures.

Cap screw (2ea)

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Group 34, Uprights 7. Secure the cylinder to prevent its falling and disconnect the cylinder rod retaining bolts.

Roller Removal, Shimming, and Replacement

To add shims to, or replace the rollers: 1. Use a puller to remove the rollers from the posts. Or, gently pry the rollers off the posts. Pry at different points around the bearing to work it off. Do not damage the bearing seals on the backside of the roller. 2. Inspect all roller components when removed:

NOTE For 4-hose adapters, you must disconnect the hose sheave and bracket. This is not necessary for 2-hose adapters. 8. Move the sheave with the hoses and any other connected components out of the way. 9. Disconnect the rail cylinders by raising the rails to free the cylinder rod ends from the tie bar. Tilt the cylinders inward and secure out of the way of the tie bars. 10. Lower the assembly completely to expose the rollers. The lower roller set of the inner rail and upper roller set of the outer rail on standard and triple-stage uprights are now exposed for shim adjustment.

a. Clean and inspect the rollers, shims, and roller shafts. b. Bearings should be in good condition and allow the roller to spin smoothly with a true rotation. c. Clean rail sections and add lubricant if necessary. d. Replace any worn or damaged component. 3. If the clearance check indicated an even number of shims needed, split the number evenly between the rollers on either side of the upright. 4. If the clearance check indicated an odd number of shims needed, keep the odd number to the same side on all rails of the upright. If three shims are needed, for example, add one to the rollers on the left side. Add the other two on the rollers on the right side. 5. Reposition the rollers onto the roller shaft and use a plastic or hard-rubber mallet to gently tap the roller. Seat the roller evenly by continuing to tap gently until it is fully seated and snug against the added shims.

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Group 34, Uprights Upright Reassembly

The following steps detail the procedures for reassembling the upright.

3. Reconnect the cylinder rod retaining bolts. Torque rod retaining bolts to [WT[\ N m (ZWTZZ ft-lb).

WARNING

The upright can move unexpectedly: •

Keep your arms and fingers away from moving parts of the upright.

•

Do not reach through open areas of the upright.

•

Never attempt to move or align the rails by hand. Use a prybar.

Failure to follow these warnings can result in serious injury. 1. Connect the lifting strap to the inner rail on standard uprights or intermediate rails on triple-stage uprights and raise the rails just high enough to clear the lift cylinders. Use a prybar to guide the rails and allow the rollers to reenter the rail channel.

4. Reconnect the load lowering flow valve to the upright bracket. Torque nuts to 20-25 N m (14.8-18.5 ft-lb).

Valve

Cap screw (2ea)

2. Reposition the rail cylinders and slowly and carefully lower the rails to seat the rod end into the mounting.

5. Jack up the truck only enough to remove the blocking and slowly lower the truck so that its full weight is on the floor. 6. Replace the carriage and forks. 7. Test the upright lift and tilt functions; make sure all upright components work correctly and smoothly. Check for overshimming as described in the next subsection. Repeat the load test to make sure the upright works correctly under load. When you are sure all components are operating correctly, perform the chain adjustment checks in Section 3 before returning the truck to service.

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Group 34, Uprights Overshimming Use these steps to check for overshimming: 1. With the forks removed, lift the upright to maximum fork height. 2. Slowly lower the upright. •

The carriage should not bind or hang up at any point along the rails.

•

If the carriage binds or hangs up, and the rails are not clogged with grease or debris, the carriage requires reshimming. See “Troubleshooting” for other mis-staging problems.

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Group 34, Uprights

Section 5 Cylinder Removal, Shimming, Overhaul, and Replacement Cylinder Types

2. Attach a hoisting strap to the tie bar of the inner rail or intermediate rail tie bar of TSU.

Standard uprights use two lift cylinders. Triple stage uprights use three cylinders, one primary cylinder, and two secondary cylinders. Primary cylinder used on triplestage uprights (TSU) are piston cylinder. The lift and secondary cylinders used on standard, Hi-Lo, TSU are piston cylinders or ram type cylinders. IMPORTANT Before removing any component for overhaul, make sure the correct repair parts, seals, and gasket sets are available.

Upright Type <C40-50s> STD pneu TSU pneu FFL pneu <C55s> STD pneu TSU pneu FFL pneu

Upright Number

Cylinder Type

S4501 T4501 F4501

Piston-type Lift Cylinder Piston-type Secondary Cylinder Ram-type Secondary Cylinder

S5002 T5002

Piston-Type Lift Cylinder Piston-Type Secondary Cylinder Ram-type Secondary Cylinder

CAUTION

Make sure hoisting equipment is of adequate capacity and in good working order. 3. Remove the cylinder rod retaining bolt.

F5002

CAUTION

To remove, or partially remove, the cylinders from the upright for shimming or overhaul, start with the truck in a safe position: • Ignition off • Parking brake applied • Directional lever in neutral

4. Slowly lift the inner (or intermediate) rails off the top of the cylinder to expose the cylinder rod top.

• Forks lowered completely • Wheels blocked.

CAUTION

Block rail in up position.

Lift Cylinder Shimming Procedure To shim the lift cylinders to correct unequal cylinder stroke:

5. Insert shim(s) over rod end of cylinder with the shorter stroke to compensate for unequal stroke length.

1. Fully lower upright until both lift cylinders are collapsed.

6. Slowly lower the inner or intermediate rail back onto the rod ends.

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Group 34, Uprights

WARNING

4. Remove the pins, draw the chain through the sheave, and drape the chain over the carriage.

Do not try to maneuver the cylinder or rails with your hands. Use a prybar. 7. Replace cylinder rod retaining bolt to secure rod end into inner or intermediate rail mounting hole. Torque the cylinder rod retaining bolts to 20-25 N m (14.818.5 ft-lb). 8. Repeat the racking test and adjustment until no racking is evident during upright lift extension. 9. Check all upright functions before returning the truck to service.

Primary Cylinder Removal and Replacement (TSU)

{z|G|

mmsG|

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. ΄ΟΒΡ͑ΣΚΟΘ

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. 2. Disconnect and cap the hydraulic line at the base of the cylinder.

6. Disconnect cylinder mounting bolts and cylinder base mounting bolts.

Load lowering flow valve

Primary cylinder

3. Remove and discard cotter pins from chain anchor bolt pins on the cylinder. Use these steps in reverse to replace the cylinder. Check Group 40 for hydraulic fitting tightening procedures.

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Group 34, Uprights Lift and Secondary Cylinder Removal and Replacement Only piston-type lift and secondary cylinders must be removed from the upright for overhaul. The cylinder gland and rod can be removed for overhaul while leaving the cylinder tube mounted on the truck. 1. Make sure the cylinders are completely collapsed and pressure is released. 2. Tilt the upright to as near vertical as possible. 3. Using a hoist and lifting strap of adequate capacities, lift the carriage to access the hydraulic lines at the base of the cylinders. 7. Disconnect the cylinder rod retaining bolts.

CAUTION

Make sure hoisting equipment is of adequate capacity and in good working order. 4. Disconnect and cap the hydraulic line from the base of each cylinder. Remove the mounting bolts from the manifold block.

Secondary cylinder

8. Remove the cylinders by raising the inner rail (and intermediate rail on the triple stage upright) to free the cylinder rod ends from the tie bar. 9. Remove any shims and note number and location. Regulator valve

Load lowering flow valve

10. Lift the cylinders off the base mount. Use these steps in reverse to replace the cylinders. Torque the cylinder rod retaining bolts to 40-45 N m (30-33 ft-lb).

Cylinder Overhaul 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.

Use these steps to overhaul the primary and lift and secondary (TSU) cylinders. NOTE During overhaul, set rod or cylinder on a work bench with adequate support for safe and convenient disassembly. Two sets of 4x4 in (100x100 mm) “V”-notched blocks are helpful; one set for the cylinder barrel and one set for the piston rod. The blocks prevent nicks and scratches from harming the piston or rod.

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Group 34, Uprights Cylinder Disassembly •

To overhaul the primary cylinder, it is not necessary to remove the cylinder from the upright. Instead, free the rod end of the cylinder as explained in “Cylinder Removal.”

•

To overhaul piston-type cylinders, you should remove the cylinders from the upright as explained in “Cylinder Removal.” The cylinders have seals on the piston, and the rods must be removed for seal replacement.

1. Clean the rod-end and gland thoroughly to prevent contamination from falling into the cylinder during disassembly. 2. With a blunt punch or chisel, bend the lock ring out of the locking grooves of the gland. 3. Use a spanner wrench to remove the gland. Reuse the lock ring if undamaged. 4. Carefully lift the rod out of the cylinder and place in a clean area. 5. Inspect the tube and tube end for damage and cover the cylinder tube end to prevent contamination. 6. Remove all rings and seals from the piston and the gland.

a. Remove the check valve from the piston for inspection and cleaning by removing the snap ring from the piston bore.

Check Valve. Arrow shows direction of flow b. Use a blunt hook to pop the check valve out. IMPORTANT Use extreme care that you do not make nicks and burrs on the interior surface area of the cap or cylinder or the piston.

Parts Inspection and Service 1. Clean all parts completely in a suitable solvent. Dry all parts with a soft clean cloth. 2. Inspect cylinder barrel and bore for cracks, pining, scoring, or other irregularities that may require replacement of the barrel. 3. Inspect the piston and rod for nicks, scratches, scoring, or other defects that may demand new parts.

Dust Wiper

Rod

4. Check all gland and piston seal grooves for nicks, burrs, and scratches that can damage seals during reinstallation.

Piston

5. Inspect and clean the check valves.

Wear Ring Rod(U-cup) Seal Gland

6. Inspect all seals, including the check valve O-ring.

Wear Ring Piston Seal O-Ring

Wear Ring

O-Ring

Check Valve O-Ring

Spacer

Washer Snap Ring

Rod

7. For piston-type cylinders:

NOTE Minute imperfections inside the cylinder barrel or on the piston or rod may be improved for acceptable use by careful honing. However, removal of material that produces a notch, groove, or out-of-roundness may cause excessive leakage during operation and a shortened life. 7. Use new parts as necessary. Always use the Packing Kit listed in the parts manual. New kits include all the seals, wiper rings, wear rings and O-rings necessary for the particular cylinder.

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Group 34, Uprights Cylinder Reassembly Piston Seal

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 rod seal (groove toward bottom of cylinder), rod wiper, and O-ring and back-up ring on the gland. O-Ring Bushing Back-Up Ring

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.

Rod Seal Dust Wiper

6. For primary cylinders, add 3.4 oz (100 ml) of hydraulic oil into the cylinder on the rod side of the piston.

NOTE O-rings should be carefully installed to eliminate cuts or twisting. 3. Replace the piston seals: a. Primary cylinder pistons require a piston seal and wear ring. Install the piston seal from the top of the rod. Use a ring compressor to compress the piston seal. This prevents damage to the seal during reassembly.

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 843 N m (622 ft-lb).

•

On lift and secondary cylinders, tighten the gland nut to 588 N m (434 ft-lb).

Wear Ring Check Valve Piston Seal

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.

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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.

TSU and FFL Primary Cylinder

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Group 34, Uprights

FFL Secondary Cylinder

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Group 34, Uprights

Section 6 Upright Chain Inspection, Adjustment, and Replacement

Chain Configuration-Standard Uprights

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Group 34, Uprights

Detail B Inner rail

Inner rail

Outer rail

Lower roller

Detail A Primary cylinder

Chain Configuration-Triple Stage Uprights

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Group 34, Uprights

Chain Configuration - FFL Uprights

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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,

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

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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.

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.

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).

If lubrication does not loosen a tight joint, the chain may have corrosion and rust problems or bent pins and must be replaced. See Section 3 for detailed chain stretch, length, and tensions checks.

Chain Length Adjustments

WARNING

An upright or carriage can move unexpectedly: • Do not walk or stand under raised forks • Keep clear of load and carriage when making any check or adjustment • Keep your arms and fingers away from moving parts of the upright. • Block the carriage or upright when working with the components in a raised position. • Do not reach through open areas of the upright. • Never attempt to move or align the rails by hand. Use a prybar. Failure to follow these warnings can result in serious injury.

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Group 34, Uprights Standard Upright Chain Length Adjustment To adjust chain length on the standard upright use the following illustration and procedures: 1. Fork-to-ground clearance: a. Set the upright to vertical position. b. Break the jam nuts loose on the chain anchors.

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 (Nut) Jam Nut

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.

To carriage

c. Turn the chain adjustment nuts until clearance between forks and ground is 10-20 mm (0.400.80 in). IMPORTANT For all chain anchor adjustments: • Threaded chain anchors must be left free to pivot in mounting hole. • Anchor cotter pin heads must be to the inside of the upright. • Torque jam nuts to adjustment nuts to 340380 N m (249-279 ft-lb). • Make sure chain anchors are secured so that no twist is evident in the chains. 2. Carriage roller position: a. Raise carriage about 1 m (3.2 ft) and smear a bead of grease on the bottom 75 mm (3 in) inner rail in the area of the roller pattern. b. Tilt upright fully back and completely lower. c. Raise carriage about 1 m (3.2 ft) and measure the distance from where the center of the bottom carriage roller stopped to the bottom edge of the inner rail. Distance should not be less than 20 mm (0.80 in) or chain length adjustment is required.

Triple-Stage Upright Chain Length Adjustments Triple-stage uprights use two chain sets; one set for carriage lift and one set for rail lift. Adjustment anchors for the lift cylinder stage are located at the back of the outer rail. Adjustment anchors for the primary lift stage are behind the primary cylinder. Carriage chain anchors are not intended for adjustment. For TSU inner rail lift chains, chain length must be adjusted if the difference between the bottom of the inner rail and the outer rail is greater than 10 mm (0.40 in). For the TSU primary cylinders lift chain, the chain length must be adjusted if: •

The fork-to-ground clearance is less than 5 mm (0.20 in) or more than 25 mm (1.0 in) when the upright is vertical.

•

The center of the bottom carriage roller comes within 20 mm (.80 in) of the bottom edge of the inner rail.

•

The carriage safety stop hits the inner rail stop at full lift height.

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Group 34, Uprights To adjust the cylinder lift chains on a TSU use the following illustration and procedures:

IMPORTANT For all chain anchor adjustments: • Threaded chain anchors must be left free to pivot in mounting hole. • Anchor cotter pin heads must be to the inside of the upright. • Torque jam nuts to adjustment nuts to 340380 N m (249-279 ft-lb). • 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 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.

Adjust chain length here

To Carriage

1. Fork-to-ground clearance: a. Set the upright to vertical position. b. Break the jam nuts loose on the chain anchors. c. Turn the chain adjustment nuts until clearance between forks and ground is 10-20 mm (0.400.80 in).

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.

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Group 34, Uprights Chain Lubrication Like all bearing surfaces, the precision-manufactured, hardened-steel, joint-wearing surfaces of leaf chain require a film of oil between all mating parts to prevent accelerated wear. Maintaining a lubricant film on all chain surfaces will:

Failure to follow these warnings can result in serious injury. See “Lifting, Jacking, and Blocking” for safe blocking procedures.

General Guidelines •

Chain Movement - Make sure that the chain operating path is clear and that the chain articulates freely through its full range of operation.

•

Lubrication - Assure that the chain is well lubricated with the heaviest oil that will penetrate the void between the link plate apertures and the pins.

•

Minimize joint wear.

•

Improve corrosion resistance.

•

Reduce the possibility of pin turning.

•

Minimize tight joints.

•

Promote smooth, quiet chain action.

•

Lower chain tension by reducing internal friction in the chain system.

Paint - Make sure the chain does not get painted over at any time.

•

Protection - Where necessary, as a protection from atmosphere or sliding wear, the chain may be covered with a layer of grease. It should be noted, however, that the grease will have to be removed at a later date for chain inspection and relubrication.

•

Chain Mountings - Double check to be sure all chain fastening devices are secured and all adjustments have been made to assure uniform loading of multiple chain applications. Check chain anchors and pins for wear, breakage, and misalignment. Damaged anchors and pins should be replaced.

•

Sheaves - Sheaves with badly worn flanges and outside diameter should be replaced. This wear may be due to chain misalignment or frozen bearings.

Laboratory wear tests show #40 oil to have greater ability to prevent wear than #10 oil. Generally, the heaviest (highest viscosity) oil that will penetrate the joint is best. Whatever method is used, the oil must penetrate the chain joint to prevent wear. Applying oil to external surfaces will prevent rust, but oil must flow into the live bearing surfaces for maximum wear life. To prepare the chain for oiling, the leaf chain plates should be brushed with a stiff brush or wire brush to clear the space between the plates so that oil may penetrate the live bearing area. Oil may be applied with a narrow paint brush or directly poured on. Chain should be well flooded to be sure the oil penetrates the joint. In locations difficult to reach, it may be necessary to use a good quality oil under pressure such as an aerosol can or pump pressure spray.

Chain Removal and Replacement

WARNING

The procedures for removing and replacing chain sets involve hoisting and blocking components.

Lift Chains (Standard and TSU) To remove and replace the lift cylinder and/or carriage chain set on standard and triple-stage uprights (TSU): 1. Attach a hoist strap on the carriage of the standard upright or inner rail of the TSU. 2. Lift the carriage or inner rail slightly to create slack in the chains. Block the carriage or inner rail up for safety.

• Do not walk or stand under raised forks. • Keep your arms and fingers away from moving parts of the upright. • Do not reach through open areas of the upright.

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Group 34, Uprights 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) 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.

Anchor pin

{z|G

mmsG

3. Remove the chain anchor pins from the back of the carriage. Lift Chain Removal from Carriage (standard upright)

Anchor pin

Lower rail to floor

Triple-Stage Upright Lift Chain Removal from Inner Rail NOTE If a hose adapter assembly is used, the chain sheaves must be loosened and removed to prevent the hoses from stretching when the inner rails of the TSU are lowered to access the chain anchor pins.

4. Use these steps in reverse to replace the primary cylinder/carriage chain. Perform the chain length adjustment and chain tension check before returning the truck to service.

5. Use the steps in reverse order to replace the lift chain set.

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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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Group 34, Uprights

Section 7 Fork and Carriage Removal and Replacement

CAUTION

3. Lift tip of each fork and put parret under the fork arm near the heel.

CAUTION

Forks weight 63-227 kg (140-500 lbs) each. Take care when lifting.

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Fork Removal NOTE Forks do not need to be removed to remove the carriage. 1. Release the fok latch.

Blocking the Fork 4. Disassemble the carriage stopper bar and the fork shaft.

CAUTION

Forks are not stable sitting free in upright position. Use care when working around the forks. Latch Operation 2. Move each fork to the notch on the bottom of the lower carriage cross bar.

5. Back the truck away from the forks.

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. Notch

3. Arrange the fork and the carriage in position.

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Group 34, Uprights 4. Assemble the shaft between carriage and fork, and then lock them with stopper. 5. Check fork pins when repositioning forks to upper carriage fork notches.

Carriage Removal The carriage should be removed for shimming or when any service procedure is performed on the upright.

WARNING

The procedures for checking, maintaining, and adjusting uprights, carriages, and forks involve movement of the components. • Do not walk or stand under raised forks. • Keep clear of load and carriage when making any check or adjustment. • Keep your arms and fingers away from moving parts of the upright.

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.

• 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.

Remove hose sheave using these bolts

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Group 34, Uprights 6. Disconnect the carriage chains at the base of the carriage. Pull chains back off primary cylinder sheave.

10. Remove steer wheel blocks. Release the parking brake and slowly back the truck away from the carriage. 11. Lower the upright rails until both of the secondary cylinders are completely collapsed.

Anchor Pin

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. 7. For carriage auxiliary components, disconnect hoses (2- or 4-hose assemblies) from carriage. Remove the bolts and strap fixture also.

Remove hose fittings here

•

Cap all lines to prevent leaks.

•

Label all lines and fittings for correct reassembly.

3. Raise the upright until the inner rail is high enough to clear the upper carriage rollers. 4. Tilt the upright until it is at the same angle as the carriage assembly. 5. Now slowly move the truck forward until the inner rail is centered over the carriage rollers.

8. Elevate the primary cylinder to its maximum height. Be sure all hoses and loose parts are secured out of the way to prevent damage. 9. Continue elevating the upright until the inner rail clears the carriage.

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Group 34, Uprights

WARNING

Never attempt to move or align the carriage or bearings by hand. Use a pry bar.

10. Reconnect the hoses and mounting strap to the carriage auxiliary component if the carriage is so equipped.

6. Lower the upright until the inner rail clears all of the carriage rollers.

Remove hose fittings here

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.

Anchor Pin

•

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.

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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

Tilt cylinder mount

Drive axle Bearing Pin

Typical Upright Installation

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Group 34, Uprights Upright Removal The following procedures are for uprights with carriage and forks, or auxiliary components removed. See Section 7, “Fork and Carriage Removal and Replacement,” for instructions on removing the forks and carriage.

2. Disconnect and cap hydraulic line at the load-lowering flow valve. Secure the hose out of the way of the upright.

WARNING

The upright assembly is heavy. Use only hoists with enough capacity to lift the entire assembly. Keep clear of the assembly as it is being hoisted and set down. Keep hands and feet away from the assembly. Use prybars to move the assembly into position for reattachment. 1. Attach a hoist and strap of adequate capacity to the upright as shown below. Tension the hoist so that the upright cannot fall when upright mounting pins and tilt cylinder pins are removed.

Disconnect and cap line from main hydraulic control valve.

NOTE For two-hose adapter assemblies, the hydraulic lines to the upright must also be disconnected and capped.

o G G

zpT[_\[X

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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.

4. Remove pin fix bolts and lift upright off frame. See illustration on page 1. 5. Slowly set upright down on the floor, 100 x 100 mm (4 x 4 in) blocking, or sturdy pallets set end-to-end.

WARNING

Use prybars to move the assembly into position for reattachment. 2. Match the position of mounting pin to the drive axle. Install the lock pin bolts and tighten them with Torque to 170-190 N m(125-140ft lb).

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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.

o G G

4. Attach hydraulic lines to the upright flow control valve: zpT[_\[X

Reconnect hose adapter lines here.

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.

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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

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Group 38, Counterweight and Chassis

Section 1 Counterweight Specifications and Description Specifications Counterweight weights : C40L : 1,865 kg (4,112 lbs) C45L : 2,240 kg (4,838 lbs) C50sL : 2,590 kg (5,710 lbs) C55sL : 3,000 kg (6,614 lbs)

Fastener Torques Counterweight Mounting Bolt : 392-490 N⋅m (289-361 ft⋅lb)

General Maintenance The counterweight must be maintained in good condition and securely attached to the lift truck. Because of its heavy weight and bulky mass, the counterweight must be carefully supported and handled. When removed from the truck, store at floor level in a stable position to be sure it will not fall or tip, causing damage or injury.

Description The counterweight is a solid, cast-iron piece mounted to the back of the lift truck to counter-balance the loads placed on the upright at the front of the truck. The weight must be great enough to counteract forward tipping when lifting or stopping with a capacity load. The weight of the counterweight is determined by the lifting capacity of the truck. The counterweight is cast with mounting niches molded in. The niches fit the truck frame mounting and allow the counterweight to “hang” on the truck frame bracket. Large, hard steel bolts hold the counterweight to the frame and prevent the counterweight from being dismounted accidentally.

WARNING

The counterweight is extremely heavy. Do not remove the counterweight unless you have training and are familiar with the correct procedures. Counterweights can fall if not handled correctly and can cause severe injury or death. Keep your hands, feet, and body clear of the counterweight at all times. Hoisting equipment must be capable of handling the weight of the counterweight when removing or replacing. Make sure your hoist is of adequate capacity to handle the weight.

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Group 38, Counterweight and Chassis

Section 2 Counterweight Removal and Replacement

CAUTION

WARNING

Observe proper, safe lifting practices when lifting counterweight onto or off truck. Counterweight should only be lifted by appropriately-sized eye bolts installed through both top lifting holes. Use only overhead lifting equipment having a safe lifting capacity in excess of that of the counterweight.

Counterweight Removal 1. Install eye bolts into the counterweight. Eyebolts must be able to lift 1888-3040 kg (4162-6702 lb) depending on truck model (see illustration next page). 2. Using an overhead hoist with sufficient lifting capacity, chain the eyebolts to the hoist ; slowly hoist chains until slack is removed. 3. Remove the tow bar and the counterweight anchor bolt(s).

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.

WARNING

During mounting, always use prybars for location adjustments. Do not place any part of your body between the counterweight and truck. 3. Make sure that the bolt holes in the counterweight align properly with the mating holes in the frame. 4. Inspect the counterweight mounting bolts to make sure they are in good condition before re-installing. Use only CKARK replacement parts. Torque the mounting bolts to 441-490 N⋅m (325-362 lbf⋅ft). 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.

4. Slowly lift the counterweight from the truck frame.

WARNING

Stand clear of the counterweight as it is being hoisted, moved, or mounted.

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Group 38, Counterweight and Chassis

Counterweight Installation

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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:

Removal 1. Remove plug at cowl and headlight wire. 2. Remove seat deck with driver seat.

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

3. Release parking brake.

2. Put upright in vertical position and fully lower the forks or attachment.

5. Secure overhead guard safely using a hoist and remove bolts.

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Overhead Guard / Operator’s Cell Removal and Replacement

4. Remove floor plates.

Replacement 1. Set cell into place on the truck chassis using an overhead hoist. 2. Replace the four mounting bolts and nuts.

Torque: 70-80 N·m (52-59 lbf·ft)

Torque: 170-190 N·m (125-140 lbf·ft)

3. Assemble parking brake and driver’s deck. 4. Assemble floor plate. 5. Connect each wire. 6. Reconnect the air induction tubing to the cell leg. 7. Reconnect all wiring for cell-mounted lights or other electrical devices according to the labels made during removal.

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Group 38, Counterweight and Chassis

Section 4 Floorboard, Cowls, and Seat Deck Removal and Replacement

CAUTION

SAFE PARKING. Before working on truck:

5. Release bolts securing floor plates and remove the floor plates.

1. Park truck on a hard, level, and solid surface, such as a concrete floor with no gaps or breaks.

6. Place floor plate guard on the hole securing floor plates for floor plate installation.

2. Put upright in vertical position and fully lower the forks or attachment.

8. Align and fasten the tilt cylinder cover installed on cowl surface and middle floor plate to the hole.

7. Fasten floor plate mounting bolts loosely.

3. Put all controls in neutral. Turn key switch OFF and remove key. 4. Apply the parking brake and block the wheels.

Floor Plate / Seat Deck Removal and Replacement 1. Remove rubber mat from floor plate. 2. Remove tilt cylinder cover. 3. Remove seat deck.

9. Fasten loose bolt to torque 20-25N.m(14.7-18.4lb.ft). 10. Install parking lever bracket to rear floor plate and fasten control lever cover to 6-7N.m(4.4-5.2lb.ft). 11. Install driver deck.

4. Remove and tilt parking brake bracket.

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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 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.

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. 2

1 3 5

Truck Data and Capacity Plate

2. Truck serial number — An identification number assigned to this particular truck and should be used when requesting information or ordering service parts for this truck from your authorized CLARK dealer. The serial number is also stamped on the frame. 3. Attachment description (if any installed) — The user must see that the truck is marked to identify the attachment(s), including the weight of the truck/ attachment combination and truck capacity with the attachment.

2 3

4. Truck weight — The approximate weight of the truck without a load on the forks. This weight plus

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Group 40, Specifications Operator Safety Warning Plate

General Safety Decal

The Operator Safety Warning Plate describes basic, safe operating procedures that should be used when operating the truck.

The General Safety Decal depicts important points about truck operation and warns operators about truck safety hazards. The General Safety Decal is meant as a reminder for operators and is placed where operators can review the points daily as they conduct a visual inspection and prepare the truck for work.

WARNING BEFORE OPERATING lift truck, operator must: • Be trained and authorized. • Read and understand operator's manual. • Not operate a faulty lift truck. • Not repair lift truck unless trained and authorized. • Have the overhead guard and load backrest extension in place. DURING OPERATION, lift truck operator must: • Wear a seat belt. • Keep entire body inside truck cab. • Never carry passengers or lift people. • Keep truck away from people and obstructions. • Travel with lift mechanism as low as possible. and tilted back. TO PARK lift truck, operator must: • Completely lower forks or attachments. • Shift into neutral. • Turn off key. • Set parking brake. Clark Material Handling Co.

Sit Down Rider

WARNING Read the manual

Buckle up!

Apply brake when leaving truck

Watch Out For Other People

Most lift truck INJURIES are to other people near the lift truck.

Prevent Overturns!

2798233

AVOID :

IMPORTANT Safety and warning decals are placed in conspicuous locations on the truck to remind operators of essential procedures or to prevent them from making an error that could damage the truck or possibly cause personal injury. Safety and warning decals should be replaced immediately if missing or defaced (damaged or illegible).

• slippery, sloping, or uneven surfaces • loads over capacity on nameplate • unstable or high loads • low tire pressure • poorly maintained lift truck • fast or sharp turns

In Case of Tip-Over: Don't jump

Hold on tight

Brace feet Lean away

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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.

IMPORTANT The Engine Coolant Fan, on all internal combustion engines, can cause extensive injury and bodily harm. Keep hands, arms and clothing away from a spinning fan. Also, don’t stand in line with a spinning fan.

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Group 40, Specifications

Section 2 General Specifications

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Group 40, Specifications Weights and Performance Specifications Capacities For standard trucks. Models C40

At 500mm Load Center 4000 kg

At 20 in Load Center 8810 lb

C45

4500 kg

9920 lb

C50s

5000 kg

11020 lb

C55s

5500 kg

12120 lb

Note : Rated capacity applies when using standard upright : 3000mm [118 inches] for C40-50s, 2800mm [110 inches] for C55s pneumatic tire.

Truck Weights and Axle Weights Weights for standard trucks with standard uprights. Models

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)

C40L

PSI 4X

9,833 (21,678)

5,833 (12,859)

8,749 (19,288)

2,548 (5,617)

3,285 (7,242)

C45L

PSI 4X

10,879 (23,984)

6,379 (14,063)

9,690 (21,362)

2,714 (5,983)

3,665 (8,080)

C50sL

PSI 4X

11,977 (26,404)

6,977 (15,381)

10,701 (23,591)

3,087 (6,805)

3,890 (8,576)

C55sL

PSI 4X

12,917 (28,477)

7,417 (16,351)

11,487 (25,324)

3,112 (6,860)

4,458 (9,828)

Note : Refer to the truck data plate for exact service and axle weights.

Maximum Gradeability At stall in forward with standard upright on surface of 0.6 friction coefficient. With load (%) Pneumatic tire type LPG C40L C45L C50sL C55sL

(PSI 4X) 46.3 43.6 38.9 35.6

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.

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Group 40, Specifications Drawbar Pull (MAX.)

Critical Fastener Torque Specifications

With standard upright and standard transmission. with load - kg (lbs) (PSI 4X) Pneumatic tire type LPG C40 C45 C50s C55s

3,948 (8,703) 4,177 (9,208) 4,183 (9,221) 4,182 (9,219)

Turning Radius (outside) For standard transmission truck. mm 2,843 2,878

C40 C45 C50s

3,032 3,071

C55s

in 111.9 113.3 119.4 120.9

Engine Mounting Bolts Transmission to Engine Bolts Transmission Mounting Bolts Torque Converter to Drive Plate Bolts Drive Axle to Frame Mounting Bolts Drive wheel Lug nut Steer Axle Mounting Bolts Steer Wheel Lug Nuts Steering Handwheel Retaining Nut Tilt Cylinder Yoke Clamp Bolts Tilt Cylinder Pin Retainer Bolts: Front Rear Counterweight Mounting Bolts (Bottom) Overhead Guard Mounting Bolts Front Rear Upright Trunnion Mounting Bolts

Tightening Torque. Dry N m ft lb 40-50 30-33 60-65 44-48 220 162 30-35

22-25

800-900 590-664 340-380 167-196 343-392 35-45 170-190

251-280 123-145 253-289 25-33 125-140

40-45 45-45

30-33 30-33

441-490 325-361 70-80 51-59 170-190 125-140 170-190 123-137

Travel Speeds Maximum speeds with standard upright and standard transmission. with load km/h(MPh) Pneumatic tire type LPG C40

(PSI 4X) 20.4 (12.7)

C45

19.3 (12.0)

C50s

19.1 (11.9)

C55s

19.0 (11.8)

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Group 40, Specifications Group Specifications

Fan Drive Belt: Flat 6 Grove type belt Water Pump Type: Centrifugal

Group 00(L), PSI 4X LPG Engine Specifications

Hose Clamp Sizes: 51mm (2 in).

General Specifications

Group 03, Intake and Exhaust Systems Specifications

Engine Type: PSI 4X - 4.3L 6-cycle water-cooled LPG engine. Number of Cylinder: 6 Total Displacement: 4300 cu⋅cm (262 cu⋅in) Rated Output : - EPA Non Tier ; 58.7 kw (78.7 HP) (79.8 PS) @ 2200rpm - EPA Tier4 ; 82 kw (109.9 HP) (111.4 PS) @ 2400rpm Maximum Torque: 33.1 kgf.m (324 N⋅m) @ 1400 rpm Engine Speed (rpm): - Idle: 750 ±30 rpm - Converter Stall: 1880 ±30rpm - Maximum No-Load: 2400 ±30 rpm Firing Order: 1-6-5-4-3-2 (No.1 cylinder on flywheel side) Output Shaft: Flywheel Direction of Rotation: Counterclockwise (viewed from flywheel) Fuel: LPG HD-5 or HD-10 (Capacity: 20 kg) Engine oil: 5W-30, API SM grade Engine Oil Capacity: 4.7 L (5 Quarts) Engine weight (dry): About 320 kg (705 lb)

Air Cleaner Type: Canister style with replaceable paper element and air-restriction indicator.

Group 06, Transmission Specifications General Specifications Model: DIC Transmission. No. Ratios: 2-speed, forward and reverse. No. Ratios 1st -----2nd ------

Gear ratio 2.550: 1 1.218: 1 (Diesel) 1.448: 1 (LPG)

Torque Converter Size: 280 mm (11 in). Torque Converter Stall Ratio: 2.382 Hydraulic Pump Drive ratio: 1.0 x engine rpm. Oil Capacity: 13 L (3.5 Gal) Transmission Fluid: TO4 (1806885 Qt, 1806884 Gal)

Group 01, Cooling System Specifications Radiator Type: Crossflow radiator with coolant recovery system. System Pressure (Radiator cap): 83-109 kPa (12-16 psi). Thermostat:

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.

LPG: open (cracking) at 83°C ± 1.5° (181°F ± 2.7°) fully open 98°C (208°F). Coolant Mixture: 50% water and 50% low-silicate, ethylene glycol, permanent-type antifreeze with rust and corrosion inhibitors (ZXEDRU1) Cooling System Coolant Capacity: LPG truck with 5-row radiator capacity is 18L (19.0 qt). Fan Type: Pusher type

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Group 40, Specifications Group 13, Instrument Pod & Electrical System Specifications

Pneumatic Truck Wheel and Tires

Indicator lights: LCDs integral with circuit board.

Drive Tires:

Fuel gauge: LCD.

1) Single C40 C45 C50s C55s 2) Double C40 - 55s

Engine Coolant Temperature Gauge: LCD. Hour Meter: LCD. Pinout Locations: See Group 13, “Electrical System,” for schematic.

Tire Sizes and Ratings

8.25 x 15-14 ply rating 8.25 x 15-16 ply rating 300 x 15-18 ply rating 300 x 15-20 ply rating 7.50 x 15-12 ply rating

Voltage and Ground System Voltage: 12volt.

System Ground: Negative.

Steer Tires: C40 - 55s

Battery

7.00 x 12-14 ply rating

Tire Pressures

LPG - PSI 4X : 12volt, 60AH Drive Tires: Starter

LPG - PSI 4X : 12volt, 1.7 kW Alternator

LPG - PSI 4X : 12volt, 65A

Group 20, Drive Axle Specifications General Specifications Reduction Ratio: Differential 2.923:1

1) Single C40 C45 C50s C55s 2) Double C40 - 55s

820 kPa (119 psi) 951 kPa (138 psi) 820 kPa (119 psi) 951 kPa (138 psi) 820 kPa (119 psi)

Steer Tires: C40 - 55s

1000 kPa (145 psi)

Group 23 Brake/Inching System Specifications

Total 11.692:1 Oil Capacity: 13 L (3.5 Gal)

Service Brake

Transmission Fluid: TO2, Mobile #424 (1809371 -5 Gal)

Type: Wet disc brake. Brake valve.

Service Brakes: Wet Disc

Fluid: Fluid (RANDO HD32 or NUTO H32 in accordance with CLARK specification MS-68 (CLARK #1800236) by reservoir.

Parking Brake: Drum Brake

Pedal Freeplay: 4~6mm (0.16~0.24 in).

Group 22, Wheels and Tires Specifications Steer Tire Types: Pneumatic Rubber and urethane. Drive Tire Type: Pneumatic Rubber and urethane.

Parking Brake Type: Drum brake type connected to drive axle. Holding Test: Rated load on 15% grade. Inching Type: Inching pedal mechanically linked to brake pedal and to inching spool on transmission. Pedal Freeplay: None.

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Group 40, Specifications Group 25, Steering Column and Gear Specifications Steering System Type: Hydrostatic power steering with load sensing, dynamic signal circuit. Steering System Relief Pressure Setting : 10790 kPa (1565 psi)

Flow Setting : Flow Setting L/min <Tilt/Aux> 20.8 26.5 37.9 56.8 75.7

Parts number of Cartridge (gpm) 5.5 7 10 15 20

8041432 8041433 8041434 8041435 8041436

Group 26, Steer Axle Specifications Group 32, Tilt Cylinders Specifications

Pneumatic-Tire Truck Steer Cylinder Type: Double-acting, piston-type.

Tilt cylinder type: double-acting with shims.

Turning Arc: 75° max. inside turning angle 54.6° max. outside turning angle.

Maximum operating pressure: 21000 kPa (3045 psi; 210 bar)

Group 29, Hydraulic Sump, Filters, and Pump Specifications Hydraulic Pump Type: - Diesel: Double gear-type pump. - LPG: Triple gear-type pump. Sump Type and Capacity : - Tank is built into truck frame with capacity of 88 L (23.25 gallons) for C40-45, 100 L (26.4 Gallons) for C50s-55s. Hydraulic Fluid Type : - CLARK Hydraulic Fluid specification MS-68 (1802155 Gal can) Tank top Return Filter Type: - Disposable, glass micro-fiber element. Suction Screen: - 100 mesh stainless steel screen.

Group 30, Hydraulic Valve/Lift Circuit Specifications Main Relief Valve Setting : 20100-21100 kPa (2915-3060 psi) Auxiliary Relief Valve Setting : 13200-14200 kPa (19152060 psi)

In case of standard trucks (C40-50s : MFH3000, C55s: MFH2800), they have been set to 56.8 LPM (15 GPM) on delivery. Tilt Ranges (Abbreviation — Std = Standard, high-visibility upright; TSU = Triplestage upright; MFH = Maximum fork height; B = back tilt; F = Forward tilt) Tilt Ranges*: MAST TYPE STD STD STD STD TUS TUS TUS STD STD STD STD TUS TUS TUS

MFH mm C40-C50s 2,500~2,700 3,000~3,700 4,000~4,500 5,000 2,450~4,800 5,000~5,500 6,000~7,000 C55s 2,300~2,500 2,800~3,500 3,800~4,300 4,800 2,250~4,600 4,800~5,300 5,800~6,800

FORWARD BACK "F"( ˚ ) "B"( ˚ ) 8 8 6 3 6 3 3

8 10 5 5 5 5 3

8 8 6 3 6 3 3

8 10 5 5 5 5 3

Rated Flow : Tilt spool: 75.7 L/min (20 gpm) Auxiliary spool #1: 20.8 L/min (5.5 gpm) Auxiliary spool #2: 75.7 L/min (20 gpm) SM 1056

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Group 40, Specifications Group 34, Upright Specifications

Lift Speeds, Upright

Upright Weight: Approximately 633 kg (1400 lb) to approximately 1500 kg (3300 lb) without carriage

For the standard two-stage upright, with standard hydraulic transmission. Note: Hydraulic fluid should be at operating temperature when testing these specifications.

Carriage Weight: approximately 160 kg (350 lb) to approximately 326 kg (720 lb) Fork Weight : approximately 63 kg (140 lb) to approximately 227 kg (500 lb) IMPORTANT Before hoisting, the weights of upright, carriage, and forks must be combined to determine what lifting capacity is required of the hoisting equipment. Capacities and Lift Heights: Upright, carriage, and fork capacity and upright lift heights are listed on the truck’s data plate. Lubricants: All Purpose Grease (CLARK specification MS-9) Innerslide Lubricant (CLARK part #886396) Chain and Cable Lube (CLARK part #886399)

Lift Speed m/s(ft/min)

Lowering Speed m/s(ft/min)

Pneumatic tire type LPG (PSI 4X Tier 4) C40 Loaded 0.49m/s (96) 0.50m/s (98) Empty 0.51m/s (100) 0.47m/s (92.5) C45 Loaded 0.48m/s (94.5) 0.50m/s (98) Empty 0.51m/s (100) 0.47m/s (92.5) C50s Loaded 0.48m/s (94.5) 0.50m/s (98) Empty 0.51m/s (100) 0.47m/s (92.5) C55s Loaded 0.47m/s (92.5) 0.50m/s (98) Empty 0.50m/s (98) 0.47m/s (92.5)

Group 38, Counterweight and Chassis Specifications Counterweight weights :

Drift, Lift and Tilt Cylinders For standard truck. Upright Fork Downdrift: Should not exceed 100 mm (4 in) in a 10-minute period. Tilt Cylinder Drift: Should not exceed 5° in a 10-minute period. Determined by marking and measuring carriage descent and upright forward tilt from raised, non-tilted position with hydraulic fluid at operating temperature ; and a capacity load held evenly distributed on lift forks. (If a pallet is used, load should not extend beyond pallet ; load should be stacked to provide maximum stability.) Fork completely engaging load and adjusted as wide as possible to provide even distribution of weight.

C40L : 1,865 kg (4,112 lbs) C45L : 2,240 kg (4,838 lbs) C50sL : 2,590 kg (5,710 lbs) C55sL : 3,000 kg (6,614 lbs)

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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.

2. Using finger tips only, lightly snug fitting with a wrench until it bottoms out on the seat or port. Do not overtighten.

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G G

CLARK MATERIAL HANDLING INTERNATIONAL 215, Ojeong-ro, Bucheon-Si, Gyeonggi-do, Korea Tel: 82-32-680-6300 [ www.clarkmhc.co.kr ]